Service Manual 777D AGC

777D Off-Highway Truck AGC00001-UP (MACHINE) POWERED BY 3508B Engine(...
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Fuel Filter (Primary)

SMCS - 1260
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
https://sisweb:8443/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/siswe... 8/7/2008
777D Off-Highway Truck AGC00001-UP (MACHINE) POWERED BY 3508B Engine(... Page 2 of 2
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Illustration 1 g00111701
(1) Torque for the nut ... 25 ± 6 N·m (18 ± 4 lb ft)
(2) 7S-9323 Spring
Length under test force ... 27.9 mm (1.10 inch)

Test force ... 135 ± 10 N (30.0 ± 2.3 lb)
Free length after test ... 42.7 mm (1.68 inch)
Outside diameter ... 17.32 mm (0.682 inch)
2 #11, /"". 2 % 3 #9 91 /9 :" ""/"".

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Fuel Filter Base - Spin-on Filter

SMCS - 1262
Typical example
(1) Stud
Put 154-9731 Sealant on the last 10.0 ± 1.5 mm (0.39 ± 0.06 inch) of the threads at the base end of the
stud.
Torque ... 68 ± 7 N·m (50 ± 5 lb ft)
1 #//, 0"". 1 % 2 #8 8/ 8 9" ""0"".

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Fuel Pressure Regulator

SMCS - 1277
Typical example
(1) Fuel manifold adapter
(3) Valve plunger
(2) 9N-4053 Spring

Test force ... 40.8 ± 2.1 N (9.2 ± 0.5 lb)
Free length after test force ... 57.2 mm (2.25 inch)
0 #11, /"". 0 % 2 #8 -" "/ 9" ""/"".

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Fuel Transfer Pump

SMCS - 1256
(3) Check valve
(4) Bypass valve
When the fuel transfer pump group is viewed from the drive end, the drive gear rotates in the clockwise
direction.
Minimum output ... 21 L/min (5.5 US gpm)
Minimum output is attained under the following conditions:
Pump pressure ... 415 kPa (60 psi)
Pump speed ... 2400 rpm
Minimum cracking pressure of bypass valve ... 620 kPa (90 psi)
Maximum pressure of fully open bypass valve ... 965 kPa (140 psi)
(1) Dimensions for terminal bushing
Bore of the terminal bushing for gear shaft ... 12.736 mm (0.5014 inch)
Installation depth of terminal bushing ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(2) Dimensions for drive shaft assembly
Diameter of the shaft ... 12.6875 ± 0.0125 mm (0.49951 ± 0.00049 inch)

Diameter of the gear ... 29.801 ± 0.006 mm (1.1733 ± 0.0002 inch)
Length of the gear ... 25.347 ± 0.008 mm (0.9979 ± 0.0003 inch)
(5) Dimensions for idler gear assembly
Diameter of the gear ... 29.801 ± 0.006 mm (1.1733 ± 0.0002 inch)

Length of the gear ... 25.347 ± 0.008 mm (0.9979 ± 0.0003 inch)
(6) 1W-4655 Relief Valve Spring
Free length ... 28.4 mm (1.12 inch)

3 #00, /"". 3 % 4 #1 -" #. :" ""/"".

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Fuel Injector Mechanism

SMCS - 1102; 1290
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
(3) Timing pin
(A) Bore in the sleeve bearing for the rocker arm shaft assembly after installation ... 45.077 ± 0.015 mm
(1.7747 ± 0.0006 inch)
(B) Diameter of the rocker arm shaft ... 45.000 ± 0.013 mm (1.7716 ± 0.0005 inch)
(2) 100-3878 Injector Spring

Test force ... 300 ± 25 N (67.4 ± 5.6 lb)
(C) Dimensions for the unit injector lifter assembly
Diameter of the unit injector lifter assembly ... 34.950 ± 0.010 mm (1.3760 ± 0.0004 inch)
Bore in the head for the unit injector lifter assembly ... 35.000 ± 0.025 mm (1.3779 ± 0.0010 inch)
(4) Lubricate the bore of the O-ring seal lightly with clean engine oil.
Note: Start the retainer nuts of the cap assembly by hand so that the terminal studs are not cross
threaded.
(5) Torque for the cap assembly ... 2.50 ± 0.25 N·m (22 ± 2 lb in)
1 #00, /"". 1 % 2 #8 -" ,, 9" ""/"".

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Fuel Injector
SMCS - 1290
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Note: Prior to installation of the fuel injector group, lubricate the bore in the cylinder head with 1P-0808
Multipurpose Grease . Use the clamp to press the injector into the bore. Do not tap on the top surface of
the injector.
(1) Torque for the bolt ... 65 ± 7 N·m (48 ± 5 lb ft)
(A) Timing dimension ... 64.34 ± 0.20 mm (2.533 ± 0.008 inch)
Note: Before assembly, lubricate the bore and the threads of valve assembly (2) with 1P-0808
Multipurpose Grease .
(2) Valve assembly
Torque for valve assembly ... 165 ± 10 N·m (120 ± 7 lb ft)

Torque for terminal nuts ... 2.4 ± 0.2 N·m (21 ± 2 lb in)
(3) Torque for unit injector nozzle ... 310 ± 20 N·m (230 ± 15 lb ft)
3 #00, /"". 3 % 4 #2 -# "- :" ""/"".

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Camshaft
SMCS - 1210
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
(1) Left hand camshaft assembly
(2) Right hand camshaft assembly
(A) Thickness of the groove for thrust washer in a new camshaft assembly ... 8.75 ± 0.05 mm (0.344 ±
0.002 inch)
(B) Extension of the dowel from the camshaft assembly ... 12.0 ± 0.5 mm (0.47 ± 0.02 inch)
(C) Thickness of a new thrust washer ... 8.50 ± 0.05 mm (0.335 ± 0.002 inch)
(D) Dimensions for the journal surface
Diameter of bearing journal ... 91.88 ± 0.02 mm (3.617 ± 0.001 inch)

Bore in camshaft bearing after installation ... 92.00 ± 0.06 mm (3.622 ± 0.002 inch)
Note: End play for a new camshaft assembly is 0.15 to 0.35 mm (0.006 to 0.014 inch).
(E) Specified camshaft lobe lift
Inlet lobe ... 12.7500 mm (0.50197 inch)

Injector lobe ... 13.7313 mm (0.54060 inch)
Exhaust lobe ... 13.2500 mm (0.52165 inch)
Use the following procedure in order to determine the actual camshaft lobe lift:
1. Measure camshaft lobe height (F) .
2. Measure base circle (G) .
3. Subtract the base circle (G) from the camshaft lobe height (F) . The difference is the actual
camshaft lobe lift.
1 #00, /"". 1 % 2 #8 -# // 9" ""/"".

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Camshaft Bearing Position

SMCS - 1211
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Right side view
The dimensions for installing the camshaft bearings are from the rear face of the cylinder block.
For engines that have 8 cylinders, use dimensions (L) , (K) , (J) , (H) , and (G) .
For engines that have 12 cylinders, use dimensions (L) , (K) , (J) , (H) , (G) , (F) , and (E) .
For engines that have 16 cylinders, use dimensions (L) , (K) , (J) , (H) , (G) , (F) , (E) , (D) and (C) .
For engines that have 20 cylinders, use all of the dimensions.
Note: The oil holes must be aligned at the correct angle when the bearings are installed. Refer to
Specifications, "Cylinder Block" for the correct angle.
Dimensions
(A) ... 2740.0 ± 1.5 mm (107.87 ± 0.06 inch)

(B) ... 2470.0 ± 1.5 mm (97.24 ± 0.06 inch)
(C) ... 2200.0 ± 1.5 mm (86.61 ± 0.06 inch)
(D) ... 1930.0 ± 1.5 mm (75.98 ± 0.06 inch)
(E) ... 1660.0 ± 1.5 mm (65.35 ± 0.06 inch)
(F) ... 1390.0 ± 1.5 mm (54.72 ± 0.06 inch)
(G) ... 1120.0 ± 1.5 mm (44.09 ± 0.06 inch)
(H) ... 850.0 ± 1.5 mm (33.46 ± 0.06 inch)
(J) ... 580.0 ± 1.5 mm (22.83 ± 0.06 inch)
(K) ... 310.0 ± 1.5 mm (12.20 ± 0.06 inch)
(L) ... 40.0 ± 1.5 mm (1.57 ± 0.06 inch)
2 #00, /"". 2 % 3 #1 -# ,. 9" ""/"".

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Valve Mechanism
SMCS - 1102
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Type 1
(1) Torque for the locknut ... 70 ± 15 N·m (50 ± 11 lb ft)
(3) Dowel
Diameter of the new dowel ... 11.008 ± 0.003 mm (0.4334 ± 0.0001 inch)
Bore in the bridge for the dowel ... 11.07 ± 0.03 mm (0.436 ± 0.001 inch)
Bore in the head for the dowel ... 10.968 ± 0.020 mm (0.4318 ± 0.0008 inch)
(4) Guide springs
Refer to Guidelines for Reusable Parts and Salvage Operations, SEBF8172, "Visual Inspection of the
7N-4782 Lifter Guide Spring 3500 Fmaily of Engines".
(A) Rocker arm shaft
After the 123-4271 Sleeve Bearing is installed in the rocker arm the bearing must be machined to
size. ... 45.056 ± 0.015 mm (1.7739 ± 0.0006 inch)
Maximum roughness average (Ra) ... 0.8 micrometer (32 microinch)
size. ... 45.077 ± 0.015 mm (1.7747 ± 0.0006 inch)
Diameter of the rocker arm shaft ... 45.000 ± 0.013 mm (1.7716 ± 0.0005 inch)
(B) Valve lash
Inlet ... 0.50 mm (0.020 inch)

Exhaust ... 1.00 mm (0.040 inch)
(C) Height to the top of the dowel ... 66.5 ± 0.5 mm (2.62 ± 0.02 inch)
(D) Valve lifter
Diameter of the new valve lifter ... 29.900 ± 0.010 mm (1.1772 ± 0.0004 inch)
Bore in the head for the valve lifter ... 30.000 ± 0.025 mm (1.1811 ± 0.0010 inch)
Type 2
(6) Guide springs
Refer to Guidelines for Reusable Parts and Salvage Operations, SEBF8172, "Visual Inspection of the
7N-4782 Lifter Guide Spring 3500 Fmaily of Engines".
(E) Rocker arm shaft
size. ... 45.056 ± 0.015 mm (1.7739 ± 0.0006 inch)
size. ... 45.077 ± 0.015 mm (1.7747 ± 0.0006 inch)
Diameter of the rocker arm shaft ... 45.000 ± 0.013 mm (1.7716 ± 0.0005 inch)
(F) Valve lash
Inlet ... 0.50 mm (0.020 inch)

Exhaust ... 1.00 mm (0.040 inch)
(G) Valve lifter
Diameter of the new valve lifter ... 29.900 ± 0.010 mm (1.1772 ± 0.0004 inch)
Bore in the head for the valve lifter ... 30.000 ± 0.025 mm (1.1811 ± 0.0010 inch)
1 #22, /"". 1 % 3 #9 -# -0 :" ""/"".

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Cylinder Head
SMCS - 1100
Typical example
(1) Locating pad
(2) Pipe plug
NOTICE
The pipe plug at location (2) MUST be installed on this engine.
Typical example
Note: Lubricate the threads of the bolts for the cylinder head with clean engine oil before assembly.
Use the following procedure to tighten the bolts:
1. Tighten the bolt (3) through bolt (10) in the numerical sequence that is shown in Illustration 2 to
30 ± 5 N·m (22 ± 4 lb ft).
2. Tighten the bolt (3) through bolt (10) in the numerical sequence that is shown in Illustration 2 to
200 ± 15 N·m (150 ± 11 lb ft).
3. Again tighten the bolt (3) through bolt (10) in the numerical sequence that is shown in Illustration
2 to 200 ± 15 N·m (150 ± 11 lb ft).
4. Turn the bolt (3) through bolt (10) in the numerical sequence that is shown in Illustration 2 to an
additional rotation of 180 ± 5 degrees.
5. Tighten the bolt (11) and bolt (12) in the numerical sequence that is shown in Illustration 2 to 55 ±
10 N·m (41 ± 7 lb ft).
Typical example
Note: Apply 6V-6640 Sealant to the bores of the cup plugs before assembly.
(A) Depth of the cup plugs in the top of the cylinder head ... 9.0 ± 0.5 mm (0.35 ± 0.02 inch)
(B) Height of new cylinder head ... 142.00 ± 0.15 mm (5.591 ± 0.006 inch)
(C) Depth of the cup plugs in the cylinder head below the bottom of the chamfer ... 1.0 ± 0.5 mm (0.04 ±
0.02 inch)
1 #22, /"". 1 % 3 #9 -/ #/ :" ""/"".

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Cylinder Head Valves

SMCS - 1105
Typical example
Note: Before assembly, coat the inlet valve stems and the exhaust valve stems with clean engine oil.
(A) Height from the top of the cylinder head to the top of the valve guides ... 26.0 ± 1.0 mm (1.02 ± 0.04
inch)
(1) 281-6157 Spring
Quantity ... 4
Test force ... 562.0 ± 28.0 N (126.3 ± 6.3 lb)
(2) 194-4902 Spring
Quantity ... 4
Test force ... 146.0 ± 7.3 N (32.8 ± 1.6 lb)
(3) Install the two valve stem seals to the inlet valves.
(4) Install the two washers to the exhaust valves.
(B) Dimension for the valves
Diameter of the inlet valve stems ... 9.441 ± 0.010 mm (0.3717 ± 0.0004 inch)
Diameter of the exhaust valve stems ... 12.464 ± 0.025 mm (0.4907 ± 0.0010 inch)
(C) Bore in cylinder head for valve seat inserts
Inlet ... 60.508 ± 0.025 mm (2.3822 ± 0.0010 inch)

Exhaust ... 60.000 ± 0.025 mm (2.3622 ± 0.0010 inch)
(5) Valve guide
Bore of the inlet valve guide after installation ... 9.487 ± 0.025 mm (0.3735 ± 0.0010 inch)
Bore of the exhaust valve guide after installation ... 12.619 ± 0.025 mm (0.4968 ± 0.0010 inch)
(D) Valve face angles
Inlet ... 19.40 ± 0.25 degrees

Exhaust ... 44.40 ± 0.25 degrees
(E) Diameter of the valve heads ... 56.00 ± 0.15 mm (2.205 ± 0.006 inch)
Typical example
(F) Diameter of the valve seat inserts
Inlet ... 60.627 ± 0.015 mm (2.3869 ± 0.0006 inch)

Exhaust ... 60.119 ± 0.015 mm (2.3669 ± 0.0006 inch)
(G) Angle of the face of valve seat inserts
Inlet ... 20.00 ± 0.25 degrees

Exhaust ... 45.00 ± 0.25 degrees
(H) Depth of bore in cylinder head for valve seat inserts ... 16.00 ± 0.15 mm (0.630 ± 0.006 inch)
(J) Outside diameter of the face of the valve seat inserts ... 53.6 mm (2.11 inch)
2 #00, /"". 2 % 3 #1 -/ /. 9" ""/"".

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Turbocharger
SMCS - 1052
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
Typical example
(1) Clamp for the air inlet
1. Tighten the clamp.
Torque ... 9.5 ± 1.0 N·m (84 ± 9 lb in)
2. Gently hit around the clamp with a soft faced hammer.
3. Tighten the clamp again.
Torque ... 9.5 ± 1.0 N·m (84 ± 9 lb in)
(2) Clamps that connect the cartridge to the turbocharger housings
Torque ... 14 ± 1.5 N·m (124 ± 13 lb in)
Torque ... 14 ± 1.5 N·m (124 ± 13 lb in)
(3) Bolts that connect the turbocharger to the exhaust manifold
Lubricate the threads and the bearing surfaces with 5P-3931 Anti-seize Compound .
Torque ... 55 ± 10 N·m (40 ± 7 lb ft)
0 #11, /"". 0 % 2 #8 -/ 88 9" ""/"".

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Turbocharger
SMCS - 1052
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
Typical example
(1) Clamp for the air inlet
Torque ... 9.5 ± 1.0 N·m (84 ± 9 lb in)
Torque ... 9.5 ± 1.0 N·m (84 ± 9 lb in)
(2) Clamps that connect the cartridge to the turbocharger housings
Note: Lubricate the clamp's threads with 5P-3931 Anti-seize Compound .
Torque ... 12.4 to 14.7 N·m (110 to 130 lb in)
Torque ... 12.4 to 14.7 N·m (110 to 130 lb in)
(3) Bolts that connect the turbocharger to the exhaust manifold
Lubricate the threads and the bearing surfaces with 5P-3931 Anti-seize Compound .
Torque ... 55 ± 10 N·m (40 ± 7 lb ft)
2 #11, /"". 2 % 3 #9 -/ -1 :" ""/"".

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Exhaust Manifold
SMCS - 1059
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
(1) Left manifold
(2) Bolts
1. Put 5P-3931 High Temperature Anti-Seize Compound on the threads of all exhaust manifold
bolts, nuts, and locknuts.
2. Tighten diagonally opposite bolts so that the bolts are snug in order to seat the seal uniformly.
3. Diagonally tighten bolts to the following torque:
Torque ... 55 ± 5 N·m (41 ± 4 lb ft)
(3) Right manifold
(4) Bolts
1. Put 5P-3931 High Temperature Anti-Seize Compound on the threads of the bolts that hold
exhaust manifolds to the cylinder head.
2. Tighten the bolts to the following torque:
Torque ... 50 ± 5 N·m (37 ± 4 lb ft)
1 #00, /"". 1 % 2 #8 -, #9 :" ""/"".

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Air Inlet and Exhaust Lines

SMCS - 1058; 1061
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
(1) Tighten the bolts for the aftercooler according to the following procedure.
1. Assemble seals to the aftercooler core.
2. Temporarily secure the bottom seal with tape. Do not use an adhesive, a silicone lubricant, or any
other lubricant for retention of the seal.
3. Assemble the aftercooler with the seals to the inlet manifold.
4. Inspect the bottom seal in order to ensure that the seating in the recess is correct.
5. Install the aftercooler cover.
6. Inspect the upper seal in order to ensure that the seating in the recess is correct.
7. Install the cover bolts and hand tighten the bolts.
8. Tighten the bolts according to the numerical sequence to the following torque.
Torque for bolts ... 24 N·m (18 lb ft)
9. Tighten the bolts again according to the numerical sequence to the following torque.
Torque for bolts ... 47 N·m (35 lb ft)
10. Remove the tape.
(2) Apply 4C-5300 Sealant (Anaerobic) along the bottom of the plate.
2 #11, 0"". 2 % 3 #9 -, ,0 :" ""0"".

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Engine Oil Pump

SMCS - 1304
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
(1) 2S-2760 Spring

Test force ... 499 ± 24 N (112.2 ± 5.4 lb)
(A) Dimensions for the gears
Length of new gear ... 54.00 ± 0.015 mm (2.1260 ± 0.0006 inch)

Depth of the bore in the oil pump body for the new gear ... 54.150 ± 0.020 mm (2.1319 ± 0.0008
inch)
(B) Dimensions for the shafts
Diameter of new shaft ... 31.742 ± 0.008 mm (1.2497 ± 0.0003 inch)

Bore in the sleeve bearing for the new shaft after assembly ... 31.811 ± 0.013 mm (1.2524 ±
0.0005 inch)
(C) Extension of the hollow dowel from the pump cover ... 6.0 ± 0.5 mm (0.24 ± 0.02 inch)
(D) Distance from the end of the idler shaft to the gear face ... 34.0 ± 0.5 mm (1.34 ± 0.02 inch)
(E) Distance from the end of the shaft to the gear face ... 47.0 ± 0.5 mm (1.85 ± 0.02 inch)
(F) Installation depth of the sleeve bearing in the pump cover ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(G) Installation depth of the sleeve bearing in the oil pump body assembly ... 1.5 ± 0.5 mm (0.06 ± 0.02
inch)
(H) Position of bearing joints from the centerline through the bearing bores ... 45 ± 15 degrees
When the engine oil pump is viewed from the drive end the drive gear rotates in the following direction.
... Clockwise
Bench test specifications
Unrestricted flow rate at 700 rpm ... 135 L/min (36 US gpm)
Pump pressure at 300 rpm with fully blocked outlet ... 600 ± 30 kPa (87.0 ± 4.5 psi )
Note: Before you install the pump, lubricate the moving parts with clean engine oil. Rotate the pump by
hand in order to ensure that the pump rotates freely.
2 #00, /"". 2 % 3 #9 -, 9. :" ""/"".

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Engine Oil Scavenge Pump

SMCS - 1312
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
NOTICE
Before operation, the pump must be lubricated with clean engine oil
and the pump must turn freely by hand or damage to parts can be the
result.
When the oil scavenge pump is viewed from the drive end the drive rotates in the following direction. ...
Counterclockwise
(1) Length of new gears
8N-9164 Pump Group ... 84.000 ± 0.015 mm (3.3071 ± 0.0006 inch)

1W-8508 Pump Group ... 110.000 ± 0.015 mm (4.3307 ± 0.0006 inch)
144-8267 Pump Group ... 145.000 ± 0.015 mm (5.7087 ± 0.0006 inch)
Depth of bores for new gears
8N-9164 Pump Group ... 84.150 ± 0.020 mm (3.3130 ± 0.0008 inch)

1W-8508 Pump Group ... 110.150 ± 0.020 mm (4.3366 ± 0.0008 inch)
144-8267 Pump Group ... 145.150 ± 0.020 mm (5.7146 ± 0.0008 inch)
(2) Diameter of new gear shafts ... 31.742 ± 0.008 mm (1.2497 ± 0.0003 inch)
Bore in bearings for new gear shafts after assembly ... 31.837 ± 0.070 mm (1.2534 ± 0.0028 inch)
(3) Distance from the end of the shafts to the gear faces ... 34.0 ± 0.5 mm (1.34 ± 0.02 inch)
(4) The bearings are installed in the pump body at the following depth: ... 1.5 ± 0.5 mm (0.06 ± 0.02
inch)
(5) Bolt
Note: Before installing a gear onto the shaft, clean the shaft and clean the gear's bore with isopropyl
alcohol.
1. Tap on gear in order to seat the taper on the shaft.
2. Tighten the bolt to the following torque:
Torque for bolt ... 100 ± 20 N·m (75 ± 15 lb ft)
Repeat this procedure until the torque does not change.
Typical example
(6) Position of bearing joints from the centerline through the bearing bores ... 45 ± 15 degrees
(7) The bearings are installed in the cover at the following depth: ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(8) The dowels extend from the cover at the following distance: ... 6.4 ± 0.5 mm (0.25 ± 0.02 inch)
2 #00, /"". 2 % 3 #1 -1 "- 9" ""/"".

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Engine Oil Cooler Bypass and Cooling Jet Sequence Valves

SMCS - 1314; 1331
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Typical example
(1) 2W-1635 Spring for oil cooler bypass valve
Length under test force ... 102 mm (4.02 inch)

Test force ... 492 to 544 N (111 to 122 lb)
The oil cooler bypass valve must open with the following pressure difference: ... 180 ± 20 kPa (26
± 3 psi)
(2) Plug
Torque ... 100 ± 15 N·m (75 ± 11 lb ft)
(3) 6B-9202 Spring for the cooling jet sequence valve
There is a spring at each end of the engine block.

Both of the cooling jet sequence valves must start to open at the following pressure difference: ...
130 ± 30 kPa (19 ± 4 psi)
Both of the cooling jet sequence valves must be fully open at the following pressure difference: ...
200 ± 30 kPa (29 ± 4 psi)
(4) Clamp
1. Tighten the clamp assembly to the tube until the clamp is a snug fit.
2. Tighten the clamp assembly to the adapter.
3. Tighten the clamp assembly to the tube.
Torque ... 47 ± 9 N·m (35 ± 7 lb ft)
2 #33, /"". 2 % 4 #0 -0 /0 :" ""/"".

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Engine Oil Filter Base

SMCS - 1306
(1) Stud
Put 154-9731 Thread Lock Compound on the last 10.2 ± 1.5 mm (0.40 ± 0.06 inch) of the threads at the
base end of the studs.
Torque ... 80 ± 14 N·m (60 ± 10 lb ft)
(2) Oil filter
1. Put clean engine oil on the oil filter seals.
2. Put filters (2) in position and tighten the oil filters until the seals make contact with the oil filter
bases.
3. Tighten the filters for an additional one full turn (360 degrees).
(3) 7G-6713 Spring for the oil filter bypass valves

Test force ... 109 ± 5 N (24.5 ± 1.1 lb)
Color code (stripes) ... one light blue stripe
(4) Oil filter bypass valve
The oil filter bypass valves must open at the following pressure difference: ... 203 ± 20 kPa (29 ±
3 psi)
1 #//, 2"". 1 % 3 #0 -0 ,/ 9" ""2"".

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Crankcase Breather
SMCS - 1317
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Typical example
(1) Breather assembly
(2) Cover assembly
(3) Torque for the hose clamps ... 3.0 ± 0.5 N·m (27 ± 4 lb in)
1 #00, /"". 1 % 2 #8 -8 -9 :" ""/"".

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Engine Oil Pan

SMCS - 1302
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
Top view
(1) Plug
Torque ... 55 ± 7 N·m (41 ± 5 lb ft)
(2) Studs
Torque ... 35 ± 5 N·m (26 ± 4 lb ft)
(3) Plug
Torque ... 72 ± 15 N·m (53 ± 11 lb ft)
Top view
(4) Plug
Torque ... 95 ± 20 N·m (70 ± 15 lb ft)
(5) Plug
Lubricate the plug with clean engine oil.

Torque ... 55 ± 7 N·m (41 ± 5 lb ft)
(6) Gasket joint
Apply one of the following sealants to the gasket joints and the tee prior to assembly:
4C-9613 Silicone Sealant
7M-7260 Liquid Gasket
4C-9502 Gasket Sealant
1 #22, /"". 1 % 3 #9 -- ## :" ""/"".

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Water Temperature Regulator

SMCS - 1355
Fully open temperature ... 92 °C (197 °F)
Minimum opening distance at 92 °C (197 °F) ... 10.4 mm (0.41 inch)
1 #//, 2"". 1 % 3 #0 -- 2- 6" ""2"".

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Fan Drive
SMCS - 1359
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - FKR1-UP
(1) Adapter
(2) Pulley
(3) Bolts
Torque ... 47 ± 9 N·m (35 ± 7 lb ft)
(4) Stub shaft
1 #22, /"". 1 % 3 #0 -- 0# 9" ""/"".

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Water Pump
SMCS - 1361
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FKR1-UP
Typical example
(1) Oil seal
(2) Ring assembly
(3) Ceramic ring and rubber seal
(4) Seal assembly
(5) Spring
(6) Shaft
Shaft's outer diameter for impeller ... 25.400 ± 0.013 mm (1.0000 ± 0.0005 inch)
Width of shaft's groove for thrust washer ... 8.75 ± 0.05 mm (0.345 ± 0.002 inch)
(7) Thrust washer
Thickness ... 8.50 ± 0.05 mm (0.3346 ± 0.0020 inch)
(8) Impeller
Diameter of impeller's bore ... 25.342 ± 0.013 mm (0.9977 ± 0.0005 inch)
(9) O-ring seal
(10) O-ring seal
(11) Stud
Torque ... 35 ± 5 N·m (26 ± 4 lb ft)
(12) Nut
Torque ... 27 ± 4 N·m (20 ± 3 lb ft)
(13) O-ring seal
(14) Adapter
Torque ... 100 ± 10 N·m (75 ± 7 lb ft)
Assembly Procedure
Follow this procedure for assembly:
Note: The seal installation tool is part of the replacement seal assembly.
1. Install ring assembly (2) and oil seal (1) into the pump housing. Install the oil seal dry. Do not
lubricate the sealing lip. Use the correct installation tool and use a slow, even motion to press the
seal into the pump housing.
2. Install shaft (6) through the oil seal and through the ring assembly.
3. Install thrust washer (7) .
4. Lubricate the outside diameter of the ceramic ring and rubber seal (3) with clean water or with
207-1600 Rubber Lubricant .
5. Orient the polished face of the ceramic ring toward seal assembly (4). Use the installation tool and
hand pressure to seat the ceramic ring and the rubber seal into the pump housing.
6. Remove spring (5) from the seal assembly. Lubricate the inside diameter of the seal assembly with
clean water or with 207-1600 Rubber Lubricant .
7. Use the seal installation tool and hand pressure to install the seal assembly onto the shaft until the
face of the seal assembly makes light contact with the face of the ceramic ring and rubber seal.
8. Install the spring onto the seal assembly.
9. Lubricate the shaft with clean engine oil. Place the shaft onto a fixture that will absorb the load
and press impeller (8) onto the shaft until the face of the impeller is flush with the face of the
shaft.
10. Lubricate the bore for O-ring seal (9) with clean engine oil.
11. Lubricate the bore for O-ring seal (10) with clean engine coolant.
12. Tighten studs (11) according to the specified torque.
13. Tighten nuts (12) according to the specified torque.
14. Lubricate the bore for O-ring seal (13) with glycerin.
15. Tighten adapter (14) according to the specified torque.
Maximum leakage per minute for the water seal at 138 kPa (20 psi) of air pressure ... 20 cc (1.22 cu in)
Maximum leakage per minute for the oil seal at 138 kPa (20 psi) of air pressure ... 24 cc (1.46 cu in)
0 #11, /"". 0 % 2 #8 -- -- 9" ""/"".

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Auxiliary Water Pump

SMCS - 1371
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - FKR1-UP
Typical example
(2) Ceramic ring and rubber seal
(A) Width of groove in the shaft for thrust washer ... 6.25 ± 0.05 mm (0.246 ± 0.002 inch)
(B) Thickness of the thrust washer ... 6.000 ± 0.025 mm (0.2362 ± 0.0010 inch)
(C) Dimensions of the Shaft
Lubricate the shaft with a thin film of clean engine oil before pressing the impeller onto the shaft.
The end of the shaft must be flush with the face of the impeller within the following distance. ...
0.076 mm (0.0030 inch)
Bearing bore for auxiliary drive shaft ... 75.000 ± 0.055 mm (2.9528 ± 0.0022 inch)
Diameter of new auxiliary drive shaft (not shown) ... 74.900 ± 0.015 mm (2.9488 ± 0.0006 inch)
(D) Bore diameter of the impeller ... 19.000 ± 0.013 mm (0.7480 ± 0.0005 inch)
(E) Depth of the bearing in the housing assembly ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(1) Do not lubricate the sealing lip of the lip type seal.
Minimum leakage per minute for the lip type seal at 138 kPa (20 psi) of air pressure ... 24 cc (1.5
cu in)
(3) Use the following procedure in order to assemble the water pump seal.
1. Lubricate the outside diameter of ceramic ring and rubber seal (2) with clean water or with 207-
1600 Rubber Lubricant .
2. Orient the polished face of the ceramic ring toward water pump seal assembly.
3. Use the installation tool and hand pressure to seat the ceramic ring and the rubber seal into the
pump housing.
4. Remove spring (4) from the water pump seal assembly.
5. Lubricate the inside diameter of the water pump seal assembly with clean water or with 207-1600
Rubber Lubricant .
6. Use the seal installation tool and hand pressure to install the water pump seal assembly onto the
shaft until the face of the water pump seal assembly makes light contact with the face of the
ceramic ring and rubber seal.
7. Install spring (4) onto the water pump seal assembly.
Assembled length of spring ... 17.45 ± 0.79 mm (0.687 ± 0.031 inch)
Load on spring at assembled length ... 40.03 ± 4.45 N (9.0 ± 1.0 lb)
Maximum leakage per minute for the water seal at 138 kPa (20 psi) of air pressure ... 20 cc (1.2 cu in)
(6) Diameter in the shaft for impeller ... 19.013 to 19.050 mm (0.7485 to 0.7500 inch)
(7) Lubricate the bore of the O-ring seal lightly with sealant that is being sealed.
(8) Lubricate the bore of the O-ring seal with clean engine oil, glycerin or clean water.
2 #00, /"". 2 % 3 #9 -1 ## :" ""/"".

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Refrigerant Compressor
SMCS - 1802
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FKR1-UP
(1) Relief valve
Opening pressure of relief valve ... 3309 kPa (480 psi)

Sealing pressure of relief valve ... 2964 kPa (430 psi)
(3) Torque for the oil plug ... 10 ± 2 N·m (89 ± 18 lb in)
Note: Oil plug (3) is pressurized.
(A) The refrigerant compressor must be mounted within 15 degrees of the vertical centerline.
Specifications for the Compressor

Bore ... 38.1 mm (1.50 inch)
Stroke ... 30.2 mm (1.19 inch)
Displacement per revolution ... 207 cc (12.6 in3)
Number of cylinders ... 6
Maximum allowable RPM ... 4000
Refrigerant ... R134A
Oil
9U-7551 Air Conditioner Oil

Capacity ... 0.3100 ± 0.0145 L (0.0819 ± 0.0038 US gal)
Rotation ... Clockwise
Recommended RPM at rated engine speed ... 2500 ± 200 RPM
Specifications for the Clutch

Voltage ... 24 VDC
Breakaway torque ... 34.4 N·m (25 lb ft)
Minimum voltage for clutch engagement ... 16 VDC
Coil resistance at 20° C ... 12.5 Ohms
Maximum current at 20° C ... 1.9 amp
Belt type ... Non-Cog
0 #11, /"". 0 % 2 #8 -9 / :" ""/"".

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Cylinder Block
SMCS - 1201
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Front view of cylinder block
(1) Spacer plate
Thickness of spacer plates ... 12.313 mm (0.4848 inch)
(2) Gasket
Thickness of gasket between the cylinder block and spacer plates ... 0.18 to 0.22 mm (0.007 to
0.009 inch)
(3) Dowel
All dowels extend above the face by the following distance: ... 21.0 ± 0.5 mm (0.83 ± 0.02 inch)
(4) Plug
Torque ... 100 ± 15 N·m (75 ± 11 lb ft)
(5) Height of Cylinder liner
For the correct method of determining height of the liner, refer to Testing And Adjusting, "Cylinder
Liner Projection".
(6) Bore
Bore in the block for the camshaft bearings ... 98.000 ± 0.020 mm (3.8583 ± 0.0008 inch)
(7) Camshaft bearing junction
(8) Centerline through oil holes in camshaft bearings
Oil holes must be positioned from horizontal at angle (X) to the following angle: ... 20 ± 5 degrees
Note: All centerlines through oil holes in the camshaft bearings (8) and bearing junctions (7) must be in
the position that is shown for each side of the cylinder block.
(9) New dimension from centerline of crankshaft bearing bore to the top of the block ... 586.00 mm
(23.071 inch)
(10) Main bearing cap width
Width of main bearing cap ... 340.030 ± 0.015 mm (13.3870 ± 0.0006 inch)
Width of cylinder block for main bearing cap ... 339.985 ± 0.015 mm (13.3852 ± 0.0006 inch)
Tight press fit between the sides of the main bearing cap and the cylinder block ... 0.075 mm
(0.0030 inch)
Loose press fit between the sides of the main bearing cap and the cylinder block ... 0.015 mm
(0.0006 inch)
(11) Bore in the block for the main bearings
Standard, original new size ... 169.742 ± 0.020 mm (6.6827 ± 0.0008 inch)
0.63 mm (0.025 inch) larger than original size ... 170.372 ± 0.020 mm (6.7076 ± 0.0008 inch)
(12) New dimension from the centerline of the crankshaft bearing bore to the bottom of the block (pan
rails) ... 230.00 mm (9.055 inch)
(13) Main bearing cap bolts
Install main bearing caps with the part number and FRONT toward the front of the block. Each cap has a
number. Each cap must be installed in the same position as the correct number on the side of the
cylinder block pan rail.
Note: The procedure to tighten the main bearing cap bolts depends on the diameter of the bolts. There is
a different procedure for 3/4 inch bolts and for 7/8 inch bolts.
Procedure for Tightening 3/4 Inch Diameter Bolts ( 5P-8288 Bolt )
1. Put clean engine oil on the bolts before assembly.
2. Tighten the bolts in the letter sequence.
Torque ... 136 ± 14 N·m (100 ± 10 lb ft)
3. Tighten the bolts in the letter sequence again.
Rotation ... 210 ± 5 degrees
Procedure for Tightening 7/8 Inch Diameter Bolts ( 7X-7925 Bolt )
1. Put clean engine oil on the bolts before assembly.
2. Tighten the bolts in the letter sequence.
Torque ... 190 ± 14 N·m (140 ± 10 lb ft)
3. Tighten the bolts in the letter sequence again.
Rotation ... 180 ± 5 degrees
(14) Dowel
The dowel extends from the rear face of the block by the following distance: ... 6.0 ± 0.5 mm
(0.24 ± 0.02 inch)
(15) Plug
Torque ... 100 ± 15 N·m (75 ± 11 lb ft)
(16) Dowel
The dowels extend from the front face of the block by the following distance: ... 6.0 ± 0.5 mm
(0.24 ± 0.02 inch)
(17) Dowel
The dowels extend from the rear face of the block by the following distance: ... 19.0 ± 0.5 mm
(0.75 ± 0.02 inch)
(18) Dowel
The dowels extend from the front face of the block by the following distance: ... 40.0 ± 0.5 mm
(1.58 ± 0.02 inch)
2 #00, /"". 2 % 3 #1 -9 11 :" ""/"".

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Cylinder Liner
SMCS - 1216
(A) Bore in new cylinder liner ... 170.025 ± 0.025 mm (6.6939 ± 0.0010 inch)
(B) Thickness of flange (1) on cylinder liner ... 12.65 ± 0.02 mm (0.498 ± 0.001 inch)
Use the liner again with any used piston or any new piston if all the measurements are in the following
range. Use a FLEX-HONE first. ... 170.000 to 170.152 mm (6.6929 to 6.6989 inch)
Use the liner again with the original piston if the measurements of the upper bore are in the following
range. Use a FLEX-HONE first. ... 170.000 to 170.229 mm (6.6929 to 6.7019 inch)
Use the following procedure to install the cylinder liner:
1. Apply liquid soap on the cylinder block liner bore surfaces and the rubber seals that are on the
lower end of the cylinder liner.
2. Dip the filler band (2) completely in clean engine oil for a moment.
3. Immediately install the filler band in the groove that is under the flange.
4. Immediately install the cylinder liner into the cylinder block before the expansion of the filler
band.
Note: Refer to Reuse And Salvage Guidelines, SEBF8049, "Visual Inspection of the Piston" for more
information. Also, refer to Guideline For Reusable Parts And Salvage Operations, SEBF8068, "Cylinder
Liners" for more information.
0 #11, /"". 0 % 2 #8 -9 -1 :" ""/"".

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Piston and Rings - One-Piece Piston

SMCS - 1214
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - FDB1-UP
S/N - FKR1-UP
This piston has a square top ring. Use the 246-1176 Piston Ring Groove Gauge Gp for measuring the top
ring groove.
This piston has a Keystone type of intermediate ring. Use the 1U-6431 Piston Ring Groove Gauge Gp
for measuring the intermediate ring groove. Refer to the instruction card that is with the gauge group.
(1) Top ring
Install the top ring with the "Up-1" side toward the top of the piston.
When the piston ring is installed in a cylinder liner with a bore size of 170 mm (6.7 inch), the clearance
between the ends of the piston ring is the following value. ... 0.625 ± 0.125 mm (0.025 ± 0.005 inch)
(2) Intermediate ring
Install the intermediate ring with the "Up-2" side toward the top of the piston.
When the piston is installed in a cylinder liner with a bore size of 170 mm (6.7 inch), the clearance
(3) Oil control ring
Width of groove in piston for the new oil control ring ... 4.04 mm to 4.07 mm (0.1591 to 0.1602 inch)
Maximum thickness of new oil control ring ... 4.85 mm (0.1909 inch)
When the oil control ring is installed in a cylinder liner with a bore size of 170 mm (6.7 inch), the
clearance between the ends of the piston ring is the following value. ... 0.5 mm to 0.8 mm (0.0197 to
0.0315 inch)
Install the oil control ring so that the gap in the spring is 180 degrees away from the gap in the ring. The
white portion of the spring must be visible at the ring gap.
After all of the piston rings have been installed, rotate the rings so that the end gaps are separated by 120
degrees. The ring gap for the oil ring must be aligned in the plane of the pin bore.
The pin bore is elliptical. The major diameter is approximately 0.04 mm (0.0016 inch) larger than the minor diameter.
(4) Piston pin bore
Measure the pin bore in two places. Take one measurement within the minor diameter. Move laterally
and take another measurement within the minor diameter. Take the measurements close to the center of
the pin bore. Do not take the measurements on the outside edges.
Minor pin bore diameter ... 70.0675 ± .0075 mm (2.7586 ± 0.0003 inch)
(5) Pin
Outside diameter ... 69.962 ± 0.005 mm (2.7544 ± 0.0002 inch)
Inside diameter ... 30.5 ± 0.5 mm (1.2008 ± 0.0197 inch)
Length ... 101.85 ± .15 mm (4.0098 ± 0.0059 inch)
Note: The 197-0560 Piston Pin is not interchangeable with other pistons and connecting rods.
(6) Retainer
Assemble the retainer with the opening above line A-A.
Refer to Table 1 for the part numbers of the tools that are used in servicing the piston.
Table 1
Service Tools
Pt. No. Description
6V-4020 Piston Ring Expander Gp
6V-4023 Handle As
6V-4024 Guide Ring
1P-1861 Retaining Ring Pliers
1U-7616 Piston Ring Compressor Gp
246-1176 Piston Ring Groove Gauge Gp (1)
1U-6431 Piston Ring Groove Gauge Gp (2)
(1) Only for the top ring groove

(2) Only for the intermediate ring groove
1 #22, /"". 1 % 3 #0 - #, 9" ""/"".

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Piston and Rings - One-Piece Piston

SMCS - 1214
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Note: Refer to Guideline for Reusable Parts for information on the pistons, the piston pins, and the
retaining rings.
This piston has a square top piston ring. Use the 246-1176 Piston Ring Groove Gauge Gp for measuring
the top piston ring groove.
This piston has a keystone type of intermediate piston ring. Use the 1U-6431 Piston Ring Groove Gauge
Gp for measuring the intermediate piston ring groove. For correct use of the piston ring groove gauge
group, refer to the instruction card that is with the piston ring groove gauge group.
Note: Prior to the installation of the piston rings, the ring grooves must be completely lubricated with
clean engine oil. After assembly, the mating surfaces of the rings to the cylinder liner must be
completely lubricated with clean engine oil.
Top Piston Ring (1)

Install the top piston ring with the "UP-1" side toward the top of the piston.
When the new top piston ring is installed in a cylinder liner with a bore size of 170 mm (6.7 inch), the
clearance between the ends of the piston ring is the following value. ... 0.625 ± 0.125 mm (0.0246 ±
0.0049 inch)
Thickness of new top piston ring ... 3.88 mm (0.153 inch)
Intermediate Piston Ring (2)

Install the intermediate piston ring with the "UP-2" side toward the top of the piston.
When the new intermediate piston ring is installed in a cylinder liner with a bore size of 170 mm (6.7
inch), the clearance between the ends of the piston ring is the following value. ... 1.00 ± 0.15 mm (0.039
± 0.006 inch)
Thickness of new intermediate piston ring ... 3.785 mm (0.1490 inch)
Oil Control Piston Ring (3)

The ends of the oil control piston ring should be a distance of 180 degrees from the ring end gap when
the oil control piston ring is assembled. The white colored portion of the piston ring must be visible at
the ring end gap.
Width of groove in new piston for the oil control piston ring ... 4.04 mm to 4.07 mm (0.159 to 0.160
inch)
Thickness of new oil control piston ring ... 3.97 to 3.99 mm (0.156 to 0.157 inch)
When the new oil control piston ring is installed in a cylinder liner with a bore size of 170 mm (6.7
inch), the clearance between the ends of the piston ring is the following value. ... 0.5 mm to 0.8 mm
(0.02 to 0.03 inch)
Note: After the piston rings have been installed, rotate the piston rings so that the end gaps are 120
degrees from each other.
Note: Prior to assembly of the piston pin, the piston pin, the piston pin bore, the connecting rod eye, and
the connecting rod pin bearing must be completely lubricated with clean engine oil.
Piston Pin Bore (4)
(B) Angle of bushing locator on far side ... 45 degrees
(C) Bore diameter of piston pin ... 70.0705 ± 0.0075 mm (2.75867 ± 0.00030 inch)
Piston Pin (5)

Dimensions for piston pin
Outside diameter of piston pin ... 69.930 ± 0.005 mm (2.7531 ± 0.0002 inch)
Inside diameter of piston pin ... 30.5 ± 0.5 mm (1.20 ± 0.02 inch)
Length of piston pin ... 102.0 + 0.0 - 0.3 mm (4.02 + 0.00 - 0.01)
Note: The 263-8955 Piston Pin is not interchangeable with the former 197-0560 Piston Pin .
Pin Retainer (6)

Assemble the pin retainer with the opening above section A-A.
Refer to Table 2 for the part numbers of the tools that are used in servicing the piston.
Table 1
Service Tools
Pt. No. Description
271-0498 Expander Ring
1P-1861 Retaining Ring Pliers
1U-7616 Piston Ring Compressor Gp
246-1176 Piston Ring Groove Gauge Gp (1)
1U-6431 Piston Ring Groove Gauge Gp (2)
(1) Only for the top ring groove

(2) Only for the intermediate ring groove
1 #00, /"". 1 % 2 #8 - /0 9" ""/"".

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Piston and Rings - Two-Piece Piston

SMCS - 1214
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
This piston has a Keystone top and Keystone intermediate rings. The 1U-6431 Piston Ring Groove
Gauge is necessary for measuring the ring grooves in Keystone pistons. For correct use of the gauge
group, see the instruction card that is with the gauge group.
(1) Top ring
Install the top ring with the "Up-1" side toward the top of the piston.
The increase in the clearance between the ends of the piston ring for each 0.03 mm (0.001 inch) increase
in the cylinder liner bore size is the following value. ... 0.08 mm (0.003 inch)
Install the intermediate ring with the "Up-2" side toward the top of the piston.
When the piston is installed in a cylinder liner with a bore size of 170 mm (6.7 inch), the clearance
Width of groove in piston for the new piston ring ... 5.050 ± 0.010 mm (0.1988 ± 0.0004 inch)
Thickness of new piston ring ... 4.954 ± 0.019 mm (0.1950 ± 0.0007 inch)
Clearance between groove and new piston ring ... 0.067 to 0.125 mm (0.0026 to 0.0049 inch)
Install the oil control ring so that the gap in the spring is 180 degrees away from the gap in the ring. The
white portion of the spring must be visible at the ring gap.
After all of the piston rings have been installed, rotate the rings so that the end gaps are separated by 120
degrees. The ring gap for the oil ring must be aligned in the plane of the pin bore.
(4) Piston pin bore
Crown
Measure the pin bore in the bushings in two places for each bushing in a vertical direction.
Bore in bushing ... 70.035 ± 0.005 mm (2.7573 ± 0.0002 inch)
Skirt
Measure the pin bore in a vertical direction.
Bore in skirt ... 69.983 ± 0.005 mm (2.7552 ± 0.0002 inch)
Pin
Measure the pin diameter on each end in a vertical and horizontal direction.
Pin diameter ... 69.962 ± 0.005 mm (2.7544 ± 0.0002 inch)
(5) Retainer
Assemble the retainer with the opening above line A-A.
2 #11, /"". 2 % 3 #0 - 09 :" ""/"".

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Connecting Rod
SMCS - 1218
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Typical example
(A) The bearing joint for the bearing for the piston pin must be positioned to the following angle above
the centerline on either side. ... 10 degrees
Note: The connecting rod must be heated for the installation of the bearing for the piston pin. Do not use
a torch.
(B) The connecting rod may be heated from 175 to 260 °C (347 to 500 °F) for the installation of the
bearing for the piston pin. Minimum distance for heating the connecting rod ... 105 mm (4.1 inch)
Note: Thoroughly lubricate the piston pin with clean engine oil prior to assembly of the piston and the
connecting rod.
(C) Dimensions for the piston pin
Bore in the bearing for the piston pin after installation of the bearing ... 70.000 ± 0.008 mm
(2.7559 ± 0.0003 inch)
Bore in the connecting rod for the bearing for the piston pin ... 75.760 ± 0.015 mm (2.9827 ±
0.0006 inch)
Diameter of the piston pin ... 69.962 ± 0.005 mm (2.7544 ± 0.0002 inch)
(D) Distance between the center of the bearings ... 380 mm (14.1 inch)
(E) The dowel extends from the rod cap at the following distance. ... 4.0 ± 0.5 mm (0.16 ± 0.02 inch)
(F) Bore in the connecting rod for the bearing for the crankshaft connecting rod journal ... 143.028 ±
0.015 mm (5.6310 ± 0.0006 inch)
(G) Bore in the connecting rod bearing for crankshaft ... 135.133 to 135.194 mm (5.3202 to 5.3226 inch)
(1) Etch the cylinder number on the connecting rod and the cap in this location. Mark the connecting rod
and the cap with a number 1 through 6. Mark the numbers on the same side of the connecting rod as the
bearing retainer notch.
Note: Install the connecting rod in the engine with the part number to the rear of the engine.
View H-H
(3) Location pin for correct installation of connecting rod caps
(2) The chamfer side must be adjacent to the crank pin thrust surface when the rod and piston group is
assembled in the engine.
Side clearance between two connecting rods on the same new crankshaft pin ... 0.850 ± 0.332 mm
(0.0335 ± 0.0131 inch)
Note: Bolt (L) and bolt (J) must be on the same end of the connecting rod cap that has bearing tabs and
location pin (3) .
1. Before assembly, apply 6V-4876 Lubricant on the bolt threads, the bolt shank and the bolt seat.
2. Torque the bolt (L) and bolt (J) to 90 ± 5 N·m (65 ± 4 lb ft).
3. Torque the bolt (M) and bolt (K) to 90 ± 5 N·m (65 ± 4 lb ft).
4. Again torque the bolt (M) and bolt (K) to 90 ± 5 N·m (65 ± 4 lb ft).
5. Rotate each bolt for an additional 90 ± 5 degrees.
1 #22, /"". 1 % 3 #0 -. "# 9" ""/"".

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Connecting Rod and Main Bearing Journals

SMCS - 1230
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Refer to Guidelines For Reusable Parts, SEBF8009, "Main Bearings And Connecting Rod Bearings" for
more information.
Connecting Rod Bearing Journals
Table 1
Diameter Of Crankshaft Journal (Bearing Surface) For Connecting Rod Bearings
Original Size Journal

135.000 ± 0.025 mm (5.3150 ± 0.0010 inch)
Undersize Journal
134.370 ± 0.025 mm (5.2902 ± 0.0010 inch)
0.63 mm (0.025 inch)
Undersize Journal
133.730 ± 0.025 mm (5.2650 ± 0.0010 inch)
1.27 mm (0.050 inch)
Clearance between bearing and new journal ... 0.107 to 0.218 mm (0.0042 to 0.0086 inch)
Main Bearing Journals
Table 2
Diameter Of Crankshaft Journal (Bearing Surface) For Main Bearings
Original Size Journal

160.000 ± 0.025 mm (6.2992 ± 0.0010 inch)
Undersize Journal
159.370 ± 0.025 mm (6.2744 ± 0.0010 inch)
0.63 mm (0.025 inch)
Undersize Journal
158.730 ± 0.025 mm (6.2492 ± 0.0010 inch)
1.27 mm (0.050 inch)
Clearance between bearing and new journal ... 0.122 to 0.241 mm (0.0048 to 0.0095 inch)
1 #//, 0"". 1 % 2 #8 -. #- 9" ""0"".

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Crankshaft
SMCS - 1202
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
(1) Thrust plates
Refer to Specifications, "Connecting Rod And Main Bearing Journals" for more information.
(B) End play for the new crankshaft ... 0.17 to 0.63 mm (0.007 to 0.025 inch)
(2) Torque for the plug ... 50 ± 7 N·m (37 ± 5 lb ft)
Note: Do not reuse counterweight bolts.
(3) Use the following procedure to tighten the bolts:
1. Prior to assembly, lubricate the bolt threads, the bolt shank, the washer and the underside of the
bolt head with 6V-4876 Lubricant .
2. Torque the bolts evenly to 200 ± 5 N·m (145 ± 4 lb ft).
3. Loosen the bolts.
4. Again, torque the bolts evenly to 70 ± 5 N·m (50 ± 4 lb ft).
5. Rotate each bolt for an additional 120 ± 5 degrees.
0 #11, /"". 0 % 2
3 3 4 2 #8 -. /1 9" ""/"".
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Crankshaft Wear Sleeves and Seals

SMCS - 1160
(1) Flywheel housing group
(2) Front housing group
Note: The crankshaft seal group cannot be used once the seal has been separated from the wear sleeve.
Note: Make sure that the correct seal is installed on each end of the crankshaft.
(3) 113-8433 Crankshaft Seal Gp
Install the crankshaft seal group in the flywheel housing group on a standard rotation engine.
Install thecrankshaft seal group in the front housing group on a standard rotation engine.
(4) 113-8432 Crankshaft Seal Gp
Install the crankshaft seal group in the front housing group on a standard rotation engine.
Install the crankshaft seal group in the flywheel housing group on a reverse rotation engine.
(A) The crankshaft seal group is installed from both ends of the crankshaft at the following distance. ...
8.0 ± 0.5 mm (0.31 ± 0.02 inch)
(B) The wear sleeve is installed from both ends of the crankshaft at the following distance. ... 0.5 ± 0.5
mm (0.02 ± 0.02 inch)
1 #00, /"". 1 % 2 #8 -. 8, 9" ""/"".

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Housing (Front)
SMCS - 1162
Refer to Table 2 for the correct position of the fasteners.
Note: Use a standard torque for the fasteners that are listed in Table 2.
Table 1
Front Housing Bolt

Length
Installation Chart
Diameter
Location Part mm inch
inch
1/4 1 8T-6765 Pipe Plug 14.2 ± 0.3 0.56 ± 0.01
1/2 2 9H-8260 Bolt 158.75 6.250
1/2 4 0S-1587 Bolt 44.45 1.750
5/8 5 1D-4593 Bolt 139.7 5.50
(3) Torque for six plugs ... 25 ± 5 N·m (18 ± 4 lb ft)
Note: Trim gasket (6) with face (7) after assembly.
0 #11, /"". 0 % 2 #8 -. -. 9" ""/"".

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Gear Group (Front)

SMCS - 1206
(5) Idler gear
(6) Drive gear for water pump
(7) Crankshaft gear
Note: Install the socket setscrews to the bottom of the threaded hole.
(1) Torque for the socket setscrews ... 6 ± 1 N·m (55 ± 9 lb in)
(2) Pump drive shaft
Bore in sleeve bearings after assembly ... 75.000 ± 0.055 mm (2.9528 ± 0.0022 inch)
Diameter of new pump drive shaft ... 74.900 ± 0.015 mm (2.9488 ± 0.0006 inch)
(3) Lubricate the bore of O-ring seals lightly with lubricant that is being sealed.
(4) Thrust washer
Thickness of new thrust washer ... 8.50 ± 0.05 mm (0.335 ± 0.002 inch)
Width of groove in new pump drive shaft ... 8.750 ± 0.025 mm (0.3445 ± 0.0010 inch)
End play for pump drive shaft ... 0.250 ± 0.075 mm (0.0098 ± 0.0030 inch)
(8) Shaft
Bore in sleeve bearing after machining ... 90.000 ± 0.010 mm (3.5433 ± 0.0004 inch)
Note: After the sleeve bearing is installed in the gear the sleeve bearing must be machined to size.
3 #22, /"". 3 % 4 #1 -2 #, :" ""/"".

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Gear Group (Rear)

SMCS - 1206
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Rear gear train
(1) Ring
(3) Idler gear assembly
(4) Balancer gear assembly
(12) Crankshaft gear
(13) Plate
Note: It is critical that the taper of the camshaft and the tapered bore of the camshaft drive gear are
clean, dry, and free of residue before assembly.
(2) Left camshaft drive gear
Refer to Disassembly and Assembly for the installation procedure for the camshaft drive gear.
(5) Torque for the bolts ... 140 ± 10 N·m (105 ± 7 lb ft)
(6) Gear shaft
After the bearing is installed in the gear the bearing must be machined to size.
Diameter ... 74.990 ± 0.010 mm (2.9524 ± 0.0004 inch)
The bore in the bearings after machining is the following value: ... 75.060 ± 0.010 mm (2.9551 ±
0.0004 inch)
Note: It is critical that the taper of the camshaft and the tapered bore of the camshaft drive gear are
clean, dry, and free of residue before assembly.
(7) Right camshaft drive gear
Refer to Disassembly and Assembly for the installation procedure for the camshaft drive gear.
(8) Idler shaft
After the bearing is installed in the gear the bearing must be machined to size.
Diameter ... 81.000 ± 0.010 mm (3.1890 ± 0.0004 inch)
The bore in the bearings after machining is the following value: ... 81.060 ± 0.010 mm (3.1913 ±
0.0004 inch)
(9) Bolt
Use the following procedure to tighten the bolt for the camshaft drive gears.
Note: It is critical that the taper of the camshaft and the tapered bore of the camshaft gears are clean,
dry, and free of residue before assembly.
1. Tighten the retaining bolt for the camshaft drive gear.
Torque ... 360 ± 40 N·m (260 ± 30 lb ft)
2. Mark a vertical line on the head of the bolt for the camshaft drive gear. Refer to Illustration 2.
Vertical line
3. Place a driver against the retaining plate of the camshaft drive gear. Strike the driver solidly with a
hammer 3 to 4 times.
4. Tighten the retaining bolt for the camshaft drive gear again.
Torque ... 360 ± 40 N·m (260 ± 30 lb ft)
5. Repeat Steps 3 and 4 until the mark on the bolt turns a minimum of 90 degrees. Refer to
Illustration 3.
Rear view of engine
(14) Alignment marks
The mark on the balancer gear assembly must be in alignment with the mark on the crankshaft gear.
1 #00, /"". 1 % 2 #8 -0 /0 9" ""/"".

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Balancer Group (Front)

SMCS - 1220
S/N - 2GR1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - FKR1-UP
Front view (standard rotation)
(1) Balancer gear
(2) Bolt
Torque ... 140 ± 10 N·m (105 ± 7 lb ft)
(A) Shaft
The diameter of a new shaft is the following value: ... 74.900 ± 0.015 mm (2.9488 ± 0.0006 inch)
The bore in the bearing after assembly is the following value: ... 75.000 ± 0.053 mm (2.9528 ±
0.0021 inch)
The bearing joint must be in the center of the heavy section in the gear at assembly.
(3) Balancer gear mark
The balancer gear mark must be in alignment with the crankshaft gear mark.
(4) Crankshaft gear
0 #11, /"". 0 % 2 #8 -1 88 9" ""/"".

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Accessory Drive (Lower Left Hand)

SMCS - 1207
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - FKR1-UP
Rear View
(1) Bolt
Torque ... 270 ± 40 N·m (200 ± 30 lb ft)
(2) Bolt
Torque ... 135 ± 20 N·m (100 ± 15 lb ft)
(3) Studs
Torque ... 65 ± 10 N·m (48 ± 7 lb ft)
Section A-A
(4) Locknut
All mating surfaces must be free of grease. All grease must be removed from the taper of the drive shaft
and from the yoke. All grease must be removed from the threads of the drive shaft and the threads of the
locknut for the drive shaft.
Torque ... 650 ± 50 N·m (480 ± 37 lb ft)
(5) Adapter assembly
(6) Bolts
Torque ... 90 ± 15 N·m (65 ± 11 lb ft)
(7) Shaft
Bore in the bearing after assembly ... 63.500 ± 0.038 mm (2.5000 ± 0.0015 inch)
(8) O-ring seal
Note: Lubricate the bore for the seal with clean engine oil.
(9) Thrust washer
Note: Assemble the thrust washer onto the flywheel housing. The smaller hole in the thrust washer fits
onto the upper dowel on the flywheel housing.
(10) Studs
Put 4C-9502 Sealant on the nut end of the studs.

Torque ... 110 ± 15 N·m (80 ± 11 lb ft)
(11) Shaft
Bore in the bearing after assembly ... 94.000 ± 0.055 mm (3.7008 ± 0.0022 inch)
(12) Cage assembly
Cage assembly
Section B-B
(A) Bearing bore
Bore in bearing after assembly ... 63.5 ± 0.038 mm (2.5000 ± 0.0015 inch)
Maximum roughness average (Ra) of the bearing ... 0.8 micrometer (32 microinch)
(14) Oil hole
Align the holes in the bearing and in the cage within the following angle. ... ± One degree
(B) Bearing dimension
The bearing is installed into the end of the cage by the following distance. ... 1.0 ± 0.5 mm
(0.0394 ± 0.0197 inch)
Section C-C
(16) Dowel and thrust washer
Note: The head of the dowel must always be below the surface of the thrust washer. The flange of the
dowel must be in contact with the bottom of the counterbore of the thrust washer.
Section D-D
(C) Beginning of the nongrooved section of the bearing from the center of the oil hole
Angle ... 30 degrees
(D) Nongrooved section of the bearing
Angle ... 90 degrees
2 #11, /"". 2 % 3 #- "" "" 9" ""/"".

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Accessory Drive (Upper Right Hand)

SMCS - 1207
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FKR1-UP
(1) Lubricate the bore of the O-ring seal lightly with the lubricant that is being sealed.
Section A-A
(B) Dimensions for the sleeve bearing
Bore in sleeve bearing before assembly ... 44.475 ± 0.025 mm (1.7510 ± 0.0010 inch)
Diameter of accessory drive gear ... 44.400 ± 0.015 mm (1.7480 ± 0.0006 inch)
(C) Dimensions for the sleeve bearing
Bore in sleeve bearing after assembly ... 75.000 ± 0.055 mm (2.9527 ± 0.0022 inch)
Diameter of accessory drive gear ... 74.900 ± 0.015 mm (2.9488 ± 0.0006 inch)
3 #00, /"". 3 % 4 #- "" #1 :" ""/"".

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Auxiliary Drive (Lower Left Hand)

SMCS - 1207
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - FKR1-UP
(1) Idler shaft
Diameter of idler shaft ... 105.880 ± 0.020 mm (4.1685 ± 0.0008 inch)
(2) Lubricate the O-ring seal lightly with the engine oil.
(3) Idler gear
Bore in idler gear bearing after assembly ... 105.970 ± 0.010 mm (4.1720 ± 0.0004 inch)
(4) Bearing
Bore in bearings after assembly ... 75.000 ± 0.055 mm (2.9528 ± 0.0022 inch)
(5) Auxiliary drive shaft
Diameter of new auxiliary drive shaft ... 74.900 ± 0.015 mm (2.9488 ± 0.0006 inch)
(6) Thrust washer
Thickness of new thrust washer ... 8.50 ± 0.05 mm (0.335 ± 0.002 inch)
Width of groove in new auxiliary drive shaft ... 8.750 ± 0.025 mm (0.3445 ± 0.0010 inch)
End play for shaft ... 0.175 to 0.325 mm (0.0069 ± 0.0128 inch)
2 #00, /"". 2 % 3 #- "" ,/ 9" ""/"".

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Flywheel
SMCS - 1156
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Refer to Testing And Adjusting, "Flywheel - Inspect" for the correct method of flywheel inspection.
(1) Bolt
1. Put clean engine oil on the threads of all the bolts that hold the flywheel to the crankshaft.
2. Tighten the bolts that hold the flywheel to the crankshaft to the following torque:
Torque for bolts ... 800 ± 30 N·m (590 ± 22 lb ft)
(2) Dash marks
Note: When the flywheel is installed, put the dash mark on the flywheel near the pilot bore in alignment
with the dash mark on the crankshaft.
1 #22, 0"". 1 % 3 #- "" /. 9" ""0"".

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Flywheel Housing
SMCS - 1157
Typical example
For information on inspecting the flywheel housing, refer to Systems Operation/Testing and Adjusting.
Note: Before installation of the flywheel housing, inspect the front face of the flywheel housing and the
rear face of the cylinder block. The components must be free of the following substances: oil, fuel,
water, gasket adhesive, assembly compounds and any other foreign material.
To seal the joint between the flywheel housing and the cylinder block, apply a 6 mm (0.250 inch) of 4C-
5300 Gasket Sealant or 185-3984 Gasket Sealant to the mating surface of the flywheel housing.
During assembly, use the hard washers that are listed in Table 3.
(1) Install the dowels to the following height: ... 6.0 ± 0.5 mm (0.24 ± 0.02 inch)
(2) Install the two dowels to the following height: ... 3.5 ± 0.5 mm (0.14 ± 0.02 inch)
Tighten the bolts that hold the flywheel housing to the engine block evenly. Refer to Table 2 for the
correct position.
Torque
1/2 - 13 NC ... 135 ± 20 N·m (100 ± 15 lb ft)

5/8 - 11 NC ... 270 ± 40 N·m (200 ± 30 lb ft)
Table 1
Flywheel Housing Bolt Installation Chart Bolt Length

Diameter
Bolt Location Part Number mm inch
inch
1/2 A 9X-8873 57.15 2.25
1/2 B 1D-4574 152.4 6.00
1/2 C OS-1595 31.8 1.25
5/8 D 1D-4597 165.1 6.50
5/8 E 5D-9514 158.8 6.25
5/8 F 5P-4626 266.7 10.50
Table 2
Diameter
Hard Washer
inch
1/2 5P-8245
5/8 5P-8247
1 #22, /"". 1 % 3 #- "# "/ 9" ""/"".

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Flywheel Housing Cover

SMCS - 1157
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - FKR1-UP
Typical Example
(1) Tighten plugs to the following torque. ... 70 ± 15 N·m (50 ± 11 lb ft)
1 #//, 0"". 1 % 2 #- "# #/ 8" ""0"".

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Engine Trunnion
SMCS - 1153
(1) Torque for 16 bolts ... 190 ± 30 N·m (140 ± 22 lb ft)
1 #00, /"". 1 % 2 #- "# ,8 9" ""/"".

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Vibration Damper
SMCS - 1205
(1) Crankshaft
(2) Adapter
(3) Damper
Note: The alignment mark on the crankshaft must be aligned with the mark on the adapter. The mark on
the damper must also be aligned with the mark on the adapter.
(4) Torque for six bolts ... 1125 ± 100 N·m (820 ± 75 lb ft)
Note: Apply 4C-4030 Thread Lock Compound to the bolt threads.
1 #00, /"". 1 % 2 #- "# -, 8" ""/"".

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Vibration Damper
SMCS - 1205
Note: The alignment mark on the crankshaft (1) must be aligned with the alignment mark on the damper
adapter (2) .
2 #00, /"". 2 % 3 #- "/ ". 9" ""/"".

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Vibration Damper
SMCS - 1205
Note: The alignment mark on the crankshaft (2) must be aligned with the alignment mark on the damper
adapter (3) .
1 #00, /"". 1 % 2 #- "/ /, 8" ""/"".

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Engine Support
SMCS - 1154
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - FKR1-UP
Note: All of the mating surfaces must be free of paint.
(2) Torque for eight bolts ... 270 ± 25 N·m (200 ± 18 lb ft)
(4) Torque for four bolts ... 475 ± 50 N·m (350 ± 37 lb ft)
0 #11, 2"". 0 % 3 #- "2 -" 9" ""2"".

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Belt Tension Chart

SMCS - 1357
Note: Do not use the belt tension charts for belts with tensioners that are spring loaded.
Table 1
Belt Tension Chart

Gauge Reading Kent-Moore Gauge Numbers
Size of Width of
Belt Belt Belt Tension Belt Tension Number of the Number of the
"Initial" (1) "Used" (2) (3) Old Gauge New Gauge
10.72 mm
3/8 534 ± 111 N (120 400 ± 22 N (90 ± BT-33-97 BT 3397
(0.422 inch)
± 25 lb) 5 lb)
13.89 mm
1/2 578 ± 111 N (130 445 ± 44 N (100 BT-33-97 BT 3397
(0.547 Inch)
± 25 lb) ± 10 lb)
15.88 mm
5V 712 ± 111 N (160 445 ± 44 N (100 BT-33-72C BT 3372C
(0.626 Inch)
± 25 lb) ± 10 lb)
17.48 mm
11/16 712 ± 111 N (160 445 ± 44 N (100 BT-33-72C BT 3372C
(0.688 Inch)
± 25 lb) ± 10 lb)
19.05 mm
3/4 (0.750 Inch) 712 ± 111 N (160 445 ± 44 N (100 BT-33-72C BT 3372C
± 25 lb) ± 10 lb)
23.83 mm
15/16 712 ± 111 N (160 445 ± 44 N (100 BT-33-77 BT 3372C
(0.938 Inch)
± 25 lb) ± 10 lb)
27.82 mm
8PK 1068 ± 111 N 890 ± 44 N (200 BT-33-109 BT 33109
(1.095 inch)
(240 ± 25 lb) ± 10 lb)
20.94 mm
6PK 801 ± 111 N (180 667 ± 44 N (150 BT-33-109 BT 33109
(0.824 Inch)
± 25 lb) ± 10 lb)
Measure the tension of the belt that is farthest from the engine.
(1) Belt tension "Initial" is for a new belt.
(2) Belt tension "Used" is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(3) If a belt falls below the "Used" belt tension, the belt should be tightened again to the high side of the "Used" belt
tension.
Table 2
For DAYCO Supplied Belts Only

Belt Tension Belt Tension
Size of Belt
"Initial" (1) "Used" (2) (4)
.380 (V-Belt)
623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.440 (V-Belt)
667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.500 (V-Belt)
712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.600 (V-Belt)
779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.660 (V-Belt)
890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
.790 (V-Belt)
890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK
623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK
779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK
934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK
1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK
1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK
1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK
2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)
(1) Belt tension "Initial" is for a new belt.
(2) Belt tension "Used" is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(4) If a belt falls below the "Used" belt tension, the belt should be tightened again to the "Initial" belt tension.
0 #11, 2"". 0 % 3 #- ", "9 :" ""2"".

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Belt Tension Chart - Refrigerant Compressor

SMCS - 1357
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Refer to Specifications, SENR5664, "Air Conditioning and Heating R-134a All Caterpillar Machines",
"Refrigerant Compressor" for the correct belt tension for the refrigerant compressor.
1 #//, 2"". 1 % 3 #- ", #/ 9" ""2"".

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Alternator and Regulator

SMCS - 1405
Voltage ... 24 V
Amperage ... 100 Amp
Note: Load the battery with a carbon pile 4C-4911 Battery Load Tester in order to get the maximum
alternator output.
Polarity ... Negative ground
Rotation ... Either direction
Minimum full load current at 5000 rpm ... 94 Amp
Minimum full load current at 2000 rpm ... 9 Amp
Output voltage ... 28 ± 1 V
(1) (B-) terminal. Final installation torque for the bolt ... 6.2 ± 0.6 N·m (55 ± 5 lb in)
(2) Final installation torque for the locknut ... 102 ± 7 N·m (75 ± 5 lb ft)
(3) (B+) terminal. Final installation torque for the nut ... 7.1 ± 0.8 N·m (65 ± 7 lb in)
(4) Voltage regulator assembly
Voltage setting ... No adjustment

Permissible voltage range ... 27 to 29 V
1 #00, /"". 1 % 2 #- ", ,8 9" ""/"".

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Alternator Mounting
SMCS - 1405
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Note: Maximum misalignment between pulley assembly (3) and pulley (1) is 0.4 degrees.
(2) Torque for the pulley retaining nut ... 110 ± 10 N·m (80 ± 7 lb ft)
(4) Adjust the belt tension of the serpentine belt according to the 197-9087 Tension Chart .
(5) Lubricate the sealing lip of the lip type seal lightly with the lubricant that is being sealed.
1 #00, /"". 1 % 2 #- ", -" 8" ""/"".

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Electric Starting Motor

SMCS - 1453
View A-A
When the electric starting motor is viewed from the pinion end, the motor rotates in the following
direction. ... Clockwise
No load conditions at 25 °C (77 °F)
Speed ... 6950 ± 1650 rpm

Current draw ... 115 ± 25 Amp
Voltage ... 23 VDC
(B) Clearance between the pinion and the housing ... 9.1 mm (0.36 inch)
(1) Final installation torque for the ground terminal nut ... 30.5 ± 3.5 N·m (270 ± 30 lb in)
(2) Final installation torque for the ground terminal nut ... 2.25 ± 0.25 N·m (20 ± 2 lb in)
Note: The switch terminal must be insulated with heat shrink tubing. Do not use molded terminals.
(3) Final installation torque for the switch terminal nut ... 2.25 ± 0.25 N·m (20 ± 2 lb in)
(4) Final installation torque for the motor terminal nut ... 30.5 ± 3.5 N·m (270 ± 30 lb in)
Note: A maximum of three cable terminals or wire terminals may be used with the battery terminal nut
(5) . A maximum of two of the cable terminals may be equal to or greater than 0 AWG.
(5) Final installation torque for the battery terminal nut ... 30.5 ± 3.5 N·m (270 ± 30 lb in)
(6) Final installation torque for the motor frame terminal nut ... 30.5 ± 3.5 N·m (270 ± 30 lb in)
Solenoid assembly
Current consumption at 20V and 25 °C (77 °F)
Pull-in windings ... 49.3 ± 3.3 Amp

Hold-in windings ... 6.8 Amp max
1 #22, /"". 1 % 3 #- "0 "9 :" ""/"".

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Air Starting Motor

SMCS - 1451
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
(1) During assembly, put 4C-5593 Anti-Seize Compound on the threads of the bolts that hold the cover
to the case housing.
Tighten the bolts evenly in small increases until the following torque is reached. ... 80 N·m (60 lb ft)
(2) Torque for bolts ... 38 N·m (28 lb ft)
(3) Torque for bolt ... 77 N·m (57 lb ft)
(4) Tighten the bolt that holds the pinion to the following torque. ... 110 N·m (80 lb ft)
(5) Screw the rotor clamp nut onto the rotor shaft until the following clearance between the rear end
plate and the rotor is reached. ... 0.03 to 0.08 mm (0.001 to 0.003 inch)
Tighten the rotor clamp nut.
Check the clearance again after the bolt for the rotor clamp nut is tightened.
(6) Tighten the retaining screw on the rotor pinion to the following torque. ... 120 N·m (90 lb ft)
2 #00, /"". 2 % 3 #- "1 /- 9" ""/"".

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Jacket Water Heater

SMCS - 1383
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
Power ... 1500 Watts
Voltage ... 240 V
Current ... 6.3 Amp
1 #00, 2"". 1 % 3 #- "9 92 :" ""2"".

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"#//.0-1
Jacket Water Heater

SMCS - 1383
S/N - 2GR1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - AFS1-UP
S/N - AGC1-UP
Power ... 1500 Watts
Voltage ... 120 V
Current ... 12.5 Amp
2 #33, 1"". 2 % 4 #- "- "- :" ""1"".

5 5 6 4
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Engine Oil Level Switch

SMCS - 7422
(1) On falling level, the switch must open within the following range: ... 10.0 ± 5.0 mm (0.39 ± 0.20
inch)
(2) On rising level at 25 °C (77 °F), the switch must close before the following range: ... 2.3 mm (0.09
inch)
(3) Switch assembly
Assemble the switch with the arrows upward.

Torque ... 33 ± 4 N·m (24 ± 3 lb ft)
2 #//, 1"". 2 % 3 #- "- 1, 9" ""1"".

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Fuel Filter Differential Pressure Switch

SMCS - 1261
(1) Final installation torque for the pressure switch ... 6.78 ± 1.41 N·m (60 ± 12 lb in)
Actuation pressure at −40 to 121 °C (−40 to 250 °F) ... 137.9 ± 13.8 kPa (20 ± 2 psi)
Minimum deactuation pressure at −40 to 121 °C (−40 to 250 °F) ... 82.7 kPa (12 psi)
1 #00, /"". 1 % 2 #- "- ,0 8" ""/"".

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Refrigerant Compressor Pressure Switch

SMCS - 1802
(1) Valve fitting
Torque for valve fitting ... 8.0 ± 1.5 N·m (70 ± 13 lb in)
Actuation pressure
Low setting ... 275 kPa (40 psi)

High setting ... 2800 kPa (406 psi)
Deactuation pressure
Low setting ... 170 kPa (25 psi)

High setting ... 1750 kPa (254 psi)
0 #11, 2"". 0 % 3 #- "- -/ 9" ""2"".

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Engine Oil Pressure Sensor

SMCS - 1924
Typical example
(1) Sensor assembly
(2) Plug with socket A, socket B, and socket C
(3) Port fitting
Torque ... 10 ± 2 N·m (90 ± 18 lb in)
Operating temperature ... -40 to 125 °C (-40 to 257 °F)
Maximum input pressure (absolute pressure) ... 1135 kPa (165 psi)
Input supply voltage ... 5 ± 0.25 VDC
Maximum supply current ... 20 mA
Install the sensor so that the pressure port is lower than the wire end. Mount the sensor as close to
vertical as possible.
0 #11, /"". 0 % 2 #- "8 #9 :" ""/"".

3 3 4 2
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Turbocharger Inlet Pressure Sensor

SMCS - 1052
Typical example
(1) Sensor assembly
(3) Port fitting
Torque ... 10 ± 2 N·m (90 ± 18 lb in)
1 #22, /"". 1 % 3 #- "9 /. :" ""/"".

4 4 5 3
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Turbocharger Outlet Pressure Sensor

SMCS - 1052; 1917; 1919
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FKR1-UP
Typical example
(1) Sensor assembly
(3) Port fitting
Torque ... 10 ± 2 N·m (90 ± 18 lb in)
0 #11, /"". 0 % 2 #- "8 -1 9" ""/"".

3 3 4 2
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Aftercooler Coolant Temperature Sensor

SMCS - 1063; 1395
(1) Final installation torque for the temperature sensor group ... 20 ± 3 N·m (15 ± 2 lb ft)
Operating voltage ... 4.75 to 8.50 VDC
1 #00, /"". 1 % 2 #- " # 8" ""/"".

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Engine Coolant Temperature Sensor

SMCS - 1395
Typical example
(1) Sensor assembly
Torque ... 20 ± 3 N·m (15 ± 2 lb ft)
(2) Plug with socket A, socket B, and socket C.
0 #11, /"". 0 % 2 #- " ,8 9" ""/"".

3 3 4 2
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Turbocharger Exhaust Temperature Sensor

SMCS - 1052; 1919
(2) Exhaust temperature sensor group
Note: Apply 4C-5599 Anti-Seize Compound to the threads of the adapter (1) before installation.
(1) Final installation torque for the adapter ... 45 ± 5 N·m (33 ± 4 lb ft)
Operating voltage ... 7.5 to 8.5 VDC
Output type ... PWM
Output frequency ... 500 ± 100 Hz
3 #00, /"". 3 % 4 #- " -# :" ""/"".

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Engine Speed/Timing Sensor

SMCS - 1905; 1907
Typical example
(1) Control assembly
Torque ... 40 ± 5 N·m (30 ± 4 lb ft)

Operating temperature ... −40 to 120 °C (−40 to 248 °F)
Input supply voltage ... 12 - 14 VDC
1 #22, /"". 1 % 3 #- ". "0 9" ""/"".

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SMCS - 1905; 1907
Typical example
(1) Sensor slip head
1. Extend the sensor slip head to a minimum distance of 4 mm (.16 inch) prior to installation.
(2) Control assembly
Put 4C-5599 Anti-Seize Compound on the threads.

Torque ... 40 ± 5 N·m (30 ± 4 lb ft)
Operating temperature ... −40 °C to 121 °C (−40 °F to 250 °F)
Input supply voltage ... 12 to 14 VDC
1 #00, /"". 1 % 2 #- ". /8 9" ""/"".

3 3 4 2
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Crankcase Pressure Sensor

SMCS - 1916
(1) Final installation torque for the pressure sensor group ... 10 ± 2 N·m (90 ± 18 lb in)
Operating voltage ... 5.00 ± 0.25 VDC
Note: Install the pressure sensor group so that the pressure port is lower than the wire end. Mount the
pressure sensor group as close to vertical as possible.
1 #00, /"". 1 % 2 #- ". 88 9" ""/"".

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Atmospheric Pressure Sensor

SMCS - 1923
(1) Final installation torque for the pressure sensor group ... 10 ± 2 N·m (90 ± 18 lb in)
Operating voltage ... 5.00 ± 0.25 VDC
Note: Install the pressure sensor group so that the pressure port is lower than the wire end. Mount the
pressure sensor group as close to vertical as possible.
2 #00, /"". 2 % 3 #- ". -. 9" ""/"".

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Engine Speed Sensor

SMCS - 1907
Typical example
Typical example
(1) Nut
1. Install the engine speed sensor into the 5/8 threaded hole and turn until the magnetic core makes
contact with a tooth of the flywheel ring gear.
2. Back out 180 degrees and tighten the locknut.
Torque ... 25 ± 5 N·m (19 ± 4 lb ft)
The clearance between the engine speed sensor and the flywheel ring gear is the following value: ... 0.56
to 0.84 mm (0.022 to 0.033 inch)
1 #22, /"". 1 % 3 #- "2 #0 9" ""/"".

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Ether Control System

SMCS - 1456
NOTICE
Excessive ether (starting fluid) can cause piston and ring damage. Use
ether for cold weather starting purposes only.
Ether can be automatically injected during cranking by the Electronic Control Module (ECM). A switch
input allows the operator to manually inject ether.
The switch input enables the operator to inject ether manually under the following conditions:
The ether control parameter is programmed to "ON".
The momentary contact switch for the ether injection is activated.
The engine speed is more than 75 rpm.
The jacket water coolant temperature is less than 30 °C (86 °F).
The ECM automatically injects ether into the air inlet manifold when the following conditions are met:
The ether control parameter is programmed to "ON".
The engine rpm is between 75 and 400 rpm.
The jacket water coolant temperature is below 30 °C (86 °F).
The duration of ether injection varies linearly with the jacket water coolant temperature. The duration of
ether injection varies within the following range:
10 seconds at the maximum temperature of 30 °C (86 °F)
130 seconds at the minimum temperature of -40 °C (-40 °F)
The longest duration of ether injection is 130 seconds even if the jacket water coolant temperature is less
than -40 °C (-40 °F). Refer to Illustration 1.
Temperature of the jacket water and duration of ether injection
(Y) Temperature in °C
(X) Time in seconds
For troubleshooting, an override is available for the technician to actuate the ether system. By using
Caterpillar Electronic Technician (ET), ether injection can be started and stopped. The ether solenoid
will remain energized until any of the following conditions occur:
Engine speed appears.
The override for the service tool is used to terminate injection.
The technician exits the override feature of the service tool.
1 #22, /"". 1 % 3 #9 "/ / :" ""/"".

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Cold Mode Operation

SMCS - 1901
During cold mode operation, the injection of fuel is limited and the fuel injection timing is adjusted by
the Electronic Control Module (ECM). Cold mode helps reduce the possibility of engine damage and
cold mode helps to minimize white smoke.
During cold mode, the timing is advanced in reference to the engine coolant temperature.
Cold mode is activated whenever the engine coolant temperature is below 60 °C (140 °F). Cold mode
remains active until the engine coolant temperature is warmer than 63 °C (145 °F).
1 #00, /"". 1 % 2 #8 "/ 9 :" ""/"".

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Cold Cylinder Cutout

SMCS - 1901
S/N - 1HW1-UP
S/N - 2BW1-1321
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-2260
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
The engine uses a strategy for the cold cylinder cutout to reduce white exhaust smoke after start-up and
during extended idling in cold weather.
During a cold start and/or extended periods at low idle, the engine's Electronic Control Module (ECM)
turns off one unit injector at a time in order to determine if each cylinder is firing. If a cylinder is firing,
the ECM turns on the injector. If a cylinder is not firing, the injector is turned off. This cold cylinder
cutout provides the following benefits: reduction of white smoke, improved engine starting, reduction in
the use of ether injection and reduction of warm-up time.
Note: During operation of the cold cylinder cutout, the engine may seem to misfire. This is normal. No
corrective measures are necessary.
The cold cylinder cutout is activated after all of the following conditions are met:
The parking brake is engaged.
The transmission is in neutral.
The ground speed of the machine is zero.
The jacket water coolant temperature is below 63 °C (145 °F) or the aftercooler coolant
temperature is below 3 °C (37 °F).
Ten seconds after starting or three seconds after ether injection is completed.
Ten minutes after extended idling of the engine has occurred.
The cold cylinder cutout is deactivated if any of the following conditions are met:
The parking brake is disengaged.
The transmission is placed in gear.
The temperature of the jacket water rises above 70 °C (158 °F).
The temperature of the aftercooler coolant rises above 10 °C (50 °F).
The engine speed drops 100 rpm below low idle.
Manual ether injection is used.
The cold cylinder cutout is disabled with the Caterpillar Electronic Technician (Cat ET).
If the transmission is returned to the neutral position and the parking brake is engaged, the cold cylinder
cutout will activate again after ten minutes, provided that the other conditions are met.
1 #22, /"". 1 % 3 #0 ", "/ 9" ""/"".

4 4 5 3
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Elevated Low Idle Operation

SMCS - 1901
The elevated low idle is used to accelerate engine warm-up. The elevated low idle is used to prevent the
engine from overcooling when the engine idles for an extended period of time in cold weather.
The engine idle speed is elevated to 1600 RPM when the engine coolant temperature is less than 70 °C
(158 °F).
As the engine coolant temperature increases to a temperature that is between 75 to 77°C (167 to 171°F),
the engine idle speed is reduced to low idle rpm.
If the engine cools again, the idle rpm increases to 1600 RPM as coolant temperature decreases to 70 °C
(158 °F).
The elevated idle map uses 2 °C (3.6 °F) of hysteresis for improved engine stability.
Elevated idle diagram
The elevated idle low idle will be activated 30 seconds after all of the following conditions are met:
The transmission is in neutral.
The ground speed of the machine is zero.
The engine has been running for a ten minute period.
The elevated idle low idle will be deactivated if any of following conditions are met:
The throttle is depressed more than 25 percent.
The manual ether switch is depressed.
The transmission is engaged.
The parking brake is disengaged.
If the transmission is returned to the neutral position and the parking brake is engaged, the cold cylinder
cutout will activate again after ten minutes.
0 #//, 1"". 0 % 2 #8 ", 1" 9" ""1"".

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Electronic Control System Components

SMCS - 1901
Major components of the electronic control system are the following items:
Aftercooler coolant temperature sensor
Turbocharger inlet pressure sensor
Turbocharger outlet pressure sensor
Electronic control module
Wiring harness
Engine coolant temperature sensor
Engine oil pressure sensor
Engine speed/timing sensor
Personality module
Atmospheric pressure sensor
Throttle position sensor
Crankcase pressure sensor
Exhaust temperature sensor
The electronic control system is designed into the engine's fuel system, and into the air inlet and exhaust
system. The system is designed to electronically control the delivery of fuel and injection timing. The
system provides increased control of the timing and the fuel ratio control when the system is compared
to conventional mechanical engines. Injection timing is achieved by precise control of injector firing
time. Engine speed is controlled by adjusting the firing duration. The Electronic Control Module (ECM)
energizes the fuel injector solenoids in order to start fuel injection. Refer to System Operation, "Fuel
Injector" for a complete explanation of the fuel injection process.
The engine uses three types of electronic components:
Input
Control
Output
An input component sends an electrical signal to the electronic control module of the system. The signal
varies in either voltage or frequency in response to a change in a specific system. The electronic control
module sees the input signal from the sensor as information about the machine. The information may be
about the condition, environment, or operation of the machine.
A control component for the system receives the input signals. Electronic circuits inside the control
evaluate the signals. The circuits supply electrical energy to the output components of the system. The
energy is supplied in response to predetermined combinations of input signal values.
An output component is operated by a control module. The output component receives electrical energy
from the control group. The output component uses the energy to do the following tasks:
Perform work such as energizing the fuel injector solenoid which starts the fuel injection, taking
an active part in regulating or operating the machine.
Give information or warning to the operator of the engine.
These components provide the ability to electronically control the engine operation. This ability will
achieve the following items: increased engine performance, reduced fuel consumption and reduced
emission levels.
3 #22, /"". 3 % 4 #0 ", , :" ""/"".

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Electronic Control System Operation

SMCS - 1901
Electronic control system
Various sensors provide engine data to the electronic control module (ECM). The ECM processes this
data. The ECM sends electronic signals to the fuel injector solenoids. The solenoids are energized in
order to start the fuel discharge from the fuel injectors. The solenoids are de-energized in order to stop
the fuel discharge from the fuel injectors.
0 #11, /"". 0 % 2 #8 ", -, 9" ""/"".

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Cat Data Link

SMCS - 1901
The engine incorporates a Cat Data Link in order to communicate with other devices that are based on a
microprocessor.
The data link can reduce the duplication of sensors within the system by allowing controls to share
information. The data link is used to communicate information about the engine to other electronic
control systems. The data link is also used to interface with the Caterpillar Electronic Technician (ET).
Typical information about the engine or about the machine that is monitored and available on the data
link includes the following items:
Aftercooler temperature
Air filter restriction
Air inlet temperature
Atmospheric pressure
Boost pressure
Cold mode status
Coolant flow
Coolant temperature
Crankcase pressure
Cylinder cutout
Diagnostic enable switch status
Diagnostic messages
Electronic control module (ECM) supply voltage
Elevated low idle enable status
Engine identification
Engine oil pressure
Engine speed (actual rpm)
Engine speed (desired rpm)
Engine systems status
Engine warning status
Exhaust temperature to turbocharger
Fuel ratio control (FRC) fuel limit
Filtered engine oil pressure
Restriction of the fuel filter
Fuel position
Fuel pressure
Gear status
Ground level shutdown switch status
High coolant temperature warning
Low engine oil pressure alarm
Machine speed
Maximum air filter restriction
On signal status
Percent throttle position
Rated fuel limit
The output of the cylinder
Throttle backup/diagnostic enable switch status
Timing cal enable/status
Total fuel consumption
Turbocharger inlet pressure
Turbocharger outlet pressure
Very low engine oil level
2 #33, /"". 2 % 4 #1 "0 " :" ""/"".

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Electronic Control Module (ECM)

SMCS - 1901
The electronic control module (ECM) is the computer which controls the engine. The personality
module is the software which controls the behavior of the ECM.
ECM
Typical example
(1) Fuel outlet
(2) ECM
(3) Fuel inlet
The ECM (2) is cooled by fuel as the fuel circulates through a manifoldthat is inside the control module.
The fuel enters the control module. The fuel from the fuel transfer pump enters the control module at
fuel inlet (3). The fuel exits the control module at fuel outlet (1) .
The personality module consists of the following items:
The personality module has all of the software and instructions for the ECM. Updating the
personality module to a different version may cause some changes. Some of the characteristics of
the engine operation may behave differently.
A control map defines the fuel rate, the timing, and other similar values. These values are defined
for various operating conditions in order to achieve the optimum engine performance and fuel
consumption. These values are programmed into the personality module at the factory.
The ECM consists of the following items:
The ECM has a microprocessor that is used to perform computing functions. The microprocessor
is necessary for the ECM to execute the following functions: governing, injection timing control,
system diagnostics and data link communications. The microprocessor receives instructions from
the software that is stored in the personality module.
The ECM has a permanent memory that is used to store programmable parameters and diagnostic
codes.
Input circuits filter electrical noise from the sensor signals. Input circuits protect the internal
circuits of the ECM from potentially damaging voltage levels.
Output circuits provide the high currents that are necessary to energize the injector solenoids, the
lamps, and relays.
1 #22, /"". 1 % 3 #0 "9 /9 :" ""/"".

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Engine Speed Controlled by the Transmission ECM

SMCS - 1912
At times, the engine speed is determined by the electronic control module (ECM) on the transmission.
The ECM on the transmission limits the engine speed. This allows the use of the controlled throttle
shifting function and the directional shift management function.
Controlled Throttle Shifting Function

The controlled throttle shifting function provides smoother shifting.
On upshifts, this is accomplished by briefly lowering the throttle for the duration of the shift. This
lowering of the engine speed allows the engine speed to more closely match the transmission input
speed at the end of the shift.
On downshifts, this is accomplished by briefly raising the throttle for the duration of the shift. This
raising of engine speed allows the engine speed to more closely match the transmission input speed at
the end of the shift.
When the brakes are applied the normal controlled throttle shifting command is cancelled. When the
normal controlled throttle shifting command is not cancelled, the stopping distance is greater. This
would occur due to the increase in engine speed as the machine does each downshift.
Directional Shift Management Function

The directional shift management function reduces stresses on the driveline. If the operator shifts the
transmission through the neutral position and the speed of the engine is greater than 1350 rpm, the ECM
will send a command that will set the desired engine speed briefly to low idle.
If the operator shifts the transmission through the neutral position and the speed of the engine is greater
than 1350 rpm, the ECM will record a transmission abuse event. In this case, the engine speed was so
high that the brief override of the throttle will not be sufficient to prevent this shift from being abusive.
Note: Shifts into neutral at high engine speeds are not abusive. Shifts into neutral do not trigger the
abusive shift logic.
1 #00, /"". 1 % 2 #8 "9 9, :" ""/"".

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Engine Monitoring System

SMCS - 1900; 1901
The Electronic Control Module (ECM) monitors various systems on the engine. This is done in order to
ensure normal operating conditions. Specific functions that are monitored by the ECM include the
following items:
Low engine oil pressure
High engine coolant temperature
Engine overspeed
Air inlet restriction
Engine fuel filter restriction
Engine oil filter restriction
Exhaust temperatures
Coolant flow
High aftercooler temperature
High crankcase pressure
Very low engine oil level
Automatic altitude compensation
For details on the trip points, refer to the engine's Troubleshooting manual.
Low Engine Oil Pressure

The ECM monitors the engine oil pressure by measuring an electrical signal from the oil pressure
sensor. The oil pressure sensor is located on the filter outlet elbow. The filter outlet elbow is located on
the front left corner of the engine. The ECM compares the actual engine oil pressure to an oil pressure
map. The map is stored in the ECM memory. The map represents the minimum acceptable oil pressure.
The map is based upon engine speed. If the oil pressure drops below the minimum acceptable level, the
ECM will activate the low oil pressure warning. This warning will be displayed on the monitoring panel.
Also, an event will be logged in the ECM memory. Factory passwords are required to clear logged
events.
High Engine Coolant Temperature

The ECM monitors the engine coolant temperature by measuring an electrical signal from the engine's
coolant temperature sensor. The coolant temperature sensor is located in the engine temperature
regulator housing cover plate. The ECM compares actual coolant temperature to the maximum
allowable limit. If the temperature of the engine coolant exceeds the trip point, the ECM will send the
high coolant temperature warning to the monitoring panel. The warning will remain activated until the
coolant temperature drops below the hysteresis. The event is logged in the permanent ECM memory.
Factory passwords are required to clear this information.
Engine Overspeed
The ECM determines the engine speed by measuring an electrical signal from the speed/timing sensor.
The sensor is located on the flywheel housing. The sensor is adjacent to the left camshaft drive gear. If
engine speed exceeds the trip point, an operator warning is given. The warning will remain active until
the engine speed drops below the hysteresis. The peak engine overspeed is logged in the permanent
ECM memory. The peak engine overspeed is logged as a histogram in order to quantify the magnitude
of the engine overspeed. This provides information in order to assess the potential level of engine
damage. Factory passwords are required to clear this information.
Air Inlet Restriction

The ECM determines the atmospheric pressure by measuring an electrical signal from the atmospheric
pressure sensor. The sensor is located on the mounting bracket for the ECM at the front right corner of
the engine. Turbocharger inlet pressure is determined by measuring an electrical signal from the
turbocharger inlet pressure sensors. The sensors are located in the air induction tubes. The air induction
tubes are between the air filters and the turbochargers.
The ECM calculates the pressure drop across the air filters by subtracting the air pressure in the air inlet
system from the atmospheric pressure. If the air filter restriction exceeds the trip point, the air filter
restriction warning is displayed on the monitoring panel. The event will also be logged in the permanent
ECM memory. Factory passwords are required to clear this information.
Engine Fuel Filter Restriction

The engine's ECM utilizes a fuel filter differential pressure switch. The switch is mounted in the fuel
filter housing. The switch is used to provide a signal to the ECM. The ECM sends a signal to the
monitoring panel via the data link. This will indicate when the engine fuel filter restriction is at an
acceptable level. The monitoring panel will warn the operator when the restriction of the fuel filter
reaches an unacceptable level. An event will also be logged in the ECM. The event can be viewed with
the electronic service tool. The event can also be cleared with the electronic service tool.
Engine Oil Filter Restriction

The ECM determines the restriction of the oil filter by calculating the difference between the filtered oil
pressure and the unfiltered oil pressure.
Exhaust Temperatures
The engine's ECM uses the exhaust temperature sensors for the turbocharger to provide a signal via the
data link to the machine's monitoring panel. The signal will indicate if the exhaust temperature to the
turbocharger is at an acceptable level. The monitoring panel warns the operator if the exhaust
temperature exceeds the trip point. A higher temperature will cause the ECM to derate the engine. The
event will also be logged in the ECM. The event can be viewed with the electronic service tool. A
factory password is required in order to clear this event with the electronic service tool. If the
temperature is reduced below the hysteresis, the derate is deactivated.
Coolant Flow
The ECM uses the coolant flow switch at the outlet of the jacket water pump to provide a signal via the
data link to the monitoring panel. This will indicate if the coolant flow for the jacket water coolant is at
an acceptable level. The monitoring panel will warn the operator of unacceptable coolant flow. An event
will also be logged in the ECM. The event can be viewed with the electronic service tool. A factory
password is required to clear the event with the electronic service tool.
High Aftercooler Temperature

The ECM monitors the temperature of the engine aftercooler by measuring an electrical signal from the
aftercooler coolant temperature sensor. The temperature sensor is located in the aftercooler outlet pipe.
The ECM compares actual coolant temperature to the maximum allowable limit. The event is logged in
the permanent ECM memory. Factory passwords are required to clear this information.
High Crankcase Pressure

The ECM gets data from the crankcase pressure sensor that is mounted on the camshaft cover. The ECM
provides a signal via the data link to the machine's monitoring panel. This will indicate when the
engine's crankcase pressure is at an acceptable level. The monitoring panel will warn the operator if the
crankcase pressure exceeds the trip point. An event will also be logged in the ECM. The event can be
viewed with the electronic service tool. The event can also be cleared with the electronic service tool.
Very Low Engine Oil Level

The oil level switch in the oil pan provides a signal to the ECM. The ECM provides a signal via the Cat
Data Link to the monitoring panel. This will indicate when the engine oil level is at an unacceptable
level. The monitoring panel will warn the operator of very low engine oil level. An event will be logged
in the ECM. The event can be viewed with the Electronic Service Tool. The event can be cleared with
the Electronic Service Tool.
Automatic Altitude Compensation

The ECM automatically compensates for engine operation at higher elevations. The electronic control
system derates the fuel delivery. The fuel delivery is a function of barometric pressure. The barometric
pressure is sensed by the system's atmospheric pressure sensor. Derating by the ECM begins at a
specific elevation. The rate of derating is based upon atmospheric pressure.
If the ECM senses an incorrect signal from the atmospheric pressure sensor and the turbocharger inlet
pressure sensors, the ECM will default to the maximum altitude derate. The maximum altitude derate
will be imposed until the problem is corrected.
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Throttle Position Sensor

SMCS - 1913
The throttle position sensor eliminates the mechanical linkages and the pneumatic linkages between the
mechanical governor and the throttle pedal. The throttle position sensor is a rotary position sensor
assembly which is directly connected to the throttle pedal. The electrical signal from the throttle position
sensor is sent to the ECM in order to control engine speed. The throttle position sensor output is a
constant frequency signal. The output is a pulse width modulated signal rather than an analog voltage.
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Fuel System Operation

SMCS - 1250
Fuel system schematic (typical example)
The fuel supply circuit is a conventional design for engines that use fuel injectors. The fuel supply
circuit uses a fuel transfer pump to deliver fuel from the fuel tank to the fuel injectors. The transfer
pump is a fixed displacement gear pump.
The fuel flows from the fuel transfer pump through the cored passages of the electronic control module
(ECM). This cools the module. Then, the fuel flows through a fuel filter before the fuel enters the fuel
supply manifold. A fuel priming pump is located on the fuel filter base in order to prime the system. The
fuel system requires priming if the following conditions exist:
The fuel filters are changed.
The fuel supply manifold is drained.
The fuel return manifold is drained.
The fuel injectors are replaced.
The fuel flows continuously from the fuel supply manifold through the fuel injectors. The fuel flows
when either the supply or the fill port in the injector is not closed by the injector body assembly plunger.
The fuel that is not injected into the cylinder is displaced by the plunger and the fuel is returned to the
tank through the fuel return manifold. Refer to Systems Operation, "Fuel Injector" for a complete
explanation of the fuel injection process.
A pressure regulating valve is at the end of the fuel return manifold. The pressure regulating valve
controls the entire fuel system pressure. This provides proper filling of the fuel injectors.
Typical example of a 3508B engine
Fuel system electronic control circuit
The electronically controlled mechanically actuated fuel injector system provides total electronic control
of injection timing. The injection timing is varied in order to optimize the engine's performance
according to the engine operating conditions.
The engine speed is controlled by adjusting the duration of injection. The timing ring is part of the rear
gear group which is monitored by the engine speed/timing sensor. The engine speed/timing sensor
provides information to the electronic control module (ECM). The ECM uses this information to
determine the crankshaft position and the engine speed. This data allows the ECM to correctly send a
signal to the injector solenoids. The fuel injector's solenoid is energized in order to begin fuel injection.
The fuel injector's solenoid is de-energized in order to end fuel injection. Refer to Systems Operation,
"Fuel Injector".
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Fuel Injector Mechanism

SMCS - 1102; 1290
Fuel injector
(1) Adjustment screw
(2) Rocker arm assembly
(3) Spring
(4) Pushrod
(5) Cylinder head
(6) Lifter
(7) Camshaft
Force is transmitted from the lobe for the fuel injector on camshaft (7). The force is sent through lifter
(6) and to pushrod (4). From pushrod (4), force is transmitted through rocker assembly (2) and to the top
of the fuel injector pump. Adjustment screw (1) allows setting of the injector lash. Refer to Testing and
Adjusting, "Fuel Injector Adjustment" for the proper setting.
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Fuel Injector
SMCS - 1290
Fuel injector
(1) Plunger
(2) Pumping chamber
(3) High pressure fuel passage
(4) Cartridge valve
(5) Low pressure fuel passage
(6) Needle valve
(7) Valve chamber
When the stroke of plunger (1) is at the top, fuel flows through the low pressure fuel passages in the
body. The fuel then flows to the center passage in the plunger and into pumping chamber (2) below the
plunger. When the stroke of the plunger is at the bottom, fuel flows through high pressure fuel passages
(3). The fuel flows through open cartridge valve (4) and into low pressure fuel passages (5). When the
cartridge valve is closed or energized, the fuel flow through the cartridge valve is blocked. This
blockage causes a buildup in fuel pressure and injection to begin. Injection continues until the cartridge
valve is de-energized or open. Fuel is allowed to flow through the cartridge valve. This causes the drop
in pressure and the stopping of the injection. The plunger continues to force fuel through the open
cartridge valve until the stroke of the plunger reaches the bottom. The fuel injector spring returns the
plunger to the starting position and the cycle repeats.
The start of fuel injection is determined when the cartridge valve is opened or closed by the Electronic
Control Module (ECM) via the injector solenoid. The quantity of fuel that is injected is determined
when the cartridge valve is opened or closed.
During the fuel injection stroke, the fuel passes from the pumping chamber into the fuel injector nozzle.
The nozzle has a needle valve (6) that is spring loaded. Fuel flows through the fuel passage around the
needle valve to valve chamber (7). In the valve chamber, the fuel pressure lifts the needle valve away
from the seat. The fuel can now flow through the orifices in the tip into the combustion chamber.
The bottom of the fuel injector protrudes for a short distance below the cylinder head into the
combustion chamber. The fuel injector tip has several small orifices that are equally spaced around the
outside diameter. These orifices spray fuel into the combustion chamber.
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Air Inlet and Exhaust System Operation

SMCS - 1050
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
The components of the air inlet and exhaust system control the quality and the amount of air that is
available for combustion. There are separate turbochargers and exhaust manifolds on each side of the
engine. An aftercooler is located between the cylinder heads in the center of the engine. The inlet
manifold is a series of elbows that connect the aftercooler chamber to the inlet ports (passages) of the
cylinder heads. There is one camshaft in each side of the block. The two camshafts control the
movement of the valve system components.
Air inlet and exhaust system
(1) Exhaust manifold
(2) Aftercooler
(3) Engine cylinder
(4) Air inlet
(5) Turbocharger compressor wheel
(6) Turbocharger turbine wheel
(7) Exhaust outlet
Clean inlet air from the air cleaners is pulled through air inlet (4) into the turbocharger compressor by
turbocharger compressor wheel (5). The rotation of the turbocharger compressor wheel causes the air to
compress. The air is forced through a tube to aftercooler (2). The aftercooler lowers the temperature of
the compressed air before the air goes into the inlet chambers in each cylinder head. This cooled and
compressed air fills the inlet chambers in the cylinder heads. Air flow from the inlet chamber into the
cylinder is controlled by the inlet valves.
There are two inlet valves and two exhaust valves for each cylinder. Refer to Systems Operation, "Valve
Mechanism". The inlet valves open when the piston moves down on the inlet stroke. The cooled,
compressed air is pulled into the cylinder from the inlet chamber.
The inlet valves close and the piston starts to move up on the compression stroke. When the piston is
near the top of the compression stroke, fuel is injected into the cylinder. The fuel mixes with the air and
combustion starts. The force of the combustion pushes the piston downward on the power stroke. When
the piston moves upward the piston is on the exhaust stroke. The exhaust valves open and the exhaust
gases are pushed through the exhaust port into exhaust manifold (1). After the piston makes the exhaust
stroke, the exhaust valves close and the cycle starts again.
Exhaust gases from the exhaust manifold go into the turbine side of the turbocharger. The exhaust gases
cause turbocharger turbine wheel (6) to turn. The turbine wheel is connected to the shaft that drives
turbocharger compressor wheel (5). The exhaust gases exit through exhaust outlet (7).
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Air Cleaner and Precleaner

SMCS - 1051; 1055
Air cleaner and precleaner (typical example)
(1) Air cleaner
(2) Precleaner
(3) Cup assembly
(4) Valve
(5) Tubes
The air inlet system for this machine is designed for applications with extremely heavy dust. A separate
air cleaner (1) and precleaner (2) is used to filter the air for each bank of turbochargers.
In order to increase the life of the air cleaner elements, a precleaner is used. The precleaner removes
most of the larger particles of dust before the particles reach the elements in the air cleaner. As the air
enters the upper part of tubes (5), the air must pass through vanes. The vanes cause the air to move in a
fast, circular movement. Centrifugal force spins the heavier dust to the outer wall of the tubes. The dust
falls down the wall of the tubes into cup assembly (3). When enough dust is accumulated in the cup
assembly the dust is expelled through valve (4). The filter elements are located in the air cleaner
chamber.
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Aftercooler
SMCS - 1063
The aftercooler is located at the center of the vee. The aftercooler has a core assembly that is charged
with coolant. Coolant from the water pump flows through a pipe into the aftercooler. Coolant then flows
through the core assembly (assemblies). Coolant flows back out the aftercooler through a different pipe.
There is a connector (tube) that connects the bottom rear of each core to the cylinder block. This
connector is used in order to drain the aftercooler when the coolant is drained from the engine.
Inlet air from the compressor side of the turbochargers flows into the aftercooler through pipes. The air
then passes through the fins of the core assembly which lowers the temperature. The cooler air flows out
of the bottom of the aftercooler and into the inlet manifold. The air flows upward through the elbows to
the inlet ports (passages) in the cylinder heads.
There are sensors for the aftercooler water temperature and for the inlet manifold air temperature.
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Valve Mechanism
SMCS - 1102
Type 1
The valve system components control the flow of the inlet air and the exhaust gases into the cylinders
and out of the cylinders during engine operation.
The crankshaft gear drives the camshaft gears through idlers. Both camshafts must be timed to the
crankshaft in order to get the correct relation between the piston and the valve movement.
The camshafts have three lobes for each cylinder. Two lobes operate the valves and one operates the fuel
injector.
Valve system components
(1) Rocker arm
(2) Bridge
(3) Rotocoil
(4) Valve spring
(5) Pushrod
(6) Lifter
As each camshaft turns, the lobes on the camshaft cause lifters (6) to move up and down. This
movement causes pushrods (5) to move rocker arms (1) . The movement of the rocker arms cause
bridges (2) to move downward on the dowels in the cylinder head. The bridges open two valves
simultaneously. The valves can be either inlet valves or exhaust valves. There are two inlet valves and
two exhaust valves for each cylinder.
Valve springs (4) cause the valves to close when the lifters move downward.
Rotocoils (3) cause the valves to turn while the engine is running. The rotation of the valves keeps the
carbon deposits on the valves to a minimum which gives the valves a longer service life.
Type 2
The valve system components control the flow of the inlet air and the exhaust gases into the cylinders
and out of the cylinders during engine operation.
The crankshaft gear drives the camshaft gears through idlers. Both camshafts must be timed to the
crankshaft in order to get the correct relation between the piston and the valve movement.
The camshafts have three lobes for each cylinder. Two lobes operate the valves and one operates the fuel
injector.
Valve system components
(1) Rocker arm
(2) Bridge
(3) Rotocoil
(4) Valve spring
(5) Pushrod
(6) Lifter
As each camshaft turns, the lobes on the camshaft cause lifters (6) to move up and down. This
movement causes pushrods (5) to move rocker arms (1) . The movement of the rocker arms cause
bridges (2) to move downward. The bridges open two valves simultaneously. The valves can be either
inlet valves or exhaust valves. There are two inlet valves and two exhaust valves for each cylinder.
Valve springs (4) cause the valves to close when the lifters move downward.
Rotocoils (3) cause the valves to turn while the engine is running. The rotation of the valves keeps the
carbon deposits on the valves to a minimum which gives the valves a longer service life.
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Turbocharger
SMCS - 1052
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
The turbine side of the turbocharger is mounted to the respective exhaust manifold. The compressor side
of each turbocharger is connected by pipes to the top of the aftercooler housing.
Turbocharger (typical example)
(1) Compressor wheel
(2) Bearing
(3) Oil inlet
(4) Bearing
(5) Turbine wheel
(6) Exhaust outlet
(7) Air inlet
(8) Coolant passages
(9) Oil outlet
(10) Exhaust inlet
The exhaust gases go into exhaust inlet (10) of the turbine housing. The gases push the blades of turbine
wheel (5). The turbine wheel and the compressor wheel turn at speeds up to 90,000 rpm.
Clean air from the air cleaners is pulled through air inlet (7) by the rotation of compressor wheel (1).
The action of the compressor wheel blades compresses the inlet air. The compressed air allows the
engine to burn additional fuel with greater efficiency.
The maximum speed of the turbocharger is controlled by the engine's electronic control of fuel delivery.
When the engine is operating, the height above sea level also controls the maximum speed of the
turbocharger.
Bearing (2) and bearing (4) in the turbocharger use engine oil under pressure for lubrication. The oil is
sent through the oil inlet line to oil inlet (3) at the top. The oil then goes through passages in the center
section for lubrication of the bearings. The oil goes out of oil outlet (9) at the bottom. The oil then goes
back to the engine block through the drain line.
The bearing housing in the turbocharger is also cooled by the jacket water coolant. Coolant from the
coolant inlet line enters the side of the center section. The coolant travels through coolant passages (8) in
the bearing housing. The coolant then leaves the turbocharger at the other side of the center section. The
coolant outlet lines then take the coolant back to the jacket water radiator top tank.
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Lubrication System Operation

SMCS - 1300
Main oil pump and lubrication system schematic (typical example)
(1) Main oil gallery
(2) Camshaft oil gallery
(3) Piston cooling jet gallery
(4) Piston cooling jet gallery
(5) Camshaft oil gallery
(6) Turbocharger oil supply
(7) Sequence valve or priority valve
(8) Sequence valve or priority valve
(9) Adapter
(10) Engine oil filter base
(11) Engine oil cooler
(12) Turbocharger drain line
(13) Engine oil cooler bypass valve
(14) Relief valve
(15) Engine oil pump
(16) Elbow
(17) Suction bell
This system uses an engine oil pump (15) with three pump gears. The pump gears are driven by the front
gear train. Oil is pulled from the engine oil pan through suction bell (17) and elbow (16) by the engine
oil pump. The suction bell has a screen in order to clean the oil.
Relief valve (14) is in the engine oil pump. The relief valve (14) controls the pressure of the oil from the
engine oil pump. The engine oil pump can put too much oil into the system. When there is too much oil,
the engine oil pressure goes up and the relief valve opens. This allows the oil that is not needed to go
back to the inlet oil passage of the engine oil pump.
The engine oil pump pushes oil through engine oil cooler (11) and through the oil filters to main oil
gallery (1) and to camshaft oil gallery (2) in the block. The engine oil cooler lowers the temperature of
the oil before the oil is sent to the filters.
Engine oil cooler bypass valve (13) allows oil to flow directly to the engine oil filters if the engine oil
cooler becomes plugged or if the oil becomes thick enough to increase the oil pressure differential by
180 ± 20 kPa (26 ± 3 psi).
Left side of the engine (typical example)
(10) Engine oil filter base
(19) Engine oil filter bypass valves
(20) Engine oil line
(21) Oil supply
(22) Engine oil filters
Engine oil filters (22) are located on the left, front side of the cylinder block. Engine oil filter base (10)
also has one engine oil filter bypass valve (19) for each filter.
Clean oil from the filters goes through engine oil line (20) and into the block through adapter (9). Part of
the oil goes to left camshaft oil gallery (2). The remainder of the oil goes to main oil gallery (1) .
Camshaft oil gallery (2) and camshaft oil gallery (5) are connected to each camshaft bearing by a drilled
hole. The oil goes around each camshaft journal. The oil then travels through the cylinder head and the
rocker arm housing to the rocker arm shaft. A drilled hole connects the bores for the valve lifters to the
oil hole for the rocker arm shaft. The valve lifters are lubricated at the top of each stroke.
Main oil gallery (1) is connected to the main bearings by drilled holes. Drilled holes in the crankshaft
connect the main bearing oil supply to the rod bearings. Oil from the rear of the main oil gallery goes to
the rear of camshaft oil gallery (5) .
Sequence valve (7) and sequence valve (8) allow oil from main oil gallery (1) to go to piston cooling jet
gallery (3) and to piston cooling jet gallery (4). The sequence valves begin to open at approximately 130
kPa (19 psi). The sequence valves will not allow oil into the piston cooling jet galleries until there is
pressure in the main oil gallery. This decreases the amount of time that is necessary for pressure buildup
when the engine is started. This also helps hold pressure at idle speed.
Piston cooling and lubrication (typical example)
(18) Piston cooling jet
There is a piston cooling jet (18) below each piston. Each piston cooling jet has two openings. One
opening is in the direction of a passage in the bottom of the piston. This passage takes oil to a manifold
behind the ring band of the piston. A slot (groove) is in the side of both piston pin bores in order to
connect with the manifold behind the ring band. The other opening is in the direction of the center of the
piston. This helps cool the piston and this lubricates the piston pin.
Left front side of the engine (typical example)
(9) Adapter
(12) Turbocharger drain line
Adapter (9) is located at the front of the left cylinder bank. Turbocharger oil supply (6) sends oil from
the adapter to the turbochargers. The turbocharger drain line (12) is connected to the camshaft housing
covers on each side of the engine.
The oil goes back to the engine oil pan after the oil has performed the cooling and the lubrication
functions.
Scavenge oil system
(23) Rear oil sump
(24) Scavenge pump
This engine also uses a scavenge oil pump to move oil from the rear of the engine oil pan (shallow end)
up to the front end. Scavenge pump (24) is a pump that is driven by a gear. The pump picks up oil
through a rear oil sump (23) .
This system is necessary to maintain sufficient oil at main suction bell (17).
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Cooling System Operation

SMCS - 1350
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FDB1-UP
S/N - FKR1-UP
Jacket Water
Cooling system schematic
(1) Cylinder block
(2) Engine oil cooler
(3) Regulator housing
(4) Jacket water pump
(5) Radiator
(6) Bearing housing for the turbocharger
(7) Power train oil cooler
(8) Brake oil cooler
Coolant flows into jacket water pump (4) through an elbow. The elbow is connected to the source of
jacket water coolant (5). The coolant flow splits and part of the coolant is sent through engine oil cooler
(2) .
The coolant flows upward through the water jackets. The coolant flows around the cylinder liners from
the bottom to the top. The water jacket is smaller near the top of the cylinder liners. The hottest
temperature is near the top of the cylinder liners. This shelf causes the coolant to flow faster for better
liner cooling. Coolant from the top of the liners goes into the cylinder head which sends the coolant
around the parts which have the hottest temperature. Coolant then goes to the top of the cylinder head.
Coolant flows through an elbow. Coolant enters a water manifold at each bank of cylinders. Coolant
goes through the manifold to regulator housing (3) .
Regulator housing (3) has an upper flow section and a lower flow section. The regulator housing uses
four temperature regulators. The sensing bulbs of the four temperature regulators are in the coolant in
the lower section of the housing. Before the regulators open, cold coolant is sent through the bypass line.
This coolant is sent back to the inlet of jacket water pump (4). As the temperature of the coolant
increases, the regulators start to open and coolant flow in the bypass line is restricted. All coolant is sent
through the outlets to jacket water coolant (5). Also, coolant flows from the upper regulator housing (3)
to the bearing housing for the turbocharger (6). The coolant is then returned to radiator (5) .
Separate Circuit Aftercooler (SCAC)
SCAC cooling system
(9) Auxiliary pump
(10) Aftercooler
(11) SCAC coolant source (radiator)
In the SCAC cooling system, the coolant flows from SCAC coolant source (radiator) (11) to auxiliary
pump (9). The auxiliary pump sends the coolant to aftercooler (10). From the aftercooler, the coolant
flows to brake oil cooler (8). From the brake oil cooler, the coolant flows back to SCAC coolant source
(radiator) (11) .
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Cylinder Block, Liners and Heads

SMCS - 1100; 1200
The cylinders in the left side of the block form a 60 degree angle with the cylinders in the right side. The
main bearing caps are fastened to the cylinder block with four bolts per cap.
The cylinder liners can be removed for replacement. The top surface of the cylinder block is the seat for
the cylinder liner flange. Engine coolant flows around the cylinder liners in order to keep the cylinder
liners cool. Three O-ring seals around the bottom of the cylinder liner make a seal between the cylinder
liner and the cylinder block. A filler band goes under the cylinder liner flange. This makes a seal
between the top of the cylinder liner and the cylinder block.
The engine has a separate cylinder head for each cylinder. Two inlet valves and two exhaust valves,
which are controlled by a pushrod valve system, are used for each cylinder. Valve guides without
shoulders are pressed into the cylinder heads. The opening for the unit injector is located between the
four valves. A lobe on the camshaft moves the pushrod that operates the unit injector. Fuel is injected
directly into the cylinder.
There is an aluminum spacer plate between each cylinder head and the cylinder block. Coolant goes out
of the cylinder block through the spacer plate and into the cylinder head through eight openings in each
cylinder head face. Water seals are used in each opening to prevent coolant leakage. Gaskets seal the
engine oil drain line between the cylinder head, the spacer plate, and the cylinder block.
Left side of engine (typical example)
(1) Camshaft covers
(2) Crankcase covers
Camshaft covers (1) allow access to the camshaft and to the valve lifters. Crankcase covers (2) allow
access to the crankshaft connecting rods, to the main bearings, and to the piston cooling jets. When the
covers are removed, all the openings can be used for inspection and for service.
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Pistons, Rings and Connecting Rods - Two-Piece Piston

SMCS - 1214; 1218
The piston is a two-piece, articulated design. The piston consists of a forged, steel crown and a cast,
aluminum skirt. The two pieces of the piston assembly are connected to the piston pin. The two pieces
of the piston assembly pivot about the piston pin. The steel crown carries all three piston rings. Oil from
the piston cooling jets flows through a chamber which is located directly behind the rings. The oil cools
the piston which improves the life of the rings. The pistons have three rings which include two
compression rings and one oil ring. All the rings are located above the piston pin bore. The oil ring is a
standard ring. Oil returns to the crankcase through holes in the oil ring groove. The top two rings are the
Keystone rings, which are tapered.
The connecting rod has a taper on the pin bore end. This taper gives the rod and the piston more strength
in the areas with the most load. Four bolts, which are set at a small angle, hold the rod cap to the rod.
This design keeps the rod width to a minimum, so that a larger rod bearing can be used and the rod can
still be removed through the liner.
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Pistons, Rings and Connecting Rods - One-Piece Piston

SMCS - 1214; 1218
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - FDB1-UP
S/N - FKR1-UP
(1) Top ring
(4) Piston pin bore
(5) Piston pin
(6) Piston pin retainer
The piston is a one-piece piston that is made of forged steel. A large circumferential slot separates the
crown and the skirt. The crown and the skirt remain attached by the strut for the pin bore. The crown
carries all three piston rings. Oil from the piston cooling jets flows through a chamber which is located
directly behind the rings. The oil cools the piston which improves the life of the rings. The pistons have
three rings which include two compression rings and one oil ring. All the rings are located above the
piston pin bore. Oil returns to the crankcase through holes in the oil ring groove.
The connecting rod has a taper on the pin bore end. This taper gives the rod and the piston more strength
in the areas with the most load. Four bolts, which are set at a small angle, hold the rod cap to the rod.
This design keeps the rod width to a minimum, so that a larger rod bearing can be used and the rod can
still be removed through the liner.
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Crankshaft
SMCS - 1202
The crankshaft changes the combustion forces in the cylinder into usable rotating torque. A vibration
damper is used at the front of the crankshaft in order to reduce torsional vibrations (twist) that can cause
damage to the engine.
The crankshaft drives a group of gears on the front and on the rear of the engine. The gear group on the
front of the engine drives the oil pump, the jacket water pump, the fuel transfer pump, and the accessory
drives.
The rear gear group drives the camshafts and the accessory drives.
Seals and wear sleeves are used at both ends of the crankshaft. The 3508B crankshaft is held in place by
five main bearings. The 3512B crankshaft is held in place by seven main bearings. The 3516B
crankshaft is held in place by nine main bearings. A thrust plate at either side of the center main bearing
controls the end play of the crankshaft.
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Camshaft
SMCS - 1210
There is one camshaft per side. The 3508B camshaft is supported by five bearings. The 3512B camshaft
is supported by seven bearings. The 3516B camshaft is supported by nine bearings. Each camshaft is
driven by the gears at the rear of the engine.
The camshafts must be in time with the crankshaft. The relation of the camshaft lobes to the crankshaft
position causes the valves and unit injectors in each cylinder to operate at the correct time.
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Electrical System Operation

SMCS - 1400; 1450
The electrical system has two separate circuits. The circuits are the charging circuit and the starting
circuit. Some of the electrical system components are used in more than one circuit. The battery, the
circuit breaker, the cables, and the battery wires are common in each of the circuits.
The charging circuit is in operation when the engine is running. An alternator makes electricity for the
charging circuit. A voltage regulator in the circuit controls the electrical output in order to keep the
battery at full charge.
The starting circuit is in operation only when the start switch is activated.
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Grounding Practices
SMCS - 1400
Proper grounding for the machine systems and the engine electrical systems is necessary for machine
performance and reliability. Improper grounding will cause the electrical circuits to be uncontrolled. The
paths will be unreliable.
Uncontrolled engine electrical circuit paths can result in damage to main bearings, crankshaft bearing
journal surfaces, and aluminum components.
Uncontrolled electrical circuit paths can cause electrical noise. This noise may degrade the machine
performance and the radio performance.
A direct path to the battery must be used in order to ensure the proper functioning of the machine
systems, the engine electrical systems, and the engine-to-frame ground strap.
Ground wires and straps should be combined at ground studs. The ground studs should be dedicated for
ground use only. At every 250 hours, inspect all of the engine grounds. All grounds should be tight and
free of corrosion.
NOTICE
When boost starting an engine, follow the instructions in Operation
and Maintenance Manual, "Engine Starting" to properly start the
engine.
This engine is equipped with a 24 volt starting system. Use only equal
voltage for boost starting.
The engine has several input components which are electronic. These components require an operating
voltage.
Unlike many electronic systems of the past, this engine is tolerant to common external sources of
electrical noise. However, electromechanical alarms can cause disruptions in the power supply. The
engine's electronic control module (ECM) is powered through two power sources. One power source
comes directly from the battery through a circuit breaker. The other power source comes through the
keyswitch and another circuit breaker. Disconnect the power with the disconnect switch for the main
power. The switch is by the battery box.
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Electronic Circuits
SMCS - 1901
Control Power Circuit

The Electronic Control Module (ECM) allows the ordinary switch input circuits that go to the ECM to
have a tolerance for resistance and shorts between wires. These tolerances are the following items:
The ECM will tolerate resistance in any ordinary switch up to 2.5 ohms without malfunctioning.
The ECM will tolerate shorts to the ground or shorts between wires in any ordinary switch input
that is 5000 ohms or more without malfunctioning.
The ECM draws a maximum of 10 amperes at 24 volts from the electrical system. However, the ECM
will function with less than 12 volts. A minimum of 9 volts is required by the ECM while the engine is
cranking or running.
Power enters the ECM through the +B wire. Power exits through the -B wire. The -B wire is grounded
to the engine block. The -B wire must be within 0.5 ohms of the machine frame ground. There must be a
good, direct path to the -B terminal.
The ECM is protected against power surges on the 24 volt power supply.
Engine Speed/Timing Input Circuit

Engine speed is sensed by an electronic sensor. The same sensor is used for monitoring the position of
the camshaft. The engine speed/timing sensor creates signals as the timing reference ring rotates past the
sensor's pickup (sliphead). The timing reference ring is mounted on the rear of the left camshaft. A
unique tooth pattern on the timing reference ring allows the ECM to determine the crankshaft position,
the direction of rotation, and the speed. The ECM supplies the engine speed/timing sensor with 12.5 ±
1.0 VDC which is required for proper operation.
The output of the engine speed/timing sensor is a series of pulses. The frequency of the pulses is
dependent upon the speed of the engine. The ECM interprets the frequency of the pulses as engine
speed. The shape of the pulses is dependent upon the rotation position of the camshaft. The ECM reads
the shape of the pulses in order to determine the position of the camshaft.
Coolant Temperature Input Circuit

The temperature of the engine coolant is measured by an electronic sensor. The sensor is mounted on the
cover of the regulator housing. The signal from the sensor is used to modify the fueling of the engine.
The signal is also used to modify the timing for an improved cold start and for reduction in white smoke.
The ECM supplies the coolant temperature sensor with 5.0 ± 0.5 VDC. The sensor's output voltage is
0.2 ± 4.6 VDC. This depends on the temperature of the engine's coolant.
Throttle Position Input Circuit

The throttle position is obtained from an electronic sensor that is connected to the throttle pedal. The 8.0
± 0.5 VDC operating voltage is provided to the sensor by the electronic control module (ECM).
The output of the throttle position sensor is a constant frequency signal with voltage levels of 0 or 10
volts. The pulse width is not the frequency of the signal. The pulse width of the signal is dependent upon
the arm rotation of the throttle position sensor. The pulse width is interpreted by the ECM as the throttle
position. The minimum duty cycle is between 10 and 22 percent. The maximum duty cycle is between
44 and 52 percent. The ECM interprets the minimum duty cycle as 0 percent of the throttle position. The
ECM interprets the maximum duty cycle as 100 percent of the throttle position.
The throttle position sensor is integrally mounted to the throttle pedal assembly. The throttle position
sensor rotates approximately 18 degrees from the low idle stop to the high idle stop on the pedal
assembly. The electronic control system will automatically calibrate any of the deadband in the throttle
pedal. This occurs as the pedal is actuated throughout the range of travel. Mechanical stops on the pedal
assembly restrict the rotation of the throttle sensor. This helps prevent damage to the sensor. The
mechanical stops eliminate the need to manually adjust the pedal stops.
Injector Output Circuits

An electrical signal from the ECM controls each electronic unit injector (EUI). This electrical signal
determines the fuel injection timing. The duration of the electrical signal determines the quantity of fuel
that is injected. The signal allows precise control of the injectors.
Atmospheric Pressure Input Circuit

Atmospheric pressure is monitored by the atmospheric pressure sensor. The sensor is located on the
mounting bracket for the ECM. A 5.0 ± 0.5 VDC supply voltage is provided by the ECM. The output of
the atmospheric pressure sensor is a DC signal. This signal has a range from 0.2 volts to 4.8 volts. The
ECM interprets the output voltage as atmospheric pressure.
Turbocharger Inlet Pressure Circuit

The air pressure in the air induction system for the engine is monitored by the turbocharger inlet
pressure sensors. The sensors are located in each air inlet tube. The ECM provides the sensor with a 5.0
± 0.5 VDC supply voltage. The output of the turbocharger inlet pressure sensor is a DC voltage signal.
The signal has a range from 0.2 volts to 4.8 volts. The ECM interprets the signal from this sensor as the
inlet air pressure to the turbocharger compressors.
Turbocharger Outlet Pressure Circuit

The engine's air inlet manifold pressure is monitored by the turbocharger outlet pressure sensor. The
sensor is located at the front of the engine. The sensor is mounted in a block on the bracket of the front
water regulator housing. The sensor receives a 5.0 ± 0.5 VDC supply voltage from the ECM. The output
of the sensor is a DC signal. The signal has a range from 0.2 volts to 4.8 volts. The signal is interpreted
by the ECM as the absolute pressure of the inlet manifold.
Elevated Low Idle Override

Under some ambient operating temperatures without increased engine speed, the machine will not reach
the proper operating temperature after start-up. This is due to the cooling capacity of the machine. The
machine will cool below the proper operating temperature during idling.
The elevated idle is enabled when the transmission is in neutral and the parking brake is engaged.
Neutral status and parking brake status are based on inputs over the data link. These inputs are from the
transmission control. The activation of the elevated idle is delayed on the engine start-up or on the
engine cooldown.
Air Filter Restriction

The air filter restriction is indicated by the monitoring control module when the pressure drop across the
air cleaner filters exceeds the maximum allowable level that is recommended by Caterpillar. The
monitoring control module receives the air restriction warning from the ECM through the data link.
Engine Overspeed Lamp and Alarm Output

The ECM provides a signal to the machine's monitoring panel via the data link. This signal indicates
whether the engine speed is at an acceptable level. A warning is indicated on the monitoring panel. The
warning is indicated with an action lamp and an alarm. Overspeed is activated when engine speed
exceeds 2100 rpm. The warning remains active until the engine speed decreases to 1900 rpm.
Low Oil Pressure Warning

The ECM provides a signal to the machine's monitoring panel via the data link. The signal indicates
whether engine oil pressure is at an acceptable level for the operating condition. The ECM compares the
actual engine oil pressure to an oil pressure map. The map is stored in the ECM memory. A warning is
indicated on the monitoring panel if the engine oil pressure is less than the predetermined value from the
map.
High Coolant Temperature Condition

The ECM provides a signal to the machine's monitoring panel via the data link. The signal indicates the
engine's coolant temperature. The coolant temperature is displayed in the indicator cluster. If the coolant
temperature reaches the red area on the indicator, the monitoring control module illuminates the action
lamp.
The monitoring panel is supplied 24 volts by the machine's electrical system. The ECM closes the "High
Coolant Temperature" output circuit when the coolant temperature is acceptable. The ECM will open the
"High Coolant Temperature" output circuit if the coolant temperature is excessively high. A "High
Coolant Temperature" indication will result on the monitoring panel.
Throttle Backup Input Circuit

The throttle backup switch is used to increase engine speed to 1300 rpm when the electronic control
module (ECM) receives an erroneous throttle position signal. This switch position is ignored unless the
ECM determines that the throttle signal is incorrect.
If the switch is in the "OFF" position (open), the input line to the ECM will go to approximately 12
volts. If the switch is depressed the input line to the ECM is pulled to 0 volts (ground).
Ground Level Shutdown Input

The ground level shutdown switch is a single pole double throw. The ground level shutdown switch is
used in order to shut down the engine from the ground level. The ground level shutdown switch allows
the engine to be cranked without starting the engine. This procedure is used for servicing the engine.
When the switch is down the switch is in run mode. When the switch is up the switch is in shutdown
mode.
When the remote shutdown switch has been switched to the shutdown position the ECM power supply
must be cycled before the engine will start. This is accomplished by turning the keyswitch to "OFF" and
then turning the keyswitch back to the "START" position.
User Defined Shutdown Circuit

The ECM reads this switch input. The ECM will terminate the fuel injection if the input is connected to
the chassis ground. The shutdown is permanently recorded in the ECM as a logged event.
Engine Oil Pressure Input Circuit

The engine oil pressure is monitored from the outlet on the engine oil filter. The 5.0 ± 0.5 VDC
operating voltage for this sensor is supplied by the ECM. The output of the engine oil pressure sensor is
a 0.14 to 4.42 volts DC signal. The voltage is dependent upon the engine oil pressure. The voltage is
interpreted by the ECM as engine oil pressure.
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Alternator
SMCS - 1405
NOTICE
Never operate the alternator without the battery in the circuit. Making
or breaking an alternator connection with heavy load on the circuit can
cause damage to the regulator.
Alternator components (typical example)
(1) Regulator
(2) Roller bearing
(3) Stator winding
(4) Ball bearing
(5) Rectifier bridge
(6) Field winding
(7) Rotor assembly
(8) Fan
The alternator is driven by a belt from an auxiliary drive at the front right corner of the engine. This
alternator is a three-phase, self-rectifying charging unit, and regulator (1) is part of the alternator.
This alternator design has no need for slip rings or brushes, and the only part that has movement is rotor
assembly (7). All conductors that carry current are stationary. The conductors are field winding (6),
stator windings (3), six rectifying diodes, and the regulator circuit components.
Rotor assembly (7) has many magnetic poles. Air space is between the opposite poles.
The poles have residual magnetism that produces a small amount of magnetic lines of force between the
poles. As rotor assembly (7) begins to turn between field windings (6) and stator windings (3), a small
amount of alternating current (AC) is produced in stator windings (3). This current is from the small,
magnetic lines of force that are made by the residual magnetism of the poles. This alternating current
(AC) is changed to a direct current (DC). The change occurs when the current passes through the diodes
of rectifier bridge (5). Most of this current completes two functions. The functions are charging the
battery and supplying the low amperage circuit. The remainder of the current is sent to field windings
(6). The DC current flow through field windings (6) (wires around an iron core) now increases the
strength of the magnetic lines of force. These stronger lines of force increase the amount of AC current
that is produced in stator windings (3). The increased speed of rotor assembly (7) also increases the
current and voltage output of the alternator.
Voltage regulator (1) is a solid-state, electronic switch. The regulator feels the voltage in the system.
The regulator will start and the regulator will stop many times in one second in order to control the field
current to the alternator. The output voltage from the alternator will now supply the needs of the battery
and the other components in the electrical system. No adjustment can be made in order to change the
rate of charge on these alternator regulators.
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Starting Solenoid
SMCS - 1467
A solenoid is an electromagnetic switch that does two basic operations.
The solenoid closes the high current starting motor circuit with a low current start switch circuit.
The solenoid engages the starter motor pinion with the ring gear.
Typical solenoid schematic
The solenoid has windings (one or two sets) around a hollow cylinder. The cylinder contains a spring
loaded plunger. The plunger can move forward and backward. When the start switch is closed and the
electricity is sent through the windings, a magnetic field is made. The magnetic field pulls the plunger
forward in the cylinder. This moves the shift lever in order to engage the pinion drive gear with the ring
gear. The front end of the plunger makes contact across the battery and the motor terminals of the
solenoid. The starting motor begins to turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring pushes the
plunger back to the original position. The spring simultaneously moves the pinion gear away from the
flywheel.
When two sets of windings in the solenoid are used, the windings are called the hold-in windings and
the pull-in windings. Both of the windings have the same number of turns around the cylinder. However,
the pull-in winding uses a wire with a larger diameter in order to produce a greater magnetic field. When
the start switch is closed, part of the current flows from the battery through the hold-in windings. The
rest of the current flows through the pull-in windings to the motor terminal. The current then goes
through the motor to the ground. When the solenoid is fully activated, current is shut off through the
pull-in windings. Only the smaller hold-in windings are in operation for the extended period of time.
This period of time is the amount of time that is needed for the engine to start. The solenoid will now
take less current from the battery. The heat that is made by the solenoid will be kept at an acceptable
level.
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Starting Motor
SMCS - 1451
The starting motor is used to turn the engine flywheel in order to start the engine.
Cross section of the starting motor (typical example)
(1) Field winding
(2) Solenoid
(3) Clutch
(4) Pinion
(5) Commutator
(6) Brush assembly
(7) Armature
The starting motor has a solenoid (2). When the start switch is activated, electricity will flow through the
windings of the solenoid. The solenoid core will move in order to push pinion (4) with a mechanical
linkage. This will engage with the ring gear on the flywheel of the engine. Pinion (4) will engage with
the ring gear before the electric contacts in solenoid (2) close the circuit between the battery and the
starting motor. When the circuit between the battery and the starting motor is complete, pinion (4) will
turn the engine flywheel. A clutch gives protection to the starting motor. The engine can not turn the
starting motor too fast. When the start switch is released, pinion (4) will move away from the flywheel
ring gear.
Starting Motor Protection

The starting motor is protected from damage in two ways:
The starting motor is protected from engagement with the engine when the engine is running. The
control feature will not allow the starting motor to engage if the speed is above 0 rpm.
The starting motor is protected from continuous starting. For example, if an operator is holding
the key in the Start position after the engine starts, the starting motor solenoid will disengage after
engine speed reaches 300 rpm.
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Circuit Breaker
SMCS - 1420
The circuit breaker is a switch that opens the battery circuit if the current in the electrical system goes
higher than the rating of the circuit breaker.
A heat-activated metal disc with a contact point completes the electric circuit through the circuit breaker.
If the current in the electrical system gets too high the metal disc will get hot. This heat causes a
distortion of metal disc. The disc opens the contacts. The disc breaks the circuit.
NOTICE
Find and correct the problem that causes the circuit breaker to open.
This will help prevent damage to the circuit components from too
much current.
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General Information (Electronic Control System)

SMCS - 1901
Various sensors feed data from the machine and data from the engine to the electronic control module
(ECM). The ECM processes the data. The ECM sends electronic signals to the solenoids for the fuel
injector. The solenoids are energized in order to start the discharge of fuel from the fuel injection pumps.
The solenoids are de-energized in order to stop the discharge of fuel from the fuel injection pumps. For a
complete explanation of the fuel injection process, refer to Systems Operation, "Fuel Injector".
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General Information (Fuel System)

SMCS - 1250
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.
Work is often done on the fuel system when the problem is really with some other part of the engine. It
is difficult to find the cause of the problem, especially when smoke comes from the exhaust. Smoke that
comes from the exhaust can be caused by a faulty fuel injector. Smoke can also be caused by one or
more of the reasons that follow:
Not enough air for good combustion
Oil leakage into combustion chamber
Air inlet and exhaust leaks
Not enough compression
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Fuel Ratio Control

SMCS - 1278
The electronic control module (ECM) provides automatic control of the engine's fuel to air ratio,
providing optimum engine performance, control of exhaust smoke, and fuel economy. The regulation of
the fuel delivery is based upon the inlet manifold pressure (boost). As boost pressure increases, more air
is available for combustion in the cylinders. The ECM responds by delivering more fuel in order to
maintain the optimum air/fuel ratio.
The engine's electronic control system also compensates for elevation. The ECM senses the atmospheric
pressure via the system's atmospheric pressure sensor. The sensor indicates the elevation of the machine.
The ECM adjusts the engine's air/fuel ratio accordingly.
Adjustment of the fuel ratio control in the ECM is accomplished by using the Caterpillar Electronic
Technician (ET). Changing the "Fuel Ratio Control Offset" parameter enables compensation for winter
blend fuel, individual customer preference, etc.
Setting the "Fuel Ratio Control Offset" value in the positive direction provides a richer air/fuel ratio.
This setting provides a quicker engine response during acceleration, but the setting may increase black
smoke.
Setting the "Fuel Ratio Control Offset" value in the negative direction provides a leaner air/fuel ratio
with a somewhat slower engine response and less black smoke.
The absolute value for the "Fuel Ratio Control Offset" is ± 25. This is a number without a dimension.
The normal setting for the "Fuel Ratio Control Offset" is 0.
Note: Use of the "FRC Offset" parameter will not affect the engine's total power output.
Table 1
"FRC Offset" Value's Influence on Black Exhaust Smoke and on Engine Response
Value Engine Response Black Exhaust Smoke

-25 Slower Less smoke
0 Acceptable Clean
25 Faster More smoke
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Fuel System Inspection

SMCS - 1250-040
A problem with the components that supply fuel to the engine can cause low fuel pressure. This can
decrease engine performance.
1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank. Make sure that the vent is
not filled with debris.
2. Check the fuel lines for fuel leakage. Be sure that none of the fuel lines have a restriction or a
faulty bend.
3. Install new main fuel filters. Clean the primary fuel filter.
4. Inspect the fuel pressure relief valve in the fuel transfer pump. Make sure that there is no
restriction.
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Checking Engine Cylinders

SMCS - 1290-535
When the engine is under load, the temperature of an exhaust manifold port can indicate the condition of
a fuel injector. Low temperature at an exhaust manifold port is an indication of no fuel to the cylinder.
This can possibly indicate an injector with a defect or a problem with the control system. An extra high
temperature at an exhaust manifold port can indicate too much fuel to the cylinder. High temperatures
may also be caused by an injector with a defect.
Refer to Testing And Adjusting, "Measuring Exhaust Temperature" for the procedure to check the
exhaust manifold port temperatures.
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Checking Engine Cylinders with an Electronic Service Tool

SMCS - 1290-535
Table 1
Service Tools
Pt. No. Description Functions
The PC is required for the use of the
Personal Computer (PC)
Caterpillar Electronic Technician (ET).
"JERD2124" Single user license for Cat ET
Software
Use the most recent version of the software.
"JERD2129"
Software Data subscription for all engines
171-4400 (1) This group provides the communication

Communication Adapter Gp
between the PC and the engine.
275-5120 (2) This group provides the communication
Communication Adapter Gp
between the PC and the engine.
This cable connects the communication
7X-1414 Data Link Cable As adapter to the service tool connector on the
engine.
This cable connects to the USB port on
237-7547 Adapter Cable As
personal computers.
Parallel Port Cable
This cable connects to the parallel port on
225-5985 (COMMUNICATION ADAPTER)
personal computers.
(1) This item includes the 171-4401 Communication Adapter As .
(2) This item includes the 275-5121 Communication Adapter As. The 7X-1700 Communication Adapter Gp may also be
used.
The condition of individual cylinders may be checked electronically. The cylinders may be checked by
cutting out the cylinders with Cat ET. A weak cylinder or a cold cylinder may be found in this manner.
1. Connect Cat ET to the service tool connector.
2. Start the engine and set engine speed to low idle.
3. Select the "Diagnostic Tests" screen from the main menu and then select "1-Cylinder Cutout".
4. Observe the "Injection Duration" that is displayed on the Cat ET screen. The injection duration
represents the amount of time for energizing the injector cartridge valve. The injection duration
also represents the amount of fuel that is being injected at that engine speed.
5. Use the arrow keys in order to highlight each cylinder. Then press "return". The display should
read "CUTOUT" next to the cylinder number. Observe the duration number with each cylinder
that is cut out. Compare the number to the duration number in Step 4. When a cylinder is cut out,
the other cylinders must work harder in order to maintain the current engine speed. The electronic
control module (ECM) automatically increases the duration of the cylinders that are still firing in
order to maintain engine rpm.
If a cylinder is cut out and the duration number does not increase, then that cylinder is producing less
power or that cylinder is not producing any power.
This test may also be performed at other engine speeds and at other engine loads. When higher loads are
used, the duration number will not increase when the cylinders are cut out. Instead, the engine speed will
decrease. The speed will decrease because the engine is at the rated power. Increasing the fuel would
increase the engine's power output above the rated power.
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Fuel Pressure
SMCS - 1250-081
The 1U-5470 Engine Pressure Group can be used in order to check the engine's fuel pressures.
1U-5470 Engine Pressure Group
(1) Pressure indicators
(2) Zero adjustment screw
(3) Pressure indicator
(4) Pressure tap
(5) Pressure indicator
This tool group has an indicator that is used to read the pressure in the fuel manifolds. The Special
Instruction, SEHS8907 is with the tool group.
Fuel manifold and lines
(6) Fuel supply line to cylinder head
(7) Fuel manifold
Fuel transfer and filter differential pressures (typical example)
(8) Fuel inlet line to priming pump
(9) Line from filters to fuel manifolds (filtered fuel)
(10) Plug
(11) Fuel priming pump
(12) Fuel filter differential pressure switch
(13) Fuel line from transfer pump
(14) Fuel priming pump adapter
(15) Fuel filter
The fuel pressure regulating valve keeps the pressure in fuel manifolds (7) between 415 to 450 kPa (60
to 65 psi). Disconnect one of the fuel supply lines (6). Install a tee between the line and the manifold in
order to check the pressure in the fuel manifold. Connect the 1U-5470 Engine Pressure Group to the tee
and operate the engine.
The outlet pressure of the fuel transfer pump can be checked at the location of plug (10) in fuel priming
pump adapter (14) .
Fuel filter differential pressure switch (12) is located in fuel priming pump adapter (14).
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Fuel Injector Trim Code

SMCS - 1290
During the manufacturing process, a four digit code is etched on the top surface of the injector's tappet
in order to designate the trim code of the injector.
The code for each injector is programmed into the engine's ECM during the manufacture of the engine.
When an injector is serviced, the new injector's trim code must be programmed into the engine's ECM.
The trim code is programmed within the calibration menu that is in the Caterpillar Electronic Technician
(ET). If the new code is not entered, the previous injector's characteristics are assumed.
Note: Reprogram the new code as soon as possible. This will optimize the engine's performance. This
will also prevent any detrimental effects.
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Engine Rotation
SMCS - 1000
The SAE standard engine crankshaft rotation is counterclockwise from the flywheel end of the engine.
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Finding the Top Center Position for the No. 1 Piston

SMCS - 1105-531
Table 1
Tools Needed Quantity

9S-9082 Engine Turning Tool 1
Timing bolt location (typical example)
(1) Cover
(2) Timing bolt
(3) Plug
1. Remove cover (1) and plug (3) from the right front side of the flywheel housing.
Timing bolt installation (typical example)
(2) Timing bolt
(4) 9S-9082 Engine Turning Tool
2. Put timing bolt (2) through the timing hole in the flywheel housing. Use the 9S-9082 Engine
Turning Tool (4) and a ratchet wrench with a 1/2 inch drive in order to turn the flywheel in the
direction of normal engine rotation. Turn the flywheel until the timing bolt engages with the hole
in the flywheel.
Note: If the flywheel is turned beyond the point of engagement, the flywheel must be turned in the
direction that is opposite of normal engine rotation. Turn the flywheel by approximately 30
degrees. Then turn the flywheel in the direction of normal engine rotation until the timing bolt
engages with the threaded hole. This procedure will remove the play from the gears when the No.
1 piston is on the top center.
3. Remove the valve cover for the No. 1 cylinder head.
4. The inlet and exhaust valves for the No. 1 cylinder are fully closed if the No. 1 piston is on the
compression stroke and the rocker arms can be moved by hand. If the rocker arms cannot be
moved and the valves are slightly open, the No. 1 piston is on the exhaust stroke. Find the
cylinders that need to be checked or adjusted for the stroke position of the crankshaft after the
timing bolt has been installed in the flywheel. Refer to Testing and Adjusting, "Crankshaft
Position for Fuel Injector Adjustment and Valve Lash Setting".
Note: When the actual stroke position is identified and the other stroke position is needed, remove
the timing bolt from the flywheel. Turn the flywheel by 360 degrees in the direction of normal
engine rotation.
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Camshaft Timing
SMCS - 1210
Timing Check
Table 1

Location of timing pins (typical example)
(1) Timing hole
(2) Timing pin
1. Remove the rear camshaft covers from both sides of the engine.
2. Refer to Testing and Adjusting, "Finding the Top Center Position for the No. 1 Piston".
Note: When the timing bolt is installed in the flywheel, it is not necessary to remove the No. 1
valve cover in order to find the compression stroke. Both of the rear camshaft covers must be
removed in order to check the timing.
3. When the timing bolt is installed in the flywheel, look at the rear end of the camshaft. If the timing
ring is visible, then the No. 1 piston is on the compression stroke. If the timing ring is not visible,
then feel the back of the camshaft for the groove. If the groove is at the back of the camshaft, then
the flywheel must be turned by 360 degrees in order to put the No. 1 piston on the compression
stroke.
Installation of timing pins (typical example)
(2) Timing pin
(3) RH Camshaft
4. When the timing bolt is installed in the flywheel and the No. 1 piston is on the compression
stroke, remove timing pins (2) from the storage positions.
5. Install timing pins (2) through timing holes (1) in the engine block. Install timing pins (2) into the
groove in camshaft (3) on each side of the engine. In order to time the engine correctly, the timing
pins must fit into the groove of each camshaft.
6. If timing pins (2) do not engage in the grooves of both camshafts, then the engine is not in time,
and one or both camshafts must be adjusted.
7. Both camshafts are adjusted in the same manner. See "Timing Adjustment" for the procedure to
put the camshafts in time with the crankshaft.
NOTICE
If a camshaft is out of time more than 18 degrees (approximately 1/2
the diameter of timing pin out of groove), the valves can make contact
with the pistons. This will cause damage that will make engine repair
necessary.
Timing Adjustment
Table 2

6V-3010 Puller Group 1
8S-9089 Bolts 2
5P-1076 Hard Washers 2
Note: The timing must be checked before the timing adjustments are made. See "Timing Check" for this
procedure.
After the Timing Check procedure is complete, the timing bolt will be engaged in the flywheel. The No.
1 piston will be at the top center (TC) position.
Rocker shafts (typical example)
(1) Bolt
(2) Rocker shaft
Camshaft drive gears (RH side)
(3) Drive gear
(4) Plate
(5) Bolt
1. Remove all of the valve covers on the side for the camshaft adjustment. Loosen bolts (1) that hold
rocker shafts (2) to the valve cover bases until all rocker arms are free from the injectors and the
valves.
Note: The above procedure must be done before camshaft drive gear (3) is pulled off the camshaft
taper.
2. Remove the covers from the flywheel housing.
Camshaft drive gears (LH side)
(5) Bolt
(7) Timing ring
3. Remove bolts (5) and plate (4) on the RH side, and timing ring (7) on LH side.
Storage position for timing pins (typical example)
(6) Timing pin
4. Install the 6V-3010 Puller Group, two 8S-9089 Bolts, and two 5P-1076 Hard Washers. Loosen
drive gears (3) from the taper on the camshafts. Remove the engine turning tool and the gears.
5. Remove timing pins (6) from the storage position on each side of the engine.
Installed camshaft timing pin (typical example)
(6) Timing pin
6. Turn the camshafts until timing pins (6) can be installed through the engine block and into the
grooves (slots) in the camshafts.
7. Clean the camshaft taper and the inside diameter of the camshaft gear in order to remove any oil
that may be present.
8. Put camshaft drive gears (3) in position on the camshafts.
9. Use hand pressure to turn and hold the camshaft drive gears in the opposite direction of the
rotation. This removes all gear clearance (backlash) between the camshaft drive gears (3) and the
idler gears.
10. Install plate (4) on the RH side. Install timing ring (7) on the LH side in order to hold camshaft
drive gears (3) to each camshaft.
11. Tighten bolts (5) in steps to a torque of 360 ± 40 N·m (270 ± 30 lb ft).
12. Tap bolts (5). Tighten the bolts (5) to a torque of 360 ± 40 N·m (270 ± 30 lb ft).
Note: If necessary, repeat Step 12 until the torque does not change.
13. Install the gaskets and covers on the flywheel housing.
14. Remove timing pins (6) from the camshafts. Install timing pins (6) in the storage positions. Install
the covers over the camshafts and timing pins (6) .
15. Remove the timing bolt from the flywheel housing. Install the 8T-6765 Pipe Plug in the flywheel
housing timing hole. Remove the engine turning tool. Install the cover and the gasket.
16. Be certain that the rocker arms are correctly engaged with the pushrods. Tighten the bolts in order
to hold all of the rocker shafts in position.
17. Make adjustments to the valves and to the lash of the electronic fuel injector. See Testing And
Adjusting, "Valve Lash and Valve Bridge Adjustment" and Testing And Adjusting, "Fuel Injector
Adjustment" for the correct procedures.
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Fuel Injector Adjustment

SMCS - 1290-025
Table 1

9U-5132 Engine Timing Tool Group 1
6V-3075 Dial Indicator 1
8S-3675 Indicator Contact Point 1
9U-5138 Setting Gauge 1
9U-5137 Magnetic Fixture 1
122-0451 Timing Fixture Rod 1
122-0449 Rod Sleeve Extension 1
9U-6272 Nylon Screw 1
NOTICE
The camshafts must be correctly timed with the crankshaft before an
adjustment of the unit injector lash is made. The timing pins must be
removed from the camshafts before the crankshaft is turned or
damage to the cylinder block will be the result.
The Electronic Control module produces high voltage. To prevent

personal injury make sure the Electronic Control Module is not
powered and the unit injector solenoids are disconnected.
Note: Calibration of the engine speed/timing sensor is not required unless the timing wheel has been
removed from the camshaft or the Electronic Control Module (ECM) has been changed.
This adjustment is critical. Ensure that the adjustment of the fuel injector is made properly.
1. Refer to Testing and Adjusting, "Crankshaft Position for Fuel Injector Adjustment and Valve Lash
Setting". All of the injectors can be checked or adjusted with the two crankshaft positions in the
chart. This will make sure that the pushrod lifters are off of the lobes and on the base circles of the
camshaft.
Before a check or an adjustment can be made, the tooling must be set to the correct dimension.
(1) 9U-5137 Magnetic Fixture
(2) 122-0451 Timing Fixture Rod
(3) 122-0449 Rod Sleeve Extension
(4) 9U-5138 Setting Gauge
(5) 6V-3075 Dial Indicator
(6) 8S-3675 Indicator Contact Point
2. Place rod (2) in fixture (1) . Install extension (3) on fixture (1) . Install contact point (6) on dial
indicator (5) . Install dial indicator (5) in extension (3) .
3. Make sure that the surfaces of the fixture (1) and gauge (4) are clean and dry.
Adjustment of the fuel timing tools
(2) 122-0451 Timing Fixture Rod
(4) 9U-5138 Setting Gauge
4. Place dial indicator assembly from Step 2 on the top surface of gauge (4) . Rod (2) must be on the
top step of gauge (4) .
Note: Gauge (4) has two steps. Make sure that the step designation is for the 64.34 mm (2.53
inch) dimension.
5. Loosen the nylon screw for the dial face of dial indicator (5) . Move the dial face of the dial
indicator (5) in rod sleeve extension (3) until all of the pointers indicate zero. Tighten the nylon
screw for the dial face of dial indicator (5) .
6. Make sure that the top surfaces of injector follower (7) and shoulder (8) are clean and dry.
Fuel timing tools in position
(7) Injector follower
(8) Shoulder
7. Place dial indicator (5) and fixture (1) in position on the injector that will be checked. Make sure
that the magnetic base of the fixture is on the top surface of injector follower (7) . Rod (2) must be
on the top surface of shoulder (8) .
8. The dial indicator pointers must indicate 0.00 ± 0.20 mm (0.000 ± 0.008 inch).
9. If the dial indicator pointers indicate 0.00 ± 0.20 mm (0.000 ± 0.008 inch), no adjustment is
necessary. Proceed to the next injector to be checked. Repeat the procedure from Step 4. If the dial
indicator pointers do not indicate 0.00 ± 0.20 mm (0.000 ± 0.008 inch), proceed to Step 10 and
Step 11.
10. Loosen the adjustment screw locknut for the injector that is being adjusted.
The installed timing and fuel setting tool group
11. Turn the adjustment screw until the dial indicator pointers indicate 0.00 ± 0.20 mm (0.000 ± 0.008
inch). Tighten the adjustment screw locknut to the torque that is listed in the engine's
Specifications manual. Then check the adjustment in order to be certain that the adjustment has
not changed. If necessary, repeat this procedure until the adjustment is correct. When the
adjustment is correct, proceed to the next injector to be checked. Repeat the procedure from Step
3.
12. After all injectors are checked and/or adjusted, remove the timing bolt from the flywheel.
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Checking and Calibrating Electronic Injection Timing with the

Electronic Service Tool
SMCS - 1901
Refer to Troubleshooting for the proper procedure to calibrate the electronic injection timing.
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Engine Speed Measurement

SMCS - 1901
To monitor the engine rpm, view the status on the Caterpillar Electronic Technician (ET).
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Crankshaft Position for Fuel Injector Adjustment and Valve

Lash Setting
SMCS - 1202
Table 1
Counterclockwise Rotation (Standard) from the Flywheel End of the Engine

Cylinders to Check/Adjust
Engine Correct Stroke For No. 1 Piston At Exhaust Valves
Inlet Valves Injectors
Top Center Position (1)
Compression 1-2-6-8 1-2-3-7 2-3-4-7
3508
Exhaust 3-4-5-7 4-5-6-8 1-5-6-8
1-3-6-7-10-12
Compression 1-4-5-6-9-12 2-4-5-8-9-11
3512
2-4-5-8-9-11 1-3-6-7-10-12
Exhaust 2-3-7-8-10-11
1-2-5-7-8-12- 1-2-3-4-5-6-8-9 3-4-6-9-10-11-

Compression
13-14 15-16
3516
3-4-6-9-10-11- 7-10-11-12-13- 1-2-5-7-8-12-
Exhaust
15-16 14-15-16 13-14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting,
"Finding the Top Center Position for the No 1 Piston". Find the top center position for a particular stroke and make the
adjustment for the correct cylinders. Remove the timing bolt . Turn the flywheel by 360 degrees in the direction of
normal engine rotation. This will put the No. 1 piston at the top center (TC) position on the other stroke. Install the
timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
Table 2
Clockwise Rotation (Reverse) from the Flywheel End of the Engine

Cylinders To Check/Adjust
Engine Correct Stroke For No. 1 Piston At Exhaust Valves
Inlet Valves Injectors
Top Center Position (1)
Compression 1-3-4-8 1-2-7-8 2-6-7-8
3508
Exhaust 2-5-6-7 3-4-5-6 1-3-4-5
2-5-8-9-10-11
Compression 1-3-4-6-7-12 1-4-5-8-9-12
3512
2-5-8-9-10-11
Exhaust 2-3-6-7-10-11 1-3-4-6-7-12
1-2-5-6-7-8- 1-2-3-4-5-6-9- 3-4-9-10-11-12-

Compression
13-14 10 15-16
3516
3-4-9-10-11- 7-8-11-12-13- 1-2-5-6-7-8-13-
Exhaust
12-15-16 14-15-16 14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting,
"Finding the Top Center Position for the No 1 Piston". Find the top center position for a particular stroke and make the
adjustment for the correct cylinders. Remove the timing bolt . Turn the flywheel by 360 degrees in the direction of
normal engine rotation. This will put the No. 1 piston at the top center (TC) position on the other stroke. Install the
timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
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Restriction of Air Inlet and Exhaust

SMCS - 1050-040
There will be a reduction in the performance of the engine if there is a restriction in the air inlet system
or the exhaust system.
The air flow through the air cleaner may have a restriction. The pressure at the restriction of the air flow
must not exceed 6.25 kPa (25.0 inches of H2O).
Back pressure is the difference in the pressure between the exhaust at the outlet elbow and the
atmospheric air. Back pressure from the exhaust must not be more than 5.0 kPa (20 inches of H2O).
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Measuring Inlet Manifold Pressure

SMCS - 1058-082
The performance of an engine can be checked. Determine the boost pressure in the inlet manifold during
a torque converter stall test. Compare this pressure with the specifications that are given in the Fuel
Setting and Related Information in the Technical Marketing Information (TMI). This test is used when
there is an increase in exhaust temperature to the turbocharger on the engine, yet there is no real sign of
a problem with the engine.
The performance and correct pressure for the inlet manifold is given in the Fuel Setting and Related
Information in the TMI. Development of this information is done with these conditions:
96 kPa (28.8 inches of Hg) dry barometric pressure
25 °C (77 °F) outside air temperature
35 API rated fuel
Any change from these conditions can change the pressure in the inlet manifold. The outside air may
have a higher temperature and a lower barometric pressure than the values that are given above. This
will cause a lower inlet manifold pressure measurement than the pressure that is given in the TMI.
Outside air that has a lower temperature and a higher barometric pressure will cause a higher inlet
manifold pressure measurement.
A difference in fuel density will change horsepower (stall speed) and boost. If the fuel is rated above 35
API, the pressure in the inlet manifold can be less than the pressure that is given in the TMI. If the fuel
is rated below 35 API, the pressure in the inlet manifold can be more than the pressure that is given in
the TMI. Be sure that the air inlet or the exhaust does not have a restriction when you are making
a check of the pressure.
Note: The Caterpillar Electronic Technician (ET) may be used to check the pressure in the inlet
manifold.
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Measuring Exhaust Temperature

SMCS - 1088-082
Table 1
Tools Needed Qty

4C-6090 Temperature Selector Group 1
6V-9130 Temperature Adapter 1
237-5130 Digital Multimeter Gp 1
Use the Caterpillar Electronic Technician (ET) to monitor individual cylinder exhaust temperatures, the
exhaust temperature to the turbocharger, and the exhaust temperature after the turbocharger.
The temperatures can be verified with the 4C-6090 Temperature Selector Group, with the 6V-9130
Temperature Adapter, and with the 237-5130 Digital Multimeter. Refer to Operating Manual,
NEHS0537 for the complete operating instructions for the 4C-6090 Temperature Selector Group.
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Crankcase Pressure
SMCS - 1215; 1317-082
The Caterpillar Electronic Technician (ET) can be used to measure crankcase pressure. Crankcase
pressure is given on the display status screen in Cat ET. The Electronic Control Module (ECM) will
perform any of the following functions if the crankcase pressure is high in the engine: warning, derate
and shutdown. The response will depend on the programming and the availability of the parameter of
the monitoring system. Refer to the Testing and Adjusting, "Monitoring System Parameters" in this
manual for information on programming the monitoring system.
Pistons or rings that have damage can be the cause of too much pressure in the crankcase. This condition
will cause the engine to run rough. There will be more than the normal amount of fumes coming from
the crankcase breather. This crankcase pressure can also cause the element for the crankcase breather to
have a restriction in a very short time. This crankcase pressure can also be the cause of any oil leakage at
the gaskets and at the seals that would not normally have leakage.
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Compression
SMCS - 1215-081
An engine that runs roughly can have a leak at the valves. An engine that runs roughly can also have
valves that need an adjustment. Removing the head and inspecting the valves and valve seats is
necessary in order to find the small defects. Repairs of these problems are normally done when you are
reconditioning the engine.
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Valve Lash Check

SMCS - 1105-535
The Electronic Control Module produces high voltage. To prevent

powered and do not come in contact with the fuel injector solenoid
terminals while the engine is running.
Valve lash is measured between the rocker arm and the bridge for the valves. All of the clearance
measurements and the adjustments must be made with the engine stopped. The valves must be fully
closed.
If the measurement of the valve lash is in the acceptable range, no adjustments are necessary. The range
is given in Table 1.
Table 1
Valve Lash Check: Engine Stopped

Valves Acceptable Valve Lash Range
Inlet
0.42 to 0.58 mm (0.017 to 0.023 inch)
Outlet
0.92 to 1.08 mm (0.036 to 0.043 inch)
If the measurement is not within this range, adjustment is necessary. Refer to Testing And Adjusting,
"Valve Lash and Valve Bridge Adjustment".
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Valve Lash and Valve Bridge Adjustment

SMCS - 1102-036
(1) 147-2060 Wrench
(2) 147-2059 Torque Wrench
(3) 148-7211 Bridge Nut Socket
(4) 145-5191 Gauge Support
(5) 147-2056 Dial Indicator
(6) 147-5536 Indicator Contact Point
(8) 147-2058 Indicator Extension
Table 1

147-2060 Wrench 1
147-2059 Torque Wrench 1
148-7211 Bridge Nut Socket 1
145-5191 Gauge Support 1
147-2056 Dial Indicator 1
147-5536 Indicator Contact Point 1
147-2057 Indicator Contact Point 1

147-2058 Indicator Extension 1
147-5537 Dial Indicator (not shown) 1
Note: The 145-5191 Gauge Support (4), the 147-2057 Indicator Contact Point (7), the 147-2058
Indicator Extension (8), and the 147-5536 Indicator Contact Point (6) are included in the 147-5482
Valve Lash Gauge Group .
Note: The 147-2056 Dial Indicator or the 147-5537 Dial Indicator (Metric, not shown) can be used with
the 147-5482 Valve Lash Gauge Group .
There are two different design of valve bridges that are used. If the engine is equipped with an
adjustable valve bridge (Illustration 2), proceed to the "Valve Bridge Adjustment". If the engine is
equipped with a nonadjustable valve bridge (Illustration 3), proceed to the "Valve Lash Adjustment".
Adjustable valve bridge
Nonadjustable valve bridge
Valve Bridge Adjustment

Note: When the 147-5482 Valve Lash Gauge Group is used, it is not necessary for you to remove the
rocker arm shaft assemblies. The valves must be fully closed when the adjustment is made. Refer to
Testing and Adjusting, "Finding the Top Center Position for the No. 1 Piston".
Installation
1. Assemble the 147-2058 Indicator Extension and the 147-5536 Indicator Contact Point on the 147-
2056 Dial Indicator or on the 147-5537 Dial Indicator .
145-5191 Gauge Support
(1) Knurled knob
(2) Valve cover base rear bolt hole
(4) Top edge of the valve bridge
2. Install the 145-5191 Gauge Support in the rear bolt hole (2). The rear bolt hole is located in the
valve cover base. Adjust contact point (3) on the top edge of valve bridge (4) .
(5) Adjustment screw
3. Loosen the locknut for the adjustment screw. Loosen the adjustment screw (5) by several turns.
4. Apply a force of 5 N (1 lb) to 45 N (10 lb). Push down on the top contact surface of the valve
bridge. Zero the indicator.
5. Turn adjustment screw (5) in the clockwise direction until the dial indicator reads 0.038 mm
(0.0015 inch). This measurement is equal to turning the adjustment screw 20 to 30 degrees
clockwise after the screw contacts the end of the valve.
(6) 148-7211 Bridge Nut Socket
6. Hold the adjustment screw with the 148-7211 Bridge Nut Socket (6) in order to tighten the
locknut to 30 ± 4 N·m (22 ± 3 lb ft). You may use a sliderule torque computer in order to
determine the torque wrench dial reading for the different extensions. Refer to Special Instruction,
SEHS7150, "Snap On Torque Computer".
Valve Lash Adjustment

Note: Adjust the valve bridges before you make the valve lash adjustments.
Table 2
Valve Lash Setting: Engine Stopped

Valves Gauge Dimension
Inlet
0.50 mm (0.020 inch)
Exhaust
1.00 mm (0.040 inch)
1. Ensure that the number 1 piston is at the top center position. Refer to Testing and Adjusting,
"Finding the Top Center Position for the No. 1 Piston".
2. The number 1 piston should be at the top center position of the correct stroke. Make adjustments
to the valves according to the chart: Refer to Testing and Adjusting, "Crankshaft Positions for
Fuel Injector Adjustment and Valve Lash Setting".
Note: Tap each rocker arm on the top of the adjustment screw before you make any adjustments.
Use a soft hammer. Make sure that the lifter roller is seated against the base circle of the camshaft.
(1) 145-5191 Gauge Support
3. Install the 145-5191 Gauge Support (1). Use the 147-2056 Dial Indicator or use the 147-5537 Dial
Indicator. Use the 147-2057 Indicator Contact Point (2). Install the tool in the rear bolt hole. The
rear bolt hole is located on the valve cover base.
(3) 147-2060 Wrench
(3) 147-2060 Wrench
4. Move the rocker assembly upward and move the rocker arm assembly downward. Move the
rocker assembly several times. The oil film is removed in order to get a true zero reading on the
dial indicator. Use the 147-2060 Wrench (3) and use the 147-2059 Torque Wrench (4). Install the
socket wrench and install the torque wrench on the nut of the rocker arm. Apply upward pressure
to the front of the rocker assembly. Set the dial indicator to zero. The weight of the torque wrench
(4) allows the valve lash to be read. Do not apply any pressure on the torque wrench.
5. Loosen the locknut. The locknut is located on the adjustment screw of the pushrod. Turn the
adjustment screw until the valve lash is set to specifications. Tighten the nut for the adjustment
screw to 70 ± 15 N·m (50 ± 11 lb ft ). The 147-2059 Torque Wrench is preset to the torque that is
required. Check the adjustment again.
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Engine Oil Pressure - Test

SMCS - 1304-081
Work carefully around an engine that is running. Engine parts that are
hot, or parts that are moving, can cause personal injury.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
NOTICE
Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

Products Guide" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
Table 1
Tools Needed
Part Number Part Name Quantity
1U-5470 Engine Pressure Group 1
The 1U-5470 Engine Pressure Group measures the engine oil pressure in the system. This engine tool
group can read the engine oil pressure inside the oil manifold.
Note: Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group ".
Note: The engine oil pressure can also be measured by using an electronic service tool. Refer to
Troubleshooting for information on the use of the Caterpillar Electronic Technician (ET).
Location of the oil gallery plug
Typical example
(1) Plug
1. Install the 1U-5470 Engine Pressure Group into oil gallery plug (1) .
Note: Engine oil pressure to the camshaft and main bearings should be checked on each side of
the cylinder block at oil gallery plug (1) .
2. Start the engine. Run the engine with SAE 10W30 or SAE 15W40 oil. The information in the
engine oil pressure graph is invalid for other oil viscosities. Refer to Operation and Maintenance
Manual, "Engine Oil" for the recommendations of engine oil.
Note: Allow the engine to reach operating temperature before you perform the pressure test.
Note: The engine oil temperature should not exceed 115 °C (239 °F).
3. Record the value of the engine oil pressure when the engine has reached operating temperature.
4. Locate the point that intersects the lines for the engine rpm and for the engine oil pressure on the
engine oil pressure graph.
Engine oil pressure graph
5. The results must fall within the "ACCEPTABLE" range on the chart. A problem exists when the
results fall within the "NOT ACCEPTABLE" range on the chart. The problem needs to be
corrected. Engine failure or a reduction in engine life can be the result if engine operation is
continued with oil manifold pressure outside this range.
Note: A record of engine oil pressure can be used as an indication of possible engine problems or
damage. A possible problem could exist if the engine oil pressure suddenly increases or decreases
70 kPa (10 psi) and the engine oil pressure is in the "ACCEPTABLE" range. The engine should
be inspected and the problem should be corrected.
6. Compare the recorded engine oil pressure with the engine oil pressure indicators on the instrument
panel and the engine oil pressure that is displayed on the Cat ET.
7. An engine oil pressure indicator that has a defect or an engine oil pressure sensor that has a defect
can give a false indication of a low engine oil pressure or a high engine oil pressure. If there is a
notable difference between the engine oil pressure readings make necessary repairs.
8. If the engine oil pressure is low, refer to Testing and Adjusting, "Engine Oil Pressure is Low" for
the possible causes of low engine oil pressure.
9. If the engine oil pressure is high, refer to Testing and Adjusting, "Engine Oil Pressure is High" for
the possible causes of high engine oil pressure.
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Excessive Bearing Wear - Inspect

SMCS - 1203-040; 1211-040; 1219-040
When some components of the engine show bearing wear in a short time, the cause can be a restriction
in a passage for engine oil.
An indicator for the engine oil pressure may show that there is enough engine oil pressure, but a
component is worn due to a lack of lubrication. In such a case, look at the passage for the engine oil
supply to the component. A restriction in an engine oil supply passage will not allow enough lubrication
to reach a component. This will result in early wear.
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Excessive Engine Oil Consumption - Inspect

SMCS - 1348-040
Engine Oil Leaks on the Outside of the Engine

Check for leakage at the seals at each end of the crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections. Look for any engine oil that may be leaking from
the crankcase breather. This can be caused by combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the crankcase. A dirty crankcase breather will cause the
gaskets and the seals to leak.
Engine Oil Leaks into the Combustion Area of the Cylinders

Engine oil that is leaking into the combustion area of the cylinders can be the cause of blue smoke.
There are several possible ways for engine oil to leak into the combustion area of the cylinders:
Leaks between worn valve guides and valve stems
Worn components or damaged components (pistons, piston rings, or dirty return holes for the
engine oil)
Incorrect installation of the compression ring and/or the intermediate ring
Leaks past the seal rings in the turbocharger shaft
Overfilling of the crankcase
Wrong dipstick or guide tube
Sustained operation at light loads
Excessive consumption of engine oil can also result if engine oil with the wrong viscosity is used.
Engine oil with a thin viscosity can be caused by fuel leakage into the crankcase or by increased engine
temperature.
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Increased Engine Oil Temperature - Inspect

SMCS - 1348-040
If the engine oil temperature is higher than normal, the engine oil cooler may have a restriction. Look for
a restriction in the passages for engine oil in the engine oil cooler. The engine oil pressure will not
necessarily decrease due to a restriction in the engine oil cooler.
Determine if the engine oil cooler bypass valve is held in the open position. This condition will allow
the engine oil to flow through the valve rather than through the engine oil cooler. The engine oil
temperature will increase.
Make sure that the cooling system is operating properly. A high coolant temperature in the engine oil
cooler will cause high engine oil temperature.
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Engine Oil Pressure is Low

SMCS - 1304-081
The following conditions can cause an indication of low engine oil pressure:
Low engine oil level
Problem with the engine oil pressure gauge
Contaminated engine oil
Improper circulation of the engine oil
Worn components
Low Engine Oil Level

Check the engine oil level. If the engine oil level is too far below the suction tube, the engine oil pump
cannot supply enough lubrication for the engine components. If the engine oil level is low, add engine
oil in order to obtain the correct level. For the correct engine oil to use, refer to Operation and
Maintenance Manual, "Engine Oil".
Engine Oil Pressure Gauge

Refer to Testing and Adjusting, "Engine Oil Pressure - Test". If the engine oil pressure gauge is
incorrect, install a new gauge.
Contaminated Engine Oil

Engine oil that is contaminated with another liquid will cause low engine oil pressure. High engine oil
level can be an indication of contamination. Determine the reason for contamination of the engine oil
and make the necessary repairs. Change the engine oil and the engine oil filter. For the correct engine oil
to use, refer to Operation and Maintenance Manual, "Engine Oil".
Improper Circulation of the Engine Oil

Several factors could cause improper circulation of the engine oil:
The engine oil filter is clogged. Replace the engine oil filter.
A line or a passage for the engine oil is disconnected or broken. Replace the line or clear the
passage.
The engine oil cooler is clogged. Thoroughly clean the engine oil cooler.
There is a problem with a piston cooling jet. The piston cooling jets direct engine oil toward the
bottom of the pistons in order to cool the pistons. This also provides lubrication for the piston pin.
Breakage, a restriction, or incorrect installation of a piston cooling jet will cause seizure of the
piston.
The inlet screen of the suction tube for the engine oil pump can have a restriction. This restriction
can cause cavitation and a loss of engine oil pressure. Check the inlet screen on the suction tube
and remove any material that may be restricting engine oil flow.
The suction tube is drawing in air. Check the joints of the suction tube for cracks or a damaged O-
ring seal.
There is a problem with the engine oil pump. Check the gears of the engine oil pump for excessive
wear. Engine oil pressure is reduced when gears in the engine oil pump have too much wear.
Worn Components
Excessive clearance at the crankshaft or camshaft bearings will cause low engine oil pressure. Also,
inspect the clearance between the rocker arm shafts and the rocker arms. Check the engine components
for excessive clearance.
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Engine Oil Pressure is High

SMCS - 1314
The following conditions can cause high engine oil pressure:
The engine oil level is too high. Drain the excess engine oil.
The engine oil temperature is too low. Low engine oil temperature increases the viscosity of the
engine oil.
The engine oil filter bypass valve is stuck in the closed position. Thoroughly clean the valve.
Replace the engine oil filters.
A line or a passage for the engine oil is restricted. Clean the component.
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Indicators for Engine Oil Pressure

SMCS - 7485
An oil pressure indicator that has a defect or a sender that has a defect can give an indication of a low oil
pressure or a high oil pressure.
The 1U-5470 Engine Pressure Group can be used in order to make a comparison between the indicators
on the instrument panel and the oil pressure that is displayed on the electronic service tool.
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General Information (Cooling System)

SMCS - 1350
This engine has a pressure type cooling system. A pressure type cooling system has two advantages.
The pressure helps prevent cavitation.
The risk of boiling is reduced.
Cavitation occurs when mechanical forces cause the formation of air bubbles in the coolant. The bubbles
can form on the cylinder liners. Collapsing bubbles can remove the oxide film from the cylinder liner.
This allows corrosion and pitting to occur. If the pressure of the cooling system is low, the concentration
of bubbles increases. The concentration of bubbles is reduced in a pressure type cooling system.
The boiling point is affected by three factors: pressure, altitude and concentration of glycol in the
coolant. The boiling point of a liquid is increased by pressure. The boiling point of a liquid is decreased
by a higher altitude. Illustration 1 shows the effects of pressure and altitude on the boiling point of
water.
The boiling point of the coolant also depends on the type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling temperature. However, glycol transfers heat less
effectively than water. Because of the boiling point and the efficiency of heat transfer, the concentration
of glycol is important.
Three basic problems can be associated with the cooling system:
Overheating
Coolant loss
Overcooling
If the cooling system is not properly maintained, solids such as scale and deposits reduce the ability of
the cooling system to transfer heat. The engine operating temperature will increase.
When the engine is overloaded, the engine will run in the lug condition. When the engine is running in
the lug condition, the engine is operating at a lower engine rpm that reduces the coolant flow. Decreased
coolant flow during high load will cause overheating.
Coolant can be lost by leaks. Overheated coolant can be lost through the cooling system's pressure relief
valve. Lower coolant levels contribute to additional overheating. Overheating can result in conditions
such as cracking of the cylinder head and piston seizure.
A cracked cylinder head or cylinder liner will force exhaust gas into the cooling system. The additional
pressure causes coolant loss, cavitation of the water pump, less circulation of coolant, and further
overheating.
Overcooling is the result of coolant that bypasses the water temperature regulators and flows directly to
the radiator or to the heat exchanger. Low load operation in low ambient temperatures can cause
overcooling. Overcooling is caused by water temperature regulators that remain open. Overcooling
reduces the efficiency of operation. Overcooling enables more rapid contamination of the engine oil.
This results in the formation of sludge in the crankcase and carbon deposits on the valves.
Cycles of rapid heating and cooling can result in cracked cylinder heads, gasket failure, accelerated
wear, and excessive fuel consumption.
If a problem with the cooling system is suspected, perform a visual inspection before you perform any
tests on the system.
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Visual Inspection
SMCS - 1350-535
Perform a visual inspection of the cooling system before a test is made with test equipment.
Personal injury can result from escaping fluid under pressure.
If a pressure indication is shown on the indicator, push the release valve

in order to relieve pressure before removing any hose from the radiator.
1. Check the coolant level in the cooling system. Add coolant, if necessary.
If the coolant level is too low, air will get into the cooling system. Air in the cooling system
reduces coolant flow. Air creates bubbles that contribute to cavitation. Bubbles in the coolant also
reduce the cooling capability.
2. Check the quality of the coolant. The coolant should have the following properties:
Color that is similar to new coolant
Odor that is similar to new coolant
Free from contamination
Properties that are recommended by the engine's Operation and Maintenance Manual
If the coolant does not have these properties, drain the system and flush the system. Refill the
cooling system according to the engine's Operation and Maintenance Manual.
3. Check for air in the cooling system. Air can enter the cooling system in different ways. The
following conditions cause air in the cooling system:
Filling the cooling system incorrectly
Combustion gas leakage into the cooling system
Combustion gas can get into the system through the following conditions: internal cracks,
damaged cylinder head and damaged cylinder head gasket.
4. Inspect the radiator (if equipped) and the air-to-air aftercooler (if equipped). Make sure that the air
flow is not restricted. Look for the following conditions. Make corrections, if necessary:
Bent fins
Debris between the folded cores
Damaged fan blades
5. Check the heat exchanger (if equipped) for internal blockage. Make sure that the filters for the
water are not clogged.
The condition of the water that is circulated through the heat exchanger can decrease the
effectiveness of the heat exchanger. Operating with water that contains the following types of
debris will adversely affect the heat exchanger system: silt, sediment, salt and algae. In addition,
intermittent use of the engine will adversely affect the heat exchanger system.
6. Check the pressure cap.
If the pressure cap does not maintain the correct pressure on the cooling system, the engine could
overheat. A decrease in cooling system pressure reduces the temperature of the water's boiling
point.
7. Inspect the cooling system hoses and clamps.
Damaged hoses with leaks can normally be seen. Hoses that have no visual leaks can soften
during operation. The soft areas of the hose can become kinked or crushed during operation.
These areas of the hose restrict the coolant flow. Hoses can crack after a period of time. The inside
of a hose can deteriorate and the loose particles of the hose can restrict the coolant flow.
8. Check the water temperature regulators.
A water temperature regulator that does not open or a water temperature regulator that only opens
part of the way can cause overheating.
A water temperature regulator that does not close enables overcooling.
9. Check the engine water pump and check the auxiliary pump.
Check for a fluid leak from the pump's weep hole during engine operation and check for a leak
when the engine is stopped. If either coolant or oil is leaking from the weep hole, replace the
pump.
A water pump with a damaged impeller does not pump enough coolant for correct coolant flow.
This affects the engine's operating temperature. Remove the water pump and check for damage to
the impeller. Also inspect the inside of the pump's housing for scratches from the impeller.
10. Check the aftercooler.
A restriction of water flow through the aftercooler can cause overheating. Check for debris or
deposits which restrict the free flow of water through the aftercooler.
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Test Tools for the Cooling System

SMCS - 0781; 1350
Table 1

4C-6500 Digital Thermometer 1
285-0901 Blowby Tool Gp 1
285-0910 Multi-Tool Gp 1
9U-7400 Multitach Tool Gp 1
9S-8140 Pressurizing Pump 1
Making contact with a running engine can cause burns from hot parts
and can cause injury from rotating parts.
When working on an engine that is running, avoid contact with hot

parts and rotating parts.
4C-6500 Digital Thermometer
The 4C-6500 Digital Thermometer is used in the diagnosis of overheating conditions or overcooling
problems. This group can be used to check temperatures in several different parts of the cooling system.
Refer to the testing procedure in the Operating Manual, NEHS0554.
9U-7400 Multitach
The 9U-7400 Multitach is used to check the fan speed. Refer to the testing procedure in Operator
Manual, NEHS0605.
9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test pressure caps. The 9S-8140 Pressurizing Pump is used to
pressure check the cooling system for leaks.
Steam or hot coolant can cause severe burns.
Do not loosen the filler cap or the pressure cap on a hot engine.
Allow the engine to cool before removing the filler cap or the pressure
cap.
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Radiator and Cooling System - Test

SMCS - 1350-034; 1353-034
cap.
Testing the Filler Cap

Table 1
Tools Needed Qty

(1) Expansion tank
(2) Filler caps
9S-8140 Pressurizing Pump
(3) Release valve
(4) 2P-2329 Adapter As
(5) Hose
The 9S-8140 Pressurizing Pump is used to test the cooling system for leaks. The pump can also be used
to test the filler cap, the pressure relief valve, and the pressure gauge.
To check for the amount of pressure that opens the filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler cap in order to release the pressure from the
cooling system. Remove the filler cap.
Note: The expansion tank has two filler caps. The expansion tank has an internal plate that divides
the tank into two separate tanks. The large reservoir is for the jacket water cooling system. The
small reservoir is for the separate circuit cooling system.
2. Carefully inspect the filler cap. Look for any damage to the seals and to the sealing surface.
Remove any deposits that are found.
If the filler cap is damaged, obtain a new cap.
3. Install the filler cap on the 9S-8140 Pressurizing Pump by using the 2P-2329 Adapter As .
The opening pressure for the filler cap's pressure relief valve is stamped on the filler cap.
4. Apply pressure to the filler cap. Compare the gauge reading with the opening pressure that is
listed on the filler cap.
If the cap cannot sustain the correct pressure, obtain a new cap.
If the filler cap's pressure relief valve does not open within approximately 7 kPa (1 psi) of the
pressure that is stamped on the filler cap, obtain a new cap.
Testing The Radiator And Cooling System For Leaks

Table 2
Tools Needed Qty

Use the following procedure in order to check the cooling system for leaks:
cap.
1. After the engine cools, carefully loosen the filler cap in order to release the pressure from the
cooling system. Remove the filler cap.
2. Ensure that there is a sufficient amount of coolant in the expansion tank.
3. Install the 9S-8140 Pressurizing Pump onto the filler tube.
Note: The expansion tank has two filler tubes. The expansion tank has an internal plate that
divides the tank into two separate tanks. The large reservoir is for the jacket water cooling system.
The small reservoir is for the separate circuit cooling system.
4. Increase the pressure reading on the gauge to 20 kPa (3 psi) more than the pressure on the filler
cap.
5. Inspect the radiator, all connection points, and the hoses for leaks.
If no leaks are found and the gauge reading remains steady for a minimum of five minutes, the cooling
system is not leaking.
If leaking is observed and/or the gauge reading decreases, make repairs, as needed.
0 #11, /"". 0 % 2 # 8# 8" 9" ""/"".

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Coolant Temperature Sensor - Test

SMCS - 7453-081

Table 1

4C-6500 Digital Thermometer 1
or
2F-7112 Thermometer 1
6B-5072 Terminal Bushing 1
Test location
(1) Plug
If you suspect that the coolant temperature sensor is inaccurate, perform the following procedure:
Note: Ensure that the coolant level is at the correct level before performing this test.
1. Remove plug (1) .
2. Install the 4C-6500 Digital Thermometer or the 2F-7112 Thermometer. Also install the 6B-5072
Terminal Bushing .
3. Connect the Caterpillar Electronic Technician (ET) to the service tool connector. Start Cat ET.
4. Start and run the engine until the temperature reaches the desired range according to the test
thermometer.
5. Monitor the coolant temperature on Cat ET. Monitor the coolant temperature on the test
thermometer.
6. Compare the coolant temperature on Cat ET to the coolant temperature on the test thermometer. If
the two measurements are approximately equal, the sensor is okay. If the two measurements are
not approximately equal, there may be a problem with the sensor. Install a new sensor and verify
that the problem is resolved.
2 #00, /"". 2 % 3 # 1# -. 9" ""/"".

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Water Temperature Regulator - Test

SMCS - 1355-081-ON; 1355-081

1. Remove the water temperature regulator from the engine.
2. Heat water in a pan until the temperature of the water is equal to the fully open temperature of the
water temperature regulator. Refer to Specifications, "Water Temperature Regulator" for the fully
open temperature of the water temperature regulator. Stir the water in the pan. This will distribute
the temperature throughout the pan.
3. Hang the water temperature regulator in the pan of water. The water temperature regulator must
be below the surface of the water. The water temperature regulator must be away from the sides
and the bottom of the pan.
4. Keep the water at the correct temperature for ten minutes.
5. After ten minutes, remove the water temperature regulator. Immediately measure the opening of
the water temperature regulator. Refer to Specifications, "Water Temperature Regulator" for the
minimum opening distance of the water temperature regulator at the fully open temperature.
If the distance is less than the amount listed in the manual, replace the water temperature regulator.
1 #22, 3"". 1 % 4
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Connecting Rod Bearings

SMCS - 1219-040
The connecting rod bearings fit tightly in the bore in the rod. If the bearing joints are fretted, check the
bore size. This can be an indication of wear because of a loose fit.
Connecting rod bearings are available with 0.63 mm (0.025 inch) and 1.27 mm (0.050 inch) smaller
inside diameter than the original size bearing. These bearings are for crankshafts that have been
reground.
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Main Bearings
SMCS - 1203-040
Main bearings are available with a larger outside diameter than the original size bearings. These
bearings are available for the cylinder blocks with the main bearing bore that is made larger than the
bores' original size. The size that is available has a 0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings.
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Cylinder Block
SMCS - 1201-040
If the main bearing caps are installed without bearings, the bore in the block for the main bearings can
be checked. Tighten the nuts that hold the caps to the torque that is shown in the Specifications.
Alignment error in the bores must not be more than 0.08 mm (0.003 inch). Refer to Special Instruction,
SMHS7606 for the use of the 1P-4000 Line Boring Tool Group for the alignment of the main bearing
bores. The 1P-3537 Dial Bore Gauge Group can be used to check the size of the bores. The Special
Instruction, GMG00981 is with the group.
1P-3537 Dial Bore Gauge Group
1 #00, 2"". 1 % 3 # /, "# 9" ""2"".

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Cylinder Liner Projection

SMCS - 1216-082
Table 1

1U-9895 Crossblock 1
3H-0465 Push-Puller Plate 2
8F-6123 Bolt 2
3B-1925 Washer (COPPER) 4
0S-1575 Bolt 4
8T-0455 Liner Projection Tool Group 1
1. Make sure that the top surface of the cylinder block, the cylinder liner bores, the cylinder liner
flanges, and the spacer plates are clean and dry.
Measuring the cylinder liner projection
(1) 3H-0465 Push-Puller Plate
(2) 1P-2403 Dial Indicator
(3) 1P-2402 Gauge Body
(4) 0S-1575 Bolt and 3B-1925 Washer (COPPER)
(5) Spacer plate
(6) 1U-9895 Crossblock
2. Install a new gasket and spacer plate (5) on the cylinder block.
3. Install the cylinder liner in the cylinder block without seals or bands.
4. Hold spacer plate (5) and the cylinder liner in position according to the following procedure:
a. Install four 3B-1925 Washers (COPPER) and four 0S-1575 Bolts (4) around the spacer
plate (5). Tighten the bolts evenly to a torque of 95 N·m (70 lb ft).
b. Install the following components: 1U-9895 Crossblock (6), two 3H-0465 Push-Puller Plates
(1) and two 8F-6123 Bolts. Ensure that 1U-9895 Crossblock (6) is in position at the center
of the cylinder liner. Ensure that the surface of the cylinder liner is clean. Tighten the bolts
evenly to a torque of 70 N·m (50 lb ft).
c. Check the distance from the bottom edge of 1U-9895 Crossblock (6) to the top edge of
spacer plate (5). The vertical distance from both ends of the 1U-9895 Crossblock must be
equal.
5. Use 8T-0455 Liner Projection Tool Group (6) to measure the cylinder liner projection.
6. Mount 1P-2403 Dial Indicator (2) in 1P-2402 Gauge Body (3). Use the back of the 1P-5507
Gauge Block to zero dial indicator (2).
7. The cylinder liner projection must be 0.059 to 0.199 mm (0.0023 to 0.0078 inch). Read the
measurement on the outer flange of the cylinder liner at four equally distant positions. Do not read
the measurement on the inner flange. The maximum allowable difference between the high
measurements and the low measurements at four positions around each cylinder liner is 0.05 mm
(0.002 inch). The maximum allowable difference between the four measurements must not exceed
0.05 mm (0.002 inch) on the same cylinder liner.
Note: If the cylinder liner projection is not within specifications, turn the cylinder liner to a different
position within the bore. Measure the projection again. If the cylinder liner projection is not within
specifications, move the cylinder liner to a different bore. Inspect the top face of the cylinder block.
Note: When the cylinder liner projection is correct, put a temporary mark on the cylinder liner and the
spacer plate. Be sure to identify the particular cylinder liner with the corresponding cylinder. When the
seals and the filler band are installed, install the cylinder liner in the marked position.
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Flywheel - Inspect
SMCS - 1156-040
Table 1
Tools Needed
Part Number Part Name Quantity
8T-5096 Dial Indicator Gp 1
Face Runout (Axial Eccentricity) of the Flywheel
Checking face runout of the flywheel
1. Refer to illustration 1 and install the dial indicator. Always put a force on the crankshaft in the
same direction before the dial indicator is read. This will remove any crankshaft end clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
4. Take the measurements at all four points. Find the difference between the lower measurements
and the higher measurements. This value is the runout. The maximum permissible face runout
(axial eccentricity) of the flywheel must not exceed 0.15 mm (0.006 inch).
Bore Runout (Radial Eccentricity) of the Flywheel
Checking bore runout of the flywheel
(1) 7H-1945 Holding Rod
(2) 7H-1645 Holding Rod
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
1. Install the 7H-1942 Dial Indicator (3). Make an adjustment of the 7H-1940 Universal Attachment
(4) so that the dial indicator makes contact on the flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
and the higher measurements. This value is the runout. The maximum permissible bore runout
(radial eccentricity) of the flywheel must not exceed 0.15 mm (0.006 inch).
Flywheel clutch pilot bearing bore
and the higher measurements. This value is the runout. The maximum permissible pilot bore
runout of the flywheel must not exceed 0.13 mm (0.005 inch).
1 #00, /"". 1 % 2 # 8, ,- 9" ""/"".

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Flywheel Housing - Inspect

SMCS - 1157-040
Table 1

8T-5096 Dial Indicator Gp 1
Face Runout (Axial Eccentricity) of the Flywheel Housing
Checking face runout of the flywheel housing
If you use any other method except the method that is given here, always remember that the bearing
clearance must be removed in order to receive the correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the face of the
flywheel housing.
2. Put a force on the crankshaft toward the rear before the dial indicator is read at each point.
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at 0.0 mm (0.00 inch) at location (A). Read the
dial indicator at locations (B), (C) and (D) .
4. The difference between the lower measurements and the higher measurements that are performed
at all four points must not be more than 0.38 mm (0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel housing.
Bore Runout (Radial Eccentricity) of the Flywheel Housing
Checking bore runout of the flywheel housing
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the bore of the
flywheel housing.
2. While the dial indicator is in the position at location (C) adjust the dial indicator to 0.0 mm (0.00
inch). Push the crankshaft upward against the top of the bearing. Refer to the illustration 4. Write
the measurement for bearing clearance on line 1 in column (C) .
Note: Write the measurements for the dial indicator with the correct notations. This notation is
necessary for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two. Write this number on line 1 in columns (B) and (D) .
4. Turn the flywheel in order to put the dial indicator at position (A). Adjust the dial indicator to 0.0
mm (0.00 inch).
Checking bore runout of the flywheel housing
5. Turn the flywheel counterclockwise in order to put the dial indicator at position (B). Write the
measurements in the chart.
6. Turn the flywheel counterclockwise in order to put the dial indicator at position (C). Write the
measurement in the chart.
7. Turn the flywheel counterclockwise in order to put the dial indicator at position (D). Write the
measurement in the chart.
8. Add the lines together in each column.
9. Subtract the smaller number from the larger number in column B and column D. Place this
number on line III. The result is the horizontal eccentricity (out of round). Line III in column C is
the vertical eccentricity.
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
10. On the graph for total eccentricity, find the point of intersection of the lines for vertical
eccentricity and horizontal eccentricity.
11. The bore is in alignment, if the point of intersection is in the range that is marked "Acceptable". If
the point of intersection is in the range that is marked "Not acceptable", the flywheel housing must
be changed.
2 #00, /"". 2 % 3 # 1, -. 4" ""/"".
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Vibration Damper
SMCS - 1205-535
Damage to the damper or failure of the damper will increase vibrations. This will result in damage to the
crankshaft.
Replace the damper if the damper is bent or damaged. Replace the damper if the bolt holes are oversize.
Replacement of the damper is also needed at the time of a crankshaft failure due to torsional forces.
1 #22, /"". 1 % 3 # 99 #0 :" ""/"".

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General Information (Air/Electric Starting System)

SMCS - 1450; 1451; 1462
When the key switch is turned to the start position, the starter solenoid valve is electrically opened.
When the starter solenoid valve is open, air will flow into the air starting motor. The air flow
pneumatically engages the starter pinion with the engine flywheel ring gear.
When the starter pinion is engaged, internal passages allow air to flow from the starter solenoid valve to
the control passage of the starter relay valve. This air flow causes the starter relay valve to open. Air
now flows from the primary air tank to the air starting motor. The air starting motor will crank the
engine.
When the engine is started and the key switch is released from the start position, the starter solenoid
valve closes. The flow of air to the starter pinion is stopped. The gear is disengaged by a spring. This
also stops air flow to the control passage of the starter relay valve. The starter relay valve closes and the
air starting motor disengages.
1 #22, /"". 1 % 3 # 99 ,# :" ""/"".

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Test Tools for the Electrical System

SMCS - 0785
Table 1

4C-4911 Battery Load Tester 1
225-8266 Ammeter Tool Gp 1
146-4080 Digital Multimeter Gp 1
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in
good condition. The wire and cable connections must be clean and tight. The battery must be fully
charged. If the on-engine test shows a defect in a component, remove the component for more testing.
The service manual Testing And Adjusting Electrical Components, REG00636 has complete
specifications and procedures for the components of the starting circuit and the charging circuit.
4C-4911 Battery Load Tester
The 4C-4911 Battery Load Tester is a portable unit in a metal case. The 4C-4911 Battery Load Tester
can be used under field conditions and under high temperatures. The tester can be used to load test all 6,
8, and 12 Volt batteries. This tester has two heavy-duty load cables that can easily be fastened to the
battery terminals. A load adjustment knob is located on the top of the tester. The load adjustment knob
permits the current that is being drawn from the battery to be adjusted to a maximum of 1000 amperes.
The tester is cooled by an internal fan that is automatically activated when a load is applied.
The tester has a built-in LCD. The LCD is a digital voltmeter. The LCD is a digital meter that will also
display the amperage. The digital voltmeter accurately measures the battery voltage at the battery. This
measurement is taken through tracer wires that are buried inside the load cables. The digital meter, that
displays the amperage, accurately displays the current that is being drawn from the battery which is
being tested.
Note: Refer to Operating Manual, SEHS9249 for more complete information for the use of the 4C-4911
Battery Load Tester.
225-8266 Ammeter Tool Gp
The 225-8266 Ammeter Tool Gp is a completely portable, self-contained instrument that allows
electrical current measurements to be made without breaking the circuit or without disturbing the
insulation on the conductors. A digital display is located on the ammeter for reading current directly in a
range from 1 to 1200 amperes. If a 6V-6014 Cable is connected between this ammeter and a digital
multimeter, a current reading of less than 1 ampere can be read directly from the screen of the
multimeter.
A lever is used to open the jaw over the conductor up to a diameter of 23 mm (0.90 inch). The jaw of the
meter is then closed around the conductor for the measurement of current. The switch is rotated to the
appropriate range. A "HOLD" button allows the last reading to be sustained on the display. This allows
measurements to be taken in limited access areas. Power for the ammeter is supplied by batteries which
are located inside the tool.
Note: Refer to the User's Guide for more complete information for the use of the ammeter. The guide is
packaged with the unit.
146-4080 Digital Multimeter Gp
The 146-4080 Digital Multimeter is a portable instrument with a digital display. This multimeter is built
with extra protection against damage in field applications. The multimeter can display Pulse Width
Modulation (PWM). The multimeter has an instant ohms indicator that permits the checking of
continuity for fast circuit inspection. The multimeter can also be used for troubleshooting capacitors that
have small values.
Note: Refer to Operator's Manual, NEHS0678 for complete information for the use of the multimeter.
The operator's manual is packaged with the unit.
1 #00, /"". 1 % 2 # 88 -" 9" ""/"".

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Battery
SMCS - 1401-081
Never disconnect any charging unit circuit or battery circuit cable from
the battery when the charging unit is operated. A spark can cause an
explosion from the flammable vapor mixture of hydrogen and oxygen
that is released from the electrolyte through the battery outlets. Injury
to personnel can be the result.
The battery circuit is an electrical load on the charging unit. The load is variable because of the
condition of the charge in the battery.
NOTICE
The charging unit will be damaged if the connections between the
battery and the charging unit are broken while in operation. Damage
occurs because the load from the battery is lost and because there is an
increase in charging voltage. High voltage will damage the charging
unit, the regulator, and other electrical components.
Use the 4C-4911 Battery Load Tester in order to test a battery that does not maintain a charge when the
battery is active. Refer to Operating Manual, SEHS9249 for detailed instruction on the use of the 4C-
4911 Battery Load Tester. See Special Instruction, SEHS7633 for the correct procedure and for the
specifications to use when you test the batteries.
# /- " 4" ""0"".

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Alternator Regulator
SMCS - 1405-081
The charging rate of the alternator should be checked when an alternator is charging the battery too
much. The charging rate of the alternator should be checked when an alternator is not charging the
battery enough. Make reference to the Specifications module in order to find all testing specifications for
the alternators and regulators.
No adjustment can be made in order to change the rate of charge on the alternator regulators. If the rate
of charge is not correct, a replacement of the regulator is necessary.
Tightening The Alternator Pulley Nut
Tools for tightening the alternator pulley nut
(1) 8T-9293 Torque Wrench
(2) 8S-1588 Adapter (1/2 inch female to 3/8 inch male)
(3) 2P-8267 Socket Assembly
(4) 8H-8517 Combination Wrench (1-1/8 inch)
(5) 8T-5314 Socket
Tighten the nut that holds the pulley with the tools shown. Refer to the Specifications module for the
torque.
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Electric Starting System

SMCS - 1450-081
Use the multimeter in the DCV range to find the starting system components which do not function.
Move the start control switch in order to activate the starting solenoids. The starting solenoid's operation
can be heard as the pinions of the starting motors are engaged with the ring gear on the engine flywheel.
If a solenoid for a starting motor will not operate, it is possible that the current from the battery did not
reach the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the battery cable
on the solenoid. Put the other lead to a good ground. A zero reading indicates that there is a broken
circuit from the battery. More testing is necessary when there is a voltage reading on the multimeter.
The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter
to the solenoid connection (terminal) that is fastened to the motor. Fasten the other lead to a good
ground. Activate the starting solenoid and look at the multimeter. A reading of the battery voltage shows
that the problem is in the motor. The motor must be removed for further testing. A zero reading on the
multimeter shows that the solenoid contacts do not close. Repair the solenoid if the contacts do not
close. The clearance for the starter motor pinion gear may also need adjusting.
Perform a test. Fasten one multimeter lead to the connecting (terminal) for the small wire to the solenoid
and fasten the other lead to the ground. Look at the multimeter and activate the starting solenoid. A
voltage reading shows that the problem is in the solenoid. A zero reading indicates that the problem is in
the start switch or in the wires for the start switch.
Fasten one multimeter lead to the start switch at the connection (terminal) for the wire from the battery.
Fasten the other lead to a good ground. A zero reading indicates a broken circuit from the battery. Check
the circuit breaker and wiring. If there is a voltage reading, the problem is in the start switch or in the
wires for the start switch.
Starting motors that operate too slowly can have an overload because of too much friction in the engine
that is being started. Slow operation of the starting motors can also be caused by the following
conditions:
A short circuit
Loose connections
Dirt in the motors
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Pinion Clearance Adjustment

SMCS - 1454-025
When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made
with the starting motor removed.
Connection for checking pinion clearance
(1) Ground terminal
(2) SW terminal
(3) Connector
1. Install the solenoid without connector (3) from the MOTOR connections (terminal) on the
solenoid to the motor.
2. Connect a battery, that has the same voltage as the solenoid, to "SW" terminal (2) .
3. Connect the other side of the battery to connector (3) .
4. For a moment, connect a wire from the solenoid connection (terminal), which is marked
"MOTOR", to the ground connection (terminal). The pinion will shift to the crank position and the
pinion will stay there until the battery is disconnected.
Pinion clearance adjustment
(4) Shaft nut
(5) Pinion
(6) Pinion Clearance
5. Push the pinion toward the end with the commutator in order to remove free movement.
6. Pinion clearance (6) must be 9.1 mm (0.36 inch).
7. In order to adjust the pinion clearance, remove the plug and turn shaft nut (4) .
2 #00, /"". 2 % 3 # 4- -" 5" ""/"".
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Air Starting Motor - Remove

SMCS - 1451-011
Removal Procedure
NOTICE
Note: Several different air starting motors are available for use. The air starting motors can have
different configurations for the air lines. Examples of removing two different air starting motors are
described below.
Removal of an Air Starting Motor Without the Air Tube

Assemblies Attached
1. Turn OFF the supply of pressurized air. Purge the pressurized air from the air lines and the air
starting motor.
2. Disconnect hose assemblies (1) .
3. Remove bolts (2) .
4. Remove union nut (3) and air tube assemblies (4) .
5. Disconnect hose assembly (5) .
6. Attach a suitable lifting device to air starting motor (6) . The weight of air starting motor (6) is
approximately 48 kg (106 lb).
7. Remove bolts (7) . Remove air starting motor (6) . Remove the gasket from the joint between the
cover of the air starting motor and the flywheel housing.
Removal of an Air Starting Motor With the Air Tube Assemblies

Attached
1. Turn OFF the supply of pressurized air. Purge the pressurized air from the air lines and the air
starting motor.
2. Disconnect harness assembly (8) .
3. Disconnect the air supply tube from elbow (9) .
4. Attach a suitable lifting device to air starting motor (11) . The weight of air starting motor (11)
with the air tube assemblies is approximately 86 kg (190 lb).
5. Remove bolts (10) and air starting motor (11) . Remove the gasket from the joint between the
cover of air starting motor (11) and the flywheel housing.
2 #11, /"". 2 % 3 ## " ,1 9" ""/"".

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Air Starting Motor - Disassemble

SMCS - 1451-015
Disassembly Procedure
Table 1
Required Tools
Tool Part Number Part Description Qty
A 1P-1854 Retaining Ring Pliers 1
Plate
B - 2
51.0 by 102.0 by 6.0 mm (2.00 by 4.00 by 0.25 inches)
C 1P-1857 Retaining Ring Pliers 1
Start By:
A. Remove the air starting motor. Refer to Disassembly and Assembly, "Air Starting Motor -
Remove".
NOTICE
Note: Several different air starting motors are available for use. An example of disassembling a typical
air starting motor gp is described below.
1. Remove elbow (1) and bracket (2) from motor housing (3) .
2. To ensure correct assembly, mark the position of motor housing (3) in relation to gear case (6) .
Remove bolts (4) . Remove gear case (6) and drive housing (5) as a unit.
3. Use Tooling (A) to remove retaining ring (8) from drive gear (7) .
Personal injury can result from parts and/or covers under spring
pressure.
Spring force will be released when covers are removed.
Be prepared to hold spring loaded covers as the bolts are loosened.
Note: Bolt (9) has left hand threads.
4. Remove bolt (9) and washer (10) . Remove drive pinion (11) , the spring sleeve, and the pinion
spring.
To ensure correct assembly, mark the position of drive housing (5) in relation to gear case (6) .
Remove bolts (12) and drive housing (5) from gear case (6) .
5. Remove O-ring seal (13) from drive housing (5) .
The drive shaft, the piston, and the drive gear are under a spring force.
Slowly release the spring force before you remove these components.
6. Place Tooling (B) between drive gear (7) and piston (14) . Use a suitable press to compress the
return spring. Remove retaining ring (15) that holds the drive shaft and the piston in drive housing
(5) .
7. Slowly release the suitable press in order to remove the force of return spring (16) . Remove
Tooling (B) . Remove retaining ring (15) . Remove the drive gear, piston (14) , and the drive shaft
from drive housing (5) as a unit. Remove return spring (16) .
8. Loosen the bolt for the drive gear with a 5/16 inch hex wrench until the bolt moves freely.
Remove drive shaft (17) and piston (14) from drive gear (7) as a unit.
9. Remove bulkhead (18) from piston (14) . Remove O-ring seals (19) from bulkhead (18) .
10. Remove retaining ring (20) from piston (14) . Remove the piston from drive shaft (17) .
11. Remove O-ring seal (22) and lip seal (21) from piston (14) .
pressure.
12. Remove retaining ring (31) , cup (30) , spring (29) , driven clutch jaw (28) , driving clutch jaw
(27) , bearing (26) , washer (25) , lockwasher (24) , and bolt (23) from drive shaft (17) .
13. Remove retaining ring (32) and bearing (33) from drive shaft (17) .
Note: Note: Do not reuse retaining ring (32) .
14. Use Tooling (C) to remove lock ring (35) . Remove bearing (34) from gear case (6) .
15. Remove spring seat (36) and bearing (37) from drive housing (5) .
16. Remove lip seal (38) from drive housing (5) .
777D Off-Highway Truck AGC00001-UP (MACHINE) POWERED BY 3508B Engin... Page 10 of 14
17. To ensure correct assembly, mark the position of cover (39) in relation to motor housing (3) .
Remove cover (39) and remove the O-ring seal from motor housing (3) .
18. Remove bolt (41) and rotor pinion (40) from the rotor in the motor housing.
19. Loosen hex socket head bolt (43) and remove rotor clamp nut (42) . Remove bearing (44) from
rear end plate (45) .
20. Remove O-ring seal (46) and rear end plate (45) .
21. Remove vanes (47) from rotor (48) .
22. Remove rotor (48) from the motor housing.
23. Use a suitable press to remove bearing (49) and front end plate (50) from rotor (48) as a unit.
24. Remove bearing (49) from front end plate (50) .
25. Remove washers (51) from front end plate (50) .
26. Remove O-ring seals (52) from rotor cylinder (53) .
27. Remove rotor cylinder (53) from motor housing (3) . Remove O-ring seals (54) from the rotor
cylinder.
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Air Starting Motor - Assemble

SMCS - 1451-016
Assembly Procedure
Table 1
Required Tools
Plate
B - 2
51.0 by 102.0 by 6.0 mm (2.00 by 4.00 by 0.25 inch)
C 1P-1857 Retaining Ring Pliers 1
Tube
D - 1
57.0 by 203.0 by 6.0 mm (2.25 by 8.00 by 0.25 inch)
E 1P-0510 Driver Gp 1
F 2S-3230 Bearing Lubricant -
NOTICE
1. Install O-ring seals (54) on rotor cylinder (53) . Install the rotor cylinder in motor housing (3) .
Orient pin (55) of the rotor cylinder with slot (56) in the motor housing.
2. Install O-ring seals (52) onto rotor cylinder (53) .
3. Install rear end plate (45) on the shaft of rotor (48) .
4. Install O-ring seal (46) over the shaft of the rotor.
5. Apply Tooling (F) to bearing (44) . Install bearing (44) over the shaft of rotor (48) and into rear
end plate (45) .
6. Install rotor clamp nut (42) on the shaft of the rotor. Orient the shoulder of the nut toward the
bearing.
7. Tighten rotor clamp nut (42) in order to obtain a clearance of 0.03 to 0.08 mm (0.001 to 0.003
inch) between the rear end plate (45) and rotor (48) . Measure the clearance with a feeler gauge.
Tighten hex socket head bolt (43) to secure rotor clamp nut (42) . Measure the clearance again.
8. Install rotor (48) into motor housing (3) . Align pin (57) into the slot of the rear end plate.
9. Thoroughly lubricate vanes (47) with SAE 10W oil and install vanes (47) into the rotor.
10. Install front end plate (50) onto the rotor. Align small hole (58) of front end plate onto rotor pin
(59) .
11. Install washers (51) over the shaft of the rotor onto the front end plate.
12. Apply Tooling (F) to bearing (49) . Use Tooling (E) and a suitable press to install bearing (49) in
the front end plate.
13. Install rotor pinion (40) . Install bolt (41) . Tighten the bolt to a torque of 120 N·m (90 lb ft).
14. Install O-ring seal (60) . Install cover (39) onto motor housing (3) .
15. Apply Tooling (F) to bearing (33) . Install bearing (33) and new retaining ring (32) onto drive
shaft (17) . Use Tooling (D) and a suitable press to complete the installation of the new retaining
ring.
Note: Note: Do not reuse retaining ring (32) .
Improper assembly of parts that are spring loaded can cause bodily
injury.
To prevent possible injury, follow the established assembly procedure

and wear protective equipment.
16. Install retaining ring (31) . Install bolt (23) , lockwasher (24) , and washer (25) into drive shaft
(17) . Apply Tooling (F) to bearing (26) and install bearing (26) into the drive shaft. Install bolt
(23) , lockwasher (24) , and washer (25) into drive shaft (17) . Apply Tooling (F) to bearing (26)
and install the bearing into the drive shaft. Install driving clutch jaw (27) , driven clutch jaw (28) ,
spring (29) , and cup (30) into the drive shaft. Install retaining ring (31) . Thoroughly lubricate the
drive assembly with SAE 10W oil.
17. Use Tooling (E) to install lip seal (21) into piston (14) . Install O-ring seal (22) .
18. Install piston (14) onto the drive shaft (17) . Install retaining ring (20) onto the piston.
19. Install O-ring seals (19) onto bulkhead (18) . Install bulkhead (18) onto piston (14) .
20. Install drive gear (7) onto drive shaft (17) . Use a 5/16 inch hex wrench to tighten the bolt of the
drive gear to 77 N·m (57 lb ft).
21. Use Tooling (E) to install lip seal (38) into drive housing (5) .
22. Apply Tooling (F) to bearing (37) and install the bearing into the drive housing.
23. Install spring seat (36) into the drive housing.
injury.

24. Install return spring (16) onto the spring seat inside drive housing (5) .
25. Install the drive gear, the piston, and the drive shaft onto the return spring as a unit.
Install retaining ring (15) over the piston. Place Tooling (B) between the drive gear and piston
(14) . Use a suitable press to compress return spring (16) . Install retaining ring (15) into the
groove of the drive housing. Slowly release the press and remove Tooling (B) .
26. Install O-ring seal (13) to drive housing (5) .
27. Apply Tooling (F) to bearing (34) and install bearing (34) into gear case (6) . Use Tooling (C) to
install lock ring (35) .
28. Install drive housing (5) on gear case (6) . Make sure that the shaft on the end of the drive gear is
correctly engaged with the bearing in the gear case. Install bolts (12) and tighten to a torque of 36
N·m (27 lb ft).
29. Use Tooling (A) to install retaining ring (8) .
injury.

30. Install pinion spring (62) , spring sleeve (61) , and drive pinion (11) . Install washer (10) and bolt
(9) . Tighten bolt (9) to a torque of 110 N·m (80 lb ft).
31. Install gear case (6) and drive housing (5) onto motor housing (3) . Install bolts (4) and tighten
32. Install the gasket, elbow (1) , and bracket (2) on motor housing (3) .
33. After you verify that the starting motor operates properly, attach the air lines to the starting motor.
Verify the Operation of the Air Starting Motor

Use the following procedure to verify that the air starting motor is operating correctly:
1. Turn the drive pinion by hand in the direction of the rotation of the starting motor. The drive
clutch must operate smoothly with a clicking sound.
2. Turn the drive pinion in the opposite direction of the rotation of the starting motor. The drive
pinion must turn by hand.
3. Apply 345 kPa (50 psi) of air pressure in the inlet of the drive housing. The drive pinion must
move away from the drive housing and air must come out of the outlet of the drive housing.
4. Plug the outlet of the drive housing. Apply 1034 kPa (150 psi) of air pressure in the inlet of the
drive housing. Ensure that no air is leaking. Measure the dimension from the face of the drive
pinion to the mounting face of the drive housing. The dimension must be 73.00 ± 2.0 mm (2.874 ±
0.08 inch). Remove the air pressure. Measure the dimension again. The dimension must be 44.5 ±
2.0 mm (1.75 ± 0.08 inch). Remove the plug from the outlet of the drive housing.
5. Apply 620 kPa (90 psi) of air pressure in the inlet of the drive housing. The starting motor must
run smoothly.
End By: Install the air starting motor. Refer to Disassembly and Assembly, "Air Starting Motor -
Install".
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Air Starting Motor - Install

SMCS - 1451-012
Installation Procedure
NOTICE
Note: Several different air starting motors are available for use. The air starting motors can have
different configurations for the air lines. Examples of installing two different air starting motors are
provided below.
Installation of an Air Starting Motor Without the Air Tube

Assemblies Attached
1. Attach a suitable lifting device to air starting motor (6) . The weight of air starting motor (6) is
2. Install a new gasket for the joint between the cover of the air starting motor and the flywheel
housing. Position the air starting motor and install bolts (7) .
3. Connect hose assembly (5) .
4. Install air tube assemblies (4) and union nut (3) .
5. Install bolts (2) .
6. Connect hose assemblies (1) .
Installation of an Air Starting Motor With the Air Tube

Assemblies Attached
1. Attach a suitable lifting device to air starting motor (11) . The weight of air starting motor (11)
with the air tube assemblies is approximately 86 kg (190 lb).
2. Install a new gasket for the joint between the cover of air starting motor (11) and the flywheel
housing. Position air starting motor (11) and install bolts (10) .
3. Connect the air supply tube to elbow (9) .
4. Connect harness assembly (8) .
5. Turn ON the supply of pressurized air.
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Electric Starting Motor - Remove and Install

SMCS - 1453-010
Removal Procedure
Disconnect batteries before performance of any service work.
Note: Before disconnecting the harness assemblies, mark the items for the proper connections in
order to ensure correct assembly.
1. Disconnect the harness assemblies from solenoid (1) and electric starting motor (2) .
If the engine has two electric starting motors, disconnect the harness assemblies between the
solenoids and electric starting motors.
2. Attach a suitable lifting device to electric starting motor (2). The weight of electric starting motor
(2) is approximately 30 kg (66 lb).
3. Remove bolts (3). Remove electric starting motor (2). Remove the gasket from the joint between
electric starting motor (2) and the flywheel housing.
1. Inspect the gasket for the joint between the electric starting motor and the flywheel housing.
Obtain a new gasket, if necessary.
2. Attach a suitable lifting device to electric starting motor (2). The weight of electric starting motor
3. Place the gasket in the cover for electric starting motor (2). Lift the electric starting motor (2) onto
the mounting position. Install bolts (3) .
4. Connect the harness assemblies to solenoid (1) and electric starting motor (2) .
If the engine has two electric starting motors, connect the harness assemblies between the
solenoids and electric starting motors.
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Alternator - Remove and Install

SMCS - 1405-010
Removal Procedure
NOTICE
1. Disconnect harness assemblies (2), (3), and (4) from alternator (5) .
2. Loosen adjusting nuts (1) in order to provide slack for the belt.
3. Remove nuts and washers (6) in order to remove belt guard (7) .
4. Remove belt (8) from the pulley for the alternator.
5. Remove bolt (9) in order to disconnect the alternator from the adjusting rod.
6. Remove bolt (10) in order to disconnect the alternator from the support. Remove alternator (5) .
NOTICE
1. Position alternator (5) on the support. Install bolts (9) and (10) in order to hold the alternator in
place. Do not tighten the bolts yet.
2. Install belt (8) on the pulley for the alternator.
3. Adjust the belt tension according to Specifications, "Belt Tension Chart". To adjust the belt
tension, turn adjusting nuts (1). Tighten the adjusting nuts.
4. After the belt tension has been adjusted, install belt guard (7). Secure the belt guard to bolts (9)
and (10) with nuts and washers (6) .
5. Connect harness assemblies (2), (3), and (4) .
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Electronic Control Module (ECM) and Personality Module (PM)

- Remove and Install
SMCS - 1900-010
Removal Procedure
Note: If the ECM is being replaced, download the personality module before you remove the
ECM. Refer to Troubleshooting, "Replacing the ECM".
1. Turn the keyswitch to the OFF position.
2. Disconnect harness assemblies (2) .
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly clean the area
around a fuel system component that will be disconnected. Fit a
suitable cover over disconnected fuel system component.
3. Disconnect fuel hose assemblies (1). Immediately place caps or plugs on the openings.
Note: Rubber grommets behind the ECM are held in place by the mounting bolts. The grommets
help to reduce vibration. The grommets may fall when the bolts and/or the ECM are removed. Be
sure not to lose the rubber grommets.
4. Support the ECM. Remove bolts (3) and remove ECM (4) .
Note: Rubber grommets behind the ECM are held in place by the mounting bolts. The grommets
help to reduce vibration. Be sure to use the rubber grommets when you install the ECM.
1. Place ECM (4) in the mounting position. Install bolts (3) .
2. Connect fuel hose assemblies (1) .
Note: You should be able to slightly move the ECM after the bolts and the fuel hose assemblies
are installed. If the ECM cannot be moved slightly, check that the fuel hose assemblies are not
pulling the ECM against one side of the grommets.
3. Connect harness assemblies (2) .
4. Turn the keyswitch to the ON position.
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Fuel Priming Pump - Remove and Install

SMCS - 1258-010
Removal Procedure
NOTICE
NOTICE
containing fluids.

1. Turn OFF the fuel supply to the engine.
4. Remove fuel priming pump (3) .
NOTICE
1. Place fuel priming pump (3) into position.
4. Turn ON the fuel supply to the engine.
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Fuel Transfer Pump - Remove

SMCS - 1256-011
Removal Procedure
NOTICE
NOTICE
containing fluids.

1. Turn OFF the fuel supply to the engine.
NOTICE
4. Disconnect tube assemblies (3) and (4). Remove fuel transfer pump (5) .
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Fuel Transfer Pump - Disassemble

SMCS - 1256-015
Start By:
A. Remove the fuel transfer pump. Refer to Disassembly and Assembly, "Fuel Transfer Pump -
Remove".
NOTICE
Note: Cleanliness is an important factor. Before you begin the disassembly procedure, the exterior of the
components should be thoroughly cleaned. This will help to prevent dirt from entering the internal
mechanism. Precision components can be damaged by contaminants or by dirt. Perform disassembly
procedures on a clean work surface. Keep components covered and protected at all times.
1. Pull drive coupling (2) from the drive shaft. Remove O-ring seal (1) .
pressure.
2. Remove cap (6), washer (5), valve spring (4), and valve poppet (3) .
3. Remove bolts (7). Remove head (8) from plate (9) .
4. If check valve (10) will be replaced, remove the check valve from head (8) .
5. Remove plate (9). Remove gasket (11). Remove the O-ring seal from the side of the plate that is
opposite of gasket (11) .
If the bearings in plate (9) are damaged, the plate must be replaced. The bearings are
nonserviceable.
6. Remove idler gear (12) and drive shaft (13) from casing (14) .
7. Remove casing (14) and sleeves (15) from bracket (16). Remove the O-ring seal from casing
(14) .
8. Remove outer lip seal (17) and inner lip seal (18) from bracket (16) .
If the bearings in bracket (16) are damaged, the bracket must be replaced. The bearings are
nonserviceable.
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Fuel Transfer Pump - Assemble

SMCS - 1256-016
Assembly Procedure
Table 1
Required Tools
A 1P-0510 Driver Group 1
Note: Check the O-ring seals, gaskets, and the seals for wear or for damage. Replace the components, if
necessary.
NOTICE
1. Inspect bearings (19) in bracket (16). If the bearings are damaged, the bracket must be replaced.
The bearings are nonserviceable.
2. Coat the lip seals for bracket (16) with clean engine oil. Use Tooling (A) to install inner lip seal
(18) and outer lip seal (17) in the bracket. Make sure that the lips of the seals are oriented
properly.
3. Install sleeves (15) in bracket (16). Install O-ring seal (20) in casing (14). Place the casing over
the sleeves on the bracket.
4. Install idler gear (12) and drive shaft (13) into casing (14) and the bracket.
5. Inspect bearings (21) in plate (9). If the bearings are damaged, the plate must be replaced. The
bearings are nonserviceable.
6. Install O-ring seal (22) in plate (9). Place the plate into position on the casing.
7. Before you install the check valve in head (8), make sure that the spring on the check valve is
oriented toward the inside. Use Tooling (A) to install the check valve in the head. Install the check
valve so that the valve contacts the shoulder in the bore.
8. Before you install head (8), be sure that the weep hole is clear. Place gasket (11) and head (8) in
position on the plate. Install the bolts that hold the fuel transfer pump together.
injury.

9. Install the following parts into the bracket: valve poppet (3), valve spring (4), washer (5) and cap
(6) .
10. Coat O-ring seal (1) with clean engine oil. Install the O-ring seal. Install drive coupling (2) onto
the drive shaft.
End By: Install the fuel transfer pump. Refer to Disassembly and Assembly, "Fuel Transfer Pump -
Install".
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Fuel Transfer Pump - Install

SMCS - 1256-012
1. Position fuel transfer pump (5) and install bolts (2). Connect tube assemblies (3) and (4) .
3. Turn ON the fuel supply to the engine.
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Turbocharger - Remove
SMCS - 1052-011
Removal Procedure
Note: Put identification marks on all hoses, on all hose assemblies, on all wires, and on all tube
assemblies for installation purposes. Plug all hose assemblies and all tube assemblies. This helps to
prevent fluid loss, and this helps to keep contaminants from entering the system.
NOTICE
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Dealer Service

Tool Catalog" for tools and supplies suitable to collect and contain
NOTICE
1. Disconnect tube assemblies (1) and (3). Remove bolt (2) .
2. Disconnect tube assembly (4) .
5. Attach a suitable lifting device to turbocharger (7). Remove bolts (8) .
6. Remove bolts (9) from turbocharger (7) .
7. Remove bolts (10). Remove turbocharger (7). The weight of turbocharger (7) is approximately 50
kg (110 lb).
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Turbocharger - Disassemble
SMCS - 1052-015
Start By:
A. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove".
NOTICE
Note: Different turbochargers are available for use with 3500B Engines. For some of the turbochargers,
only the cartridge is serviced. Further disassembly is not possible.
1. Mark the three turbocharger housings for alignment upon assembly.
2. Disconnect tube assemblies (1) and (2) .
3. Remove bolts (3) and (5) .
4. Remove turbine housing (4) .
5. Use two people in order to remove cartridge assembly (6) from compressor housing (8). The
weight of cartridge assembly (6) is approximately 30 kg (70 lb).
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Turbocharger - Assemble
SMCS - 1052-016
Assembly Procedure
NOTICE
Different turbochargers are available for use with 3500B Engines. For instructions and torques for your
specific turbocharger, see the Specifications, "Turbocharger" topic. The following procedure describes
the assembly of a typical turbocharger.
Note: Obtain new seals for assembly. Thoroughly clean all of the parts. Unless other instructions are
provided, coat the parts of the cartridge with clean engine oil.
1. Ensure that the following parts are aligned correctly upon assembly: turbine housing (4), cartridge
assembly (6) and compressor housing (8) .
3. Use two people in order to install cartridge assembly (6) in compressor housing (8). The weight of
cartridge assembly (6) is approximately 30 kg (70 lb).
4. Install turbine housing (4) .
5. Install bolts (3) and (5). Refer to Specifications, "Turbocharger" for the correct torque.
6. Connect tube assemblies (1) and (2) .
End By: Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".
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Turbocharger - Install
SMCS - 1052-012
1. Attach a suitable lifting device to turbocharger (7) and position turbocharger (7). Install bolts (10).
The weight of turbocharger (7) is approximately 50 kg (110 lb).
2. Install bolts (9) to turbocharger (7) .
3. Install bolts (8) to turbocharger (7). Remove the suitable lifting device.
4. Connect tube assembly (6) .
7. Connect tube assemblies (1) and (3). Install bolt (2) .
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Aftercooler - Remove and Install

SMCS - 1063-010
Removal Procedure
Table 1
Required Tools
A 138-7573 Link Bracket 2
1. Remove clamp (1) and loosen tube assemblies (2) on both sides.
2. Disconnect tube assemblies (2) and (3) from bracket (5). Disconnect fitting (4) from bracket (5) .
3. Remove bolts (6) and loosen clamp (7). Rotate housing (8) toward the outside. Repeat for the
remaining turbochargers.
4. Disconnect tube assembly (9) from elbow (10). Remove bolts (11) .
5. Remove bolts (12) from manifold assembly (13). Attach Tooling (A) and a suitable lifting device
to each end of manifold (13). Remove manifold (13). The weight of manifold (13) is
Note: Four bolts (12) will wedge against the housing.
6. Disconnect hose assembly (14). Remove bolts (15) and tube assembly (16) .
7. Remove bolts (17) and remove elbow (18). Install Tooling (A) onto each end of the aftercooler.
8. Install a suitable lifting device onto Tooling (A) and remove aftercooler (19). The weight of
aftercooler (19) is approximately 45 kg (100 lb).
9. Remove bolts (20) from each air intake (23). Disconnect hose assembly (21). Remove bolts (22)
from air intake (23) .
10. Install Tooling (A) onto air intake (23). Attach a suitable lifting device to Tooling (A) and remove
air intake (23). The weight of air intake (23) is approximately 104 kg (230 lb).
Table 2
Required Tools
1. Install Tooling (A) onto air intake (23). Attach a suitable lifting device to Tooling (A) and install
air intake (23). The weight of air intake (23) is approximately 104 kg (230 lb).
2. Install bolts (22) into air intake (23). Connect hose assembly (21). Install bolts (20) into each air
intake (23) .
3. Install a suitable lifting device onto Tooling (A) and install aftercooler (19). The weight of
aftercooler (19) is approximately 45 kg (100 lb).
4. Remove Tooling (A) from each end of the aftercooler. Install elbow (18) and install bolts (17) .
5. Install tube assembly (16) and install bolts (15). Connect hose assembly (14) .
6. Attach Tooling (A) and a suitable lifting device to each end of manifold (13). Install manifold
(13). The weight of manifold (13) is approximately 91 kg (200 lb). Install bolts (12) into manifold
assembly (13) .
7. Install bolts (11). Connect tube assembly (9) onto elbow (10) .
8. Rotate housing (8) toward the inside. Tighten clamp (7) and install bolts (6). Repeat for all of the
turbochargers.
9. Connect fitting (4) onto bracket (5). Connect tube assemblies (3) and (2) onto bracket (5) .
10. Tighten tube assemblies (2) on both sides. Install clamp (1) .
2 #11, /"". 2 % 3 ## #, -- 9" ""/"".

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Air Inlet Manifold - Remove and Install

SMCS - 1058-010
Removal Procedure
Start By:
A. Remove the aftercooler. Refer to Disassembly and Assembly, "Aftercooler - Remove and Install".
NOTICE
1. Remove bolts (1) and the washers. Pry flanges (2) on the elbows away from the air inlet manifold.
Each cylinder has one elbow for inlet air.
3. Attach a suitable lifting device to air inlet manifold (4) .
The air inlet manifold for a 3508B Engine weighs approximately 49 kg (108 lb).
Remove air inlet manifold (4) .
NOTICE
1. Attach a suitable lifting device to air inlet manifold (4) .
Lift the manifold into position on the engine.
3. Inspect the O-ring seals for flanges (2). If a seal is cut, scratched, or cracked, install a new seal.
4. Use washers and bolts (1) to install flanges (2) for the elbows. Each cylinder has one elbow for
inlet air.
End By: Install the aftercooler. Refer to Disassembly and Assembly, "Aftercooler - Remove and
Install".
2 #33, /"". 2 % 4 ## #0 /" :" ""/"".

5 5 6 4
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Exhaust Manifold - Remove and Install

SMCS - 1059-010
Removal Procedure
Start By:
A. Remove the aftercooler. Refer to Disassembly and Assembly, "Aftercooler - Remove and Install".
NOTICE
containing fluids.

1. Drain the coolant into a suitable container for storage or disposal. Refer to the Operation and
Maintenance Manual.
3. Disconnect elbow (2). Disconnect tube assemblies (3) on both turbochargers.
5. Remove clamp (5) .
6. Remove cable straps (6) on the harness assembly for sender (7) .
7. Remove sender (8) from manifold (9) .
8. Attach a suitable lifting device to manifold (9).
9. Remove bolts (10) from manifold (9) .
10. Remove manifold (9). The weight of manifold (9) is approximately 227 kg (500 lb).
1. Attach a suitable lifting device to manifold (9) and place manifold (9) into position. The weight of
manifold (9) is approximately 227 kg (500 lb).
2. Install bolts (10) into manifold (9) .
3. Install sender (8) into manifold (9) .
5. Install clamp (5) on the sender.
6. Install cable straps (6) onto the harness assembly for sender (7) .
7. Connect tube assemblies (3) on both turbochargers. Connect elbow (2) .
9. Fill with coolant. Refer to the Operation and Maintenance Manual.
End By: Install the aftercooler. Refer to Disassembly and Assembly, "Aftercooler - Remove and
Install".
2 #11, /"". 2 % 3 ## #0 ,. 9" ""/"".

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Water Temperature Regulators - Remove

SMCS - 1355-011
Removal Procedure
Table 1
Required Tools
NOTICE
NOTICE
containing fluids.

1. Drain the coolant into a suitable container for storage or disposal. Refer to Operation and
Maintenance Manual, "Capacities - Refill".
2. Remove bolts (1), (2), and (4). Remove tube assembly (3) .
3. Disconnect tube assemblies (5) .
4. Remove bolts (6). Use a suitable lifting device and Tooling (A) to remove housing assembly (7).
The weight of housing assembly (7) is approximately 30 kg (65 lb).
5. Remove water temperature regulators (8) and gasket (10) from housing assembly (7). Visually
inspect ferrule (9) and seals (11) (not shown) for water temperature regulators (8) .
3 #11, /"". 3 % 4 ## #0 - :" ""/"".

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Water Temperature Regulators - Install

SMCS - 1355-012
Table 1
Required Tools
B 221-8647 Driver 1
1. Install seal (11) onto Tooling (B) .
2. Use Tooling (B) and install seal (11) into housing assembly (7). Repeat for remaining seals (11) .
3. Install water temperature regulators (8). Install gasket (10). Replace ferrule (9), if necessary.
4. Use a suitable lifting device and Tooling (A) to position housing assembly (7). Install bolts (6).
The weight of housing assembly (7) is approximately 30 kg (65 lb).
5. Connect tube assemblies (5) .
6. Position tube assembly (3). Install bolts (1), (2), and (4) .
7. Fill the engine cooling system with coolant. Refer to Operation and Maintenance Manual,
"Capacities - Refill".
3 #11, /"". 3 % 4 ## #- #. :" ""/"".

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Water Pump - Remove

SMCS - 1361-011
Removal Procedure
NOTICE
NOTICE
containing fluids.

1. Drain the coolant from the cooling system into a suitable container for storage or disposal.
2. Remove bolts (1). Remove tube assembly (2) .
3. Attach a suitable lifting device to water pump (4). Remove bolts (3) .
5. Remove water pump (4). The weight of the water pump is approximately 45 kg (100 lb).
2 #11, /"". 2 % 3 ## #- ,9 :" ""/"".

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Water Pump - Disassemble

SMCS - 1361-015
Table 1
Required Tools
5F-7465 Puller 1
8S-4728 Bolt 2
4B-5270 Washer 2
A
4B-5271 Washer 2
4B-5273 Washer 2
1P-0458 Drive Plate 1
Start By:
A. Remove the water pump. Refer to Disassembly and Assembly, "Water Pump - Remove".
NOTICE
1. Remove elbow (1) and the O-ring seal from housing (2) .
2. Remove O-ring seal (5) from the rear of housing (2) .
3. Remove washer (4) that holds shaft assembly (3) in housing (2) .
4. Remove cover (6) and the O-ring seal from housing (2) .
5. Loosen nut (8) from impeller (7). Use Tooling (A) to loosen impeller (7). Remove Tooling (A),
nut (8), the washer, and impeller (7) from housing (2) .
6. Remove spring (10) .
7. Use a soft hammer to push shaft assembly (3) out of seal assembly (9) and housing (2). Remove
seal assembly (9) .
8. Remove ceramic seal (11) and the rubber ring from housing (2) .
9. Remove lip seal (12) from the rear of housing (2) .
2 #33, /"". 2 % 4 ## #- -# :" ""/"".

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Water Pump - Assemble

SMCS - 1361-016
Assembly Procedure
Table 1
Required Tools
B 1P-0510 Driver Group 1
Note: Check the O-ring seals, the gaskets, and the seals for wear or for damage. Replace the
components, if necessary.
NOTICE
1. Replace filters (13) and plug (14), if necessary.
2. Use Tooling (B) to install the lip seal in the housing. Ensure that the lip of the seal is toward the
outside. Place clean engine oil on the lip seal.
3. Install shaft assembly (3) in housing (2). Install washer (4) and the bolts. Install O-ring seal (5) on
the rear of housing (2) .
NOTICE
Clean water is the only lubricant that is permitted for assembly. DO
NOT damage or touch the wear surfaces of the carbon ring or the
ceramic ring. Install the ceramic ring with the smoothest face of the
ring toward the carbon seal.
4. Install ceramic seal (11) and the rubber ring in housing (2). Use hand pressure and the tool that is
supplied with the seal group to install the seal.
5. Remove the spring from seal assembly (9). Use hand pressure and the tool that is supplied with
the seal group to install seal assembly (9). The face of the seal should make light contact with the
shaft.
6. Install spring (10) .
7. Install impeller (7) .
8. Install the washer and nut (8) on impeller (7) in housing (2). Tighten the nut to a torque of 200 ±
25 N·m (150 ± 18 lb ft).
9. Ensure that the studs for cover (6) are tight in the housing.
10. Place clean engine oil on O-ring seal (15) and install the O-ring seal on cover (6) .
11. Install the nuts on the studs. Tighten the nuts to a torque of 27 ± 4 N·m (20 ± 3 lb ft).
12. Place clean engine oil on the O-ring seal and install the O-ring seal in elbow (1). Install elbow (1)
on housing (2) .
13. Place clean engine oil on the O-ring seal and install the O-ring seal on the rear of housing (2) .
End By: Install the water pump. Refer to Disassembly and Assembly, "Water Pump - Install".
2 #33, /"". 2 % 4 ## #1 ## 7" ""/"".

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Water Pump - Install

SMCS - 1361-012
NOTICE
1. Attach a suitable lifting device to water pump (4). Place water pump (4) in position. The weight of
the water pump is approximately 45 kg (100 lb).
3. Install bolts (3). Remove the suitable lifting device from water pump (4) .
4. Position tube assembly (2). Install bolts (1) .
5. Fill the cooling system. For the proper procedure and coolant to use, see the Operation and
Maintenance Manual.
0 #11, /"". 0 % 2 ## #8 ,/ 9" ""/"".

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Auxiliary Water Pump - Remove

SMCS - 1371-011
Removal Procedure
Table 1
Required Tools
B 187-2718 Filter Wrench Assembly 1
2P-9697 Plug 1
6J-7366 Flared Cap 1
ZZ
5P-2909 Plug 1
8S-4951 Cap 1
NOTICE

containing fluids.

Note: SERVICE DATA: TOOLING (ZZ) WILL NOT BE IDENTIFIED IN PHOTOGRAPHS IN

THE REMOVAL OR THE INSTALLATION. THIS TOOLING IS SHOWN IN ORDER TO
ASSIST THE EXPERIENCED SERVICEMAN.
1. Drain the coolant from the auxiliary system. Refer to the Operation and Maintenance Manual.
2. Remove bolts and remove tube assembly (1) .
3. Remove one oil filter (2) with Tooling (B) .
6. Remove bolts (5) and remove housing (6) .
7. Loosen nut (7) .
8. Attach Tooling (A) and a suitable lifting device to the auxiliary water pump.
9. Remove bolts (8) and remove auxiliary water pump (9) with Tooling (A). The weight of the
auxiliary water pump is approximately 27 kg (60 lb).
2 #33, /"". 2 % 4 ## #1 -" :" ""/"".

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Auxiliary Water Pump - Disassemble

SMCS - 1361-015
Table 1
Required Tools
1P-0820 Hydraulic Puller 1
126-7181 Sliding Plate 2
2S-4680 Stud 2
A
3S-6224 Electric Hydraulic Pump Gp 1
2L-4523 Bolt 2
5P-8244 Hard Washer 2
6B-6682 Full Nut 2
2J-3506 Full Nut 2
Start By:
A. Remove the auxiliary water pump. Refer to Disassembly and Assembly, "Auxiliary Water Pump -
Remove".
1. Remove nuts (1). Remove cover (2) from water pump (3) .
2. Remove O-ring seal (4) from cover (2) .
Personal injury can result from being struck by parts propelled by a

released spring force.
Make sure to wear all necessary protective equipment.
Follow the recommended procedure and use all recommended tooling to

release the spring force.
3. Use Tooling (A) in order to remove impeller (5) .
5. Turn over water pump (3). Remove bolts (8). Remove shaft (7) and thrust washer (9). When you
remove shaft (7) the seal ring will be free from shaft (7) .
6. Remove seal (10) and ring assembly (11) .
7. Turn over water pump (3). Remove the rubber seal and the ceramic ring of seal group (12) .
2 #11, /"". 2 % 3 ## # #" 9" ""/"".

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Auxiliary Water Pump - Disassemble

SMCS - 1361-015
Table 1
Required Tools
5F-7465 Puller 1
A 5P-8244 Washer 2
8S-4730 Bolt 2
1. Remove nuts (1). Remove collar (2) .
2. Remove nut (3) from the shaft.


3. Install Tooling (A) and remove the impeller.
4. Remove spring (4) from the shaft.
5. Remove bolts (5). Use a soft hammer and remove shaft (7) and retainer (6) .
6. Remove all of the seals and inspect the water pump housing.
0 #11, /"". 0 % 2 ## # ,# 8" ""/"".

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Auxiliary Water Pump - Assemble

SMCS - 1361-016
Assembly Procedure
Table 1
Required Tools
B 1P-0510 Driver Gp 1
C 7N-8268 Installation Tool 1
1. Install the oil seal. Use Tooling (B) and install half of the water pump seal into the water pump
housing.
2. Place retainer (6) onto shaft (7). Install shaft (7) into the water pump housing. Install bolts (5) .
3. Use Tooling (C) and install the other half of the water pump seal.
5. Install the impeller and install nut (3) .
6. Install collar (2).
7. Install nuts (1) .
3 #22, /"". 3 % 4 ## # 02 :" ""/"".

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Auxiliary Water Pump - Assemble

SMCS - 1361-016
Assembly Procedure
Table 1
Required Tools
B 1P-0510 Driver Gp 1
C 207-1601 Rubber Lubricant 1
D 7N-8268 Installation Tool 1
1. Do not lubricate the sealing lip of seal (10). Install ring assembly (11). Use Tooling (B) to install
seal (10) .
2. Install shaft (7) with thrust washer (9) into water pump (3). Install bolts (8) .
3. Turn over water pump (3). Use water or Tooling (C) to aid assembly. Use Tooling (D) and hand
pressure to seat the ceramic ring and the rubber seal of seal group (12) into water pump (3).
Remove the spring from the seal ring. Use Tooling (D) and hand pressure to press the seal ring of
seal group (12) on the shaft until the seal faces make contact.
injury.

5. Lubricate shaft (7) with clean engine oil. Use Tooling (B) and a suitable press in order to install
impeller (5) onto shaft (7). Install impeller (5) until impeller (5) is flush with shaft (7) .
Note: Check the O-ring seal for wear or for damage. If necessary, replace the O-ring seal.
6. Install O-ring seal (4) onto cover (2) .
7. Install cover (2) onto water pump (3). Install nuts (1) .
End By: Install the auxiliary water pump. Refer to Disassembly and Assembly, "Auxiliary Water Pump
- Install".
2 #33, /"". 2 % 4 ## #. " :" ""/"".

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Auxiliary Water Pump - Install

SMCS - 1371-012
Table 1
Required Tools
1. Use Tooling (A) and a suitable lifting device to install auxiliary water pump (9). The weight of the
auxiliary water pump is approximately 27 kg (60 lb). Install bolts (8) .
2. Remove Tooling (A) and the suitable lifting device from the auxiliary water pump.
3. Install nut (7). Tighten the nut according to the diameter of the shaft:
9.5 mm (3/8 inch) shafts ... 35 ± 5 N·m (26 ± 4 lb ft)
15.9 mm (5/8 inch) shafts ... 200 ± 25 N·m (148 ± 18 lb ft)
4. Install housing (6) and install bolts (5) .
7. Install one oil filter (2) with Tooling (B) .
8. Install tube assembly (1) and install the bolts.
9. Fill the auxiliary system with coolant. Refer to the Operation and Maintenance Manual for the
machine that is being serviced.
3 #22, /"". 3 % 4 ## #. /0 :" ""/"".

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Engine Oil Cooler - Remove

SMCS - 1378-011
Removal Procedure
NOTICE
NOTICE
containing fluids.

1. Drain the cooling system coolant into a suitable container for storage or disposal.
2. Remove clamp (1). Disconnect hose assembly (2). Remove bolts (3) from the flange. Remove
tube assembly (4) .
3. Remove clamp (5) .
4. Remove bolts (6) from flange (7) .
5. Install a suitable lifting device to the engine oil cooler.
6. Remove mount bolts (8) from the rear of the engine oil cooler.
7. Remove mount bolts (9) .
8. Slide the engine oil cooler out of tube assembly (10).
9. Remove engine oil cooler (11). The weight of engine oil cooler (11) is approximately 95 kg (210
lb).
3 #11, /"". 3 % 4 ## #1 -- :" ""/"".

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Engine Oil Cooler - Install

SMCS - 1378-012
NOTICE
1. Install a suitable lifting device onto engine oil cooler (11). The weight of engine oil cooler (11) is
2. Slide engine oil cooler (11) into tube assembly (10).
3. Install mount bolts (9) .
4. Install mount bolts (8) into the rear of the engine oil cooler.
5. Install bolts (6) into flange (7) .
6. Install clamp (5) .
7. Install tube assembly (4). Install bolts (3) into the flange. Connect hose assembly (2). Install
clamp (1) .
3 #11, /"". 3 % 4 ## /" #, :" ""/"".

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Engine Oil Cooler Bypass Valve - Remove and Install

SMCS - 1314-010
Removal Procedure
Start By:
A. Remove the engine oil cooler. Refer to Disassembly and Assembly, "Engine Oil Cooler -
Remove".
NOTICE
containing fluids.

1. Remove bolts (1) and housing (2) from engine oil cooler (3) .


2. Remove bolts (7) and cover (6). Remove spring (5) and plunger (4) .
Note: The engine oil cooler bypass valve can be removed while the engine oil cooler is still on the
engine.


3. Remove bolts (7) and disassemble the bypass valve.
injury.

1. Install plunger (4) and spring (5). Position cover (6) and install bolts (7) .
2. Position housing (2) on engine oil cooler (3) and install bolts (1) .
Note: The engine oil cooler bypass valve can be installed while the engine oil cooler is still on the
engine.
injury.

3. Assemble the bypass valve and install bolts (7) .
End By: Install the engine oil cooler. Refer to Disassembly and Assembly, "Engine Oil Cooler -
Install".
2 #11, /"". 2 % 3 ## /" ,# 9" ""/"".

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Transmission Oil Cooler - Remove and Install

SMCS - 1375-010
Removal Procedure
NOTICE
containing fluids.

1. Drain the cooling system coolant into a suitable container for storage or disposal.
2. Remove bolts (1). Remove elbow (2) and tube assembly (3) .
3. Attach a suitable lifting device onto the transmission oil cooler.
4. Remove bolts (4). Remove bolts (5) .
5. Remove bolts (6) and remove transmission oil cooler (7). The weight of transmission oil cooler
1. Attach a suitable lifting device onto transmission oil cooler (7). Install transmission oil cooler (7).
The weight of transmission oil cooler (7) is approximately 181 kg (400 lb).
3. Install bolts (5). Install bolts (4) .
4. Install tube assembly (3) and elbow (2). Install bolts (1) .
5. Fill the cooling system.
2 #11, /"". 2 % 3 ## /" 01 9" ""/"".

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Engine Oil Pump - Remove

SMCS - 1304-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the fuel transfer pump. Refer to Disassembly and Assembly, "Fuel Transfer Pump -
Remove".
NOTICE
containing fluids.

1. Drain the coolant from the cooling system into a suitable container for storage or disposal. Refer
to the Operation and Maintenance Manual.
2. Disconnect harness assembly (8).
3. Remove bolts (7) from elbow (6) .
4. Remove bolts (3) from the clamps.
5. Remove bolts (2) and remove bracket (1) .
6. Remove bolts (5) that hold housing (4) to the water pump. Remove housing (4) .
7. Remove elbow (6) and tube (9) .
8. Remove bolts (11) and nuts (10). Remove guards (12) .
9. Remove bolts (14) and remove the elbow and tube (13) .
11. Install Tooling (A) and a suitable lifting device onto the oil pump.
12. Remove bolts (16) and slide the oil pump away from the drive. Remove oil pump (17). The
weight of oil pump (17) is approximately 45 kg (100 lb).
1 #22, /"". 1 % 3 ## /# #" 9" ""/"".

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Engine Oil Pump - Disassemble

SMCS - 1304-015
Table 1
Required Tools
Start By:
A. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
NOTICE
1. Remove adapter (1) .
pressure.
2. Remove cover (2), gasket (3), spring (4), and valve spool (5) .
3. Remove cover assembly (6) and the gasket.
4. Remove cover assembly (7) .
5. Use Tooling (A) to remove bearings (8) from cover assembly (7) .
6. Remove shaft assemblies (10) from body (9) .
7. Remove bearings (11) from body (9) .
1 #22, /"". 1 % 3 ## /# /. 9" ""/"".

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Engine Oil Pump - Assemble

SMCS - 1304-016
Assembly Procedure
Table 1
Required Tools
NOTICE
1. Align bearings (11) in the body of the engine oil pump. Align the joints of the bearings to 45 ± 15
degrees from the centerline of the bearing bores.
2. Use Tooling (A) to install bearing (11). The bearings must be 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
below the gear bore.
Measure the inside diameter of the bearings after installation. The inside diameter of the bearings
must be 31.81 ± 0.01 mm (1.250 ± 0.000 inch) after installation. Machine the bearing, if
necessary.
3. Install shaft assemblies (10) in body (9) .
4. Ensure that dowels (12) are installed in cover assembly (7) at a distance of 6.0 ± 0.5 mm (0.24 ±
0.02 inch) above the surface of the cover.
5. Use Tooling (A) to install bearings (8) in cover assembly (7) with the bearing joints in the correct
position.
6. Place cover assembly (7) into position and install the bolts.
7. Ensure that the two pins in cover assembly (6) are installed at a distance of 6.0 ± 1.0 mm (0.24 ±
0.04 inch) above the surface of the cover. Install cover assembly (6) .
injury.

8. Place clean engine oil on valve spool (5). Install valve spool (5), spring (4), gasket (3), cover (2),
and the bolts.
9. Install the gasket and adapter (1) .
Note: Refer to Specifications, "Engine Oil Pump" for more information.
End By: Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
3 #22, /"". 3 % 4 ## /# 0- :" ""/"".

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Engine Oil Pump - Install

SMCS - 1304-012
Table 1
Required Tools
1. Install Tooling (A) and a suitable lifting device onto oil pump (17). Install oil pump (17) into the
drive. The weight of oil pump (17) is approximately 45 kg (100 lb).
3. Remove the suitable lifting device and Tooling (A) from the oil pump.
5. Install the elbow and tube (13) and install bolts (14) .
6. Install guards (12). Install nuts (10) and bolts (11) .
7. Install tube (9) and elbow (6) .
8. Install housing (4). Install bolts (5) that hold housing (4) to the water pump.
9. Install bracket (1) and bolts (2) .
10. Install bolts (3) onto the clamps.
11. Install elbow (6) and bolts (7) .
13. Fill the cooling system with coolant. Refer to the Operation and Maintenance Manual.
End By: Install the fuel transfer pump. Refer to Disassembly and Assembly, "Fuel Transfer Pump -
Install".
1 #22, /"". 1 % 3 ## // "# 9" ""/"".

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Engine Oil Filter Base - Remove

SMCS - 1306-011
Removal Procedure
Table 1
Required Tools
NOTICE
containing fluids.

1. Remove fuel filters (1) with Tooling (B) .
2. Remove bolts (3) at oil filter base (2) . Remove clamps (4) .
3. Loosen bolts (5) in order to allow tube (6) to rotate. Disconnect tube (6) .
4. Disconnect harness assemblies (7) and remove harness assembly (8) . Remove oil filters (9) with
Tooling (B) .
6. Install Tooling (A) and a suitable lifting device to oil filter base (2) . Use a pry bar for balance as
oil filter base (2) is removed. Remove bolts (11) . The weight of oil filter base (2) is
3 #00, /"". 3 % 4 ## // ,/ :" ""/"".

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Engine Oil Filter Base - Disassemble

SMCS - 1306-015
Start By:
A. Remove the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base -
Remove".
1. Remove bolts (1) and support (2) from engine oil filter base (3) .


2. Remove relief valve covers (4) . Remove springs (8) and valves (7) . Repeat for the remaining
relief valve covers (4) , springs (8) , and valves (7) .
3. If necessary, remove bolts (5) and gaskets (6) .
2 #11, /"". 2 % 3 ## // 01 9" ""/"".

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Engine Oil Filter Base - Assemble

SMCS - 1306-016
Assembly Procedure
injury.

1. If necessary, install gaskets (6) and bolts (5) .
2. Install valves (7) and springs (8) . Install relief valve covers (4) .
3. Position support (2) on engine oil filter base (3) and install bolts (1) .
End By: Install the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base -
Install".
3 #00, /"". 3 % 4 ## /, " :" ""/"".

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Engine Oil Filter Base - Install

SMCS - 1306-012
Table 1
Required Tools
1. Use Tooling (A), a suitable lifting device, and a pry bar to position oil filter base (2). Install bolts
(11). The weight of oil filter base (2) is approximately 55 kg (120 lb).
3. Install oil filters (9) with Tooling (B). Install harness assembly (8) and connect harness assemblies
(7) .
4. Position tube (6) in the oil filter base and tighten bolts (5) .
5. Install bolts (3) in oil filter base (2). Install clamps (4) .
6. Install fuel filters (1) with Tooling (B) .
2 #11, /"". 2 % 3 ## /, /, 9" ""/"".

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Engine Oil and Water Pump Drive - Remove

SMCS - 1313-011
Removal Procedure
Start By:
A. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
B. Remove the water pump. Refer to Disassembly and Assembly, "Water Pump - Remove".
NOTICE
NOTICE
containing fluids.

1. Remove bolts (1) and rear adapter assembly (2) .
2. Remove bolts (4) and front adapter assembly (3) .
2 #11, /"". 2 % 3 ## /, 0, 9" ""/"".

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Engine Oil and Water Pump Drive - Disassemble

SMCS - 1313-015
Table 1
Required Tools
Start By:
A. Remove the engine oil and water pump drive. Refer to Disassembly and Assembly, "Engine Oil
and Water Pump Drive - Remove".
NOTICE
1. Remove O-ring seal (4) .
2. Remove bolts and thrust washers (2). Remove rear adapter assembly (3) from shaft assembly (1) .
3. Remove O-ring seals (6) and (7) from rear adapter assembly (3) .
4. Use Tooling (A) and a suitable press to remove bearing (5) .
5. Remove bolts (9) from shaft assembly (1). Remove gears (8) and (10) from shaft assembly (1) .
6. Remove O-ring seal (13) from front adapter assembly (12) .
7. Use Tooling (A) and a suitable press to remove bearing (11) from front adapter assembly (12) .
3 #11, /"". 3 % 4 ## /0 "0 :" ""/"".

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Engine Oil and Water Pump Drive - Assemble

SMCS - 1313-016
Assembly Procedure
Table 1
Required Tools
Note: Check the O-ring seals for wear or damage. Replace the O-ring seals, if necessary.
NOTICE
1. Lower the temperature of bearing (11). Use Tooling (A) and a suitable press to install bearing (11)
in front adapter assembly (12). The bore in bearing (11) must be 75.00 ± 0.06 mm (2.953 ± 0.002
inch) after installation.
2. Install O-ring seal (13) .
3. Install gears (8) and (10) on shaft assembly (1) .
5. Lower the temperature of bearing (5). Align the oil hole in bearing (5) with the oil hole that is in
rear adapter assembly (3). Use Tooling (A) and a suitable press to install bearing (5) .
6. Ensure that bearing (5) does not extend above the surface of rear adapter assembly (3). The bore
in bearing (5) must be 75.00 ± 0.06 mm (2.953 ± 0.002 inch) after installation.
7. Install O-ring seals (6) and (7) on rear adapter assembly (3) .
8. Install rear adapter assembly (3) on shaft assembly (1) .
9. Install bolts and thrust washers (2) .
10. Install O-ring seal (4) on rear adapter assembly (3) .
End By: Install the engine oil and water pump drive. Refer to Disassembly and Assembly, "Engine Oil
and Water Pump Drive - Install".
2 #11, /"". 2 % 3 ## /0 // 9" ""/"".

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Engine Oil and Water Pump Drive - Install

SMCS - 1313-012
NOTICE
1. Ensure that the O-ring seals are installed in the grooves of the adapter assemblies. Also apply
clean engine oil to the seals.
2. Install front adapter assembly (3) and bolts (4) .
3. Install rear adapter assembly (2) and bolts (1) .
End By:
a. Install the water pump. Refer to Disassembly and Assembly, "Water Pump - Install".
b. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
2 #33, /"". 2 % 4 ## /0 0/ :" ""/"".

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Engine Oil Pan - Remove

SMCS - 1302-011
Removal Procedure
NOTICE
NOTICE
containing fluids.

1. Drain the engine oil into a suitable container for storage or for disposal. Refer to the Operation
and Maintenance Manual, "Capacities (Refill)" for the oil capacity.
2. Remove bolts (1) that hold the connector for the oil pump to the oil pan.
3. Remove bolts (2) that connect the oil pan to the engine.
Improper lift rigging can allow unit to tumble causing injury and
damage.
Note: If improper equipment is used to lift the engine, injury and damage can occur. Use cables or
chains that are properly rated for the weight. Use a spreader bar and attach the cables or chains
according to the information that is on the lifting film for the engine.
4. Attach a suitable lifting device to the engine lifting eyes.
The weight of the 3508 Engine is approximately 4445 kg (9800 lb). The weight of the oil
pan is approximately 240 kg (530 lb).
The weight of the 3512 Engine is approximately 5900 kg (13,000 lb). The weight of the oil
5. Lift the engine from the oil pan.
6. Remove gasket (3) and O-ring seal (4) .
1 #22, /"". 1 % 3 ## /0 -2 9" ""/"".

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Engine Oil Pan - Disassemble

SMCS - 1302-015
Start By:
A. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove".
NOTICE
1. Remove covers (1) and (2). Also remove the O-ring seals.
2. Remove screen assembly (3) .
3. Remove the bolts and engine oil level gauge (4) .
4. Remove the bolts that hold bell (5) on the engine oil pan. Remove bell (5) from the tube assembly.
5. Pull tube assembly (7) from housing (6) .
6. Remove the bolts and housing (6) .
7. Remove tube assembly (7) and the O-ring seals.
1 #22, /"". 1 % 3 ## /- # 9" ""/"".

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Engine Oil Pan - Assemble

SMCS - 1302-016
Assembly Procedure
NOTICE
1. Install tube assembly (7) and the O-ring seals.
2. Install housing (6) with the bolts.
3. Insert tube assembly (7) into housing (6) .
4. Position bell (5) on the tube assembly. Install the bolts that hold bell (5) on the engine oil pan.
5. Install engine oil level gauge (4) and the bolts.
6. Install screen assembly (3) .
7. Install the O-ring seals on covers (1) and (2). Install covers (1) and (2) .
End By: Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Install".
1 #22, /"". 1 % 3 ## /- , 9" ""/"".

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Engine Oil Pan - Install

SMCS - 1302-012
Table 1
Required Tools
A 7M-7260 Liquid Gasket 1
B - 3/8 - 16 NC Guide Bolts 4
NOTICE
1. Inspect O-ring seal (4) for the connector to the oil pump. If the seal is cut, scratched, or cracked,
obtain a new seal for assembly. Lubricate the bore for the seal with clean engine oil. Install the
seal.
2. Make sure that the surface for gasket (3) is clean. Apply Tooling (A) to gasket (3). Install Tooling
(B) in the oil pan. Place the gasket into position.
Improper lift rigging can allow unit to tumble causing injury and
damage.
Note: If improper equipment is used to lift the engine, injury and damage can occur. Use cables or
chains that are properly rated for the weight. Use a spreader bar and attach the cables or chains
according to the information that is on the lifting film for the engine.
3. Attach a suitable lifting device to the engine lifting eyes.
The weight of the 3508 Engine is approximately 4445 kg (9800 lb). The weight of the oil
4. Lift the engine. Place the engine onto the oil pan or place the oil pan in position under the engine.
Remove Tooling (B) from the oil pan.
5. Install bolts (2) that hold the engine and the oil pan together.
6. Install bolts (1) that hold the connector for the oil pump to the oil pan.
7. Fill the engine crankcase with oil. Refer to the Operation and Maintenance Manual, "Capacities
(Refill)" for the oil capacity.
2 #11, /"". 2 % 3 ## /- -0 9" ""/"".

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Engine Oil Scavenge Pump - Remove

SMCS - 1312-011
Removal Procedure
Start By:
A. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove".
NOTICE
1. Remove bolts (1) in order to remove housing (2) .
2. Remove bolts (3) and the washers in order to remove cover (4). Two screens are inside of the
housing. Remove the screens.
3. Remove bolts, washers, and clips (5) in order to remove tube (6) .
4. Remove O-ring seals (7) from the tube.
5. Remove bolts (8) in order to remove elbow (9) .
6. Attach a suitable lifting device to oil scavenge pump (11). The weight of the oil scavenge pump is
approximately 32 kg (71 lb). Remove bolts (10) in order to remove the oil scavenge pump.
1 #22, /"". 1 % 3 ## /0 ## 9" ""/"".

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Engine Oil Scavenge Pump - Disassemble

SMCS - 1312-015
Table 1
Required Tools
1P-2321 Combination Puller 1
A
9S-9155 Spacer 1
Start By:
A. Remove the engine oil scavenge pump. Refer to Disassembly and Assembly, "Engine Oil
Scavenge Pump - Remove".
NOTICE
1. Remove bolt (1) .
2. Use Tooling (A) to remove gear (2) .
3. Mark body (3) and cover (6) for assembly purposes.
4. Remove bolts (7) and cover (6) .
5. Remove dowels (5) and sleeve bearings (4) from cover (6) .
6. Remove drive shaft assembly (8) and idler shaft assembly (9) from body (3) .
7. Remove sleeve bearings (10) from body (3) .
1 #22, /"". 1 % 3 ## /9 /. :" ""/"".

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Engine Oil Scavenge Pump - Assemble

SMCS - 1312-016
Assembly Procedure
Table 1
Required Tools
NOTICE
1. Apply clean engine oil to sleeve bearings (10). Use Tooling (B) to install sleeve bearings (10) to
body (3) .
2. Position the joints in sleeve bearings (10) for 45 ± 15 degrees from the center of the bearing bore.
See Item (11) in Illustration 2.
3. Install sleeve bearings (10) to a depth of 1.5 ± 0.5 mm (0.06 ± 0.02 inch) in body (3). See Item
(12) in Illustration 3.
After installing sleeve bearings (10), measure the inner diameter of sleeve bearings (10). The inner
diameter must be 31.837 ± 0.070 mm (1.2534 ± 0.0028 inch).
4. Apply clean engine oil to idler shaft assembly (9) and drive shaft assembly (8). Install idler shaft
assembly (9) and drive shaft assembly (8) into body (3) .
5. Apply clean engine oil to sleeve bearings (4). Use Tooling (B) to install sleeve bearings (4) in
cover (6). Position the joints in sleeve bearings (4) for 45 ± 15 degrees from the center of the
bearing bore. See Item (13) in Illustration 5.
Install sleeve bearings (4) to a depth of 1.5 ± 0.5 mm (0.06 ± 0.02 inch). See Item (14) in
Illustration 5.
After installing sleeve bearings (4), measure the inner diameter of sleeve bearings (4). The
diameter must be 31.837 ± 0.070 mm (1.2534 ± 0.0028 inch).
6. Install dowels (5) into cover (6). Install dowels (5) so that dowels (5) protrude 6.4 ± 0.5 mm (0.25
± 0.02 inch) from the surface of cover (6). See Item (15) in Illustration 5.
7. Align the marks on cover (6) and body (3) and position cover (6). Install bolts (7) .
8. Install gear (2) .
Tap on gear (2) in order to seat the taper onto the shaft. Install bolt (1). Tighten bolt (1) to a torque
of 100 ± 20 N·m (75 ± 15 lb ft). Repeat this procedure until the torque does not change.
End By: Install the engine oil scavenge pump. Refer to Disassembly and Assembly, "Engine Oil
Scavenge Pump - Install".
1 #22, /"". 1 % 3 ## /9 09 :" ""/"".

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Engine Oil Scavenge Pump - Install

SMCS - 1312-012
NOTICE
1. Attach a suitable lifting device to oil scavenge pump (11). The weight of the oil scavenge pump is
approximately 32 kg (71 lb). Lift the oil scavenge pump into position. Install bolts (10) in order to
secure the pump.
2. Install elbow (9) with bolts (8) .
3. Inspect O-ring seals (7). If a seal is cut, scratched, or cracked, obtain a new seal for assembly.
Coat the bores for the O-ring seals with clean engine oil. Install the O-ring seals into tube (6) .
4. Install tube (6) onto the pump. Secure the tube with clips, washers, and bolts (5) .
5. Clean the two screens from inside housing (2). Inspect the screens for good condition. Obtain new
parts, if necessary. Place the screens into the housing.
6. Place cover (4) onto the housing. Secure the cover with bolts (3) and the washers.
7. Place the housing into position on the tube. Install the housing with bolts (1) .
End By: Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Install".
0 #11, /"". 0 % 2 ## / "8 9" ""/"".

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Valve Cover - Remove and Install

SMCS - 1107-010
Removal Procedure
NOTICE
1. Remove bolts (1). Remove valve cover (2) .
2. If necessary, remove O-ring seal (3) from valve cover (2) .
NOTICE
1. Install O-ring seal (3) in the groove of valve cover (2). Position valve cover (2) onto rocker arm
base (4) .
2. Install bolts (1) in valve cover (2). Tighten bolts (1) to a torque of 10 N·m (89 lb in). Tighten bolts
(1) again to a torque of 20 ± 3 N·m (177 ± 27 lb in).
2 #11, /"". 2 % 3 ## / /, 9" ""/"".

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Valve Cover Base - Remove and Install

SMCS - 1120-010
Removal Procedure
Start By:
A. Remove the electronic unit injectors. Refer to Disassembly and Assembly, "Electronic Unit
Injector - Remove".
1. Remove tube assemblies (1) .
2. Remove bolts (2) (not shown) and valve cover base (3) .
1. Position valve cover base (3) and install bolts (2) (not shown).
2. Install tube assemblies (1) .
End By: Install the electronic unit injectors. Refer to Disassembly and Assembly, "Electronic Unit
Injector - Install".
2 #33, /"". 2 % 4 ## / 0# :" ""/"".

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Rocker Shaft and Push Rods - Remove

SMCS - 1102-011
Removal Procedure
Start By:
A. Remove the valve covers. Refer to Disassembly and Assembly, "Valve Cover - Remove and
Install".
NOTICE
1. Remove bolts (1). Remove rocker shaft assembly (2) from the rocker arm base.
Note: Mark the pushrods for identification of location upon assembly.
2. Remove bridge assemblies (3) from dowels (4) .
3. Remove pushrods (5) from the cup of valve lifters (6) .
1 #22, /"". 1 % 3 ## / -. 9" ""/"".

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Rocker Shaft - Disassemble

SMCS - 1102-015
Table 1
Required Tools
Start By:
A. Remove the rocker shaft assemblies. Refer to Disassembly and Assembly, "Rocker Shaft and Push
Rods - Remove".
NOTICE
1. Slide shaft (1) out of rocker arms (2). If necessary, remove the dowel from the shaft.
Note: Perform the following Steps for each rocker arm.
2. Remove adjustment screw (4) and the nut from rocker arm (2) .
3. Use a hammer and a punch to remove socket (3) from rocker arm (2) .
4. Remove button (5) from socket (3). Remove the retaining ring from the button.
5. Use Tooling (A) to remove sleeve bearing (6) from rocker arm (2) .
1 #22, /"". 1 % 3 ## /. #, 9" ""/"".

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Rocker Shaft - Assemble

SMCS - 1102-016
Assembly Procedure
Table 1
Required Tools
NOTICE
Perform Steps 1 through 4 for each rocker arm.
Note: Make sure that the bore of the rocker arm and the sleeve bearing are thoroughly clean.
1. The sleeve bearing and the rocker arm have oil supply holes. The holes must be aligned when the
bearing is installed in the rocker arm. Align the joint of the bearing toward the top of the rocker
arm. Align the oil hole in the bearing with the oil hole in the rocker arm. Use Tooling (A) to
install the sleeve bearing in rocker arm (2) .
After the bearing is installed, measure the bore of the bearing. The bore must be 45.056 ± 0.015
mm (1.7740 ± 0.0006 inch). Machine the bearing, if necessary.
2. Align the scribe mark on socket (3) with the scribe mark on rocker arm (2). Press the socket fully
into the rocker arm.
3. Place the retaining ring on button (5). Install the button in socket (3) .
4. Install adjustment screw (4) and the nut on rocker arm (2) .
5. If the dowel was removed from shaft (1), install a new dowel. The dowel must project 6.0 mm
(0.24 inch) above the surface of the shaft.
6. Coat the bearings of the rocker arms and coat the shaft with clean engine oil. Install rocker arms
(2) on shaft (1) .
End By: Install the rocker shaft assemblies. Refer to Disassembly and Assembly, "Rocker Shaft and
Push Rods - Install".
1 #22, /"". 1 % 3 ## ,# ,2 9" ""/"".

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Rocker Shaft and Push Rods - Install

SMCS - 1102-012
NOTICE
1. Loosen adjustment screw (7) and jam nut (8) on the bridge assembly.
2. Coat these items with clean engine oil: dowels (4), the receptacle of the bridge for the dowels and
the uppermost contact surface of bridge assembly (3) .
3. Place the bridge assembly into position on the dowel. Apply 1 to 14 N·m (1 to 10 lb ft) of
downward force on the uppermost contact surface of bridge assembly (3). While you apply the
force, turn adjustment screw (7) until the screw contacts valve stem (9) .
Turn the adjustment screw for an additional 20 to 30 degrees (1/3 to 1/2 of the hex). This will
straighten the dowel in the guide. This will also compensate for a lack of clearance (slack) in the
threads.
4. Hold the adjustment screw in position and tighten jam nut (8) to a torque of 30 ± 4 N·m (22 ± 3 lb
ft).
Note: It is very important to install each pushrod in the original location.
5. Coat pushrods (5) and the cups of the valve lifters (6) with clean engine oil. Place the pushrods
into position on the valve lifters.
NOTICE
Ensure that the crankshaft and the camshafts are in time with each
other. Also ensure that the adjustment screws in the rocker arms are
loosened completely before the bolts on the rocker shaft are tightened
or damage to the valves and the pistons may occur.
NOTICE
If the rocker shaft is not positioned correctly, the oil supply to the
sleeve bearings in the rocker arm will be shut off. This will cause
seizure of the bearings and severe damage to the engine.
Be sure to orient the rocker shaft in the correct position.
6. Place rocker shaft assembly (2) in position on the rocker arm base. Make sure that rocker arms
(10) and pushrods (5) are aligned. Install bolts (1). Tighten the bolts to a torque of 215 ± 40 N·m
(159 ± 30 lb ft).
7. Adjust the valve bridge and the valve lash according to Testing and Adjusting, "Valve Lash and
Valve Bridge Adjustment".
8. Adjust the fuel injection pump according to Testing and Adjusting, "Fuel Injector Adjustment".
9. Tighten nuts (12) to a torque of 70 ± 15 N·m (52 ± 11 lb ft).
10. Tighten nut (11) for the rocker arm of the fuel injection pump to a torque of 120 ± 15 N·m (89 ±
11 lb ft).
End By: Install the valve covers. Refer to Disassembly and Assembly, "Valve Cover - Remove and
Install".
2 #11, /"". 2 % 3 ## ,# -. 9" ""/"".

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Electronic Unit Injector - Remove

SMCS - 1290-011
Removal Procedure
Table 1
Required Tools
A 5F-4764 Pry Bar 1
Start By:
A. Remove the rocker shaft assembly and the pushrods. Refer to Disassembly and Assembly,
"Rocker Shaft Assembly and Push Rods - Remove".
NOTICE
1. Remove bolt (1) and the clamp.
2. Remove bolt (2) and the clamp.
4. Use Tooling (A) to remove electronic unit injector (4) .
1 #22, /"". 1 % 3 ## ,/ #9 :" ""/"".

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Electronic Unit Injector - Install

SMCS - 1290-012
Table 1
Required Tools
B 9U-6862 Tapered Brush 1
C 4C-5027 Tap Wrench 1
D 4C-6774 Vacuum Gun Kit 1
E 1P-0808 Multipurpose Grease 1
1U-5512 Abrasive Material
F or or 1
8T-7765 Surface Reconditioning Pad
NOTICE
NOTICE
Remove all carbon deposits from the angled surface at the bottom of
the cylinder head bore for the fuel injection pump. Failure to clean this
area may prevent the fuel injection pump from seating properly. This
could result in failure of the fuel injection pump due to leakage of
exhaust gas into the fuel passage.
1. It is very important to clean the cylinder head bore for the electronic unit injector before you
install the electronic unit injector. Use the following procedure to clean the bore.
Note: A fine grade of Scotch Brite material is recommended for cleaning the cylinder head
bore for the electronic unit injector. The product is available as Tooling (F) .
a. Place a 38 mm (1.5 inch) square piece of Scotch Brite material on the end of Tooling (B) .
Note: It should not be necessary to use a power tool to clean the cylinder head bore for the
electronic unit injector.
b. Hold the brush with Tooling (C). Insert the brush into bore (5). Rotate the Scotch Brite
material against the lower surface of bore (6). Continue cleaning until the surface is smooth
and shiny.
Note: Tooling (D) is recommended for cleaning loose particles from the bore. The vacuum
is operated with pressurized air.
c. Remove all of the loose particles from the bore.
2. Inspect O-ring seals (7) and (8) for good condition. Obtain new O-ring seals, if necessary. Coat
the O-ring seals and coat the cylinder head bore for the electronic unit injector with Tooling (E) .
3. Press the electronic unit injector into the bore of the cylinder head. Do not strike the electronic
unit injector. Center the solenoid between the valve springs.
Note: Adjust the height of the electronic unit injector according to the Service Manual,
"Specifications".
4. To seat electronic unit injector (4) into the bore, install the clamp with bolt (2) and the washer.
Tighten the bolt to a torque of 65 ± 7 N·m (48 ± 5 lb ft).
5. Connect harness assembly (3) to the connector. Tighten the terminal nuts to a torque of 1.70 ±
0.25 N·m (15 ± 2 lb in).
6. Press the harness assembly into the groove in the valve cover base.
7. Install bolt (1) and the clamp.
End By: Install the rocker shaft assembly and the pushrods. Refer to Disassembly and Assembly,
"Rocker Shaft and Push Rods - Install".
1 #22, /"". 1 % 3 ## ,/ ,/ 9" ""/"".

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Cylinder Head - Remove

SMCS - 1100-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the valve cover base. Refer to Disassembly and Assembly, "Valve Cover Base - Remove
and Install".
NOTICE
NOTICE
NOTICE
containing fluids.

1. Drain the coolant from the cooling system. Refer to Operation and Maintenance Manual, "Cooling
System Coolant - Change".
2. Remove bolts (1) and (2). Remove tube (3) .
3. Remove four bolts (4) (not shown) from exhaust tube assembly and remove four bolts (5) (not
shown) from inlet tube assembly.
4. Remove bolts (6). Use a suitable lifting device and Tooling (A) in order to remove cylinder head
assembly (7). The weight of cylinder head assembly (7) is approximately 47 kg (104 lb). Remove
gasket (8) .
5. Remove seals (9) and (10), and O-ring seal (11) from the spacer plate.
6. Remove spacer plate (12) from the dowels in the cylinder block.
7. Remove gasket (13) from the dowels.
8. Remove the O-ring seal from dowel (14) .
2 #11, /"". 2 % 3 ## ,/ -- 9" ""/"".

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Cylinder Head - Disassemble

SMCS - 1100-015
Start By:
A. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove".
Inlet and Exhaust Valves

Table 1
Required Tools
A 5S-1330 Valve Spring Compressor 1
B 8S-2263 Spring Tester 1
NOTICE


1. Use Tooling (A) to compress valve spring (1) .
2. Remove retainer lock (2) .
3. Release the tension on Tooling (A). Remove Tooling (A) .
4. Remove valve rotator (3), outer spring (5), inner spring (4), and seal (6) .
Note: If the valves will be reused, mark the valves for identification upon assembly.
5. Remove valve (7) from the cylinder head.
6. Use Tooling (B) to measure the force of the valve springs. Refer to Specifications for the correct
spring force.
7. Repeat Steps 1 through 6 for the remaining valves.
Bridge Dowels
Table 2
Required Tools
5P-0944 Dowel Puller Group 1
C
5P-0942 Dowel Extractor 1
NOTICE
1. If the bridge dowels will be replaced, use Tooling (C) to remove bridge dowel (8) from the
cylinder head.
Inlet and Exhaust Valve Seat Inserts

Table 3
Required Tools
D 166-7441 Valve Seat Extractor Tool 1
NOTICE
1. Use Tooling (D) to remove the valve seat inserts from the cylinder head.
2. Thoroughly clean valve seat bores in the cylinder head.
Inlet and Exhaust Valve Guides

Table 4
Required Tools
7M-3975 Valve Guide Driver 1
E
5P-1729 Valve Guide Bushing 1
NOTICE
1. Use Tooling (E) and a hammer to remove the valve guides from the cylinder head.
Valve Lifters
NOTICE
Note: The valve lifters may also be removed with the cylinder head on the engine. Remove the camshaft
and use the following steps in order to remove the valve lifters with the cylinder head on the engine.


1. Pull valve lifter (9) out of the cylinder head.
2. Remove guide spring (10) from the valve lifter.
1 #22, /"". 1 % 3 ## ,, #/ 9" ""/"".

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Cylinder Head - Assemble

SMCS - 1100-016
Assembly Procedure
Valve Lifters
NOTICE
injury.

1. Install new guide spring (10) for valve lifter (9) .
2. Place valve lifter (9) in a container of clean engine oil prior to installation.
3. Install valve lifter (9) into the cylinder head.
Note: Refer to Specifications, "Valve Mechanism".
Inlet and Exhaust Valve Guides

Table 1
Required Tools
7M-3975 Valve Guide Driver 1
E
5P-1729 Valve Guide Bushing 1
NOTICE
Note: Use new valve guides for assembly.
1. Coat the outside of the valve guides with clean engine oil prior to installation.
2. Use Tooling (E) to install the valve guides. The valve guide must extend 26.0 ± 0.50 mm (1.02 ±
0.020 inch) above the surface of the cylinder head.
Inlet and Exhaust Valve Seat Inserts

Table 2
Required Tools
F 1P-0510 Driver Gp 1
NOTICE
Note: Use new inserts for assembly.
1. Lower the temperature of the valve seat inserts. Install the valve seat inserts with Tooling (F) .
Bridge Dowels
Table 3
Required Tools
G 6V-4009 Dowel Driver 1
NOTICE
Note: Use new dowels for assembly.
1. Use Tooling (G) with a hammer to install bridge dowels (8) . The bridge dowels must extend 66.5
± 0.50 mm (2.62 ± 0.020 inch) above the surface of the cylinder head.
Inlet and Exhaust Valves

Table 4
Required Tools
A 5S-1330 Valve Spring Compressor 1
NOTICE
If the valve locks are not positioned correctly, the locks can be expelled
when the spring pressure is released.
To help prevent personal injury, stay away from the front of the valve
retainer and springs. Ensure that the valve locks are positioned
correctly.
1. Coat valves (7) with clean engine oil. Install the valves into the cylinder head.
2. Install seal (6) , inner spring (4) , outer spring (5) , and valve rotator (3) over the valve stem and
the valve guide.
3. Compress the valve spring with Tooling (A) and install retainer lock (2) .
4. Release the pressure on Tooling (A) . Remove Tooling (A) . Lightly tap the top of the valve with a
hammer. This will ensure that the retainer locks are in the proper position.
5. Repeat Steps 1 through 4 for the remaining valves.
End By: Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install".
2 #00, /"". 2 % 3 ## ,, ,# 9" ""/"".

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Cylinder Head - Install

SMCS - 1100-012
Table 1
Required Tools
NOTICE
1. Ensure that the spacer plate and the surface of the cylinder block are clean.
2. Install the O-ring seal on dowel (14) .
NOTICE
Ensure that the surface of the spacer plate gasket and the surface of
the cylinder block are clean. Do not use a gasket adhesive on these
surfaces.
3. Install a new gasket (13) on the dowels in the cylinder block.
4. Install spacer plate (12) on the dowels.
5. Install new seals (9) and (10) in the spacer plate.
6. Install a new O-ring seal (11) on the dowel.
7. Check the cylinder liner projection. Refer to Disassembly and Assembly, "Cylinder Liner -
Install" for the correct procedure.
8. Ensure that the bottom of the cylinder head assembly is thoroughly clean.
NOTICE
The plug for Location (C) MUST be installed in the cylinder head.
9. Install Tooling (A) into the threaded holes for the valve cover base in the cylinder head. Attach a
suitable lifting device to Tooling (A) .
Note: The weight of cylinder head assembly (7) is approximately 47 kg (104 lb).
10. Install a new head gasket (8). Lift cylinder head assembly (7) into position on the cylinder block.
Install bolts (6) and (1) according to the instructions in Step 11.
Note: Refer to Specifications, "Cylinder Head".
11. Coat the threads of the bolts with clean engine oil.
Note: Refer to Illustration 7 for the correct tightening sequence.
a. Tighten Bolt (1) through Bolt (8) to a torque of 30 ± 5 N·m (22 ± 4 lb ft).
b. Tighten Bolt (1) through Bolt (8) to a torque of 200 ± 15 N·m (148 ± 11 lb ft).
c. Tighten Bolt (1) through Bolt (8) again to a torque of 200 ± 15 N·m (148 ± 11 lb ft).
d. Turn Bolt (1) through Bolt (8) again by an additional 180 degrees.
e. Tighten Bolts (9) and (10) to a torque of 55 ± 10 N·m (40 ± 7 lb ft).
12. Remove Tooling (A) from the cylinder head.
13. Install four bolts (4) (not shown) on exhaust tube assembly and install four bolts (5) (not shown)
on inlet tube assembly.
14. Position tube (3). Install bolts (2) .
15. Fill the cooling system. Refer to Operation and Maintenance Manual, "Cooling System Coolant -
Change".
End By: Install the valve cover base. Refer to Disassembly and Assembly, "Valve Cover Base -
Remove and Install".
1 #22, /"". 1 % 3 ## ,, -" 9" ""/"".

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Accessory Drive (Front) - Remove

SMCS - 1207-011
Removal Procedure
Table 1
Required Tools
Guide Bolts
A - 2
1/2 in x 13 NC
NOTICE
1. Remove the alternator pulley (if equipped).
2. Remove bolts (1) in order to remove rear cover (2) from rear adapter assembly (3) .
3. Remove bolts (4) from rear adapter assembly (3). Use Tooling (A) to remove rear adapter
assembly (3) .
4. Remove the bolts in order to remove the front cover (not shown).
5. Remove bolts (5). Remove front adapter assembly (6), the shaft, and the drive gear as a unit from
the drive housing.
2 #33, /"". 2 % 4 ## ,0 ". :" ""/"".

5 5 6 4
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Accessory Drive (Front) - Disassemble

SMCS - 1207-015
Table 1
Required Tools
Start By:
A. Remove the accessory drive (front). Refer to Disassembly and Assembly, "Accessory Drive
(Front) - Remove".
NOTICE
1. Remove O-ring seals (2) and (3) from rear adapter assembly (1) .
2. Remove seal (4) from rear adapter assembly (1) .
3. Use Tooling (A) and a suitable press to remove bearing (5) from rear adapter assembly (1) .
4. Remove bolts (7) and gear (8) from shaft (6) .
5. Remove the bolts and retaining washer (10) .
Note: Later models have two retaining washers.
6. Remove shaft (6) from front adapter assembly (9) .
7. Remove O-ring seals (12) and (13) from front adapter assembly (9) .
8. Use Tooling (A) and a suitable press to remove bearing (11) from front adapter assembly (9) .
2 #33, /"". 2 % 4 ## ,0 /1 :" ""/"".

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Accessory Drive (Front) - Assemble

SMCS - 1207-016
Assembly Procedure
Table 1
Required Tools
NOTICE
1. Align the oil hole in the bearing and the oil hole in front adapter assembly (9) . Use Tooling (A)
and a suitable press to install bearing (11) into front adapter assembly (9) . The bore of the bearing
must be 75.0 ± 0.055 mm (2.95 ± 0.0020 inch) after installation.
2. Install O-ring seals (12) and (13) into front adapter assembly (9) .
3. Place clean engine oil on the bearing and install shaft (6) in front adapter assembly (9) .
4. Install retaining washer (10) and the bolts.
Note: Later models have two retaining washers.
5. Position gear (8) on shaft (6) and install bolts (7) .
6. Align the oil hole in the bearing and the oil hole in rear adapter assembly (1) . Use Tooling (A)
and a suitable press to install bearing (5) into rear adapter assembly (1) . The bore of the bearing
must be 75.0 ± 0.055 mm (2.95 ± 0.0020 inch) after installation.
7. Use Tooling (A) to install seal (4) into rear adapter assembly (1) . Ensure that the lip of the seal is
toward the bearing.
8. Install O-ring seals (2) and (3) into rear adapter assembly (1) . Place clean engine oil on the O-ring
seals.
End By: Install the accessory drive (front). Refer to Disassembly and Assembly, "Accessory Drive
(Front) - Install".
0 #11, /"". 0 % 2 ## ,8 8- 9" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
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Accessory Drive (Front) - Install

SMCS - 1207-012
NOTICE
1. Coat the O-ring seals of front adapter assembly (5) with clean engine oil. Install the drive gear, the
shaft, and front adapter assembly (5) as a unit. Make sure that the teeth of the drive gear are
properly aligned with the teeth of the drive gear for the oil pump and the water pump. Install bolts
(6) that hold front adapter assembly (5) in place.
2. Coat the O-ring seal of the front cover for the accessory drive with clean engine oil. Install the
front cover with the bolts.
3. Coat the O-ring seals of rear adapter assembly (3) with clean engine oil. Position rear adapter
assembly (3) and install bolts (4) .
4. Coat the O-ring seal of rear cover (2) for the accessory drive with clean engine oil. Install rear
cover (2) with bolts (1) .
5. Install the alternator pulley (if equipped).
3 #11, /"". 3 % 4 ## ,- "# :" ""/"".

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Front Drive Housing - Remove and Install

SMCS - 1151-010
Removal Procedure
Table 1
Required Tools
1P-0074 Slide Hammer Puller 1
A
8B-7557 Threaded Adapter 1
B 138-7573 Link Bracket 2
C 1P-0520 Driver Group 1
Guide Bolt
D - 2
3/8×16 NC
Start By:
A. Remove the oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base -
Remove".
B. Remove the crankshaft front seal and the wear sleeve. Refer to Disassembly and Assembly,
"Crankshaft Front Seal and Wear Sleeve - Remove".
C. Remove the accessory drive (front). Refer to Disassembly and Assembly, "Accessory Drive
(Front) - Remove".
D. Remove the engine oil and water pump drive. Refer to Disassembly and Assembly, "Engine Oil
and Water Pump Drive - Remove".
E. Remove the auxiliary water pump. Refer to Disassembly and Assembly, "Auxiliary Water Pump -
Remove".
NOTICE
1. Remove cover (1) and the O-ring seal.
2. Remove the bolts that hold shaft (2) in the front drive housing. Use Tooling (A) to remove shaft
(2). Remove the O-ring seal from shaft (2) .
3. Remove the bolts that hold shaft (3) in the front drive housing. Use Tooling (A) to remove shaft
(3), the idler gear, and the washer. Remove the O-ring seal from shaft (3) .
4. Use Tooling (C) and a suitable press in order to remove the bearing from the idler gear, if
necessary.
5. Install Tooling (B) and attach a suitable lifting device to front drive housing (4). The weight of
front drive housing (4) is approximately 209 kg (460 lb). Remove two bolts and install Tooling
(D). Remove the rest of the bolts that hold front drive housing (4) to the cylinder block. Remove
front drive housing (4) and the gasket.
Table 2
Required Tools
Guide Bolt
D - 2
3/8×16 NC
NOTICE
1. Install the gasket for the front drive housing onto the cylinder block. Install Tooling (D) into the
cylinder block.
2. Install Tooling (B) and attach a suitable lifting device to front drive housing (4). The weight of
front drive housing (4) is approximately 209 kg (460 lb). Position front drive housing (4) onto
Tooling (D) .
3. Install the bolts that attach front drive housing (4) to the cylinder block. Tighten the bolts evenly.
Cut any excess gasket from the face of the cylinder block.
4. If the bearing was removed from gear (6), use Tooling (C) to install the bearing.
After the bearing is installed, measure the bore of the bearing. The bore of the bearing must be
90.0 ± 0.06 mm (3.54 ± 0.002 inch).
5. Coat the bore for O-ring seal (8) with clean engine oil. Install the O-ring seal on shaft (3) .
6. Place washer (7) and gear (6) into position in the front drive housing. Install shaft (3). Install the
bolts for shaft (3) .
7. Coat the bore for the O-ring seal of shaft (2) with clean engine oil. Install the O-ring seal onto
shaft (2) .
8. Place shaft (2) into position in the front drive housing. Install the bolts for shaft (2) .
9. Install cover (1) onto the front drive housing.
End By:
a. Install the auxiliary water pump. Refer to Disassembly and Assembly, "Auxiliary Water Pump -
Install".
b. Install the engine oil and water pump drive. Refer to Disassembly and Assembly, "Engine Oil and
Water Pump Drive - Install".
c. Install the accessory drive (front). Refer to Disassembly and Assembly, "Accessory Drive (Front)
- Install".
d. Install the crankshaft front seal and the wear sleeve. Refer to Disassembly and Assembly,
"Crankshaft Front Seal and Wear Sleeve - Install".
e. Install the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base -
Install".
2 #11, /"". 2 % 3 ## ,- # 9" ""/"".

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Vibration Damper - Remove and Install

SMCS - 1205-010
Removal Procedure
Table 1
Required Tools
Guide Bolts
A - 2
3/8 - 16 NC by 4 inch
Guide Bolts
B - 2
1/2 - 13 NC by 4 inch
C 138-7575 Link Bracket 2
D 1U-9393 Damper Guide Pin 2
Note: Some different types of vibration dampers are available for use. The following procedure
describes the removal and installation of a typical vibration damper assembly and damper group.
1. Before you remove pulley (1) make a note of the position of pulley (1) on the shaft.
2. Install a suitable lifting device onto pulley (1). Remove bolts (2). Reinstall bolts (2) into holes (3).
Tighten bolts (2) enough to remove pulley (1). The weight of pulley (1) is approximately 39 kg
(85 lb).
3. Loosen set screw (4) in hub (6). Remove hub (6) and key (5) .
Note: If it is necessary to remove the vibration damper as an assembly, proceed to Step 8.
4. Remove two bolts (7) and install Tooling (A). Remove remaining bolts (7). Use two people and
remove vibration damper (8). The weight of vibration damper (8) is approximately 30 kg (65 lb).
5. Remove two bolts (9) and install Tooling (B). Remove remaining bolts (9) from vibration damper
(10) .
6. Slide vibration damper (10) outward. Install Tooling (C) and a suitable lifting device to vibration
damper (10). Remove vibration damper (10). The weight of vibration damper (10) is
7. Install Tooling (C) and attach a suitable lifting device to hub (13). Remove bolts (11). Remove
pulley hub (12) and hub (13). The weight of pulley hub (12) and hub (13) is approximately 36 kg
(80 lb).
8. The following steps are for removing the vibration damper as a complete assembly.
9. Remove two bolts (11). Install Tooling (D) and a suitable lifting device to vibration damper
assembly (14) .
10. Remove remaining bolts (11) and remove vibration damper assembly (14). The weight of
vibration damper assembly (14) is approximately 116 kg (255 lb).
Table 2
Required Tools
Guide Bolts
A - 2
3/8 - 16 NC by 4 inch
Guide Bolts
B - 2
1/2 - 13 NC by 4 inch
D 1U-9393 Damper Guide Pin 2
1. The following steps are for installation of the vibration damper as a complete assembly.
2. Install Tooling (D). Use a suitable lifting device and slide vibration damper assembly (14) onto
Tooling (D). The weight of vibration damper assembly (14) is approximately 116 kg (255 lb).
Install bolts (11) .
3. Remove Tooling (D) and install two bolts (11) .
Note: Refer to Specifications, "Vibration Damper" for the correct torque.
Note: If it was necessary to install the vibration damper as an assembly, proceed to Step 8.
4. Install Tooling (C) and a suitable lifting device to hub (13). Install hub (13) and pulley hub (12).
The weight of hub (13) and pulley hub (12) is approximately 36 kg (80 lb). Install bolts (11) .
5. Install Tooling (B). Install Tooling (C) and a suitable lifting device onto vibration damper (10).
Position vibration damper (10) onto Tooling (B). Install vibration damper (10). The weight of
vibration damper (10) is approximately 50 kg (110 lb).
6. Install bolts (9) into vibration damper (10). Remove Tooling (B) and install two bolts (9) .
7. Install Tooling (A). Use two people and install vibration damper (8). The weight of vibration
damper (8) is approximately 30 kg (65 lb). Install bolts (7). Remove Tooling (A) and install two
bolts (7) .
8. Install key (5) and hub (6). Tighten set screw (4) in hub (6) .
9. Install a suitable lifting device onto pulley (1). Install pulley (1). The weight of pulley (1) is
approximately 39 kg (85 lb). Install bolts (2) .
10. Check the position of pulley (1) .
1 #22, /"". 1 % 3 ## ,- ,- 9" ""/"".

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Crankshaft Front Seal and Wear Sleeve - Remove

SMCS - 1160-011; 7558-011
Removal Procedure
Table 1
Required Tools
A 1U-7600 Slide Hammer Puller 1
B 6V-3143 Distorter Adapter 1
C 5P-7409 Sleeve Distorter 1
Start By:
A. Remove the vibration damper. Refer to Disassembly and Assembly, "Vibration Damper - Remove
and Install".
NOTICE
NOTICE
Every time that the crankshaft seal is removed from the wear sleeve, a
new wear sleeve and crankshaft seal must be installed.
1. Drill three evenly spaced holes in crankshaft front seal (1) and use Tooling (A) to remove
crankshaft front seal (1) from the front housing.
2. Insert Tooling (B) between the front housing and wear sleeve (2) .
NOTICE
The use of excessive force on the sleeve distorter can cause the distorter
adapter to crack the housing. To help avoid damage to the engine, do
not use excessive force to remove the wear sleeve.
3. Insert Tooling (C) between Tooling (B) and wear sleeve (2). Carefully turn Tooling (C) until the
edge of the tool creates a crease in wear sleeve (2) .
Repeat this procedure several times around wear sleeve (2) until wear sleeve (2) can be removed
by hand.
2 #33, /"". 2 % 4 ## ,- -- :" ""/"".

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Crankshaft Front Seal and Wear Sleeve - Install

SMCS - 1160-012; 7558-012
Table 1
Required Tools
6V-4003 Seal Locator As 1
D
2N-5006 Bolt 2
E 8T-3099 Seal Installer 1
F 9S-8858 Nut 1
G 169-5464 Quick Cure Primer 1
H 4C-9507 Retaining Compound 1
J 1P-0808 Multipurpose Grease 1
NOTICE
NOTICE
1. Attach Tooling (D) to the crankshaft.
2. Clean the outer diameter of the crankshaft and the inner diameter of the new wear sleeve with
Tooling (G) .
3. Apply Tooling (H) to the outer diameter of the crankshaft and the inner diameter of the new wear
sleeve.
NOTICE
If the crankshaft seal and the wear sleeve come apart during
installation, the crankshaft seal and the wear sleeve must be replaced.
Note: The front crankshaft seal and the wear sleeve cannot be interchanged with the rear
crankshaft seal and the wear sleeve.
NOTICE
Do not place engine oil on the crankshaft seal for installation.
Lubrication of the crankshaft seal can give a false indication of leakage
at a later time.
4. Place front seal (1) and wear sleeve (2) onto Tooling (D) .
5. Place Tooling (E) onto Tooling (D). Apply Tooling (J) onto the face of the washer on Tooling (F).
Install Tooling (F) onto Tooling (E). Tighten the nut until Tooling (E) contacts Tooling (D) .
6. Remove the tooling from the crankshaft.
End By: Install the vibration damper. Refer to Disassembly and Assembly, "Vibration Damper -
2 #33, /"". 2 % 4 ## ,1 #, :" ""/"".

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Flywheel - Remove and Install

SMCS - 1156-010
Removal Procedure
Table 1
Required Tools
Guide Bolts
B - 2
1 - 14 NF by 8 inch
C 2D-1201 Eyebolts 2
NOTICE
1. Remove the magnetic pickups.
2. Install Tooling (A) on flywheel (1) and attach a suitable lifting device. The weight of flywheel (1)
is approximately 167 kg (370 lb).
3. Remove two bolts (2) on each side of the crankshaft.
4. Install Tooling (B) .
5. Remove remaining bolts (2) .
6. Remove flywheel (1) .
Use the following procedure if flywheel (1) is not easily separated from the crankshaft:
a. Install Tooling (C) in each side of flywheel (1) .
b. Use a prybar to remove flywheel (1) from the crankshaft.
Table 2
Required Tools
Guide Bolts
B - 2
1 - 14 NF by 8 inch
NOTICE
1. Inspect the condition of the flywheel ring gear. Use the following procedure in order to replace the
ring gear, if necessary.
a. Remove the damaged ring gear from the flywheel.
b. Raise the temperature of the new ring gear.
c. Install the gear on the flywheel. Ensure that the chamfer of the gear teeth will be toward the
pinion of the starting motor.
2. Install Tooling (B) in the end of the crankshaft.
3. Install Tooling (A) onto flywheel (1) and attach a suitable lifting device. The weight of flywheel
Note: Ensure that the mark on flywheel (1) is aligned with the mark on the crankshaft.
4. Lift flywheel (1) into position onto Tooling (B) .
5. Apply clean engine oil to bolts (2) and install bolts (2) .
6. Remove Tooling (A) and Tooling (B). Install remaining two bolts (2). Tighten bolts (2) to the
correct torque.
Note: Refer to Specifications, "Flywheel" for the correct torque.
7. Install the magnetic pickups.
1 #22, /"". 1 % 3 ## ,9 ,# :" ""/"".

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Crankshaft Rear Seal and Wear Sleeve - Remove

SMCS - 1161-011; 7558-011
Removal Procedure
Table 1
Required Tools
A 1U-7600 Slide Hammer Puller 1
B 6V-3143 Distorter Adapter 1
C 5P-7409 Sleeve Distorter 1
Start By:
A. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove and Install".
NOTICE
NOTICE
1. Drill three evenly spaced holes in crankshaft rear seal (1). Use Tooling (A) in order to remove
crankshaft rear seal (1) .
2. Insert Tooling (B) between the rear housing and wear sleeve (2) .
NOTICE
The use of excessive force on the sleeve distorter can cause the distorter
adapter to crack the housing. To help avoid damage to the engine, do
not use excessive force to remove the wear sleeve.
3. Insert Tooling (C) between Tooling (B) and wear sleeve (2). Carefully turn Tooling (C) until the
edge of the tool causes a crease in wear sleeve (2) .
Repeat this procedure several times around wear sleeve (2) until wear sleeve (2) can be removed
by hand.
1 #22, /"". 1 % 3 ## ,9 0. :" ""/"".

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Crankshaft Rear Seal and Wear Sleeve - Install

SMCS - 1161-012; 7558-012
Table 1
Required Tools
6V-4003 Seal Locator As 1
D
2N-5006 Bolt 2
E 8T-3099 Seal Installer 1
F 9S-8858 Nut 1
G 169-5464 Quick Cure Primer 1
H 4C-9507 Retaining Compound 1
J 1P-0808 Multipurpose Grease 1
NOTICE
NOTICE
1. Attach Tooling (D) to the crankshaft.
2. Clean the outer diameter of the crankshaft and the inner diameter of the new wear sleeve with
Tooling (G) .
3. Apply Tooling (H) to the outer diameter of the crankshaft and the inner diameter of the new wear
sleeve.
NOTICE
If the crankshaft seal and the wear sleeve come apart during
installation, the crankshaft seal and the wear sleeve must be replaced.
Note: The rear crankshaft seal and the wear sleeve cannot be interchanged with the front
crankshaft seal and the wear sleeve.
NOTICE
Do not place engine oil on the crankshaft seal for installation.
Lubrication of the crankshaft seal can give a false indication of leakage
at a later time.
4. Place rear seal (1) and the wear sleeve (2) onto Tooling (D) .
5. Place Tooling (E) onto Tooling (D). Apply Tooling (J) onto the face of the washer on Tooling (F).
Install Tooling (F) onto Tooling (E). Tighten the nut until Tooling (E) contacts Tooling (D) .
6. Remove the tooling from the crankshaft.
End By: Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove and Install".
2 #11, /"". 2 % 3 ## , "- 9" ""/"".

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Flywheel Housing - Remove

SMCS - 1157-011
Removal Procedure
Table 1
Required Tools
8B-7548 Push-Puller Tool Group 1
8B-7559 Adapter 2
A
8H-0684 Ratchet Wrench 1
8B-7561 Step Plate 3
C 169-5464 Quick Cure Primer -
Start By:
A. Remove the starting motors. Refer to Disassembly and Assembly, "Air Starting Motor - Remove"
or Disassembly and Assembly, "Electric Starting Motor - Remove and Install".
B. If the exhaust elbow is attached to the flywheel housing, remove the exhaust elbow and remove
the bracket for the exhaust elbow. Refer to Disassembly and Assembly, "Exhaust Elbow -
C. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove".
NOTICE
1. Use the timing pins in order to properly time the engine. Refer to Testing and Adjusting,
"Camshaft Timing". Refer to Testing and Adjusting, "Finding the Top Center Position for the No.
1 Piston".
2. Remove the crankshaft rear seal and the wear sleeve. Refer to Disassembly and Assembly,
"Crankshaft Rear Seal and Wear Sleeve - Remove".
3. Remove the camshaft covers and gaskets.
4. Remove the bolts and plates from the camshafts.
5. Use Tooling (A) in order to remove camshaft drive gears (1) .
6. Install Tooling (B) into flywheel housing (2) . Attach a suitable lifting device to Tooling (B) . The
weight of flywheel housing (2) is approximately 251 kg (553 lb).
7. Remove the bolts and remove flywheel housing (2) and the gasket.
8. After removing flywheel housing (2) , clean the mating surface of the cylinder block and the
mating surface of the flywheel housing with Tooling (C) . If necessary, use a gasket scraper and a
solvent in order to remove any residual gasket material. Both mating surfaces must be clean, dry,
and free of any oil before installation.
0 #11, /"". 0 % 2 ## , /8 9" ""/"".

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Flywheel Housing - Install

SMCS - 1157-012
Table 1
Required Tools
Guide Bolts
D - 2
5/8 - 11 NC by 8 inch
185-3984 (1)
E or Gasket Sealant -
4C-5300
(1) EAME
NOTICE
Note: Refer to Engine News27 March 2006, "Sealing and Installing the Flywheel Housing" for
more information.
1. Ensure that the mating surface of the flywheel housing and the engine block are clean. Both
mating surfaces must be clean, dry, and free of any oil before Tooling (E) is applied.
2. Apply a 6.0 mm (0.25 inch) bead of Tooling (E) to the mating surface of the flywheel housing.
Refer to Illustration 1.
3. Install Tooling (D) into the cylinder block.
4. Install Tooling (B) onto flywheel housing (2) . Attach a suitable lifting device to Tooling (B) . The
weight of flywheel housing (2) is approximately 251 kg (553 lb).
5. Lift flywheel housing (2) into position onto Tooling (D) .
Note: For the correct positions of the bolts, see Illustration 3 or Illustration 4.
6. Install the bolts and the hard washers that secure flywheel housing (2) to the cylinder block.
Remove Tooling (D) and install the remaining bolts and the remaining hard washers.
(A) 1/2 - NC
(B) 1/2 - NC
(C) 1/2 - NC
(D) 1/2 - NC
(E) 1/2 - NC
(F) 5/8 - NC
(G) 1/2 - NC
(H) 1/2 - NC
(I) 1/2 - NC
(J) 5/8 - NC
(K) 5/8 - NC
(L) 5/8 - NC
7. Tighten the bolts in flywheel housing (2) evenly. Tighten the 1/2 - NC bolts to a torque of 135 ±
20 N·m (100 ± 15 lb ft). Tighten the 5/8 - NC bolts to a torque of 270 ± 40 N·m (200 ± 30 lb ft).
The torque for plugs (3) is 70 ± 15 N·m (50 ± 11 lb ft).
8. Install the crankshaft rear seal and the wear sleeve. Refer to Disassembly and Assembly,
"Crankshaft Rear Seal and Wear Sleeve - Install".
9. Place the camshaft timing pins in position and place the timing bolt in the flywheel with the No. 1
piston at the top center position on the compression stroke.
10. Use the following procedure in order to install camshaft drive gears (1) .
a. Clean the taper of the camshaft and clean the tapered bore of the camshaft gear with a lint
free cloth that is saturated with a solvent in order to remove any excess oil. Clean the parts
again with a lint free alcohol wipe in order to remove any residue. If the alcohol wipe is
dirty after cleaning the parts, clean the parts again with a lint free alcohol wipe until no
residue is left on the alcohol wipe.
Note: It is critical that the taper of the camshaft and the tapered bore of the camshaft gear
are clean, dry, and free of residue before assembly.
b. Ensure that the camshaft timing pins and the timing pin for the flywheel are installed.
c. Place camshaft drive gears (1) in position. Remove the backlash by rotating the gears in the
opposite direction of engine rotation.
Note: For "Standard Rotation" engines, turn the camshaft drive gears CLOCKWISE. For
"Reverse Rotation" engines, turn the camshaft drive gears COUNTERCLOCKWISE.
d. Install the bolt and the plate for the camshafts.
e. Install the bolt and the timing ring for the camshafts. Ensure that the hole in the timing ring
is properly seated on the locating pin.
f. Tighten the bolts to a torque of 360 N·m (265 lb ft).
g. Place a Mark on the bolts.
h. Place a driver against the retaining plate of the camshaft gear. Strike the driver solidly with
a hammer 3 to 4 times.
i. Tighten the bolts again to a torque of 360 N·m (265 lb ft).
j. Repeat Steps 10.h and 10.i until the Mark has turned at least 90 degrees.
11. Remove the timing pins from the camshafts and the flywheel.
12. Install the gaskets and camshaft covers.
End By:
a. Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Install".
b. If the exhaust elbow was removed, install the exhaust elbow. Refer to Disassembly and Assembly,
"Exhaust Elbow - Remove and Install".
c. Install the starting motors. Refer to Disassembly and Assembly, "Air Starting Motor - Install" or
Disassembly and Assembly, "Electric Starting Motor - Remove and Install".
2 #11, /"". 2 % 3 ## , 0" 9" ""/"".

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Engine Oil Sequence Valves - Remove and Install

SMCS - 1332-010
Removal Procedure
Start By:
A. Remove the front drive housing. Refer to Disassembly and Assembly, "Front Drive Housing -
Remove and Install" or Disassembly and Assembly, "Drive Housing (Front) - Remove and
Install".
B. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing -
Remove".
NOTICE
pressure.
1. Remove cover (1) from the front of the cylinder block.
2. Remove plunger assembly (2) and spring (3) from the front of the cylinder block.
pressure.
3. Remove the idler gear and the shaft. Remove cover (4) on the rear of the cylinder block.
4. Remove plunger assembly (5) and spring (6) from the rear of the cylinder block.
NOTICE
1. Place clean engine oil on spring (6) and plunger assembly (5) .
2. Install spring (6) and plunger assembly (5) .
injury.

3. Install cover (4) on the rear of the cylinder block. Install the idler gear and the shaft.
injury.

4. Place clean engine oil on spring (3) and plunger assembly (2) .
5. Install spring (3) and plunger assembly (2) on the front of the cylinder block.
6. Install cover (1) on the front of the cylinder block.
End By:
a. Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Install".
b. Install the front drive housing. Refer to Disassembly and Assembly, "Front Drive Housing -
Remove and Install" or Disassembly and Assembly, "Drive Housing (Front) - Remove and
Install".
2 #00, /"". 2 % 3 ## , -. 9" ""/"".

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Gear Group (Rear) - Remove

SMCS - 1206-011; 1212-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing -
Remove".
NOTICE
NOTICE
containing fluids.

Note: The following Step is for a 3508 Engine.
1. The engine must be put in time before the flywheel housing is removed. This is done in order to
make sure that the rear gear group is in alignment with the rotation of the engine, as shown.
2. Remove plate (1) and gear (2) .
3. Use Tooling (A) and a suitable press to remove bearing (3) from gear (2) .
4. Remove the bolts, the washers, and camshaft idler gears (4) .
5. Remove washers (6) and shafts (5) from camshaft idler gears (4) .
6. Use Tooling (A) and a suitable press to remove bearings from camshaft idler gears (4) .
7. Remove the bolts from shaft (7) and remove shaft (7) .
8. Remove the bolts and crankshaft gear (8) from the end of the crankshaft.
1 #22, /"". 1 % 3 ## ,. #0 9" ""/"".

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Gear Group (Rear) - Install

SMCS - 1206-012; 1212-012
Table 1
Required Tools
A 1P-0520 Driver Gp 1
NOTICE
1. Install crankshaft gear (8) and the bolts.
2. Install shaft (7) and the bolts. The torque for the bolts is 140 ± 10 N·m (105 ± 5 lb ft).
(4) Camshaft Idler Gear. (9) Bearing. (E) 81.060 ± 0.010 mm (3.1913 ± 0.0004 inch). (F) 1.00 ± 0.25 mm (0.040 ±
0.010 inch).
3. Use Tooling (A) and a suitable press to install the bearings in camshaft idler gears (4) . Install
bearing (9) into gear (4) to Depth (F) , as shown.
4. Machine the inside diameter of bearing (9) to Dimension (E) , as shown.
Note: The surface finish of Bore (E) must be 0.8 micrometers. Pitch Diameter (H) must be
concentric with a total indicator reading of 0.12 mm (0.005 inch). Surface (G) of gear (4) must be
square with Bore (E) within 0.05 mm (0.002 inch).
5. Place clean engine oil on the bearings and install shafts (5) with washers (6) on camshaft idler
gears (4) .
6. Install camshaft idler gears (4) and the bolts.
(2) Cluster Idler Gear. (3) Bearing. (A) 75.060 ± 0.010 mm (2.9551 ± 0.0004 inch). (B) 1.5 ± 0.5 mm (0.06 ± 0.02
inch).
7. Use Tooling (A) and a suitable press to install bearing (3) in gear (2) . Install bearing (3) to Depth
(B) , as shown.
8. Machine the inside diameter of the bearing to Dimension (A) , as shown.
Note: The surface finish of Bore (A) must be 0.8 micrometers. Pitch Diameter (C) must be
concentric with a total indicator reading of 0.15 mm (0.006 inch). Surface (D) of gear (2) must be
square with Bore (A) within 0.05 mm (0.002 inch).
Note: The following Step is for a 3508 Engine.
Note: When you install the rear cluster gear assembly to the crank gear, there are no timing marks
on the G3512 and the G3516 engines. On the G3508 engines, the rear cluster gears have timing
marks that must be aligned with the marks that are on the cluster gears.
9. Put clean engine oil on the bearing and install the gear assembly on the shaft. Make sure that the
marks on the gear assembly and the crankshaft are in alignment with the rotation of the engine, as
shown.
10. Place clean engine oil on gear (2) and install gear (2) on the engine.
11. Install plate (1) and the bolts.
End By: Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing -
Install".
1 #00, /"". 1 % 2 ## ,. ,8 9" ""/"".

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Piston Cooling Jets - Remove and Install

SMCS - 1331
Removal Procedure
Start By:
A. Remove the engine oil pump, if necessary. Refer to Disassembly and Assembly, "Engine Oil
Pump - Remove".
NOTICE
1. Remove the cylinder block cover from the side of the engine.
2. Remove bolts (1) and retainer (2) .
3. Remove piston cooling jet (3) from the inside of the engine.
NOTICE
1. Position piston cooling jet (3) in the engine block. Ensure that the oil holes in the end of the jet are
facing toward the piston.
2. Install retainer (2) and bolts (1) .
3. Install the cylinder block cover on the side of the engine.
End By: Install the engine oil pump, if necessary. Refer to Disassembly and Assembly, "Engine Oil
Pump - Install".
1 #00, /"". 1 % 2 ## ,0 ". 8" ""/"".

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Bearing Clearance - Check

SMCS - 1203-535; 1219-535
Measurement Procedure
Table 1
Required Tools
198-9142 Plastic Gauge 1
A
NOTICE
Note: Caterpillar does not recommend the checking of the actual bearing clearances particularly on
small engines. This is because of the possibility of obtaining inaccurate results and the possibility of
damaging the bearing or the journal surfaces. Each Caterpillar engine bearing is quality checked for
specific wall thickness.
Note: The measurements should be within specifications and the correct bearings should be used. If the
crankshaft journals and the bores for the block and the rods were measured during disassembly, no
further checks are necessary. However, if the technician still wants to measure the bearing clearances,
Tooling (A) is an acceptable method. Tooling (A) is less accurate on journals with small diameters if
clearances are less than 0.10 mm (0.004 inch).
NOTICE
Lead wire, shim stock or a dial bore gauge can damage the bearing
surfaces.
The technician must be very careful to use Tooling (A) correctly. The following points must be
remembered:
Ensure that the backs of the bearings and the bores are clean and dry.
Ensure that the bearing locking tabs are properly seated in the tab grooves.
The crankshaft must be free of oil at the contact points of Tooling (A) .
1. Put a piece of Tooling (A) on the crown of the bearing that is in the cap.
Note: Do not allow Tooling (A) to extend over the edge of the bearing.
2. Use the correct torque-turn specifications in order to install the bearing cap. Do not use an impact
wrench. Be careful not to dislodge the bearing when the cap is installed.
Note: Do not turn the crankshaft when Tooling (A) is installed.
3. Carefully remove the cap, but do not remove Tooling (A). Measure the width of Tooling (A)
while Tooling (A) is in the bearing cap or on the crankshaft journal. Refer to Illustration 1.
Typical Example
4. Remove all of Tooling (A) before you install the bearing cap.
Note: When Tooling (A) is used, the readings can sometimes be unclear. For example, all parts of
Tooling (A) are not the same width. Measure the major width in order to ensure that the parts are
within the specification range. Refer to Specifications, "Crankshaft" for the correct clearances.
1 #//, 0"". 1 % 2 ## ,/ 08 9" ""0"".

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Connecting Rod Bearings - Remove and Install

SMCS - 1219-010
Removal Procedure
Table 1
Required Tools
A 5R-7425 Barring Gp (1) 1
(1) The 9S-9082 Engine Turning Tool is alternate tooling.
Start By:
A. Remove the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets -
NOTICE
1. Use Tooling (A) to turn the flywheel in order to access the connecting rod cap that will be
removed.
Note: Inspect the connecting rod and connecting rod cap for the proper identification mark. The
connecting rod and the connecting rod cap should have an etched number on the side. The number
should match the cylinder number. Mark the connecting rod and the connecting rod cap, if
necessary.
2. Remove bolts (1) and connecting rod cap (2) from the crankshaft.
3. Push the connecting rod away from the crankshaft and remove the upper half of the connecting
rod bearing.
4. Remove lower half (3) of the connecting rod bearing from connecting rod cap (2) .
Table 2
Required Tools
B 6V-4876 Lubricant 1
NOTICE
1. Check the clearance of the bearings. Refer to Disassembly and Assembly, "Bearing Clearance -
Check" for the correct procedure.
2. Place clean engine oil on the connecting rod bearings.
3. Install lower half (3) of the connecting rod bearing in connecting rod cap (2). Ensure that the tab
on the back of the bearing is in the bearing tab groove on the connecting rod cap.
4. Install the upper half of the connecting rod bearing in the connecting rod. Ensure that the tab on
the back of the bearing is in the bearing tab groove on the connecting rod.
5. Position the connecting rod on the crankshaft.
6. Position connecting rod cap (2) onto the connecting rod. Ensure that the number on the side of
connecting rod cap (2) corresponds to the number that is on the connecting rod.
7. Apply Tooling (B) to bolts (1) and install bolts (1) .
(4) Side of the connecting rod with the chamfer
(5) Location pin
a. Tighten Bolts (A) and (B) to 90 ± 5 N·m (65 ± 4 lb ft).
b. Tighten Bolts (C) and (D) to 90 ± 5 N·m (65 ± 4 lb ft).
c. Tighten Bolts (C) and (D) again to 90 ± 5 N·m (65 ± 4 lb ft).
d. Tighten all of the bolts for an additional 90 ± 5 degrees (1/4 turn).
8. Check the side clearance that is between two of the connecting rods that are on the same journal.
The clearance must be 0.85 ± 0.332 mm (0.034 ± 0.0130 inch).
End By: Install the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets -
1 #22, /"". 1 % 3 ## ,2 0, 9" ""/"".

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Crankshaft Main Bearings - Remove

SMCS - 1203-011
Removal Procedure
Table 1
Required Tools
A 9S-9082 Engine Turning Tool 1
B 9U-5023 Main Bearing Wrench 1
C 2P-5517 Main Bearing Tool 1
230-5843 (1)
D or Main Bearing Cap Tool 2
236-6688 (2)
(1) Use with 19.0 mm (3/4 inch) main bearing cap bolts.
Start By:
A. Remove the oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
NOTICE
1. Remove covers (1) from the side of the engine.
2. Use Tooling (A) in order to rotate the crankshaft. Rotate the crankshaft in order to position the
counterweight on the top.
3. Use Tooling (B) and loosen the bolts for the main bearing cap.
4. Remove the two outer bolts for main bearing cap (2) and install Tooling (D). Install Tooling (D)
until Tooling (D) bottoms out in the block. Adjust nuts (3) on Tooling (D) until nuts (3) make
contact with main bearing cap (2). Remove the two inner bolts for main bearing cap (2) .
5. Loosen nuts (3) evenly in order to lower main bearing cap (2). Lower main bearing cap (2) to the
end of the bolt on Tooling (D) in order to gain access to the main bearings.
6. Use Tooling (A) and rotate the crankshaft until the oil hole of the crankshaft journal is just below
the side of the main bearing without the tab. Install Tooling (C) and remove the upper bearing.
7. Remove lower main bearing (4) from main bearing cap (2) .
1 #22, /"". 1 % 3 ## 0" "9 :" ""/"".

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Crankshaft Main Bearings - Install

SMCS - 1203-012
Table 1
Required Tools
A 9S-9082 Engine Turning Tool 1
B 9U-5023 Main Bearing Wrench 1
C 2P-5517 Main Bearing Tool 1
230-5843 (1)
D or Main Bearing Cap Tool 2
236-6688 (2)
E 9S-7351 Torque Wrench 1
F 6V-4876 Lubricant 1
NOTICE
1. Measure the clearances of the main bearings. Refer to Disassembly and Assembly, "Bearing
Clearance - Check".
NOTICE
Ensure that the upper halves and the lower halves of the main bearings
are installed with the tabs fitting into the notch in the cylinder block
and the notch in the main bearing cap.
2. Coat the main bearings with clean engine oil. Install new lower main bearing (4) into main
bearing cap (2) .
3. Install the new upper main bearing with the side without the tab into the side of the block with the
tab. Use your hand and roll the upper main bearing into position. Use Tooling (A) and rotate the
crankshaft. Rotate the crankshaft until the oil hole is positioned in front of the side of the upper
main bearing with the tab.
4. Install Tooling (C) and finish rolling the upper main bearing into position. Make sure that Tooling
(C) does not slide under the upper main bearing.
5. Remove Tooling (C) .
6. Tighten nuts (3) on Tooling (D) in order to raise main bearing cap (2) to the block. Nuts (3) must
be tightened evenly in order for main bearing cap (2) to fit into the block.
7. Coat the threads of the bolts for the main bearing caps and coat the underside of the bolt heads
with clean engine oil. Install the two inner bolts for the main bearing cap. Remove Tooling (D)
and install the two outer bolts for the main bearing cap.
8. Use Tooling (E) and Tooling (B) and tighten the bolts according to the sequence that is shown in
Illustration 5. Arrow (X) points to the front of the engine. Tighten the bolts to a torque of 190 ± 14
N·m (140 ± 10 lb ft).
9. Tighten the bolts for an additional 180 ± 5 degrees (1/2 turn).
10. Install covers (1) onto the side of the engine.
Note: For more information on the crankshaft, refer to Specifications.
End By: Install the oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
1 #//, 2"". 1 % 3 ## 0" 29 :" ""2"".

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Pistons and Connecting Rods - Remove

SMCS - 1225-011
Removal Procedure
Table 1
Required Tools
B 1P-1861 Retaining Ring Pliers 1
C 6V-4020 Piston Ring Expander 1
5P-8639 Hydraulic Press 1
8F-0024 Hose Assembly 1
D 1P-2375 Quick Connect Coupler 1
1P-2376 Quick Connect Coupler 1
1U-5230 Hand Hydraulic Pump 1
E 5P-8649 Adapter 1
F 6V-3043 Spacer 1
G 6V-3042 Adapter 1
(1) The 9S-9082 Engine Turning Tool is alternative tooling.
Start By:
A. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove".
B. Remove the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets -
NOTICE
Note: The front end of the engine is the end that is opposite of the flywheel. The number one
cylinder is the right front cylinder and the number two cylinder is the front left cylinder.
1. Remove the cover from the front right side of the flywheel housing. Use Tooling (A) to rotate the
flywheel until all four bolts in the connecting rod cap can be removed.
2. Mark the cylinder number on each connecting rod and on the corresponding connecting rod cap.
3. Remove bolts (1) and connecting rod cap (2) from connecting rod (5) .
4. Remove the piston and connecting rod assembly.
5. Use Tooling (B) to remove the retaining rings that hold piston pin (4). Remove piston pin (4).
Remove piston (3) from connecting rod (5) .
6. Remove the bearings from connecting rod (5) and from connecting rod cap (2) .
Note: To help in the removal of the piston rings, separate the piston skirt from the piston crown.
7. Use Tooling (C) to remove piston rings (6) from piston (3) .
8. Clean the piston ring grooves with an acceptable ring groove tool. Refer to Guideline For
Reusable Parts, SEBF8059, "Procedure To Clean And Inspect 3500 Series Engine Pistons" for the
correct procedure for cleaning the pistons.
9. Raise the temperature of connecting rod (5). Place Tooling (F) in the base plate of Tooling (D).
Place connecting rod (5) on the base plate.
Note: Do not use a direct flame in order to heat connecting rod (5) .
10. Place the piston pin bearing in the center of the port assembly on Tooling (D). Install pin (9) in the
center of the bore for the piston pin.
11. Install Tooling (E). Align the hole in Tooling (E) with the hole that is in the base plate of Tooling
(D) .
12. Install bar clamp (11) and clamp pin (10) .
Note: The old bearing is pushed out while the new bearing is installed.
13. Position Tooling (G) with the tapered side facing downward. The piston pin bearing joint must be
aligned with the hole in Tooling (E) and the hole in the base plate of Tooling (D) .
14. Place pusher (7) on Tooling (G) .
15. Use Tooling (D) to push new piston pin bearing (8) into connecting rod (5) until Tooling (G)
makes contact with connecting rod (5) .
16. Remove connecting rod (5) and the old piston pin bearing from Tooling (D) .
17. After the piston pin bearing is installed, measure the diameter of the bearing bore. The correct
diameter is 70 ± 0.01 mm (2.8 ± 0.000 inch).
1 #22, /"". 1 % 3 ## 0" 00 9" ""/"".

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Pistons and Connecting Rods - Install

SMCS - 1225-012
Table 1
Required Tools
C 6V-4020 Piston Ring Expander Gp 1
H 1U-7616 Piston Ring Compressor Gp 1
J 6V-4876 Lubricant 1
(1) The 9S-9082 Engine Turning Tool is alternative tooling.
NOTICE
1. Use Tooling (C) to install the piston rings onto the piston.
a. For the oil control ring, ensure that the ends of the spring are 180 degrees from the ring gap.
The white portion of the spring must be visible at the ring gap.
b. Install the intermediate ring with the side marked "UP-2" toward the top of the piston.
c. Install the top ring with the side marked "UP-1" toward the top of the piston.
d. After the rings are installed, rotate the rings so that the gaps are spread apart by 120
degrees. Orient the oil control ring gap toward the bore for the piston pin.
2. Place the piston crown into the piston skirt. Use clean engine oil to coat the bore of piston (3),
piston pin (4), and the piston pin bearing in connecting rod (5). Position connecting rod (5) inside
piston (3). Insert piston pin (4) through piston (3) and the bearing.
3. Use Tooling (B) to install the retaining rings. Orient the retaining ring gaps toward the top of
piston (3) .
4. Install the upper half of the connecting rod bearing in connecting rod (5). Ensure that the tab on
the back of the bearing is in the bearing tab groove in connecting rod (5) .
5. Coat the piston rings, the cylinder liner, and the upper half of the connecting rod bearing with
clean engine oil.
Chamfer on one side of the connecting rod bore
6. Use Tooling (H) to compress the piston rings.
NOTICE
Improper installation of the piston and connecting rod assembly will
result in severe damage to the engine.
Make sure that the side of the connecting rod bore with the chamfer is
oriented next to the surface of the crankshaft thrust plate. The square
side of the connecting rod bore must be next to the other connecting
rod that is on the same crankshaft journal.
7. Install the piston and connecting rod assembly into the cylinder liner. Ensure that the side of the
connecting rod bore with the chamfer is oriented next to the surface of the crankshaft thrust plate.
The square side of the connecting rod bore must be next to the other connecting rod that is on the
same crankshaft journal.
8. Install the lower half of the connecting rod bearing in connecting rod cap (2). Ensure that the tab
on the back of the bearing is in the bearing tab groove on the connecting rod cap (2). Coat the
bearing with clean engine oil.
9. Apply Tooling (J) to the bolt threads and to all of the surfaces of the bolts that contact connecting
rod cap (2) .
10. Position connecting rod cap (2) on the connecting rod and install the bolts.
(12) Side of the connecting rod with the chamfer
(13) Location pin
a. Tighten Bolts (A) and (B) to 90 ± 5 N·m (65 ± 4 lb ft).
b. Tighten Bolts (C) and (D) to 90 ± 5 N·m (65 ± 4 lb ft).
c. Tighten Bolts (A) and (B) again to 90 ± 5 N·m (65 ± 4 lb ft).
d. Tighten Bolts (C) and (D) again to 90 ± 5 N·m (65 ± 4 lb ft).
e. Tighten all of the bolts for an additional 90 ± 5 degrees (1/4 turn).
11. Check the side clearance that is between two of the connecting rods that are on the same journal.
The clearance must be 0.85 ± 0.332 mm (0.034 ± 0.0130 inch).
End By:
a. Install the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets - Remove
and Install".
b. Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install".
1 #22, /"". 1 % 3 ## 0# "# 9" ""/"".

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Cylinder Liner - Remove

SMCS - 1216-011
Removal Procedure
Table 1
Required Tools
A 5P-8665 Cylinder Liner Puller 1
Start By:
A. Remove the pistons and the connecting rod assemblies. Refer to Disassembly and Assembly,
"Pistons and Connecting Rods - Remove".
NOTICE
containing fluids.

NOTICE
1. Drain the coolant from the cooling system and the engine block into a suitable container for
storage or for disposal. Refer to Operation and Maintenance Manual, "Cooling System Coolant -
Change".
2. Place covers over the crankshaft journals in order to shield the journals from dirt and coolant.
3. Use Tooling (A) in order to remove the cylinder liner.
4. Remove O-ring seals (1) and filler band (3) from cylinder liner (2) .
2 #33, /"". 2 % 4 ## 0# #. :" ""/"".

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Cylinder Liner - Install

SMCS - 1216-012
Table 1
Required Tools
B 8F-6123 Bolt 2
0S-1575 Bolt 4
3B-1925 Washer 4
C 8T-0455 Liner Projection Tool Group 1
D 2P-8260 Cylinder Liner Installer 1
NOTICE
Cylinder Liner Projection
1. Install a new gasket for the spacer plate and install the spacer plate.
2. Do not install the O-ring seals or the filler band on the cylinder liner. Position the cylinder liner in
the cylinder bore.
3. Secure the spacer plate and the cylinder liner in position according to the following procedure:
a. Install bolts (4) and the washers around the cylinder liner.
b. Tighten bolts (4) evenly to a torque of 95 N·m (70 lb ft).
c. Install Tooling (B) . Ensure that Tooling (B) is in position at the center of the cylinder liner.
Ensure that the surface of the cylinder liner is clean. Tighten the bolts on Tooling (B)
4. Use Tooling (C) to measure the liner projection.
5. Place the gauge body on the spacer plate near the liner flange. Gauge should read zero. Position
the gauge body so that the point is on the outer ring of the liner flange. The gauge will read the
liner projection. Measure four equally distant points around the liner flange.
Note: If the measurements around the liner are different, rotate the liner to a different position
within the bore. If the liner projection is not within specifications, move the liner to a different
bore. Inspect the top face of the cylinder block. Measure the cylinder block bore for the liner. If
the bore is too shallow, the bore may require rework.
6. The liner projection must be 0.059 to 0.199 mm (0.0023 to 0.0078 inch).
The maximum acceptable difference between the high measurements and the low measurements is
0.05 mm (0.002 inch).
7. If the liner projection is not 0.059 to 0.199 mm (0.0023 to 0.0078 inch), measure the thickness of
the following items:
(5) Spacer plate ... 12.31 ± 0.025 mm (0.490 ± 0.0010 inch)
(6) Spacer plate gasket ... 0.21 ± 0.025 mm (0.010 ± 0.0010 inch)
(7) Cylinder liner flange ... 12.65 ± 0.020 mm (0.500 ± 0.0010 inch)
8. When the liner projection is correct, make alignment marks on the liner and the cylinder block.
9. Remove Tooling (B) and Tooling (C) . Remove the liner, the spacer plate, and the gasket for the
spacer plate.
Install the Cylinder Liner
1. Apply liquid soap on the grooves for O-ring seals (1) and on O-ring seals (1) . Install O-ring seals
(1) on cylinder liner (2) . Also, coat the cylinder block bore for cylinder liner (2) with liquid soap.
2. Dip filler band (3) in clean engine oil. Immediately install filler band (3) onto cylinder liner (2) .
3. Immediately install cylinder liner (2) before filler band (3) can expand. Ensure that the marks that
are on cylinder liner (2) and the cylinder block are aligned.
4. Use Tooling (D) to press the cylinder liner into the cylinder block.
End By: Install the pistons and the connecting rod assemblies. Refer to Disassembly and Assembly,
"Pistons and Connecting Rods - Install".
2 #00, /"". 2 % 3 ## 1# ,, 9" ""/"".

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"/01--12
Camshaft - Remove
SMCS - 1210-011
Removal Procedure
Table 1
Required Tools
A 238-9586 Camshaft Drive Group 1
1P-0820 Hydraulic Puller 1
B 8B-7559 Adapter 2
5H-1504 Hard Washer 3
9U-6600 Hand Hydraulic Pump 1
C 125-0200 Camshaft Pilot As 2
D 125-0201 Camshaft Guide As 1
E 8T-3169 Crank Assembly 1
Start By:
A. Remove the valve cover base. Refer to Disassembly and Assembly, "Valve Cover Base - Remove
and Install".
B. Remove the speed/timing sensor. Refer to the Service Manual, "Electronic Troubleshooting"
module.
C. Remove the electronic control module. Refer to Disassembly and Assembly, "Electronic Control
Module (ECM) and Personality Module (PM) - Remove and Install".
NOTICE
1. Remove tube assemblies (1) .
2. Remove bolts (3) and covers (2) from both sides of the engine.
3. Remove covers (4) from both sides of the front housing.
4. Pull valve lifters (5) away from the camshaft. Hold valve lifters (5) in position with O-ring seals.
5. Remove covers (6) for the camshaft drive gears from the flywheel housing.
6. Remove the bolt and plate (7) that fastens camshaft drive gear (8) to the camshaft.
7. Place the three washers from Tooling (B) behind plate (7) and install the bolt.
NOTICE
Do not apply more than 51675 kPa (7500 psi) pressure to the hydraulic
puller. The adapters are rated at 6 1/2 tons each and the hydraulic
puller is rated at 17 tons at 68900 kPa (10000 psi). If too much pressure
is applied, the gear may be damaged.
8. Install Tooling (B) on camshaft drive gear (8) . Apply 51675 kPa (7500 psi) to Tooling (B) .
Strike the screw on Tooling (B) with a hammer until camshaft drive gear (8) is free from the
camshaft. Remove Tooling (B) and camshaft drive gear (8) .
9. Remove bolts (9) and thrust washers (10) that fasten the camshaft to the engine block.
10. Perform Steps 5 through 9 for the camshaft on the other side of the engine.
11. Remove timing ring (11) from the camshaft.
12. Install Tooling (C) on each end of the camshaft.
Note: Tooling (D) can be installed on the flywheel housing in order to remove the camshaft from
the rear. Tooling (D) can also be installed on the front housing in order to remove the camshaft
from the front of the engine.
13. Install Tooling (D) on the flywheel housing.
14. Install Tooling (E) on the end of Tooling (C) .
Note: The following Step is for 3508B Engines.
Note: The weight of the camshaft for 3508 Engines is approximately 46 kg (101 lb). The camshaft
is one piece.
15. Rotate the camshaft with Tooling (E) . Pull the camshaft out of the engine until a suitable lifting
device can be attached. Remove the camshaft from the engine.
Note: The following Steps are for 3512B and 3516B Engines.
Note: The weight of the camshaft for 3512B Engines is approximately 72 kg (158 lb). The weight
of the camshaft for 3516B Engines is approximately 82 kg (181 lb).
16. Rotate the camshaft with Tooling (E) . Pull the camshaft out of the engine until a suitable lifting
device can be attached. Remove front camshaft (12) and rear camshaft (13) as a unit.
17. Remove bolts (14) . Separate the camshafts and remove spacer (15) .
18. Remove the dowel from the front of the camshaft, if necessary.
19. Repeat Steps 11 through 18 for the other camshaft.
3 #22, /"". 3 % 4 ## 0# -/ :" ""/"".

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Camshaft Bearings - Remove

SMCS - 1211-011
Removal Procedure
Table 1
Required Tools
A 6V-4077 Camshaft Bearing Tool 1
B 8S-2241 Camshaft Bearing Tool Group 1
C 5P-5247 Hydraulic Puller 1
D 8H-0684 Ratchet Wrench 1
Start By:
A. Remove the camshafts. Refer to Disassembly and Assembly, "Camshaft - Remove".
NOTICE
1. Use the following steps to install Tooling (A) .
a. Install the pilot group in camshaft bearing (1) (not shown).
b. Place the backup plate in position and ensure that camshaft bearing (1) (not shown) is
between the two parts.
c. Install the bolt that holds Tooling (A) together.
d. Use the extensions to obtain the correct length for Tooling (A) .
e. Install the puller plate on the bolt and the flywheel housing or the front housing.
Note: Tooling (B) can be used to remove the camshaft bearings when the flywheel housing
and the front housing have been removed.
2. Install Tooling (C) on Tooling (A). Pull camshaft bearing (1) from the cylinder block.
Note: Tooling (D) can be used in place of Tooling (C), if necessary.
2 #11, /"". 2 % 3 ## 0/ ". 9" ""/"".

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Camshaft Bearings - Install

SMCS - 1211-012
Table 1
Required Tool
A 6V-4077 Camshaft Bearing Tool 1
B 8S-2241 Camshaft Bearing Tool Group 1
D 8H-0684 Ratchet Wrench 1
NOTICE
1. Install camshaft bearing (1) on Tooling (A) .
Note: Tooling (B) can be used to install the camshaft bearings when the flywheel housing and the
front housing have been removed.
2. Position camshaft bearing (1) and Tooling (A) in the bore.
Note: The joint in camshaft bearing (1) must be on the horizontal centerline of the bore. The
upper oil hole must be 20 ± 5 degrees above the horizontal centerline of the bore. The lower oil
hole of camshaft bearing (1) should be 20 ± 5 degrees below the horizontal centerline of the bore.
The joints of camshaft bearing (1) on the right side of the engine must face the inside of the
cylinder block. The joints of camshaft bearing (1) on the left side of the engine must face the
outside of the cylinder block.
3. Install Tooling (C) on Tooling (A) and pull camshaft bearing (1) (not shown) into the bore.
Note: Tooling (D) can be used in place of Tooling (C) .
4. After camshaft bearing (1) (not shown) is installed, measure the bore. The bore must be 92.00 ±
0.06 mm (3.620 ± 0.002 inch).
End By: Install the camshafts. Refer to Disassembly and Assembly, "Camshaft - Install".
3 #11, /"". 3 % 4 ## 0/ /0 :" ""/"".

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Camshaft - Install
SMCS - 1210-012
Table 1
Required Tools
A 238-9586 Camshaft Drive Group 1
C 125-0200 Camshaft Pilot As 2
D 125-0201 Camshaft Guide As 1
E 8T-3169 Crank As 1
NOTICE
1. The following steps are for the installation of a camshaft in the 3512B Engines and 3516B
Engines. The camshaft is in two pieces.
Note: Ensure that the camshafts are assembled and installed according to the marks on the
ends of the camshafts.
a. Install Tooling (D) on the flywheel housing. Do not tighten the bolts on Tooling (D) .
b. Install Tooling (C) on the end of the front half of the camshaft.
c. Ensure that the camshaft and the camshaft bearings are clean. Place clean engine oil on the
lobes and the journals of the camshaft. Also place clean engine oil on the camshaft bearings.
d. Attach a suitable lifting device to the camshaft. The weight of one-half of the camshaft for
3512B Engines is approximately 36 kg (80 lb). The weight of one-half of the camshaft for
3516B Engines is approximately 41 kg (90 lb).
e. Position the front half of camshaft (12) in the engine until Tooling (C) is in the first
camshaft bearing.
f. Rotate camshaft (12) and tighten the bolts for Tooling (D) .
g. Rotate camshaft (12) and insert the camshaft until the camshaft is slightly protruding from
Tooling (D) .
h. If the dowel was removed from the front half of camshaft (12) , install the dowel. Install the
dowel to 22 ± 0.5 mm (0.9 ± 0.02 inch) from the surface of the camshaft.
i. Attach a suitable lifting device to rear half of camshaft (13) . The weight of one-half of the
camshaft for 3512B Engines is approximately 36 kg (80 lb). The weight of one-half of the
camshaft for 3516B Engines is approximately 41 kg (90 lb). Install spacer (15) and the rear
half of camshaft (13) onto the front half of camshaft (12) . Install bolts (14) and tighten to a
torque of 55 ± 7 N·m (41 ± 5 lb ft).
j. Install Tooling (C) and Tooling (E) on the rear half of camshaft (13) .
k. Rotate the rear half of camshaft (13) and insert the camshaft into the engine.
l. Remove all Tooling. Repeat Steps 1.a through 1.k for the camshaft on the opposite side of
the engine. Go to Step 3.
2. The following steps are for the installation of the camshaft in 3508B Engines. The camshaft is
one piece.
a. Install Tooling (D) on the flywheel housing. Do not tighten the bolts on Tooling (D) .
b. Install Tooling (C) on the end of the camshaft.
c. Ensure that the camshaft and the camshaft bearings are clean. Place clean engine oil on the
lobes and the journals of the camshaft. Also place clean engine oil on the camshaft bearings.
Note: Ensure that the camshafts are installed according to the marks on the ends of the
camshafts.
d. Attach a suitable lifting device to the camshaft. The weight of the camshaft is
approximately 46 kg (101 lb). Insert the camshaft in the engine until Tooling (C) is in the
first camshaft bearing.
e. Install Tooling (E) . Rotate the camshaft and tighten the bolts on Tooling (D) .
f. Rotate the camshaft and insert the camshaft into the engine.
g. Repeat Steps 2.a through 2.f for the camshaft on the opposite side of the engine. Go to Step
3.
3. Install thrust washers (10) and bolts (9) that fasten the camshaft to the engine.
NOTICE
If the camshaft is out of time more than 18 degrees (approximately 1/2
of the timing pin is out of the groove), the valves can make contact with
the pistons. This will cause damage to the engine. Refer to Testing and
Adjusting, "Camshaft Timing" for more information.
4. Remove timing pin (16) from the storage position on the side of the engine.
5. Turn the camshaft until timing pin (16) can be installed through the cylinder block and into
groove (17) that is in the camshaft.
6. Repeat Steps 4 and 5 for the camshaft on the opposite side of the engine.
7. Remove bolts (19) , cover (18) , and plug (20) .
8. Install one bolt (19) into the flywheel housing through the hole for plug (20) . Use Tooling (A)
and a ratchet to turn the flywheel until bolt (19) can be installed through the hole and into the
flywheel. This will position the No. 1 cylinder at the top center. Refer to Testing and Adjusting,
"Finding the Top Center Position for the No. 1 Piston" for more information.
9. Use the following procedure in order to install camshaft drive gears (8) .
a. Clean the taper of the camshaft and clean the tapered bore of the camshaft gear with a lint
free cloth that is saturated with a solvent in order to remove any excess oil. Clean the parts
again with a lint free alcohol wipe in order to remove any residue. If the alcohol wipe is
dirty after cleaning the parts, clean the parts again with a lint free alcohol wipe until no
residue is left on the alcohol wipe.
Note: It is critical that the taper of the camshaft and the tapered bore of the camshaft gear
are clean, dry, and free of residue before assembly.
b. Ensure that the camshaft timing pins and the timing pin for the flywheel are installed.
c. Place camshaft drive gears (8) in position. Remove the backlash by rotating the gears in the
opposite direction of engine rotation.
Note: For "Standard Rotation" engines, turn the camshaft drive gears CLOCKWISE. For
"Reverse Rotation" engines, turn the camshaft drive gears COUNTERCLOCKWISE.
d. Install the bolt and plate (7) .
e. Install the bolt and timing ring (11) . Ensure that the hole in the timing ring is properly
seated on the locating pin.
f. Tighten the bolt to a torque of 360 N·m (265 lb ft).
g. Place a Mark on the bolt.
h. Place a driver against the retaining plate of the camshaft gear. Strike the driver solidly with
a hammer 3 to 4 times.
i. Tighten the bolt again to a torque of 360 N·m (265 lb ft).
j. Repeat Steps 9.h and 9.i until the Mark has turned at least 90 degrees.
10. Remove the timing pins from the camshafts. Install timing pins (16) in the original locations.
11. Install the gaskets and covers (6) over the camshaft drive gears on both sides of the engine.
12. Remove bolt (19) from the flywheel. Install plug (20) in the timing hole. Remove Tooling (A) and
install cover (18) with bolts (19) on the flywheel housing.
13. Install covers (4) on the front housing.
14. Remove the O-ring seals from valve lifters (5) . Push the valve lifters (5) against the camshaft.
15. Position covers (2) and install bolts (3) on both sides of the engine.
16. Install tube assemblies (1) .
End By:
a. Install the electronic control module. Refer to Disassembly and Assembly, "Electronic Control
Module (ECM) and Personality Module (PM) - Remove and Install".
b. Install the speed/timing sensor. Refer to the Service Manual, "Electronic Troubleshooting"
module.
c. Install the valve cover base. Refer to Disassembly and Assembly, "Valve Cover Base - Remove
and Install".
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Crankshaft - Remove
SMCS - 1202-011
Removal Procedure
Table 1
Required Tools
A 4C-9832 Engine Rollover Stand 1
Start By:
A. Remove the rocker shaft assemblies and the pushrods. Refer to Disassembly and Assembly,
"Rocker Shaft and Push Rods - Remove".
B. Remove the front housing. Refer to Disassembly and Assembly, "Front Drive Housing - Remove
and Install".
C. Remove the balancer gear from the rear gear group. Refer to Disassembly and Assembly, "Gear
Group (Rear) - Remove".
D. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing -
Remove".
E. Remove the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets -
NOTICE
Failure to remove the rocker shaft assemblies and push rods can result
in damaged valves when the pistons and connecting rods are pushed
away from the crankshaft.
To help avoid damage to the valves, remove the rocker shaft assemblies
and push rods before you remove the crankshaft.
NOTICE
1. Use Tooling (A) to turn the engine to a horizontal position. The engine can be supported with
Tooling (A) or with blocks. The engines have the following weights:
3508B Engines weigh approximately 4445 kg (9800 lb).
3512B Engines weigh approximately 5902 kg (13,000 lb).
3516B Engines weigh approximately 7718 kg (17,000 lb).
Note: It is not necessary to remove the counterweights from the crankshaft, if the piston and
connecting rod assemblies have been removed from the engine.
2. Place identification marks on counterweights (1). Remove counterweights (1) from the crankshaft.
Note: Ensure that the journals of the crankshaft are not scratched by the connecting rods.
3. Remove connecting rod caps (2) and push the connecting rods away from the crankshaft.
4. Remove the center main bearing cap and thrust plates (3) from each side of the center main
bearing.
5. Attach Tooling (B) to each end of the crankshaft.
6. Attach a suitable lifting device to Tooling (B) (Illustration 4). For 3508B Engines, the crankshaft
weighs approximately 398 kg (877 lb). For 3512B Engines, the crankshaft weighs approximately
590 kg (1300 lb). For 3516B Engines, the crankshaft weighs approximately 800 kg (1764 lb).
Remove remaining main bearing caps (4). Remove crankshaft (5) from the engine.
7. Remove the upper halves of the main bearings.
8. Remove the upper halves of the connecting rod bearings.
9. If necessary, remove bolts (6) and crankshaft gear (7) from each end of the crankshaft.
2 #33, /"". 2 % 4 ## 0/ - 7" ""/"".

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Crankshaft - Install
SMCS - 1202-012
Table 1
Required Tools
A 4C-9832 Engine Rollover Stand 1
C 6V-4876 Lubricant 1
D 8T-5096 Dial Indicator Gp 1
NOTICE
1. If crankshaft gear (7) was removed, install the gear on crankshaft (5) .
2. Check the clearance of the main bearings. Refer to Disassembly and Assembly, "Bearing
Clearance - Check".
Note: The upper halves of the main bearings have an oil hole in the center.
3. Install the upper halves of main bearings (8) in the cylinder block. Coat the bearings with clean
engine oil.
4. Install the upper halves of connecting rod bearings (9) in the connecting rod assemblies. Coat the
bearings with clean engine oil.
Note: Ensure that the word "FRONT" that is on the end of the crankshaft is toward the front of the
engine.
5. Attach Tooling (B) and a suitable lifting device to crankshaft (5). For 3508B Engines, the
crankshaft weighs approximately 398 kg (877 lb). For 3512B Engines, the crankshaft weighs
approximately 590 kg (1300 lb). For 3516B Engines, the crankshaft weighs approximately 800 kg
(1764 lb). Position the crankshaft in the cylinder block.
6. Ensure that the lower halves of the main bearings are in position in the main bearing caps. Coat
the bearings with clean engine oil.
Note: Main bearing caps (4) must be installed with the word "FRONT" and the part number
toward the front of the engine. Each main bearing cap has a number on the bottom surface and
each main bearing must be installed in the corresponding position in the cylinder block.
7. Coat the threads of the bolts for the main bearing caps with clean SAE 30 engine oil. Except for
the center main bearing cap, place the main bearing caps into position. Install the bolts and
washers.
Tighten the bolts according to the sequence that is shown in Illustration 4. Arrow (X) points to the
front of the engine. Tighten the bolts to a torque of 190 ± 14 N·m (140 ± 10 lb ft). Then tighten
the bolts for an additional 180 ± 5 degrees (1/2 turn).
8. Place clean engine oil on thrust plates (3). Install thrust plates (3) .
9. Install the center main bearing. Use the tightening procedure that is in Step 7.
10. Use Tooling (D) to measure the end play of the crankshaft. The end play must not exceed 0.17 to
0.63 mm (0.007 to 0.025 inch).
11. Make sure that the upper halves of the bearings are in position on the connecting rods. Make sure
that the lower halves of the bearings are in position on the connecting rod caps.
12. Check the clearance of the connecting rod bearings. Refer to Disassembly and Assembly,
"Bearing Clearance - Check".
13. Position one connecting rod onto a journal of the crankshaft.
Note: The number that is on the side of the connecting rod caps must be installed next to the
corresponding number that is on the side of the connecting rod.
14. Place Tooling (C) on the bolt threads, shanks, and seats.
15. Place connecting rod cap (2) into position. Install the bolts. Use the following procedure to tighten
the bolts:
a. Tighten Bolts (1) and (2) to a torque of 90 ± 5 N·m (65 ± 4 lb ft).
b. Tighten Bolts (3) and (4) to a torque of 90 ± 5 N·m (65 ± 4 lb ft).
c. Tighten Bolts (3) and (4) again to a torque of 90 ± 5 N·m (65 ± 4 lb ft).
d. Tighten each bolt for an additional 90 ± 5 degrees (1/4 turn). An impact wrench may be
used.
16. After measuring the clearance of the connecting rod bearing, coat the bearings with clean engine
oil. Use the same procedure to install the remaining connecting rod caps.
NOTICE
Each counterweight is numbered and must be installed in the same
position as the corresponding number on the crankshaft mounting pad
in order to prevent damage to the crankshaft.
17. If the counterweights have been removed, install counterweights (1). Use the correct tightening
procedure for the specific engine model:
18. The following procedure is for the installation of the counterweights in 3508B Engines.
a. Ensure that the dowels are in the correct position and install the counterweights on the
crankshaft.
b. Apply Tooling (C) to the bolt threads, shanks, and seats.
c. Tighten the bolts evenly to a torque of 200 ± 5 N·m (150 ± 4 lb ft).
d. Loosen the bolts.
e. Tighten the bolts evenly to a torque of 70 ± 5 N·m (50 ± 4 lb ft).
f. Tighten the bolts for an additional 120 ± 5 degrees (1/3 turn).
19. The following procedure is for the installation of the counterweights in 3512B and 3516B
Engines.
a. Ensure that the dowels are in the correct position and install the counterweights on the
crankshaft.
b. Apply Tooling (C) to the bolt threads, shanks, and seats.
c. Tighten the bolts evenly to a torque of 70 ± 5 N·m (50 ± 4 lb ft).
d. Tighten the bolts for an additional 120 ± 5 degrees (1/3 turn).
20. Use Tooling (A) in order to turn the engine to a vertical position.
Note: For more information on the crankshaft, refer to Specifications.
End By:
a. Install the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets - Remove
and Install".
b. Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Install".
c. Install the balancer gear on the rear gear group. Refer to Disassembly and Assembly, "Gear Group
(Rear) - Install".
d. Install the front housing. Refer to Disassembly and Assembly, "Front Drive Housing - Remove
and Install".
e. Install the rocker shaft assemblies and the pushrods. Refer to Disassembly and Assembly, "Rocker
Shaft and Push Rods - Install".
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Fuel Filter Base - Remove and Install

SMCS - 1262-010
Removal Procedure
Table 1
Required Tools
A 2P-8250 Strap Wrench As 1
NOTICE
containing fluids.

1. Turn the fuel supply valve to the OFF position.
2. Use Tooling (A) and remove fuel filters (1) .
3. Remove bolts (2) and remove plate (3) .
5. Support fuel filter base (5) and remove bolts (4) .
1. Check O-ring seals (7) for wear or damage. Replace O-ring seals, if necessary.
2. Install bolts (4). Connect tube assembly (6) onto fuel filter base (5) .
3. Install plate (3). Install bolts (2) .
4. Install fuel filters (1) .
5. Turn the fuel supply valve to the ON position.
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Air Compressor - Remove and Install

SMCS - 1803-010
Removal Procedure
NOTICE
containing fluids.

1. Drain the coolant from the engine into a suitable container for storage or disposal. Refer to
Operation and Maintenance Manual, "Cooling System Coolant - Change".
2. Purge the air from the air system.
3. Disconnect hose assemblies (1) and (2) .
5. Remove bolts (6) from the bottom of air compressor (3) and remove clamps (4) and (5) .
6. Install a suitable lifting device onto air compressor (3) and remove bolts (8). Remove air
compressor (3). The weight of air compressor (3) is approximately 41 kg (90 lb).
1. Install a suitable lifting device onto air compressor (3). Install air compressor (3) and install bolts
(8). The weight of air compressor (3) is approximately 41 kg (90 lb).
2. Install clamps (4) and (5) and install bolts (6) into the bottom of air compressor (3) .
4. Install hose assemblies (2) and (1) .
5. Fill the cooling system with coolant. Refer to Operation and Maintenance Manual, "Cooling
System Coolant - Change".
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Air Conditioner Compressor - Remove and Install

SMCS - 1802-010
Removal Procedure
Personal injury can result from contact with refrigerant.
Contact with refrigerant can cause frost bite. Keep face and hands away
to help prevent injury.
Protective goggles must always be worn when refrigerant lines are

opened, even if the gauges indicate the system is empty of refrigerant.
Always use precaution when a fitting is removed. Slowly loosen the

fitting. If the system is still under pressure, release it slowly in a well
ventilated area.
Personal injury or death can result from inhaling refrigerant through a

lit cigarette.
Inhaling air conditioner refrigerant gas through a lit cigarette or other

smoking method or inhaling fumes released from a flame contacting air
conditioner refrigerant gas, can cause bodily harm or death.
Do not smoke when servicing air conditioners or wherever refrigerant

gas may be present.
Use a certified recovery and recycling cart to properly remove the

refrigerant from the air conditioning system.
1. Recover the air conditioner refrigerant from the air conditioner system. Refer to Service Manual,
SENR5664, "Air Conditioning and Heating Systems with R-134a Refrigerant" for the procedure.
Refer to Special Publication, NEDG5065, "Air Conditioning Tools" for the tools.
2. Disconnect the hose assemblies (not shown).
3. Loosen nuts (2) and remove bolt (4). Remove cable straps (3) and disconnect harness assembly
(1). Remove bolts (5) .
4. Remove bolts (6). As you remove guard assembly (8), disconnect harness assembly (7) .
5. Remove bolt (12) and loosen bolts (11). Tilt air conditioner compressor (9) toward the engine and
remove belt (10). Remove bolts (11) and remove air conditioner compressor (9) .
1. Position air conditioner compressor (9) and install bolts (11) and (12). Tilt air conditioner
compressor (9) toward the engine and install belt (10) .
2. Position guard assembly (8) and install bolts (6). Connect harness assembly (7) .
3. Install bolts (5). Position the adjusting bolt and install bolt (4). Connect harness assembly (1) and
install cable straps (3) .
4. Adjust nuts (2) in order to obtain the proper belt tension. The belt tension should be 535 ± 22 N
(120 ± 5 lb) for a new belt, or 400 ± 44 N (90 ± 10 lb). Tighten bolt (4) .
5. Connect the hose assemblies (not shown).
6. Charge the air conditioning system. Refer to Service Manual, SENR5664, "Air Coniditioning and
Heating Systems with R-134a Refrigerant" for the procedure. Refer to Special Publication,
NEDG5065, "Air Conditioning Tools" for the tools.
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Engine Oil Level Gauge (Dipstick) - Remove and Install

SMCS - 1326-010
Removal Procedure
Personal injury can result from hot oil or hot components.
At operating temperature, oil is hot and under pressure. Hot oil can
cause burns.
Remove the fill cap only when the engine is stopped, and the fill cap is
cool enough to touch with your bare hand.
Do not allow hot oil or components to contact skin.
NOTICE
containing fluids.

Note: Install caps and plugs on all openings in order to prevent dirt or debris from entering the system.
Cleanliness is an important factor. Before the removal procedure, the exterior of the component should
be thoroughly cleaned. This will help to prevent dirt from entering the internal mechanism.
1. Lift cover (2) and remove oil level gauge (1) from tube assembly (3) .
2. Remove bolts (4), the nuts, the washers, and the clamps from tube assembly (3) .
3. Remove bolts (6) and the washers. Remove tube assembly (3) and gasket (5) (not shown) from the
engine oil pan.
1. Verify that all components of the engine oil level gauge are clean and free of foreign material
prior to installation.
2. Install tube assembly (3) and gasket (5) (not shown) to the engine oil pan with bolts (6) and the
washers.
3. Install bolts (4), the nuts, the washers, and the clamps in order to secure tube assembly (3) to the
engine.
4. Lift cover (2) and install oil level gauge (1) to tube assembly (3) .
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Fuel Manifold - Remove and Install

SMCS - 1702-010
Removal Procedure
NOTICE
containing fluids.

1. Turn the fuel supply valve to the OFF position.
2. Disconnect tube assemblies (1), (2), and (3) .
3. Remove bolt (4). Remove fuel manifold (5) .
1. Place fuel manifold (5) into position. Install bolt (4) .
2. Connect tube assemblies (3), (2), and (1) .
3. Turn the fuel supply valve to the ON position.
## 00 -6 7" ""/"".
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Engine Trunnion - Remove and Install

SMCS - 1153-010
Removal Procedure
Table 1
Required Tools
A 180-3034 Repair Stand Set 1
Guide Bolts
B - 2
1/2 - 13 NC by 8 inch
Start By:
A. Remove the vibration damper. Refer to Disassembly and Assembly, "Vibration Damper - Remove
and Install".
1. Use a suitable lifting device and lift up the front of the engine and set the engine on Tooling (A).
The weight of the engine is approximately 4490 kg (9900 lb). Remove two bolts (1) .
2. Install Tooling (B). Remove remaining bolts (1) .
3. Slide engine trunnion (2) outward and install a suitable lifting device to engine trunnion (2).
Remove engine trunnion (2). The weight of engine trunnion (2) is approximately 54 kg (120 lb).
Table 2
Required Tools
A 180-3034 Repair Stand Set 1
Guide Bolts
B - 2
1/2 - 13 NC by 8 inch
1. Install a suitable lifting device to engine trunnion (2). Position engine trunnion (2) and slide
engine trunnion (2) onto Tooling (B). The weight of engine trunnion (2) is approximately 54 kg
(120 lb).
2. Install bolts (1). Remove Tooling (B) .
3. Install remaining bolts (1). Use a suitable lifting device and lift up the front of the engine. Remove
Tooling (A). The weight of the engine is approximately 4490 kg (9900 lb).
End By: Install the vibration damper. Refer to Disassembly and Assembly, "Vibration Damper -
1 #22, /"". 1 % 3 ## 0- #- 9" ""/"".

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Belt Tightener - Remove

SMCS - 1358-011
Removal Procedure
Table 1
Required Tools
A 1U-7094 Breaker Bar 1
The V-belts are under tension from the spring. If the wrench slips while
releasing the belt tension, personal injury may result. Be sure the
wrench is properly engaged with the belt tightener.
1. Release the V-belt tension on the belt tightener. Use Tooling (A) to rotate the tightener arm in a
counterclockwise direction. Remove V-belts (1) from the fan drive pulley.
2. Rotate the tightener arm in a clockwise direction with Tooling (A) in order to release the spring
tension on the belt tightener.
3. Disconnect hose assembly (2) from the elbow on the tightener arm.
4. Remove bolts (3) and the washers from the bracket.


5. Remove one bolt (7) and the washer from the bracket in order to allow bracket (5) to pivot and
rotate on the remaining bolt (7). This will release the remaining spring pressure on the tightener
arm. Remove the remaining bolt (7), the washer and bracket (5) from the fan drive assembly.
6. Remove cotter pins, the washers, and pins (6) from the tightener arm. Remove springs (4) from
the belt tightener.
7. Remove bolt (10), the washer, and plate (9) in order to remove tightener arm (8) and the idler
pulley from the fan drive bracket as a unit.
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Belt Tightener - Disassemble

SMCS - 1358-015
Start By:
A. Remove the belt tightener. Refer to Disassembly and Assembly, "Belt Tightener - Remove".
Note: Cleanliness is an important factor. Before the disassembly procedure, the exterior of the
component should be thoroughly cleaned. This will help to prevent contaminants from entering the
internal mechanism.
1. Remove bolts (1), the washers, cover (2) and the gasket from the idler pulley.
2. Remove bolts (3), the washers, and retaining washer (4) from the idler pulley.
3. Remove bearing (5) from the idler pulley.
4. Remove spacer (6) from the idler pulley.
5. Remove idler pulley (8), the bearing, and the lip seal from tightener arm (7) as a unit.
6. Remove lip seal (9) from idler pulley (8) .
7. Remove bearing (10) from idler pulley (8) .
8. Remove spacer (11) and the O-ring seal from tightener arm (7) .
9. Mark the location of elbow (12) for installation purposes. Remove elbow (12) from tightener arm
(7) .
10. Use a suitable press to remove bushing (13) from tightener arm (7) .
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Belt Tightener - Assemble

SMCS - 1358-016
Assembly Procedure
Table 1
Required Tools
B 1P-0808 Multipurpose Grease 1
Note: Cleanliness is an important factor. Before assembly, all parts should be thoroughly cleaned in
cleaning fluid. Allow the parts to air dry. Wiping cloths or rags should not be used to dry parts. Lint may
be deposited on the parts which may cause later trouble.
1. Check all the components of the belt tightener for wear or for damage. Replace the components, if
necessary.
2. Lubricate all of the O-ring seals and the bearings lightly with Tooling (B) prior to installation.
3. Use a suitable press to install bushing (13) to tightener arm (7) .
4. Install elbow (12) to tightener arm (7) .
5. Install spacer (11) and the O-ring seal to tightener arm (7) .
6. Use Tooling (A) in order to install bearing (10) into idler pulley (8) .
7. Use Tooling (A) in order to install lip seal (9) into idler pulley (8) .
8. Install idler pulley (8), the bearing and the lip seal onto tightener arm (7) as a unit.
9. Install spacer (6) into the idler pulley.
10. Use Tooling (A) (not shown) in order to install bearing (5) into the idler pulley.
11. Install bolts (3), the washers, and retaining washer (4) to the idler pulley.
12. Install cover (2) and the gasket to the idler pulley with bolts (1) and the washers.
End By: Install the belt tightener. Refer to Disassembly and Assembly, "Belt Tightener - Install".
0 #11, /"". 0 % 2 ## 89 ## :" ""/"".

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Belt Tightener - Install

SMCS - 1358-012
Table 1
Required Tools
B 9U-7370 Belt Tension Test Tool 1
C 1P-0808 Multipurpose Grease 1
1. Install tightener arm (8) and the idler pulley to the fan drive bracket as a unit with bolt (10), the
washer, and plate (9) .


2. Install springs (4) to the tightener arm with cotter pins, the washers, and pins (6) .
Note: Verify that the tightener arm is positioned for the minimum spring tension. Use Tooling (A)
to rotate the tightener arm in a clockwise direction.
3. Position bracket (5) to the fan drive bracket with one bolt (7) and the washer. Connect springs (4)
to the bracket. Rotate bracket (5). Install the remaining bolt (7) and the washer to bracket (5) .
4. Install bolts (3) and the washers to the bracket.
5. Connect hose assembly (2) to the elbow on the tightener arm.
6. Use Tooling (A) to rotate the tightener arm in a counterclockwise direction. Install V-belts (1) to
the fan drive pulley. Rotate the tightener arm in a counterclockwise direction with Tooling (A) in
order to tighten the V-belt tension on the belt tightener. Refer to Operation and Maintenance
Manual, "Alternator, Air Conditioner and Fan Belts - Inspect/Adjust/Replace" for the correct
tension and the tightening procedure.
7. Use Tooling (B) (not shown) in order to measure the belt tension. Refer to Operation and
Maintenance Manual, "Belt Tension Chart" for the correct belt tension.
8. Refill the belt tightener with Tooling (C) at the grease fitting on the front housing.
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Fan Drive - Remove

SMCS - 1359-011
Removal Procedure
Start By:
A. Remove the radiator. Refer to Disassembly and Assembly, "Radiator - Remove".
1. Position a wrench on the belt tightener and carefully release the tension of the spring on V-belts
(1). Remove V-belts (1) .
2. Disconnect grease hose assembly (2) from belt tightener (3) .
3. Disconnect grease hose assembly (5) from bracket assembly (4) .
4. Attach a suitable lifting device to fan drive pulley (6), as shown.
5. Remove bolts (7) and washers that hold bracket assembly (4) to the engine housing. Remove
bracket assembly (4), fan drive pulley (6), and belt tightener (3) as a unit. The weight of bracket
assembly (4), fan drive pulley (6), and belt tightener (3) as a unit is approximately 175 kg (386
lb).
1 #22, /"". 1 % 3 ## 09 -" :" ""/"".

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Fan Drive - Disassemble

SMCS - 1359-015
Start By:
A. Remove the fan drive. Refer to Disassembly and Assembly, "Fan Drive - Remove".
1. Remove bolts (2) that hold adapter (1) to fan pulley hub (3). Remove adapter (1) from fan pulley
hub (3) .
2. Remove O-ring seal (4) from adapter (1) .
3. Attach a suitable lifting device to fan drive pulley (5) .
4. Remove bolts (6) and the washers that hold fan drive pulley (5) to fan pulley hub (3). Remove fan
drive pulley (5) from fan pulley hub (3). The weight of fan drive pulley (5) is approximately 65 kg
(144 lb).
5. Remove bolts (7) and the washers that hold retaining washer (8) to shaft (9) (not shown).
6. Remove bearing cone (10) from fan pulley hub (3) .
7. Remove spacer (11) from shaft (9). Remove fan pulley hub (3) from shaft (9) .
8. Position fan pulley hub (3) in a vise, as shown. Use a brass drift in order to remove lip seal (12)
(not shown) and the bearing cone (not shown).
9. Use a brass drift in order to remove bearing cup (13) from fan pulley hub (3) .
10. Reposition fan pulley hub (3) in a vise, as shown. Use a brass drift in order to remove bearing cup
(14) .
11. Remove sleeve (15) from shaft (9) .
12. Remove bolt (16) and the washers that hold the shaft (not shown) to bracket assembly (17).
Remove the shaft (not shown) from bracket assembly (17) .
1 #22, /"". 1 % 3 ## 0 "9 :" ""/"".

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Fan Drive - Assemble

SMCS - 1359-016
Assembly Procedure
Table 1
Required Tools
1. Position shaft (9) to bracket assembly (17), as shown. Install bolt (16) and the washer that holds
shaft (9) to bracket assembly (17) .
2. Install sleeve (15) to shaft (9), as shown.
3. Position fan pulley hub (3), as shown. Install bearing cup (14) to fan pulley hub (3). Use a
hammer and brass drift to ensure that bearing cup (14) is seated.
4. Position fan pulley hub (3), as shown. Install bearing cup (13) to fan pulley hub (3). Use a
hammer and brass drift to ensure that bearing cup (13) is seated.
5. Place the bearing cone (not shown) into bearing cup (13) .
6. Lubricate lip seal (12) (not shown) with the lubricant that is being sealed. Use Tooling (A) to
install lip seal (12) (not shown) to fan pulley hub (3) .
7. Position fan pulley hub (3) to shaft (9), as shown. Install spacer (11) to shaft (9) .
8. Install bearing cone (10) to fan pulley hub (3) .
9. Position retaining washer (8), as shown. Install bolts (7) and the washers that hold retaining
washer (8) to shaft (9) (not shown).
10. Attach a suitable lifting device to fan drive pulley (5) .
11. Position fan drive pulley (5) to fan pulley hub (3). Install bolts (6) and the washers that hold fan
drive pulley (5) to fan pulley hub (3). The weight of fan drive pulley (5) is approximately 65 kg
(144 lb).
12. Install O-ring seal (4) to adapter (1) .
13. Position adapter (1) to fan pulley hub (3). Install bolts (2) that hold adapter (1) to fan pulley hub
(3) .
End By: Install the fan drive. Refer to Disassembly and Assembly, "Fan Drive - Install".
3 #22, /"". 3 % 4 ## 0 /0 :" ""/"".

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Fan Drive - Install

SMCS - 1359-012
1. Verify that all of the components are clean and free of foreign material prior to installation.
Inspect all components for wear and replace the components, if necessary.
2. Attach a suitable lifting device to fan drive pulley (6). As a unit, position bracket assembly (4), fan
drive pulley (6), and belt tightener (3) to the engine, as shown. The weight of bracket assembly
(4), fan drive pulley (6), and belt tightener (3) as a unit is approximately 175 kg (386 lb).
3. Install bolts (7) and the washers that hold bracket assembly (4) to the engine.
4. Ensure that the measured Difference (X) between the leading edge of crankshaft pulley (8) and the
leading edge of fan drive pulley (6) is 1.60 ± 3.00 mm (0.063 ± 0.118 inch).
5. Position a straight edge (not shown) across the leading edge of crankshaft pulley (8). The straight
edge should extend across the face of fan drive pulley (6). Use a suitable feeler gauge in order to
measure the Difference (X) .
6. If necessary, remove bolts (9) that hold crankshaft pulley (8) to bushing (10). Remove crankshaft
pulley (8) from bushing (10). Loosen the set screw (not shown). Reposition bushing (10) on the
stub shaft. Tighten the set screw (not shown) and install bolts (9) that hold crankshaft pulley (8) to
bushing (10) .
7. Repeat Steps 4, 5, and 6 until the correct measured difference of 1.60 ± 3.00 mm (0.063 ± 0.118
inch) has been achieved.
8. Connect grease hose assembly (5) to fan drive pulley (4) .
9. Connect grease hose assembly (2) to belt tightener (3) .
10. Position a wrench on the belt tightener and carefully apply tension to the springs. Install V-belts
(1) .
End By: Install the radiator. Refer to Disassembly and Assembly, "Radiator - Remove".
2 #33, /"". 2 % 4 ## 0 0" :" ""/"".

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Accessory Drive (Rear) - Remove

SMCS - 1207-011-RE
Removal Procedure
1. Remove locknut (1), the washers, and yoke (2) from the shaft.
2. Remove nuts (3), the washers, adapter (4), the thrust washer and the O-ring seal from the flywheel
housing.
3. Remove bolts (5), the washers, plate (6), and the gasket from flywheel housing (7) .
4. Remove bolts (8) that hold shaft (10) to gear (9). Remove shaft (10) and the thrust washer from
the gear.
5. Remove gear (9) through the access hole in flywheel housing (7) .
6. Remove bolts (11) and the washers from the front of flywheel housing (7) .
7. Remove cage assembly (12) and thrust washer (13) (not shown) from flywheel housing (7) .
2 #11, /"". 2 % 3 ## 0 - 9" ""/"".

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Accessory Drive (Rear) - Install

SMCS - 1207-012-RE
1. Check all of the O-ring seals and the components of the rear accessory drive for wear or damage.
Replace the components of the rear accessory drive if it is necessary.
2. Lubricate the O-ring seals with clean engine oil prior to installation.
3. Verify that all the components of the rear accessory drive are clean and free of foreign material
prior to installation.
4. Position cage assembly (12) in flywheel housing (7). Install thrust washer (13) (not shown) over
the dowels on cage assembly (12) .
Note: Install thrust washer (13) (not shown) so that the smaller dowel hole in thrust washer (13)
(not shown) is on the upper dowel of the cage assembly. Lightly tap the washer onto the dowel so
that the washer is flush with the cage assembly.
5. Install bolts (11) and the washers through the front of flywheel housing (7) in order to secure the
cage assembly in flywheel housing (7) .
6. Position gear (9) inside flywheel housing (7) for installation.
7. Install shaft (10) and the thrust washer to gear (9) .
8. Install bolts (8) that hold shaft (10) to the gear. Tighten bolts (8) to a torque of 90 ± 15 N·m (66 ±
11 lb ft).
9. Install plate (6) and the gasket to flywheel housing (7) with bolts (5) and the washers.
10. Install adapter (4), the thrust washer, and the O-ring seal to the flywheel housing with nuts (3) and
the washers.
Note: The bearing surfaces of locknut (1) and the washer must be free of grease prior to
installation.
11. Install yoke (2) to the shaft with locknut (1) and the washers. Tighten the locknut to the correct
torque. Refer to Specifications, "Accessory Drive (Lower Left Hand)".
2 #33, /"". 2 % 4 ## 0. #, :" ""/"".

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Hood (Front) - Remove and Install

SMCS - 7251-010
Removal Procedure
Table 1
Required Tools
1. Open hood assembly (4). Remove four bolts (1) and the hard washers that hold the front hood
assembly (not shown) to the frame assembly.
2. Remove cotter (2) and the hard washer that holds prop (3) to hood assembly (4). Move hood
assembly (4) forward in order to disengage prop (3). Close hood assembly (4) .
3. Position a suitable lifting sling (not shown) around rail assembly (5). Secure the lifting sling to a
suitable hoist. Remove ten bolts (6) and the hard washers that hold rail assembly (5) to front hood
assembly (8). Remove the rail assembly from the machine. The weight of the rail assembly is 25
kg (55 lb).
4. Remove five bolts (7) and the hard washers that hold front hood assembly (8) to cowling
assembly (9) .
5. Attach Tooling (A) to front hood assembly (8). Position a suitable lifting device on Tooling (A).
Secure the lifting device to a suitable hoist. Remove front hood assembly (8) and hood assembly
(4) as an assembly. The weight of the assembly is 93 kg (206 lb).
Table 2
Required Tools
Note: Check all of the components for wear or for damage. Replace the components, if necessary. Clean
all of the components with a cloth that is free of loose material (lint).
1. Attach Tooling (A) to front hood assembly (8). Position a suitable lifting device on Tooling (A).
Secure the lifting device to a suitable hoist. Lift front hood assembly (8) and hood assembly (4)
into position on the machine as an assembly. The weight of the assembly is 93 kg (206 lb).
2. Install five bolts (7) and the hard washers that hold front hood assembly (8) to cowling assembly
(9) .
3. Position a suitable lifting sling (not shown) around rail assembly (5). Secure the lifting sling to a
suitable hoist. Lift rail assembly (5) into position on front hood assembly (8), as shown. The
weight of the rail assembly is 25 kg (55 lb). Install ten bolts (6) and the hard washers that hold rail
assembly (5) to front hood assembly (8) .
4. Move hood assembly (4) rearward in order to engage prop (3) on the plate. Install cotter (2) and
the hard washer that holds prop (3) to hood assembly (4) .
5. Install four bolts (1) and the hard washers that hold the front hood assembly (not shown) to the
frame assembly. Close hood assembly (4) .
1 #//, 0"". 1 % 2 #8 ," ,9 :" ""0"".

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Hood (Rear) - Remove and Install

SMCS - 7251-010
Removal Procedure
Table 1
Required Tools
1. Disconnect wire harness (2) at the electrical connection from the air inlet pressure sensor that is
located on tube assembly (1). Remove tie strap (3) that holds wire harness (2) to rear hood
assembly (4) .
2. Repeat Step 1 for wire harness (2) on the remaining tube assembly (1) .
Note: The front hood assemblies and the radiator assembly have been removed for photographic
reasons. It is not necessary to remove the front hood assemblies or the radiator assembly in order
to remove the rear hood assembly.
3. Loosen eight hose clamps (6) that hold two air inlet hoses (7) in position. Remove the air inlet
hoses from rear hood assembly (4) and from the turbochargers.
4. Remove two bolts (5) and the hard washers that hold rear hood assembly (4) to the frame
assembly.
5. Attach Tooling (A) to rear hood assembly (4). Position a suitable lifting sling on Tooling (A).
Secure the lifting sling to a suitable hoist.
6. Remove two bolts (8) and the hard washers that hold rear hood assembly (4) to the frame
assembly. Remove the rear hood assembly and the air cleaners from the machine as an assembly.
The weight of the assembly is 181 kg (400 lb).
Table 2
Required Tools
1. Attach Tooling (A) to rear hood assembly (4). Position a suitable lifting sling on Tooling (A).
Secure the lifting sling to a suitable hoist. Lift the rear hood assembly and the air cleaners into
position on the machine as an assembly. The weight of the assembly is 181 kg (400 lb).
2. Install two bolts (8) and the hard washers that hold rear hood assembly (4) to the frame assembly.
Note: The front hood assemblies and the radiator assembly have been removed for photographic
reasons. It is not necessary to remove the front hood assemblies or the radiator assembly in order
to install the rear hood assembly.
3. Install two bolts (5) and the hard washers that hold rear hood assembly (4) to the frame assembly.
4. Position two air inlet hoses (7) in rear hood assembly (4) and on the turbochargers, as shown.
Tighten eight hose clamps (6) in order to hold the air inlet hoses in position.
5. Connect wire harness (2) at the electrical connection to the air inlet pressure sensor that is located
on tube assembly (1). Install tie strap (3) in order to hold wire harness (2) to rear hood assembly
(4) .
6. Repeat Step 5 for wire harness (2) on the remaining tube assembly (1) .
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Guard (Oil Pan) - Remove and Install

SMCS - 7150-010-ENG
Removal Procedure
1. Loosen four bolts (1) that hold oil pan guard (2) in position. Do not remove the bolts at this time.
2. Use two people in order to support the weight of guard (2). Remove four bolts (1), the full nuts,
and the washers from guard (2). Remove the guard from the frame assembly. The weight of the
guard is 30 kg (66 lb).
3. Repeat Step 1 and Step 2 for the remaining two guards.
Note: Oil pan guards (2) are shown with the channels in an upward position. The guards can also
be installed with the channels in a downward position (not shown). Refer to the following
procedure in order to install the guards in either position.
1. Use two people in order to position oil pan guard (2) on the frame assembly. The weight of the
guard is 30 kg (66 lb). Install four bolts (1), the full nuts, and the washers that hold the guard in
position.
2. Repeat Step 1 for the remainings two guards.
0 #11, 2"". 0 % 3 #/ ,# 2/ 9" ""2"".

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Alternator - Remove and Install

SMCS - 1405-010
Removal Procedure
1. Turn the battery disconnect switch to the OFF position.
2. Label cable assembly (2), wire harness (3), and cable assembly (4) for installation purposes.
Disconnect cable assemblies (2) and (4) from alternator (1). Disconnect wire harness (3) from
alternator (1) .
3. Remove the two full nuts from bolts (6) and (9). Do not remove the bolts at this time. Remove
guard (5). Install the two full nuts on bolts (6) and (9) .
4. Loosen two nuts (7) on rod (8) in order to release the tension on the alternator belt (not shown).
Remove the alternator belt from alternator (1) .
5. Support alternator (1). Remove bolts (6) and (9), the full nuts, and the washers that hold the
alternator in position. Remove the alternator from the machine.
1. Position alternator (1) on the machine, as shown. Install bolt (6), bolt (9), and the washers. Install
the alternator belt (not shown) on the pulley.
2. Position guard (5) on alternator (1). Install the two full nuts and the washers on bolts (6) and (9)
that hold the guard in place. Do not tighten the full nuts at this time.
3. Adjust the tension of the alternator belt by tightening two nuts (8) on rod (7). Refer to Operation
and Maintenance Manual, "Belts - Inspect/Adjust/Replace" for the correct procedure.
4. Tighten the two full nuts on bolts (6) and (9) .
5. Connect cable assemblies (2) and (4) to alternator (1). Tighten the nut on cable assembly (2) to a
torque of 6.2 ± 0.6 N·m (4.6 ± 0.4 lb ft). Tighten the nut on cable assembly (4) to a torque of 7.1 ±
0.8 N·m (5.2 ± 0.6 lb ft).
6. Connect wire harness (3) to alternator (1) .
0 #11, 2"". 0 % 3 #/ ,# /# 9" ""2"".

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Electric Starting Motor - Remove and Install

SMCS - 1453-010
Removal Procedure
1. Turn the battery disconnect switch to the OFF position.
2. Label all of the cable assemblies and the wire harnesses for installation purposes. Remove nuts (3)
and (5) that hold the cable assemblies in position. Disconnect cable assemblies (1), (2), (4), and
(6) from the electric starting motors.
3. Remove cover (7) and disconnect cable assembly (8) from the electric starting motor. Remove
cover (11) and disconnect cable assembly (12) from the electric starting motor.
4. Disconnect wire harnesses (9) and (13) from the electric starting motors.
5. Remove three twelve point head bolts (10) that hold the electric starting motor in position. Use
two people in order to remove the electric starting motor from the machine. The weight of the
electric starting motor is 34 kg (75 lb).
6. Repeat Step 5 for the remaining electric starting motor.
1. Use two people in order to lift the electric starting motor into position. The weight of the electric
starting motor is 34 kg (75 lb). Install three twelve point head bolts (10) that hold the electric
starting motor in place.
2. Repeat Step 1 for the remaining electric starting motor.
3. Connect wire harnesses (9) and (13) to the electric starting motors. Tighten the nuts that hold the
wire harnesses in position to a torque of 2.25 ± 0.25 N·m (20 ± 2 lb in).
4. Connect cable assembly (8) and cable assembly (12) to the electric starting motors. Tighten the
nuts that hold the cable assemblies in position to a torque of 30 ± 4 N·m (22 ± 3 lb ft). Install
cover (7) and cover (11) on the cable assemblies.
5. Connect cable assemblies (1), (2), (4), and (6) to the electric starting motors. Install nuts (3) and
(5) that hold the cable assemblies in position. Tighten the nuts to a torque of 30 ± 4 N·m (22 ± 3 lb
ft).
1 #22, 3"". 1 % 4 #/ ,# -2 :" ""3"".

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Engine Electronic Control - Remove and Install

SMCS - 1900-010
Removal Procedure
The fuel in the electronic control module and in the hose assemblies
connected to the module may be under high pressure. When the hose
assemblies connected to the module are disconnected, the pressure will
be released.
Fuel under high pressure can penetrate the body causing personal
injury.
To release the pressure, slowly loosen the hose assembly.
Personal injury or death can result from a fire.
Fuel leaked or spilled onto hot surfaces or electrical components can

cause a fire.
Clean up all leaked or spilled fuel. Do not smoke while working on the
fuel system.
Turn the disconnect switch OFF or disconnect the battery when

changing fuel filters.
NOTICE
containing fluids.

be thoroughly cleaned. This will prevent dirt from entering the internal mechanism.
1. Turn ball valve (1) that is located on the fuel tank to the OFF position.
2. Disconnect fuel hose assembly (2) and fuel hose assembly (4) from engine electronic control (3) .
3. Loosen two socket head screws (6). Disconnect two wire harnesses (5) from the engine electronic
control. Position the wire harnesses away from the engine electronic control.
4. Remove four bolts (8), ground strap (7), the mounts, the spacers, and the washers that hold engine
electronic control (3) in position. Remove the engine electronic control from the engine.
Note: Check all of the O-ring seals and the components for wear or for damage. Replace the
components, if necessary. Lubricate all of the O-ring seals lightly with the lubricant that is being sealed.
Clean all of the components with a cloth that is free of loose material (lint).
Note: If a new engine electronic control will be installed, refer to Troubleshooting 3500B Engines for
Caterpillar Built Machines, SENR1128, "Replacing the Electronic Control Module (ECM) With a New
ECM".
Note: If a used engine electronic control will be installed, refer to Troubleshooting 3500B Engines for
Caterpillar Built Machines, SENR1128, "Replacing the Electronic Control Module (ECM) With a Used
ECM".
1. Position engine electronic control (3) on the engine, as shown. Install four bolts (8), ground strap
(7), the mounts, the spacers, and the washers that hold the engine electronic control in position.
2. Connect two wire harnesses (5) to the engine electronic control. Tighten two socket head screws
(6) that hold the wire harnesses in position.
3. Connect fuel hose assembly (2) and fuel hose assembly (4) to engine electronic control (3) .
4. Turn ball valve (1) that is located on the fuel tank to the ON position.
5. Prime the fuel system. Refer to Operation and Maintenance Manual, "Fuel System - Prime".
1 #22, 0"". 1 % 3 #/ ,0 #- 9" ""0"".

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Engine Oil Cooler - Remove

SMCS - 1378-011
Removal Procedure
Hot oil and hot components can cause personal injury. Do not allow hot
oil or hot components to contact skin.
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure.

The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only when engine is stopped
and radiator cap is cool enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid contact with skin

and eyes.
NOTICE

containing fluids.

1. Drain the coolant from the radiator. Refer to Operation and Maintenance Manual, "Cooling
System Coolant (ELC) - Change". The capacity of the radiator is 268 L (71 US gal).
2. Drain the oil from the engine. Refer to Operation and Maintenance Manual, "Engine Oil and Filter
- Change". The capacity of the engine is 125 L (33 US gal).
3. Disconnect elbow (1) and tube assembly (2) from the engine oil cooler.
4. Disconnect hose assembly (5) from engine oil cooler bypass valve (4) .
Note: Hose assembly (5) is only installed on machines that are equipped with an engine
prelubrication system.
5. Remove three bolts (6) that hold engine oil cooler bypass valve (4) to the engine oil cooler.
Remove bypass valve (4) and tube assembly (3) from the machine.
Note: The transmission oil cooler and the hoist, torque converter, and brake oil cooler have been
removed for photographic reasons.
6. Position a suitable lifting sling around engine oil cooler (7), as shown. Secure the lifting sling to a
suitable hoist.
7. Disconnect tube assembly (11). Disconnect tube assembly (8) and tube assembly (10) from engine
oil cooler (7) .
8. Remove two bolts (9) that hold engine oil cooler (7) to the bracket.
9. Remove the six bolts (not shown) that hold bonnet (12) to engine oil cooler (7). Remove bonnet
(12) and the gasket from the engine oil cooler.
10. Disconnect tube assembly (14) from engine oil cooler (7) .
11. Remove four bolts (13) that hold engine oil cooler (7) to the engine block. Remove the engine oil
cooler from the machine. The weight of the engine oil cooler is 45 kg (100 lb).
12. Remove the remaining bonnet (not shown) and the gasket from engine oil cooler (7) .
0 #11, 2"". 0 % 3 #/ ,2 ,/ 9" ""2"".

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Engine Oil Cooler - Install

SMCS - 1378-012
components, if necessary. Replace all of the gaskets prior to assembly. Lubricate all of the O-ring seals
lightly with the lubricant that is being sealed. Clean all of the components with a cloth that is free of
loose material (lint).
Typical example
1. Clean the core assembly of the engine oil cooler with a suitable rod, as shown.
2. Lubricate the bore of the engine oil cooler with the lubricant that is being sealed.
3. Install a new gasket and the bonnet (not shown) on the front end of the engine oil cooler.
4. Position a suitable lifting sling (not shown) around engine oil cooler (7). Secure the lifting sling to
a suitable hoist. Lift engine oil cooler (7) into position on the engine block, as shown. The weight
of the engine oil cooler is 45 kg (100 lb). Install four bolts (13) that hold engine oil cooler (7) to
the engine block.
5. Connect tube assembly (14) to engine oil cooler (7) .
6. Position bonnet (12) and a new gasket on engine oil cooler (7). Install the six bolts (not shown)
that hold bonnet (12) to engine oil cooler (7) .
Note: The transmission oil cooler and the hoist, torque converter, and brake oil cooler have been
removed for photographic reasons.
7. Install two bolts (9) that hold engine oil cooler (7) to the bracket.
8. Connect tube assembly (8) and tube assembly (10) to engine oil cooler (7). Connect tube assembly
(11) .
9. Position tube assembly (3) and bypass valve (4) on the machine, as shown. Install three bolts (6)
that hold engine oil cooler bypass valve (4) to the engine oil cooler.
10. Connect hose assembly (5) to engine oil cooler bypass valve (4) .
11. Connect elbow (1) and tube assembly (2) to the engine oil cooler.
12. Fill the engine with oil. Refer to Operation and Maintenance Manual, "Engine Oil and Filter -
Change".
13. Fill the radiator with coolant. Refer to Operation and Maintenance Manual, "Cooling System
Coolant (ELC) - Change".
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Engine Oil Cooler Bypass Valve - Remove and Install

SMCS - 1314-010
Removal Procedure
NOTICE
containing fluids.

1. Position a suitable container below the engine oil cooler in order to contain the oil for storage or
for disposal.
2. Disconnect hose assembly (2) from engine oil cooler bypass valve (1) .
3. Remove three bolts (3) that hold engine oil cooler bypass valve (1) to the engine oil cooler.
Remove engine oil cooler bypass valve (1) from the machine.
Sudden release of spring force can cause injury.
To prevent the possibility of injury, follow the procedure to relieve the

spring pressure.
4. Hold cover (8) in position on cooler bypass elbow (4). Slowly loosen the two bolts (not shown)
that hold cover (8) in place. Loosen each bolt by one revolution before you loosen the other bolt.
Remove the two bolts (not shown) and the washers.
5. Remove cover (8), spring (7), and bypass valve (6) from elbow (4). Remove O-ring seal (5) from
elbow (4) .
1. Install bypass valve (6) and spring (7) in cooler bypass elbow (4). Install O-ring seal (5) on elbow
(4) .
injury.

2. Position cover (8) on elbow (4). Install the two bolts (not shown) and the washers that hold cover
(8) in position. Tighten the bolts evenly.
3. Position engine oil cooler bypass valve (1) on the engine oil cooler, as shown. Install three bolts
(3) that hold engine oil cooler bypass valve (1) to the engine oil cooler.
4. Connect hose assembly (2) to engine oil cooler bypass valve (1) .
5. Check the level of the engine oil. Refer to Operation and Maintenance Manual, "Engine Oil Level
- Check".
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Oil Cooler (Hoist, Torque Converter, and Brake) - Remove

SMCS - 1374-011
Removal Procedure


and eyes.
NOTICE

containing fluids.

1. Drain the coolant from the radiator. Refer to Operation and Maintenance Manual, "Cooling
System Coolant (ELC) - Change".
2. Drain the oil from the hoist, torque converter, and brake tank into a suitable container for storage
or for disposal. Refer to Operation and Maintenance Manual, "Hoist, Torque Converter and Brake
Tank Oil - Change". The capacity of the tank is 250 L (66 US gal).
3. Remove four bolts (3) and the washers that hold elbow (2) in position. Disconnect elbow (2) from
the hoist, torque converter, and brake oil cooler.
4. Label six bolts (1) for installation purposes. Remove six bolts (1) and the washers.
5. Disconnect hose assembly (7) from hoist, torque converter, and brake oil cooler (6) .
6. Disconnect hose assembly (5) from bonnet (4) .
7. Position a suitable lifting sling around oil cooler (6), as shown. Secure the lifting sling to a
suitable hoist.
Note: The lifting sling must be long enough to lower oil cooler (6) to the ground.
8. Label six bolts (9) for installation purposes. Remove six bolts (9) and the washers that hold bonnet
(4) to plate (10) and to the oil cooler.
9. Remove bonnet (4) and tube assembly (8) as an assembly from the oil cooler.
10. Lower the oil cooler to the ground. Remove the gasket from each end of the oil cooler. The weight
of the oil cooler is 50 kg (110 lb).
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Oil Cooler (Hoist, Torque Converter, and Brake) - Install

SMCS - 1374-012
1. Clean the core assembly of hoist, torque converter, and brake oil cooler (6) with a suitable rod, as
shown.
2. Install a new gasket (not shown) on each end of oil cooler (6). Position a suitable lifting sling
around oil cooler (6). Secure the lifting sling to a suitable hoist. Lift the oil cooler into position on
the machine. The weight of the oil cooler is 50 kg (110 lb).
3. Position bonnet (4) and tube assembly (8) as an assembly on the oil cooler.
4. Install six bolts (9) and the washers that hold bonnet (4) to plate (10) and to the oil cooler.
5. Connect hose assembly (7) to oil cooler (6) .
6. Connect hose assembly (5) to bonnet (4) .
7. Install six bolts (1) and the washers.
8. Connect elbow (2) to the oil cooler. Install four bolts (3) and the washers that hold elbow (2) in
position.
9. Fill the hoist, torque converter, and brake tank. Refer to Operation and Maintenance Manual,
"Hoist, Torque Converter and Brake Tank Oil - Change". The capacity of the tank is 250 L (66 US
gal).
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Oil Cooler (Transmission) - Remove

SMCS - 1374-011
Removal Procedure
Start By:
A. Remove the hoist, torque converter, and brake oil cooler. Refer to Disassembly and Assembly,
"Oil Cooler (Hoist, Torque Converter and Brake) - Remove".
NOTICE
containing fluids.

1. Drain the oil from the transmission tank into a suitable container for storage or for disposal. Refer
to Operation and Maintenance Manual, "Transmission Tank Oil - Change". The capacity of the
tank is 95 L (25 US gal).
2. Remove two bolts (2). Disconnect elbow (1) and tube (3) from transmission oil cooler (4).
Remove the O-ring seals and the gasket from the elbow.
3. Position a suitable lifting sling around transmission oil cooler (4), as shown. Secure the lifting
sling to a suitable hoist.
Note: The lifting sling must be long enough to lower the transmission oil cooler to the ground.
4. Disconnect two hose assemblies (8) from transmission oil cooler (4). Remove oil cooler bypass
valve (5) from the transmission oil cooler.
5. Remove four bolts (7) that hold transmission oil cooler (4) to bonnet (6). Remove the gasket from
the bonnet.
6. Remove two bolts (9) that hold transmission oil cooler (4) to the engine block. Lower the
transmission oil cooler to the ground. The weight of the transmission oil cooler is 35 kg (77 lb).

spring pressure.
7. Remove the four bolts (not shown) and the washers that hold tube assembly (14) to cooler inlet
valve (17). Remove tube assembly (14) from adapter (16). Remove O-ring seal (15) from tube
assembly (14) .
8. Remove the following components from cooler inlet valve (17) : retainer (13), load piston (12),
outer spring (11), inner spring (10), the spring pin (not shown) and four spacers (18) .
9. Remove bonnet (19) and bonnet (20) from transmission oil cooler (4). Remove the gaskets from
the bonnets.
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Oil Cooler (Transmission) - Install

SMCS - 1374-012
Typical example
1. Clean the core assembly of the transmission oil cooler with a suitable rod, as shown.
2. Install new gaskets on bonnet (19) and on bonnet (20). Install bonnet (19) and bonnet (20) on
transmission oil cooler (4) .
3. Install the following components in cooler inlet valve (17) : four spacers (18), the spring pin (not
shown), inner spring (10), outer spring (11) and load piston (12). Position retainer (13) on cooler
inlet valve (17) .
injury.

4. Install O-ring seal (15) on tube assembly (14). Install tube assembly (14) in adapter (16). Install
the four bolts (not shown) and the washers that hold tube assembly (14) to cooler inlet valve (17) .
5. Position a suitable lifting sling around transmission oil cooler (4). Secure the lifting sling to a
suitable hoist. Lift the transmission oil cooler into position on the engine block, as shown. The
weight of the transmission oil cooler is 35 kg (77 lb). Install two bolts (9) that hold transmission
oil cooler (4) to the engine block.
6. Install a new gasket on bonnet (6). Install four bolts (7) that hold transmission oil cooler (4) to
bonnet (6) .
7. Position oil cooler bypass valve (5) on transmission oil cooler (4). Connect two hose assemblies
(8) to transmission oil cooler (4) .
8. Install the O-ring seals and a new gasket on elbow (1). Connect elbow (1) and tube (3) to
transmission oil cooler (4). Install two bolts (2) that hold the elbow in position.
9. Fill the transmission tank. Refer to Operation and Maintenance Manual, "Transmission Tank Oil -
Change". The capacity of the tank is 95 L (25 US gal).
End By: Install the hoist, torque converter, and brake oil cooler. Refer to Disassembly and Assembly,
"Oil Cooler (Hoist, Torque Converter and Brake) - Install".
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Air Cleaner - Remove and Install

SMCS - 1051-010
Removal Procedure
1. Remove two bolts (4), the nuts, and the hard washers that hold two clips (6) in position.
2. Loosen two fittings (2) and disconnect two air tubes (3). Remove two bolts (1), the nuts, and the
hard washers that hold two service indicators (5) in position. Remove the service indicators and
the bracket from the air cleaner.
3. Loosen four clamps (7) .
4. Position a suitable lifting sling around the air cleaner, as shown. Secure the lifting sling to a
suitable hoist. Remove four bolts (8) and the hard washers that hold the air cleaner in position.
Remove the air cleaner from the machine. The weight of the air cleaner is 41 kg (90 lb).
5. Repeat Step 4 for the remaining air cleaner.
6. Remove the following components from air cleaner (9) : cup assembly (15), lower clamp (14),
seal (13), body assembly (12), upper clamp (11) and seal (10) .
7. Remove cover assembly (18), primary element (17), and secondary element (16) from air cleaner
(9) .
Note: Check all of the seals and the components for wear or for damage. Replace the components, if
necessary. Clean all of the components with a cloth that is free of loose material (lint).
1. Install secondary element (16), primary element (17), and cover assembly (18) in air cleaner (9) .
2. Install the following components in air cleaner (9) : seal (10), upper clamp (11), body assembly
(12), seal (13), lower clamp (14) and cup assembly (15) .
3. Position a suitable lifting sling around the air cleaner. Secure the lifting sling to a suitable hoist.
Lift the air cleaner into position on the machine, as shown. The weight of the air cleaner is 41 kg
(90 lb). Install four bolts (8) and the hard washers that hold the air cleaner in position.
4. Repeat Step 3 for the remaining air cleaner.
5. Tighten four clamps (7) .
6. Position two service indicators (5) and the bracket on the air cleaner. Install two bolts (1), the
nuts, and the hard washers that hold the service indicators to the air cleaner. Connect two air tubes
(3) and tighten two fittings (2) .
7. Install two bolts (4), the nuts, and the hard washers that hold two clips (6) in position.
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Aftercooler - Remove
SMCS - 1063-011
Removal Procedure
Start By:
A. Remove the turbochargers. Refer to Disassembly and Assembly, "Turbocharger - Remove".


and eyes.
NOTICE
containing fluids.

1. Position a suitable container below the radiator in order to contain the coolant for storage or for
disposal. Drain the coolant from the radiator to a level below the aftercooler. Refer to Operation
and Maintenance Manual, "Cooling System Coolant (ELC) - Change".
2. Disconnect hose assembly (2) from flared union (1). Remove six bolts (3) from the air inlet cover.
Typical example
3. Position a suitable lifting sling around air inlet elbows (4). Secure the lifting sling to a suitable
hoist. Remove air inlet elbows (4) and air inlet cover (5) as an assembly from the aftercooler. The
weight of the assembly is 34 kg (75 lb).
4. Disconnect tube assembly (6) and hose assembly (7) from aftercooler (8) .
5. Remove four bolts (9) and the locknuts that hold exhaust manifold (10) in position. Remove
exhaust manifold (10) from the machine.
6. Disconnect the aftercooler temperature sensor at electrical connection (12) .
7. Disconnect tube assembly (11) from aftercooler (8). Loosen bolt (13) and move tube assembly
(11) so that a suitable lifting sling can be positioned between the tube assembly and aftercooler
(8) .
8. Position a suitable lifting sling around aftercooler (8), as shown. Secure the lifting sling to a
suitable hoist. Carefully lift aftercooler (8) until the lifting sling can be repositioned under the
aftercooler. Remove the aftercooler from the engine. The weight of the aftercooler is 52 kg (115
lb).
9. Remove two seals (14) from aftercooler (8) .
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Aftercooler - Install
SMCS - 1063-012
1. Position seal (14) on the bottom of aftercooler (8). Use a piece of tape to temporarily hold the seal
in place.
Note: Do not use RTV sealant, adhesive, or lubricants to hold seal (14) in place.
2. Position a suitable lifting sling around aftercooler (8). Secure the lifting sling to a suitable hoist.
Lift aftercooler (8) into position on the air manifold, as shown. The weight of the aftercooler is 52
kg (115 lb).
3. Inspect seal (14) on the bottom of aftercooler (8). Verify that the seal is seated correctly in the
recess. Do not remove the tape at this time. Position the remaining seal (14) on the top of
aftercooler (8) .
4. Connect tube assembly (11) to aftercooler (8) and tighten bolt (13) .
5. Connect the aftercooler temperature sensor at electrical connection (12) .
6. Position exhaust manifold (10), as shown. Install four bolts (9) and the locknuts that hold exhaust
manifold (10) in position.
7. Connect tube assembly (6) and hose assembly (7) to aftercooler (8) .
Typical example
8. Position a suitable lifting sling around air inlet elbows (4). Secure the lifting sling to a suitable
hoist. Lift air inlet elbows (4) and air inlet cover (5) into position as an assembly on the
aftercooler. The weight of the assembly is 34 kg (75 lb).
9. Inspect seal (14) (not shown) that is between aftercooler (8) and air inlet cover (5). Verify that the
seal is seated correctly in the recess. Install six bolts (3) that hold aftercooler (8) and air inlet
cover (5) to the air manifold. Hand tighten the bolts.
10. Tighten six bolts (3) in the sequence that is shown to a torque of 24 N·m (18 lb ft).
11. Tighten six bolts (3) in the sequence that is shown to a torque of 47 N·m (35 lb ft).
12. Remove the tape from seal (14) (not shown) that is located on the bottom of the aftercooler.
13. Connect hose assembly (2) to flared union (1) .
End By: Install the turbochargers. Refer to Disassembly and Assembly, "Turbocharger - Install".
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Air Manifold (Inlet) - Remove and Install

SMCS - 1087-010
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the aftercooler. Refer to Disassembly and Assembly, "Aftercooler - Remove".
1. Remove two bolts (2) and the washers from each end of inlet air manifold (4). Disconnect flange
(3) and air inlet elbow (1) from each end of air manifold (4) .
2. Remove twelve bolts (6) and the washers that hold six air inlet elbows (5) to air manifold (4) .
3. Remove four bolts (7) that hold air manifold (4) to the engine.
4. Attach Tooling (A) to air manifold (4), as shown. Position a suitable lifting device on Tooling (A).
Secure the lifting device to a suitable hoist. Remove air manifold (4) from the engine. The weight
of the air manifold is 68 kg (150 lb).
5. Remove O-ring seal (8) from each air inlet elbow (5) .
Table 2
Required Tools
B 0S-1619 Bolt 4
components, if necessary. Clean all of the components with a cloth that is free of loose material (lint).
1. Install O-ring seal (8) on each air inlet elbow (5) .
2. Tooling (B) (not shown) must be modified in order to be used as guide bolts. Position Tooling (B)
in a suitable vise (not shown). Remove the heads of the bolts. Install Tooling (B) into the four
holes for the bolts that hold the air manifold to the engine.
3. Attach Tooling (A) to air manifold (4). Position a suitable lifting device on Tooling (A). Secure
the lifting device to a suitable hoist. Lift air manifold (4) into position on the engine, as shown.
Use Tooling (B) (not shown) in order to correctly align the air manifold. The weight of the air
manifold is 68 kg (150 lb).
4. Remove Tooling (B) (not shown). Install four bolts (7) that hold air manifold (4) to the engine.
5. Install twelve bolts (6) and the washers that hold six air inlet elbows (5) to air manifold (4) .
6. Connect flange (3) and air inlet elbow (1) to each end of air manifold (4). Install two bolts (2) and
the washers to each end of air manifold (4) that hold air inlet elbow (1) and flange (3) in position.
End By: Install the aftercooler. Refer to Disassembly and Assembly, "Aftercooler - Install".
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Turbocharger - Remove
SMCS - 1052-011
Removal Procedure
Start By:
A. Remove the rear hood. Refer to Disassembly and Assembly, "Hood (Rear) - Remove and Install".


and eyes.
NOTICE
containing fluids.

disposal. Drain the coolant from the radiator to a level below the turbochargers. Refer to
Operation and Maintenance Manual, "Cooling System Coolant (ELC) - Change".
Note: The removal procedure for the left turbocharger is shown. This procedure can also be used
to remove the right turbocharger (not shown).
2. Position a suitable lifting sling around pipe assembly (2), as shown. Secure the lifting sling to a
suitable hoist.
3. Remove clamp (3). Remove four bolts (1) and the washers. Remove pipe assembly (2) from the
machine.
Typical example
4. Remove two bolts (4) and the washers in order to disconnect the turbocharger from the air inlet
elbow. Disconnect tube assembly (5) and hose assembly (6) from the turbocharger.
5. Position a suitable container below drain elbow (8) in order to contain the oil for storage or for
disposal. Remove two bolts (7) and disconnect drain elbow (8) .
Typical example
NOTICE
Do not remove the compressor cover during the removal procedure or
the installation procedure. Damage to the turbocharger cartridge could
result.
Note: The compressor cover has been removed in Illustration 4 for photographic reasons. Do not
remove the compressor cover.
6. Disconnect tube assembly (10) from turbocharger (9). Position a suitable lifting sling around
turbocharger (9). Secure the lifting sling to a suitable hoist.
7. Label four high temperature bolts (11) and four high temperature bolts (12) for installation
purposes. Remove four high temperature bolts (11), four high temperature bolts (12), and the
locknuts that hold turbocharger (9) in position.
8. Remove turbocharger (9) from the engine. Remove the gasket from the drain elbow. Remove the
gasket from the turbine housing. Discard the used gaskets.
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Turbocharger - Install
SMCS - 1052-012
Note: The installation procedure for the left turbocharger is shown. This procedure can also be used to
install the right turbocharger (not shown).
1. Position a new gasket on the drain elbow (not shown). Position a new gasket on the turbine
housing (not shown).
NOTICE
Do not remove the compressor cover during the removal procedure or
the installation procedure. Damage to the turbocharger cartridge could
result.
Note: The compressor cover has been removed in Illustration 1 for photographic reasons. Do not
remove the compressor cover.
2. Position a suitable lifting sling around turbocharger (9). Secure the lifting sling to a suitable hoist.
Lift turbocharger (9) into position on the machine, as shown.
3. Apply a light coat of 5P-3931 Anti-Seize Compound to the threads and the bearing surfaces of
high temperature bolts (11) and (12) and the locknuts. Install four high temperature bolts (11),
four high temperature bolts (12), and the locknuts that hold turbocharger (9) in position. Tighten
the locknuts to a torque of 55 ± 5 N·m (41 ± 4 lb ft).
4. Connect tube assembly (10) to turbocharger (9) .
two bolts (7). Position drain elbow (8), as shown. Install two bolts (7) that hold the drain elbow in
place.
6. Connect tube assembly (5) and hose assembly (6) to the turbocharger.
two bolts (4) and the washers. Install two bolts (4) and the washers that hold the turbocharger to
the air inlet elbow on the aftercooler.
8. Position a suitable lifting sling around pipe assembly (2). Secure the lifting sling to a suitable
hoist. Lift pipe assembly (2) into position on the turbocharger, as shown.
9. Install clamp (3). Tighten the nut on clamp (3) to a torque of 9.5 ± 1 N·m (7.0 ± 0.7 lb ft). Use a
soft faced hammer in order to tap lightly around clamp (3). Tighten the nut on clamp (3) to a
torque of 9.5 ± 1 N·m (7.0 ± 0.7 lb ft).
10. Install four bolts (1) and the washers that hold pipe assembly (2) in position.
11. Fill the radiator with coolant to the correct level. Refer to Operation and Maintenance Manual,
"Cooling System Coolant (ELC) - Change".
End By: Install the rear hood. Refer to Disassembly and Assembly, "Hood (Rear) - Remove and
Install".
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Exhaust Manifold - Remove

SMCS - 1059-011
Removal Procedure
Start By:
A. Remove the inlet air manifold. Refer to Disassembly and Assembly, "Air Manifold (Inlet) -
Remove".
Hot engine components can cause injury from burns. Before

performing maintenance on the engine, allow the engine and the
components to cool.
Note: The removal procedure for the left exhaust manifold is shown. This procedure can also be used to
remove the right exhaust manifold (not shown).
1. Remove exhaust temperature sensor (1) from exhaust manifold (2) .
2. Position a suitable lifting sling around exhaust manifold (2). Secure the lifting sling to a suitable
hoist.
3. Remove 16 bolts (3), the washers, and the high temperature spacers that hold exhaust manifold (2)
in position.
4. Remove exhaust manifold (2) and the exhaust manifold gaskets from the machine. The weight of
the exhaust manifold is 45 kg (99 lb).
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Exhaust Manifold - Install

SMCS - 1059-012
Note: Check all of the components for wear or for damage. Replace the components, if necessary.
Replace all of the gaskets prior to assembly. Clean all of the components with a cloth that is free of
Note: The installation procedure for the left exhaust manifold is shown. This procedure can also be used
to remove the right exhaust manifold (not shown).
1. Position four new exhaust manifold gaskets (not shown) on the surfaces of the cylinder heads that
mate with the exhaust manifold.
2. Position a suitable lifting sling around exhaust manifold (2). Secure the lifting sling to a suitable
hoist. Lift exhaust manifold (2) into position on the cylinder heads, as shown. The weight of the
exhaust manifold is 45 kg (99 lb).
3. Apply a light coat of 5P-3931 Anti-Seize Compound to the threads and the bearing surfaces of 16
bolts (3). Install 16 bolts (3), the washers, and the high temperature spacers that hold exhaust
manifold (2) in position. Tighten the bolts to a torque of 50 ± 5 N·m (37 ± 4 lb ft).
4. Install exhaust temperature sensor (1) .
End By: Install the inlet air manifold. Refer to Disassembly and Assembly, "Air Manifold (Inlet) -
Install".
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Water Temperature Regulator - Remove

SMCS - 1355-011
Removal Procedure


and eyes.
NOTICE
containing fluids.

disposal. Drain the coolant from the radiator to a level below regulator housing (1). Refer to
2. Remove bracket (8) from the top of regulator housing (1) and move the bracket and the hose
assembly out of the way.
3. Remove four bolts (4) and the washers that hold elbow (5) in position. Disconnect elbow (5) from
regulator housing (1). Remove gasket (6) (not shown) from elbow (5) .
4. Disconnect two tube assemblies (9) from regulator housing (1) .
5. Label two bolts (3) and eight bolts (7) for installation purposes. Remove two bolts (3), eight bolts
(7), and the washers that hold regulator housing (1) in position.
6. Remove cover (10) and the gasket (not shown) from regulator housing (1). Position elbow (2) and
the tube assembly away from regulator housing (1). Remove the gasket (not shown) from elbow
(2) .
7. Remove regulator housing (1) and gasket (11) (not shown) from the machine. The weight of the
regulator housing is 18 kg (40 lb).
8. Remove four temperature regulators (12) and gasket (11) from regulator housing (1) .
9. Remove four lip seals (13) and line valve (14) from regulator housing (1) .
0 #11, 2"". 0 % 3 #/ , "1 9" ""2"".

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Water Temperature Regulator - Install

SMCS - 1355-012
Table 1
Required Tools
1. Use Tooling (A) (not shown) in order to install four lip seals (13) in regulator housing (1). Install
the lip seals with the lip of the seal toward the inside of the regulator housing, as shown.
2. Install four temperature regulators (12) in regulator housing (1). Position a new gasket (11) on
regulator housing (1) .
3. Install line valve (14) in regulator housing (1) .
4. Position regulator housing (1) and gasket (11) (not shown) on the machine. The weight of the
regulator housing is 18 kg (40 lb).
5. Position a new gasket (not shown) and cover (10) on regulator housing (1). Position a new gasket
(not shown) and elbow (2) on regulator housing (1) .
6. Install two bolts (3), eight bolts (7), and the washers that hold regulator housing (1) in position.
7. Connect two tube assemblies (9) to regulator housing (1) .
8. Position a new gasket (6) (not shown) and elbow (5) on regulator housing (1). Install four bolts (4)
and the washers that hold elbow (5) in position.
9. Install bracket (8) on the top of regulator housing (1), as shown.
0 #11, 2"". 0 % 3 #/ , 2- 9" ""2"".

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Water Pump (Jacket Water) - Remove

SMCS - 1361-011
Removal Procedure
Table 1
Required Tools


and eyes.
NOTICE

containing fluids.

disposal. Drain the coolant from the radiator to a level below the water pump. Refer to Operation
and Maintenance Manual, "Cooling System Coolant (ELC) - Change".
2. Remove two bolts (2), two bolts (4), and the washers that hold elbow (3) to the regulator housing.
Position elbow (3) and tube (1) away from the regulator housing. Remove the gasket (not shown)
from elbow (3) .
Note: The front hood has been removed for photographic reasons.
3. Remove bolt (5), the washer, and the nut that holds clip (6) in position. Remove clip (6) and the
grommet from tube (1) .
4. Remove two bolts (7), the washers, and the retainers that hold tube (1) to elbow (8). Position tube
(1) away from elbow (8) .
5. Remove two bolts (9), two bolts (12), and three nuts (11) that hold elbow (8) to water pump (10).
Remove elbow (8) from water pump (10) .
6. Attach Tool (A) to water pump (10). Position a suitable lifting sling on Tool (A). Secure the
lifting sling to a suitable hoist. Apply an upward force on Tool (A) in order to remove the weight
of the water pump from the shaft.
Note: Do not rely on the shaft in order to support the weight of the water pump. Seal damage will
occur.
7. Remove four bolts (13) and four bolts (14) that hold water pump (10) in position. Remove water
pump (10) from the machine. The weight of the water pump is 27 kg (60 lb).
0 #11, 2"". 0 % 3 #/ , /# 9" ""2"".

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Water Pump (Jacket Water) - Install

SMCS - 1361-012
Table 1
Required Tools
1. Attach Tool (A) to water pump (10). Position a suitable lifting sling on Tool (A). Secure the
lifting sling to a suitable hoist. Lift water pump (10) into position, as shown. The weight of the
water pump is 27 kg (60 lb).
Note: Do not rely on the shaft in order to support the weight of the water pump. Seal damage will
occur.
2. Install four bolts (13) and four bolts (14) that hold water pump (10) in position.
3. Position elbow (8) on water pump (10). Install two bolts (9), two bolts (12), and three nuts (11)
that hold elbow (8) to water pump (10). Tighten the nuts to a torque of 35 ± 5 N·m (26 ± 4 lb ft).
4. Position tube (1) on elbow (8). Install two bolts (7), the washers, and the retainers that hold tube
(1) to elbow (8) .
Note: The front hood has been removed for photographic reasons.
5. Position clip (6) and the grommet on tube (1). Install bolt (5), the washer, and the nut that holds
clip (6) in position.
6. Install a new gasket (not shown) on elbow (3). Position elbow (3) and tube (1) on the regulator
housing. Install two bolts (2), two bolts (4), and the washers that hold elbow (3) to the regulator
housing.
0 #11, 2"". 0 % 3 #/ , -1 9" ""2"".

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Cowling (Radiator) - Remove and Install

SMCS - 7155-010
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the front hood. Refer to Disassembly and Assembly, "Hood (Front) - Remove and
Install".
1. Remove hex nut (3) and the lockwasher (not shown) that holds ground level shutdown switch (2)
to cowling assembly (1) .
2. Attach Tooling (A) to cowling assembly (1). Position a suitable lifting device on Tooling (A).
Secure the lifting device to a suitable hoist.
3. Remove ten bolts (4) and the washers that hold cowling assembly (1) to the frame assembly.
Remove cowling assembly (1) from the machine. The weight of the cowling assembly is 131 kg
(290 lb).
Table 2
Required Tools
1. Attach Tooling (A) to cowling assembly (1). Position a suitable lifting device on Tooling (A).
Secure the lifting device to a suitable hoist. Lift cowling assembly (1) into position on the frame
assembly, as shown. The weight of the cowling assembly is 131 kg (290 lb).
2. Install ten bolts (4) and the washers that hold cowling assembly (1) to the frame assembly.
3. Position ground level shutdown switch (2) through cowling assembly (1). Install hex nut (3) and
the lockwasher (not shown) that holds ground level shutdown switch (2) to cowling assembly (1) .
End By: Install the front hood. Refer to Disassembly and Assembly, "Hood (Front) - Remove and
Install".
0 #11, 2"". 0 % 3 #/ ,. #9 :" ""2"".

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Radiator - Remove
SMCS - 1353-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the radiator cowling. Refer to Disassembly and Assembly, "Cowling (Radiator) -


and eyes.
NOTICE
containing fluids.

disposal. Drain the coolant from the radiator. Refer to Operation and Maintenance Manual,
"Cooling System Coolant (ELC) - Change". The capacity of the radiator is 268 L (71 US gal).
Note: It is not necessary to evacuate the air conditioning system during the removal of refrigerant
condenser (1) .
2. Remove four bolts (2), the nuts, and the hard washers that hold refrigerant condenser (1) in
position. Move refrigerant condenser (1) away from the radiator and fasten the refrigerant
condenser to the front of the machine.
3. Remove nut (3), the hard washers, and the clips that hold two hose assemblies (4) to the radiator.
4. Remove four bolts (6) from elbow (5). Remove four bolts (10) from elbow (9). Disconnect elbow
(5) and elbow (9) from the top of the radiator. Remove the gasket from each elbow.
5. Remove four tie straps (7) that hold wire harness (8) to the radiator. Position the wire harness
away from the radiator.
6. Remove four bolts (12) from elbow (11). Remove four bolts (14) from elbow (13). Disconnect
elbow (11) and elbow (13) from the bottom of the radiator. Remove the gasket from each elbow.
7. Remove eight bolts (16) and the hard washers that hold two fan guards (15) in position. Remove
both of the fan guards.
8. Disconnect tube assembly (18) from ether starting aid (17) .
9. Disconnect wire harness (20) at electrical connection (19). Remove three bolts (21) and the clips
that hold wire harness (20) to the radiator.
NOTICE
In order to protect the radiator core during fan removal, place a piece
of cardboard between the fan and the radiator.
10. Position a suitable lifting sling around fan spider assembly (25). Secure the lifting sling to a
suitable hoist. Remove six bolts (23) that hold fan adapter (24) to fan pulley hub (22). Remove fan
spider assembly (25) and fan adapter (24) from fan pulley hub (22) as an assembly. The weight of
the assembly is 59 kg (130 lb).
11. Attach Tooling (A) to radiator (26). Position a suitable lifting device on Tooling (A). Secure the
lifting device to a suitable hoist. Remove four bolts (27) and the hard washers that hold radiator
(26) in position. Remove radiator (26) from the machine. The weight of the radiator is 775 kg
(1710 lb).
2 #11, 3"". 2 % 4 #/ ,. ,/ :" ""3"".

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Radiator - Install
SMCS - 1353-012
Table 1
Required Tools
1. Attach Tooling (A) to radiator (26). Position a suitable lifting device on Tooling (A). Secure the
lifting device to a suitable hoist. Lift radiator (26) into position on the machine, as shown. The
weight of the radiator is 775 kg (1710 lb).
2. Install four bolts (27) and the hard washers that hold radiator (26) in position.
NOTICE
In order to protect the radiator core during fan installation, place a
piece of cardboard between the fan and the radiator.
suitable hoist. Lift fan spider assembly (25) and fan adapter (24) into position as an assembly on
fan pulley hub (22), as shown. The weight of the assembly is 59 kg (130 lb). Install six bolts (23)
that hold fan adapter (24) to fan pulley hub (22) .
4. Connect wire harness (20) at electrical connection (19). Install three bolts (21) and the clips that
hold wire harness (20) to the radiator.
5. Connect tube assembly (18) to ether starting aid (17) .
6. Position two fan guards (15) on the radiator. Install eight bolts (16) and the hard washers that hold
the fan guards in position.
7. Install a new gasket on elbow (11) and on elbow (13). Position elbow (11) and elbow (13) to the
bottom of the radiator. Install four bolts (12) that hold elbow (11) in position. Install four bolts
(14) that hold elbow (13) in position.
8. Position wire harness (8) on the clips, as shown. Install four tie straps (7) that hold wire harness
(8) to the radiator.
9. Install a new gasket on elbow (5) and on elbow (9). Position elbow (5) and elbow (9) to the top of
the radiator. Install four bolts (6) that hold elbow (5) in position. Install four bolts (10) that hold
elbow (9) in position.
10. Install nut (3), the hard washers, and the clips that hold two hose assemblies (4) to the radiator.
11. Position refrigerant condenser (1) on the radiator, as shown. Install four bolts (2), the nuts, and the
hard washers that hold refrigerant condenser (1) to the radiator.
End By: Install the radiator cowling. Refer to Disassembly and Assembly, "Cowling (Radiator) -
1 #22, 3"". 1 % 4 #/ ,. -" :" ""3"".

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Radiator Core - Remove

SMCS - 1353-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the radiator cowling. Refer to Disassembly and Assembly, "Cowling (Radiator) -


and eyes.
NOTICE
containing fluids.

disposal. Drain the coolant from the radiator. Refer to Operation and Maintenance Manual,
Note: It is not necessary to evacuate the air conditioning system during the removal of refrigerant
condenser (1) .
2. Remove four bolts (2), the nuts, and the hard washers that hold refrigerant condenser (1) in
position. Move refrigerant condenser (1) away from the radiator and fasten the refrigerant
condenser to the front of the machine.
3. Remove nut (3), the hard washers, and the clips that hold two hose assemblies (4) to the radiator.
6. Attach Tooling (A) to radiator top tank assembly (11). Position a suitable lifting device on
Tooling (A). Secure the lifting device to a suitable hoist. Remove 20 bolts (13) and the washers
that hold five tube assemblies (14) to the radiator.
Note: Four tube assemblies (14) are located in front of the radiator. The remaining tube assembly
(not shown) is located behind the radiator.
7. Remove 20 bolts (12) and the hard washers that hold radiator top tank assembly (11) to the
channel assemblies. Remove radiator top tank assembly (11) from the radiator core assemblies.
The weight of the radiator top tank assembly is 95 kg (209 lb).
8. Remove the 23 seals (not shown) from the bottom of radiator top tank assembly (11) .
Note: Some of the seals may stick to the radiator core assemblies.
9. Remove two bolts (16) and the hard washers that hold radiator core assembly (15) in position.
Remove radiator core assembly (15) and seal (17) from the radiator bottom tank assembly.
10. Repeat Step 9 for each of the radiator core assemblies (15) that need to be removed.
1 #22, 3"". 1 % 4 #/ ,2 #- :" ""3"".

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Radiator Core - Install

SMCS - 1353-012
Table 1
Required Tools
1. Lubricate the sealing surface of seal (17) with 5P-3975 Rubber Lubricant. Position seal (17) and
radiator core assembly (15) on the radiator bottom tank assembly. Install two bolts (16) and the
hard washers that hold radiator core assembly (15) in position. Do not tighten the bolts at this
time.
2. Repeat Step 1 for each of the radiator core assemblies (15) that need to be installed.
3. Adjust gap (X) at the front of the radiator to a distance of 6.5 mm (0.25 inch). Adjust gap (Y) at
the rear of the radiator to a distance of 2.0 ± 1.5 mm (0.08 ± 0.06 inch).
4. Verify that none of the radiator core assemblies are touching each other. Tighten bolts (16) that
hold the radiator core assemblies to the radiator bottom tank assembly.
5. Lubricate the sealing surface of the 23 seals (not shown) with 5P-3975 Rubber Lubricant. Position
the 23 seals on the top surfaces of the 23 radiator core assemblies.
6. Attach Tooling (A) to radiator top tank assembly (11). Position a suitable lifting device on
Tooling (A). Secure the lifting device to a suitable hoist. Lift radiator top tank assembly (11) into
position on the radiator core assemblies, as shown. The weight of the radiator top tank assembly is
95 kg (209 lb).
7. Install 20 bolts (12) and the hard washers that hold radiator top tank assembly (11) to the channel
assemblies.
8. Position five tube assemblies (14) on the radiator. Install 20 bolts (13) and the washers that hold
five tube assemblies (14) to the radiator.
Note: Four tube assemblies (14) are located in front of the radiator. The remaining tube assembly
(not shown) is located behind the radiator.
11. Install nut (3), the hard washers, and the clips that hold two hose assemblies (4) to the radiator.
12. Position refrigerant condenser (1) on the radiator, as shown. Install four bolts (2), the nuts, and the
hard washers that hold refrigerant condenser (1) to the radiator.
End By: Install the radiator cowling. Refer to Disassembly and Assembly, "Cowling (Radiator) -
3 #22, 1"". 3 % 4 #/ ,2 ,# :" ""1"".

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Fan - Remove and Install

SMCS - 1356-010
Removal Procedure
Start By:
A. Remove the front hood. Refer to Disassembly and Assembly, "Hood (Front) - Remove and
Install".
3. Remove eight bolts (8) and the hard washers that hold two fan guards (7) in position. Remove
both of the fan guards.
NOTICE
In order to protect the radiator core during fan removal, place a piece
of cardboard between the fan and the radiator.
suitable hoist. Remove six bolts (10) that hold fan adapter (11) to fan pulley hub (9). Remove fan
spider assembly (12) and fan adapter (11) from fan pulley hub (9) as an assembly. The weight of
the assembly is 59 kg (130 lb).
NOTICE
In order to protect the radiator core during fan installation, place a
piece of cardboard between the fan and the radiator.
suitable hoist. Lift fan spider assembly (12) and fan adapter (11) into position as an assembly on
fan pulley hub (9), as shown. The weight of the assembly is 59 kg (130 lb). Install six bolts (10)
that hold fan adapter (11) to fan pulley hub (9) .
2. Position two fan guards (7) on the radiator. Install eight bolts (8) and the hard washers that hold
the fan guards in position.
End By: Install the front hood. Refer to Disassembly and Assembly, "Hood (Front) - Remove and
Install".
2 #11, 3"". 2 % 4 #/ ,1 /1 :" ""3"".

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Fan Drive - Remove

SMCS - 1359-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the fan. Refer to Disassembly and Assembly, "Fan - Remove and Install".
1. Insert Tool (A) (not shown) into notch (X). Use Tool (A) in order to release the tension on four V-
belts (4). Remove the V-belts from fan drive pulley (3) .
2. Remove six bolts (2) that hold fan drive pulley (3) in position. Remove the fan drive pulley from
fan drive hub (1) .
3. Remove bolt (7), retaining washer (6), ball bearing (8), spacer (9), and fan drive hub (1). Remove
lip seal (5) from fan drive hub (1) .
4. Remove spacer (11) and ball bearing (10). Remove the O-ring seal from spacer (11) .
1 #22, 0"". 1 % 3 #/ /" "9 :" ""0"".

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Fan Drive - Install

SMCS - 1359-012
Table 1
Required Tools
B 1U-7094 Breaker Bar 1
1. Install the O-ring seal in spacer (11). Position ball bearing (10) and spacer (11) in fan drive hub
(1) .
2. Lubricate lip seal (5) with 1P-0808 Multipurpose Grease. Use Tooling (A) (not shown) in order to
install lip seal (5) in fan drive hub (1). Make sure that the lip of the seal is positioned toward the
inside of the fan drive hub, as shown.
3. Position fan drive hub (1), spacer (9), ball bearing (8), and retaining washer (6) on the shaft.
Install bolt (7) that holds the retaining washer in position.
4. Position fan drive pulley (3) on fan drive hub (1). Install six bolts (2) that hold fan drive pulley (3)
in position.
5. Insert Tool (B) (not shown) into notch (X). Use Tool (B) in order to release the spring tension so
that four V-belts (4) can be installed on fan drive pulley (3) .
End By: Install the fan. Refer to Disassembly and Assembly, "Fan - Remove and Install".
1 #22, 3"". 1 % 4 #/ /" 3/ :" ""3"".

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Belt Tightener - Remove and Install

SMCS - 1358-010
Removal Procedure
Table 1
Required Tools
1. Insert Tool (A) (not shown) into notch (X). Use Tool (A) in order to release the tension on four V-
belts (8). Remove the V-belts from idler pulley (4) .
2. Disconnect hose assembly (3) from tightener arm assembly (7) .
3. Remove the cotter, the washer, and clevis pin (2) that holds spring (1) to the belt tightener. Repeat
for the remaining spring.
4. Remove bolt (6), the washer, and retainer plate (5) that holds tightener arm assembly (7) in
position.
5. Remove tightener arm assembly (7) and idler pulley (4) from the shaft as an assembly.
6. Remove four bolts (13), the hard washers, cover (14), and the gasket from idler pulley (4) .
7. Remove bolt (15) and retaining washer (16) .
8. Remove idler pulley (4), spacer (18), and O-ring seal (17) from tightener arm assembly (7) .
9. Remove ball bearing (12), spacer (11), ball bearing (10), and lip seal (9) from idler pulley (4) .
Table 2
Required Tools
1. Install O-ring seal (17) and spacer (18) on tightener arm assembly (7). Install ball bearing (10) in
idler pulley (4) .
2. Lubricate lip seal (9) with 1P-0808 Multipurpose Grease. Use Tooling (B) (not shown) in order to
install lip seal (9) in idler pulley (4). Make sure that the lip of the seal is positioned toward the
inside of the idler pulley, as shown.
3. Position idler pulley (4) on tightener arm assembly (7). Make sure that lip seal (8) contacts spacer
(17). Install spacer (10) and ball bearing (11) on the shaft of tightener arm assembly (7) .
4. Install retaining washer (16) and bolt (15). Position the gasket and cover (14) on idler pulley (4).
Install four bolts (13) and the hard washers that hold cover (14) in position.
5. Position tightener arm assembly (7) and idler pulley (4) on the shaft as an assembly. Install
retainer plate (5), the washer, and bolt (6) that holds tightener arm assembly (7) in position.
6. Position spring (1) to the belt tightener. Install clevis pin (2), the washer, and the cotter that holds
spring (1) to the belt tightener. Repeat for the remaining spring.
7. Connect hose assembly (3) to tightener arm assembly (7) .
8. Insert Tool (A) (not shown) into notch (X). Use Tool (A) in order to release the spring tension so
that four V-belts (8) can be installed on idler pulley (4) .
9. Lubricate fitting (19) with 1P-0808 Multipurpose Grease in order to grease the belt tightener.
Note: Fitting (19) is located below the alternator on the front right side of the engine.
0 #11, 2"". 0 % 3 #/ /" ,1 9" ""2"".

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Oil Pan - Remove

SMCS - 1302-011
Removal Procedure
Start By:
A. Remove the oil pan guards. Refer to Disassembly and Assembly, "Guard (Oil Pan) - Remove and
Install".

components to cool.
NOTICE
containing fluids.

1. Drain the oil from the oil pan into a suitable container for storage or for disposal. The capacity of
the oil pan is 125 L (33 US gal).
2. Remove two nuts (1) and the hard washers that hold the lower end of tube assembly (dipstick) (2)
in position.
3. Loosen bolt (3) and two clamps (4) that hold tube assembly (2) to the bracket. Do not remove bolt
(3). Repeat for the remaining two clamps.
4. Lift tube assembly (2) from the oil pan and position the tube assembly away from the oil pan.
5. Disconnect tube assembly (5) and hose assembly (6) from the oil pan (front).
Note: Hose assembly (6) is only present on machines that are equipped with the engine
6. Disconnect wire harness (13) for the liquid level switch at the electrical connection.
7. Remove five bolts (10), bolt (11), and the hard washers that hold oil pump inlet elbow (12) in
position. Remove two bolts (7) that hold pump inlet elbow (8) in position. Remove oil pump inlet
elbow (12) and pump inlet elbow (8) from the oil pan (front).
8. Remove O-ring seal (14) from pump inlet elbow (8). Remove seal (15) and O-ring seal (16) from
oil pump inlet elbow (12) .
9. Remove two bolts (9) (not shown) and the hard washers that hold the two plates together.
10. Remove four bolts (17) and the hard washers that hold support (18) in position. Remove support
(18) from the oil pan (rear).
11. Remove eight bolts (23) and the hard washers that hold oil pan (middle) (22) to the oil pan (front).
12. Remove eight bolts (20) and the hard washers that hold oil pan (rear) (19) to oil pan (middle)
(22) .
13. Label 11 twelve point head bolts (25) for installation purposes. Remove 11 twelve point head
bolts (25) and the hard washers that hold oil pan (rear) (19) in position. Remove the oil pan (rear).
14. Remove integral seal (21) from the mating surfaces of oil pan (rear) (19) and oil pan (middle)
(22) .
15. Remove 12 bolts (24) and the hard washers that hold oil pan (middle) (22) in position. Remove
the oil pan (middle) (22) .
16. Remove the integral seal (not shown) from the mating surfaces of oil pan (middle) (22) and the oil
pan (front).
17. Remove two bolts (27) and the hard washers that hold plate (28) to oil pan (front) (26). Remove
plate (28) .
18. Label 17 twelve point head bolts (29) for installation purposes. Use two people in order to support
oil pan (front) (26). Remove 17 twelve point head bolts (29) and the hard washers that hold oil
pan (front) (26) in position. Remove the oil pan (front). The weight of the oil pan (front) is 39 kg
(85 lb).
19. Remove all four pieces of the gasket (not shown) from the engine block.
2 #33, 1"". 2 % 4 #/ /" -0 :" ""1"".

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Oil Pan - Install

SMCS - 1302-012
1. Position a new gasket (30) on the engine block. Make sure that all four joints (X) of gasket (30)
are positioned correctly. Apply 8T-9014 Silicone Sealant or 7M-7260 Liquid Gasket to each joint
(X) .
2. Apply 4C-9508 Wicking Sealant to the eight 1/2 in - 13 NC twelve point head bolts (29). Use two
people in order to lift oil pan (front) (26) into position, as shown. The weight of the oil pan (front)
is 39 kg (85 lb). Install 17 twelve point head bolts (29) and the hard washers that hold oil pan
(front) (26) in position.
3. Position plate (28) on oil pan (front) (26). Install two bolts (27) and the hard washers that hold
plate (28) in position.
4. Position a new integral seal (not shown) on the surface of oil pan (front) (26) that mates with the
oil pan (middle). Apply 8T-9014 Silicone Sealant or 7M-7260 Liquid Gasket to the intersections
of the integral seal and gasket (30) .
5. Lift oil pan (middle) (22) into position, as shown. Install 12 bolts (24) and the hard washers that
hold oil pan (middle) (22) in position.
6. Install eight bolts (23) and the hard washers that hold oil pan (middle) (22) to the oil pan (front).
7. Position a new integral seal (21) on the surface of oil pan (middle) (22) that mates with oil pan
(rear) (19). Apply 8T-9014 Silicone Sealant or 7M-7260 Liquid Gasket to the intersections of
integral seal (21) and gasket (30) .
8. Apply 4C-9508 Wicking Sealant to the two 1/2 in - 13 NC twelve point head bolts (25). Lift oil
pan (rear) (19) into position, as shown. Install 11 bolts (25) and the hard washers that hold oil pan
(rear) (19) in position.
9. Install eight bolts (20) and the hard washers that hold oil pan (middle) (22) to oil pan (rear) (19) .
10. Position support (18) on the oil pan (rear). Install four bolts (17) and the hard washers that hold
support (18) in position.
11. Install two bolts (9) (not shown) and the hard washers that hold the two plates together.
12. Position seal (15) and O-ring seal (16) on oil pump inlet elbow (12). Position O-ring seal (14) on
pump inlet elbow (8) .
13. Position oil pump inlet elbow (12) and pump inlet elbow (8) on the oil pan (front), as shown.
Install five bolts (10), bolt (11), and the hard washers that hold oil pump inlet elbow (12) in
position. Install two bolts (7) that hold pump inlet elbow (8) in position.
14. Connect wire harness (13) for the liquid level switch at the electrical connection.
15. Connect tube assembly (5) and hose assembly (6) to the oil pan (front).
Note: Hose assembly (6) is only present on machines that are equipped with the engine
16. Position tube assembly (dipstick) (2) to the oil pan. Install two nuts (1) and the hard washers that
hold the lower end of tube assembly (2) in position. Tighten the nuts to a torque of 35 ± 5 N·m (26
± 4 lb ft).
17. Tighten bolt (3) and two clamps (4) that hold tube assembly (2) to the bracket. Repeat for the
remaining two clamps.
18. Tighten the oil drain plug (not shown) to a torque of 110 ± 15 N·m (81 ± 11 lb ft). Tighten the bolt
(not shown) on the bottom of the oil pan (rear) to a torque of 55 ± 7 N·m (41 ± 5 lb ft).
19. Fill the engine with oil to the correct level. Refer to Operation and Maintenance Manual, "Engine
Oil Level - Check".
End By: Install the oil pan guards. Refer to Disassembly and Assembly, "Guard (Oil Pan) - Remove and
Install".
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Electric Drive Pump (Prelubrication) - Remove and Install - If

Equipped
SMCS - 1319-010
Removal Procedure
NOTICE
containing fluids.

1. Drain the engine oil. Refer to Operation and Maintenance Manual, "Engine Oil and Filter Change"
for the correct procedure to drain the engine oil. The capacity of the engine is 125 L (33 US gal).
2. Remove two nuts (1) and the hard washers. Disconnect cable assemblies (2) and (4) from electric
hydraulic pump motor (3) .
3. Disconnect hose assemblies (5) and (6) from pump (7) .
4. Remove four nuts (8) and the washers. Use two people to remove the electric drive pump from the
machine.
1. Use two people in order to position the electric drive pump onto the machine. Install four nuts (8)
and the washers that hold the electric drive pump in position.
2. Connect hose assemblies (5) and (6) to pump (7) .
3. Connect cable assemblies (2) and (4) to electric hydraulic pump motor (3). Apply 9S-3263 Thread
Lock Compound to the threads of nuts (1) and install the nuts. Tighten nuts (1) to a torque of 20 ±
2 N·m (15 ± 1.5 lb ft).
Change" for the correct procedure to fill the engine oil.
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Magnetic Switch (Prelubrication Relay) - Remove and Install - If

Equipped
SMCS - 7499-010
Removal Procedure
1. Label the cable assemblies and the engine harness assembly for installation purposes.
2. Remove two nuts (1) and (3) (not shown), the two lockwashers, and the hard washers from
magnetic switch (5) .
3. Disconnect cable assemblies (4) and (7) from magnetic switch (5) .
4. Remove two nuts (2) and the washers. Disconnect the engine harness assembly.
5. Remove four bolts (6) and the hard washers. Remove magnetic switch (5) from the machine.
1. Position magnetic switch (5) on the machine, as shown. Install four bolts (6) and the washers.
2. Connect the engine harness assembly to magnetic switch (5). Install two nuts (2) and the washers.
3. Connect cable assemblies (4) and (7) to magnetic switch (5). Apply 4C-4030 Thread Lock
Compound to the threads of nuts (1) and (3) (not shown).
4. Install nuts (1) and (3), the lockwashers and the hard washers. Tighten nuts (1) and (3) to a torque
of 11.3 ± 1.1 N·m (8 ± 0.8 lb ft).
0 #11, 2"". 0 % 3 #9 9# -" :" ""2"".

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Accessory Drive - Remove and Install

SMCS - 1207-010
Removal Procedure
Start By:
A. Remove the pump drive shaft. Refer to Disassembly and Assembly, "Pump Drive Shaft - Remove
and Install" for the Machine Systems.
Note: The torque converter has been removed for photographic reasons.
1. Remove locknut (1) and the hard washer that holds yoke (2) to the shaft of the accessory drive.
Remove yoke (2) from the shaft.
2. Remove full nut (6) and the hard washer that holds adapter assembly (5) in position. Remove lip
seal (4), seal (3) (not shown), and adapter assembly (5) from the flywheel housing. Remove the O-
ring seal from adapter assembly (5) .
3. Remove ten bolts (7) and the washers that hold cover (8) to flywheel housing (9). Remove cover
(8) from flywheel housing (9). Remove the gasket from cover (8) .
4. Remove thrust washer (11). Remove 12 twelve point head bolts (12) that hold shaft (13) to gear
(10). Remove shaft (13) from gear (10) .
5. Remove gear (10) from the flywheel housing.
6. Remove four bolts (14), the hard washers, and the sealing washers that hold bracket (15) and cage
assembly (16) in position. Remove bracket (15) from the flywheel housing. Remove thrust washer
(17) and cage assembly (16) from the flywheel housing.
1. Position cage assembly (16) and thrust washer (17) inside the flywheel housing, as shown.
Position bracket (15) on the flywheel housing. Install four bolts (14), the sealing washers, and the
hard washers that hold bracket (15) and cage assembly (16) in position.
2. Lubricate the sleeve bearing in gear (10) and shaft (13) with clean engine oil. Position gear (10) in
the flywheel housing. Install shaft (13) in gear (10) .
3. Install 12 twelve point head bolts (12) that hold shaft (13) to gear (10). Tighten the bolts to a
torque of 90 ± 15 N·m (66 ± 11 ft). Position thrust washer (11) on shaft (13) .
4. Install a new gasket on cover (8). Position cover (7) on flywheel housing (9). Install ten bolts (7)
and the washers that hold cover (8) to flywheel housing (9) .
5. Install O-ring seal (18) on adapter assembly (5). Position adapter assembly (5) on shaft (13).
Install full nut (6) and the hard washer that holds adapter assembly (5) in position. Tighten the full
nut to a torque of 65 ± 10 N·m (48 ± 7 lb ft).
6. Install seal (3) and lip seal (4) in adapter assembly (5), as shown. Make sure that the seals are
seated correctly.
Note: The torque converter has been removed for photographic reasons.
7. Position yoke (2) on the shaft of the accessory drive. Make sure that the mating surfaces of
locknut (1) and the shaft are clean. Install locknut (1) and the hard washer that holds yoke (2) to
the shaft. Tighten the locknut to a torque of 650 ± 50 N·m (479 ± 37 lb ft).
End By: Install the pump drive shaft. Refer to Disassembly and Assembly, "Pump Drive Shaft -
Remove and Install" for the Machine Systems.
/ #00, 1"". / % 2 #8 81 #" 9" ""1"".

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Air Compressor - Remove and Install

SMCS - 1803-010
Removal Procedure
Start By:
A. Purge the air from the air tanks. Refer to Disassembly and Assembly, "Air Tanks (Brake) - Purge"
for the Machine System.
Personal injury can result from removing hoses or fittings in a pressure

system.
Failure to relieve pressure can cause personal injury.
Do not remove or disconnect hoses or fittings until all pressure in the air
system has been relieved.


and eyes.
NOTICE
containing fluids.

disposal. Drain the coolant from the radiator to a level below the air compressor. Refer to
2. Label all of the hose assemblies and the tube assemblies for installation purposes. Disconnect hose
assemblies (1), (2), and (4) from air compressor (5). Disconnect tube assembly (3) from air
compressor (5) .
3. Disconnect hose assembly (8) from air compressor (5). Disconnect tube assemblies (6) and (9)
from air compressor (5) .
4. Remove three bolts (7) and the hard washers that hold air compressor (5) to the engine. Use two
people in order to remove air compressor (5) and the gasket from the engine. The weight of the air
compressor is 24 kg (53 lb).
Note: Refer to Air Compressor, REG00914, "Disassembly and Assembly" for the correct
procedure to disassemble the air compressor and assemble the air compressor.
1. Install a new gasket on air compressor (5). Use two people in order to position air compressor (5)
on the engine, as shown. The weight of the air compressor is 24 kg (53 lb). Install three bolts (7)
and the hard washers that hold air compressor (5) to the engine.
2. Connect tube assemblies (6) and (9) to air compressor (5). Connect hose assembly (8) to air
compressor (5) .
3. Connect tube assembly (3) to air compressor (5). Connect hose assemblies (1), (2), and (4) to air
compressor (5) .
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Refrigerant Compressor - Remove and Install

SMCS - 1802-010
Removal Procedure
NOTICE
containing fluids.

This system is under pressure at all times, engine running or not. Heat
should never be applied to a charged system.

Always use caution when a fitting is removed. Slowly loosen the fitting.
If the system is still under pressure, release it slowly in a well ventilated
area.

lit cigarette.


gas may be present.
Before any checks of the air conditioning and heating system are made,
move the machine to a smooth horizontal surface. Lower all implements
to the ground. Make sure the transmission is in neutral or park and that
the parking brake is engaged. Keep all other personnel either away
from the machine or where they can be seen.
Note: Install caps and plugs on all openings in order to prevent dirt or debris from entering the
system. Cleanliness is an important factor. Before the removal procedure, the exterior of the
component should be thoroughly cleaned. This will prevent dirt from entering the internal
mechanism.
1. Before any service work is performed on the air conditioning system, refer to Air Conditioning
and Heating, Testing and Adjusting, SENR5664, "Machine Preparation for Troubleshooting".
2. Recover the refrigerant from the air conditioning system. Refer to Air Conditioning and Heating,
Testing and Adjusting, SENR5664, "Refrigerant Recovery".
3. Remove two tie straps (1). Disconnect wire harness (2) at the electrical connection.
4. Remove two tie straps (3). Disconnect wire harness (4) at the electrical connection.
5. Remove bolt (8) and the hard washer. Remove plate (7). Disconnect two air conditioner fittings
(5) and (6). Remove the O-ring seals from the refrigerant compressor.
6. Remove five bolts (10) and the hard washers. Remove guard assembly (9) from the refrigerant
compressor.
7. Remove five spacers (11). Remove spacer (12) from guard assembly (9) .
8. Loosen two bolts (13) and (14) .
9. Loosen bolt (15) .
10. Loosen bolts (17) and (18). Loosen nuts (19). Move the refrigerant compressor toward the engine
and remove V-belt (16). Remove bolt (18) and the hard washer.
11. Remove two bolts (20) and the hard washers.
12. Remove bolt (15) and the hard washer. Remove refrigerant compressor (21) from the machine.
13. Remove four bolts (22) and the washers. Remove plate (24) and plate assembly (23). Disconnect
wire harness (25) .
1. Check all of the O-ring seals and the components for wear or damage. Replace the components, if
necessary.
2. Lubricate all of the O-ring seals lightly with the lubricant that is being sealed.
3. Check the amount and condition of the oil in the refrigerant compressor. Refer to Air
Conditioning and Heating, Testing and Adjusting, SENR5664, "Refrigerant Compressor Oil -
Check".
4. Connect wire harness (25) to the refrigerant compressor. Position plate (24) and plate assembly
(23), as shown. Install four bolts (22) and the washers.
5. Position refrigerant compressor (21) onto the machine. Install bolt (15) and the hard washer. Do
not tighten bolt (15) at this time.
6. Install two bolts (20) and the hard washers.
7. Install bolt (18) and the hard washer. Do not tighten bolt (18) at this time. Install V-belt (16).
Refer to Operation and Maintenance Manual, "Belts - Inspect/Adjust/Replace" for the correct
procedure to adjust the V-belt. Tighten nuts (19). Tighten bolts (17) and (18) .
8. Tighten bolt (15) .
9. Tighten bolts (13) and (14) .
10. Install spacer (12) onto guard assembly (9). Install five spacers (11) .
11. Position guard assembly (9) onto the refrigerant compressor, as shown. Install five bolts (10) and
the hard washers.
12. Lubricate the O-ring seals with refrigerant oil. Install the O-ring seals onto the refrigerant
compressor. Connect two air conditioner fittings (5) and (6) to the refrigerant compressor. Install
plate (7), bolt (8), and the hard washer. Tighten bolt (8) to a torque of 25 ± 7 N·m (18 ± 5 lb ft).
13. Connect wire harness (4) at the electrical connection. Install two new tie straps (3) .
14. Connect wire harness (2) at the electrical connection. Install two new tie straps (1) .
15. Evacuate the air conditioning system. Refer to Air Conditioning and Heating, Testing and
Adjusting, SENR5664, "Refrigerant System - Evacuate".
16. Charge the air conditioning system. Refer to Air Conditioning and Heating, Testing and
Adjusting, SENR5664, "Refrigerant System - Charge".
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Dryer (Refrigerant) - Remove and Install

SMCS - 7322-010
Removal Procedure

area.

lit cigarette.


gas may be present.
2. Disconnect two hose assemblies (3) and (5) from dryer (1) at the quick couplers.
3. Remove bolt (4) and the hard washer. Remove two clips (2) and dryer (1) .
Note: The dryer has an arrow on the side. The arrow must point in the direction of the fluid flow.
1. Position dryer (1), as shown. Install two clips (2), bolt (4), and the hard washer.
2. Connect hose assemblies (3) and (5) to dryer (1) at the quick couplers.
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Accumulator (Refrigerant) Remove and Install

SMCS - 1809-010
Removal Procedure
NOTICE
containing fluids.


area.

lit cigarette.


gas may be present.
3. Install caps and plugs on all openings in order to prevent dirt or debris from entering the system.
Cleanliness is an important factor. Before the removal procedure, the exterior of the component
should be thoroughly cleaned. This will prevent dirt from entering the internal mechanism.
4. Disconnect two hose assemblies (1) and (4) from accumulator (3). Loosen two hose clamps (2)
and remove accumulator (3) .
5. Drain the oil from accumulator (3) into a suitable container. Record the amount of oil that was
drained from accumulator (3) .
1. Lubricate all of the O-ring seals with refrigerant oil.
Note: Do not reuse any of the oil that was removed from accumulator (3) .
2. Add 30 mL (1 fluid oz.) of clean oil to the amount of oil that was recorded during the removal
procedure (Step 5).
3. Install accumulator (3) into hose clamps (2). Tighten two hose clamps (2). Connect two hose
assemblies (1) and (4) to accumulator (3) .
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Refrigerant Condenser - Remove and Install

SMCS - 1805-010
Removal Procedure
Table 1
Required Tools
NOTICE
containing fluids.


area.

lit cigarette.


gas may be present.
3. Remove 17 uppermost bolts (1). Do not remove the lowest two bolts (1). Loosen the remaining
two bolts (1) so that Tooling (A) can be attached to the top of guard (2) .
4. Attach Tooling (A) to guard (2). Position a suitable lifting sling on Tooling (A). Secure the lifting
sling to a suitable hoist. Remove remaining two bolts (1). Remove guard (2) from the machine.
The weight of guard (2) is 18 kg (40 lb).
sling to a suitable hoist. Remove ten bolts (3). Remove guard (4). The weight of guard (4) is 18 kg
(40 lb).
6. Disconnect two hose assemblies (6) and (8) from condenser assembly (7). Remove four bolts (5),
the nuts, and the washers. Remove condenser assembly (7) from the machine.
Table 2
Required Tools
1. Lubricate all of the O-ring seals lightly with refrigerant oil.
2. Add 90 mL (3 fluid oz.) of clean oil to the air conditioning system if a new condenser assembly or
a remanufactured condenser assembly is installed.
3. Position condenser assembly (7) to the machine, as shown. Install four bolts (5), the nuts and the
washers. Connect two hose assemblies (6) and (8) to condenser assembly (7) .
sling to a suitable hoist. Position guard (4) onto the machine, as shown. Install ten bolts (3). The
weight of guard (4) is 18 kg (40 lb).
sling to a suitable hoist. Position guard (2) to the machine, as shown. Install the two bottom bolts
(1). Do not tighten bolts (1) at this time. Remove Tooling (A). The weight of guard (2) is 18 kg
(40 lb).
6. Install the remaining 17 bolts (1) into guard (2) .
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Engine and Torque Converter - Remove

SMCS - 1000-011; 1003-011; 3101-011
Removal Procedure
Table 1
Required Tools
A 8S-7640 Stand 2
A 8S-7611 Tube 2
A 8S-7615 Pin 2
B 9U-7536 Lift Stand 1
B 4C-5809 Hydraulic Pump 1
C 137-4370 Load Leveler 1
Start By:
A. Remove the radiator. Refer to Disassembly and Assembly, "Radiator - Remove".

B. Remove the rear hood. Refer to Disassembly and Assembly, "Hood (Rear) - Remove and Install".
C. Remove the drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) - Remove and
Install" for the Power Train.
D. Purge the air tanks. Refer to Disassembly and Assembly, "Air Tanks (Brake) - Purge" for the
Machine Systems.
NOTICE
containing fluids.

Removing the engine from the truck with the body of the truck in the
Up position will change the balance point of the truck. The shift in the
balance point could allow the front of the truck to unexpectedly raise off
the ground.
This unexpected movement could cause injury or death.
To stabilize the truck, always install the specified tooling to stabilize the
truck before removing the engine and torque converter.
Personal injury can result from hot oil or hot components.
At operating temperature, oil is hot and under pressure. Hot oil can
cause burns.
Remove the fill cap only when the engine is stopped, and the fill cap is


and eyes.
Personal injury can result from hydraulic oil pressure and hot oil.
Hydraulic oil pressure can remain in the hydraulic system after the
engine has been stopped. Serious injury can be caused if this pressure is
not released before any service is done on the hydraulic system.
Make sure all of the attachments have been lowered, oil is cool before
removing any components or lines. Remove the oil filler cap only when
the engine is stopped, and the filler cap is cool enough to touch with
your bare hand.

area.

lit cigarette.

gas may be present.
3. Slowly depress the breaker relief valve in order to release the pressure in the steering tank. The
breaker relief valve is located on the top of the steering tank.
4. Drain the hydraulic oil from the steering tank into a suitable container for storage or for disposal.
Refer to Operation and Maintenance Manual, "Steering System Oil - Change". The capacity of the
steering tank is 40 L (11 US gal).
5. Drain the hydraulic oil from the hoist, torque converter, and brake tank. Refer to Operation and
Maintenance Manual, "Hoist, Torque Converter and Brake Tank Oil - Change". The capacity of
the tank is 250 L (66 US gal).
6. Drain the hydraulic oil from the transmission tank. Refer to Operation and Maintenance Manual,
"Transmission Tank Oil - Change". The capacity of the transmission tank is 95 L (25 US gal).
7. Drain the engine oil. Refer to Operation and Maintenance Manual, "Engine Oil and Filter -
Change". The capacity of the engine is 125 L (33 US gal).
8. Put Tooling (A) under the body of the truck, as shown.
9. Disconnect hose assemblies (1), (2) and (3) from air compressor (4) .
10. Disconnect two hose assemblies (5) and (6) from the refrigerant compressor.
11. Disconnect three wiring harnesses (7) at the electrical connections. Wire harnesses (7) are located
at the left rear of the engine.
12. Position Tooling (B) under the frame, as shown. Position a suitable lifting device on pipe
assembly (10). Secure the lifting device to a suitable hoist.
13. Raise Tooling (B) in order to relieve the tension on tube assembly (10). Remove eight bolts (9),
the hard washers, and the nuts. Remove the shims from each end of pipe assembly (10). Label
shims (9) for installation purposes.
14. Disconnect wire harness (8) from each of the head lamps.
hoist. Remove clamp (13). Remove four bolts (11) and the hard washers. Remove pipe assembly
(12) from the machine.
16. Disconnect hose assembly (14) from the aftercooler core assembly.
17. Remove four bolts (15) and the washers. Disconnect elbow (16) from the brake oil cooler. The
brake oil cooler is located at the rear of the engine above the torque converter.
18. Label all of the cable assemblies and the wire harnesses for installation purposes. Remove nuts
(19) and (21) that hold the cable assemblies in position. Disconnect cable assemblies (17), (18),
(20), and (22) from the electric starting motors.
19. Remove cover (23) and disconnect cable assembly (24) from the electric starting motor. Remove
cover (26) and disconnect cable assembly (27) from the electric starting motor.
20. Disconnect wire harnesses (25) and (28) from the electric starting motors.
21. Remove three bolts (30) and the hard washers. Remove guard (29) from the pump drive shaft.
22. Remove three full nuts (31) and the hard washers. Remove guard (32) from the pump drive shaft.
23. Remove four bolts (33) and the washer. Remove pump drive shaft (34) .
24. Disconnect wire harness (40) at the electrical connection. Disconnect hose assemblies (35), (36),
(37), (38), and (39) .
25. Disconnect hose assemblies (41) and (42) from the left side of the torque converter.
26. Disconnect hose assembly (43) from the torque converter.
27. Disconnect hose assembly (45) from tube assembly (44) .
28. Disconnect hose assembly (46) from fuel transfer pump (47) .
29. Disconnect two wire harnesses (52) at the electrical connections. Close valve assemblies (48) and
(50). Disconnect hoses (49) and (51) .
30. Disconnect two wire harnesses (53) at the electrical connection. Disconnect two hose assemblies
(54) and (55) .
31. Disconnect two hose assemblies (56) and (57). Remove four bolts (58) and the washers.
Disconnect the elbow from the oil cooler.
32. Disconnect five hose assemblies (60), (61), (62), (63) and (64). Disconnect tube assembly (59) .
Note: Hose assemblies (63) and (64) only appear on machines that are equipped with front cooled
brakes.
33. Disconnect hose assembly (65) from the oil pan.
34. Attach Tool (C) to a suitable hoist. Position a suitable lifting device on Tool (C). Secure the lifting
device to two lifting eyes (66) .
35. Remove four bolts (68), the nuts, and the hard washers from each side of the engine. Remove cap
(67) from each side of the engine.
36. Remove four bolts (69), the full nuts, and the hard washers from the trunnion.
37. Remove the engine and the torque converter from the machine as a unit. The weight of the engine
and torque converter is 6480 kg (14300 lb).
1 #22, 0"". 1 % 3 #/ // 09 :" ""0"".

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Engine and Torque Converter - Separate and Connect

SMCS - 1000-029; 1003-029; 3101-029
Separation Procedure
Table 1
Required Tools
Start By:
A. Remove the engine and the torque converter as a unit. Refer to Disassembly and Assembly,
"Engine and Torque Converter - Remove".
NOTICE
containing fluids.

1. Drain the oil from the torque converter into a suitable container. Drain the oil by removing the
drain plug from the bottom rear of the torque converter. Approximately 19 L (5 US gal) of oil will
drain when the drain plug is removed.
2. Attach Tooling (A) to the top of torque converter housing assembly (2). Position a suitable lifting
device on Tooling (A). Secure the lifting device to a suitable hoist.
3. Remove 16 bolts (1) and the washers. Separate the torque converter from the engine. The weight
of the torque converter is 590 kg (1300 lb).
4. Remove two O-ring seals (3) and (4) from torque converter housing assembly (2) .
Connection Procedure
Table 2
Required Tools
1. Install two O-ring seals (3) and (4) onto torque converter housing assembly (2) .
2. Attach Tooling (A) to the top of torque converter housing assembly (2). Position a suitable lifting
device on Tooling (A). Secure the lifting device to a suitable hoist.
3. Position the torque converter to the engine. Install 16 bolts (1) and the washers. The weight of the
torque converter is 590 kg (1300 lb).
End By: Install the engine and the torque converter as a unit. Refer to Disassembly and Assembly,
"Engine and Torque Converter - Install".
2 #33, 1"". 2 % 4 #/ // / :" ""1"".

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Engine and Torque Converter - Install

SMCS - 1000-012; 1003-012; 3101-012
Table 1
Required Tools
A 8S-7640 Stand 2
A 8S-7611 Tube 2
A 8S-7615 Pin 2
B 9U-7536 Lift Stand 1
B 4C-5809 Hydraulic Pump 1
C 137-4370 Load Leveler 1
NOTICE

containing fluids.

area.

lit cigarette.


gas may be present.
1. Attach Tool (C) to a suitable hoist. Position a suitable lifting device on Tool (C). Secure the lifting
device to two lifting eyes (66). Install the engine and the torque converter into the machine as a
unit. The weight of the engine and torque converter is 6480 kg (14300 lb).
2. Install four bolts (69), the full nuts, and the hard washers that fasten the trunnion to the support
assembly. Tighten bolts (69) to a torque of 475 ± 50 N·m (350 ± 37 lb ft).
3. Position cap (67) on each side of the engine, as shown. Install four bolts (68), the nuts, and the
hard washers to each side of the engine. Tighten bolts (68) to a torque of 270 ± 25 N·m (200 ± 18
lb ft).
4. Connect hose assembly (65) to the oil pan.
5. Connect five hose assemblies (60), (61), (62), (63), and (64). Connect tube assembly (59) .
Note: Hose assemblies (63) and (64) only appear on machines that are equipped with front cooled
brakes.
6. Position the elbow to the oil cooler. Install four bolts (58) and the washers. Install two hose
assemblies (56) and (57) .
7. Connect two hose assemblies (54) and (55). Connect two wire harnesses (53) at the electrical
connections.
8. Connect hoses (49) and (51). Open valve assemblies (48) and (50). Connect two wire harnesses
(52) at the electrical connections.
9. Connect hose assembly (46) to fuel transfer pump (47) .
10. Connect hose assembly (45) to tube assembly (44) .
11. Connect hose assembly (43) to the torque converter.
12. Connect hose assemblies (41) and (42) to the left side of the torque converter.
13. Connect hose assemblies (35), (36), (37), (38), and (39). Connect wire harness (40) at the
electrical connection.
14. Slip pump drive shaft (34) into the pump drive. Install four bolts (33) and the washers. Tighten
bolts (33) to a torque of 55 ± 7 N·m (40 ± 5 lb ft).
15. Position guard (32), as shown. Install three full nuts (31) and the hard washers. Tighten the full
nuts to a torque of 65 ± 10 N·m (48 ± 7 lb ft).
16. Position guard (29), as shown. Install three bolts (30) and the washers.
17. Connect wire harnesses (25) and (28) to the electric starting motors. Tighten the nuts that hold the
wire harnesses in position to a torque of 2.25 ± 0.25 N·m (20 ± 2 lb in).
18. Connect cable assembly (24) and cable assembly (27) to the electric starting motors. Tighten the
nuts that hold the cable assemblies in position to a torque of 30 ± 4 N·m (22 ± 3 lb ft). Install
cover (23) and cover (26) on the cable assemblies.
19. Connect cable assemblies (17), (18), (20), and (22) to the electric starting motors. Install nuts (19)
and (21) that hold the cable assemblies in position. Tighten the nuts to a torque of 30 ± 4 N·m (22
± 3 lb ft).
20. Position elbow (16) to the brake oil cooler. Install four bolts (15) and the washers.
21. Connect hose assembly (14) to the aftercooler core assembly.
hoist. Position pipe assembly (12), as shown. Install four bolts (11) and the hard washers. Install
clamp (13). Tighten clamp (13) to a torque of 15 ± 3 N·m (11 ± 2 lb ft).
23. Position Tooling (B) under the frame, as shown. Position a suitable lifting device on pipe
assembly (10). Secure the lifting device to a suitable hoist.
24. Raise Tooling (B) in order to allow clearance for pipe assembly (10). Install the same amount of
shims that were removed. Install eight bolts (9), the hard washers, and the nuts. Tighten bolts (9)
to a torque of 120 ± 20 N·m (90 ± 15 lb ft).
25. Connect wire harness (8) to each of the head lamps.
26. Connect three wiring harnesses (7) at the electrical connections.
27. Connect two hose assemblies (5) and (6) to the refrigerant compressor.
28. Connect hose assemblies (1), (2), and (3) to air compressor (4) .
29. Remove Tooling (A) from the body of the machine.
Change". The capacity of the engine is 125 L (33 US gal).
31. Fill the transmission tank with hydraulic oil. Refer to Operation and Maintenance Manual,
"Transmission Tank Oil - Change". The capacity of the transmission tank is 95 L (25 US gal).
32. Fill the hoist, torque converter, and brake tank with hydraulic oil. Refer to Operation and
Maintenance Manual, "Hoist, Torque Converter and Brake Tank Oil - Change". The capacity of
the tank is 250 L (66 US gal).
33. Fill the steering tank with hydraulic oil. Refer to Operation and Maintenance Manual, "Steering
System Oil - Change". The capacity of the steering tank is 40 L (11 US gal).
Adjusting, "Refrigerant System - Charge".
End By:
a. Install the drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) - Remove and
Install" for the Power Train.
b. Install the rear hood. Refer to Disassembly and Assembly, "Hood (Rear) - Remove and Install".
c. Install the radiator. Refer to Disassembly and Assembly, "Radiator - Install".
0 #11, 2"". 0 % 3 #/ /- "9 :" ""2"".

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Battery - Remove and Install

SMCS - 1401-010
Removal Procedure
Batteries give off flammable fumes that can explode resulting in

personal injury.
Prevent sparks near the batteries. They could cause vapors to explode.
Do not allow the jump start cable ends to contact each other or the
machine.
Do not smoke when checking battery electrolyte levels.
Electrolyte is an acid and can cause personal injury if it contacts skin or

eyes.
Always wear eye protection when starting a machine with jump start
cables.
Improper jump start procedures can cause an explosion resulting in

personal injury.
Always connect the battery positive (+) to battery positive (+) and the
battery negative (-) to battery negative (-).
Jump start only with an energy source with the same voltage as the
stalled machine.
Turn off all lights and accessories on the stalled machine. Otherwise,
they will operate when the energy source is connected.
1. Label all of the cable assemblies for installation purposes. Open cover (1). Disconnect six cable
assemblies (2), (3), (4), (5), (6), and (7) .
2. Remove two locknuts (8) and the hard washers. Remove clip (10) from the rod. Remove frame
assembly (9) from the top of the battery.
3. Position a suitable lifting sling on battery (11). Secure the lifting sling to a suitable hoist. Remove
battery (11) from the machine. The weight of battery (11) is 55 kg (122 lb). Repeat Steps 2 and 3
for the remaining three batteries.
1. Position a suitable lifting sling on battery (11). Secure the lifting sling to a suitable hoist. Install
battery (11) into the machine. The weight of battery (11) is 55 kg (122 lb).
2. Install frame assembly (9) onto the top of the battery. Install clip (10) onto the rod. Install two
locknuts (8) and the hard washers. Repeat Steps 1 and 2 for the remaining three batteries.
3. Connect six cable assemblies (2), (3), (4), (5), (6), and (7) to the batteries. Close cover (1) .
2 #11, 3"". 2 % 4 #/ /- 30 :" ""3"".

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Ether Starting Aid - Remove and Install

SMCS - 1456-010
Removal Procedure
Personal injury or property damage can result from alcohol or starting

fluids.
Alcohol or starting fluids are highly flammable and toxic and if

improperly stored could result in injury or property damage.
1. Disconnect hose assembly (2) from two ether nozzle assemblies (3). Remove four bolts (1) and
the washers.
2. Remove two ether nozzle assemblies (3) from the air inlet elbows.
3. Disconnect wire assembly (6) at the electrical connection. Disconnect hose assembly (5) from
ether valve assembly (4) .
4. Remove four bolts (7) and the hard washers. Remove ether valve assembly (4) from the machine.
1. Position ether valve assembly (6), as shown. Install four bolts (7) and the washers.
2. Connect hose assembly (5) to ether valve assembly (4). Connect wire assembly (6) at the electrical
connection.
3. Install two ether nozzle assemblies (3) to the air inlet elbows. Connect hose assembly (2) to ether
nozzle assemblies (3) .
4. Install four bolts (1) and the washers.
0 #11, 2"". 0 % 3 #/ /- /1 9" ""2"".

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Muffler - Remove and Install

SMCS - 1062-010
Removal Procedure

components to cool.
1. Loosen clamp (2). Remove exhaust extension (1) from the muffler.
2. Position a suitable lifting sling on the muffler. Secure the lifting sling to a suitable hoist. Remove
eight bolts (3), the nuts, and the hard washers. Remove two strap assemblies (4) .
3. Loosen clamp (6). Remove muffler (5) from the machine.
1. Position a suitable lifting sling on the muffler. Secure the lifting sling to a suitable hoist. Position
muffler (5) on the machine, as shown. Apply 4C-5598 High Temperature Anti-Seize to the
threads of the nut on clamp (6). Tighten clamp (6) to a torque of 25 ± 7 N·m (18 ± 5 lb ft).
2. Install two strap assemblies (4). Install eight bolts (3), the nuts, and the hard washers. Tighten
3. Install exhaust extension (1) onto the muffler. Apply 4C-5598 High Temperature Anti-Seize to the
threads of the nut on clamp (2). Tighten clamp (2) to a torque of 25 ± 7 N·m (18 ± 5 lb ft).
2 #11, 3"". 2 % 4 #/ /0 "0 :" ""3"".

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Disconnect Switch (Battery) - Remove and Install

SMCS - 1411-010-B11
Removal Procedure
1. Turn the battery disconnect switch to the OFF position. Remove the key. Disconnect the positive
cable assemblies from the batteries. Remove nut (1) and the lockwasher. Remove instruction plate
(2) .
2. Remove four bolts (4) and the hard washers. Lift plate (3) off the frame assembly. Slide the
battery disconnect switch out of plate (3) .
3. Remove lockwasher (5) from battery disconnect switch (6). Remove two nuts (8) and the
lockwashers. Label cable assemblies (7) for installation purposes. Disconnect three cable
assemblies (7) from battery disconnect switch (6) .
1. Install three cable assemblies (7) to the battery disconnect switch (6), as shown. Install two nuts
(8) and the lockwashers. Tighten nuts (8) to a torque of 8 ± 2 N·m (70 ± 18 lb in). Install
lockwasher (5) .
2. Slide the battery disconnect switch into the hole of plate (3). Install four bolts (4) and the hard
washers.
3. Install instruction plate (2). Install nut (1) and the lockwasher. Tighten nut (1) to a torque of 23 ±
4 N·m (17 ± 3 lb ft). Connect the positive cable assemblies to the batteries.
3 #11, 2"". 3 % 4 #/ /0 2, :" ""2"".

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System Overview
SMCS - 1901-038; 1924
The engine is designed for electronic control of most engine operating functions. The electronic system
consists of an Electronic Control Module (ECM), the wiring harness, switches, sensors, and fuel
injectors. The engine ECM receives information from the sensors and the switches on the engine. The
engine ECM processes the information that is collected in order to make decisions on control of the
engine. By altering the fuel delivery with the fuel injectors, the engine ECM controls the speed and the
power that is produced by the engine.
Electronic Controls
Electronic Control Module
The ECM consists of two main components, the control computer (hardware) and the personality
module (flash file). The control computer consists of a microprocessor and electronic circuitry. The flash
file contains the engine's operational characteristics. The operating maps influence the engine's
performance.
Engine Governor
The engine ECM governs engine speed. The engine ECM and the personality module work together by
controlling the amount of fuel that is delivered by the injectors. Desired engine rpm is determined by the
throttle position sensor signal and certain sensor readings. Diagnostic codes may derate the engine.
Actual engine rpm is measured by the engine speed/timing signal.
Fuel Injection
The engine ECM controls the timing, the duration, and the pressure of the fuel that is injected. The
engine ECM varies the signals to the fuel injectors. Fuel is injected only while an injector solenoid is
energized by a 105 volt signal from the engine ECM. The timing of the injection signal determines the
engine timing. The length of the injection signal determines engine speed. By controlling the timing and
duration of the 105 volt signal, the ECM controls the engine speed.
Injection timing depends on the following conditions: desired engine rpm and load. The ECM detects
the top center of each cylinder. The ECM sends an injection signal at the desired time.
Cold Cylinder Cutout
During a cold start or extended periods at low idle, the engine ECM will automatically turn off one unit
injector at a time in order to determine if the cylinder is firing. If the ECM determines that the cylinder
is not firing, the ECM turns off the unit injector. If the ECM determines that the cylinder is firing, the
ECM turns on the unit injector. This strategy improves engine starting. This strategy reduces the
following: white smoke, the use of ether injection and warm-up time.
Cold Mode Operation
Cold mode controls fuel injection timing when the engine is cold. When the engine is cold, controlling
the fuel injection timing reduces the possibility of engine damage. When the engine is cold, controlling
the fuel injection timing helps minimize white smoke.
Cold mode is activated whenever the engine coolant temperature is below 70 °C (158 °F). Cold mode
remains active until the engine coolant temperature is warmer than 73 °C (163 °F).
FRC Limit
The flash file inside the engine ECM sets certain limits on the amount of fuel that can be injected. The
FRC limit is a limit that is based on the boost pressure. The boost pressure is calculated as the difference
in pressure between atmospheric pressure and turbocharger outlet pressure. The FRC limit is used to
control the air/fuel ratio for control of emissions. When the engine ECM senses a higher boost pressure,
the engine ECM increases the FRC limit. A higher boost pressure indicates that there is more air in the
cylinder. When the engine ECM increases the FRC limit, the engine ECM allows more fuel into the
cylinder.
Rated Fuel Position
The rated fuel position is a limit that is based on the power rating of the engine. The rated fuel position
is similar to the rack stops and the torque spring on a mechanically governed engine. The rated fuel
position determines maximum power and torque values for a specific engine family and a specific
rating. The rated fuel position is programmed into the flash file of the personality module at the factory.
"Multi-Torque" and "Dual Horsepower" Selection
This feature allows the use of a 3516B engine to be installed in a 793B Off Highway Truck. The feature
permits the use of different torque maps for different transmissions. The feature reduces the number of
software part numbers that are required for operation. The feature protects the transmission from
excessive torque.
The selection of "Multi-Torque" and "Dual Horsepower" is available through the Caterpillar Electronic
Technician (ET). If you select "Dual Horsepower", the engine ECM will use the low power 1611 kW
(2160 hp) torque map for all transmission gears. If you select "Multi-Torque", the engine ECM will
request the serial number of the transmission from the transmission ECM.
Note: If the transmission ECM does not communicate with the engine ECM, the engine ECM will
use the default 1611 kW (2160 hp) torque map. You may think that the low power is an engine
problem. The problem is really the failure of communications between the transmission ECM and
the engine ECM. The Cat ET will continue to display "Multi-torque" on the Cat ET configuration
screen in this circumstance. Power down the machine and then restart the machine. The ECM will
then reset the display to the default "Dual Horsepower" configuration.
If the transmission ECM responds with the 793C transmission, then the engine ECM will use the 1611
kW (2160 hp) torque map for the "CONVERTER DRIVE". In the "DIRECT DRIVE" gears 1 through 5,
the engine ECM will use a 1716 kW (2300 hp) torque map. In the "DIRECT DRIVE" gear 6, the engine
ECM will use a second 1716 kW (2300 hp) torque map with a different torque shade.
Rating Selection 777D Only
This feature allows the 3508B to simulate the performance of the 3508A in the 777C.
When you select "Rating Number" a window will open up allowing you to select the 745 kW (1000 hp)
rating or the 686 kW (920 hp) rating. No password is required for this feature and no transmission serial
numbers are checked.
Block Diagram of Electronic Governor
Typical schematic
Engine Wiring Diagram
Typical schematic
Engine Wiring Diagram
Typical schematic
Location of the 3508B Engine Sensors
Front view
(1) ECM connector J2/P2
(2) Atmospheric pressure sensor
(3) Connector for the engine fan speed sensor
(4) Turbocharger compressor outlet pressure sensor
(6) ECM
Rear view
(7) Machine interface connector
(8) Left turbocharger compressor inlet pressure sensor
(9) Aftercooler temperature sensor
(10) Connector for the transmission speed sensor
(11) Connector for the torque converter oil temperature sensor
Left side view
(12) Coolant temperature sensor
(13) Connector for the engine fan control solenoid
(15) Left exhaust temperature sensor
(16) Connector for the ground level shutdown switch
(17) Unfiltered engine oil pressure sensor
(18) Filtered engine oil pressure sensor
(19) ECM ground bolt
(20) Engine speed/timing sensor
Right side view
(21) Crankcase pressure sensor
(22) Connector for the engine oil renewal solenoid
(23) Right exhaust temperature sensor
(24) Low oil level switch
(25) Low engine oil level switch
(26) Coolant flow switch
(27) Timing calibration plug
Front view
(2) Right turbocharger compressor inlet pressure sensor
(3) Turbocharger compressor outlet pressure sensor (Boost)
(8) ECM
(10) Connector for the fan speed sensor
Rear view
(12) Aftercooler temperature sensor
Left side view
(16) Connector for the ground level shutdown switch
Right side view
(23) Connector for the starting aid switch
(26) Connector for the prelubrication relay
Front view
(2) Turbocharger compressor outlet pressure sensor (Boost)
(3) Aftercooler temperature sensor (front)
(6) ECM
(8) Connector for the fan speed sensor
Rear view
(10) Rear aftercooler temperature sensor
Left side view
Right side view
(20) Wastegate control solenoid
(22) Right turbocharger compressor inlet pressure sensor
1 #22, /"". 1 % 3 6 .". /" ", 9" ""/"".

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Self-Diagnostics
SMCS - 1901-038
The Electronic Control Module (ECM) has the ability to detect problems with the electronic system and
with engine operation. When a problem is detected, a code is generated. An alarm may also be
generated. There are two types of codes:
Diagnostic
Event
Diagnostic Code - When a problem with the electronic system is detected, the ECM generates a
diagnostic code. This indicates the specific problem with the electronic control system.
Event Code - An event code is generated by the detection of an abnormal engine operating condition.
For example, an event code will be generated if the oil pressure is too low. In this case, the event code
indicates the symptom of a problem.
The codes can have two different states:
Active
Logged
Active Code - An active diagnostic code or an active event code indicates that an active problem has
been detected. Active codes require immediate attention. Always service active codes prior to servicing
logged codes.
Logged Code - Every generated code is stored in the permanent memory of the ECM. The codes are
logged.
Logged codes may not indicate that a repair is needed. The problem may have been temporary. The
problem may have been resolved since the logging of the code. If the system is powered, it is possible to
generate an active diagnostic code whenever a component is disconnected. When the component is
reconnected, the code is no longer active. Logged codes may be useful to help troubleshoot intermittent
problems. Logged codes can also be used to review the performance of the engine and of the electronic
system.
1 #//, 2"". 1 % 3 6 .". 2" , 9" ""2"".

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Electrical Connectors and Functions

SMCS - 1408-038
Table 1
Connector Component
J1/P1 Electronic Control Module
J2/P2 Electronic Control Module
J3/P3 Machine Interface Connector
J4/P4 - J19/P19 Electronic Fuel Injector
J20/P20 Engine Speed/Timing Sensor
J21/P21 Coolant Temperature Sensor
J22/P22 Filtered Engine Oil Pressure Sensor
J23/P23 Turbocharger Compressor Outlet Pressure Sensor
J25/P25 Right Turbocharger Compressor Inlet Pressure Sensor
J26 Timing Calibration Connector
J27/P27 Atmospheric Pressure Sensor
J28/P28 Left Turbocharger Compressor Inlet Pressure Sensor
J29/P29 Crankcase Pressure Sensor
J30/P30 Left Exhaust Temperature Sensor
J31/P31 Right Exhaust Temperature Sensor
J32/P32 Aftercooler Temperature Sensor

J35/P35 Throttle Position Sensor
J41/P41 Fan Control Solenoid
J42 Service Tool Connector
J47/P47 Coolant Flow Switch
J48/P48 Unfiltered Engine Oil Pressure Sensor
J84/P84 Fan Speed Sensor
J89/P89 Air Inlet Temperature Sensor
J103/P103 Wastegate Control Solenoid
J106/P106 Fuel Filter Differential Pressure Switch
J112/P112 Low Oil Level Switch
J113/P113 Engine Oil Renewal Solenoid
Electronic control module
ECM connector
ECM connector
Electrical connectors
2 #11, 0"". 2 % 3 6 .". 0# " 9" ""0"".

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Electronic Service Tools

SMCS - 1901-038
The Caterpillar Electronic Service Tools are designed to perform the following functions:
Obtain data from the engine.
Display the diagnostic codes or display the event codes on the Caterpillar Electronic Technician
(ET).
Perform sensor calibrations.
Read the programmable parameters.
Change the programmable parameters.
The use of a communication adapter must be used in order for the Cat ET to communicate with the
Electronic Control Module (ECM).
There are several service tools that are required in order to allow a service technician to perform the
procedures. These tools are listed in the following tables.
Table 1
Required Service Tools

Part Number Description
N/A 4 mm Allen Wrench
N/A Vacuum Pump Test Unit
1U-5805 Wire Removal Tool (14 AWG)
151-6320 Wire Removal Tool (16/18 AWG)

9U-7330 Digital Multimeter
7X-1710 Multimeter Probe
175-3700 Connector Repair Kit
1U-5804 Crimp Tool
7X-1695 Cable
6V-3093 Transducer Adapter
6V-2197 Transducer
147-6456 (Wedge Removal Tool)
Optional Service Tools

Two short jumper wires are needed to check continuity of some wiring harness circuits. The jumper
wires are used to short two adjacent pins or sockets together in a connector.
A long extension wire may be needed to check continuity of some wiring harness circuits.
The following list contains service tools that are not required. These tools may be helpful to service the
engine. The following optional tools are used to measure voltage, pressures and/or temperatures.
Table 2
Optional Service Tools

4C-4071 Contact Removal Tool
4C-4075 Crimp Tool
146-4080 Digital Multimeter
4C-4911 (1) Battery Load Tester
6V-9130 (2) Temperature Adapter
7X-6370 Adapter Cable

151-6320 Wire Removal Tool
8T-5319 Connector Tool Group
8T-8726 Adapter Cable
9S-9082 Engine Turning Tool
9S-9150 Terminal Crimp Tool As
5P-7277 Voltage Tester
(1) Refer to Special Instruction, SEHS9249, "Use of the 4C-4911 Battery Load Tester for 6, 8, and 12 Volt Lead". Also,
refer to Special Instruction, SEHS7633, "Battery Test Procedure".
(2) Refer to Special Instructions, SEHS8382, "Use of 6V-9130 Temperature Adapter Group".
Vacuum pump test unit
(1) 4C-3973 Connector
(2) Pressure sensor
(3) Tee
(4) 9X-0263 Adapter
(5) 1U-5718 Vacuum Pump
(6) 169-7372 Fluid Sampling Bottle
Note: Similar parts may be used to build the vacuum pump test unit. The vacuum pump test unit can be
used with the 1U-5470 Engine Pressure Group .
Electronic Technician
The Caterpillar Electronic Technician (ET) is designed to run on a personal computer. Cat ET can
display the status of a group of parameters. Cat ET can display the following information:
Sensor values
Diagnostic codes
Engine configuration
Cat ET can perform the following functions:
Diagnostic tests
Sensor calibration
Flash downloading
Set programmable parameters
The following components are required to use Cat ET to service the engine.
Table 3
Required Electronic Service Tools for the Use of Cat ET

Requirements
IBM PC compatible 100 MHz processor
32 megabyte of RAM
10 megabyte of available hard drive space
N/A CD-ROM drive
3.5" 1.44-MB floppy disk drive
Windows NT or Windows 95
RS232 port with "16550AF UART"
VGA monitor or display
Recommended
Intel Pentium II 333 mHz processor
N/A 64 megabyte of RAM
4.3 gigabyte hard drive
CD-ROM drive 14X speed
JERD2124 License for Cat ET
JERD2129 Data Subscription for all engines and machines

NEHS0758 (1) Service Program Module for the 171-4401 Communication Adapter II
160-0141 (2) Adapter Cable As (Cat Data Link)
207-6845 (2) Adapter Cable As
171-4401 (2) Communication Adapter II for use between Cat ET and the ECM
237-7547 (3) Adapter Cable As
(1) The subscription will be updated at regular intervals.
(2) This part number is part of the 171-4400 Communication Adapter II Group .
(3) The 237-7547 Adapter Cable As is required to connect to the USB port on computers that are not equipped with a
RS232 serial port.
Connecting Cat ET and the Communication Adapter II
(1) Personal computer
(2) 160-0141 Data Link Cable
(3) 171-4401 Communication Adapter II
The service tool connector provides the Communication Adapter II with 24 VDC. Use the following
procedure to connect the Cat ET and the Communication Adapter II to the engine.
1. Turn the engine control to the OFF position.
2. Turn the Battery disconnect switch to the OFF position.
3. Connect the 207-6845 Data Link Cable between the J42 service tool connector and the control
connector on the 171-4401 Communication Adapter II .
4. Connect the 160-0141 Data Link Cable between the laptop computer's RS232 serial port and the
serial connector on the 171-4401 Communication Adapter II .
5. Turn the battery disconnect switch to the ON position.
6. Start the program for the Cat ET on the personal computer. Establish communication with the
Engine's Electronic Control Module (ECM). If the Cat ET and the communication adapter do not
communicate with the Electronic Control Module (ECM), refer to the diagnostic procedure
Troubleshooting, "Electronic Service Tool Will Not Communicate With ECM".
Table 4
Specifications for the Communication Adapter II

Operating Voltage 7 VDC to 40 VDC at 1.0 amp
Operating Temperature −18 °C to +65 °C (0 °F to 149 °F)
Storage Temperature − 40 °C to +80 °C (-40 °F to 176 °F)
Dimensions 180 mm X 85 mm X 44.5 mm (7.085 inch X 3.343 inch X 1.75 inch)
Weight
454 g (1 lb)
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Electronic Display Module

SMCS - 1901-038
The electronic display module can display a CID-FMI from the engine control system. Three switches
are used to select various operating modes and display modes. Refer to the Service Manual for more
information.
Caterpillar Monitoring System
(1) Shutdown
(2) System Voltage
(3) Overspeed
(4) Low Coolant Level
(5) Overcrank
(6) Not in AUTO
(7) Low Fuel Level
(8) System Voltage
(9) Oil Pressure
(10) Coolant Temperature
(11) Low Oil Pressure
(12) High Coolant Temperature
(13) Low Coolant Temperature
(14) Fuel Pressure
(15) LED Display
(16) Exhaust Temperature
(17) Aftercooler Temperature
(18) Fuel Filter Restriction
(19) Air Inlet Restriction
(20) Oil Filter Restriction
(21) Inlet Air Pressure
(22) Inlet Air Temperature
(23) Oil Temperature
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Programming Parameters
SMCS - 1901-038
Caterpillar Electronic Technician (ET) can be used to view certain parameters that can affect the
operation of the engine. Cat ET can also be used to change certain parameters. Some of the parameters
are protected from unauthorized changes by passwords. Parameters that can be changed have a tattletale
number. The tattletale number shows if a parameter has been changed.
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Factory Passwords
SMCS - 1901-038
Passwords
Passwords are part of a security system that helps to prevent unauthorized changing of certain
parameters. Passwords prevent unauthorized erasing of logged events. Passwords allow the factory to
control access to engine calibration parameters. Passwords allow the customer to control access to
certain engine parameters.
Factory Passwords
Factory passwords are required to clear any event code. Factory passwords are required to change
certain parameters such as "Full Load Setting". Factory passwords restrict changes to authorized
personnel. When the correct factory passwords have been entered, the changes can then be made.
Note: Factory passwords are calculated on a computer system that is only available to Caterpillar
dealers.
In order to obtain the proper factory passwords, certain information must be given to an authorized
Caterpillar dealer. Since the factory passwords contain alphabetic characters, the Caterpillar Electronic
Technician (ET) can be used to perform this function. In order to obtain the factory passwords, proceed
as if you already have the factory passwords. At some point, if the factory passwords are actually
needed, Cat ET will request the factory passwords and Cat ET will display the information that is
required to obtain the factory passwords.
Note: The old interlock code and the new interlock code are required to change the interlock code on a
used Electronic Control Module (ECM).
The Cat ET screen for factory passwords will display the following parameters:
Serial number of the ECM
Engine serial number
Serial number for Cat ET
Reason code
Interlock code
Total tattletale
Note: Factory passwords are only valid for the current Cat ET screen. A different set of factory
passwords will be required if you exit the current Cat ET screen. A different set of passwords will be
required to change information on another Cat ET screen.
Customer Passwords
Customer passwords allow the customer to restrict access to parameters that can be changed by the
customer. The customer passwords cannot be longer than eight characters. The customer passwords may
consist of alphanumeric characters. The customer has the option of entering one or two customer
passwords.
If customer passwords have been entered, then the customer passwords are required to change any
parameter that is customer programmable. Refer to the diagnostic procedure Troubleshooting, "System
Configuration Parameters" for more detail on parameters that are customer programmable.
Note: If the customer passwords are lost, the parameters that are protected by customer passwords
cannot be changed. You must use factory passwords in order to read the customer passwords. You may
then use those customer passwords to change parameters that have been protected by customer
passwords.
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Factory Passwords Worksheet

SMCS - 1901-038
Factory passwords are required to perform the following functions:
Clear certain logged events
Full load setting
Full torque setting
The following information is required to obtain Caterpillar Factory Passwords:
Caterpillar Dealer Code
Name
Address
Phone Number
Note: Record logged events before removing the Electronic Control Module (ECM).
The following information is required to obtain factory passwords.
Engine hours
Note: Engine hours do not include service meter hours.
View the factory password screen on the Caterpillar Electronic Technician (ET). Record the following
information:
Table 1
Serial number for the Caterpillar Electronic Technician (ET)

Engine Serial Number
ECM Serial Number
Total Tattletale
Reason Code
Other parameters
Injector Codes
Table 2
Injector 1
Injector 2
Injector 3
Injector 4
Injector 5
Injector 6
Injector 7
Injector 8
Injector 9
Injector 10
Injector 11
Injector 12
Injector 13
Injector 14
Injector 15
Injector 16
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Flash Programming
SMCS - 1901-038
Flash Programming - This is a method of programming or updating the personality module in an

The Caterpillar Electronic Technician (ET) can be utilized to flash new software into the personality
module in the ECM. This is the preferred method for updating the software. This procedure eliminates
the need to physically remove the personality module from the ECM. This procedure eliminates the risk
of moisture entry into the ECM due to improper seal installation. The flash is accomplished by
transferring the data from the personal computer (PC) to the ECM.
Note: If the PC and Cat ET are not available, the personality module can be physically removed and
replaced.
Programming a Personality Module with Flash Programming

Note: After you program the personality module, the operation of the engine is identical to the operation
after you replace the personality module chip. The only difference is the software. The software was
already programmed in the chip when you replaced the chip. Now, you are actually performing the
programming function.
For example, if you are rerating an engine, you will still need factory passwords to change the interlock
code for the personality module.
(1) Personal computer
(3) 171-4401 Communication Adapter II
Flash Programming a Personality Module

1. Start Cat ET.
2. When possible, write down all of the current engine parameters.
3. Select "WinFlash" from the "Utilities" menu on Cat ET.
"WinFlash" will try to detect an ECM.
4. When an ECM has been detected, the "ECM Selector" window will appear. Select the appropriate
ECM and then select "OK".
The "Flash File Selection" window will appear.
5. The flash files are located on a disk drive and in a directory. Select the correct disk drive and the
directory from "Drives" and "Directories" on Cat ET.
A list of flash files will appear.
6. Select the correct file from the list of flash files. Read the "Description" and the "File Info" in
order to verify that the correct file is selected. Select "OK".
7. Select the "Begin Flash" button in order to program the personality module.
When the flash is completed, this message will appear: "Flash Completed Successfully".
8. Check all programmable parameters for correct settings.
a. Access the "Configuration" screen under the "Service" menu in order to determine if any of
the parameters require programming. Look under the "Tattletale" column. All of the
parameters should have a tattletale of 1 or more. If a parameter has a tattletale of 0, program
that parameter.
b. If a diagnostic code of 268-02 "Check Programmable Parameters" is generated, program

any parameters that were not in the old personality module.
9. Start the engine and check for proper operation.
"Winflash" Error Messages
"The engine ID in the flash file does not match the engine ID in the ECM."
This message means that the ECM has a personality module for a different engine. For example, the
ECM has a personality module for a 3512B Marine Engine and you are attempting to program another
personality module into the ECM.
If you receive this message, stop the transfer. Access the information about the ECM summary under the
"Information Menu". Be certain that you are transferring the correct file for your engine.
"The application ID in the flash file does not match the application ID in the ECM."
This message means that the ECM has a personality module for a different application.
"Information Menu". Be certain that you are transferring the correct file for your engine.
"The ECM ID in the flash file does not match the ECM ID in the ECM."
This message means that the ECM is not the correct ECM for the engine.
"Information Menu". Be certain that you are using the correct ECM for your engine.
Note: If a problem occurs, refer to the documentation that accompanies Cat ET.
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System Configuration Parameters

SMCS - 1901-038
System Configuration Parameters are parameters that affect emissions, power of the engine, and other
features. The parameters are programmed at the factory. In most cases, the parameters do not need to be
changed. You must reprogram the System Configuration Parameters if the Electronic Control Module
(ECM) is replaced and/or you reprogram the engine rating. You do not need to reprogram the System
Configuration Parameters if you replace the Personality Module. Proper values for these parameters are
available on the Caterpillar Electronic Technician (ET). Certain Configuration Parameters are also
stamped on the Engine Information Plate.
Note: Changing the parameters that are protected by factory passwords may cause your Caterpillar
warranty to be voided.
The engine serial number should be programmed to match the engine information plate. The serial
number is not programmed on a new ECM.
Equipment ID Number
The Equipment ID should match the Equipment Serial Number. The number is stamped on the frame.
The Equipment ID is not programmed on a new ECM.
Full Load Setting and Full Torque Setting (FLS and FTS)
The parameters represent adjustments that are performed at the factory. These adjustments fine tune the
fuel system. The values are stamped on the engine information plate. Factory passwords are required to
change these parameters.
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Customer Parameters Worksheet

SMCS - 1901-038
Record the following information before you change any programmable parameter:
Table 1
Equipment ID
ECM Serial Number
Full Load Setting
Full Torque Setting
Fuel Ratio Control Offset
Personality Module Part Number
Personality Module Release Date
Engine Fan Control
Top Engine Fan Speed
Record the following information from the engine information plate.
Table 2

Full Load Setting (1)
Full Torque Setting (1)

(1) This parameter is required for a new ECM.
Note: Compare the Full Load and the Full Torque settings with the values on the engine information
plate. These parameters are changed because of a mechanical change in the engine. The use of the
wrong parameters could cause damage to the engine. The use of the wrong parameters may void the
Caterpillar warranty.
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Replacing the ECM

SMCS - 1901-038
NOTICE
containing fluids.

NOTICE
The Electronic Control Module (ECM) contains no moving parts. Follow the troubleshooting procedures
in this manual in order to be sure that replacing the ECM will correct the problem. Verify that the
suspect ECM is the cause of the problem.
Note: Ensure that the ECM is receiving power and that the ECM is properly grounded before a
replacement of the ECM is attempted. Refer to the diagnostic functional test Troubleshooting,
"Electrical Power Supply".
A spare ECM can be used to determine if the ECM is faulty. Install a spare ECM in place of the suspect
ECM. Transfer the personality module from the suspect ECM to the spare ECM. Program the
parameters for normal operation. The parameters must match the parameters in the suspect ECM. Refer
to the following test steps for details. If the spare ECM resolves the problem, reconnect the suspect
ECM. Verify that the problem returns. If the problem returns, replace the ECM.
Note: The replacement or the spare ECM must have the same serial number suffix as the suspect ECM.
Ensure that the replacement ECM and the Interlock code for the personality module match the suspect
ECM. Be sure to record the parameters from the replacement ECM. Use the "Copy Configuration/ECM
Replacement" feature that is found under the "Service" menu on the Caterpillar Electronic Technician
(ET).
NOTICE
If the personality module and engine application are not matched,
engine damage may result.
Perform the following procedure in order to replace the ECM.
1. Start Cat ET.
2. Print the parameters from the "Configuration" screen on Cat ET. If a printer is unavailable, record
all of the parameters. Record any logged diagnostic codes and logged event codes for your
records.
3. Use the "Copy Configuration/ECM Replacement" feature that is found under the "Service" menu
on Cat ET. Select "Load from ECM" in order to copy the configuration from the suspect ECM.
Note: If the "Copy Configuration" process fails and the parameters were not obtained in Step 2,
the parameters must be obtained elsewhere. Some parameters are stamped on the engine
information plate, but most parameters must be obtained from the Service Center at the Caterpillar
Large Engine Center.
4. Remove the ECM.
a. Turn the keyswitch to the OFF/RESET position.
b. Disconnect the ECM connectors J1/P1 and J2/P2.
NOTICE
Use a suitable container to catch any fuel that might spill. Clean up any
spilled fuel immediately.
NOTICE
c. Remove the fuel lines from the ECM.
d. Remove the mounting bolts from the ECM.
e. Disconnect the ECM ground strap from the engine.
f. If you are flash programming, go to Step 7. If you are physically replacing the personality
module, proceed to Step 5.
Note: Flash programming is the preferred method for replacing the personality module. The
personality module can be physically removed, if flash programming is unsuccessful.
NOTICE
Moisture entry into the ECM from improper servicing can result in
ECM failure.
5. Remove the personality module from the old ECM.
a. Remove the tag wire from the back cover of the ECM.
b. Remove the bolts from the back cover of the ECM.
c. Remove the O-ring seal from the cover.
d. Remove the personality module by squeezing the tabs on the ends of the blue plastic case.
Pull the module straight out of the ECM.
NOTICE
Improper O-ring placement could result in moisture damage from
improper sealing. Do not over tighten bolts! This could result in
damaged threads and moisture damage from improper sealing.
6. Install the personality module into the replacement ECM.
a. Carefully seat the personality module in the EPROM carrier socket.
Note: Do not use excessive force to insert the module into the socket. The socket will
accept the personality module in only one position. A click is audible when the personality
module is inserted correctly.
b. Install the O-ring seal for the cover of the personality module.
c. Install the access cover for the personality module on the ECM. Tighten the cover bolts for
the personality module to a torque of 1.36 N·m (12 lb in).
7. Install the replacement ECM.
a. Use the old mounting hardware to install the replacement ECM. Make sure that the
mounting hardware is free of damage.
b. Reconnect the fuel lines.
c. Ensure that the ECM mounting hardware is installed correctly. The fuel lines should not be
pulling the ECM. The rubber grommets are used to protect the ECM from excessive
vibration. The ECM should be able to drift in the rubber grommets. If the ECM cannot be
moved slightly in the grommets, check that the fuel lines are not pulling the ECM against
one side of the grommets.
d. Install the ECM ground strap on the engine.
e. Reconnect ECM connectors J1/P1 and J2/P2. Tighten the allen head screws on the
connectors to a torque of 2.25 N·m (20 lb in).
f. If the personality module has been physically replaced, go to Step 9. If you are flash
programming, continue to Step 8.
8. Flash program the personality module into the ECM. Refer to the diagnostic procedure
Troubleshooting, "Flash Programming" for the correct procedure.
9. Use Cat ET to match the engine application and the Interlock code for the personality module if
the replacement ECM was used for a different application.
10. Configure the ECM.
a. If the "Copy Configuration" process from Step 3 was successful, return to the "Copy
Configuration/ECM Replacement" screen on Cat ET and select "Program ECM". Go to
Step 12.
b. If the "Copy Configuration" process was unsuccessful, program the ECM parameters. The
parameters should match the parameters from Step 2.
Note: If the "Copy Configuration" process fails and the parameters were not obtained in
Step 2, the parameters must be obtained elsewhere. Some parameters are stamped on the
engine information plate, but most parameters must be obtained from the Service Center at
the Caterpillar Large Engine Center.
c. If necessary, program the engine monitoring system.
11. Calibrate the injection timing. Refer to the calibration procedure Troubleshooting, "Engine
Speed/Timing Sensor - Calibrate".
12. Check for diagnostic codes and event codes.
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Symptoms
SMCS - 1000-038; 1901-038
Some engine symptoms can be unrelated to the electronic control system. Gather information about the
complaint that describes the symptoms. Verify that the complaint is not due to normal engine operation.
Perform the following steps in order to determine the problem.
1. Repair all active diagnostic codes.
2. Gather operator information.
3. Verify that the complaint is not due to normal engine operation.
4. Perform a visual inspection of the engine. Inspect the following items:
Wiring
Connectors
Fuel level
Fuel supply
Engine oil level
Engine oil supply
Coolant level
Intake air system
Air exhaust system
5. Check the wiring and the connectors for the following problems:
Damage
Abrasion
Corrosion
Incorrect attachment
6. Check for any logged diagnostic codes.
Determine if the logged diagnostic codes correlate to probable causes.
Determine if the logged diagnostic codes occur at the same time as the symptoms.
Determine if the logged diagnostic codes are logged repeatedly.
If these inspections do not reveal any problems, use the procedure that best describes the symptoms.
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Alternator
SMCS - 1405-035
The probable root causes are listed below:
The alternator is not charging the battery.
The battery charge is low.
The battery charge is high.
Noisy operation
Perform the following checks:
1. Loosen the drive belts on the alternator. Adjust the drive belt tension. Inspect all of the cables and
the connections. Clean the connections and tighten the connections. Replace faulty parts. Inspect
the rotor. Install a new rotor.
2. Inspect the rectifier diodes. Replace the diode.
3. Inspect the alternator for loose connections. Tighten all connections to the alternator. Inspect the
regulator. If a replacement is required, the alternator must be disassembled.
4. Inspect the drive belts. Install new drive belts. Loosen the drive pulley. Tighten the pulley. Refer
to the Specifications manual. If the belt and the pulley are misaligned, adjust the belt and the
pulley. If the alternator bearings are worn, install new bearings.
5. If the problem is still present, refer to Special Instruction, REHS0354, "Charging System
Troubleshooting".
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Boost Pressure Above Normal

SMCS - 1000-035; 1901-038
Use this procedure in order to troubleshoot a high boost pressure or the following event code. Refer to
Troubleshooting, "Event Code List" for information on specific trip points for the event codes.
Table 1
Event Code
Conditions which Generate this Code
Description System Response
E092 Boost Pressure The actual boost pressure is above the The code is logged and the
Above Normal desired boost pressure. code is active.
Probable Causes
Leaking wastegate diaphragm
Air supply
Wrong Full Load Setting (FLS)
Recommended Actions
Leaking Wastegate Diaphragm
Verify that the exhaust bypass valve for the wastegate can open. Use Caterpillar Electronic Technician
(ET) to override the wastegate to 100 percent. Perform a torque converter stall test. After 30 seconds, a
low boost pressure event should result. If a low boost pressure event occurs, the wastegate is opening
properly.
Air Supply
Verify that the air supply to the wastegate control valve is at least 345 kPa (50 psi).
Wrong FLS
Check that the FLS is correct.
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Boost Pressure Below Normal

SMCS - 1000-035; 1901-038
Air inlet restrictions
Fuel supply
Injector solenoid
Wastegate
Engine speed/timing signal
Low fueling rate
Active engine derate
Intermittent sensor problem
1. Check for restrictions in the air inlet system. Refer to Systems Operation, "Restriction of Air Inlet
and Exhaust".
2. Check fuel lines for the following problems: restrictions, collapse and pinched line. Repair the
lines and/or replace the lines. Refer to Testing and Adjusting, "Fuel System Inspection".
a. Check the fuel tank for foreign objects which may block the fuel supply. Check for air in
the low pressure fuel supply system after you have performed the following procedures:
Replace the filters.
Work on the low pressure fuel supply circuit
Replace the fuel injectors.
b. Purge air from the low pressure fuel supply circuit with the hand priming pump and by
cranking the engine in 30 second cycles. After you crank the engine, stop for two minutes.
This will allow the starting motor to cool. Loosen the vent plug at the fuel return. The plug
is located on the rear upper left side of the engine block. Hand prime the engine again if air
in fuel continues. A sight glass in the low pressure supply line is helpful in diagnosing air in
the fuel.
c. Check fuel quality. In temperatures below 0 °C (32 °F), check for solidified fuel (wax).
Refer to Special Publication, SEBD0717, "Diesel Fuels And Your Engine". Check the fuel
pressure while the engine is cranking. Check the fuel pressure at the filter. Refer to the
Specifications manual for correct pressure values. If the pressure is low, check for plugged
fuel filters. If the fuel pressure is still low, check the following items: fuel transfer pump,
fuel transfer pump coupling and fuel pressure regulating valve. Check for a problem with
the combustion system.
3. Check for active diagnostic codes for the injector solenoids. Check for logged diagnostic codes for
the injector solenoids. Perform the Injector Solenoid Test. Observe that the injector solenoids are
being energized on the Caterpillar Electronic Technician (ET). Perform the Cylinder Cutout Test.
Locate the misfiring cylinder. Refer to the diagnostic functional test Troubleshooting, "Injector
Solenoids".
4. Verify that the exhaust bypass valve for the wastegate can close. Use Cat ET to override the
wastegate to 0 percent. Perform a torque converter stall test. After 15 seconds, a High Boost
Pressure Event should result. If a High Boost Pressure Event occurs, the wastegate is closing
properly.
5. Check Cat ET for the following logged Diagnostic Codes 190-02 and 190-08. Refer to the
diagnostic functional test Troubleshooting, "Engine Speed/Timing Sensor".
6. Check the fueling rate. Refer to Specifications Manual. If the fuel rate is low, complete the
cylinder cutout test.
7. Connect Cat ET and check for "ACTIVE" engine derates. If the active engine derate is due to
"Axle Protection", refer to the Service Manual for the transmission or implement control. Perform
the torque converter stall test. Compare the achieved stall speed to specifications. If the output
meets specifications, continue with diagnostic checks.
8. Check for any recently logged diagnostic codes. Check the connectors and wiring for any signs of
damage. Refer to the diagnostic functional test Troubleshooting, "Inspecting Electrical
Connectors".
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Can Not Reach Top Engine RPM

SMCS - 1000-038; 1901-038
Note: If this problem occurs under load, refer to the diagnostic procedure Troubleshooting, "Low
Power/Poor Or No Response To Throttle".
Probable Causes
Derated engine
Cold mode
Flash file
Throttle signal
Fuel supply
Exhaust restriction
Leaks in air system
Valve adjustment
Injectors
Faulty accessory equipment
Recommended Actions
Derate
Connect Caterpillar Electronic Technician (ET) and check for an active derate event. A derate status flag
will appear on Cat ET if an active engine derate is occurring. In order to view active events, go to the
"Events" menu under "Diagnostics". Refer to Troubleshooting, "Troubleshooting with an Event Code"
for the specific events for this application.
Cold Mode
Use Cat ET to verify that the engine has exited cold mode. A status flag will appear if the engine is
operating in cold mode. This may limit engine speed.
Flash File
Verify that the correct flash file has been installed.
Throttle Signal
Use Cat ET in order to monitor the status of the throttle. Observe the throttle position. Verify that the
throttle position is smooth from low idle to high idle. The throttle position should reach 100 percent at
high idle.
Fuel Supply
Check fuel lines for the following problems: restrictions, collapse and pinched line. Repair the lines
and/or replace the lines.
1. Check the fuel tank for foreign objects which may block the fuel supply. Check for air leaks in the
suction line of the fuel pump. Prime the fuel system after you perform the following procedures:
Replacing the fuel filters
Working on the low pressure fuel supply circuit
Replacing fuel injectors
2. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation and
Maintenance Manual for information on improving the characteristics of the fuel during cold
weather operation.
3. Check the fuel pressure during engine cranking. Check the fuel pressure after the fuel filter. Refer
to the Systems Operation/Testing and Adjusting manual for the correct pressure values. If the fuel
pressure is low, replace the fuel filters. If the fuel pressure is still low, check the following items:
fuel transfer pump, fuel transfer pump coupling and fuel pressure regulating valve.
Replace plugged air filters and/or clean the filters. Leaks in the air inlet manifold system can lower Inlet
manifold pressure.
Exhaust Restriction
Check the exhaust system for restrictions and/or for leaks.
Valve Adjustment
Check the valve lash setting.
Injectors
Use Cat ET to determine if any active diagnostic codes are present for the injector solenoids. Perform
the "Injector Solenoid Test". Observe that the injector solenoids are being energized on Cat ET. Perform
the "Cylinder Cutout Test". Locate the misfiring cylinder. Refer to the diagnostic functional test
Troubleshooting, "Injector Solenoids".
Faulty Accessory Equipment
Check attached accessory equipment. Ensure that the accessory equipment is not lugging down the
engine.
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Coolant in Engine Oil

SMCS - 1300-038; 1901-038
Probable Causes
Failure of the oil cooler core
Failure of cylinder head gasket
Crack in cylinder head
Cracked cylinder liner
Cylinder liner seals
Water pump
Recommended Actions
Failure of Oil Cooler Cores
Inspect the oil cooler for leaks. Make repairs, as needed. Drain the crankcase. Refill the crankcase with
clean lubricant. Change the oil filters.
Failure of Cylinder Head Gasket
Check the cylinder head gasket.
Crack in Cylinder Head
Check for cracks in the cylinder head. Repair the cylinder head and/or replace the cylinder head. Tighten
the bolts that hold the cylinder head according to the Specifications manual.
Cracked Cylinder Liner
Check the cylinder liner for cracks. Use a borescope to check the cylinder liner.
Cylinder Liner Seals
Check the liner water seals in the spacer plate. Check the bottom seals on the liner for damage.
Water Pump
Check the weep hole in the water pump for blockage. Check the water pump seals for leakage.
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Coolant Temperature Is Too High

SMCS - 1350-038; 1901-038
Probable Causes
Faulty temperature regulator
Radiator
Low coolant level
Faulty jacket water coolant pump
Faulty engine cooling fan (if equipped)
Faulty pressure relief valve
Recommended Actions
Faulty Temperature Regulator
Check the water temperature regulator. A water temperature regulator that does not open, or a water
temperature regulator that only opens part of the way can cause overheating.
Radiator
1. Check the cooling fins on the radiator for dirt and/or for debris. Remove the dirt and/or debris.
Inspect the cooling fins on the radiator for damage. Refer to the Systems Operation/Testing and
Adjusting manual.
2. Check the radiator for internal blockage. Check the temperature difference between the top and
the bottom of the radiator.
Low Coolant Level
1. Verify that the cooling system is filled to the proper level. If the coolant level is too low, air will
get into the cooling system. Air in the cooling system will cause a reduction in coolant flow and
bubbles in the coolant. Air bubbles will keep coolant away from the engine parts, which will
prevent the transfer of heat to the coolant. Low coolant level is caused by leaks or incorrectly
filling the radiator.
2. Check the mixture of antifreeze and water. The mixture should be approximately 50 percent water
and 50 percent antifreeze with 3 to 6 percent coolant conditioner. Refer to Operation and
Maintenance Manual. If the coolant mixture is incorrect, drain the system. Put the correct mixture
of water, antifreeze and coolant conditioner in the cooling system.
3. Check for air in the cooling system. Air can enter the cooling system in different ways. The most
common causes of air in the cooling system are the incorrect filling of the cooling system and
combustion gas leakage into the cooling system. Combustion gas can get into the system through
inside cracks, a damaged cylinder head, or a damaged cylinder head gasket.
4. Check the cooling system hoses and clamps. Damaged hoses with leaks can normally be seen.
Hoses that have no visual leaks can soften during operation. The soft areas of the hose can become
kinked or crushed during operation. These areas of the hose can restrict the coolant flow. Hoses
become soft and/or get cracks after a period of time. The inside of a hose can deteriorate, and the
loose particles of the hose can restrict the coolant flow.
Faulty Jacket Water Coolant Pump
Inspect the impeller vanes at the jacket water pump for damage and/or for erosion. Repair impeller
vanes and/or replace the impeller vanes.
Faulty Engine Cooling Fan (if equipped)
1. If the fan is belt driven, check for loose drive belts. A loose fan drive belt will cause a reduction in
the air flow across the radiator. Check the fan drive belt for proper belt tension. Adjust the tension
of the fan drive belt, if necessary. Refer to Operation and Maintenance Manual.
2. Check the fan clutch, if equipped. A fan clutch or a hydraulic driven fan that is not turning at the
correct speed can cause improper air speed across the radiator core. The lack of proper air flow
across the radiator core can cause the coolant not to cool to the proper temperature differential.
Faulty Pressure Relief Valve
Check operation of the pressure relief valve and the radiator cap. If necessary, clean the pressure relief
valve and/or the radiator cap. Check that the seating surface of the valve is clean and undamaged. If
necessary, install new parts.
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ECM Will Not Accept Factory Passwords

SMCS - 1901-038
Probable Causes
One of the following items may not be recorded correctly on the Caterpillar Electronic Technician (ET):
Passwords
Serial numbers
Total tattletale
Reason code
Recommended Actions
1. Verify that the correct passwords were entered. Check every character in each password. Remove
the electrical power from the engine for 30 seconds and then retry.
2. Verify that Cat ET is displaying the "Enter Factory Passwords" dialog box.
3. Use Cat ET to verify that the following information has been entered correctly:
Serial number for the electronic control module
Serial number for Cat ET
Total tattletale
Reason code
For additional information, refer to Troubleshooting, "Factory Passwords".
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ECM Will Not Communicate with Other Systems or Display

Modules
SMCS - 1901-038
Probable Causes
Connector or wiring problem
Cat Data Link
CAN data link (if applicable)
Recommended Actions
ECM
Connect Caterpillar Electronic Technician (ET). If the ECM does not communicate with the Cat ET,
perform the diagnostic functional test Troubleshooting, "Electronic Service Tool Will Not Communicate
With ECM".
Connectors or Wiring
Check for correct installation of the ECM connectors. Check any machine connector or the customer
connector in the circuit for correct installation. Refer to the diagnostic functional test Troubleshooting,
"Inspecting Electrical Connectors".
Cat Data Link
Verify that the Cat Data Link does not have an open or short circuit. Refer to the diagnostic functional
test Troubleshooting, "Cat Data Link".
CAN data link (if applicable)
Verify that the CAN data link does not have an open or short circuit. Refer to the diagnostic functional
test Troubleshooting, "CAN Data Link".
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Electronic Service Tool Will Not Communicate with ECM

SMCS - 1901-038
Probable Causes
Configuration for the communications adapter
Communication adapter and/or cables
Electrical power supply to the service tool connector
Caterpillar Electronic Technician (ET) and related hardware
Electrical power supply to the Electronic Control Module (ECM)
Flash file
Cat Data Link
Recommended Actions
Start the engine. If the engine starts, but the ECM will not communicate with Cat ET, continue with this
procedure. If the engine will not start, refer to Troubleshooting, "Engine Cranks but Will Not Start". If
the engine will not crank, refer to Troubleshooting, "Engine Will Not Crank".
Configuration for the Communications Adapter
1. Access "Preferences" under the "Utilities" menu on Cat ET.
2. Verify that the correct "Communications Interface Device" is selected.
3. Verify that the correct port is selected for use by the communication adapter.
Note: The most commonly used port is "COM 1".
4. Check for any hardware that is utilizing the same port as the communications adapter. If any
devices are configured to use the same port, exit or close the software programs for that device.
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2 ECM connectors and of the service tool connector.
Refer to Troubleshooting, "Inspecting Electrical Connectors".
Communication Adapter and/or Cables
1. If you are using a "Communication Adapter II", ensure that the firmware and software for the
communication adapter are the most current files that are available. If the firmware and software
do not match, the communication adapter will not communicate with Cat ET.
2. Disconnect the communication adapter and the cables from the service tool connector. Reconnect
the communication adapter to the service tool connector.
3. Verify that the correct cable is being used between the communication adapter and the service tool
connector. Refer to Troubleshooting, "Electronic Service Tools".
Electrical Power Supply to the Service Tool Connector
Verify that battery voltage is present between terminals A and B of the service tool connector. If the
communication adapter is not receiving power, the display on the communication adapter will be blank.
Cat ET and Related Hardware
In order to eliminate Cat ET and the related hardware as the problem, connect Cat ET to a different
engine. If the same problem occurs on a different engine, check Cat ET and the related hardware in
order to determine the cause of the problem.
Electrical Power Supply to the Electronic Control Module (ECM)
Check power to the ECM. Refer to Troubleshooting, "Electrical Power Supply".
Note: If the ECM is not receiving battery voltage, the ECM will not communicate.
Flash File
Ensure that the correct flash file is properly installed in the ECM.
Note: The new ECM does not have a flash file. The engine will not start and the engine will not
communicate with Cat ET until the flash file has been installed. Refer to Troubleshooting, "Flash
Programming".
Cat Data Link
Troubleshoot the Cat Data Link for possible problems. Refer to Troubleshooting, "Cat Data Link".
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"/,00#00
Engine Cranks but Will Not Start

SMCS - 1000-038; 1901-038
Electrical power supply
Low fuel level
Fuel supply
Starting aids (if applicable)
Cranking speed
Shutdown switch
Active engine shutdown
Circuit breakers
Personality module
Injector solenoid
Air shutoff (if applicable)
1. Measure the voltage at the connector of the Electronic Control Module (ECM). If the ECM is not
receiving battery voltage, the ECM will not power up. Refer to the diagnostic functional test
Troubleshooting, "Electrical Power Supply".
2. Visually check the fuel level. If necessary, add fuel. Ensure the proper operation of the jacket
water heater. Repair the jacket water heater and/or replace the jacket water heater. Check for the
presence of solidified fuel (wax).
3. Check the fuel system. Check fuel lines for the following problems: restrictions, collapse, pinched
line and loose fittings. Repair the lines and/or replace the lines.
a. Check the fuel tank for foreign objects which may block the fuel supply. Check for air in
the low pressure fuel supply system after you perform the following procedures:
b. Purge air from the low pressure fuel supply circuit with the hand priming pump and by
cranking the engine in 30 second cycles. After you crank the engine, stop for two minutes.
This will allow the starting motor to cool. Loosen the vent plug for the fuel return line. The
plug is located on the rear upper left side of the engine block. Hand prime the engine again
if air in fuel continues. A sight glass in the low pressure supply line is helpful in diagnosing
air in the fuel.
c. Check fuel quality. In temperatures below 0 °C (32 °F), check for solidified fuel (wax).
Refer to Special Publication, SEBD0717, "Diesel Fuels And Your Engine". Check the fuel
pressure while the engine is cranking. Check the fuel pressure at the filter. If the pressure is
low, check for plugged fuel filters. If the fuel pressure is still low, check the following
items: fuel transfer pump, fuel transfer pump coupling and fuel pressure regulating valve.
4. If equipped, check the operation of the ether starting aids. Replace the ether canister if the ether is
low. Refer to the diagnostic functional test Troubleshooting, "Ether Injection System".
5. Check the cranking speed of the starter.
6. The shutdown switch should be in the OFF position. Connect the Caterpillar Electronic
Technician (ET). Use Cat ET in order to verify the status of the shutdown switch. If the Cat ET
will not communicate with the ECM, refer to the diagnostic procedure Troubleshooting,
"Electronic Service Tool Will Not Communicate with ECM". When a shutdown occurs, the
keyswitch must be turned to the OFF position. The keyswitch must then be turned to the ON
position before the engine will start.
7. Use Cat ET to determine if any active shutdowns are present. If a Shutdown is "ACTIVE",
determine the reason. After you correct the problem, turn the keyswitch to the OFF position for at
least 15 seconds before you try to restart the engine.
8. Check for correct installation of the following components: ECM connectors J1/P1 and J2/P2,
customer connector, connector for the engine speed/timing sensor and fuel injector connectors.
Refer to the diagnostic functional test Troubleshooting, "Inspecting Electrical Connectors".
9. The circuit breakers may exceed the trip point due to overheating. Check the circuit breakers on
the machine. Reset the circuit breakers if the circuit breakers are tripped.
10. If the diagnostic code 253-02 is present, program with the correct flash file.
11. Crank the engine and observe the engine rpm on Cat ET. If engine rpm is 0, refer to the diagnostic
functional test Troubleshooting, "Engine Speed/Timing Sensor".
a. Ensure that the timing reference gear is installed correctly. The engine will not start if the
gear was installed backward. Check for proper orientation between the crankshaft and
camshaft drive gears. Correct the orientation and/or replace the drive gear. Refer to
Disassembly and Assembly Manual.
12. Perform the "Injector Solenoid Test". Verify that the ECM is energizing all the injector solenoids.
Refer to the diagnostic functional test Troubleshooting, "Injector Solenoids".
13. Verify that both of the air shutoff valves are open and that both of the air shutoffs are in the
starting position.
14. Check for a problem with the combustion system.
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Engine Has Early Wear

SMCS - 1000-038; 1901-038
Probable Causes
Incorrect engine oil
Contaminated engine oil
Contaminated air
Contaminated fuel
Low oil pressure
Recommended Actions
Incorrect Engine Oil
Use engine oil that is recommended and change the engine oil at the interval that is recommended by the
engine's Operation and Maintenance Manual.
Contaminated Engine Oil
Drain the crankcase and refill the crankcase with clean engine oil. Install new engine oil filters. Refer to
the engine's Operation and Maintenance Manual.
If the oil filter bypass valve is open, the oil will not be filtered. Check the oil filter bypass valve for a
weak spring or for a broken spring. If the spring is broken, replace the spring. Refer to the engine's
Disassembly and Assembly manual. Make sure that the oil bypass valve is operating correctly.
Contaminated Air
Inspect the air inlet system for leaks. Inspect all of the gaskets and the connections. Repair any leaks.
Inspect the air filter. Replace the air filter, if necessary.
Contaminated Fuel
Inspect the fuel filter. Replace the fuel filter, if necessary.
Contaminants in the fuel such as hydrogen sulfide and sulfur can lead to the formation of acids in the
crankcase. Obtain a fuel analysis.
Low Oil Pressure
When some components of the engine show bearing wear in a short time, the cause can be a restriction
in a passage for engine oil.
An indicator for the engine oil pressure may indicate sufficient pressure, but a component is worn due to
a lack of lubrication. In such a case, look at the passage for the engine oil supply to the component.
Refer to the Systems Operation/Testing and Adjusting manual.
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Engine Misfires, Runs Rough or Is Unstable

SMCS - 1000-038; 1901-038
Note: If the symptom is intermittent and the symptom cannot be repeated, refer to Troubleshooting,
"Intermittent Low Power or Power Cutout". If the symptom is consistent and the symptom can be
repeated, continue with this procedure.
Probable Causes
Diagnostic codes
Fuel supply
Cold mode operation and cold cylinder cutout
Throttle signal
Unit injectors
Recommended Actions
Note: If the symptom only occurs under certain operating conditions (high idle, full load, engine
operating temperature, etc), test the engine under those conditions. Troubleshooting the symptom under
other conditions can give misleading results.
Diagnostic Codes
Check for active diagnostic codes on Caterpillar Electronic Technician (ET). Troubleshoot any active
codes before continuing with this procedure.
Check for correct installation of the J1/P1 and J2/P2 Electronic Control Module (ECM) connectors and
the unit injector connectors. Refer to Troubleshooting, "Inspecting Electrical Connectors".
Fuel Supply
Check the fuel level in the fuel tank. Ensure that adequate fuel is available for the application.
weather operation.
3. Check the fuel pressure during engine operation. Check the fuel pressure after the fuel filter. Refer
Cold Mode Operation and Cold Cylinder Cutout
Use Cat ET in order to verify that the engine has exited cold mode. During cold mode, fuel injection
timing is modified. When the engine is in cold mode, the cold cylinder cutout strategy may be active.
Cold mode cylinder cutouts may cause variations in vibration and available power. This is normal
operation.
Throttle Signal
Monitor the throttle signal on Cat ET. Verify that the throttle signal is smooth from the low idle position
to the high idle position.
Unit Injectors
1. Use Cat ET to determine if there are any active diagnostic codes for the unit injectors.
2. Perform the "Injector Solenoid Test" on Cat ET in order to determine if all of the injector
solenoids are being energized by the ECM.
3. Perform the "Cylinder Cutout Test" on Cat ET in order to identify any misfiring cylinder(s). Refer
to Troubleshooting, "Injector Solenoids" for more information.
Air Inlet and Exhaust System
1. Check for an air filter restriction. Clean plugged air filters or replace plugged air filters. Refer to
the Operation and Maintenance Manual.
2. If air shutoff valves are installed, verify that the air shutoff valves are fully opened.
3. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to the Systems
Operation/Testing and Adjusting for information on the air inlet and exhaust system.
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Engine Oil in Cooling System

SMCS - 1350-038; 1901-038
Probable Causes
Engine oil cooler core
Cylinder head gasket
Water pump
Recommended Actions
Engine Oil Cooler Core
1. Inspect the engine oil cooler core for leaks. If a leak is found, replace the oil cooler core. Refer to
Disassembly and Assembly.
2. Drain the crankcase and refill the crankcase with clean engine oil. Install new engine oil filters.
Refer to Operation and Maintenance Manual.
Cylinder Head Gasket
1. Remove the cylinder head. Refer to Disassembly and Assembly.
2. Check the cylinder liner projection. Refer to Systems Operation/Testing and Adjusting.
3. Install a new cylinder head gasket and new water seals in the spacer plate. Refer to Disassembly
and Assembly.
Water Pump
Check the weep hole in the water pump for blockage. Check the water pump seals.
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Engine Stalls at Low RPM

SMCS - 1000-038; 1901-038
Probable Causes
Unit injectors
Fuel supply
Air shutoff valves (if applicable) or blocked air supply
Low engine idle
Accessory equipment
Recommended Actions
Unit Injectors
1. Check for correct installation of the J1/P1 and J2/P2 connectors for the Electronic Control Module
(ECM). Check for correct installation of the connectors for the unit injectors. Refer to
Troubleshooting, "Inspecting Electrical Connectors".
2. Perform the "Injector Solenoid Test" with the Caterpillar Electronic Technician (ET) in order to
determine if all of the injector solenoids are being energized by the ECM.
3. Perform the "Cylinder Cutout Test" with Cat ET in order to identify any injectors that might be
misfiring. Refer to Troubleshooting, "Injector Solenoids" for the proper procedure.
Fuel Supply
1. Check the fuel pressure. Refer to the Systems Operation/Testing and Adjusting manual for the
correct procedure.
2. Check the fuel lines for the following problems: restrictions, collapsed lines and pinched lines. If
problems are found with the fuel lines, repair the lines and/or replace the lines.
3. Check the fuel tank for foreign objects which may block the fuel supply.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.
4. Prime the fuel system if any of the following procedures have been performed:
Replacement of the fuel filters
Service on the low pressure fuel supply circuit
Replacement of unit injectors
Note: A sight glass in the fuel supply line is helpful in diagnosing air in the fuel.
5. Cold weather adversely affects the characteristics of the fuel. Refer to the applicable Operation
and Maintenance Manual for information on improving the characteristics of the fuel during cold
weather operation.
6. Check the fuel pressure after the fuel filter while the engine is being cranked. Refer to the Systems
Operation/Testing and Adjusting manual for the correct pressure values. If the fuel pressure is
low, replace the fuel filters. If the fuel pressure is still low, check the following items: fuel transfer
pump, fuel transfer pump coupling and fuel pressure regulating valve.
Air Shutoff Valves (if applicable)
1. Verify that the air shutoff valves are open.
2. Check for restrictions in the air inlet system. Refer to the Systems Operation/Testing and
Adjusting manual for information on the air inlet system.
Low Idle
Check the low idle setting.
Accessory Equipment
Check all accessory equipment for problems that may create excessive load on the engine. Repair any
damaged components or replace any damaged components.
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Engine Will Not Crank

SMCS - 1000-038; 1901-038
Probable Causes
Batteries
Battery cables
Starting circuit
Starting motor solenoid
Starting motor
Shutdown switch
Prelubrication system (if applicable)
Faulty crank enable switch (if applicable)
Flywheel ring gear
Transmission (if applicable)
Engine accessories
Hydraulic cylinder lock
Internal engine problem
Recommended Actions
Batteries and/or Battery Cables
1. Inspect the main power switch, battery posts, and battery cables for loose connections and for
corrosion. If the battery cables are corroded, remove the battery cables and clean the battery
cables. Tighten any loose connections.
2. Inspect the batteries.
a. Charge the batteries. Refer to Special Instruction, SEHS7633, "Battery Test Procedure".
b. Load test the batteries. Refer to Special Instruction, SEHS9249, "Use of 4C-4911 Battery
Load Tester for 6, 8 and 12 Volt Lead Acid Batteries".
Starting Motor Solenoid or Starting Circuit
1. Check the operation of the engine start switch. Monitor the engine start switch on Caterpillar
Electronic Technician (ET).
Refer to the appropriate troubleshooting test that is applicable to your engine if repairs are
required.
2. Test the operation of the starting motor solenoid.
3. Check the wiring to the starting motor solenoid.
Starting Motor or Flywheel Ring Gear
1. Test the operation of the starting motor.
2. Inspect the solenoid on the starter and the flywheel ring gear for damage.
Prelubrication System (if applicable)
If equipped, inspect the prelubrication system for proper operation.
Shutdown Switch
Use Cat ET to monitor the status of the engine. Check the status of engine shutdowns that are
"ACTIVE" due to shutdown switches. Determine the cause for the engine shutdown and take the
necessary action in order to resolve the shutdown.
Crank Enable Switch (if applicable)
Ensure that the crank enable switch is not faulty.
Transmission or Engine Accessories (if applicable)
1. If the engine's application has a transmission neutral switch, test the operation of the transmission
neutral switch. Ensure that the machine is in neutral gear before attempting to start the engine.
2. Ensure free movement of the driveline.
3. Ensure that the timing pin was not left in the flywheel housing.
4. Remove any engine accessories that may lock up the engine and inspect any engine accessories
that may lock up the engine.
The following list illustrates examples of engine accessories that may lock up the engine:
Hydraulic pump that is driven from the rear gear group
Air compressor
Engine oil pump
Other components that are driven by the engine
Hydraulic Cylinder Lock
Check for fluid in the cylinders (hydraulic cylinder lock) by removing the individual unit injectors.
Note: Drain the fuel from the cylinder head. Fuel will flow from the cylinder head into the cylinders
when the unit injector is removed.
Internal Engine Problem
Disassemble the engine. Refer to the Disassembly and Assembly manual. Inspect the internal
components for the following conditions:
Seizure
Broken components
Bent components
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Excessive Engine Oil Consumption

SMCS - 1300-038; 1901-038
Probable Causes
Oil leaks
Oil level
Engine oil cooler
Turbocharger
Valve guides
Piston rings
Incorrect installation of the compression ring and/or the intermediate ring
Recommended Actions
Oil Leaks
Locate all oil leaks. Repair the oil leaks. Check for dirty crankcase breathers.
Oil Level
Inspect the engine oil level. Remove any extra oil from the engine. Recheck all fluid levels.
Engine Oil Cooler
Check for leaks in the engine oil cooler. Check for oil in the engine coolant. If necessary, repair the
engine oil cooler.
Turbocharger
Check the air inlet manifold for oil. Check for oil leakage past the seal rings in the impeller end of the
turbocharger shaft. If necessary, repair the turbocharger.
Valve Guides
If the valve guides are worn, reconditioning of the cylinder head is required.
Piston Rings
Inspect the internal engine components. Replace any worn components.
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Excessive Black Smoke

SMCS - 1000-038; 1901-038
Probable Causes
Air shutoff (if applicable)
Fuel injector
Turbocharger
"Fuel Position" and/or "FRC Fuel Limit"
Flash file
Fuel quality
Valve adjustment
Recommended Actions
Air Shutoff (if applicable)
Check that both the air shutoffs are open.
1. Check the air inlet system for restrictions and/or for leaks.
a. Check for an air filter restriction.
b. Check for derates and for alarms.
c. Perform a visual inspection of the system for restrictions and/or for leaks.
2. Check the exhaust system for restrictions.
3. Repair any leaks that were found. Remove any restrictions that were found. Replace any damaged
components that were found.
Fuel Injector
Check that the injector trim codes have been entered. Perform the "Cylinder Cutout Test". Use similar
conditions for the test that were experienced during operation. Refer to the diagnostic functional test
Turbocharger
Verify that the turbocharger has not failed. Periodic inspection and cleaning is recommended for the
turbocharger compressor housing (inlet side).
Atmospheric Pressure Sensor
1. Check the atmospheric pressure sensor for dirt and/or for debris. Remove the dirt and/or the
debris. The atmospheric pressure should be between 50 kPa (7.2 psi) and 100 kPa (14.5 psi). The
atmospheric pressure will vary depending on your altitude. If there is an active diagnostic code,
perform the diagnostic functional test Troubleshooting, "Engine Sensor Open/Short Test".
2. Verify that the crankshaft and the camshaft drive gears are set with the proper orientation. Refer to
the Disassembly and Assembly manual.
Turbocharger Compressor Outlet Pressure Sensor, "Fuel Position", and/or "FRC Fuel
Limit"
1. Monitor the status of "Fuel Position" and "Rated Fuel Limit" while the engine is operating under
full load. If "Fuel Position" equals "Rated Fuel Limit" and "Fuel Position" is less than "FRC Fuel
Limit", the electronics are operating correctly. Otherwise, proceed to the next Step.
2. Verify that there are no active diagnostic codes for the turbocharger compressor outlet pressure
sensor.
3. Monitor the status of "Turbocharger compressor outlet pressure" and "Atmospheric Pressure" for
normal operation on the Caterpillar Electronic Technician (ET). When the engine is not running,
"Turbocharger compressor outlet pressure" should be 0 kPa (0 psi).
Note: A problem with the FRC will only cause black smoke during acceleration. A problem with
the FRC will not cause black smoke during steady state operation.
Flash File
Verify that the correct flash file is installed. Refer to Troubleshooting, "Flash Programming" for more
information.
Fuel Quality
Cold weather adversely affects the characteristics of the fuel. Refer to Operation and Maintenance
Manual for information on improving the characteristics of the fuel during cold weather operation.
Valve Adjustment
Check the valve adjustment. Refer to the Systems Operation/Testing and Adjusting manual for more
information.
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Excessive White Smoke

SMCS - 1000-038; 1901-038
Note: Some white smoke may be present during cold start-up conditions when the engine is operating
normally. If the white smoke persists, there may be a problem.
Probable Causes
Starting aids (if applicable)
Coolant temperature sensor
Water temperature regulators
Unit injectors
Flash file
Fuel supply
Component wear
Cooling system
Recommended Actions
Starting Aids (if applicable)
1. If equipped, check for proper operation of installed starting aids.
a. Ensure that the ether canister is not empty and/or low. Replace the ether canister if the ether
canister is empty and/or low.
b. Actuate the system manually after start-up and observe results. The ether system will not
operate if the coolant temperature is too high. Refer to the diagnostic functional test
Troubleshooting, "Ether Injection System".
Coolant Temperature Sensor
1. Use the Caterpillar Electronic Technician (ET) to verify that the engine has exited cold mode.
2. Compare the coolant temperature from Cat ET to the coolant temperature that is obtained from the
6V-9130 Temperature Adapter (MULTIMETER).
Water Temperature Regulators
Check the water temperature regulators for correct operation. Verify that the engine reaches full
operating temperature. If the engine does not reach full operating temperature, a water temperature
regulator may be stuck open. Remove the water temperature regulator and inspect the water temperature
regulator. If necessary, repair the water temperature regulator and/or replace the coolant temperature
regulator. Refer to the Systems Operation/Testing and Adjusting manual for the proper procedure.
Engine Speed/Timing
Check the calibration of the engine speed/timing sensor. Refer to Troubleshooting, "Engine
Unit Injectors
Perform the "Cylinder Cutout Test" on Cat ET in order to try to isolate any injectors that might be
misfiring. Refer to Troubleshooting, "Injector Solenoids".
Flash File
Verify that the correct flash file is installed.
Fuel Supply
Check the fuel quality. Low cetane fuel can create white smoke. If necessary, replace the fuel with a
higher cetane fuel. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation
and Maintenance Manual for information on improving the characteristics of the fuel during cold
weather operation.
Component Wear
Check the engine for the following problems: Excessive valve wear, piston wear, ring wear, liner wear
and reduced compression pressure.
Cooling System
Check for proper operation of the jacket water heater. Repair the jacket water heater or replace the jacket
water heater. Check for an internal coolant leak into the cylinder and/or the exhaust. Refer to the
Systems Operation/Testing and Adjusting manual for more information.
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Exhaust Temperature Is Too High

SMCS - 1050-038; 1901-038
Probable Causes
Diagnostic codes
Air leak
Recommended Actions
Diagnostic Codes
Connect Caterpillar Electronic Technician (ET) in order to determine if any diagnostic codes for the
injector solenoids are present. Check that the injector trim codes have been entered. Perform the
"Injector Solenoid Test". Observe that the injector solenoids are being energized on Cat ET. Perform the
"Cylinder Cutout Test". Locate the misfiring cylinder. Refer to the diagnostic functional test
1. Check the air inlet manifold pressure. Check for air inlet restrictions and/or leaks. Refer to the
Systems Operation/Testing and Adjusting manual for more information.
2. Check for leaks between the exhaust manifold and the turbocharger. Check for exhaust
restrictions. Refer to the Systems Operation/Testing and Adjusting manual for more information.
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Fuel Dilution of Engine Oil

SMCS - 1300-038; 1901-038
Probable Causes
Leaking seals on the case of the unit injector or on the barrel of the unit injector
Leaking seals on the fuel line adapter for the cylinder head
Excessive leakage from the unit injector tip or breakage of the unit injector tip
Cracked fuel supply manifold
Leaking seal on the fuel transfer pump
Recommended Actions
Leaking Seals on the Case of the Unit Injector or on the Barrel of the Unit Injector
Look for signs of damage to the seals for the unit injectors. Replace any seals that are leaking.
Leaking Seals on the Fuel Line Adapter for the Cylinder Head
Look for signs of damage to the seals on the fuel line adapter for the cylinder head. Repair any leaking
fuel lines or components and/or replace any leaking fuel lines or components.
Excessive Leakage from the Unit Injector Tip or Breakage of the Unit Injector Tip
Look for signs of damage to the unit injectors. If necessary, repair the unit injectors or replace the unit
injectors.
Cracked Fuel Supply Manifold
Look for signs of damage to the fuel supply manifold.
Leaking Fuel Transfer Pump Seal
Ensure that the weep hole is not plugged. If necessary, repair the fuel transfer pump or replace the fuel
transfer pump.
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Fuel in Cooling System

SMCS - 1350-038; 1901-038
The probable root cause is a damaged O-ring seal for a fuel injector.
Perform the following procedure:
Remove the valve cover. Remove the fuel supply. Disconnect the fuel return line from the cylinder head.
Cap the fuel return connector and apply 700 kPa (102 psi) maximum air pressure to the fuel supply
connector. Check for fuel leakage around each fuel injector. If leakage is present, remove the leaking
fuel injector. Install a new O-ring seal onto the injector. Install the injector. Connect the fuel return line.
Install the valve cover. Verify that the problem is resolved.
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Intermittent Engine Shutdown

SMCS - 1000-038; 1901-038
Note: Use this procedure only if the engine shuts down completely and the engine must be restarted.
Probable Causes
Engine start switch
Engine speed/timing sensor(s)
Electrical connections
Fuel supply
Engine shutdown switch (if applicable)
Crank without injection input (if applicable)
Recommended Actions
Engine Start Switch
Check the engine start switch on Cat ET. Look for an intermittent problem in the wiring for the engine
start switch.
If the following diagnostic codes are applicable, check Cat ET for any logged diagnostic codes for the
primary engine speed/timing sensor: 190-02, 190-03 and 190-08. If the engine is equipped with a
secondary engine speed/timing sensor, check for any of the following logged diagnostic codes: 342-02,
342-03 and 342-08. Refer to the diagnostic functional test Troubleshooting, "Engine Speed/Timing
Sensor".
1. Check Cat ET for the following logged diagnostic codes: 168-01 and 168-02. Follow the battery
wires from the ECM back to the battery compartment. Refer to the electrical system schematic.
Inspect the wires and the power relay. Check the power to the ECM and to the ground
connections. Refer to the diagnostic functional test Troubleshooting, "Electrical Power Supply".
2. Check for correct installation of the J1/P1 and J2/P2 Electronic Control Module (ECM)
connectors. Refer to Troubleshooting, "Inspecting Electrical Connectors".
3. Inspect the battery wires from the ECM back to the battery compartment. Refer to the Electrical
System Schematic. Inspect the wires and the power relay. Check the power and ground
connections to the ECM. Refer to Troubleshooting, "Electrical Power Supply" for more
information.
Fuel Supply
weather operation.
Engine Shutdown Switch (if applicable)
Use Cat ET to monitor the status of the engine. Check for active shutdowns due to the engine shutdown
switch. Determine the cause for the active shutdown and make any repairs necessary.
Crank Without Injection Input (if applicable)
If equipped, verify that the plug is installed for the crank without injection input. Ensure that the plug for
the crank without injection input is installed securely. Refer to the diagnostic functional test
Troubleshooting, "Crank without Injection Input".
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Intermittent Low Power or Power Cutout

SMCS - 1000-038; 1901-038
Note: Use this procedure only if the engine does not shut down completely.
Probable Causes
Fuel supply
Derates
Throttle signal
Turbocharger
Rated fuel position
Air inlet and exhaust restrictions
Power supply for the Electronic Control Module (ECM)
Fuel position multiplier (if applicable)
Recommended Actions
Note: If the problem only occurs under certain conditions, test the engine under those conditions.
Examples of certain conditions are high engine speed, full load and engine operating temperature.
Troubleshooting the symptoms under other conditions can give misleading results.
Fuel Supply
weather operation.
Derate
Connect Caterpillar Electronic Technician (ET) and check for an active derate event. A derate status flag
will appear on Cat ET if an active engine derate is occurring. In order to view active events, go to the
"Events" menu under "Diagnostics".
Throttle Signal
high idle.
Engine Speed/Timing Sensor(s)
If the following diagnostic codes are applicable, check Cat ET for any logged diagnostic codes for the
primary engine speed/timing sensor: 190-02, 190-03 and 190-08. If the engine is equipped with a
secondary engine speed/timing sensor, check for any of the following logged diagnostic codes: 342-02,
342-03 and 342-08. Refer to the diagnostic functional test Troubleshooting, "Engine Speed/Timing
Sensor".
Turbocharger
Ensure that the turbocharger is operating correctly. Periodic inspection and cleaning is recommended for
the turbocharger compressor housing (inlet side).
Rated Fuel Position
Operate the engine under full load. Use Cat ET in order to monitor the following values: turbocharger
compressor outlet pressure, fuel position, rated fuel position and Fuel Ratio Control (FRC). The fuel
position should equal the rated fuel position. The FRC fuel position should be greater than the rated fuel
position.
If any of the above values are changing rapidly for no apparent reason, there may be an intermittent
problem with the wiring. Refer to the diagnostic functional test Troubleshooting, "Inspecting Electrical
Connectors".
Air Inlet and Exhaust Restrictions
Check the air inlet system for the following problems: restrictions, collapse and pinched line. Repair the
lines and/or replace the lines.
Check for an air filter restriction indicator. Replace plugged air filters and/or clean filters. Repair any
leaks.
ECM Power Supply
1. Inspect the circuit between the ECM and the batteries. Refer to the Electrical System Schematic.
Inspect the wires, the connectors, and the components in the circuit. Refer to Troubleshooting,
"Electrical Power Supply" for more information.
2. Inspect the circuit between the ECM and the keyswitch. Refer to the Electrical System Schematic.
Inspect the wires, the connectors, and the components in the circuit. Refer to Troubleshooting,
"Electrical Power Supply" for more information.
Fuel Position Multiplier (if applicable)
If equipped, use Cat ET to verify that the fuel position multiplier is not affecting the available fuel rack.
Refer to the diagnostic procedure Troubleshooting, "Fuel Position Multiplier".
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Low Engine Oil Pressure

SMCS - 1300-038; 1901-038
NOTICE
Do not operate engine with low oil pressure. Engine damage will result.
If measured engine oil pressure is low, discontinue engine operation
until the problem is corrected.
Probable Causes
Low engine oil level
Dirty engine oil filters
Restriction at engine oil pump
Restriction in engine oil cooler(s)
Fuel dilution of engine oil
Camshaft and/or camshaft bearings
Crankshaft bearings
Recommended Actions
Engine Oil Level
Inspect the engine oil level. If engine oil is low add engine oil.
Oil Filter
Inspect the engine oil filter. If the engine oil filter is dirty, install a new engine oil filter. Check the
operation of bypass valve for the filter. Clean the bypass valve and the housing. If necessary, install new
parts.
Engine Oil Pump
Check for blockage of the inlet screen in the engine oil pump. Examine the engine oil pump for
excessive wear.
Oil Cooler
Inspect the engine's oil cooler. Clean the engine oil cooler core(s) and/or install new engine oil cooler
core(s).
Fuel Dilution of Engine Oil
Check for presence of fuel in lubricating oil. Refer to the diagnostic procedure Troubleshooting, "Fuel
Dilution of Engine Oil".
Camshaft and/or Crankshaft
Inspect the camshaft and/or camshaft bearings. Check the components for excessive wear. Excessive
wear is an indication of a blocked oil passage. Inspect the crankshaft and/or crankshaft bearings. Check
the components for excessive wear.
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Low Power/Poor or No Response to Throttle

SMCS - 1000-038; 1901-038
Probable Causes
Fuel supply
Derate mode
Cold mode operation and cold cylinder cutout
Throttle signal
Injector
Fuel Ratio Control Limit (FRC)
Exhaust restrictions
Fuel position multiplier (if applicable)
Air shutoff valve (if applicable)
Recommended Actions
Fuel Supply
weather operation.
Derate Mode
Connect Cat ET and check for logged derate events. A derate status flag will appear on Cat ET if an
active engine derate is occurring. The engine speed might be limited due to one of the following
possible causes: altitude, high exhaust temperatures, air filter restriction, high coolant temperature,
aftercooler water temperature and crankcase pressure.
Cold Mode Operation and Cold Cylinder Cutout
Use the Caterpillar Electronic Technician (ET) in order to verify that the engine has exited cold mode.
During cold mode, fuel injection timing is modified. When the engine is in cold mode, the cold cylinder
cutout strategy may be active. Cold mode cylinder cutouts may cause variations in vibration and
available power. This is normal operation.
Throttle Signal
high idle.
Electrical Connector
Check for the correct installation of the ECM connector(s) J1/P1 and/or J2/P2. Check for correct
installation of the applicable fuel Injector connectors. Refer to the diagnostic functional test
Injector
Use Cat ET to determine if any active diagnostic codes are present. Check that the injector trim codes
have been entered. Use Cat ET to determine if any logged diagnostic codes are present. Perform the
"Injector Solenoid Test". Observe that the solenoids for the injectors are being energized on Cat ET.
Perform the "Cylinder Cutout Test". Locate the misfiring cylinder. Refer to the diagnostic functional test
Fuel Ratio Control Limit (FRC)
Operate the engine under full load. Use Cat ET in order to monitor the following values: turbocharger
compressor outlet pressure, fuel position, rated fuel position and Fuel Ratio Control (FRC). The fuel
position should equal the rated fuel position. The FRC fuel position should be greater than the rated fuel
position.
If any of the above values are changing rapidly for no apparent reason, there may be an intermittent
problem with the wiring. Refer to the diagnostic functional test Troubleshooting, "Inspecting Electrical
Connectors".
Check for an air filter restriction indicator. Replace plugged air filters and/or clean the filters. Repair any
leaks.
Check the air inlet system for the following problems: restrictions, collapse, pinched line and loose
fittings. Repair the lines and/or replace the lines.
Exhaust Restrictions
Check the exhaust system for the following problems: restrictions, collapse, pinched line and loose
fittings. Repair the lines and/or replace the lines.
If you have replaced the ECM, check the read/change system configuration parameters. Verify that the
parameters match the information on the engine information plate. Verify that the correct flash file has
been installed.
Fuel Position Multiplier (if applicable)
If equipped, use Cat ET to verify that the fuel position multiplier is not affecting the available fuel rack.
Refer to Troubleshooting, "Fuel Position Multiplier" if a problem is suspected with the input for the fuel
position multiplier.
Air Shutoff Valve (if applicable)
Check that both of the air shutoffs are open.
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Mechanical Noise (Knock) in Engine

SMCS - 1000-038; 1901-038
Probable Causes
Faulty accessory
Damage to valve train components
Failure of connecting rod bearing
Crankshaft bearings
Recommended Actions
Faulty Accessory
Isolate the source of the noise. Remove the suspect engine accessories. Inspect the suspect engine
accessories. Repair the engine accessories and/or replace the engine accessories.
Damage to Valve Train Components
Remove the valve cover from the suspect cylinder(s). Check the following items for damage: camshaft,
valve rotocoil, valve springs, lifters, pushrods, bridges and injectors. Check for valves that do not move
freely. Remove the cylinder head and inspect the valves. Replace any damaged parts. If damage has
occurred, clean the following components: cylinder liner, piston and exhaust system. Replace any
damaged parts.
Failure of Connecting Rod Bearing
Inspect the connecting rod bearings and the bearing surfaces (journals) on the crankshaft. Check the
piston pin for excessive wear. Replace any damaged parts.
Crankshaft Bearings
Check the crankshaft and/or crankshaft bearings. Check the components for excessive wear.
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Noise Coming from Cylinder

SMCS - 1000-038; 1290-038
Probable Causes
Low quality fuel
Injector
Not enough lubrication
Too much valve lash
Damage to valve train components
Failure of connecting rod bearing
Recommended Actions
Low Quality Fuel
Refer to Operation and Maintenance Manual for information on the proper characteristics of the fuel.
Obtain a fuel analysis.
Calibrate the engine speed/timing sensor if a CID-FMI 261-13 Engine Timing calibration required
diagnostic code is active. Refer to the calibration procedure Troubleshooting, "Engine Speed/Timing
Sensor - Calibrate".
Check for the correct installation of the connector(s) for the Electronic Control Module (ECM) J1/P1
and/or J2/P2. Check for correct installation of the applicable fuel injector connectors. Repair the
connector and/or replace the connector. Refer to the diagnostic functional test Troubleshooting,
Injector
Use Caterpillar Electronic Technician (ET) to determine if any diagnostic codes for the injector
solenoids are present. Perform the "Injector Solenoid Test". Observe that the injector solenoids are being
energized on Cat ET. Perform the "Cylinder Cutout Test". Locate the misfiring cylinder. Refer to the
diagnostic functional test Troubleshooting, "Injector Solenoids".
Not Enough Lubrication
Check the lubrication in the valve compartment. Check for sufficient lubrication between the injector
tappet and the rocker arm buttons. Check for blocked oil passages. Oil passages must be clean. Ensure
that the oil passages that send oil to the cylinder heads are clean.
Valve Lash
Check the valve lash. Refer to the diagnostic procedure Troubleshooting, "Too Much Valve Lash".
Damage to Valve Train Components
Remove the valve cover from the suspect cylinder(s). Check the following items for damage: camshaft,
valve rotocoil, valve springs, lifters, pushrods and bridges. Check for valves that do not move freely.
Remove the cylinder head. Inspect the valves. Replace any damaged parts.
Failure of Connecting Rod Bearing
Inspect the connecting rod bearings and the bearing surfaces (journals) on the crankshaft. Check the
piston pin for excessive wear. Replace any damaged parts.
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Poor Fuel Consumption

SMCS - 1000-038; 1901-038
Probable Causes
Injector
Fuel supply
Air inlet restrictions
Exhaust restrictions
Accessory equipment
Recommended Actions
Engine Speed/Timing Sensor(s)
Check the calibration of the engine speed/timing sensor if a CID-FMI 261-13 Engine Timing calibration
required diagnostic code is active. Refer to the calibration procedure Troubleshooting, "Engine
Check for the correct installation of the connectors for the Electronic Control Module (ECM) J1/P1
and/or J2/P2. Check for the correct installation of the applicable fuel injector connectors. Repair the
connector and/or replace the connector. Refer to the diagnostic functional test Troubleshooting,
Injector
Check for active diagnostic codes that are associated with the circuits for the fuel injector. Check that
the injector trim codes have been entered. Perform the "Injector Solenoid Test". Verify that the ECM is
energizing all the injector solenoids. Refer to the diagnostic functional test Troubleshooting, "Injector
Solenoids".
Fuel Supply
weather operation.
Air inlet Restrictions
Inspect the engine air cleaner. Replace plugged air filters and/or clean the filters. Check the air inlet
systems for restrictions and for leaks.
Exhaust Restrictions
Check the exhaust systems for restrictions and for leaks.
Accessory Equipment
Check attached accessory equipment. Ensure that the accessory equipment is not lugging down the
engine.
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Too Much Valve Lash

SMCS - 1000-038; 1901-038
Probable Causes
Rocker arm
Not enough lubrication
Worn rocker arm
Worn bridges for valves
Worn pushrods
Worn valve lifters
Worn camshaft
Worn valve stem
Incorrect valve lash
Loose retaining bolt(s) for rocker shaft
Worn valve springs
Valve seats
Recommended Actions
Rocker Arm
Check for proper installation of the rocker arm adjustment screw locknut. If the rocker arm adjustment
screw locknut is loose, adjust the valve lash.
Check the rocker arms for signs of wear. If there is too much wear, install new parts or rocker arms.
Adjust the valve lash.
Not Enough Lubrication
Check the lubrication in the valve compartment. Check for sufficient lubrication between the injector
tappet and the rocker arm buttons.
Worn Bridges for Valves
Check the bridges for signs of wear. Adjust the bridges and/or replace the bridges. If there is too much
wear, install new parts. Adjust the valve lash.
Worn Pushrods
Inspect the pushrods for signs of wear. If there is too much wear, install new pushrods. Adjust the valve
lash.
Worn Valve Lifters
Clean the valve train. Install new valve lifters.
Worn Camshaft
Check the camshaft for wear.
Worn Valve Stem
Check the valve stem for signs of wear. Check for free movement of valves. Check for a bent valve
stem. Adjust the valve lash.
Loose Retaining Bolt(s) for Rocker Shaft
Repair the retaining bolt for the rocker shaft and/or replace the retaining bolt.
Worn Valve Springs
Check the valve springs for damage or for signs of wear. If there is too much wear, install new springs.
Adjust the valve lash.
Valve Seats
Check the valve seats for signs of wear. If there is too much wear, install new valve seats. Adjust the
valve lash.
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Too Much Vibration

SMCS - 1000-038; 1901-038
Probable Causes
Vibration damper
Loose engine supports
Fan blade
Misfiring cylinder
Alignment and balance
Recommended Actions
Vibration damper
Check the vibration damper for damage. Tighten the bolts. Check the vibration damper bolt holes for
damage and/or wear.
Loose engine supports
Run the engine. Check the engine for the following problems: loose mounts, broken mounts, loose
brackets and broken brackets. Tighten all mounting bolts.
Fan blade
Check the fan blade for damage. Ensure that the fan blade is balanced.
Misfiring cylinder
Check for a misfiring cylinder. Perform the Cylinder Cutout Test. Refer to the diagnostic functional test
Alignment and balance
Check alignment and the balance. If the symptom remains refer to the diagnostic procedure
Troubleshooting, "Engine Misfires, Runs Rough or Is Unstable".
1 #22, /"". 1 % 3 6 .". ,- 0/ 9" ""/"".

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5 & !6 7% 78 4 43
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"/-012 0
Valve Rotocoil or Spring Lock Is Free

SMCS - 1109-038
Probable Causes
Cracked inlet valve rotocoil
Broken spring locks
Broken valve spring(s)
Recommended Actions
Valve Rotocoil
Determine the cause of the cracked rotocoil. Install new parts.
Spring Locks
Check the locks. A broken lock can cause the valve to fall into the cylinder.
Valve Spring(s)
Install the new valve spring(s). Replace the valve and/or other damaged parts.
3 #11, /"". 3 % 4 7 .". ,2 "2 :" ""/"".

5 5 6 4
6 & !7 8% 89 5 54
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"/#"0"/"
Diagnostic Codes
SMCS - 1901-038
Diagnostic codes alert the operator that a problem exists. Diagnostic codes indicate the nature of the
problem to the service technician. Diagnostic codes consist of the MID, CID and FMI. The module
identifier (MID) indicates the electronic module that generated the diagnostic code. The MID for the
engine's Electronic Control Module (ECM) is 36. The component identifier (CID) indicates the
component in the system. The failure mode identifier (FMI) indicates the failure mode that is present.
Diagnostic codes may be viewed on the Caterpillar Electronic Technician (ET) or one of the various
electronic display modules.
Active Diagnostic Codes
An active diagnostic code represents a problem with the electronic control system. This problem should
be corrected as soon as possible. When an active diagnostic code is generated, a display module such as
the Caterpillar monitoring system may produce a warning.
The diagram indicates output voltage from the coolant temperature sensor. If the output voltage is less
than 0.2 volts or if the output voltage is greater than 4.8 volts, the ECM will generate an active
diagnostic code for the sensor. The diagnostic code was generated because an abnormal signal was
received from the sensor.
Logged Diagnostic Codes
When the ECM generates a diagnostic code the ECM logs the code in permanent memory in most
instances. The ECM has an internal diagnostic clock. The ECM will record the hour of the first
occurrence of the diagnostic code. The ECM will record the hour of the last occurrence of the diagnostic
code. The ECM will record the number of occurrences of the code. This information is a valuable
indicator for troubleshooting intermittent problems. Any Logged diagnostic codes will automatically be
deleted if no additional occurrences are recorded in 100 hours. Some diagnostic codes may be easily
triggered. Some diagnostic codes may log occurrences that did not result in complaints. The most likely
cause of an intermittent problem is a faulty connection or damaged wiring. The next likely cause is a
component failure. The least likely cause is the failure of the ECM. Diagnostic codes that are logged
repeatedly may indicate a problem that needs special investigation.
If the symptoms continue, use the proper procedure for troubleshooting the symptoms that have been
experienced by the operator.
Note: Always clear logged diagnostic codes after investigating and correcting the problem which
generated the code.
Diagnostic Terminology
Module Identifier (MID)
The module identifier (MID) indicates the electronic module that generated the diagnostic code.
The module identifier (36) indicates the engine ECM.
Component Identifier (CID)
The component identifier (CID) indicates the component in the circuit that caused the diagnostic code to
be generated.
Failure Mode Identifier (FMI)
The FMI (00) indicates that the data is above the normal range.
The FMI (01) indicates that the data is below the normal range.
The FMI (02) indicates an incorrect signal.
The FMI (03) indicates that the voltage is above the normal range.
The FMI (04) indicates that the voltage is below the normal range.
The FMI (05) indicates that the current is below the normal range.
The FMI (06) indicates that the current is above the normal range.
The FMI (08) indicates an abnormal signal.
The FMI (09) indicates an abnormal update.
The FMI (12) indicates that a device or a component failed.
The FMI (13) indicates that a component is out of calibration.
1 #22, /"". 1 % 3 6 .". ,9 /. :" ""/"".

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MID 036 - CID 0001 - FMI 05 Injector Cylinder 1 open circuit

SMCS - 1290-038
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects an open circuit or short to battery voltage in the No. 1
cylinder injector solenoid.
System Response:
The CID-FMI is logged in memory. The ECM will continue to operate all injectors.
Test Step 1. Perform the following diagnostic procedure: Injector Solenoids
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". , "- 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00,/
MID 036 - CID 0001 - FMI 06 Injector Cylinder 1 short

SMCS - 1290-038
The Electronic Control Module (ECM) detects a short circuit or short to ground in the No. 1 cylinder
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". , 2, 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-000#

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". ,. "" 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-000"

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". , 0" 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00.,

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". ,. 20 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00.0

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". ,. 0. 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00.1

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". ,/ "1 :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
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"#/-00.

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". ,/ 20 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00./

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". ,/ 02 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00/#

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". ,/ -/ 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00/,

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0" 0" 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-00/1

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 0" -/ :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
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Previous Screen
! """"# $ %
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"#/-00/.

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0# #9 :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
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!" # $ % !%! & $ ' !&% %! &
"#/-0-""

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0# ,, 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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! """"# $ %
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"#/-0-"#

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0# -" 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0-",

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 02 " 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0-"0

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 02 20 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-0-"1

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 03 0# :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
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Previous Screen
! """"# $ %
&'(
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!" # $ % !%! & $ ' !&% %! &
"#/-0-"

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 02 - 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-0-".

SMCS - 1290-038
The Electronic Control Module (ECM) detects a short circuit or a short to ground in the No. 10 cylinder
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0, #2 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-0-"/

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0, ,9 :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
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"#/-0-#"

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0, -, 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-0-##

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 00 "/ 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
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! """"# $ %
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"#/-0-#,

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 00 ,# 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0-#0

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 00 0. 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
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"#/-0-#-

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0- " 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0-#

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0- 2- 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0-#.

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0- 0# 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0-#/

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0- -/ 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
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"#/-0-11

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 1"". 2 % 3 6 .". 09 #/ :" ""1"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0-1,

SMCS - 1290-038
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 1"". 2 % 3 6 .". 09 ,- :" ""1"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
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"#/-0-1-

SMCS - 1290-038
injector solenoid.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 1"". 2 % 3 6 .". 09 -1 :" ""1"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
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"#/-0-/"
MID 036 - CID 0091 - FMI 08 Throttle Position signal abnormal

SMCS - 1913-038
The Electronic Control Module (ECM) has been powered up for three seconds. The diagnostic codes
263-03 and 263-04 are not active. The sensor frequency is greater than 1000 Hz or less than 150 Hz for
two seconds. The duty cycle is greater than 95 percent or less than 5 percent for one second.
System Response:
The throttle position is set to a default value of 0 percent (low idle) by the ECM. The CID-FMI is logged
in memory when the engine has been running for three seconds and the engine is not cranking.
Test Step 1. Perform the following diagnostic procedure: Throttle Position Sensor
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". 0 #" 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-01""
MID 036 - CID 0100 - FMI 03 Engine Oil Pressure open/short to

+batt
SMCS - 1924-038
The Electronic Control Module (ECM) reads signal voltage that is greater than 4.8 VDC for one second.
The ECM has been powered for three seconds. The diagnostic codes 262-03 and 262-04 are not active.
System Response:
The CID-FMI is logged in memory. The ECM flags engine oil pressure as invalid data and a default
value of 500 kPa (73 psi) is used.
Test Step 1. Perform the following diagnostic procedure: Engine Sensor Open/Short Test
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 0 3. :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
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"#/-01"#
MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short to

ground
SMCS - 1924-038
The Electronic Control Module (ECM) reads signal voltage that is below 0.2 VDC for one second. The
ECM has been powered for three seconds. The diagnostic codes 262-03 and 262-04 are not active.
System Response:
The CID-FMI is logged in memory. The ECM flags engine oil pressure as invalid data and a default
value of 500 kPa (73 psi) is used.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 0 0 :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
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"/# 00..
MID 036 - CID 0100 - FMI 13 Engine Oil Pressure calibration

required
SMCS - 1924-038
The Electronic Control Module (ECM) records one of the following conditions. The filtered engine oil
pressure sensor never calibrated. The ECM reads engine oil pressure less than 35 kPa (5 psi). The engine
oil pressure is greater than 130 kPa (19 psi). The engine oil pressure changes more than 25 kPa (3.5)
during a calibration attempt. The diagnostic codes 100-03 or 100-04 are active. The diagnostic codes
274-03 or 274-04 are active.
System Response:
The diagnostic code is not logged in memory. The ECM will use the data from the previous calibration.
Test Step 1. Perform the following diagnostic procedure: Analog Sensor - Calibrate
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 .". 0. "0 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
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"#/-01"/
MID 036 - CID 0101 - FMI 03 Crankcase Pressure open/short to

+batt
SMCS - 1916-038
System Response:
The CID-FMI is logged in memory. The ECM flags crankcase pressure as invalid data. The engine
monitoring system is disabled for crankcase pressure.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 0. 3# :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
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! """"# $ %
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"#/-01#"
MID 036 - CID 0101 - FMI 04 Crankcase Pressure short to

ground
SMCS - 1916-038
The Electronic Control Module (ECM) reads signal voltage that is less than 0.2 VDC for one second.
System Response:
The CID-FMI is logged in memory. The ECM flags crankcase pressure as invalid data. The engine
monitoring system is disabled for crankcase pressure.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 0. 03 :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
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! """"# $ %
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"/# 010,
MID 036 - CID 0101 - FMI 13 Crankcase Pressure calibration

required
SMCS - 1916-038
The Electronic Control Module (ECM) records one of the following conditions. The crankcase pressure
sensor never calibrated. The crankcase pressure is less than 45 kPa (6.5 psi). The crankcase pressure is
greater than 111 kPa (16 psi). The crankcase pressure changes more than 5 kPa (0.5 psi) during a
calibration attempt. The diagnostic codes 101-03 or 101-04 are active.
System Response:
The diagnostic codes are active. The diagnostic codes are not logged in memory.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #11, /"". 2 % 3 6 .". 0. -1 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
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! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01#-
MID 036 - CID 0110 - FMI 03 Engine Coolant Temperature

open/short to +batt
SMCS - 1906-038
System Response:
The CID-FMI is logged in memory. The ECM flags coolant temperature as invalid data and a default
value of −40 °C (−40 °F) is used.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 0/ #- :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01#1
MID 036 - CID 0110 - FMI 04 Engine Coolant Temperature

short to ground
SMCS - 1906-038
System Response:
The CID-FMI is logged in memory. The ECM flags coolant temperature as invalid data and a default
value of −40 °C (−40 °F) is used.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". 0/ 0- :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-011
MID 036 - CID 0168 - FMI 00 System Voltage High

SMCS - 1401-038
The Electronic Control Module (ECM) has been powered for three seconds. The engine is not cranking.
The battery voltage is greater than 32 VDC for two seconds.
System Response:
The CID-FMI is logged in memory.
Test Step 1. Perform the following diagnostic procedure: Electrical Power Supply
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -" "3 :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01 "
MID 036 - CID 0168 - FMI 01 System Voltage Low

SMCS - 1401-038
The Electronic Control Module (ECM) has been powered for three seconds. The engine is not cranking.
The battery voltage is less than 9 VDC for two seconds.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -" 3" :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01 #
MID 036 - CID 0168 - FMI 02 System Voltage

intermittent/erratic
SMCS - 1401-038
The engine is running but not cranking. One of the following conditions exist. The battery voltage is less
than 9 VDC for at least 0.06 seconds. Three times in the last seven seconds, the battery voltage was less
than 9 VDC.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -" ,. :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/,-/#,
MID 036 - CID 0190 - FMI 02 Loss of Engine Speed signal

SMCS - 1912-038
The primary engine speed signal cannot be detected. The timing gear pattern returns within one second
before being lost and the battery voltage is greater than 9 VDC for the last two seconds. The code is
logged only if the engine has been running for three seconds. The code will be active and logged if the
Electronic Control Module (ECM) detects an incorrect signal for one second. The battery voltage is
greater than 9 VDC for the last two seconds.
System Response:
The code is logged. On engines with a secondary engine speed/timing sensor, the secondary engine
speed/timing signal will be used if the primary engine speed/timing signal is lost.
Test Step 1. Perform the following diagnostic procedure: Engine Speed/Timing Sensor
Results:
OK - STOP
REPAIRED, OK - STOP
0 #//, 1"". 0 % 2 5 .". -" -/ 8" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01.#
MID 036 - CID 0190 - FMI 03 Engine Speed open/short to +batt

SMCS - 1912-038
A wire on the primary engine speed/timing sensor is disconnected and/or broken. There is a short circuit
to the +Battery terminal.
System Response:
The CID-FMI is logged in memory. On engines with a secondary engine speed/timing sensor, the
secondary engine speed/timing signal will be used if the primary engine speed/timing signal is lost.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -# #1 :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01.-
MID 036 - CID 0190 - FMI 08 Engine Speed signal abnormal

SMCS - 1912-038
The diagnostic code will become active if the following conditions exist. The engine speed is greater
than 0 rpm. The primary engine speed/timing signal is incorrect.
System Response:
The code will become logged if the following conditions exist. The engine speed is greater than 0 rpm.
The engine speed/timing signal is incorrect for five seconds. The engine speed/timing signal returns for
five seconds.
On engines with a secondary engine speed/timing sensor, the secondary engine speed/timing signal will
be used if the primary engine speed/timing signal is abnormal.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -# ,/ :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/#0.-./
MID 036 - CID 0248 - FMI 09 Cat Data Link not communicating
SMCS - 1901-038
The battery voltage to the Electronic Control Module (ECM) has been above 9 VDC for the last two
seconds. The engine is not cranking. Communication was lost for two or more seconds.
System Response:
Test Step 1. Perform the following diagnostic procedure: Cat Data Link
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 .". -/ "" 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/0# 1"
MID 036 - CID 0253 - FMI 02 Personality Module mismatch

SMCS - 1901-038
The personality module is for a different engine.
System Response:
The CID-FMI is not logged in memory. The fuel injection is disabled. If a personality module from
another engine family is installed, the mismatch can be programmed to allow the engine to start.
Test Step 1. Perform the following diagnostic procedure: ECM/Personality Module
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 1"". 2 % 3 6 .". -1 #. 9" ""1"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/0#001
MID 036 - CID 0254 - FMI 12 Electronic Control Module Error

SMCS - 1901-038
The Electronic Control Module (ECM) has detected an internal fault.
System Response:
The CID-FMI is logged in memory. Engine power and performance may be affected. All normal
functions of the ECM may be affected.
Test Step 1. Perform the following diagnostic procedure: ECM/Personality Module
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -3 , :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/,-/0,
MID 036 - CID 0261 - FMI 13 Engine Timing calibration

required
SMCS - 1905-038
The engine speed/timing sensor has not been calibrated.
Note: This will not keep the engine from running. The fuel injection timing may be out of adjustment.
System Response:
The code is logged.
Test Step 1. Perform the following diagnostic procedure: Engine Speed/Timing Sensor - Calibrate
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 0"". 1 % 2 5 .". -0 -- 8" ""0"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01/"
MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power Supply

short to +batt
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads an analog sensor supply voltage above 5.2 VDC for two or
more seconds. The ECM has been powered for three seconds.
Note: Normal voltage is 5.0 ± 0.2 VDC.
System Response:
The CID-FMI is logged in memory. Analog sensors are set to the default values.
Test Step 1. Perform the following diagnostic procedure: Analog Sensor Supply
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -, #, :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01/#
MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power Supply

short to ground
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads an analog sensor supply voltage below 4.8 VDC for two
seconds. The ECM has been powered for three seconds.
System Response:
The CID-FMI is logged in memory. The analog sensors are set to the default values.
Test Step 1. Perform the following diagnostic procedure: Analog Sensor Supply
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -, ," :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01/2
MID 036 - CID 0263 - FMI 03 Digital Sensor Supply short to

+batt
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads a digital sensor supply voltage above 8.5 VDC for two
System Response:
Test Step 1. Perform the following diagnostic procedure: Digital Sensor Supply
Results:
OK - STOP
REPAIRED, OK - STOP
3 #//, 2"". 3 % 4 7 .". -, 0/ :" ""2"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-01/0
MID 036 - CID 0263 - FMI 04 Digital Sensor Supply short to

ground
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads a digital sensor supply voltage below 7.5 VDC for two
System Response:
Test Step 1. Perform the following diagnostic procedure: Digital Sensor Supply
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -0 "- :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/"0/
MID 036 - CID 0267 - FMI 02 Incorrect Engine Shutdown Switch

inputs
SMCS - 7418-038
The voltage at the normally open position and the normally closed position for the Ground Level
Shutdown Switch is 11.5 ± 0.5 VDC or less than 0.5 VDC. The Electronic Control Module (ECM) has
been powered for three seconds. The CID-FMI is not logged in memory.
System Response:
The CID-FMI may be viewed on a display module or the Caterpillar Electronic Technician (ET). The
Ground Level Shutdown feature is disabled.
Test Step 1. Perform the following diagnostic procedure: Ground Level Shutdown Switch
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 0"". 1 % 2 5 .". -8 ,# 9" ""0"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/0#00-
MID 036 - CID 0268 - FMI 02 Check Programmable Parameters

SMCS - 1901-038
One or more of the following programmable parameters have not been programmed:
Full Load Setting (FLS)
Full Torque Setting (FTS)
Rated fuel position
System Response:
The code is logged. The engine performance and/or system operation may be affected.
Test Step 1.
A. Check for parameters that have not been programmed.
Results:
OK - A parameter has not been programmed.
Repair: Program the missing parameter. Refer to the diagnostic procedure Troubleshooting,
"System Configuration Parameters".
STOP
1 #//, 2"". 1 % 3 6 .". -9 9. :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/,0" /
MID 036 - CID 0273 - FMI 03 Turbo Outlet Pressure open/short

to +batt
SMCS - 1052-038
System Response:
The code is logged. The ECM flags turbocharger compressor outlet pressure as invalid data and a
default value of 0 kPa (0 psi) is used.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". -- "0 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/,0"./
MID 036 - CID 0273 - FMI 04 Turbo Outlet Pressure short to

ground
SMCS - 1052-038
System Response:
The code is logged. The ECM flags turbocharger compressor outlet pressure as invalid data and a
default value of 0 kPa (0 psi) is used.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". -- 2/ 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 001,
MID 036 - CID 0273 - FMI 13 Turbo Outlet Pressure calibration

required
SMCS - 1052-038
The Electronic Control Module (ECM) detects one of the following conditions. The turbocharger
compressor outlet pressure is ± 15 kPa (2 psi) from the atmospheric pressure. The turbocharger outlet
pressure is less than 35 kPa (5 psi). The turbocharger outlet pressure is greater than 122 kPa (17 psi).
The turbocharger outlet pressure changed more than 10 kPa (1.5 psi) during a calibration attempt. A
pressure calibration has not been performed on a new ECM. The diagnostics 273-03 or 273-04 are
active.
System Response:
The diagnostic codes are not logged in memory. The ECM will use data from the previous calibration.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #11, /"". 2 % 3 6 .". -- 0 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0 -.
MID 036 - CID 0274 - FMI 03 Atmospheric Pressure open/short

to +batt
SMCS - 1923-038
System Response:
The CID-FMI is logged in memory. The turbocharger compressor inlet pressure sensor (if equipped) is
used as a backup for atmospheric pressure.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". -9 " :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0 1"
MID 036 - CID 0274 - FMI 04 Atmospheric Pressure short to

ground
SMCS - 1923-038
The Electronic Control Module (ECM) reads an atmospheric pressure signal voltage below 1.7 VDC for
one second. The ECM has been powered for three seconds. The diagnostic codes 262-03 and 262-04 are
not active.
System Response:
The CID-FMI is logged in memory. The turbocharger compressor inlet pressure sensor (if equipped) is
used as a backup for atmospheric pressure. The atmospheric pressure is set to a default value of 45 kPa
(7 psi).
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 3"". 2 % 4 7 .". -1 ,, :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/0#00.
MID 036 - CID 0274 - FMI 13 Atmospheric Pressure calibration

required
SMCS - 1923-038
Any one of the following conditions is present:
A pressure calibration has not been performed on a new sensor.
The Electronic Control Module (ECM) reads an atmospheric pressure signal that is less than 45
kPa (6.5 psi) absolute or greater than 111 kPa (16 psi) absolute pressure.
The diagnostics 274-03 or 274-04 are active.
The atmospheric pressure changes more than 5 kPa (0.7 psi).
System Response:
When this CID-FMI is active, all offsets for pressure calibration will default to 0 kPa (0 psi). The
diagnostic codes are active. The diagnostic code is not logged in memory.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 4 .". -0 -" 5" ""2"".
6 6 7 3
7 & !4 8%89 6 63
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/,-//"
MID 036 - CID 0275 - FMI 03 Right Turbo Inlet Pressure

open/short to +batt
SMCS - 1052-038
System Response:
The code is logged. The right turbocharger compressor inlet pressure is set to a default value of 45 kPa
(7 psi).
Results:
OK - STOP
REPAIRED, OK - STOP
0 #//, 1"". 0 % 2 5 .". - #" 8" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0 12
MID 036 - CID 0275 - FMI 04 Right Turbo Inlet Pressure short
to ground
SMCS - 1052-038
System Response:
The CID-FMI is logged in memory. The turbocharger compressor inlet pressure is set to a default value
of 45 kPa (7 psi).
Results:
OK - STOP
REPAIRED, OK - STOP
3 #//, 2"". 3 % 4 7 .". - ,2 :" ""2"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 0-"1
MID 036 - CID 0275 - FMI 13 Right Turbo Inlet Pressure

calibration required
SMCS - 1052-038
compressor inlet pressure is ± 8 kPa (1.2 psi) from the atmospheric pressure. The turbocharger
compressor inlet pressure is less than 45 kPa (6.5 psi). The turbocharger compressor inlet pressure is
greater than 111 kPa (16 psi). The turbocharger compressor inlet pressure changed more than 5 kPa (0.5
psi) during a calibration attempt. The diagnostic codes 275-03 and 275-04 are active.
System Response:
The diagnostic codes are not logged in memory. The ECM will use the data from the previous
calibration.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #11, /"". 2 % 3 6 .". - -, 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 0-/-
MID 036 - CID 0276 - FMI 03 Left Turbo Inlet Pressure

open/short to +batt
SMCS - 1052-038
System Response:
The code is logged. The left turbocharger compressor inlet pressure is set to a default value of 45 kPa
(6.5 psi).
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 .". -. #" 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/,0"/
MID 036 - CID 0276 - FMI 04 Left Turbo Inlet Pressure short to
ground
SMCS - 1052-038
System Response:
The code is logged. The turbocharger compressor inlet pressure is set to a default value of 45 kPa (7
psi).
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 .". -. ,- 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 0-/1
MID 036 - CID 0276 - FMI 13 Left Turbo Inlet Pressure

calibration required
SMCS - 1052-038
compressor inlet pressure is ± 8 kPa (1.2 psi) from the atmospheric pressure. The turbocharger
compressor inlet pressure is less than 45 kPa (6.5 psi). The turbocharger compressor inlet pressure is
greater than 111 kPa (16 psi). The turbocharger compressor inlet pressure changed more than 5 kPa (0.5
psi) during a calibration attempt. The diagnostic codes 276-03 and 276-04 are active.
System Response:
The diagnostic codes are not logged in memory. The ECM will use the data from the previous
calibration.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #11, /"". 2 % 3 6 .". -. -9 :" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/",0
MID 036 - CID 0291 - FMI 05 Engine Cooling Fan Solenoid open
circuit
SMCS - 1356-038
The Electronic Control Module (ECM) detects an open circuit and/or a short circuit to battery condition.
System Response:
The CID-FMI is logged in memory. The CID-FMI may be viewed on a display module or the
Test Step 1. Perform the following diagnostic procedure: Engine Fan Control Solenoid
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 0"". 1 % 2 5 .". -/ 0. 8" ""0"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/",0
MID 036 - CID 0291 - FMI 06 Engine Cooling Fan Solenoid short
to ground
SMCS - 1356-038
The Electronic Control Module (ECM) detects a short circuit to ground condition.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "" #- 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 0-0-
MID 036 - CID 0296 - FMI 09 Unable to communicate with

Transmission ECM
SMCS - 1901-038
The diagnostic code will become active if the following conditions exist. The Electronic Control Module
(ECM) detects battery voltage above 19 VDC for five seconds. The engine is not cranking. The ECM
has not established communications with the transmission control for three seconds. The ECM has lost
communication with the transmission control for one or more seconds.
System Response:
Caterpillar Electronic Technician (ET). Engine power is derated.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 ."2 "" ,/ 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0../
MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open circuit

SMCS - 1319-038
The Electronic Control Module (ECM) detects an open circuit at the prelube relay. The ECM detects a
short to battery voltage at the prelube relay.
System Response:
Test Step 1. Perform the following diagnostic procedure: Prelubrication System
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "" -0 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0./,
MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to ground

SMCS - 1319-038
The Electronic Control Module (ECM) detects a short circuit at the prelube relay.
System Response:
Test Step 1. Perform the following diagnostic procedure: Prelubrication System
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "# ## 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/--.0 ,
MID 036 - CID 0338 - FMI 11 Engine Pre-Lube Pump Relay

other failure mode
SMCS - 1319-038
The Electronic Control Module (ECM) has energized the prelube relay. The engine oil pressure does not
achieve 28 kPa (4 psi) within 15 seconds.
System Response:
The code is activated and the code is logged.
There are no performance effects. Although the prelubrication does not occur, the engine will be able to
crank after the timer for the prelube expires.
Perform the following procedure.
Test Step 1. Verify the Operation of the Prelube Pump
A. Inspect the oil lines and the connections for the prelube pump.
B. Make sure that the pump operates. Verify that the pump can generate oil pressure.
C. Make the necessary repairs.
Results:
OK - STOP
1 #00, /"". 1 % 2 3 ."0 "# /. 4" ""/"".
5 5 6 2
6 & !3 7%78 5 52
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/"01
MID 036 - CID 0526 - FMI 05 Wastegate Valve open

SMCS - 1057-038
The Electronic Control Module (ECM) has been powered up for three seconds. The ECM detects a
supply voltage that is greater than 9 VDC. The ECM detects an open circuit or a short to battery voltage
in the solenoid for the wastegate.
System Response:
Caterpillar Electronic Technician (ET). The ECM will continue to operate all injectors.
Test Step 1. Perform the following diagnostic procedure: Wastegate Solenoid
Results:
OK - STOP
REPAIRED, OK - STOP
2 #//, 1"". 2 % 3 6 ."/ "# 0 9" ""1"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/"0-
MID 036 - CID 0526 - FMI 06 Wastegate Valve short

SMCS - 1057-038
The Electronic Control Module (ECM) has been powered up for three seconds. The ECM detects a
supply voltage that is greater than 9 VDC. The ECM detects an short to ground condition in the solenoid
for the wastegate.
System Response:
Test Step 1. Perform the following diagnostic procedure: Wastegate Solenoid
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "2 "- 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0/##
MID 036 - CID 0542 - FMI 03 Unfiltered Engine Oil Pressure

open/short to +batt
SMCS - 1924-038
System Response:
The CID-FMI is logged in memory. The ECM flags oil pressure as invalid data and a default value of
500 kPa (73 psi) is used.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "2 20 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0/#"
MID 036 - CID 0542 - FMI 04 Unfiltered Engine Oil Pressure

short to ground
SMCS - 1924-038
The Electronic Control Module (ECM) reads signal voltage that is below 0.2 VDC for one second. The
ECM has been powered for three seconds. The diagnostic codes 262-03 and 262-04 are not active.
System Response:
The CID-FMI is logged in memory. The ECM flags oil pressure as invalid data and a default value of
500 kPa (73 psi) is used.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "2 -, 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 0--/
MID 036 - CID 0542 - FMI 13 Unfiltered Engine Oil Pressure cal
required
SMCS - 1924-038
The Electronic Control Module (ECM) records one of the following conditions. The oil pressure sensor
never calibrated. The oil pressure is greater than ± 27 kPa (4 psi) from the atmospheric pressure. The
ECM reads oil pressure less than 35 kPa (5 psi). The oil pressure is greater than 130 kPa (19 psi). The
oil pressure changes more than 25 kPa (3.5 psi) during a calibration attempt. The diagnostics 274-03 or
274-04 are active.
System Response:
The diagnostic codes are not logged in memory.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 ."2 ", #/ 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/"0/
MID 036 - CID 0544 - FMI 08 Engine Cooling Fan Speed signal
abnormal
SMCS - 1356-038
The Electronic Control Module (ECM) has been powered for three seconds. The diagnostic codes 262-
03 and 262-04 are not active. The engine rpm is equal to or greater than the low idle rpm. The engine
rpm is less than 2400 rpm for one minute. The fan speed is not greater than 38 rpm or greater than 2000
rpm for two seconds.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ ", ,2 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/0#0.0
MID 036 - CID 0545 - FMI 05 Ether Start Relay open/short to

+batt
SMCS - 1456-038
The Electronic Control Module (ECM) has been powered up for two seconds. The ECM detects an open
circuit and/or a short circuit to the +Battery terminal at the output to the ether start relay.
System Response:
The CID-FMI is logged in memory. Ether injection is disabled.
Test Step 1. Perform the following diagnostic procedure: Ether Injection System
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ ", 9/ :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/0#0.
MID 036 - CID 0545 - FMI 06 Ether Start Relay short to ground
SMCS - 1456-038
The Electronic Control Module (ECM) has been powered up for two seconds. The ECM detects a short
circuit to ground at the output to the ether start relay.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "9 ## :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/,.0"/
MID 036 - CID 0546 - FMI 05 Ether Hold Relay open/short to

ground
SMCS - 1456-038
The Electronic Control Module (ECM) has been powered up for two seconds. The ECM detects an open
circuit and/or a short circuit to ground at the output to the ether hold relay.
System Response:
The engine may be difficult to start.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 ."2 "9 /. :" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/,.0""0
MID 036 - CID 0546 - FMI 06 Ether Hold Relay short to +batt
SMCS - 1456-038
The Electronic Control Module (ECM) has been powered up for two seconds. The ECM detects a short
circuit to the +Battery at the output to the ether hold relay.
System Response:
The engine may be difficult to start.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 ."2 "- "2 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 0--1
MID 036 - CID 0562 - FMI 09 Unable to Communicate with Cat

Monitoring System
SMCS - 1901-038
(ECM) detects battery voltage above 19 VDC for five seconds. The engine speed is 50 rpm greater than
the low idle speed for one second. The ECM has lost communication with the Caterpillar Monitoring
System for 0.4 seconds.
System Response:
Caterpillar Electronic Technician (ET). All features that depend on the Cat Data Link are disabled.
Results:
OK - STOP
REPAIRED, OK - STOP
2 #33, /"". 2 % 4 7 ."3 "- /1 :" ""/"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/#0,
MID 036 - CID 0569 - FMI 05 Oil Renewal Solenoid open circuit
SMCS - 1349-038
The Electronic Control Module (ECM) detects an open circuit and/or a short circuit to battery condition.
System Response:
Test Step 1. Perform the following diagnostic procedure: Engine Oil Renewal Solenoid
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "- 00 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/#0
MID 036 - CID 0569 - FMI 06 Oil Renewal Solenoid short to

ground
SMCS - 1349-038
The Electronic Control Module (ECM) detects a short circuit to ground.
System Response:
Test Step 1. Perform the following diagnostic procedure: Engine Oil Renewal Solenoid
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "9 "2 :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/# 0--.
MID 036 - CID 0800 - FMI 09 Unable to communicate with

VIMS
SMCS - 7601-038
(ECM) detects battery voltage above 9 VDC for two seconds. The ECM has lost communication with
the VIMS for 0.4 seconds.
System Response:
Results:
OK - STOP
REPAIRED, OK - STOP
1 #22, /"". 1 % 3 6 ."2 "9 /# :" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0/"/
MID 036 - CID 0827 - FMI 08 Left Exhaust Temperature signal

abnormal
SMCS - 1919-038
03 and 263-04 are not active. The sensor frequency is greater than 1000 Hz or less than 150 Hz. The
duty cycle is greater than 90 percent or less than 10 percent.
System Response:
The CID-FMI is logged in memory. The status screen on Caterpillar Electronic Technician (ET) will
show the parameter as invalid data.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "9 ,. :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/,0"//
MID 036 - CID 0828 - FMI 08 Right Exhaust Temperature signal

abnormal
SMCS - 1919-038
03 and 262-04 are not active. The sensor frequency is greater than 1000 Hz or less than 150 Hz. The
duty cycle is greater than 95 percent or less than 5 percent.
System Response:
The code is logged. The status screen on the Caterpillar Electronic Technician (ET) will show the
parameter as invalid data.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 2"". 1 % 3 6 ."/ "0 -0 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"# "/#-0
MID 036 - CID 0829 - FMI 03 Rear Aftercool Temperature

open/short to +batt
SMCS - 1063-038
System Response:
Caterpillar Electronic Technician (ET). The ECM no longer optimizes engine operation due to the
aftercooler temperature. The ECM flags the aftercooler temperature as invalid data.
Results:
OK - STOP
REPAIRED, OK - STOP
1 #//, 0"". 1 % 2 5 ."/ " #8 9" ""0"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#.#/"
MID 036 - CID 0829 - FMI 04 Rear Aftercool Temperature short

to ground
SMCS - 1063-038
The Electronic Control Module (ECM) reads signal voltage below 0.2 VDC for one second. The ECM
has been powered for three seconds. The diagnostic codes 262-03 and 262-04 are not active.
System Response:
Caterpillar Electronic Technician (ET). The ECM no longer optimizes engine operation due to
aftercooler temperature. The ECM flags aftercooler temperature as invalid data.
Results:
OK - STOP
REPAIRED, OK - STOP
0 #11, 2"". 0 % 3 6 ."1 " ,1 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"#/-0/"
MID 036 - CID 1495 - FMI 02 Injector Trim Codes Not

Programmed
SMCS - 1901-038
The Electronic Control Module (ECM) detects that one or more of the injector trim codes has not been
programmed. The ECM has been powered for three seconds.
System Response:
The CID-FMI is logged in memory. The engine will start. The ECM will use a default setting of 0000
for an unprogrammed injector trim code.
Test Step 1. Program the Missing Injector Trim Code(s).
A. Connect the Caterpillar Electronic Technician (ET) to the service tool connector.
B. Go to the calibration screen for the injector trim code(s).
C. Enter the injector trim code that is stamped on the bottom of the injector for the appropriate
cylinder.
Results:
OK - The injector trim code has been entered.
Repair: After entering the injector trim code, turn the engine control to the OFF position. Leave
the engine control in the OFF position for three seconds. Turn the engine control to the ON
position. The diagnostic code should not be active.
STOP
1 #//, 2"". 1 % 3 6 ."/ ". ", 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
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"/#"0 "
Event Codes
SMCS - 1901-038
Use this section for the troubleshooting of problems that have generated event codes but do not have
active diagnostic codes. When the event code is generated, the event is active. Any generated code
becomes logged in the permanent memory of the Electronic Control Module (ECM).
Event codes alert the operator that an abnormal engine operating condition such as low oil pressure or
high coolant temperature has been detected. Events do not indicate problems with the electronic system.
Event codes also indicate the nature of the problem. Event codes may be viewed on a personal computer
that has the software for the Caterpillar Electronic Technician (ET).
Typical example
Illustration 1 indicates output voltage from the coolant temperature sensor. When the output signal from
the sensor is between 4.2 volts and 4.8 volts, an event code will be generated for above normal coolant
temperature.
You can program the engine to perform the following actions for some applications:
Engine warning
Engine derate
Engine shutdown
Cat ET can be used to turn the display of these features on and off. When the features are turned on, the
display will appear on an electronic monitoring module and an event will also be logged in the ECM.
When the features are turned off, the display will not appear on a monitoring module, but an event will
still be logged.
System Event Codes

Table 1
3500B System Event Codes

Event Code Description
E017 High Engine Coolant Temperature Warning
E021 High Exhaust Temperature Derate
E035 Loss of Coolant Flow Warning
E038 Low Engine Coolant Temperature Warning
E072 Oil Level Mark Low
E073 Oil Filter Differential Pressure High
E074 Oil Filter Differential Pressure Very High
E092 Boost Pressure Above Normal
E093 Boost Pressure Below Normal
E095 Fuel Filter Restriction Warning
E098 Engine Preluve Override
E100 Low Engine Oil Pressure Warning
E101 High Crankcase Pressure Warning
E190 Engine Overspeed Warning
E265 User Defined Shutdown
E272 Inlet Air Restriction Warning
6 ."2 ". // 7" ""/"".

1 #22, /"". 1 % 3
4 4 5 3
5 & !6 8%
89 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/,001#
E017 High Engine Coolant Temperature Warning

SMCS - 1901-038
The Electronic Control Module (ECM) detects engine coolant temperature that is greater than the default
temperature of 102 °C (216 °F) for five seconds.
System Response:
The event is logged. After the temperature returns below 97 °C (207 °F) the warning due to high coolant
temperature will be turned off.
None
There may be a problem with the cooling system.
There may be a problem with the coolant temperature sensor.
Test Step 1. Check for "ACTIVE" Diagnostic Codes.
A. Start the Caterpillar Electronic Technician (ET).
B. Turn the keyswitch to the ON position.
C. Check for any active diagnostic codes or for logged diagnostic codes.
Expected Result:
No diagnostic codes are present.
Results:
OK - No diagnostic codes are present. Proceed to Test Step 2.
Not OK - Diagnostic codes are present.
Repair: Repair the diagnostic codes that are present. Refer to the appropriate topic in the
"Troubleshooting With a Diagnostic Code" section of this manual. Ensure that the repair
eliminates the problem.
STOP
Test Step 2. Perform a Check of the Cooling System.
A. Perform a check of the cooling system. Refer to the diagnostic procedure Troubleshooting,
"Coolant Temperature is Too High" for possible causes.
Expected Result:
There are no problems with the cooling system.
Results:
OK - There may be an intermittent problem.
Repair: Monitor the operation of the engine. Repair the problem. Ensure that the repair eliminates
the problem.
STOP
Not OK - There is a problem with the cooling system.
Repair: Repair the problem. Ensure that the repair eliminates the problem.
STOP
2 #00, /"". 2 % 3 6 ."0 ". 9/ :" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/,010,2
E021 High Exhaust Temperature Derate

SMCS - 1901-038
The Electronic Control Module (ECM) detects the following condition:
Exhaust inlet temperature is greater than the default temperature of 750 °C (1382 °F) for five
seconds.
The engine has been running for three seconds.
The diagnostic codes CID-FMI 827-08 and CID-FMI 828-08 are not active.
System Response:
The ECM will log the event. The ECM derates the engine at 15 second intervals in 2 percent increments
when the exhaust inlet temperature is above 750 °C (1382 °F) for five seconds up to a maximum derate
of 25 percent. The Fuel limiting function will continue until the exhaust temperature returns below 740 °
C (1364 °F). After the temperature returns below 740 °C (1364 °F) the derate due to a high exhaust
temperature will be deactivated.
Low power
There may be an exhaust restriction.
There may be an air leak.
Test Step 1. Check for "ACTIVE" Diagnostic Codes
C. Check for any active diagnostic codes or logged diagnostic codes.
Expected Result:
There are no diagnostic codes that are present.
Results:
OK - There are no diagnostic codes that are present. Proceed to Test Step 2.
Not OK - There are diagnostic codes that are present.
STOP
Test Step 2. Perform a Check of the Exhaust System
A. Perform a check of the exhaust system. Refer to the diagnostic procedure Troubleshooting,
"Exhaust Temperature is Too High" for possible causes.
Expected Result:
There are no problems with the exhaust system.
Results:
the problem.
STOP
Not OK - There is a problem with the exhaust system.
STOP
3 #11, /"". 3 % 4 7 ."1 "1 "" :" ""/"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/#/.00,
E035 Loss of Coolant Flow Warning

SMCS - 1901-038
The Electronic Control Module (ECM) detects all of the following conditions:
The engine has been running for at least eight seconds.
Coolant flow is lost for at least eight seconds.
The ground level shutdown switch has not been used in order to shut down the engine.
System Response:
The ECM will log the warning.
None
There may be a problem with the coolant flow switch.
There may be a problem with the ground level shutdown switch.
Expected Result:
Results:
OK - Proceed to Test Step 2.
Not OK -
"Troubleshooting With a Diagnostic Code" section of this manual.Ensure that the repair
STOP
Test Step 2. Perform a Check of the Cooling System
Expected Result:
Results:
Repair: Monitor the operation of the engine.If the problem is intermittent, refer to the diagnostic
functional test Troubleshooting, "Inspecting Electrical Connectors".Ensure that the repair
STOP
Not OK -
Repair: Repair the problem.Ensure that the repair eliminates the problem.
STOP
1 #22, /"". 1 % 3 6 ."2 "2 /, 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/0-. "/
E038 Low Engine Coolant Temperature Warning

SMCS - 1901-038
The Electronic Control Module (ECM) detects the following conditions:
The engine has been running for at least two minutes.
Engine coolant temperature that has increased above 75 °C (167 °F)
Engine coolant temperature that has decreased below 70 °C (158 °F) for two minutes
System Response:
The event is logged. After the temperature returns above 75 °C (167 °F) the warning due to low coolant
temperature will be turned off.
None
There may be a problem with the coolant temperature sensor.
Faulty water temperature regulator
Long idle periods
Very light loads
Test Step 1. Check for Active Diagnostic Codes
Expected Result:
Results:
OK - No diagnostic codes are present. Proceed to Test Step 2.
Repair: Repair the diagnostic codes that are present.
STOP
A. Perform a check of the cooling system. Test the water temperature regulator for proper operation.
A regulator that is stuck open can cause overcooling. Coolant leaks that are around the water
temperature regulator can cause overcooling. An example would be a leak in the vent line.
Note: Refer to the Systems Operation/Testing and Adjusting manual for information on testing
the water temperature regulator.
Expected Result:
The water temperature regulator is operating correctly.
Results:
OK - The water temperature regulator is operating correctly.
Repair: Cold ambient temperatures, light loads, or a slow engine speed can cause overcooling.
This overcooling is caused by the low heat input of the engine.
STOP
Not OK - There is a problem with the water temperature regulator.
Repair: Replace the water temperature regulator.
STOP
1 #22, /"". 1 % 3 6 ."2 "2 9/ :" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
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"/#/.00
E072 Oil Level Low Mark

SMCS - 1901-038
The engine has been running for at least one second.
Oil level is low for three seconds.
System Response:
The ECM will log the event. The status of the engine oil is set low. If the oil level recovers for 0.5
seconds the status becomes okay.
None
There may be a problem with engine oil level.
There may be a problem with the low oil level switch.
B. Turn the keyswitch to the ON position. The engine should be off.
Expected Result:
Results:
STOP
Test Step 2. Perform a Check of the Lubrication System
A. Perform a check of the lubrication system. Refer to the diagnostic procedure Troubleshooting,
"Low Engine Oil Pressure" for possible causes.
Expected Result:
There are no problems with the lubrication system.
Results:
Repair: If the problem is intermittent, refer to the diagnostic functional test Troubleshooting,
STOP
Not OK - There are problems with the lubrication system.
STOP
1 #22, /"". 1 % 3 6 ."2 #" "/ 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
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"/#/.001
E073 Oil Filter Differential Pressure High

SMCS - 1901-038
The oil filter differential pressure is greater than 69 kPa (10 psi) for 240 seconds.
The jacket water coolant temperature is greater than 63 °C (145 °F).
The engine has reached low idle for at least 12 seconds.
System Response:
The ECM will log the event. The warning for the oil filter differential pressure is determined by
subtracting the filtered oil pressure from the unfiltered oil pressure. The warning becomes inactive when
the differential oil pressure decreases below 56 kPa (8 psi) for four seconds or if the coolant temperature
falls below 60 °C (140 °F).
None
There may be a problem with the lubrication system.
Expected Result:
Results:
STOP
Expected Result:
Results:
STOP
STOP
2 #11, /"". 2 % 3 6 ."1 #" /" 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
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"/#/.0-"
E074 Oil Filter Differential Pressure Very High

SMCS - 1901-038
The oil filter differential pressure is greater than 200 kPa (29 psi) for 240 seconds.
The jacket water coolant temperature is greater than 63 °C (145 °F).
The engine has reached low idle for at least 12 seconds.
System Response:
The ECM will log the event. The warning for the oil filter differential pressure is determined by
subtracting the filtered oil pressure from the unfiltered oil pressure. The warning becomes inactive when
the differential oil pressure decreases below 173 kPa (25 psi) for 240 seconds or if the coolant
temperature falls below 60 °C (140 °F).
None
There may be a problem with the lubrication system.
Expected Result:
Results:
STOP
Expected Result:
Results:
STOP
STOP
1 #22, /"". 1 % 3 6 ."2 #" -# 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
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! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/#/.0--
E095 Fuel Filter Restriction Warning

SMCS - 1901-038
The fuel filter differential pressure is above the default pressure of 69 kPa (10 psi) for the default
time of five seconds.
System Response:
The ECM will log the event. The warning for the fuel filter differential pressure becomes active when
the fuel filter differential pressure exceeds the default trip point of 69 kPa (10 psi). The warning
becomes inactive when the fuel filter differential pressure decreases below 60 kPa (9 psi).
None
There may be a problem with the fuel system.
There may be a problem with the filtered fuel sensor or the unfiltered fuel sensor.
Expected Result:
Results:
STOP
Test Step 2. Perform a Check of the Fuel System
A. Check the fuel tank for foreign objects which may block the fuel supply. Check for air in the low
pressure fuel supply system after you perform the following procedures:
B. Purge air from the low pressure fuel supply circuit with the hand priming pump and by cranking
the engine in 30 second cycles. After you crank the engine, stop for two minutes. This will allow
the starting motor to cool. Loosen the vent plug on the fuel return. The plug is located on the rear
upper left side of the engine block. Hand prime the engine again if air in fuel continues. A sight
glass in the low pressure supply line is helpful in diagnosing air in the fuel.
C. Check fuel quality. In temperatures below 0 °C (32 °F), check for solidified fuel (wax). Refer to
Special Publication, SEBD0717, "Diesel Fuels And Your Engine". Check the fuel pressure while
the engine is cranking. Check the fuel pressure at the filter. If the pressure is low, check for
plugged fuel filters. If the fuel pressure is still low, check the following items: fuel transfer pump,
fuel transfer pump coupling and fuel pressure regulating valve. Check for a combustion problem.
Expected Result:
There are no problems with the fuel system.
Results:
the problem.
STOP
Not OK - There are problems with the fuel system.
STOP
1 #22, /"". 1 % 3 6 ."2 ## ". 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
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"/01-,1/
E098 Engine Prelube Override

SMCS - 1901-038
The engine prelubrication system has been bypassed prior to engine starting.
The Electronic Control Module (ECM) bypasses the engine prelube sequence when all of the following
conditions occur in order:
The engine's crank cycle has been activated.
The prelubrication system is activated.
The engine's crank cycle has been stopped before the prelubrication system stops running.
The engine's crank cycle is activated again.
System Response:
The ECM logs the event. The engine is started without completing the prelube cycle.
E098(1)
There are no performance effects.
The operator may be unnecessarily bypassing the prelubrication system.
Test Step 1. Talk to the Operator
Determine the reason that the operator has bypassed the prelubrication system.
Results:
OK - STOP
2 #11, /"". 2 % 3 6 ."1 ## /. 9" ""/"".

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E100 Low Engine Oil Pressure Warning

SMCS - 1901-038
The engine has been running for at least ten seconds after engine speed is within 50 rpm of low
idle.
Engine oil pressure is low for four seconds.
100-03 "Engine Oil Pressure open/short to +batt" is not active.
100-04 "Engine Oil Pressure short to ground" is not active.
System Response:
The ECM will log the event.
None
There may be a problem with the engine lubrication system.
There may be a problem with the engine oil pressure sensor.
Expected Result:
Results:
STOP
Test Step 2. Perform a Check of the Engine Lubrication System
A. Perform a check of the engine lubrication system. Refer to the diagnostic procedure
Troubleshooting, "Low Engine Oil Pressure".
Expected Result:
There are problems with engine oil pressure.
Results:
OK - There are problems with engine oil pressure.
STOP
Not OK - There are no problems with engine oil pressure. There may be an intermittent problem.
the problem.
STOP
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E101 High Crankcase Pressure Warning

SMCS - 1901-038
Engine crankcase pressure is above the default pressure of 2 kPa (8 inches of H2O) for the default
time period of three seconds.
The engine has been running for 12 seconds.
The CID-FMI 110-03 is not active and the CID-FMI 110-04 is not active.
System Response:
The event is logged. After the crankcase pressure returns below 1.75 kPa (7 inches of H2O) the warning
due to high crankcase pressure will be turned off.
None
There may be a problem with the crankcase pressure sensor.
Expected Result:
Results:
OK - No diagnostic codes are present.
Repair: There may be a mechanical problem. Check the engine for problems.
STOP
STOP
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"#/011#"
E190 Engine Overspeed Warning

SMCS - 1901-038
Engine speed is above the setpoint for engine overspeed. The default value for engine overspeed is
dependent on the application. Use the Caterpillar Electronic Technician (ET) in order to monitor the
system parameter for engine overspeed.
System Response:
The event is logged in memory. If the engine speed decreases 100 rpm below the default setpoint, the
warning will become inactive.
None
This event indicates excessive engine speed. This does not represent a problem with the Electronic
Control Module (ECM). This event does not represent a problem with the engine speed/timing sensor.
Test Step 1. Engine Overspeed Warning
This event records the engine overspeed warning. No troubleshooting is required.
Expected Result:
Results:
OK - STOP
2 #//, 1"". 2 % 3 6 ."/ #1 ,/ 9" ""1"".

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5 & !6 7% 78 4 43
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E265 User Defined Shutdown

SMCS - 1901-038
The user defined shutdown switch has been activated.
Note: Certain conditions must be met on some applications prior to the activation of the user defined
shutdown switch. These conditions may include setting the parking brake and/or placing the
transmission in neutral.
System Response:
The Electronic Control Module (ECM) will log the event.
The engine will be shutdown.
Test Step 1. Talk to the Operator
Determine the reason for the activation of the user defined shutdown.
Results:
OK - The operator activated the user defined shutdown switch.STOP
Not OK - The operator did not activate the user defined shutdown.
Repair: If you suspect that there is a problem with the user defined shutdown circuit, refer to the
diagnostic functional test Troubleshooting, "User Defined Shutdown Input Circuit - Test".
STOP
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E272 Inlet Air Restriction Warning

SMCS - 1901-038
The Electronic Control Module (ECM) detects one of the following conditions:
The air inlet pressure for the left turbocharger is above the default value of 7 kPa (28 inches of
H2O) for five seconds.
The air inlet pressure for the right turbocharger is above the default value of 7 kPa (28 inches of
H2O) for five seconds.
System Response:
The ECM will log the event.
None
There may be a problem with the air inlet system.
There may be a problem with one of the air inlet pressure sensors.
B. Turn the keyswitch to the ON position. The engine should be OFF.
Expected Result:
Results:
"Troubleshooting With a Diagnostic Code" section of this manual.Ensure that the repair
STOP
Test Step 2. Perform a Check of the Air Inlet System
A. Perform a check of the air inlet system. Refer to the Testing and Adjusting manual for information
on inspecting the air inlet and exhaust system.
Expected Result:
There are no problems with the air inlet system.
Results:
the problem.
STOP
Not OK - There is a problem with the air inlet system.
STOP
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E279 High Aftercooler Temperature Warning

SMCS - 1901-038
The aftercooler temperature is greater than the default temperature of 102 °C (216 °F) for five
seconds.
The diagnostic codes 829-03 and 829-04 are not active.
System Response:
The ECM will log the event. The warning is deactivated if the temperature decreases below 99 °C (210 °
F) for two seconds.
None
There may be a problem with the aftercooler.
There may be a problem with the aftercooler temperature sensor.
Expected Result:
Results:
STOP
Expected Result:
Results:
the problem.
STOP
Not OK - There is a problem with the cooling system.
STOP
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Analog Sensor Supply

SMCS - 1901-038
System Operation Description:
Use this procedure to troubleshoot any suspect problems with the analog sensor supply.
This procedure covers the following diagnostic codes:
262-03 5 Volt Sensor DC Power Supply short to +batt
262-04 5 Volt Sensor DC Power Supply short to ground
The analog sensor supply provides power to all analog sensors. The Electronic Control Module (ECM)
supplies 5.0 ± 0.2 VDC from the ECM connector J1/P1 to terminal A of each analog sensor connector.
The sensor return line from the ECM connector goes to terminal B of each analog sensor connector. The
analog sensor supply is output short circuit protected. A short circuit to the battery will not damage the
circuit inside the ECM.
Note: The analog sensors are not protected from overvoltage. A short from the supply line to the
+Battery may damage the sensors. If the CID-FMI 262-03 is logged, it is possible that all of the analog
sensors have been damaged. Repair the analog sensor supply and check for any "ACTIVE" sensor
diagnostic codes in order to determine if a sensor has failed.
Note: The engine monitoring system can be programmed by dealers and/or customers. Dealers and/or
customers can monitor customized warnings, derates, shutdown override setpoints, and delay times
using the Caterpillar Electronic Technician (ET). Customized parameters may affect the behavior of the
ECM. The behavior of the ECM may vary from the description that is given in this system operation
section.
The following list contains a description of the analog sensors that are found on the engine.
Aftercooler Temperature Sensor - The ECM uses the signal from the sensor to monitor changes in
system temperature. The ECM makes adjustments to the engine's operating characteristics as the engine
temperature changes. This allows the engine to operate at optimal performance through a wide range of
operating temperatures. The ECM also uses the signal from the sensor to determine if the engine should
be using the cold cylinder cutout strategy. The operating range of the sensor is −40 °C to 120 °C (−40 °F
to 248 °F).
Air Inlet Temperature Sensor - The ECM uses the signal from the sensor to measure inlet air
temperature in the intake manifold. The sensor provides a nonlinear dc voltage output signal in relation
to the temperature that is applied to the sensor. The signal is converted to a digital representation of the
voltage. The signal is then compared to a map of sensor voltage to temperature. The operating range of
the sensor is −40 °C to 120 °C (−40 °F to 248 °F).
Coolant Temperature Sensor - The ECM uses the signal from the sensor to monitor changes in system
temperature. The ECM makes adjustments to the engine's operating characteristics as the engine
temperature changes. This allows the engine to operate at optimal performance through a wide range of
operating temperatures. The ECM also uses the signal from the sensor to determine if the engine should
be in cold mode, elevated low idle, and/or the cold cylinder cutout strategy. The operating range of the
sensor is −40 °C to 120 °C (−40 °F to 248 °F).
Filtered Engine Oil Pressure Sensor - The sensor is used in conjunction with the unfiltered engine oil
pressure sensor to determine the restriction across the engine oil filters. The ECM uses this sensor to
detect low engine oil pressure which may indicate a failed engine oil pump, oil leakage, or low pressure
in the engine oil filter. The signal is compared with a map of engine oil pressure versus engine rpm
which is stored in the ECM. The sensor output is a DC voltage that varies with engine oil pressure
between 0.2 VDC and 4.8 VDC. The sensor is located downstream of the engine oil filter. The operating
range of the sensor is 0.0 kPa to 1090 kPa (0.0 psi to 158 psi). The ECM calibrates the sensor within the
first five seconds after power is applied to the ECM. The ECM checks the sensor value against an
acceptable pressure range. If the pressure value is not in this range, the previous calibration will be used.
Refer to Troubleshooting, "Analog Sensor - Calibrate".
Unfiltered Engine Oil Pressure Sensor - The sensor is used in conjunction with the filtered engine oil
pressure sensor to determine the restriction across the engine oil filters. The sensor output is a DC
voltage that varies with unfiltered engine oil pressure between 0.2 VDC and 4.8 VDC. The sensor is
located before the engine oil filters in the oil passage of the oil filter housing. The operating range of the
sensor is 0.0 kPa to 1090 kPa (0.0 psi to 158 psi). The ECM calibrates the sensor within the first five
seconds after power is applied to the ECM. The ECM checks the sensor value against an acceptable
pressure range. If the pressure value is not in this range, the previous calibration will be used. Refer to
Troubleshooting, "Analog Sensor - Calibrate".
Left Turbocharger Compressor Inlet Pressure Sensor - The sensor is used in conjunction with the
atmospheric pressure sensor to determine if the engine air filter is plugged. The sensor indicates if the
left turbocharger compressor inlet has a restriction. The sensor output is a DC voltage between 0.2 VDC
and 4.8 VDC that varies with left turbocharger compressor inlet pressure. The operating range of the
sensor is 0.0 kPa to 111 kPa (0.0 psi to 16 psi). The ECM calibrates the sensor within the first five
Right Turbocharger Compressor Inlet Pressure Sensor - The sensor is used in conjunction with the
atmospheric pressure sensor to determine if the engine air filter is plugged. The sensor indicates if the
right turbocharger compressor inlet has a restriction. The sensor output is a DC voltage between 0.2
VDC and 4.8 VDC that varies with right turbocharger compressor inlet pressure. The operating range of
the sensor is 0.0 kPa to 111 kPa (0.0 psi to 16 psi). The ECM calibrates the sensor within the first five
Turbocharger Compressor Outlet Pressure Sensor - The sensor is used to obtain boost pressure.
Boost pressure is used to control the ratio of fuel to air during acceleration. The ECM limits the amount
of fuel that is injected, based upon inlet manifold pressure. Information in the ECM defines the
relationship between the manifold pressure and the fuel ratio control limit (FRC). The operation is
similar to the fuel ratio control on an engine with a mechanical governor. The sensor output is a DC
voltage between 0.2 VDC and 4.8 VDC that varies with turbocharger outlet pressure. The operating
range of the sensor is 0.0 kPa to 452 kPa (0.0 psi to 65 psi). The ECM calibrates the sensor within the
first five seconds after power is applied to the ECM. The ECM checks the sensor value against an
acceptable pressure range. If the pressure value is not in this range, the previous calibration will be used.
Refer to Troubleshooting, "Analog Sensor - Calibrate".
Atmospheric Pressure Sensor - The sensor is used to provide an atmospheric pressure signal to the
ECM. If the atmospheric pressure sensor should fail the right turbocharger compressor inlet pressure
Sensor is used as a substitute. If the right turbocharger compressor inlet pressure sensor should fail the
left turbocharger compressor inlet pressure sensor is used as a substitute. The sensor output is a DC
voltage between 0.2 VDC and 4.8 VDC that varies with atmospheric pressure. The operating range of
the sensor is 0.0 kPa to 111 kPa (0.0 psi to 16 psi). The sensor is used to calibrate the other pressure
sensors within the first five seconds after power is applied to the ECM. The ECM checks the sensor
value against an acceptable pressure range. If the pressure value is not in this range, a diagnostic
message will be generated and the engine may be derated. Refer to Troubleshooting, "Analog Sensor -
Calibrate".
Crankcase Pressure Sensor - The sensor is used in conjunction with the atmospheric pressure sensor to
determine if the engine crankcase pressure is too high. The atmospheric pressure is subtracted from the
absolute crankcase pressure. The difference between the atmospheric pressure and the absolute
crankcase pressure is the Differential Crankcase Pressure. The sensor output is a DC voltage between
0.2 VDC and 4.8 VDC that varies with crankcase pressure. The operating range of the sensor is 0.0 kPa
to 111 kPa (0.0 psi to 16 psi). The ECM calibrates the sensor within the first five seconds after power is
applied to the ECM. The ECM checks the sensor value against an acceptable pressure range. If the
pressure value is not in this range, the previous calibration will be used. Refer to Troubleshooting,
"Analog Sensor - Calibrate".
Typical schematic
P1 ECM connector
(P1-30) Analog return
(P1-36) 5 V analog supply
Test Step 1. Inspect Electrical Connectors and Wiring
A. Turn the keyswitch to the OFF position.
B. Thoroughly inspect the ECM connector J1/P1. Inspect all of the sensor connectors. Refer to
Troubleshooting, "Inspecting Electrical Connectors" for details on inspecting connectors.
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated
with the circuit.
D. Check the ECM connector (allen head screw) for the proper torque of 6.0 N·m (55 lb in).
E. Check the customer connector (allen head screw) for the proper torque of 2.25 ± 0.25 N·m (20 ± 2
lb in).
F. Check the harness and wiring for abrasion and for pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins, and sockets are completely coupled and/or inserted. The harness and wiring are
free of corrosion, of abrasion, and of pinch points.
Results:
OK - The harness and wiring are OK. Proceed to Test Step 2.
Not OK - There is a problem in the connectors and/or wiring.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the connectors are completely coupled.Verify that
the repair eliminates the problem.
STOP
C. Monitor the active diagnostic code screen on Cat ET. Check and record any active diagnostic
codes.
Note: Wait at least 15 seconds in order for the diagnostic codes to become active.
Expected Result:
None of the following diagnostic codes are active:
262-03
262-04
Results:
OK - No diagnostic codes are active.
Repair: The problem may have been related to a faulty connection in the harness. Carefully
reinspect the connectors and wiring. Refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Not OK - A 262-03 diagnostic code is active. Proceed to Test Step 4.
Test Step 3. Disconnect the +5 V Pressure Sensors while you Monitor the Active Diagnostic Codes
A. Monitor the active diagnostic code screen on the electronic service tool. Check and record any
active diagnostic codes.
B. Disconnect the following sensors one at a time:
Aftercooler temperature sensor
Filtered engine oil pressure sensor
Unfiltered engine oil pressure sensor
Left turbocharger compressor inlet pressure sensor
Right turbocharger compressor inlet pressure sensor
Turbocharger compressor outlet pressure sensor
Air inlet temperature sensor
C. Wait for 15 seconds after each pressure sensor is disconnected. Check for an active diagnostic
code on the electronic service tool.
Expected Result:
The 262-04 diagnostic code deactivates.
Results:
OK - The 262-04 diagnostic code deactivates. The diagnostic code is not active after a specific
sensor is disconnected.
Repair: Reconnect the sensor that is suspected of causing the problem. If the problem returns
after the reconnection of the sensor, disconnect the sensor. If the problem disappears after the
disconnection of the sensor, replace the sensor. Reconnect all wires to the original configuration.
Clear all diagnostic codes. Verify that the repair eliminates the problem.
STOP
Not OK - The 262-04 diagnostic code stays active. Leave the sensors disconnected. Proceed to
Test Step 4.
Test Step 4. Check the +5 V Supply Wire for a Short to Engine Ground or a Short to another
Wire in the Harness
B. Disconnect the J1/P1 ECM connector and the J2/P2 ECM connector.
C. Leave the analog sensors disconnected at the sensor connectors.
Note: Wiggle the harness during the following measurements in order to reveal any intermittent
short condition.
D. Measure the resistance from the ECM connector P1-36 (+5 V Supply) to every terminal on ECM
connector P1 and ECM connector P2.
a. Measure the resistance from the ECM connector P1-36 to the ECM ground strap.
Expected Result:
Each resistance measurement is more than 20,000 Ohms.
Results:
OK - The resistance check does not indicate a short in the engine harness or a short to engine
ground. Proceed to Test Step 5.
Not OK - A resistance measurement is less than 20,000 Ohms. The +5 V supply wire is shorted in
the engine harness or the +5 V supply wire is shorted to engine ground.
Repair: Repair the wire or replace the wire. Clear all logged diagnostic codes. Reconnect all
wires to the original configuration. Verify that the repair eliminates the problem.
STOP
Test Step 5. Check the +5 V Supply and the Sensor Common for an Open Circuit
A. Install a wire jumper between terminal P1-36 (+5 V Supply) and terminal P1-30 (Sensor
Common).
short condition.
B. Record the resistance at each analog sensor connector between terminal A and terminal B.
C. Remove the wire jumpers.
Expected Result:
The resistance is less than 5 Ohms for each measurement.
Results:
OK - The resistance check does not indicate an open circuit in the engine harness. Proceed to Test
Step 6.
Not OK - A resistance measurement is greater than 5 Ohms. The +5 V supply wire or the sensor
common has excessive resistance.
Repair: Repair the wires or replace the wires. Clear all logged diagnostic codes. Reconnect all
wires to the original configuration. Verify that the repair eliminates the problem.
STOP
Test Step 6. Check the +5 V Supply at the ECM
A. Remove the wire 997-OR from ECM connector P1-36 (+5 V supply). Install a wire jumper with
socket terminals on both ends into P1-36.
B. Remove the wire 993-BR from ECM connector P1-30 (analog return). Install a wire jumper with
socket terminals on both ends into P1-30.
Note: Disconnecting the common sensor wire from the ECM will generate an open circuit
diagnostic code for all sensors that are connected to the sensor common. Troubleshoot the original
diagnostic code. Delete the logged diagnostic codes when you are finished.
C. Reconnect ECM connector J1/P1.
D. Turn the keyswitch to the ON position.
E. Measure the voltage between the wire jumper in P1-36 and the wire jumper in P1-30.
F. Turn the keyswitch to the OFF position.
G. Reconnect all wires to the original configuration.
Expected Result:
The voltage is 5.0 ± 0.2 VDC.
Results:
OK - The voltage is correct.
Repair: Clear all diagnostic codes. Check for active diagnostic codes. If the problem is
intermittent, refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Not OK - The voltage is incorrect.
Repair: Replace the ECM. Refer to Troubleshooting, "Replacing the ECM".
STOP
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Cat Data Link

SMCS - 1901-038
Use this procedure to troubleshoot any suspect problems with the Cat Data Link.
This procedure covers the following diagnostic code:
248-09 Cat Data Link not communicating
The Cat Data Link is used for communication between electronic modules. The Cat Data Link is used to
communicate information from the Electronic Control Module (ECM) to other electronic systems. The
Cat Data Link is used for programming and troubleshooting the ECM.
The ECM communicates with electronic dash displays. This allows the display of engine information
and electronic system diagnostics.
The ECM communicates with the Caterpillar Electronic Technician (ET) in order to share status
information and diagnostic information. Cat ET can also be used to configure the ECM parameters. This
information will not be available if communication fails between the ECM and Cat ET.
The ECM communicates with the electronic transmission and the drive train in order to perform
machine functions.
Typical modules connected to the Cat Data Link.
P1 ECM connector
(P1-3) Cat Data Link −
(P1-9) Cat Data Link +
B. Thoroughly inspect the ECM connectors J1/P1. Inspect all of the other connectors. Refer to
Troubleshooting, "Inspecting Electrical Connectors" for details.
with the circuit.
lb in).
F. Check the harness and the wiring for abrasion and for pinch points.
Note: Refer to the Electrical System Schematic for further information about the machine wiring.
Expected Result:
Results:
STOP
Test Step 2. Check for Shorts in the Harness
A. Disconnect ECM connector J1/P1 and ECM connector J2/P2.
B. Disconnect all modules from the Cat Data Link.
C. Disconnect Cat ET from the service tool connector.
D. Measure the resistance between P1-3 and every terminal on ECM connector P1 and ECM
connector P2.
E. Measure the resistance from P1-3 to the chassis ground.
F. Measure the resistance between P1-9 and every terminal on ECM connector P1 and ECM
connector P2.
G. Measure the resistance from P1-9 to the chassis ground.
Expected Result:
The resistance is greater than 20,000 Ohms for each measurement.
Results:
OK - The resistance is greater than 20,000 Ohms. Proceed to Test Step 3.
Not OK - The resistance is less than 20,000 Ohms. There is a short circuit in the harness or
connectors.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring.
STOP
Test Step 3. Check for an Open in the Harness
A. Use a suitable piece of wire to short J42-D to J42-E at the diagnostic connector.
B. Measure the resistance between P1-9 and P1-3.
C. Measure the resistance of the wires for the Cat Data Link at the other modules.
Expected Result:
Results:
OK - The resistance is less than 5 Ohms for each measurement. The Cat Data Link is OK.
Repair: If the problem is intermittent, perform the diagnostic functional test Troubleshooting,
STOP
Not OK - The resistance is greater than 5 Ohms for each measurement. There is an open circuit in
the harness or connectors.
STOP
Test Step 4. Check Circuits with the Vital Information Management System (VIMS)
A. Check for shorts to ground between the connectors and/or wires of each VIMS module.
B. Check for opens in the wiring between VIMS modules. Short two wires together at the connector
for the VIMS module. Check for an open between the wires by checking continuity between the
wires at the connector of another module.
Expected Result:
The wires and connectors are free of shorts and opens.
Results:
OK - The wires and connectors are free of shorts and opens.
Repair: Reconnect all wires and connectors and check for proper operation.
STOP
Not OK - The wires and connectors are free of shorts and opens.
Repair: Repair the wires and/or connectors.
STOP
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Coolant Flow Switch

SMCS - 1438-038
Use this procedure to troubleshoot any suspect problems with the coolant flow switch.
The coolant flow switch indicates coolant flow in the engine. The Electronic Control Module (ECM)
warns the operator of possible engine damage. The switch uses a paddle to close the circuit. When there
is enough coolant flow to move the paddle, the switch is closed.
The ECM may modify the operation of the engine in the event of loss of coolant flow. The ECM cannot
determine if the switch or the associated components have failed. A problem is present when the ECM
detects coolant flow and the engine is not running. A problem is present when there is coolant flow that
is determined by other means and the ECM does not detect coolant flow.
Note: The coolant flow switch connects to the digital return which is common to all the digital sensors.
Refer to Troubleshooting, "Digital Sensor Supply" first if the ECM has detected a problem with the
digital sensor supply or if similar conditions exist on other digital sensors.
Typical example (engine OFF)
P1 ECM connector
(P1-26) Coolant flow switch
(P1-29) Digital return
B. Thoroughly inspect the ECM connectors J1/P1. Inspect the connector for the coolant flow switch.
Refer to Troubleshooting, "Inspecting Electrical Connectors" for details.
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check the Status of the Coolant Flow on the Caterpillar Electronic Technician (ET)
A. Start Cat ET.
C. Observe the reading for coolant flow on Cat ET.
D. Turn the keyswitch to the START position. Start the engine.
E. Observe the reading for coolant flow on Cat ET.
Expected Result:
Cat ET indicates "NO FLOW" while the engine is off. Cat ET indicates "FLOW" while the engine is on.
Results:
OK - Cat ET indicates "NO FLOW" while the engine is off. Cat ET indicates "FLOW" while the
engine is on. The switch is OK.
Repair: If the problem is intermittent, refer to Troubleshooting, "Inspecting Electrical

Connectors".
STOP
Not OK - Cat ET does not indicate "NO FLOW" while the engine is off. Cat ET does not indicate
"FLOW" while the engine is on. Proceed to Test Step 3.
Test Step 3. Create a Short Circuit Condition at the Connector of the Coolant Flow Switch
A. Disconnect the connector J47/P47 of the coolant flow switch.
B. Use a suitable wire jumper and connect P47-1 to P47-2.
C. Turn the keyswitch to the ON position.
D. Observe the reading for coolant flow on Cat ET.
Note: If the engine is not running, a 1937-2 Engine Coolant Flow Switch erratic, intermittent, or
incorrect diagnostic code will be activated. Ignore the 1937-2 diagnostic code and continue the
troubleshooting procedure. Delete the logged diagnostic codes when you are finished.
E. Remove the wire jumper.
F. Observe the reading for coolant flow on Cat ET.
G. Turn the keyswitch to the OFF position.
Expected Result:
Cat ET indicates "FLOW" while the wire jumper is installed. Cat ET indicates "NO FLOW" when the
wire jumper is removed.
Results:
OK - Cat ET indicates "FLOW" while the wire jumper is installed. Cat ET indicates "NO FLOW"
when the wire jumper is removed.
Repair: The wiring between the coolant flow switch and the ECM is OK. Temporarily replace the
coolant flow switch. Verify that the problem is no longer present before you permanently install
the switch.
STOP
Not OK - Cat ET does not indicate "FLOW" while the wire jumper is installed. Cat ET does not
indicate "NO FLOW" when the wire jumper is removed. The wiring between the coolant flow
switch and the ECM is suspect. Proceed to Test Step 4.
Test Step 4. Check for a Short Circuit in the Wiring Harness
A. Disconnect connector J47/P47.
B. Disconnect ECM connector J1/P1 and ECM connector J2/P2.
C. Measure the resistance between P1-26 and every terminal on ECM connector P1 and ECM
connector P2.
D. Measure the resistance between P1-26 and the engine ground.
E. Measure the resistance between P1-29 and the engine ground.
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
Not OK - The resistance is less than 20,000 Ohms. There is a short circuit condition in the
harness and/or the connector.
STOP
Test Step 5. Check for an Open in the Harness
A. Use a wire jumper and connect P47-1 to P47-2.
C. Remove the wire jumper.
Expected Result:
The resistance is less than 5 Ohms.
Results:
OK - The resistance is less than 5 Ohms. Proceed to Test Step 6.
Not OK - The resistance is greater than 5 Ohms. There is an open circuit condition in the
connectors or the wiring.
STOP
Test Step 6. Short the Coolant Flow Switch at the ECM Connector
A. Disconnect ECM connector J1/P1.
B. Remove the wire from P1-26 at the ECM connector.
C. Install a jumper wire with Deutsch sockets on each end into P1-26.
D. Reconnect the ECM connector.
E. Turn the keyswitch to the ON position.
F. Observe the coolant flow status on Cat ET.
G. Create a short between the wire jumper in P1-26 and engine ground.
Note: If the engine is not running, a 1937-2 Engine Coolant Flow Switch erratic, intermittent, or
incorrect diagnostic code will be activated. Ignore the 1937-2 diagnostic code and continue the
troubleshooting procedure. Delete the logged diagnostic codes when you are finished.
H. Observe the coolant flow status on Cat ET.
I. Turn the keyswitch to the OFF position.
J. Disconnect ECM connector J1/P1 and remove the wire jumper.
K. Return all wiring to the original configuration.
Expected Result:
Cat ET indicates "FLOW" while the wire jumper is installed. Cat ET indicates "NO FLOW" when the
wire jumper is open.
Results:
OK - Cat ET indicates "FLOW" while the wire jumper is installed. Cat ET indicates "NO FLOW"
when the wire jumper is open.
Repair: The ECM is operating correctly. Repair the connectors or wiring and/or replace the
connectors or wiring between the ECM and the coolant flow switch.
STOP
Not OK - Cat ET does not indicate "FLOW" while the wire jumper is installed. Cat ET does not
indicate "NO FLOW" when the wire jumper is open. Cat ET does not indicate the correct status of
the coolant flow switch.
STOP
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"/#"012-
Digital Sensor Supply

SMCS - 1901-038
Use this procedure to troubleshoot any suspect problems with the digital sensor supply.
263-03 Digital Sensor Supply short to +batt
263-04 Digital Sensor Supply short to ground
The digital sensor supply provides 8.0 ± 0.4 VDC to all digital sensors. The engine has the following
digital sensors: left exhaust temperature, right exhaust temperature, engine fan speed and throttle
position.
The digital sensor supply is output short circuit protected. A short circuit to the battery should not cause
permanent damage to the circuit inside the Electronic Control Module (ECM). The digital sensors are
not protected from overvoltage.
Typical example
P1 ECM connector
(P1-35) 8 V digital supply
B. Thoroughly inspect the ECM connectors J1/P1. Inspect all of the sensor connectors. Refer to
Troubleshooting, "Inspecting Electrical Connectors" for details on inspecting connectors.
with the circuit.
lb in).
Expected Result:
Results:
STOP
codes.
Expected Result:
None of the following diagnostic codes are active:
263-03
263-04
Results:
Repair: The problem may have been related to a faulty connection in the harness. Carefully
reinspect the connectors and wiring. Refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Test Step 3. Check the Voltage on the +8 V Supply Wire at the Sensor Connector
B. Disconnect all of the following digital sensors at the sensor connector:
Right exhaust temperature sensor
Left exhaust temperature sensor
Engine fan speed sensor
D. Measure the voltage between terminal A and terminal B at the sensor connectors.
Expected Result:
Results:
OK - The voltage is correct.
Repair: Replace all wires to the original configuration. Clear all diagnostic codes. Check for
active diagnostic codes. If the problem is intermittent, refer to Troubleshooting, "Inspecting
Electrical Connectors".
STOP
Not OK - The voltage is incorrect. Proceed to Test Step 5.
Test Step 4. Disconnect the +8 V Sensors while you Monitor the Active Diagnostic Codes
A. Monitor the active diagnostic code screen on the electronic service tool. Check and record any
B. Disconnect the following sensors one at a time:
C. Wait for 15 seconds after each sensor is disconnected. Check for an active diagnostic code on the
electronic service tool.
Expected Result:
The 263-04 diagnostic code deactivates.
Results:
OK - The 263-04 diagnostic code deactivates. The diagnostic code is not active after a specific
sensor is disconnected.
Repair: Reconnect the sensor that is suspected of causing the problem. If the problem returns
after the reconnection of the sensor, disconnect the sensor. If the problem disappears after the
disconnection of the sensor, replace the sensor. Replace all wires to the original configuration.
Clear all diagnostic codes. Verify that the repair eliminates the problem.
STOP
Not OK - The 263-04 diagnostic code stays active. Leave the sensors disconnected. Proceed to
Test Step 5.
Test Step 5. Check the +8 V Supply Wire for a Short to Engine Ground or a Short to another
Wire in the Harness
B. Disconnect the J1/P1 ECM connector and the J2/P2 ECM connector.
C. Leave the digital sensors disconnected at the sensor connectors.
short condition.
D. Measure the resistance from the ECM connector P1-35 (+8 V Supply) to every terminal on ECM
connector P1 and ECM connector P2.
a. Measure the resistance from the ECM connector P1-35 to the ECM ground strap.
E. Reconnect all connectors.
Expected Result:
Each resistance measurement is more than 20,000 Ohms.
Results:
OK - The resistance check does not indicate a short in the engine harness or a short to engine
ground. Proceed to Test Step 6.
Not OK - A resistance measurement is less than 20,000 Ohms. The +8 V supply wire is shorted in
the engine harness or the +8 V supply wire is shorted to engine ground.
Repair: Repair the wire or replace the wire. Clear all logged diagnostic codes. Replace all wires
to the original configuration. Verify that the repair eliminates the problem.
STOP
Test Step 6. Check the +8 V Supply and the Sensor Common for an Open Circuit
A. Install a wire jumper between terminal P1-35 (+8 V Supply) and terminal P1-29 (Sensor
Common).
short condition.
B. Record the resistance at the connector for the right exhaust temperature sensor between terminal A
and terminal B.
C. Remove the wire jumper.
Expected Result:
Results:
OK - The resistance check does not indicate an open circuit in the engine harness. Proceed to Test
Step 7.
Not OK - A resistance measurement is greater than 5 Ohms. The +8 V supply wire or the sensor
common has excessive resistance.
Repair: Repair the wires or replace the wires. Clear all logged diagnostic codes. Replace all wires
to the original configuration. Verify that the repair eliminates the problem.
STOP
Test Step 7. Check the +8 V Supply at the ECM
A. Remove the digital supply line on terminal P1-35 of the ECM. Install a wire jumper with socket
terminals on both ends into P1-35.
B. Remove the digital return line on terminal P1-29 of the ECM. Install a wire jumper with socket
terminals on both ends into P1-29.
E. Measure the voltage between the wire jumper in P1-35 and the wire jumper in P1-29.
G. Remove the jumper and replace all wires.
Expected Result:
The supply voltage is 8.0 ± 0.4 VDC.
Results:
OK - The supply voltage is 8.0 ± 0.4 VDC. The digital sensor supply is producing the correct
voltage.
Repair: Clear all diagnostic codes. Check for active diagnostic codes. If the problem is
STOP
Not OK - The supply voltage is not 8.0 ± 0.4 VDC. The digital sensor is not producing the correct
voltage.
STOP
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ECM/Personality Module
SMCS - 1901-038
253-02 Personality Module mismatch
254-12 Electronic Control Module error
The Electronic Control Module (ECM) is the computer which controls the engine. The personality
module contains the software that determines the function of the ECM. The two must be used together.
The ECM consists of the following items:
A microprocessor that will execute the following ECM functions: governing, injection timing
control, system diagnostics and data link communication
A permanent memory that stores programmable parameters and diagnostic codes
Input circuits that filter electrical noise from sensor signals
Input circuits that protect internal circuits in the ECM from potentially damaging voltage levels
Output circuits that provide high voltage for the injector solenoids and relays
Power circuits that provide a clean, stable, electrical power for the injector solenoids, internal
circuits, and external sensors
The personality module consists of the following items:
The personality module contains all of the software for the ECM. Updating the personality
module to a different version may cause some engine features to behave differently.
Control maps define such operating conditions as timing and fuel rates. These maps help to
achieve optimum engine performance and fuel consumption. The maps are programmed into the
personality module at the factory.
The personality module on earlier engines could be updated only by the removal of the module from the
ECM. A module that contained a different program would then be installed. A new type of memory chip
which can be programmed through the use of the Caterpillar Electronic Technician (ET) is now used.
This is called "FLASH" memory. "FLASH" memory has the advantage of retaining programmed
information indefinitely and "FLASH" memory can be reprogrammed without opening the case of the
ECM. This process of flash programming is accomplished through the use of Cat ET. Refer to
Troubleshooting, "Flash Programming".
Note: The personality module can still be removed and replaced. Flash programming is the preferred
method for reprogramming a Personality Module.
Personality module
Test Step 1. Check for Active Codes
B. Start Cat ET.
D. Check for active diagnostic codes.
Results:
253-02 Present - Proceed to Test Step 2.
254-12 Present - If an internal problem develops, the diagnostic code 254-12 becomes active.
This indicates that the ECM has detected an internal problem that cannot be fixed.
Repair: Replace the ECM. Ensure that the new ECM serial number ends in CD. Refer to
Troubleshooting, "Replacing the ECM" before replacing the ECM.
STOP
268-02 Present -
Repair: Reprogram the system configuration parameters. Refer to Troubleshooting, "System

Configuration Parameters" for additional information.
STOP
Test Step 2. Check for a Personality Module Mismatch
A. Verify that the correct ECM has been installed.
B. Check the ECM part number. Check the last two characters of the ECM serial number.
Expected Result:
The ECM serial number should end with a CD.
Results:
OK - The serial number of the ECM ends with a CD. Verify that the correct personality module is
installed.
Repair: Connect Cat ET and reprogram the interlock code.
STOP
Not OK - The serial number of the ECM does not end in a CD.
Repair: Replace the ECM. Ensure that the new ECM serial number ends in CD. Refer to
Troubleshooting, "Replacing the ECM" before replacing the ECM.
STOP
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Electrical Power Supply

SMCS - 1401-038
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - FKR1-UP
Use this procedure to troubleshoot any suspect problems with the electrical power for the engine's
168-00 System Voltage High
168-01 System Voltage Low
168-02 System Voltage intermittent/erratic
Use this test when there are active occurrences or logged occurrences of diagnostic codes. Use this test if
there are intermittent engine shutdowns or if a difficulty in starting is not accompanied by loss of
electrical accessories. Engine shutdowns that are accompanied by a loss of other electrical accessories
indicate a problem in the keyswitch. This does not indicate a problem in the wiring at the ECM. Verify
that there are no problems with the starting system or with the charging system before you use this test.
There are two +Battery connections and two −Battery connections to the ECM. These multiple lines will
reduce the resistance at the harness. The ECM continuously receives battery voltage through a 15 amp
breaker. When the ECM senses the battery voltage at the keyswitch, the ECM turns on. When the
voltage is removed from the keyswitch, the ECM turns off. The current draw from the batteries is
approximately 3 amp when the keyswitch is in the ON position and the engine is running. The current
draw from the batteries is zero when the keyswitch is in the OFF position.
Typical schematic
P1 ECM connector
(P1-4) +Battery
(P1-5) −Battery
(P1-6) +Battery
(P1-11) −Battery
(P1-23) Keyswitch
Troubleshooting, "Inspecting Electrical Connectors" for the proper procedure for inspecting
system wiring.
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check the Voltage at the Battery Post
A. Measure the voltage at the battery posts.
Expected Result:
The voltage is 24 ± 3 VDC.
Results:
OK - The voltage is 24 ± 3 VDC. Proceed to Test Step 3.
Not OK - The voltage is not 24 ± 3 VDC.
Repair: There is a problem with the batteries or the charging system. Refer to Testing and
Adjusting, "Electrical System".
STOP
Test Step 3. Check the Voltage at the ECM Connector
B. Remove ECM connector J1/P1.
D. Measure the voltage between P1-4 and P1-11 at the ECM connector P1.
E. Measure the voltage between P1-6 and P1-5 at the ECM connector P1.
Expected Result:
The voltage is ± 1 VDC from the voltage at the battery terminals.
Results:
OK - The voltage is ± 1 VDC from the voltage at the battery terminals. The voltage at the ECM is
OK. Proceed to Test Step 4.
Not OK - The voltage is not ± 1 VDC from the voltage at the battery terminals. The voltage is not
correct at the ECM.
Repair: There is an open circuit or excessive resistance in the wiring or connections between the
batteries and the ECM. Verify that the breaker for the engine control is not tripped. Verify that the
connection for the engine ground is clean and tight. Repair the connectors or wiring and/or replace
the connectors or wiring.
STOP
Test Step 4. Check the Voltage at the Input for the Keyswitch at the ECM
A. Turn the keyswitch to the ON position.
B. Measure the voltage between P1-23 and engine ground.
C. Turn the keyswitch to the OFF position.
Expected Result:
Results:
OK - The voltage is 24 ± 3 VDC.
Repair: The problem may be intermittent. If the problem is intermittent, refer to Troubleshooting,
"Inspecting Electrical Connectors" for the proper procedures for inspecting system wiring.
STOP
Not OK - The voltage is not 24 ± 3 VDC. Proceed to Test Step 5.
Test Step 5. Check the Voltage at the Keyswitch
B. Measure the voltage between terminal R and engine ground at the keyswitch.
Expected Result:
Results:
Repair: Check for 24 ± 3 VDC at terminal B of the keyswitch. If voltage is present on terminal B
of the keyswitch, replace the keyswitch. If voltage is not present on terminal B of the keyswitch,
verify that the breaker for the keyswitch is not tripped. Repair the wiring and/or terminals between
the keyswitch and the Battery.
STOP
Test Step 6. Check the Voltage at the Main Power Relay
B. Measure the voltage between the breaker for the EMS II and engine ground.
Expected Result:
Results:
Repair: Verify that the breaker for the EMS II is not tripped. Repair the wiring and/or connectors
between the breaker for the EMS II and the input for the keyswitch at the ECM.
STOP
Repair: Check for 24 ± 3 VDC at the alternator circuit breaker. If voltage is not present at the
alternator circuit breaker, repair the wiring between the alternator circuit breaker and the battery.
If voltage is present at the main power relay from the alternator circuit breaker, check the wire to
ground from the main power relay. If the wire to ground is okay, replace the main power relay.
STOP
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Engine Fan Control Solenoid

SMCS - 1356-038-JV
Use this procedure to troubleshoot any suspect problems with the engine fan control solenoid.
291-05 Engine Cooling Fan Solenoid open circuit
291-06 Engine Cooling Fan Solenoid short to ground
The Electronic Control Module (ECM) controls the engine fan speed by bypassing the engine oil
pressure from the variable fan clutch. The solenoid generates a pulse width modulated signal. The signal
varies between 0.4 to 1.9 amperes.
The ECM adjusts the speed of the fan to ± 50 rpm of the desired speed. The minimum fan speed is set to
450 rpm when the air conditioner is on.
An override for the engine fan control solenoid is available on the Caterpillar Electronic Technician
(ET). This allows the fan to be manually changed from the minimum to the maximum possible speed.
Typical schematic
P2 ECM connector
(P2-7) Solenoid return
(P2-19) Engine fan control solenoid
B. Thoroughly inspect the ECM connectors J2/P2. Inspect the connector for the engine fan control
solenoid. Refer to Troubleshooting, "Inspecting Electrical Connectors" for details.
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check for an Internal Short or an Open in the Coil of the Engine Oil Renewal
Solenoid
A. Disconnect the connector for the engine fan control solenoid J41/P41.
B. Measure the resistance of the solenoid coil between J41-1 and J41-2.
Expected Result:
The resistance of the coil is between 2 and 4.6 Ohms.
Results:
OK - The resistance of the coil is between 2 and 4.6 Ohms. Proceed to Test Step 3.
Not OK - The resistance of the coil is not between 2 and 4.6 Ohms. The solenoid coil is internally
shorted or open.
Repair: Replace the solenoid.
STOP
Test Step 3. Check the Voltage at the Engine Oil Renewal Solenoid
A. Connect Cat ET to the cab service tool connector J42. Start Cat ET.
C. Select the override for the engine fan on Cat ET.
D. Set the override for the engine fan to 100 percent.
E. Measure the voltage between P41-1 and P41-2 at the engine fan control solenoid.
Expected Result:
The voltage is greater than 3.8 VDC. The typical voltage is 8.5 VDC at the normal operating
temperature.
Results:
OK - The voltage is greater than 3.8 VDC. The typical voltage is 8.5 VDC at the normal operating
temperature. The voltage is correct.
Repair: The voltage reaches the solenoid. If the system operates correctly, check the mechanical
operation of the solenoid.
STOP
Not OK - The voltage is not greater than 3.8 VDC. The typical voltage is 8.5 VDC at the normal
operating temperature. The voltage is not correct. Proceed to Test Step 4.
Test Step 4. Check the Voltage at the ECM
A. Turn the keyswitch to the OFF position. The engine should be off.
B. Remove wire F700-BU from terminal P2-19 at ECM connector J2/P2. Install a wire jumper into
the socket for P2-19.
C. Remove wire E799-BR from ECM connector P2-7. Install a wire jumper into the socket for P2-7.
D. Reconnect ECM connector J2/P2.
E. Turn the keyswitch to the ON position. The engine should be off.
F. Select the override for the engine fan on Cat ET.
G. Set the override for the engine fan to 100 percent.
H. Measure the voltage between the jumper wires at P2-19 and P2-7.
J. Remove the jumper wires and reconnect all wires.
Expected Result:
The voltage is greater than 3.8 VDC. The typical voltage is 8.5 VDC at normal operating temperature.
Results:
OK - The voltage is greater than 3.8 VDC. The typical voltage is 8.5 VDC at normal operating
temperature. The voltage is correct. There is an open circuit or excessive resistance in the harness
between the ECM and the solenoid. Proceed to Test Step 5.
Not OK - The voltage is not greater than 3.8 VDC. The typical voltage is not 8.5 VDC at the
normal operating temperature. The Voltage is not correct.
STOP
Test Step 5. Check for a Short Circuit in the Harness
B. Disconnect the connector for the engine fan control solenoid J41/P41.
C. Disconnect ECM connector J2/P2.
D. Measure the resistance between P2-19 and every terminal on ECM connector P2.
E. Measure the resistance between P2-19 and the chassis ground.
Expected Result:
Results:
Not OK - The resistance is less than 20,000 Ohms. There is a short circuit in the harness between
the ECM and the solenoid.
STOP
Test Step 6. Check for an Open Circuit in the Harness
A. Install a wire jumper between P41-1 and P41-2.
B. Measure the resistance between P2-19 and P2-7 at the ECM connector P2.
C. Remove the wire jumper. Reconnect all connectors.
Expected Result:
Results:
OK - The resistance is less than 5 Ohms.
Repair: The problem may be intermittent. Reconnect all wiring and connectors. Check the circuit
for proper operation.
STOP
Not OK - The resistance is more than 5 Ohms.
Repair: There is excessive resistance or an open in the wiring and/or connectors. Repair the
connectors or wiring and/or replace the connectors or wiring.
STOP
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Engine Oil Level Switch

SMCS - 1408-038-ZS
Use this procedure to troubleshoot any suspect problems with the oil level switch.
The low oil level switch signals the Electronic Control Module (ECM) if the oil level falls below a
predetermined level in the oil pan. The ECM warns the operator of possible engine damage. The switch
uses a float that closes the circuit when the oil level is above a predetermined level.
The ECM may modify the operation of the engine in the event of low oil level. The ECM cannot
determine if the oil level switch or associated components have failed.
Typical schematic
P1 ECM connector
(P1-24) Low oil level
B. Thoroughly inspect the ECM connectors J1/P1. Inspect the connector for the low oil level switch.
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check the Level of the Engine Oil
A. Check the engine oil level.
B. Ensure that the correct engine oil dipstick is installed.
C. Check for external oil leaks.
Expected Result:
The engine oil is at the correct level.
Results:
OK - The engine oil level is correct. Proceed to Test Step 3.
Not OK - The engine oil level is not correct.
Repair: If necessary, add oil to the engine.
STOP
Test Step 3. Check the Engine Oil Level on the Caterpillar Electronic Technician (ET)
A. Connect Cat ET to the service tool connector.
C. Observe the "Engine Oil Level" reading on Cat ET.
Expected Result:
The "Engine Oil Level" reads "OK".
Results:
OK - The "Engine Oil Level" does read "OK".
Repair: The switch signal is correct.
STOP
Not OK - The "Engine Oil Level" does not read "OK". The switch signal is not correct. Proceed
to Test Step 4.
Test Step 4. Short the Wires at the Low Oil Level Switch
A. Disconnect connector J112/P112 of the low oil level switch.
B. Use a wire to short P112-1 to P112-2.
C. Turn the keyswitch to the ON position. The engine should be off.
D. Observe the status of the "Engine Oil Level" on Cat ET.
E. Remove the wire short.
F. Observe the status of the "Engine Oil Level" on Cat ET.
Expected Result:
Cat ET indicates "OK" when the wire short is installed. The Cat ET indicates "LOW" when the wire
short is removed.
Results:
OK - Cat ET indicates "OK", when the wire short is in place. Cat ET indicates "LOW", when the
wire short is removed. Cat ET recognized the input from the switch.
Repair: Temporarily replace the switch. Verify that the new switch solves the problem before you
permanently install the new switch.
STOP
Not OK - Cat ET does not indicate "OK", when the wire short is in place. Cat ET does not
indicate "LOW", when the wire short is removed. Cat ET does not recognize the input from the
switch. Proceed to Test Step 5.
Test Step 5. Check for Shorts in the Wiring Harness
B. Measure the resistance between P1-24 and every terminal on ECM connector P1.
C. Measure the resistance between P1-24 and the engine ground.
Expected Result:
Results:
Not OK - The resistance is less than 20,000 Ohms. There is a short in the wiring harness.
STOP
Test Step 6. Check for an Open in Wiring Harness
A. Use a wire to short P112-1 to P112-2.
B. Measure the resistance between P1-24 and P1-29 at the ECM connector.
Expected Result:
Results:
Not OK - The resistance is greater than 5 Ohms. There is an open circuit or excessive resistance
in the wiring harness.
STOP
Test Step 7. Short the Input Wires of the Low Oil Level Switch at the ECM Connector
A. Disconnect ECM connector P1.
B. Remove the wire from P1-24 (low oil level). Install a wire jumper with a socket on one end into
P1-24.
C. Remove the wire from P1-29 (digital return). Install a wire jumper with a socket on one end into
P1-29.
D. Connect a wire jumper between the wire jumpers in P1-24 and P1-29.
E. Reconnect all connectors.
F. Turn the keyswitch to the ON position. The engine should be off.
Note: Additional diagnostic codes will be generated because the digital return will no longer be
connected to the other sensors and switches. Ignore the codes and clear the codes when you
complete this test.
G. Observe the status of the "Engine Oil Level" on Cat ET.
H. Turn the keyswitch to the OFF position.
I. Disconnect ECM connector J1/P1 and remove the wire short.
J. Reconnect all connectors.
K. Turn the keyswitch to the ON position. The engine should be off.
L. Observe the status of the "Engine Oil Level" on Cat ET.
M. Turn the keyswitch to the OFF position.
N. Disconnect ECM connector J1/P1 and remove the wire short.
O. Reconnect all connectors.
Expected Result:
Cat ET indicates "OK" when the wire short is installed. Cat ET indicates "LOW" when the wire short is
removed.
Results:
OK - Cat ET indicates "OK", when the wire short is installed. Cat ET indicates "LOW", when the
wire short is removed. The harness is faulty.
STOP
Not OK - Cat ET does not indicate "OK", when the wire short is in place. Cat ET does not
indicate "LOW", when the wire short is removed. The ECM is not reading the switch position.
STOP
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Engine Oil Renewal Solenoid

SMCS - 1348-038; 1901-038
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2GR1-UP
S/N - 2PZ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 5AZ1-UP
S/N - 7TR1-UP
S/N - 8BR1-UP
S/N - 8WM1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - CBR1-UP
Use this procedure to troubleshoot any suspect problems with the system for the engine oil renewal
solenoid.
569-05 Oil Renewal Solenoid open circuit
569-06 Oil Renewal Solenoid short to ground
The Electronic Control Module (ECM) adds a controlled amount of engine oil to the fuel by energizing
the engine oil renewal solenoid. The engine oil is added to the fuel and burned during combustion. The
need to drain the engine oil at a typical oil change interval is avoided.
The ECM energizes the engine oil renewal solenoid which injects the engine oil into the return line for
the fuel.
For further information, refer to Service Manual, RENR2223, "Oil Renewal System".
Typical schematic
P2 ECM connector
(P2-7) Solenoid return
(P2-13) Engine oil renewal solenoid
B. Thoroughly inspect the ECM connector J2/P2. Inspect all of the other connectors. Refer to
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check for an Internal Short or an Open in the Solenoid
A. Disconnect connector J113/P113 of the engine oil renewal solenoid.
B. Measure the resistance of the solenoid by measuring the resistance between J113-1 and J113-2.
Expected Result:
The resistance is between 24 and 53 Ohms.
Results:
OK - The resistance is between 24 and 53 Ohms. The resistance is correct. Proceed to Test Step 3.
Not OK - The resistance is not between 24 and 53 Ohms. The resistance is incorrect.
Repair: The solenoid is internally shorted or open. Replace the solenoid.
STOP
Test Step 3. Check the Voltage at the Engine Oil Renewal Solenoid
A. Connect the Caterpillar Electronic Technician (ET) to the cab service tool connector J42. Start Cat
ET.
C. Select the override for the engine oil renewal solenoid on Cat ET.
D. Set the override for the engine oil renewal solenoid to 100 percent.
E. Measure the voltage between P113-1 and P113-2.
Expected Result:
The voltage is greater than 8 VDC.
Results:
OK - The voltage is greater than 8 VDC. The voltage is present at the connector.
Repair: The voltage is reaching the solenoid. Check the mechanical operation of the solenoid.
STOP
Not OK - The voltage is not greater than 8 VDC. The voltage is not present at the connector.
Proceed to Test Step 4.
A. Turn the keyswitch to the OFF position. The engine should be off.
B. Remove wire F701-BR from terminal P2-13 at ECM connector J2/P2. Install a wire jumper into
the socket for P2-13.
C. Remove wire E799-BR from terminal P2-7 at ECM connector J2/P2. Install a wire jumper into the
socket for P2-7.
D. Turn the keyswitch to the ON position. The engine should be off.
E. Select the override for the engine oil renewal solenoid on Cat ET.
F. Set the override for the engine oil renewal solenoid to 100 percent.
G. Measure the voltage between the jumper wires at P2-13 and P2-7.
H. Remove the jumper wires and reconnect all wires.
Expected Result:
The voltage is greater than 8 VDC.
Results:
OK - The voltage is greater than 8 VDC. The voltage is correct. There is an open circuit or
excessive resistance in the harness between the ECM and the solenoid.
STOP
Not OK - The voltage is less than 8 VDC. The voltage is incorrect.
STOP
0 #11, /"". 0 % 2 5 ."1 #8 99 :" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
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)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
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Engine Sensor Open/Short Test

SMCS - 1901-038
Use this procedure to troubleshoot any suspect problems with the following sensors:
Aftercooler temperature sensor
Air inlet temperature sensor
Filtered engine oil pressure sensor
Unfiltered engine oil pressure sensor
Left turbocharger compressor inlet pressure sensor
Right turbocharger compressor inlet pressure sensor
Turbocharger compressor outlet pressure sensor
100-03 Engine Oil Pressure open/short to +batt
100-04 Engine Oil Pressure short to ground
101-03 Crankcase Pressure open/short to +batt
101-04 Crankcase Pressure short to ground
110-03 Engine Coolant Temperature open/short to +batt
110-04 Engine Coolant Temperature short to ground
273-03 Turbo Outlet Pressure open/short to +batt
273-04 Turbo Outlet Pressure short to ground
274-03 Atmospheric Pressure open/short to +batt
274-04 Atmospheric Pressure short to ground
275-03 Right Turbo Inlet Pressure open/short to +batt
275-04 Right Turbo Inlet Pressure short to ground
276-03 Left Turbo Inlet Pressure open/short to +batt
276-04 Left Turbo Inlet Pressure short to ground
542-03 Unfiltered Engine Oil Pressure open/short to +batt
542-04 Unfiltered Engine Oil Pressure short to ground
544-08 Engine Cooling Fan Speed signal abnormal
827-08 Leftt Exhaust Temperature signal abnormal
828-08 Right Exhaust Temperature signal abnormal
829-03 Rear Aftercool Temperature open/short to +batt
829-04 Rear Aftercool Temperature short to ground
Engine sensors provide various signals to the engine's Electronic Control Module (ECM). These sensors
receive a regulated voltage from the ECM. Analog sensors receive 5.0 ± 0.2 VDC and digital sensors
receive 8.0 ± 0.4 VDC.
The ECM performs an automatic calibration of these sensors whenever the ECM is powered and the
engine is off for at least five seconds. During an automatic calibration, the ECM calibrates pressure
sensors against the atmospheric pressure sensor and an acceptable offset pressure range.
Pull-up Voltage
The ECM continuously outputs a pull-up voltage on the circuit for the sensor signal wire. The ECM uses
this pull-up voltage in order to detect an open in the signal circuit. When the ECM detects the presence
of a voltage that is above a threshold on the signal circuit, the ECM will generate an open circuit
diagnostic code (03) for the sensor.
If the sensor is disconnected at the sensor connector, the presence of pull-up voltage at the sensor
connector indicates that the wires from the sensor connector to the ECM are not open or shorted to
ground. If the sensor is disconnected at the sensor connector, the absence of pull-up voltage at the sensor
connector indicates an open in the signal wire or a short to ground. If the sensor is disconnected at the
sensor connector and the voltage at the sensor connector is different from pull-up voltage, the signal
wire is shorted to another wire in the harness.
Typical schematic
P1 ECM connector
(P1-31) Crankcase pressure
(P1-37) Unfiltered engine oil pressure
(P1-39) Engine fan speed
P2 ECM connector
(P2-1) Right exhaust temperature
(P2-2) Right turbocharger inlet pressure
(P2-3) Intake air temperature
(P2-8) Filtered engine oil pressure
(P2-9) Coolant temperature
(P2-14) Aftercooler temperature
(P2-15) Left turbocharger inlet pressure
(P2-20) Atmospheric pressure
(P2-23) Turbocharger outlet pressure
(P2-25) Left exhaust temperature
B. Thoroughly inspect the ECM connectors J1/P1 and J2/P2. Inspect all of the sensor connectors.
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check the Sensor Supply Voltage at the Sensor Connector
B. Disconnect the suspect sensor.
D. Measure the voltage between terminal A and terminal B of the sensor connector.
Expected Result:
The supply voltage is 5.0 ± 0.2 VDC for all analog sensors and 8.0 ± 0.4 for all digital sensors.
Results:
OK - The supply voltage is 5.0 ± 0.2 VDC for all analog sensors and 8.0 ± 0.4 for all digital
sensors. The voltage is correct. Proceed to Test Step 3.
Not OK - The supply voltage is not 5.0 ± 0.2 VDC for all analog sensors and 8.0 ± 0.4 for all
digital sensors. The voltage is out of the correct range.
Repair: If the analog supply voltage is incorrect, refer to Troubleshooting, "Analog Sensor
Supply".If the digital supply voltage is incorrect, refer to Troubleshooting, "Digital Sensor
Supply".
STOP
A. Connect the Caterpillar Electronic Technician (ET) to the cab service tool connector J42. Start Cat
ET.
C. Monitor the active diagnostic code screen on the electronic service tool. Check and record any
Expected Result:
Determine the failure mode identifier (FMI) of the diagnostic code. The FMI is one of the following: 03,
04 and 08.
An active code is not present but the output signal is suspect.
Results:
FMI 03 - A diagnostic code with a FMI of 03 is present. Proceed to Test Step 4.
No Active Code - A diagnostic code is not active but the output signal is suspect. Proceed to Test
Step 4.
Test Step 4. Check for a Short on the Signal Wire
B. Disconnect the ECM connectors J1/P1 and J2/P2.
C. Disconnect the suspect sensor.
D. Measure the resistance between the suspect sensor's signal wire and every terminal on ECM
connectors J1/P1 and J2/P2.
E. Measure the resistance between the suspect sensor's signal wire and engine ground.
F. Reconnect the ECM connectors J1/P1 and J2/P2.
Expected Result:
Results:
Not OK - The resistance is less than 20,000 Ohms.
STOP
Test Step 5. Install a Jumper Wire at the Suspect Sensor Connector
B. Use a wire with socket terminals at each end. Connect terminal B and terminal C together on the
ECM side of the suspect sensor connector.
D. Check if the diagnostic code has changed from a FMI of 03 to a FMI of 04.
E. Turn the keyswitch to the OFF position.
F. Remove the wire short.
Expected Result:
The FMI changes from a FMI of 03 to a FMI of 04.
Results:
OK - The FMI changed from a FMI of 03 to a FMI of 04. The circuit now indicates a short circuit
diagnostic code.
Repair: Temporarily connect a new sensor. Verify that the new sensor solves the problem before
you permanently install the new sensor.
STOP
Not OK - The FMI did not change from a FMI of 03 to a FMI of 04. The circuit indicates a open
circuit diagnostic code. Proceed to Test Step 7.
Test Step 6. Create an Open Circuit at the Sensor Connector
C. Monitor the diagnostic screen on Cat ET. Disconnect the suspect sensor.
D. Check if the FMI changes from a FMI of 04 to a FMI of 03 after disconnecting the sensor.
Note: Disconnecting the atmospheric pressure sensor will cause several sensor diagnostic codes to
become active. Troubleshoot the original code. Reset the system. Delete the logged diagnostic
codes when you are finished.
E. Reconnect the sensor.
Expected Result:
Results:
OK - The diagnostic code changed from a FMI of 04 to a FMI of 03. The open circuit was seen by
the ECM. The wiring between the ECM and the sensor is OK.
Repair: Temporarily connect a new sensor. Verify that the new sensor solves the problem before
you permanently install the new sensor. Calibrate the sensor.
STOP
Not OK - The diagnostic code did not change from a FMI of 04 to a FMI of 03. The open circuit
was not seen at the ECM. Proceed to Test Step 8.
Test Step 7. Create a Short at the ECM Connector
A. Reconnect the sensor.
B. Remove the sensor's signal wire from the ECM connector. Install a jumper wire with socket
terminals at each end into the ECM connector.
C. Remove the sensor's common wire from the ECM connector. Install a jumper wire with socket
terminals at each end into the ECM connector.
D. Create a short between the jumper wires for the sensor signal wire and the sensor common.
E. Reconnect the ECM connector.
G. Check if the FMI has changed from a FMI of 03 to a FMI of 04 after installing the jumper.
I. Remove the jumper and reconnect all wires.
Expected Result:
Results:
OK - The FMI changed from a FMI of 03 to a FMI of 04. The ECM recognized the short at the
ECM.
Repair: There is a problem with the signal wire between the ECM and the sensor. Repair the
harness or replace the harness.
STOP
Not OK - The FMI did not change from a FMI of 03 to a FMI of 04. The ECM did not see the
short at the ECM.
STOP
Test Step 8. Create an Open at the ECM
B. Disconnect the sensor's signal wire from the ECM connector.
D. The FMI should change from a FMI of 04 to a FMI of 03 after the sensor signal wire is
disconnected.
Note: Disconnecting the atmospheric pressure sensor will cause several sensor diagnostic codes to
become active. Troubleshoot the original code. Reset the system. Delete the logged diagnostic
codes when you are finished.
Expected Result:
Results:
OK - The FMI changed from a FMI of 04 to a FMI of 03. The ECM recognized the open at the
ECM. There is a problem with the harness between the ECM and the sensor.
Repair: Repair the harness or replace the harness.
STOP
Not OK - The FMI did not change from a FMI of 04 to a FMI of 03. The ECM did not recognize
the short at the ECM.
STOP
Test Step 9. Check the Fluid Level
A. Check the fuel level.
B. Check the engine oil level.
C. Check for any leaks.
Expected Result:
The fuel and oil level is OK. There are not any leaks.
Results:
OK - The fuel and oil levels are OK. Proceed to Test Step 10.
Not OK - The fuel and/or oil levels are not OK.
Repair: If the oil level is low, add oil. If the fuel level is low, add fuel. Repair the leaks. Reset the
system and note any active diagnostic codes.
STOP
Test Step 10. Compare the Pressure or Temperature to the Actual Pressure or Temperature
B. If you are troubleshooting a temperature sensor, install a 6V-9130 Temperature Adapter near the
sensor.
D. Observe the temperature reading for the sensor. Cat ET should display the same temperature as
the 6V-9130 Temperature Adapter .
Note: When the temperature is below 0 °C (32 °F), the temperature can vary 15 °C (59 °F).
E. If you are troubleshooting a pressure sensor, disconnect the sensor.
F. Remove the sensor from the engine.
G. Reconnect the sensor.
H. Connect the vacuum pump test unit to the sensor.
I. Connect the vacuum pump to the differential pressure gauge.
J. Turn the keyswitch to the ON position. The engine should be off.
K. Observe the pressure reading for the sensor. Cat ET should display the barometric pressure in your
area.
L. Use the vacuum pump to pull 5 kPa (0.5 psi) of vacuum on the differential pressure gauge.
Note: The pressure gauge reading should remain constant until the vacuum is released.
M. Compare the readings on the Cat ET and the pressure test kit.
Expected Result:
The Cat ET shows a constant pressure. The Cat ET shows a 5 ± 2 kPa (0.5 ± 0.3 psi) drop in pressure.
Results:
OK - Cat ET shows a constant pressure. Cat ET shows a 5 ± 2 kPa (0.5 ± 0.3 psi) drop in
pressure.
Repair: The sensor is working correctly. Reset the system and note any active diagnostic codes.
STOP
Not OK Analog - Cat ET does not show a constant pressure. Cat ET does not show a 5 ± 2 kPa
(0.5 ± 0.3 psi) drop in pressure. The analog sensor is not producing the correct reading. Proceed to
Test Step 11.
Not OK Digital - Cat ET does not show a constant pressure. Cat ET does not show a 5 ± 2 kPa
(0.5 ± 0.3 psi) drop in pressure. The digital sensor is not producing the correct reading. Proceed to
Test Step 12.
Vacuum Leak - Cat ET does not show a constant pressure. Cat ET does not show a 5 ± 2 kPa (0.5
± 0.3 psi) drop in pressure. A vacuum leak is suspected.
Repair: Check for leaks. If no leaks are found, there may be an internal leak in the pressure
sensor. Replace the sensor and calibrate the sensor. Reset the system and note any active
diagnostic codes.
STOP
Test Step 11. Check the Analog Sensor's Signal Voltage at the Connector
A. Turn the keyswitch to the ON position. The engine should be off.
B. Measure the sensor signal voltage between terminal C and terminal B at the suspect sensor's
connector.
Expected Result:
The sensor signal voltage is between 0.2 VDC and 4.8 VDC for analog sensors.
Results:
OK - The sensor signal voltage is between 0.2 VDC and 4.8 VDC for analog sensors. The signal
voltage is correct. Proceed to Test Step 15.
Not OK - The sensor signal voltage is not between 0.2 VDC and 4.8 VDC for analog sensors. The
signal voltage is not correct. Proceed to Test Step 4.
Test Step 12. Check the Digital Sensor's Signal Frequency and the Duty Cycle at the Sensor
Connector
B. Measure the frequency and the duty cycle between terminal C and terminal B of the suspect
digital sensor's connector.
Expected Result:
The frequency reading is between 400 Hz and 800 Hz.
When the temperature is below 49 °C (120 °F), the duty cycle is between 16 percent to 21 percent.
When the temperature is between 49 °C (120 °F), and 851 °C (1564 °F) the duty cycle is between 22
percent to 88 percent.
While the engine is cold, Cat ET reads 30 °C (86 °F). As the engine warms up the exhaust temperature
increases.
Results:
OK - The digital sensor's duty cycle and frequency are correct. The digital output signal is correct.
Not OK - The digital sensor's duty cycle and frequency are not correct. The digital output signal
is not correct. Proceed to Test Step 4.
Test Step 13. Check for a Short in the Wiring Harness
B. Disconnect the ECM connectors J1/P1 and J2/P2.
C. Disconnect the suspect sensor.
D. Measure the resistance between the suspect sensor's signal wire and every terminal on the
applicable ECM connector.
E. Measure the resistance between the suspect sensor's signal wire and engine ground.
Expected Result:
Results:
STOP
Test Step 14. Check for an Open in the Wiring Harness
A. Disconnect the suspect sensor connector.
B. Use a suitable piece of wire to connect terminal A to terminal C at the suspect sensor connector.
C. Measure the resistance between the suspect sensor signal wire and the sensor voltage supply at the
ECM connector P1.
D. Use a suitable piece of wire to connect terminal B to terminal C at the suspect sensor connector.
E. Measure the resistance between the suspect sensor signal wire and the suspect sensor return line at
the ECM connector P1.
G. Remove all wire shorts.
H. Reconnect all connectors.
Expected Result:
The resistance is less than 5 Ohms through the harness.
Results:
OK Analog - The resistance is less than 5 Ohms. Proceed to Test Step 15.
OK Digital - The resistance is less than 5 Ohms. Proceed to Test Step 16.
Not OK - The resistance is greater than 5 Ohms.
STOP
Test Step 15. Check the Sensor's Analog Signal Voltage at the ECM Connector
A. Reconnect the suspect sensor.
C. Measure the suspect sensor's signal voltage between terminal C and terminal B at the ECM
connector.
D. Observe the sensor reading on the status screen on Cat ET.
Note: The status screen on Cat ET displays "ABNORMAL SIGNAL" when the ECM reads a
signal that is out of the correct range.
Expected Result:
The signal voltage for the analog sensors is between 0.2 VDC and 4.8 VDC for the analog sensor.
Results:
OK - The signal voltage for the analog sensors is between 0.2 VDC and 4.8 VDC for the analog
sensor. The sensor voltage at the ECM is correct. The status screen on the Cat ET displays
"ABNORMAL SIGNAL".
STOP
Not OK - The signal voltage for the analog sensors is not between 0.2 VDC and 4.8 VDC for the
analog sensor. The sensor voltage at the ECM is not correct. There is a problem with the harness
between the ECM and the sensor.
STOP
Intermittent Problem - The readings are not consistent.
Repair: Refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Test Step 16. Check the Digital Sensor's Signal Frequency and the Duty Cycle at the ECM
B. Measure the frequency and the duty cycle between terminal C and terminal B of the suspect
digital sensor at the ECM connector P1.
C. Start the engine.
D. Observe the sensor reading on the status screen on Cat ET.
Note: The status screen on Cat ET displays "ABNORMAL SIGNAL" when the ECM reads a
signal that is out of the correct range.
Expected Result:
The frequency reading is between 400 Hz and 800 Hz.
When the temperature is below 49 °C (120 °F), the duty cycle is between 16 percent to 21 percent.
When the temperature is between 49 °C (120 °F), and 851 °C (1564 °F) the duty cycle is between 22
percent to 88 percent.
While the engine is cold, Cat ET reads 30 °C (86 °F). As the engine warms up the exhaust temperature
increases.
Results:
OK - The digital sensor's duty cycle and frequency are correct. The status screen on Cat ET
displays "ABNORMAL SIGNAL".
STOP
Not OK - The digital sensor's duty cycle and frequency are not correct. There is a problem with
the harness between the ECM and the sensor.
STOP
Intermittent Problem - The readings are not consistent.
Repair: Refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
0 #11, /"". 0 % 2 5 ."1 # ", 8" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/--,,..

SMCS - 1912-038
Use this procedure to troubleshoot any suspect problems with the engine speed/timing circuit.
190-02 Loss of Engine Speed signal
190-03 Engine Speed open/short to +batt
190-08 Engine Speed signal abnormal
The Electronic Control Module (ECM) supplies 12.5 ± 0.5 VDC to terminal A on the connector for the
engine speed/timing sensor. The engine speed/timing sensor provides a pulse signal to the ECM. The
signal is created as the timing reference gear rotates past the pickup of the engine speed/timing sensor.
The timing reference gear is mounted on the rear of the left camshaft. A unique tooth pattern on the
timing reference gear allows the ECM to determine the crankshaft position, engine rotation, and engine
rpm.
The engine speed/timing sensor generates a pulse signal to the ECM as each tooth passes the sensor. The
ECM counts the pulses in order to determine the engine rpm. The ECM memorizes the pattern of the
pulses. The ECM compares that pattern to a standard pattern in order to determine the crankshaft
position. The ECM uses this information to determine the No. 1 cylinder. The ECM then triggers each
unit injector to fire in the correct firing order and at the correct time. The actual timing and duration of
each injection is determined by the ECM. The ECM uses engine rpm and engine load to determine the
timing and duration of injection. The loss of the timing signal from the engine speed/timing sensor
generates an alert on the Caterpillar Electronic Technician (ET). The loss of the timing signal from the
engine speed/timing sensor triggers the termination of the signals to the fuel injectors by the ECM.
Note: When the timing gear is installed backward, the ECM generates a diagnostic code of CID-FMI
190-08. If this code is active, the ECM will not fire the injectors.
Typical schematic
P1 ECM connector
(P1-12) Timing calibration -
(P1-18) Timing calibration +
(P1-32) +V timing
(P1-38) Engine speed/timing signal
B. Thoroughly inspect the ECM connectors J1/P1. Inspect the connector J20/P20 for the engine
speed/timing sensor. Refer to Troubleshooting, "Inspecting Electrical Connectors" for details.
with the circuit.
lb in).
Expected Result:
Results:
STOP
C. Check for active diagnostic codes for the engine speed/timing sensor on Cat ET.
Expected Result:
Cat ET indicates that none of the following diagnostic codes are active:
190-02
190-03
190-08
Results:
OK - No active diagnostic codes are present.
Repair: The problem may have been resolved in the preceding test step. If the problem is
STOP
OK - The 190-02 diagnostic code or the 190-03 diagnostic code is present. Proceed to Test Step 3.
OK - The 190-08 diagnostic code is present.
Repair: When the timing gear is installed backward, the ECM generates a diagnostic code of 190-
08. If this code is active, the ECM will not fire the injectors. Reinstall the timing gear.
STOP
Test Step 3. Check the Engine RPM on Cat ET
A. Turn the keyswitch to the ON position. Start the engine, when possible.
B. Crank the engine. Observe the engine speed on Cat ET.
Expected Result:
Cat ET displays a steady engine speed between 100 and 250 rpm while the engine is cranking.
Results:
OK - Cat ET displays a steady engine speed between 100 and 250 rpm while the engine is
cranking. The engine speed/timing sensor is operating normally at this time.
Repair: The problem may have been resolved in the preceding test step. If the problem is
STOP
Not OK - Cat ET does not display a steady engine speed between 100 and 250 rpm while the
engine is cranking. Cat ET does not display the correct engine rpm signal. Proceed to Test Step 4.
Test Step 4. Check the Supply Voltage to the Engine Speed/Timing Sensor
A. Disconnect the connector for the engine speed/timing sensor J20/P20.
C. Measure the voltage at the connector for the engine speed/timing sensor between J20-A and J20-
B.
Expected Result:
The supply voltage is 12.5 ± 0.5 VDC.
Results:
OK - The supply voltage is 12.5 ± 0.5 VDC. The engine speed/timing sensor is receiving the
correct supply voltage. Proceed to Test Step 5.
Not OK - The supply voltage is not 12.5 ± 0.5 VDC. The supply voltage is incorrect. Proceed to
Test Step 10.
Test Step 5. Check the Engine Speed/Timing Sensor
NOTICE
Be sure to extend the sliphead before you install the Engine
Speed/Timing Sensor. Also check that the Timing Gear is in a position
that will not allow the sliphead of the Engine Speed/Timing Sensor to
protrude into one of the slots of the Timing Gear. This is done visually
with a flashlight prior to the installation of the Engine Speed/Timing
Sensor. Turn the crankshaft to rotate the Timing Gear, if necessary, to
position the gear in a place that will not allow the sliphead to protrude
into a slot. If the sensor sliphead does protrude into one of the slots, the
sliphead wll be broken off as the gear begins to rotate.
B. Disconnect connector J20/P20 and remove the engine speed/timing sensor.
C. Inspect the plastic sliphead for damage.
D. Check the tension. Gently extend the sliphead 3.5 mm (0.14 inch). Return the sliphead to the
original position.
E. Extend the sliphead.
F. Install the engine speed/timing sensor.
Expected Result:
The sliphead takes at least 22 N (5 lb) of force to push in the sliphead from the extended position.
Results:
OK - The engine speed/timing sensor and the sliphead are undamaged. The tension on the
sliphead is normal. Reinstall the engine speed/timing sensor. Proceed to Test Step 6.
Not OK - The engine speed/timing sensor or the sliphead is damaged and/or the sliphead has
insufficient tension.
Repair: Replace the engine speed/timing sensor. Calibrate the engine speed/timing sensor. Refer
to Troubleshooting, "Engine Speed/Timing Sensor - Calibrate".
STOP
Test Step 6. Check the Signal Voltage at the Engine Speed/Timing Sensor
A. Reconnect all connectors.
B. Remove the signal wire in J20-C from the connector for the engine speed/timing sensor. Remove
the wire from the harness side of the connector.
C. Install a breakout T at the connector for the engine speed/timing sensor.
D. Crank the engine and measure the voltage between P20-C and P20-B on the breakout T.
F. Reinsert the sensor signal wire back into J20-C. Remove the breakout T.
Expected Result:
The voltage measures less than 3 VDC or more than 9 VDC when the keyswitch is in the ON position
and the engine is not cranking. While the engine is cranking, the voltage is between 2.0 VDC and 7.0
VDC.
Note: The voltage output is determined by the presence or the absence of a tooth on the timing gear.
Results:
OK - The engine speed/timing sensor is producing the correct output signal. Proceed to Test Step
7.
Not OK - The engine speed/timing sensor is not producing the correct output signal.
Repair: Replace the engine speed/timing sensor. Calibrate the sensor. Refer to Troubleshooting,
"Engine Speed/Timing Sensor - Calibrate".
STOP
Test Step 7. Check the Signal Voltage at the ECM
B. Remove the signal wire 999-WH from ECM connector P1-38.
D. Crank the engine and measure the voltage between wire 999-WH and P1-29.
F. Reconnect all wires and connectors to the original configuration.
Expected Result:
The voltage measures less than 3 VDC or more than 9 VDC when the keyswitch is in the ON position
and the engine is not cranking. While the engine is cranking, the voltage is between 2.0 VDC and 7.0
VDC.
Note: The voltage output is determined by the presence or the absence of a tooth on the timing gear.
Results:
OK - A correct signal voltage appears at the ECM connector P1 but the ECM is not reading the
signal.
STOP
Not OK - The correct signal voltage does not appear at the ECM. Proceed to Test Step 8.
Test Step 8. Check for Shorts in the Wiring Harness
B. Disconnect the ECM connector J1/P1 and ECM connector J2/P2. Disconnect the engine
speed/timing connector J20/P20.
C. Measure the resistance between wire 999-WH at ECM connector P1-38 and every terminal on
ECM connector P1 and P2. Measure the resistance between wire 999-WH at ECM connector P1-
38 and engine ground.
Expected Result:
The resistance is more than 20,000 Ohms.
Results:
Not OK - The resistance is less than 20,000 Ohms. There is a short circuit in the harness or the
connectors.
Repair: Repair the connectors or the harness.
STOP
A. Use a suitable piece of wire to short wire 996-GN at connector J20-A to wire 999-WH at
connector J20-C.
B. Measure the resistance between the wire 996-GN at ECM connector P1-32 and the wire 999-WH
at ECM connector P1-38.
C. Remove all shorts and reconnect J1/P1 and J20/P20.
Expected Result:
Results:
OK - The resistance is less than 5 Ohms. Recheck for active diagnostic codes. Proceed to Test
Step 2.
Not OK - The resistance is greater than 5 Ohms. There is an open circuit or excessive resistance
in the harness or connectors.
Repair: Repair the connectors or the harness.
STOP
Test Step 10. Check the Supply Voltage at the ECM
B. Reconnect the engine speed/timing sensor J20/P20.
C. Remove wire 996-GN from ECM connector P1-32. Install a wire jumper with sockets on both
ends into P1-32.
D. Remove wire 998-BR from ECM connector P1-29. Install a wire jumper with sockets on both
ends into P1-29.
F. Measure the voltage between the wire jumper in P1-32 and the wire jumper in P1-29.
H. Reconnect all wires and connectors.
Expected Result:
Results:
OK - The voltage is 12.5 ± 0.5 VDC.
Repair: There is an open circuit, excessive resistance, or a short circuit between the ECM and the
engine speed/timing sensor. Repair the connectors or the harness.
STOP
Not OK - The voltage is not 12.5 ± 0.5 VDC. The supply voltage is incorrect.
STOP
0 #11, /"". 0 % 2 5 ."1 # /1 8" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/#".",0
Ether Injection System

SMCS - 1456-038
S/N - 2GR1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - FKR1-UP
Use this procedure to troubleshoot any suspect problems with the ether system.
This procedure covers the following open circuit diagnostic codes and short circuit diagnostic codes:
545-05 Ether Start Relay open/short to +batt
545-06 Ether Start Relay short to ground
546-05 Ether Hold Relay open/short to ground
546-06 Ether Hold Relay short to +batt
When the engine is in AUTO mode the engine uses an ether system to improve starting in cold
temperatures. The duration of the ether cycle is based on the engine coolant temperature. The Electronic
Control Module (ECM), which controls the ether system uses the engine coolant temperature sensor to
detect the engine temperature. The ECM determines if ether should be injected by monitoring the actual
engine rpm and the engine coolant temperature. The ECM will activate the ether solenoid if the engine
coolant temperature is below a set temperature and engine rpm is below a certain level. The ether will
activate for a minimum of 15 seconds at 30 °C (86 °F) up to a maximum of 130 seconds at −50 °C (−58
°F). The automatic ether injection system is disabled whenever the engine rpm exceeds 400 rpm or the
engine coolant temperature exceeds 30 °C (86 °F).
The ether injection system can also be operated in manual mode. The ether system is switched into
manual mode whenever the starting aid switch is depressed. Manual mode also allows ether to be
injected whenever the coolant temperature is less than 30 °C (86 °F) and the engine rpm is greater than
50 rpm. Ether is injected in manual mode if the starting aid switch is depressed and the coolant
temperature is below the maximum limit. The manual mode will allow ether to be injected for a
maximum of 130 seconds when the switch is toggled.
Two driver outputs are used from the ECM. The first output provides a +Battery voltage to the coil of
the ether start relay. The other side of the coil is connected to ground. The second output sinks the
current from the coil of the ether hold relay. The other side of the coil is connected to the +Battery
terminal. The ether start relay initially energizes the ether solenoid for approximately two seconds. After
two seconds, the ether hold relay energizes and the ether start relay de-energizes. The voltage from the
ether hold relay to the ether solenoid is less than battery voltage because of the voltage drop over the
resistance that is in the resistor and diode assembly. The initial higher voltage is needed to actuate the
ether solenoid. The lower voltage signal is then used to hold the ether solenoid valve open. The solenoid
will be damaged if full battery voltage is applied continuously.
Typical schematic
P1 ECM connector
(P1-22) Ether hold relay
(P1-25) Ether request
(P1-40) Ether start relay
Test Step 1. Check for Connector Damage
with the circuit.
lb in).
Expected Result:
The connectors and wiring are free of the following problems: damage, corrosion, abrasion and incorrect
attachment.
Results:
OK - The connectors and wiring are OK. Proceed to Test Step 2.
Not OK - The connectors and/or wiring are not OK.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Verify that the
system is operating correctly.
STOP
Test Step 2. Check the Ether Canisters
B. Remove the ether canister from the ether solenoid. Determine if the canister contains any ether.
Ether can not be injected if the canister is empty.
Expected Result:
The ether canister is not empty.
Results:
OK - The ether canister is not empty. Proceed to Test Step 3.
Not OK - The ether canister is empty.
Repair: Replace the empty ether canister with a full ether canister. Verify that the system is
operating correctly.
STOP
Test Step 3. Check for Diagnostics on the Caterpillar Electronic Technician (ET)
A. Remove the ether canister from the ether solenoid.
B. Connect Cat ET to the cab service tool connector J42. Start Cat ET.
D. Toggle the starting aid switch. Observe the parameter for the starting aid switch on Cat ET.
E. Determine if CID-FMI 545-05, 545-06, 546-05 or 546-06 is active or logged.
Expected Result:
The parameter for the starting aid switch displays "ON" while the starting aid switch is toggled. The
parameter for the starting aid switch displays "OFF" when the starting aid switch is released. An active
diagnostic code is present or a logged diagnostic code is present.
Results:
OK - Active Code - The parameter for the starting aid switch displays "ON" while the starting aid
switch is toggled. The parameter for the starting aid switch displays "OFF" when the starting aid
switch is released. Active diagnostics are displayed. Proceed to Test Step 4.
OK - Logged Code - The parameter for the starting aid switch displays "ON" while the starting
aid switch is toggled. The parameter for the starting aid switch displays "OFF" when the starting
aid switch is released. Logged diagnostics are displayed.
Repair: Check for an intermittent short or for an open in the wiring or in the connectors. Refer to
Troubleshooting, "Inspecting Electrical Connectors". Repair any suspect connectors or wiring
and/or replace the connectors or wiring. Verify that the system is operating correctly. Replace the
ether canister on the ether solenoid.
STOP
Not OK - The parameter for the starting aid switch does not display "ON" while the starting aid
switch is toggled. The parameter for the starting aid switch does not display "OFF" when the
starting aid switch is released. The starting aid switch is not functioning correctly. Proceed to Test
Step 15.
Test Step 4. Check the Voltage from the Ether Start Relay
B. Connect a voltmeter between wire 317-YL on terminal 87 of the ether start relay and ground.
D. Select the "Diagnostic Tests" on Cat ET.
NOTICE
Do not allow the ether injection system to be on for more than two
minutes. Damage to the ether solenoid may occur.
E. Select the "Override Parameters" screen on Cat ET.
F. Activate the ether override and observe the voltmeter while the ether injection is activated.
G. Disable the ether override.
Expected Result:
The voltage at the ether start relay is 24 ± 3 VDC during the first two seconds of injection. The voltage
then decreases to 3 ± 1 VDC for the remainder of the injection duration.
Results:
OK - The voltage is approximately 24 ± 3 VDC for the first two seconds. The voltage then
decreases to approximately 3 ± 1 VDC for the remainder of injection duration. Proceed to Test
Step 5.
Not OK - 24 VDC - The voltage did not measure 24 ± 3 VDC. Proceed to Test Step 6.
Not OK - 3 VDC - The voltage did not decrease to 3 ± 1 VDC for the remainder of the injection
duration. Proceed to Test Step 9.
Test Step 5. Check the Voltage at the Ether Solenoid
B. Disconnect the ether solenoid connector at the solenoid.
C. Connect a voltmeter to terminal 1 and terminal 2 of the ether solenoid connector.
NOTICE
E. Activate the ether override and observe the voltmeter while ether injection is activated.
F. Disable the ether override.
G. Reconnect all connectors.
Expected Result:
The voltage at the ether solenoid is 24 ± 3 VDC during the first two seconds of injection. The voltage at
the ether solenoid decreases to 3 ± 1 VDC after the first two seconds of injection.
Results:
OK - The voltage is approximately 24 ± 3 VDC for the first two seconds of injection. The voltage
then decreases to 3 ± 1 VDC for the remainder of injection.
Repair: If ether is not being injected, replace the ether solenoid. Verify that the system is
operating correctly. Replace the ether canister on the ether solenoid.
STOP
Not OK - 24 VDC - The voltage did not measure 24 ± 3 VDC for the first two seconds of
injection.
Repair: Inspect the wiring and connectors between the ether start relay and the connectors at the
ether solenoids. Verify that wire 200-BK has continuity to ground. Repair the connectors or
wiring and/or replace the connectors or wiring. Verify that the system is operating correctly.
Replace the ether canister on the ether solenoid.
STOP
Not OK - 3 VDC - The voltage did not decrease to 3 ± 1 VDC for the remainder of the injection
duration. Proceed to Test Step 9.
Test Step 6. Check the ECM Voltage at the Ether Start Relay
B. Connect a voltmeter between wire F710-BR on terminal 85 of the ether start relay and ground.
NOTICE
D. Activate the ether override and observe the voltmeter while ether injection is activated.
E. Disable the ether override.
Expected Result:
The voltage measures 24 ± 3 VDC for two seconds.
Results:
OK - The voltage was 24 ± 3 VDC. Proceed to Test Step 7.
Not OK - The voltage was not 24 ± 3 VDC. Proceed to Test Step 8.
Test Step 7. Check the Battery Voltage to the Ether Start Relay
A. Measure the voltage between wire 147-PU on terminal 30 of the ether start relay and ground.
Expected Result:
The voltage measures 24 ± 3 VDC.
Results:
OK - The voltage measures 24 ± 3 VDC.
Repair: Disconnect wire 998-BR on terminal 86 of the ether start relay. Check this wire for
continuity to ground. If the wire is OK, replace the ether start relay. If the wire is not OK, repair
the wire. Verify that the system is operating correctly. Replace the ether canister on the ether
solenoid.
STOP
Not OK - The voltage does not measure 24 ± 3 VDC.
Repair: Verify that the breaker for the starting aid is not tripped. Verify that the main power relay
and the alternator are operating correctly. Disconnect wire 147-PU on terminal 30 of the ether
start relay. Check wire 147-PU for continuity to the alternator. If the wire is not OK, repair the
wire. Verify that the system is operating correctly. Replace the ether canister on the ether
solenoid.
STOP
Test Step 8. Check the Voltage from the ECM to the Ether Start Relay
B. Disconnect ECM connector P1.
C. Remove wire F710-BR from ECM connector P1-40. Install a jumper wire that has a socket on one
end into ECM connector P1-40. Reconnect connector P1 to the ECM.
D. Connect a voltmeter between the jumper wire in the ECM connector P1-40 and ground.
NOTICE
F. Activate the ether override and observe the voltmeter while ether injection is activated.
G. Disable the ether override.
H. Remove all wire jumpers and reconnect all connectors.
Expected Result:
The voltage at the ECM measures 24 ± 3 VDC for two seconds.
Results:
OK - The voltage measures 24 ± 3 VDC for two seconds.
Repair: The wire F710-BR and/or the connectors between the ECM and the ether start relay need
repair. Inspect the wiring and connectors between the ether start relay and the connector at the
ECM. Repair the connectors or wiring and/or replace the connectors or wiring. Verify that the
system is operating correctly. Replace the ether canister on the ether solenoid.
STOP
Not OK - The voltage at the ECM does not measure 24 ± 3 VDC for two seconds.
STOP
Test Step 9. Check the Voltage from the Ether Hold Relay
B. Connect a voltmeter between wire K984-GY on terminal 87 of the ether hold relay and ground.
NOTICE
D. Activate the ether override and observe the voltmeter while ether injection is activated.
E. Disable the ether override.
Expected Result:
After two seconds, the voltage at terminal 87 is 24 ± 3 VDC.
Results:
OK - The voltage at terminal 87 was 24 ± 3 VDC during injection. Proceed to Test Step 10.
Not OK - The voltage at terminal 87 was not 24 ± 3 VDC during injection. Proceed to Test Step
12.
Test Step 10. Check the Voltage at the Resistor and the Diode Assembly
B. Disconnect the connector at the resistor and the diode assembly.
C. Connect a voltmeter between terminal 1 of the resistor and the diode assembly and ground.
NOTICE
E. Activate the ether override and observe the voltmeter while ether injection is activated. Disable
the ether override.
Expected Result:
Results:
OK - The voltage measured 24 ± 3 VDC. Proceed to Test Step 11.
Not OK - The voltage did not measure 24 ± 3 VDC.
Repair: There is a problem in the harness between the ether hold relay and the resistor and diode
assembly. Repair the connectors or wiring and/or replace the connectors or wiring. Verify that the
STOP
Test Step 11. Check the Resistor and the Diode Assembly
A. Disconnect the connector at the resistor and the diode assembly.
B. Set the multimeter to the "Check Diode" setting.
C. Connect the positive lead of the multimeter to terminal 2 and the negative lead to terminal 1 of the
resistor and the diode assembly and observe the multimeter.
D. Connect the positive lead of the multimeter to terminal 1 and the negative lead to terminal 2 of the
resistor and the diode assembly and observe the multimeter.
E. Repeat the measurements for all of the resistor and the diode assemblies if more than one resistor
and diode assembly is present.
Expected Result:
When the positive lead of the multimeter is connected to terminal 2 and the negative lead to terminal 1,
the multimeter displays an overload "(OL)" condition.
When the positive lead of the multimeter is connected to terminal 1 and the negative lead to terminal 2,
the multimeter displays a number less than one.
Results:
OK - The resistor and the diode assembly is operating correctly.
Repair: There is a problem in the harness between the resistor and diode assembly and the ether
solenoids. Repair the connectors or wiring and/or replace the connectors or wiring. Verify that the
STOP
Not OK - The resistor and the diode assembly is not operating correctly.
Repair: The resistor and the diode assembly is causing the problem. Replace the resistor and the
diode assembly. Verify that the system is operating correctly. Replace the ether canister on the
ether solenoid.
STOP
Test Step 12. Check the Battery Voltage to the Ether Hold Relay
A. Measure the voltage between wire 147-PU on terminal 30 of the ether hold relay and ground.
B. Measure the voltage between wire 147-PU on terminal 86 of the ether hold relay and ground.
Expected Result:
Results:
OK - The voltage measures 24 ± 3 VDC. Proceed to Test Step 13.
Not OK - The voltage did not measure 24 ± 3 VDC.
Repair: Verify that the breaker for the starting aid is not tripped. Verify that the main power relay
and the alternator are operating correctly. Disconnect wire 147-PU on terminal 30 of the ether
hold relay. Check wire 147-PU for continuity to the alternator. If the wire is not OK, repair the
wire. Verify that the system is operating correctly. Replace the ether canister on the ether
solenoid.
STOP
Test Step 13. Check the Coil of the Ether Hold Relay
B. Remove wire F707-WH from terminal 85 of the ether hold relay. Connect a voltmeter between
terminal 85 of the ether hold relay and ground.
D. Measure the voltage between terminal 85 of the ether hold relay and ground.
E. Remove the voltmeter and reconnect all wires.
Expected Result:
Results:
OK - The voltage measures 24 ± 3 VDC. Proceed to Test Step 14.
Not OK - The voltage does not measure 24 ± 3 VDC. The problem is the coil of the ether hold
relay.
Repair: Replace the ether hold relay. Verify that the system is operating correctly. Replace the
ether canister on the ether solenoid.
STOP
Test Step 14. Check the Sinking Driver for the Ether Hold Relay at the ECM
B. Disconnect ECM connector P1.
C. Remove wire F707-WH from ECM connector P1-22. Install a jumper wire that has a socket on
one end into ECM connector P1-22.
D. Reconnect ECM connector P1.
E. Connect one end of a voltmeter to the jumper wire and the other end to the +Battery.
F. Turn the keyswitch to the ON position.
NOTICE
G. Activate the ether override and observe the voltmeter while ether injection is activated.
H. Disable the ether override.
I. Remove all jumpers and connect all connectors.
Expected Result:
Results:
OK - The voltage measures 24 ± 3 VDC.
Repair: There is a problem in the wiring between the ECM and the coil of the ether hold relay.
Repair the connectors or wiring and/or replace the connectors or wiring. Verify that the system is
operating correctly. Replace the ether canister on the ether solenoid.
STOP
Not OK - The voltage does not measure 24 ± 3 VDC.
Repair: Verify that the voltmeter is operating correctly. Replace the ECM. Refer to
Troubleshooting, "Replacing the ECM".
STOP
Test Step 15. Check for an Open in the Harness of the Starting Aid Switch
A. Turn the circuit breaker to the battery to the OFF position.
B. Turn the keyswitch to the OFF position.
C. Disconnect J1/P1. Disconnect the wires that are going to the starting aid switch at the starting aid
switch.
D. Obtain a suitable piece of wire. Connect the wires from the starting aid switch together at the
starting aid switch.
E. Measure the resistance of the wires from the starting aid switch. Measure the resistance at ECM
connector P1-25 and P1-29.
F. Remove the jumper. Leave the wire disconnected from the starting aid switch.
Expected Result:
Results:
Not OK - The resistance is greater than 5 Ohms. There is an open in the switch wiring in the
harness.
Repair: Repair the wiring or replace the wiring. Verify that the system is operating correctly.
Replace the ether canister on the ether solenoid.
STOP
Test Step 16. Check for a Short in the Harness of the Starting Aid Switch
A. Measure the resistance between P1-25 and every terminal on ECM connector P1.
B. Measure the resistance between P1-25 and engine ground.
C. Measure the resistance between P1-29 and every terminal on ECM connector P1.
D. Measure the resistance between P1-29 and engine ground.
E. Reconnect ECM connector J1/P1. Leave the wire disconnected from the starting aid switch.
Expected Result:
The resistance measures more than 20,000 Ohms.
Results:
OK - The resistance measures more than 20,000 Ohms. Proceed to Test Step 17.
Not OK - The resistance measures less than 20,000 Ohms.
Repair: There is a short circuit or excessive resistance in the wiring between the starting aid
switch and the ECM connector J1/P1. Repair the wiring or replace the wiring. Verify that the
STOP
Test Step 17. Check the Starting Aid Switch
A. Toggle the starting aid switch.
B. Measure the resistance between terminal 1 and terminal 2 of the starting aid switch with the
starting aid switch in the ON position.
C. Release the starting aid switch.
D. Measure the resistance between terminal 1 and terminal 2 of the starting aid switch with the
starting aid switch in the OFF position.
Expected Result:
The resistance is less than 5 Ohms with the switch toggled. The resistance is greater than 20,000 Ohms
when the switch is released.
Results:
OK - The resistance is less than 5 Ohms with the switch toggled. The resistance is greater than
20,000 Ohms when the switch is released.
Repair: The switch is operating correctly but the ECM is not reading the switch correctly.
Replace the ECM. Refer to Troubleshooting, "Replacing the ECM".
STOP
Not OK - The resistance is greater than 5 Ohms when the switch is toggled. The resistance is less
than 20,000 Ohms when the switch is released.
Repair: There is a problem with the starting aid switch. Replace the starting aid switch with a
new switch. Verify that the system is operating correctly. Replace the ether canister on the ether
solenoid.
STOP
6 ."2 # -/ 7" ""/"".

1 #22, /"". 1 % 3
4 4 5 3
5 & !6 8%
89 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/##"-0"
Fuel Filter Differential Pressure Switch

SMCS - 1261-038-ZS
The fuel filter differential pressure switch signals the Electronic Control Module (ECM) when the
restriction pressure reaches a predetermined level. An excessive fuel filter differential pressure will
trigger an event that is indicated on the display module and recorded in memory.
Note: The switch connects to the digital return which is common with all of the digital sensors. If the
ECM first detected a problem with the digital sensor supply, refer to Troubleshooting, "Digital Sensor
Supply".
Typical schematic
P1 ECM connector
(P1-17) Fuel filter differential pressure switch
B. Thoroughly inspect the ECM connectors J1/P1. Inspect the connector for the fuel filter differential
pressure switch. Refer to Troubleshooting, "Inspecting Electrical Connectors" for details.
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check the Status of the Fuel Filter Differential Pressure Switch on the Caterpillar
Electronic Technician (ET)
A. Disconnect connector J106/P106.
B. Use a suitable piece of wire to short P106-1 and P106-2 together.
C. Connect Cat ET to the cab service tool connector J42. Start Cat ET.
E. Observe the status of the fuel filter differential pressure switch on Cat ET.
F. Remove the wire short.
G. Observe the status of the fuel filter differential pressure switch on Cat ET.
Expected Result:
The status of the fuel filter differential pressure switch is "NORMAL" when the short is installed. The
status of the fuel filter differential pressure switch is "HIGH" when the wire is removed.
Results:
OK - The status of the fuel filter differential pressure switch is "NORMAL" when the short is
installed. The status of the fuel filter differential pressure switch is "HIGH" when the wire is
removed. The status of the fuel filter differential pressure switch is correct.
Repair: Replace the fuel filter. If the problem is not resolved, replace the fuel filter differential
pressure switch. Verify that the fuel filter differential pressure switch solves the problem before
you permanently install the new fuel filter differential pressure switch.
STOP
Not OK - The status of the fuel filter differential pressure switch is not "NORMAL" when the
short is installed. The status of the fuel filter differential pressure switch is not "HIGH" when the
wire is removed. The status of the fuel filter differential pressure switch is not correct. There is a
problem in the harness. Proceed to Test Step 3.
B. Measure the resistance between P1-17 and every pin on ECM connector P1.
C. Measure the resistance between P1-17 and engine ground.
D. Measure the resistance between P1-29 and the engine ground.
Expected Result:
Results:
Not OK - The resistance is less than 20,000 Ohms. There is a short circuit in the wiring harness.
STOP
A. Use a wire to short P106-1 to P106-2 at the connector for the fuel filter differential pressure
switch.
Expected Result:
Results:
Not OK - The resistance is greater than 5 Ohms. There is excessive resistance or an open circuit
in the wiring harness.
STOP
Test Step 5. Short the Fuel Filter Differential Pressure Switch at the ECM
A. Remove the wires P1-17 and P1-29 from ECM connector P1.
B. Insert a jumper wire with socket terminals on both ends at P1-17 and P1-29.
C. Reconnect the connector.
Note: Additional diagnostic codes will be generated because the digital return will no longer be
connected to other sensors and switches. Ignore the codes and clear the codes upon completing
this test.
E. Observe the status of the fuel filter differential pressure switch on Cat ET.
G. Disconnect ECM connector J1/P1.
H. Remove the wire short.
I. Reconnect ECM connector J1/P1.
J. Turn the keyswitch to the ON position.
K. Observe the status of the fuel filter differential pressure switch on Cat ET.
L. Reconnect all wires and connectors.
Expected Result:
The status of the fuel filter differential pressure switch is "NORMAL" when the short is installed. The
status of the fuel filter differential pressure switch is "HIGH" when the wire is removed.
Results:
OK - The status of the fuel filter differential pressure switch is "NORMAL" when the short is
installed. The status of the fuel filter differential pressure switch is "HIGH" when the wire is
removed. The ECM is OK.
Repair: Reconnect all connectors and recheck the system. The problem may be intermittent. If the
problem is intermittent, refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Not OK - The status of the fuel filter differential pressure switch is not "NORMAL" when the
short is installed. The status of the fuel filter differential pressure switch is not "HIGH" when the
wire is removed. The ECM is not reading the input from the fuel filter differential pressure switch
correctly.
STOP
1 #00, /"". 1 % 2 5 ."0 #. #/ 8" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!" # $ % !%! & $ ' !&% %! &
"/###"#-
Ground Level Shutdown Switch

SMCS - 1901-038
Use this procedure to troubleshoot any suspect problems with the circuit for the ground level shutdown.
267-02 Incorrect Engine Shutdown Switch inputs
The ground level shutdown switch provides the ability to shut down the engine. The engine's Electronic
Control Module (ECM) remains active. The Caterpillar Electronic Technician (ET) can be used to
communicate with the ECM. The ground level shutdown switch must be returned to the RUN position
and the keyswitch must be cycled to the OFF position before the ECM will allow the engine to start.
To shut down the engine, lift the red cover guard and toggle the ground level shutdown switch to the
SHUTDOWN position. The ECM reads the position of the ground level shutdown switch. If the engine
is running, the ECM disables the fuel injection. The ECM will not allow the engine to start if the engine
is not running.
The voltage at the ECM input P1-2 of the ground level shutdown switch should be 11.5 ± 0.5 VDC with
the ground level shutdown switch in the RUN position. The voltage at the ECM input P1-8 of the
ground level shutdown switch should be less than 0.5 VDC with the ground level shutdown switch in
the RUN position.
Typical schematic
P1 ECM connector
(P1-2) Ground level shutdown (NO)
(P1-8) Ground level shutdown (NC)
with the circuit.
lb in).
Expected Result:
Results:
STOP
Test Step 2. Check the Status of the Ground Level Shutdown Switch on Cat ET
C. Operate the ground level shutdown switch. Observe the status for the ground level shutdown
switch on Cat ET.
Expected Result:
The status of the ground level shutdown switch reads "ON" with the ground level shutdown switch in
the SHUTDOWN position. The status of the ground level shutdown switch reads "OFF" when the
ground level shutdown switch is in the RUN position.
Results:
OK - The status of the ground level shutdown switch reads "ON" with the ground level shutdown
switch in the SHUTDOWN position. The status of the ground level shutdown switch reads "OFF"
when the ground level shutdown switch is in the RUN position. The ground level shutdown
switch is operating normally.
Repair: There may be an intermittent problem. If the problem is intermittent, refer to

STOP
Not OK - The status of the ground level switch does not read "ON" with the ground level
shutdown switch in the SHUTDOWN position. The status of the ground level shutdown switch
does not read "OFF" when the ground level shutdown switch is in the RUN position. The ground
level shutdown switch is not operating normally. Proceed to Test Step 3.
Test Step 3. Short the Wires together at the Ground Level Shutdown Switch
B. Record the position of the wiring on the ground level shutdown switch before removing the wires.
C. Disconnect the wires from the ground level shutdown switch.
D. Create a short circuit at the ground level shutdown switch between the wire F716-WH and the
digital return wire 998-BR. Leave the wire F715-PU open.
F. Observe the status of the ground level shutdown switch onCat ET.
H. Remove the short between the wire F716-WH and the wire 998-BR.
I. Create a short circuit at the ground level shutdown switch between the wire F715-PU and the
digital return wire 998-BR.
J. Turn the keyswitch to the ON position.
K. Observe the status of the ground level shutdown switch on Cat ET.
L. Turn the keyswitch to the OFF position.
M. Remove the wire short.
Expected Result:
The status of the ground level shutdown switch reads "OFF" when the wire F716-WH and the wire 998-
BR are shorted together. The ground level shutdown switch status reads "ON" when the wire F715-PU
and the wire 998-BR are shorted together.
Results:
OK - The status of the ground level shutdown switch reads "OFF" when the wire F716-WH and
the wire 998-BR are shorted together. The ground level shutdown switch status reads "ON" when
the wire F715-PU and the wire 998-BR are shorted together. The problem is not with the harness
and/or the ECM.
Repair: Temporarily connect a new ground level shutdown switch. Verify that the new ground
level shutdown switch solves the problem before you permanently install the new ground level
shutdown switch.
STOP
Not OK - The status of the ground level shutdown switch does not read "OFF" when the wire
F716-WH and the wire 998-BR are shorted together. The ground level shutdown switch status
does not read "ON" when the wire F715-PU and the wire 998-BR are shorted together. There is a
problem in the harness and/or the ECM. Proceed to Test Step 4.
B. Remove the ECM connector J1/P1 and disconnect the wires at the ground level shutdown switch.
C. Measure the resistance between the wire F715-PU at ECM connector P1-2 and every pin in ECM
connector P1.
D. Measure the resistance between the wire F715-PU at the ECM connector P1-2 and engine ground.
E. Measure the resistance between the wire F716-WH at the ECM connector P1-8 and every pin in
ECM connector P1.
F. Measure the resistance between the wire F716-WH at the ECM connector P1-8 and the engine
ground.
Expected Result:
The resistance is greater than 20,000 Ohms for each measurement.
Results:
OK - The resistance is greater than 20,000 Ohms for each measurement. Proceed to Test Step 5.
Not OK - The resistance is less than 20,000 Ohms for one or more of the measurements. There is
a short circuit in the harness between the ground level shutdown switch and the ECM.
STOP
A. Create a short circuit at the ground level shutdown switch between the wire F715-PU and the
B. Measure the resistance between the wire F715-PU at the ECM connector P1-2 and the digital
return wire 998-BR at the ECM connector P1-29.
C. Create a short circuit at the ground level shutdown switch between the wire F716-WH and the
D. Measure the resistance between the wire F716-WH at the ECM connector P1-8 and the wire 998-
BR at the ECM connector P1-29.
Expected Result:
Results:
OK - The resistance is less than 5 Ohms for each measurement. The resistance is within
acceptable limits. Proceed to Test Step 6.
Not OK - The resistance is greater than 5 Ohms for one or more measurements. The resistance is
not within acceptable limits. There is an open or excessive resistance in the harness.
STOP
Test Step 6. Short the Ground Level Shutdown Switch at the ECM
A. Disconnect the ECM connector J1/P1.
B. Remove the wire F715-PU at the ECM connector P1-2. Remove the wire F716-WH at the ECM
connector P1-8 and the digital return wire 998-BR from ECM connector P1-29.
C. Insert a wire with socket terminals at each end into the ECM connector P1-8 and P1-29.
D. Reconnect all the connectors.
Note: The digital return will no longer be connected to the other sensors and switches. Additional
diagnostic codes will be generated from the ECM. Clear the codes after you complete this test.
F. Observe the status of the ground level shutdown switch on Cat ET.
H. Disconnect the ECM connector J1/P1.
I. Remove the wire short.
J. Insert a wire with socket terminals at each end into the ECM connector P1-2 and P1-29.
K. Reconnect all of the connectors.
L. Turn the keyswitch to the ON position.
M. Observe the status of the ground level shutdown switch on Cat ET.
N. Turn the keyswitch to the OFF position.
O. Remove the wire short. Reconnect all wires and connectors.
Expected Result:
The status reads "OFF" when the wire short is inserted between P1-8 and P1-29. The status reads "ON"
when the wire short is inserted between P1-2 and P1-29.
Results:
OK - The status reads "OFF" when the wire short is inserted between P1-8 and P1-29. The status
reads "ON" when the wire short is inserted between P1-2 and P1-29. The status is correct on Cat
ET.

STOP
Not OK - The status does not read "OFF" when the wire short is inserted between P1-8 and P1-
29. The status does not read "ON" when the wire short is inserted between P1-2 and P1-29. The
status is incorrect on Cat ET.
STOP
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Injector Solenoids
SMCS - 1290-038-JV
Use this procedure to troubleshoot any suspect problems with the injector solenoids.
001-05 Injector Cylinder 1 open circuit
001-06 Injector Cylinder 1 short
The engine uses electronic fuel injectors that are mechanically actuated and electronically energized.
The Electronic Control Module (ECM) sends a 105 volt pulse to each injector solenoid. The pulse is
sent at the proper time and at the correct duration for a given engine load and speed. If a diagnostic is
detected in the solenoid circuit, the ECM will disable that solenoid circuit. The ECM keeps the solenoid
circuit disabled for ten revolutions of the crankshaft. The ECM then tries to fire the injector. If the
diagnostic is still present, the ECM will disable the circuit for another ten revolutions of the crankshaft.
This sequence of events will be repeated indefinitely until the problem is corrected.
The 105 volt pulse can be individually cut out to aid in troubleshooting misfire problems by using the
Caterpillar Electronic Technician (ET). The solenoid is mounted on top of the fuel injector body.
8 cylinder engine
P2 ECM connector for 8 cylinder engine
(P2-5) "Solenoid 1 and 3 return"
(P2-16) "Solenoid 1 power"
12 or 16 cylinder engine
P2 ECM connector for 12 or 16 cylinder engine
B. Thoroughly inspect the ECM connector J2/P2. Inspect the injector connectors. Refer to
with the circuit.
lb in).
Expected Result:
attachment.
Results:
Not OK - The connectors and/or wiring are not OK.
STOP
A. Connect the electronic service tool to the service tool connector.
C. Monitor the active diagnostic code screen on the electronic service tool. Check and record any
Expected Result:
A CID-FMI 1-05 to 16-05 or 1-06 to 16-06 is not active.
Results:
OK - A CID-FMI 1-05 to 16-05 or 1-06 to 16-06 is not active. Proceed to Test Step 3.
Not OK - A CID-FMI 1-05 to 16-05 or 1-06 to 16-06 is active. Proceed to Test Step 5.
Test Step 3. Perform the Cylinder Cutout Test
NOTICE
Engine power is reduced when a properly functioning cylinder is cut
out. Make sure that you will not damage auxiliary or driven equipment
if the engine power is suddenly reduced.
B. Turn the circuit breaker for the battery to the OFF position.
C. Verify that the ECM connector J2/P2 and the injector connectors J4/P4 through J19/P19 are
properly connected.
D. Start Cat ET.
E. Turn the circuit breaker for the battery to the ON position.
G. Start the engine.
H. Apply a load to the engine.
I. Use the diagnostic test on Cat ET to initiate the cylinder cutout test.
J. Check for a difference in the sound, feel, or power of the engine as each cylinder is cut out. The
amount of change should be similar for all of the good cylinders. The amount of change should be
minimal for a weak cylinder or a bad cylinder.
K. Disable the override. Repeat the above steps for each cylinder (solenoid).
Expected Result:
The amount of change is similar for all of the good cylinders. The amount of change is minimal for a
weak cylinder or a bad cylinder.
Results:
OK - There was a noticeable change in engine performance during the cylinder cutout test.
Repair: The change in engine performance indicates that each cylinder is operating correctly.
There may be an intermittent problem. If the problem is intermittent, refer to Troubleshooting,
STOP
Not OK - There was no noticeable change in engine performance during the cylinder cutout test.
Test Step 4. Check the Adjustment of the Fuel Injector and of the Engine Valve Lash Setting
C. Check the adjustment of the fuel injector and of the engine valve lash setting. Refer to Systems
Operation, "Testing and Adjusting".
Expected Result:
The engine valve lash setting is correct. The injectors are OK.
Results:
OK - The engine valve lash setting is correct. The injectors are OK.
Repair: Recheck the system for any diagnostic codes.
STOP
Not OK - The engine valve lash setting is not correct. The injectors are not OK. A problem is
found with the injector.
Repair: Adjust the engine valve lash. Refer to Systems Operation, "Testing and Adjusting".
Repair the injector. If the problem is still present, replace the injector. If the new injector has a 4
Digit code that is different from the old injector, change the code in the ECM.
STOP
Test Step 5. Check the Resistance of the Harness from the Solenoid to the ECM Connector
This engine uses high voltage to control the fuel injectors.
Disconnect electronic fuel injector enable circuit connector to prevent

personal injury.
Do not come in contact with the fuel injector terminals while the engine
is running.
C. Disconnect ECM connector J2/P2 and the injector connectors J4/P4 through J19/P19.
D. Measure the resistance at the ECM connector P2 between the power output for the individual
solenoid and the solenoid return. For the eight cylinder engine, refer to Illustration 1. For the
twelve or the sixteen cylinder engine, refer to Illustration 3.
Expected Result:
Results:
OK - The resistance was greater than 20,000 Ohms. Proceed to Test Step 6.
Not OK - The resistance was less than 20,000 Ohms.
STOP
Test Step 6. Check for a Short Circuit from the Harness to the Engine Ground
Disconnect electronic fuel injector enable circuit connector to prevent

personal injury.
is running.
A. For the 3508B, measure the resistance between the following terminals at ECM connector P2 and
the engine ground: P2-5, P2-16, P2-17, P2-26, P2-27, P2-30, P2-31, P2-32, P2-36, P2-37, P2-38
and P2-39.
B. For either the 3512B engine or the 3516B engine, measure the resistance between the following
terminals at ECM connector P2 and the engine ground: P2-4, P2-5, P2-6, P2-10, P2-11, P2-12,
P2-16, P2-17, P2-18, P2-21, P2-22, P2-26, P2-27, P2-28, P2-30, P2-31, P2-32, P2-33, P2-34, P2-
36, P2-37, P2-38, P2-39 and P2-40.
Expected Result:
Results:
STOP
A. Use a suitable piece of wire to short terminal 1 to terminal 2 at each injector connector.
B. Measure the resistance at the ECM connector P2 between the power output for the individual
solenoid and the solenoid return. For the eight cylinder engine, refer to Illustration 1. For the
twelve or the sixteen cylinder engine, refer to Illustration 3.
Expected Result:
Results:
Not OK - The resistance is greater than 5 Ohms.
Repair: There is an open wire or excessive resistance in the circuit. Repair the connectors or
wiring and/or replace the connectors or wiring.
STOP
Test Step 8. Measure the Resistance at the Valve Cover Base
Personal injury can result from high voltage.
The Electronic Control Module produces high voltage.
Make sure the Electronic Control Module is not powered and the fuel
injector solenoids are disconnected before proceeding.
C. Ensure that the ECM connector J2/P2 is disconnected. Ensure that the injector connectors J4/P4
through J19/P19 are disconnected.
D. Measure the solenoid resistance between terminal 1 and terminal 2 at the injector connectors J4
through J19.
E. Record the measured resistance for each solenoid.
Expected Result:
The resistance is between 0.5 and 1.5 Ohms.
Results:
OK - The resistance is between 0.5 and 1.5 Ohms. Proceed to Test Step 9.
Not OK - The resistance is not between 0.5 and 1.5 Ohms. Proceed to Test Step 10.
Test Step 9. Perform the Injector Solenoid Test
Note: This test will help the service technician verify that the ECM can fire the solenoids. DO NOT try
to manually crank the engine during this test. The ECM will terminate the Injector Solenoid Test.
C. Ensure that the ECM connector J2/P2 is connected. Ensure that the injector connectors J4/P4
through J19/P19 are connected.
D. Start Cat ET.
E. Turn the circuit breaker for the battery to the ON position.
G. Use the diagnostic test on Cat ET to initiate the injector solenoid test.
H. As each solenoid is energized by the ECM an audible click can be heard at the valve cover. Listen
for a click at the valve cover as each solenoid is fired. A black square will appear over the cylinder
number when the cylinder is being fired.
Expected Result:
As each solenoid is energized by the ECM, an audible click of the solenoid is heard at the valve cover.
The solenoids will be energized one at a time in the following numerical order: 1 to 16. There will be a
momentary delay between each one.
Results:
OK - The audible click is heard for each solenoid. Proceed to Test Step 3.
Not OK - The audible click is not heard for each solenoid.
Repair: Refer to Troubleshooting, "Electrical Power Supply".
STOP
Test Step 10. Check the Resistance of the Injector Solenoid
Disconnect the fuel enable circuit connector to prevent personal injury.
is running.
C. Remove the valve cover of the suspected cylinder.
D. Remove the harness yoke from the solenoid terminals.
E. Measure the resistance between the two solenoid terminals on top of the injector. Record the
resistance.
F. Measure the resistance from either solenoid terminal to the fuel injector body (metal).
G. Record the resistance.
H. Reconnect the harness yoke and install the valve cover.
Expected Result:
The resistance between the two solenoid terminals is between 0.5 and 1.5 Ohms. The resistance from
either solenoid terminal to the fuel injector body (metal) is greater than 20,000 Ohms.
Results:
OK - The resistance between the two solenoid terminals is between 0.5 and 1.5 Ohms. The
resistance from either solenoid terminal to the fuel injector body (metal) is greater than 20,000
Ohms. All resistance readings are within limits. There is a problem in the valve cover base
harness.
STOP
Not OK - The resistance between the two solenoid terminals is not between 0.5 and 1.5 Ohms.
The resistance from either solenoid terminal to the fuel injector body (metal) is not greater than
20,000 Ohms. The injector has failed.
Repair: Repair the fuel injector. If the problem is still present, replace the injector. If the new
injector has a 4 Digit code that is different from the old injector, change the code in the ECM.
STOP
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Inspecting Electrical Connectors

SMCS - 1901-038
Most electrical problems are caused by poor connections. The following procedure will assist in
detecting problems with connectors and with wiring. If a problem is found, correct the condition and
verify that the problem is resolved.
Intermittent electrical problems are sometimes resolved by disconnecting and reconnecting connectors.
It is very important to check for diagnostic codes immediately before disconnecting a connector. Also
check for diagnostic codes after reconnecting the connector. If the status of a diagnostic code is changed
due to disconnecting and reconnecting a connector, there are several possible reasons. The likely reasons
are loose terminals, improperly crimped terminals, moisture, corrosion, and inadequate mating of a
connection.
Follow these guidelines:
Always use a 1U-5804 Crimp Tool to service Deutsch HD and DT connectors. Never solder the
terminals onto the wires. Refer to "SEHS9615, Servicing Deutsch HD and DT Style Connectors".
Always use a 147-6456 Wedge Removal Tool to remove wedges from DT connectors. Never use
a screwdriver to pry a wedge from a connector.
Always use a breakout harness for a voltmeter probe or a test light. Never break the insulation of a
wire in order to access to a circuit for measurements.
If a wire is cut, always install a new terminal for the repair.
The connection of any electrical equipment and the disconnection of any
electrical equipment may cause an explosion hazard which may result

in injury or death. Do not connect any electrical equipment or
disconnect any electrical equipment in an explosive atmosphere.
Test Step 1. Check Connectors for Moisture and Corrosion
Leaky seal at the connector (typical example)
A. Inspect all wiring harnesses. Ensure that the routing of the wiring harness allows the wires to enter
the face of each connector at a perpendicular angle. Otherwise, the wire will deform the seal bore.
Refer to Illustration 1. This will create a path for the entrance of moisture. Verify that the seals for
the wires are sealing correctly.
Diagram for the installation of a connector plug (typical example)
(1) Electronic Control Module (ECM) connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug
B. Ensure that the sealing plugs are in place. If any of the plugs are missing, replace the plug. Ensure
that the plugs are inserted correctly into the connector. Refer to Illustration 2.
Seal for a three-pin connector (typical example)
Seal for ECM connector (typical example)
C. Disconnect the suspect connector and inspect the connector seal. Ensure that the seals are in good
condition. If necessary, replace the connector.
D. Thoroughly inspect the connectors for evidence of moisture entry.
Note: It is normal to see some minor seal abrasion on connector seals. Minor seal abrasion will
not allow the entry of moisture.
If moisture or corrosion is evident in the connector, the source of the moisture entry must be
found and the source of the moisture entry must be repaired. If the source of the moisture entry is
not repaired, the problem will recur. Simply drying the connector will not fix the problem. Check
the following items for the possible moisture entry path:
Missing seals
Improperly installed seals
Nicks in exposed insulation
Improperly mated connectors
Moisture can also travel to a connector through the inside of a wire. If moisture is found in a
connector, thoroughly check the connector's harness for damage. Also check other connectors that
share the harness for moisture.
Note: The ECM is a sealed unit. If moisture is found in an ECM connector, the ECM is not the
source of the moisture. Do not replace the ECM.
Expected Result:
The harness wiring, connectors, and seals are in good condition. There is no evidence of moisture in the
connectors.
Results:
OK - The harness wiring, connectors, and seals are in good condition. Proceed to Test Step 2.
Not OK - A problem has been found with the harness or the connectors.
Repair: Repair the connectors or the wiring, as required. Ensure that all of the seals are properly
in place. Ensure that the connectors have been reattached.If corrosion is evident on the pins,
sockets or the connector, use only denatured alcohol to remove the corrosion. Use a cotton swab
or a soft brush to remove the corrosion.If moisture was found in the connectors, run the engine for
several minutes and check again for moisture. If moisture reappears, the moisture is wicking into
the connector. Even if the moisture entry path is repaired, it may be necessary to replace the
wires.Verify that the repair eliminates the problem.
STOP
Test Step 2. Check the Wires for Damage to the Insulation
A. Carefully inspect each wire for signs of abrasion, of nicks, and of cuts.
Inspect the wires for the following conditions:
Exposed insulation
Rubbing of a wire against the engine
Rubbing of a wire against a sharp point
B. Check all of the wiring harness fasteners in order to verify that the harness is properly secured.
Also check all of the fasteners in order to verify that the harness is not compressed. Pull back the
harness sleeves in order to check for a flattened portion of wire. A fastener that has been
overtightened flattens the harness. This damages the wires that are inside the harness.
Expected Result:
The wires are free of abrasion, of nicks, and of cuts and the harness is properly clamped.
Results:
OK - The harness is OK. Proceed to Test Step 3.
Not OK - There is damage to the harness.
Repair: Repair the wires or replace the wires, as required. Verify that the repair eliminates the
problem.
STOP
Test Step 3. Inspect the Connector Terminals
A. Visually inspect each terminal in the connector. Verify that the terminals are not damaged. Verify
that the terminals are properly aligned in the connector and verify that the terminals are properly
located in the connector.
Expected Result:
The terminals are properly aligned and the terminals appear undamaged.
Results:
OK - The terminals are OK. Proceed to Test Step 4.
Not OK - The terminals of the connector are damaged.
Repair: Repair the terminals and/or replace the terminals, as required.Verify that the repair
STOP
Test Step 4. Perform a Pull Test on Each Wire Terminal Connection
Receptacle lock wedge (typical example)
A. Ensure that the locking wedge for the connector is installed properly. Terminals cannot be
retained inside the connector if the locking wedge is not installed properly.
B. Perform the 45 N (10 lb) pull test on each wire. Each terminal and each connector should easily
withstand 45 N (10 lb) of tension and each wire should remain in the connector body. This test
checks whether the wire was properly crimped in the terminal and whether the terminal was
properly inserted into the connector.
Expected Result:
Each terminal and each connector easily withstands 45 N (10 lb) of pull and each wire remains in the
connector body.
Results:
OK - All terminals pass the pull test. Proceed to Test Step 5.
Not OK - A wire has been pulled from a terminal or a terminal has been pulled from the
connector.
Repair: Use the 1U-5804 Crimp Tool to replace the terminal. Replace damaged connectors, as
required. Verify that the repair eliminates the problem.
STOP
Test Step 5. Check Individual Pin Retention into the Socket
Diagram for testing pin retention (typical example)
A. Verify that the sockets provide good retention for the pins. Insert a new pin into each socket one at
a time in order to check for a good grip on the pin by the socket.
Expected Result:
The sockets provide good retention for the new pin.
Results:
OK - The terminals are OK. Proceed to Test Step 6.
Not OK - Terminals are damaged.
Repair: Use the 1U-5804 Crimp Tool to replace the damaged terminals. Verify that the repair
STOP
Test Step 6. Check the Locking Mechanism of the Connectors
A. Ensure that the connectors lock properly. After locking the connectors, ensure that the two halves
cannot be pulled apart.
B. Verify that the latch tab of the connector is properly latched. Also verify that the latch tab of the
connector returns to the locked position.
Expected Result:
The connector will securely lock. The connector and the locking mechanism are without cracks or
breaks.
Results:
OK - The connectors are in good repair. Proceed to Test Step 7.
Not OK - The connector's locking mechanism is damaged or missing.
Repair: Repair the connector or replace the connector, as required. Verify that the repair
STOP
Test Step 7. Check the Allen Head Screws on the Connectors
Visually inspect the allen head screws for the ECM connectors. Ensure that the threads on each allen
head screw are not damaged.
A. Connect the ECM connectors.
Allen head screw for the 120 pin ECM connector (typical example)
a. Torque the allen head bolt for the 120 pin ECM connector to 7.0 ± 0.5 N·m (60 ± 4 lb in).
b. Torque the allen head screw for the 70 pin ECM connector to 6.0 + 1.5 - 0.5 N·m (55 + 13 -
4 lb in).
c. Torque the allen head screw for the 40 pin ECM connector to 2.25 ± 0.25 N·m (20 ± 2 lb
in).
Allen head screw for the 40 pin customer connector and the 70 pin customer connector (typical example)
B. Connect the customer connector.
Torque the allen head screw for the 40 pin customer connector and the 70 pin customer connector
to 2.25 ± 0.25 N·m (20 ± 2 lb in).
Expected Result:
The ECM connector is secure and the allen head screws are properly torqued.
Results:
OK - The ECM connectors and the customer connector is properly connected. Proceed to Test
Step 8.
Not OK - The allen head screws for the ECM connector or the customer connector is damaged.
Repair: Repair the connector or replace the connector, as required. Verify that the repair
STOP
Test Step 8. Perform the "Wiggle Test" on Caterpillar Electronic Technician (ET)
A. Select the "Wiggle Test" from the diagnostic tests on Cat ET.
B. Choose the appropriate group of parameters to monitor.
C. Press the "Start" button. Wiggle the wiring harness in order to reproduce intermittent problems.
If an intermittent problem exists, the status will be highlighted and an audible beep will be heard.
Expected Result:
No intermittent problems were indicated during the "Wiggle Test".
Results:
OK - No intermittent problems were found. The harness and connectors appear to be OK. If you
were sent from another procedure, return to the procedure and continue testing. If this test has
resolved the problem, return the engine to service.STOP
Not OK - At least one intermittent problem was indicated.
Repair: Repair the harness or the connector. Verify that the repair eliminates the problem.
STOP
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"/###-01
Prelubrication System
SMCS - 1319-038
S/N - 2GR1-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - 8BR1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - FKR1-UP
Use this procedure to troubleshoot any suspect problems with the prelubrication system.
338-05 Pre-Lube Relay open circuit
338-06 Pre-Lube Relay short to ground
The Electronic Control Module (ECM) has the ability to automatically lubricate the engine before
cranking. This may increase the life of certain engine parts by lubricating the parts before the starting
motor is engaged.
The prelubrication system is activated when the keyswitch is turned to the START position. The system
prevents the starting motor from engaging while the pump builds pressure in the engine oil system.
When adequate pressure is established, the pump shuts off. After a short pause, the starting motor is
allowed to engage. The keyswitch must be left in the START position for the duration of the prelube
cycle in order to start the engine.
The prelubrication system will not activate if the engine is warm or if the engine has recently shut down.
Typical schematic
P1 ECM connector
(P1-34) Prelubrication relay
with the circuit.
lb in).
Expected Result:
attachment.
Results:
Not OK - The connectors and/or wiring need repair.
STOP
codes.
Expected Result:
No diagnostic codes are active.
Results:
Repair: The problem may have been solved during the preceding inspection of the harness and
connectors. The problem may be intermittent. If the problem is intermittent, refer to
STOP
Not OK - A 338-05 diagnostic code or a 338-06 diagnostic code is active. Proceed to Test Step 3.
Test Step 3. Check for Voltage at the Prelubrication Motor
B. Connect the Caterpillar Electronic Technician (ET) to the cab service tool connector J42. Start Cat
ET.
C. Connect a voltmeter between the positive terminal of the prelubrication motor and ground.
E. Access the override for the prelubrication system.
F. Enable the override for the prelubrication system.
G. Measure the voltage between the positive terminal of the prelubrication motor and ground.
H. Disable the override for the prelubrication system.
J. Replace all wires to the original configuration.
Expected Result:
Results:
Test Step 4. Check the Operation of the Prelubrication Motor
B. Connect one side of a suitable piece of 10 AWG wire to the +Battery terminal.
C. For one second, connect the other end of the wire to the positive terminal of the prelubrication
motor.
Expected Result:
The prelubrication motor starts while the wire is connected to the positive terminal of the prelubrication
motor.
Results:
OK - The prelubrication motor starts. There is a problem in the wiring harness at the
prelubrication motor.
STOP
Not OK - The prelubrication motor did not start.
Repair: Verify that the wire to ground at the prelubrication relay has continuity to ground. If the
wire to ground is OK, the problem is in the prelubrication motor. Install a new prelubrication
motor. Verify that the problem is no longer present.
STOP
Test Step 5. Check the Output Voltage from the Prelubrication Relay
A. Disconnect wire 337-WH from terminal 87 of the prelubrication relay.
B. Connect a voltmeter between terminal 87 and ground.
D. Access the override for the prelubrication system.
E. Enable the override for the prelubrication system.
F. Measure the voltage between terminal 87 and ground.
G. Disable the override of the prelubrication system.
H. Turn the keyswitch to the OFF position. The engine should be off.
I. Replace all wires to the original configuration.
Expected Result:
Results:
Test Step 6. Check the Voltage to the Coil of the Pump Relay
A. Reconnect wire 337-WH to terminal 87 of the prelubrication relay.
B. Disconnect the wire from the pump relay to the prelubrication motor.
C. Connect a voltmeter between wire 337-WH on the pump relay and ground.
E. Access the override for the prelubrication system.
F. Enable the override for the prelubrication system.
G. Measure the voltage between wire 337-WH on the pump relay and ground.
H. Disable the override of the prelubrication system.
J. Replace all wires to the original configuration.
Expected Result:
Results:
Repair: Verify that battery voltage is available to the normally open contacts of the pump relay. If
voltage is not present on the normally open contacts of the pump relay, repair the wire between
the pump relay and the +Battery.Verify that the wire from the pump relay to ground has continuity
to ground. If the wire to ground is OK and voltage is present at the normally open contacts of the
pump relay, replace the pump relay. Verify that the problem is no longer present.
STOP
Not OK - The voltage is not 24 ± 3 VDC. There is a problem in the wiring harness between the
prelubrication relay and the pump relay.
STOP
Test Step 7. Check the Voltage to the Coil of the Prelubrication Relay
A. Disconnect wire F709-BU from terminal 86 of the prelubrication relay.
B. Connect a voltmeter between wire F709-BU from terminal 86 of the prelubrication relay and
ground.
D. Access the override for the prelubrication system.
E. Enable the override for the prelubrication system.
F. Measure the voltage between wire F709-BU from terminal 86 of the prelubrication relay and
ground.
G. Disable the override of the prelubrication system.
I. Replace all wires to the original configuration.
Expected Result:
Results:
Test Step 8. Check the Voltage to the Contacts of the Prelubrication Relay
A. Connect a voltmeter between wire 140-BU on terminal 30 of the prelubrication relay and ground.
C. Measure the voltage between wire 140-YL on terminal 30 of the prelubrication relay and ground.
Expected Result:
Results:
Repair: Verify that wire 998-BR has continuity to ECM connector P1-29. If wire 998-BR is OK
and voltage is present on terminal 30 of the prelubrication relay, install a new prelubrication relay.
Verify that the problem is no longer present.
STOP
Not OK - The voltage is not 24 ± 3 VDC. There is a problem with the wiring harness between the
prelubrication relay and the battery.
Repair: Verify that the circuit breakers are not tripped. Check the operation of the main power
relay. Repair the connectors or wiring and/or replace the connectors or wiring.
STOP
B. Disconnect ECM connector P1/J1.
C. Remove the wires F709-BU and 998-BR from the ECM connector P1.
D. Install jumper wires with suitable ends into P1-34 and P1-29.
E. Reconnect the ECM connector P1/J1.
G. Access the override for the prelubrication system.
H. Enable the override for the prelubrication system.
I. Measure the voltage between P1-34 and P1-29.
J. Disable the override of the prelubrication system.
K. Turn the keyswitch to the OFF position.
L. Remove all jumpers and replace all wires.
Expected Result:
Results:
OK - The voltage is 24 ± 3 VDC. There is an open circuit or excessive resistance in the wiring
harness between the ECM and the prelubrication relay.
STOP
Not OK - The voltage was less than 24 ± 3 VDC.
STOP
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SMCS - 1913-038
Use this procedure to troubleshoot any suspect problems with the throttle position sensor.
091-08 Throttle Position signal abnormal
The +8 V digital supply for the throttle position sensor is routed from the Electronic Control Module
(ECM) to terminal A of the connector for the throttle position sensor. The digital return is routed from
the ECM to terminal B of connector for the throttle position sensor. The signal from the throttle position
sensor is routed from terminal C of the connector for throttle position sensor to the ECM.
The throttle position sensor provides a pulse width modulated signal. The signal varies with the throttle
position. The signal is expressed as a percentage between 0 and 100 percent. The pedal mounted throttle
position sensor will produce a minimum duty cycle when the pedal is released. The pedal mounted
throttle position sensor will produce a maximum duty cycle when the pedal is fully depressed.
Some trucks have been equipped with a new cab and new software. If the throttle position sensor duty
cycle is not correct, check the parameter for the "Selectable Throttle". The default value for "Selectable
Throttle" is "10 percent to 90 percent Throttle" for trucks with the new cab and new software. If the
truck has an old cab but new software, the parameter for "Selectable Throttle" must be set to "10 percent
to 50 percent Throttle" in order for the throttle position sensor duty cycle to be correct. In order to set the
parameter for the "Selectable Throttle", connect Caterpillar Electronic Technician (ET). Access the
"Service" menu and select the "Configuration" screen. Select "Selectable Throttle" from the list. Click
on the "Change" button in order to change the parameter.
Note: If the "Selectable Throttle" parameter is incorrect for the old cab, the maximum engine speed will
be limited. If the "Selectable Throttle" parameter is incorrect for the new cab, the throttle pedal will
reach full throttle with little pedal movement.
Note: The 777D defaults to the original throttle.
Typical schematic
P1 ECM connector
(P1-14) Throttle backup switch
P2 ECM connector
(P2-24) Throttle position
B. Thoroughly inspect the connectors J1/P1 and J2/P2 for the ECM. Inspect all of the other
connectors. Refer to Troubleshooting, "Inspecting Electrical Connectors" for details.
with the circuit.
lb in).
Expected Result:
attachment.
Results:
OK - The connectors and wiring are okay. Proceed to Test Step 2.
STOP
codes.
Expected Result:
No diagnostic codes are active.
Results:
Repair: The problem may have been solved during the preceding inspection of the harness and
connectors. The problem may be intermittent. If the problem is intermittent, refer to
STOP
Test Step 3. Inspect the Throttle Assembly
Inspect the throttle assembly for damaged components.
Expected Result:
The throttle assembly should operate smoothly without excessive drag. The throttle assembly should
return to the low idle position without assistance in less than one second.
Results:
OK - The throttle assembly is operating correctly. Proceed to Test Step 4.
Not OK - The throttle assembly is not operating correctly.
Repair: Repair the throttle assembly or replace the throttle assembly. The throttle assembly
should operate smoothly without excessive drag. The throttle assembly should return to the low
idle position without assistance in less than one second.
STOP
Test Step 4. Check the Throttle Position with Cat ET
B. Turn the circuit breaker for the battery to the ON position.
D. Observe the throttle position reading on Cat ET.
E. Depress the throttle and release the throttle.
Expected Result:
The throttle position reads 0 percent when the throttle pedal is released. The throttle position increases to
100 percent when the throttle pedal is fully depressed.
Results:
OK - The throttle position reads 0 percent when the throttle pedal is released. The throttle position
increases to 100 percent when the throttle pedal is fully depressed. The throttle position sensor is
okay.
STOP
Not OK - The throttle position does not read 0 percent when the throttle pedal is released. The
throttle position does not increase to 100 percent when the throttle pedal is fully depressed. The
ECM is not receiving a correct signal from the sensor. There may be a problem in the harness.
Test Step 5. Check the Sensor Supply Voltage at the Throttle Position Sensor Connector
B. Disconnect the connector for the throttle position sensor J35/P35.
Note: If you remove the sensor common from a sensor, an open circuit diagnostic code will be
generated for that sensor. Troubleshoot the original code. Delete the logged diagnostic code when
you are finished.
D. Measure the sensor supply voltage at the connector between P35-A and P35-B.
Expected Result:
Results:
OK - The voltage is 8.0 ± 0.4 VDC. The supply voltage is reaching the sensor. Proceed to Test
Step 6.
Not OK - The voltage is not 8.0 ± 0.4 VDC. The supply voltage is not reaching the sensor.
Test Step 6. Check the Signal Frequency and the Duty Cycle at the Throttle Position Sensor
Connector
B. Remove wire F702-GN from P35-C at the sensor connector.
D. Measure the frequency and the duty cycle between wire F702-GN and P35-B.
Note: Set the multimeter to "VDC". Press the "Hz" button twice so that the % symbol is
displayed.
E. Depress the throttle and release the throttle.
F. Turn the keyswitch to the OFF position. The engine should be off.
G. Reconnect all connectors and wires.
Expected Result:
The frequency is between 150 and 1000 Hz.
The duty cycle is between 10 and 22 percent when the throttle is released. The duty cycle should be
between 75 and 90 percent when the throttle is fully depressed.
Results:
OK - A valid frequency and a valid duty cycle appear at the sensor connector. Proceed to Test
Step 7.
Not OK - A valid frequency and a valid duty cycle does not appear at the sensor connector.
Repair: Replace the throttle position sensor. Verify that the new sensor is operating correctly.
STOP
Test Step 7. Check the Signal Frequency and the Duty Cycle at the ECM
A. Remove wire F702-GN from P2-24 at the ECM connector P2.
C. Measure the frequency and the duty cycle between wire F702-GN and P1-29 of ECM connector
J1/P1.
Note: Set the multimeter to "VDC". Press the "Hz" button twice so that the % symbol is
displayed.
D. Depress the throttle and release the throttle.
E. Turn the keyswitch to the OFF position. The engine should be off.
F. Reconnect all connectors and wires.
Expected Result:
The frequency is between 150 and 1000 Hz.
The duty cycle is between 10 and 22 percent when the throttle is released. The duty cycle is between 75
and 90 percent when the throttle is fully depressed.
Results:
OK - A valid frequency and a valid duty cycle appear at the sensor connector. The correct
frequency and duty cycle signal are present at the ECM. Proceed to Test Step 8.
Not OK - A valid frequency and a valid duty cycle does not appear at the sensor connector.
Repair: There is a problem in the wiring and/or connectors between the ECM and the throttle
position sensor. Repair the connectors or wiring and/or replace the connectors or wiring.
STOP
Test Step 8. Check the Throttle Position on Cat ET
B. Observe the throttle position on Cat ET.
C. Depress the throttle and release the throttle.
D. Turn the keyswitch to the OFF position.
Expected Result:
The throttle position reads 0 percent when the throttle pedal is released. The throttle position increases to
100 percent when the throttle pedal is fully depressed.
Note: The throttle position on Cat ET will NOT match the percent duty cycle on the multimeter.
Results:
OK - The throttle position reads 0 percent when the throttle pedal is released. The throttle position
increases to 100 percent when the throttle pedal is fully depressed. The throttle position sensor is
okay. There is an intermittent problem in the wiring and/or connectors between the ECM and the
throttle position sensor.
Repair: If the problem is intermittent, refer to Troubleshooting, "Inspecting Electrical

Connectors".
STOP
Not OK - The throttle position does not read 0 percent when the throttle pedal is released. The
throttle position does not increase to 100 percent when the throttle pedal is fully depressed.
Repair: The ECM is not reading the throttle position sensor signal correctly. Replace the ECM.
Refer to Troubleshooting, "Replacing the ECM.".
STOP
Test Step 9. Check the Sensor Supply Voltage at the ECM
A. Remove wire F700-OR from P1-35 at the ECM connector P1.
C. Measure the sensor supply voltage between wire F700-OR and P1-29.
D. Turn the keyswitch to the OFF position.
E. Reconnect all connectors and wires.
Expected Result:
Results:
OK - The voltage is 8.0 ± 0.4 VDC. There is an open circuit or excessive resistance in the harness
between the ECM and the connector for the throttle position sensor.
STOP
Not OK - The voltage is not 8.0 ± 0.4 VDC.
Repair: Refer to Troubleshooting, "Electrical Power Supply".
STOP
0 #11, /"". 0 % 2 5 ."1 #1 -, 8" ""/"".

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User Defined Shutdown Input

SMCS - 1901-038
Use this procedure to troubleshoot any suspect problems with the user defined shutdown input.
The user defined shutdown can be connected to a device in the electrical system that would shut down
the engine for any reason. When the signal is grounded, an event code is logged in memory and the
injection signals from the Electronic Control Module (ECM) stop.
The input must be pulled below 0.5 VDC for one second before the ECM will recognize the shutdown
signal.
Typical schematic
P1 ECM Connector
(P1-19) User defined shutdown
with the circuit.
lb in).
Expected Result:
attachment.
Results:
Repair: Repair the connectors and/or wiring or replace the connectors or wiring.
STOP
Test Step 2. Check the Status of the User Defined Shutdown on the Caterpillar Electronic
Technician (ET)
A. Ensure that the user defined shutdown switch is in the OFF position.
B. Connect Cat ET to the cab service tool connector J42. Start Cat ET.
C. Engage the parking brake.
E. Observe the status for the user defined shutdown on Cat ET.
Expected Result:
The status reads "OFF".
Results:
OK - The status reads "OFF". The status is correct. Proceed to Test Step 3.
Not OK - The status does not read "OFF". The status is incorrect. Proceed to Test Step 4.
Test Step 3. Create a Short at the Connector for the User Defined Shutdown
A. Use a jumper wire with a socket terminal at one end to short wire F721-GY to the chassis ground.
Create the short at the connector for the user defined shutdown.
Expected Result:
Cat ET indicates "User Shutdown ON" when the wire F721-GY is shorted to chassis ground.
Results:
OK - Cat ET indicates "User Shutdown ON" when the wire F721-GY is shorted to chassis
ground. Cat ET indicates the correct status. The shutdown feature is working properly.

STOP
Not OK - Cat ET does not indicate "User Shutdown ON" when the wire F721-GY is shorted to
chassis ground. Cat ET does not show the correct status. Proceed to Test Step 5.
Test Step 4. Check the Harness for a Short Circuit
B. Disconnect ECM connector J1/P1.
C. Measure the resistance at the ECM connector between P1-19 and every pin in ECM connector P1.
D. Measure the resistance at the ECM connector between P1-19 and the engine ground.
Expected Result:
Results:
Not OK - The resistance is less than 20,000 Ohms. There is a short circuit in the harness or a user
defined device is activating the shutdown feature.
STOP
Test Step 5. Check the Harness for an Open Circuit
B. Use a wire with a socket terminal at one end. Short wire F721-GY to the chassis ground at the
connector for the user defined shutdown.
C. Disconnect the ECM connector J1/P1.
D. Measure the resistance at the ECM connector between P1-19 and engine ground.
Expected Result:
Results:
OK - The resistance is less than 5 Ohms. The resistance is within acceptable limits. Proceed to
Test Step 6.
Not OK - The resistance is greater than 5 Ohms. There is an open circuit in the harness.
STOP
Test Step 6. Short the Wire at the ECM
A. Remove the wire from the ECM connector at P1-19.
B. Insert a wire with a socket terminal at one end into the ECM connector at P1-19.
E. Momentarily short the jumper wire at P1-19 to the chassis ground.
G. Remove the wire short. Reconnect ECM connector J1/P1.
Expected Result:
Cat ET indicates "User Shutdown ON" with the wire short in place. Cat ET indicates "User Shutdown
OFF" when the wire short is removed.
Results:
OK - Cat ET indicates "User Shutdown ON" with the wire short in place. Cat ET indicates "User
Shutdown OFF" when the wire short is removed. Cat ET indicates the correct status. The feature
is working properly.
Repair: Repair the connectors and/or wiring or replace the connectors or wiring. There may be an
intermittent problem. If the problem is intermittent, refer to Troubleshooting, "Inspecting
STOP
Not OK - Cat ET does not indicate "User Shutdown ON" with the wire short in place. Cat ET
does not indicate "User Shutdown OFF" when the wire short is removed. Cat ET does not indicate
the correct status.
STOP
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Analog Sensor - Calibrate

SMCS - 1901-524
The Electronic Control Module (ECM) attempts to perform an automatic calibration of all pressure
sensors whenever the ECM is powered and the engine has been off for at least ten seconds. Cranking the
engine during the first ten seconds causes the ECM to abort the calibration attempt.
During an automatic pressure sensor calibration, the ECM checks all pressure sensors against an
acceptable range. If any pressure sensor reading is outside the acceptable range, the previous calibration
value is used. The ECM then calibrates all pressure sensors against the atmospheric pressure sensor.
A pressure sensor calibration will not be successful if there are active sensor diagnostic codes with an
FMI of 03 and/or 04. A pressure sensor calibration will not be successful if one of the following
conditions exist:
The pressure reading is outside of an acceptable range.
The pressure reading varies significantly during calibration.
Test Step 1. Check for "ACTIVE" Diagnostic Codes.
A. Disconnect the main power.
B. Start the Caterpillar Electronic Technician (ET).
C. Connect the main power.
D. Check for active diagnostics.
Expected Result:
There are no active diagnostics.
Results:
OK - There are no active diagnostics. Proceed to Test Step 2.
Not OK - A pressure sensor with an active diagnostic code cannot be calibrated.
Repair: Perform the appropriate troubleshooting procedure.
STOP
Test Step 2. Perform a Calibration of the Sensors.
A. Select "Calibrations" from the "Service" menu on Cat ET. Select the "Pressure Sensor
Calibration" from the "Calibrations" menu. The ECM will perform a pressure sensor calibration
when this screen is entered.
Expected Result:
Cat ET indicates that the calibration was completed.
Results:
OK - Cat ET indicates that the calibration was completed.
Repair: Reset the system and check for active diagnostic codes.
STOP
Not OK - All pressure sensors could not be calibrated. Proceed to Test Step 3.
Test Step 3. Determine the Cause of Failed Calibration
A. Check if any pressure sensors have an active diagnostic code. A pressure sensor calibration will
not be successful if there are active diagnostic codes with an FMI of 03 and/or 04.
B. Verify that the correct sensor has been installed.
C. Check the display status screen on Cat ET for the pressure sensor reading.
D. The atmospheric pressure must be greater than 111 kPa (16 psi) for a successful calibration.
Expected Result:
The ECM reads crankcase pressure as 8 kPa (1.0 psi) from the atmospheric pressure reading. The ECM
reads turbocharger compressor inlet pressure as 8 kPa (1.5) from the atmospheric pressure reading. The
ECM reads oil pressure as ± 27 kPa (4 psi) from the atmospheric pressure. The ECM reads turbocharger
compressor outlet pressure as 15 kPa (2.5 psi) from the atmospheric pressure. The atmospheric pressure
reading is steady. The reading is ± 5 kPa (0.5 psi) from the actual atmospheric pressure in your area.
Results:
OK - Repeat calibration of the sensors.
Repair: Repeat the calibration. Verify that no active diagnostic codes are present.
STOP
Not OK - There is a problem with the wiring harness and/or the sensor. Inspect the components
for damage, for corrosion or for abrasion. Repair the components and/or replace the components.
Repair: Perform the appropriate troubleshooting procedure.
STOP
1 #22, /"". 1 % 3 6 ."2 /" ," 9" ""/"".

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Engine Speed/Timing Sensor - Calibrate

SMCS - 1912-524
261-13 Engine Timing calibration required
The engine speed/timing sensor provides information to the engine's Electronic Control Module (ECM).
The sensor generates a pulse signal. A loss of the engine speed/timing signal causes the ECM to stop
sending power to the fuel injectors.
The ECM provides the engine speed/timing sensor with 12 ± 0.5 VDC. A unique tooth on the timing
reference gear generates a unique duty cycle. The signal provides the ECM with information on the
engine position.
The ECM has the ability to calibrate the mechanical differences between the Top Center (TC) of the
flywheel and the TC of the timing gear on the left rear camshaft gear. A magnetic transducer signals the
TC of the flywheel to the ECM when the TC hole on the flywheel passes beneath the transducer. The
engine speed/timing sensor signals the TC of the timing gear to the ECM. Any offset between the TC of
the flywheel and the TC of the timing gear is stored into memory.
Calibration of the timing is required only after the following circumstances:
The ECM has been replaced.
The engine speed/timing sensor has been replaced.
The timing gear and/or the rear gear train have been adjusted.
The timing gear and/or the rear gear train have been replaced.
Note: The "261-13 Engine Timing calibration required" diagnostic code is generated only for an ECM
that has never performed a timing calibration.
Typical schematic
P1 ECM connector
(P1-12) Timing calibration −
(P1-18) Timing calibration +
(P1-32) +V timing
(P1-38) Engine speed/timing signal
Test Step 1. Check for an "ACTIVE" Diagnostic Code
A. Remove the timing calibration plug from the flywheel housing.
B. Examine the flywheel through the timing calibration hole. Ensure that the probe is not inserted
into the timing pin hole. If necessary, turn the engine.
C. Install the 6V-3093 Transducer Adapter into the hole for the timing calibration at the flywheel.
D. Insert the 6V-2197 Transducer through the 6V-3093 Transducer Adapter. Insert the transducer
until contact is made with the surface of the flywheel. Move the transducer 0.9 mm (0.04 inch)
away from the flywheel.
NOTICE
Do not install the timing calibration probe over the timing pin hole at
the flywheel or damage will result.
E. Tighten the nut on the 6V-3093 Transducer Adapter .
F. Connect the 7X-1695 Cable As from the engine timing calibration probe to the connector P26.
G. Connect the Caterpillar Electronic Technician (ET) to the cab service tool connector J42. Start Cat
ET.
H. Start the engine. Allow the engine to exit cold mode operation.
Expected Result:
Only a CID-FMI 261-13 is active.
Results:
OK - Only a CID-FMI 261-13 is active. Proceed to Test Step 2.
Not OK - A CID-FMI 261-13 is not active.
Repair: Repair any active diagnostic codes.
STOP
Test Step 2. Calibrate the Engine Speed/Timing Sensor
A. Select "Service" from the main menu on Cat ET. Select "Calibrations" from the "Service" menu.
Select "Timing Calibration".
B. Press the "Continue" button on Cat ET. Wait until Cat ET indicates that the ECM has calculated
the timing reference.
Note: The engine speed will be set to 800 rpm by the ECM during the calibration.
Note: If Cat ET reads "CALIBRATION UNSUCCESSFUL", the electronic injection timing has
not been set.
Expected Result:
The timing calibrates.
Results:
OK - The timing calibration was successful.
Repair: Disconnect the timing calibration probe before you exit the "Timing Calibration" screen
on Cat ET. Reset the system and check for any diagnostic codes.
STOP
Not OK - The timing did not calibrate.
Repair: Verify that the engine speed was stable during the testing (± 50 rpm). If the engine speed
was unstable or the engine speed could not be controlled within ± 50 rpm because of mechanical
factors or electrical factors, refer to Troubleshooting, "Engine Misfires, Runs Rough or Is
Unstable".If all of the problems have been corrected but the timing can not be calibrated, check
the cable of the 6V-2197 Transducer and check the 6V-2197 Transducer in order to verify that the
transducer is not bent. Verify that the transducer is installed correctly before restarting this
procedure.
STOP
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Torque Converter Housing

SMCS - 3105
(1) Lubricate the bore lightly with the lubricant that is being sealed.
(2) 4B-7033 Spring

Test force ... 65 ± 5 N (14.6 ± 1.2 lb)
(3) Torque for 6T-1740 Orifice ... 68 ± 7 N·m (50.2 ± 5.2 lb ft)
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Torque Converter
SMCS - 3101
(3) Torque for 6 bolts ... 30 ± 5 N·m (22 ± 3.7 lb ft)
(5) Lubricate the sealing lip lightly with the lubricant that is being sealed.
(7) Torque for the 3 bolts ... 120 ± 15 N·m (90 ± 10 lb ft)
(9) 1T-1257 Spring
Quantity ... 2
Test force ... 30.74 ± 1.96 N (6.911 ± 0.441 lb)
Note: Always install new springs (9) in the one-way clutch. The stator should turn freely in a clockwise
direction as viewed from the input end (engine side).
(11) Lockup clutch
Thickness of one new 1T-1897 Plate ... 3.43 ± 0.05 mm (.135 ± .002 inch)
Thickness of one new 8E-8328 Friction Disc ... 4.83 ± 0.08 mm (.190 ± .003 inch)
(15) The installation depth of the seal should be flush within 0.25 mm (0.010 inch).
Note: Apply 5P-3413 Pipe Sealant to the carrier prior to installing the seal.
Table 1
Components Clearance Across the Running (1)

Diameter
(A) Stator and New
Turbine 0.81 ± 0.10 mm (0.032 ± 0.004 0.40 ± 0.05 mm (0.016 ± 0.002
inch) inch)
Max
wear 1.82 mm (0.072 inch) 0.81 ± 0.10 mm (0.032 ± 0.004
inch)
(B) Stator and New
Impeller 0.81 ± 0.10 mm (0.032 ± 0.004 0.40 ± 0.05 mm (0.016 ± 0.002
inch) inch)
Max
wear 1.82 mm (0.072 inch) 0.81 ± 0.10 mm (0.032 ± 0.004
inch)
(1) One half of the clearance across the diameter
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Oil Filter (Torque Converter Charging)

SMCS - 5068-VC
Pressure difference that will cause the bypass valve to open ... 138 kPa (20 psi)
(1) Torque of bolt ... 81 ± 7 N·m (60 ± 5 lb ft)
(3) 6P-3860 Spring for the filter element

Test force ... 467 ± 37 N (105 ± 8 lb)
(4) 5J-2926 Spring for the bypass valve

Test force ... 60.6 ± 4.3 N (13.62 ± 0.97 lb)
0 #//, 1"". 0 % 2 #- #. 1# 8" ""1"".

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Lockup Clutch and Solenoid Valve (Torque Converter)

SMCS - 3124
(1) Refer to this Power Train Specifications, "Solenoid Valve (Torque Converter Lockup Clutch)".
(2) Torque for nut ... 50 ± 5 N·m (37 ± 4 lb ft)
(3) Torque for two plugs ... 70 ± 7 N·m (50 ± 5 lb ft)
(4) Torque for seven plugs ... 5.5 ± 1.5 N·m (50 ± 13 lb in)
Section A-A
(5) Torque for plug ... 30 ± 3 N·m (22 ± 2 lb ft)
(7) 8E-6144 Spring

Test force ... 141 ± 9 N (32 ± 2 lb)

Color code ... white stripe and red stripe
(8) 6Y-7267 Spring
Length under test force ... 65 mm (2.6 inch)

Test force ... 55.28 ± 2.76 N (12.428 ± 0.621 lb)
Color code ... red stripe
(9) Shim Pack
Thickness of one 8J-4452 Shim ... 0.12 mm (0.005 inch)

One 8J-4452 Shim will change the pressure approximately. ... 12 kPa (1.8 psi)
Thickness of one 2S-0675 Spacer ... 0.4 mm (0.02 inch)
One 2S-0675 Spacer will change the pressure approximately. ... 39 kPa (5.7 psi)
One 9J-1330 Shim will change the pressure approximately. ... 76 kPa (11 psi)
(10) Torque for bolt ... 30 ± 4 N·m (22 ± 3 lb ft)
(11) 9P-0683 Spring

Test force ... 35.6 ± 2.8 N (8.00 ± 0.63 lb)
(12) 4M-2381 Spring
Quantity ... 2
Test force ... 2.30 ± 0.18 N (0.517 ± 0.041 lb)
(13) 9D-7884 Spring

Test force ... 161.5 N (36.31 lb)
Color code ... white stripe
(14) 8P-9739 Orifice
Orifice thickness ... 6.60 mm (0.260 inch)
Section B-B
(16) Shim Pack

(17) 9W-7410 Spring
First Test
Length under initial test force ... 79.5 mm (3.13 inch)
Test force ... 78.3 ± 3.9 N (17.60 ± 0.88 lb)
Second Test
Length under additional test force ... 63.0 mm (2.48 inch)
Test force ... 159 ± 5 N (35.7 ± 1.1 lb)

Color code ... three light blue stripes
(18) Torque for two bolts ... 30 ± 7 N·m (22 ± 5 lb ft)
1 #//, 2"". 1 % 3 #- #. ,/ 9" ""2"".

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Solenoid Valve (Torque Converter Lockup Clutch)

SMCS - 3124
Coil
Nominal voltage ... 24 VDC

Current at 25° ± 5°C (77° ± 9°F) ... 0.75 Ampere
Resistance at 25° ± 5°C (77° ± 9°F) ... 32.6 ± 1.6 ohms
(1) Torque for nut ... 9.0 ± 0.5 N·m (80 ± 4 lb in)
(2) Final installation torque ... 50 ± 5 N·m (37 ± 4 lb ft)
2 #33, 1"". 2 % 4 #- #. -/ :" ""1"".

5 5 6 4
6 & !7 8% 89 5 54
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Temperature Sensor (Torque Converter Oil and Brake Oil)

SMCS - 1408-NS
1 #//, 0"". 1 % 2 #- #/ #8 9" ""0"".

3 3 4 2
4 & !5 6% 67 3 32
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Gear Pump (Torque Converter Charging, Scavenge, and Parking

Brake Release)
SMCS - 5073
Rotation of the pump is counterclockwise when the pump is viewed from the drive end.
Lubricate the pump with oil before you operate the pump.
Bench test requirements: SAE 10W oil must be stabilized at 53 ± 3 °C (125 ± 5 °F) before the test is
performed.
(1) Torque converter scavenge section

Test pressure ... 345 kPa (50 psi)
Test speed of pump ... 900 rpm
(2) Torque converter charging section

(3) Parking brake release section

(4) Torque for the locknut on the pump drive gear ... 110 ± 13 N·m (81 ± 10 lb ft)
(K) Measurement from end of the dowel to the face of the body ... 5.0 ± 0.5 mm (0.20 ± 0.02 inch)
(L) Clearance between a new gear and a new cover ... 0.104 ± 0.013 mm (0.0041 ± 0.0005 inch)
(M) Clearance between a new gear and a new body ... 0.163 ± 0.008 mm (0.0064 ± 0.0003 inch)
(N) Clearance between a new gear and a new cover ... 0.081 ± 0.003 mm (0.0032 ± 0.0001 inch)
(P) Dimensions of new shafts and of new pump bodies
Diameter of the drive shafts and diameter of the driven shafts ... 31.742 ± 0.005 mm (1.2497 ±
0.0002 inch)
Diameter of the bores in the pump body ... 31.786 ± 0.008 mm (1.2514 ± 0.0003 inch)
(R) Location of the bearing joint from the vertical centerline ... 30 ± 15 degrees
(S) Depth of bearing into body ... 1.57 ± 0.25 mm (0.062 ± 0.010 inch)
(T) Depth of two dampers (5) into body ... 7.5 ± 0.5 mm (0.30 ± 0.02 inch)
(U) Depth of bearings into body ... 1.50 ± 0.25 mm (0.059 ± 0.010 inch)
(V) Depth of four dampers (6) into body ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(W) Measurement from end of the dowel to the face of the body ... 4.8 ± 0.5 mm (0.19 ± 0.02 inch)
(X) Depth of bearings into cover ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
1 #//, 2"". 1 % 3 #- #/ ," 9" ""2"".

4 4 5 3
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Gear Pump (Transmission)

SMCS - 3108-GT; 5073-T3; 5073
Rotation of the pump is clockwise when the pump is viewed from the drive end.
Bench test requirements: SAE 10W oil must be stabilized at 52° ± 3°C (125° ± 5°F) before the test is
performed.
(1) Transmission charging section

(2) Transmission scavenge section

Test pressure ... 70 kPa (10.1528 psi)
(J) Clearance between a new gear and a new manifold ... 0.107 ± 0.003 mm (0.0042 ± 0.0001 inch)
(K) Clearance between a new gear and a new cover ... 0.168 ± 0.043 mm (0.0066 ± 0.0017 inch)
(L) Dimensions of new shafts and of new pump bodies
0.0002 inch)
(3) Lubricate the seal lightly with the lubricant that is being sealed.
(M) Location of the bearing joint from the vertical centerline ... 30 ± 15 degrees
(N) Depth of bearing into body ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(P) Measurement from end of the dowel to the face of the body ... 5.0 ± 0.5 mm (0.20 ± 0.02 inch)
(R) Depth of bearings into body ... 1.50 ± 0.25 mm (0.059 ± 0.010 inch)
(S) Depth of bearings into cover ... 1.57 ± 0.25 mm (0.062 ± 0.010 inch)
2 #//, 1"". 2 % 3 #- #/ -0 9" ""1"".

4 4 5 3
5 & !6 7% 78 4 43
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Relief Valve (Torque Converter Outlet)

SMCS - 3133
Pressure setting ... 552 ± 34 kPa (80 ± 5 psi)
Flow rate ... 132.5 ± 0.8 L/min (35.0 ± 0.2 US gpm)
Back pressure ... 276 kPa (40 psi)
(1) 5M-9548 Spring

Test force ... 4.4 ± 0.4 N (1.00 ± 0.08 lb)
(2) 5M-9624 Spacer
Thickness ... 0.25 mm (0.010 inch)

Pressure change with one spacer ... 5 kPa (0.7 psi)
5M-9623 Spacer

(3) 2P-5711 Spring

Test force ... 391 N (87.8 lb)
0 #11, 2"". 0 % 3 #- 2" "1 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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Relief Valve (Torque Converter Inlet)

SMCS - 3133-IL
(1) 5M-9548 Spring
Test force ... 4.4 ± 0.4 N (1.00 ± 0.08 lb)

(2) 5M-9624 Spacer

5M-9623 Spacer

(3) 3P-0246 Spring

Test force ... 712.0 ± 57.8 N (160.0 ± 13.0 lb)
1 #22, /"". 1 % 3 #- /" /2 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
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Relief Valve (Transmission Oil Cooler Inlet)

SMCS - 1375; 5117
(1) 1S-1643 Spring

Test force ... 43.7 ± 3.1 N (9.82 ± .7 lb)
Outside diameter ... 17.78 mm (.700 inch)
(2) 1P-0620 Spring
Length under test force ... 23.90 mm (.941 inch)

Test force ... 169.9 ± 13.8 N (38.2 ± 3.1 lb)
(3) Spacers
Thickness of one 8S-6215 Spacer ... .90 ± .04 mm (.035 ± .002 inch)
1 #22, /"". 1 % 3 #- /" 9 :" ""/"".

4 4 5 3
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Pump Drive Shaft

SMCS - 3108-JF
(1) Torque for locknut on accessory drive ... 650 ± 50 N·m (480 ± 37 lb ft)
Note: The mating surface of the taper of the drive shaft and the mating surface of the taper of the yoke
must be free of grease. The threads of the drive shaft and the threads of the nut must be free of grease.
1 #//, 0"". 1 % 2 #- 0# "8 9" ""0"".

3 3 4 2
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Pump Drive
SMCS - 3108
(1) Lubricate the sealing lip slightly with the lubricant that is being sealed.
(2) 6G-2992 Shim Pack
Total thickness ... 1.52 mm (.060 inch)
(4) 7D-3468 Shim Pack
Total thickness ... 0.51 ± 0.08 mm (.020 ± .003 inch)
Reference: See the Power Train Testing and Adjusting, "Pump Drive - Adjust" in order to determine the
correct amount of shims to use.
0 #//, 1"". 0 % 2 #- 1# 18 9" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
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Drive Shaft (Main)

SMCS - 3253-MV
(2) Torque for eight bolts on 172-5232 Slip Joint ... 319 ± 7 N·m (235 ± 5 lb ft)
1 #//, 2"". 1 % 3 #- 2# ,/ 9" ""2"".

4 4 5 3
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Transfer Gears
SMCS - 3159
(1) Lubricate the seal lightly with the lubricant that is being sealed.
Note: Coat the seal bore in cage (2) with 7M-7260 Liquid Gasket. Allow 7M-7260 Liquid Gasket to
become dry before seal (1) is installed. Do not apply 7M-7260 Liquid Gasket to the lip seal case.
(2) 3T-9398 Shim Pack ... 1.62 mm (.06 inch)
(3) 6P-8789 Shim Pack ... 1.62 mm (.06 inch)
#- 1# -- 5" ""1"".
3 #//, 1"". 3 % 4
6 6 7 4
7 & !8 9%9: 6 64
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Transmission Control
SMCS - 3065
S/N - AFS1-80
S/N - AFS81-UP
S/N - AGC1-990
S/N - AGC991-UP
S/N - AGY1-UP
Section A-A
(1) Transmission shift lever
(2) Sleeve bearing
(3) Timing marks
(4) Bolts
(5) Shift lever switch
(6) 6G-4093 Spring
Quantity ... four

Test force ... 45.20 ± 2.26 N (10.161 ± 0.508 lb)
Free length after test ... 26.6 ± 0.6 mm (1.05 ± 0.02 inch)
Note: Fill the cavity with lubricant from the 1P-0808 Grease Cartridge before you install springs (6).
2 #//, 3"". 2 % 4 #- 33 #3 :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
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Accelerator Control
SMCS - 1276
(1) Apply 9S-3263 Thread Lock to the threads of the two screws.
(2) Position Sensor
(3) Insert the threaded pin in the bracket from the left side only.
1 #//, 2"". 1 % 3 #- 22 2/ 9" ""2"".

4 4 5 3
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Transmission Hydraulic Control

SMCS - 3167
Top view
(1) Solenoid Valve (Transmission Upshift / Downshift)
Final installation torque ... 50 ± 5 N·m (37 ± 4 lb ft)
Note: For more information, refer to this Power Train Specifications, "Solenoid Valve (Transmission
Upshift/Downshift)".
(2) Torque for four bolts that are marked "X" ... 48 ± 4 N·m (35 ± 3 lb ft)
(4) Transmission Lubrication Relief Valve
Note: For more information on the transmission lubrication relief valve, refer to this Power Train
Specifications, "Selector and Pressure Control Valve (Transmission)".
(5) Torque for five bolts ... 30 ± 4 N·m (22 ± 3 lb ft)
(6) 214-7741 Valve Group
All of the valves in this group must be tested as a unit. All of the valves in this group must be assembled
into the transmission as a unit. Individual parts of this unit may not be interchanged at any time after the
unit has been tested. During repair service, individual parts of this group will be furnished.
View A-A
NOTICE
Do not use any caustic (corrosive) materials in order to clean any parts
of this group. Caustic materials will cause corrosion and damage to the
parts.
(9) Transmission gear switch
(10) Lubricate the sealing lip with a small amount of the lubricant that is being sealed.
Before you install the lip seal, put a coat of 7M-7260 Liquid Gasket on the sealing bore. Allow the
liquid gasket to dry before you install the seal. Do not put any liquid gasket on the lip seal. Install the
seal so that the seal lip faces the inside of the component.
(11) When the wiring harness is assembled, the connector must be oriented with the notch in the
position that is shown.
214-7741 Valve Group
(12) Refer to this Power Train Specifications, "Pressure Control Valve (Transmission)".
(15) For specifications on the transmission lubrication relief valve, refer to this Power Train
Specifications, "Selector and Pressure Control Valve (Transmission)".
(16) Torque for bolts ... 30 ± 4 N·m (22 ± 3 lb ft)
(17) Refer to this Power Train Specifications, "Rotary Actuator (Transmission)".
(18) Torque for seven bolts ... 30 ± 4 N·m (22 ± 3 lb ft)
2 #11, 0"". 2 % 3 #- 00 6- 7" ""0"".

4 4 5 3
5 & !8 9%
9: 4 43
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Selector and Pressure Control Valve (Transmission)

SMCS - 3074
(1) Spring support assembly
(2) Transmission lubrication relief valve
Installation torque ... 85 ± 10 N·m (63 ± 7 lb ft)

Pressure setting at high idle ... 140 to 205 kPa (20 to 30 psi)
Minimum pressure setting at low idle ... 4 kPa (0.6 psi)
(3) Installation torque for cap ... 85 ± 10 N·m (63 ± 7 lb ft)
(4) 3T-9920 Spring

Test force ... 307 ± 25 N (70 ± 6 lb)
(5) 145-0107 Spacer
Thickness of spacer ... 1.60 mm (0.063 inch)

Pressure change with one spacer ... 94 kPa (14 psi)
(6) 4M-2381 Spring

Test force ... 2.30 ± 0.18 N (0.517 ± 0.041 lb)
(7) 145-0105 Spacer

145-0106 Spacer
145-0107 Spacer
(8) 6T-5409 Spring

Test force ... 1034 N (230 lb)
(9) 8M-6402 Spring
Color code ... red stripe

Test force ... 840 ± 67 N (189 ± 15 lb)
(10) 5M-3492 Spacer

7M-1397 Spacer
(11) 6T-3177 Spring

Test force ... 89 ± 4 N (20 ± 0.9 lb)
(12) Do not put sealant on threads of plug.
(13) 5M-9548 Spring

Test force ... 4.4 ± 0.4 N (1.00 ± 0.08 lb)
(15) Cam
(16) Installation torque for screen filter ... 6.1 ± 0.7 N·m (55 ± 6 lb in)
(17) Inner spring pin
(18) Outer spring pin
(E) Installation depth for two spring pins ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
Note: Lubricate the outside surface of the outer pin (18) with 4C-5597 Anti-Seize Compound before
installation.
Note: Install the outer spring pin (18) prior to the installation of the inner spring pin (17) .
Note: Orientation of the slot in the inner spring pin (17) must be 180 ± 20 degrees from the slot that is in
the outer spring pin (18) .
(F) Clearance ... 4.5 mm (0.18 inch)
Note: See the Power Train Testing and Adjusting, "Selector and Pressure Control Valve (Transmission)
- Adjust" for the proper adjustment procedure.
View A-A
(1) Spring support assembly
(15) Cam
(19) Torque for five bolts ... 30 ± 7 N·m (22 ± 5 lb ft)
(20) Spring assemblies
Section B-B
(G) Installation depth for dowel ... 4.0 ± 0.5 mm (0.16 ± 0.02 inch)
Section C-C
1 #//, 2"". 1 % 3 #- 2, ", 9" ""2"".

4 4 5 3
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Pressure Control Valve (Transmission)

SMCS - 3074
(1) Plug
Installation torque for 14 plugs ... 5.5 ± 1.5 N·m (49 ± 13 lb in)
(2) 9G-7132 Orifice Plug
Quantity ... 3
Color Code ... green
Orifice size ... 1.57 mm (.062 inch)
Installation torque ... 5.5 ± 1.5 N·m (49 ± 13 lb in)
(3) 8P-9737 Orifice
Quantity ... 3
Orifice thickness ... 2.54 mm (.10 inch)
(4) 9D-7884 Spring
Quantity ... 7
Test force ... 161.5 N (36.3 lb)
Free length after test ... 23.9 mm (.94 inch)
(5) 4M-2381 Spring
Quantity ... 7
Test force ... 2.30 ± 0.18 N (.517 ± .041 lb)
(6) Plug
Quantity ... 2
(7) 9P-0683 Spring
Quantity ... 7
Test force ... 35.6 ± 2.8 N (8.0 ± .63 lb)
(8) 9W-7411 Spring
Quantity ... 3
Color code ... three yellow stripes
First test
Test force ... 93.9 ± 4.7 N (21 ± 1 lb)
Second test
Test force (additional load to first test) ... 188.2 ± 5.6 N (42 ± 1 lb)
(9) 7T-0569 Spring
Quantity ... 4
Color code ... two light blue stripes
Test force ... 86.7 ± 4.3 N (20 ± 1 lb)
Table 1
(10) Shims for the Pressure Control Valve

Valve A B C D E F G
Location
Clutch that 4 2 1 5 6 7 3
is engaged
The Pressure Pressure Pressure Pressure Pressure Pressure Pressure

thickness of Change Change Change Change Change Change Change
the shim
5J-2721 Shim
0.13 mm 13 kPa 16 kPa 20 kPa 17 kPa 17 kPa 18 kPa 18 kPa

(.005 inch) (1.9 psi) (2.4 psi) (2.9 psi) (2.4 psi) (2.4 psi) (2.7 psi) (2.6 psi)
6J-3993 Shim

4M-1751 Spacer

5J-1036 Shim
Quantity ... 4
(12) 6T-8237 Screen Plug
Quantity ... 1
Color code ... blue
Installation torque ... 1 + 0.2 - 0 N·m (9 + 2 - 0 lb in)
(13) 9W-7412 Spring
Quantity ... 3
Color code ... three light green stripes
First test
Test force ... 68 ± 3.4 N (15 ± .75 lb)
Second test
Test force (additional load to first test) ... 245.8 ± 7.4 N (55 ± 1.6 lb)
(14) 7G-5453 Spring
Quantity ... 2
Color code ... yellow stripe
Test force ... 57.8 ± 2.9 N (13 ± .65 lb)
(15) 7T-0570 Spring
Quantity ... 1
Color code ... two orange stripes
Test force ... 43.37 ± 2.17 N (9.7500 ± .488 lb)
(16) 6T-8236 Plug
Quantity ... 1
Color code ... yellow
Orifice size ... 1.400 ± .025 mm (.0551 ± .0010 inch)
0 #11, /"". 0 % 2 #- /, /, 8" ""/"".

3 3 4 2
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SMCS - 3074
(1) Plug
Installation torque for 14 plugs ... 5.5 ± 1.5 N·m (49 ± 13 lb in)
(2) 9G-7132 Orifice Plug
Quantity ... 3
Color Code ... green
Installation torque ... 5.5 ± 1.5 N·m (49 ± 13 lb in)
(3) 8P-9737 Orifice
Quantity ... 3
(4) 9D-7884 Spring
Quantity ... 7
Test force ... 161.5 N (36.3 lb)
(5) 4M-2381 Spring
Quantity ... 7
Test force ... 2.30 ± 0.18 N (.517 ± .041 lb)
(6) Plug
Quantity ... 2
(7) 9P-0683 Spring
Quantity ... 7
Test force ... 35.6 ± 2.8 N (8.0 ± .63 lb)
(8) 9W-7411 Spring
Quantity ... 3
Color code ... three yellow stripes
First test
Test force ... 93.9 ± 4.7 N (21 ± 1 lb)
Second test
Test force (additional load to first test) ... 188.2 ± 5.6 N (42 ± 1 lb)
(9) 7T-0569 Spring
Quantity ... 4
Color code ... two light blue stripes
Test force ... 86.7 ± 4.3 N (20 ± 1 lb)
Table 1

Valve A B C D E F G
Location
Clutch that 4 2 1 5 6 7 3
is engaged
The Pressure Pressure Pressure Pressure Pressure Pressure Pressure

thickness of Change Change Change Change Change Change Change
the shim
5J-2721 Shim

6J-3993 Shim

4M-1751 Spacer

5J-1036 Shim
(11) 7G-5453 Spring
Quantity ... 2
Test force ... 57.8 ± 2.9 N (13 ± .65 lb)
(12) 9W-7410 Spring
Quantity ... 1
Color code ... three light blue stripes
First test
Test force ... 78.3 ± 3.9 N (18 ± .9 lb)
Second test
Quantity ... 4
(14) 6T-8237 Screen Plug
Quantity ... 1
Color code ... blue
(15) 9W-7412 Spring
Quantity ... 3
Color code ... three light green stripes
First test
Test force ... 68 ± 3.4 N (15 ± .75 lb)
Second test
(16) 7T-0570 Spring
Quantity ... 1
Color code ... two orange stripes
Test force ... 43.37 ± 2.17 N (9.7500 ± .488 lb)
(17) 6T-8236 Plug
Quantity ... 1
Color code ... yellow
Orifice size ... 1.400 ± .025 mm (.0551 ± .0010 inch)
0 #11, 2"". 0 % 3 #- 2, /# 9" ""2"".

4 4 5 3
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Solenoid Valve (Transmission Upshift/Downshift)

SMCS - 3174-T3; 5479-T3
(1) Torque for nut ... 9.0 ± 0.5 N·m (80 ± 4 lb in)
(2) Coil
Duty ... Continuous

Note: Position the lead wire of the solenoid valve at a minimum of 15 degrees lower than horizontal.
This will reduce the entry of moisture into the solenoid valve.
0 #//, 1"". 0 % 2 #- 1, - 8" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
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Rotary Actuator (Transmission)

SMCS - 3166-T3
Section A-A
(2) Cover
(4) Rotor
Note: Do not tighten bolts (3) until cover (2) is installed and until bolts (1) are tightened.
Put SAE 30 oil on rotor (4) before assembly. After the bolts are tightened, rotor (4) must turn freely for
270 degrees of rotation.
3 #22, 1"". 3 % 4 #- 1/ #0 :" ""1"".

5 5 6 4
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Transmission Planetary
SMCS - 3030-PTY
(1) Thickness of new discs and new plates for the No. 1 clutch
Thickness of one new 9P-7390 Friction Disc ... 5.59 ± 0.08 mm (0.220 ± 0.003 inch)
Thickness of one new 8P-2051 Plate ... 5.00 ± 0.08 mm (0.197 ± 0.003 inch)
Thickness of one new 169-7055 Friction Disc ... 5.56 ± 0.08 mm (0.219 ± 0.003 inch)
Thickness of one new 3T-3065 Plate ... 6.35 ± 0.08 mm (0.250 ± 0.003 inch)
(4) Thickness of new discs and new plates
Thickness of one new 3T-3065 Plate ... 6.35 ± 0.08 mm (0.250 ± 0.003 inch)
(5) Thickness of new discs and plates for the No. 5 clutch
Thickness of one new 6Y-7219 Friction Disc ... 5.56 ± 0.08 mm (0.219 ± 0.003 inch)
Thickness of one new 9N-4333 Plate ... 6.73 ± 0.08 mm (0.265 ± 0.003 inch)
Thickness of one new 6Y-7219 Friction Disc ... 5.56 ± 0.08 mm (0.219 ± 0.003 inch)
Thickness of one new 9N-4333 Plate ... 6.73 ± 0.08 mm (.265 ± .003 inch)
(8) 7M-5813 Spring for the No. 1 clutch
Quantity ... 10
Test force ... 135 ± 11 N (30 ± 2.5 lb)
(9) (15) 4M-9592 Spring for No. 2 clutch and No. 5 clutch
Quantity ... 12
Test force ... 116 ± 6 N (26.1 ± 1.3 lb)
(11) (14) 9S-8597 Spring for the No. 3 clutch and the No. 4 clutch
Quantity ... 12
Test force ... 250 N (56.3 lb)
(16) (17) 1S-8480 Spring for the No. 6 clutch and the No. 7 clutch
Quantity ... 12
Test force ... 220 ± 18 N (50 ± 4 lb)
Note: Tighten bolts (13) before you pull retainer (10) with bolts (12) upward.
Table 1
Chart for the Speed Selection and Clutches

Speed Clutches that are Engaged
Neutral-1 1
Neutral-2 1
Reverse 1-7
First Speed 2-6
Second Speed 1-6
Third Speed 3-6
Fourth Speed 1-5
Fifth Speed 3-5
Sixth Speed 1-4
Seventh Speed 3-4
Table 2
Planetary Dimensions
Location Shaft Diameter Gear Bore Carrier Bore
42.395 ± 0.008 mm (1.670 ± 51.948 ± 0.010 mm 42.418 ± 0.010 mm (1.670

0.0003 inch) (2.0452 ± 0.0004 inch) ± 0.0004 inch)
A
42.395 ± 0.008 mm (1.670 ± 58.298 ± 0.010 mm (2.295 42.418 ± 0.010 mm (1.6700
0.0003 inch) ± 0.0004 inch) ± 0.0004 inch)
B
39.220 ± 0.008 mm (1.5541 51.948 ± 0.008 mm 39.243 ± 0.010 mm (1.5450
± 0.0003 inch) (2.0452 ± 0.0003 inch) ± 0.0004 inch)
C
38.095 ± 0.008 mm (1.4998 47.653 ± 0.08 mm (1.8713 38.118 ± 0.010 mm (1.5007
± 0.0003 inch) ± 0.0003 inch) ± 0.0004 inch)
D
47.193 ± 0.008 mm (1.8580 66.274 ± 0.010 mm 47.216 ± 0.010 mm (1.8589
± 0.0003 inch) (2.6092 ± 0.0004 inch) ± 0.0004 inch)
E
42.395 ± 0.006 mm (1.6691 58.298 ± 0.010 mm 42.418 ± 0.010 mm (1.6700
± 0.0002 inch) (2.2952 ± 0.0004 inch) ± 0.0004 inch)
1 #//, 2"". 1 % 3 #- 29 ,2 :" ""2"".

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Oil Filter (Transmission Charging)

SMCS - 3067
NOTICE
Do not use an air wrench in order to tighten the housing assembly.
Bypass valve pressure setting ... 262 kPa (38 psi)
(1) Torque for nut ... 15 ± 5.4 N·m (133 ± 48 lb in)
(2) 9M-1986 Spring

Test force ... 110.8 ± 9.0 N (25 ± 2.0 lb)
(3) Torque for the stud ... 54 ± 7 N·m (40 ± 5.2 lb ft)
0 #11, 2"". 0 % 3 #- 29 -2 :" ""2"".

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Bypass Switch (Transmission Charging Oil Filter)

SMCS - 1408-ZS; 3067-BY
S/N - AFS1-UP
S/N - AGC1-240
The switch has a normally closed position.
Differential pressure that will open the switch ... 262 kPa (38 psi)
Installation torque ... 3.7 ± 0.3 N·m (32.75 ± 2.66 lb in)
(1) Torque for the two flange nuts ... 1.70 ± 0.25 N·m (15.05 ± 2.20 lb in)
(2) Torque for the two nuts ... 3.7 ± 0.3 N·m (32.75 ± 2.66 lb in)
(3) Lubricate the four O-ring seals with the lubricant that is being sealed prior to assembly. Protect the
four O-ring seals from contact with the threads at assembly.
(4) Lubricate the O-ring seal with the lubricant that is being sealed prior to assembly. Protect the O-ring
seal from contact with the threads at assembly.
(5) 9X-8071 Spring

Test force ... 4.45 ± 0.50 N (1.00 ± 0.11 lb)

0 #11, 2"". 0 % 3 #- 2- "1 9" ""2"".

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Bypass Switch (Transmission Charging Oil Filter)

SMCS - 1408-ZS; 3067-BY
S/N - AFS1-UP
S/N - AGC241-UP
S/N - AGY1-UP
During normal operation, the switch is in the closed position.
Differential pressure that will open the switch ... 262 ± 21 kPa (38 ± 3 psi)
(1) Lubricate the O-ring seals with the lubricant that is being sealed prior to assembly. Protect the O-ring
seals from contact with the threads during assembly.
/ #00, 1"". / % 2 #- 1- 1 8" ""1"".

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Speed Sensor (Transmission)

SMCS - 3175
(1) 258-4521 Speed Sensor Gp
Final installation torque for the speed sensor ... 25 ± 5 N·m (18 ± 4 lb ft)
Supply voltage ... 11 ± 3 VDC
Supply current ... 5 to 30 mA
Operating temperature ... -40 °C to 120 °C (-40 °F to 248 °F)
Minimum air gap ... 0.5 mm (0.02 inch)
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Oil Filter (Parking Brake Release)

SMCS - 4295; 5068-BRK
Pressure difference that will cause the bypass valve to open ... 262 ± 21 kPa (38 ± 3 psi)
(1) 9M-1986 Spring for the bypass valve

Test force ... 111 ± 9 N (25 ± 2 lb)
(2) Lubricate the O-ring seal lightly with the lubricant that is being sealed.
(3) Tighten the housing assembly so that the assembly bottoms out on the base. Do not use an air
wrench.
(4) 3S-8652 Spring for the filter element

Test force ... 153 ± 12 N (34.4 ± 2.8 lb)
0 #//, 1"". 0 % 2 #- 18 "1 9" ""1"".

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Differential and Bevel Gear

SMCS - 3256; 3258
(1) Torque for two nuts ... 430 ± 60 N·m (318 ± 45 lb ft)
(2) 9M-5874 Shim Pack
Total Thickness ... 3.30 ± 0.25 mm (0.130 ± 0.010 inch)
Note: Refer to the Power Train Testing and Adjusting, "Differential and Bevel Gear - Adjust" for the
correct adjustment procedure.
(3) Torque for 24 nuts ... 430 ± 60 N·m (318 ± 45 lb ft)
Note: Ream 13 holes to 19.050 ± 0.013 mm (0.7500 ± 0.0005 inch) before assembling the ring gear.
Assemble the ring gear with one bolt and use the ring gear as a guide.
(5) Lightly lubricate the bore with the lubricant that is being sealed.
(6) Lightly lubricate the sealing lip with the lubricant that is being sealed.
Note: Apply 7M-7456 Compound to the threads of the bolts (6) .
(8) Shim pack
112-8224 Shim ... 0.12 mm (0.005 inch)

112-8223 Shim ... 0.1778 mm (0.00700 inch)
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Differential
SMCS - 3258
(1) Torque for eight bolts that fasten the housings together ... 395 ± 40 N·m (291 ± 30 lb ft)
(2) Bearing assembly
Note: Rotate bearing assembly (2) while you are tightening nut (3). This will ensure the proper seating
of the rollers.
(3) Nut
Note: Refer to the Power Train Testing and Adjusting, "Differential Pinion Bearing - Adjust" for the
correct adjustment procedure.
(4) Height of the two locating dowels above the housing assembly ... 3.60 ± 0.10 mm (0.142 ± 0.004
inch)
(5) Height of the two locating dowels above the housing assembly ... 3.60 ± 0.10 mm (0.142 ± 0.004
inch)
(6) Height of the four locating dowels above the housing assembly ... 3.96 ± 0.05 mm (0.156 ± 0.002
inch)
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Rear Axle Housing

SMCS - 3260-RE
Section A-A
(1) Torque for the eight bolts ... 270 ± 25 N·m (200 ± 20 lb ft)
(2) Torque for the eight bolts ... 1125 ± 100 N·m (830 ± 75 lb ft)
(3) Torque for the 26 studs ... 170 ± 30 N·m (125 ± 25 lb ft)
Note: Apply 4C-5592 Anti-Seize Compound to the ID of bearing caps (4) .
(5) 8X-0570 Shim Pack ... 6.15 mm (0.242 inch)
Note: See the Power Train Testing and Adjusting, "Rear Axle Housing End Play - Adjust" in order to
determine the shim pack thickness that should be installed.
2 #//, 3"". 2 % 4 #- 3 "" :" ""3"".

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Rear Wheel
SMCS - 4201-RE
(1) The use of 4C-5592 Anti-Seize Compound on the faces of the washers and the threads for 40 nuts
alters the required torque for the nut. Use the appropriate torque value from the chart below.
Note:
Table 1
Torque
Procedure with Anti-Seize Compound Procedure without Anti-Seize Compound
1200 ± 50 N·m (885 ± 37 lb ft)

2100 ± 200 N·m (1550 ± 150 lb ft)
(2) Initial torque for 24 bolts ... 22 ± 6 N·m (16 ± 4 lb ft)
If the head of the bolt does not contact the surface of the hub at this torque value, replace the bolt.
Final torque for 24 bolts ... 250 ± 15 N·m (185 ± 11 lb ft)
Note: Apply 9S-3263 Thread Lock Compound on the threads of bolts (2) after bearing adjustment.
Note: Perform the procedure in the Power Train Testing and Adjusting, "Rear Wheel Bearing - Adjust"
before bolts (2) are installed.
(3) 9D-2426 Shims
Thickness ... 2.90 ± 0.08 mm (0.114 ± 0.003 inch)
Note: See the Power Train Testing and Adjusting, "Rear Wheel Bearing - Adjust" in order to determine
the amount of shims to use.
Note: Apply 4C-5592 Anti-Seize Compound on the faces of the washers and the threads of bolts (4) .
(5) Lubricate the seal and the shaft with a small amount of the lubricant that is being sealed.
(6) Apply 155-0695 Thread Lock Compound to the threads of the bolts.
(8) Rim mounting surfaces must be clean and free of oil and grease before the wheel assembly is
installed.
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Speed Sensor (Wheel)

SMCS - 4803
(1) Installation torque of the speed sensor ... 30 ± 4 N·m (22 ± 3 lb ft)
Note: Apply 5P-3413 Pipe Sealant to the threads of the speed sensor.
(2) Torque for the adapter ... 55 ± 7 N·m (41 ± 5 lb ft)
Note: Apply 7M-7456 Compound to the threads of the adapter.
(3) Shim
5T-8042 Shim ... 0.16 mm (0.006 inch)

5T-8168 Shim ... 0.05 mm (0.002 inch)
5T-8169 Shim ... 0.8 mm (0.03 inch)
Note: As required, use shims in order to adjust dimension (B) .
(B) Required dimension ... 167.36 ± 0.08 mm (6.589 ± 0.003 inch)
Note: Apply 4C-5592 Anti-Seize Compound to the threads of the bolts (4) .
(5) Torque for two bolts on the clamps ... 30 ± 4 N·m (22 ± 3 lb ft)
Note: Apply 7M-7456 Compound to the threads of the bolts (5) .
Note: Stake the top edge of the counterbore in order to retain the bolts (5).
0 #//, 1"". 0 % 2 #- 1 ,1 8" ""1"".

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Final Drive
SMCS - 4050
(3) Apply 4C-5300 Gasket Sealant to the threaded holes and to the areas around the threaded holes on
the cover plate.
(4) Apply 9S-3263 Thread Lock Compound to the threads of 16 bolts.
#- 2 41 5" ""2"".
0 #11, 2"". 0 % 3
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Window Wiper and Wiper Motor

SMCS - 7305-MQ; 7305
Windshield wiper blade
Wiper motor
(1) Torque for three bolts ... 6 ± 1 N·m (4.4 ± 0.7 lb ft)
(2) Wiper arm assembly
Torque for nut ... 23 ± 1 N·m (17.0 ± 0.7 lb ft)

After waiting 0.5 hours to 4 hours, tighten the nut again to the following torque. ... 23 ± 1 N·m
(17.0 ± 0.7 lb ft)
(3) Torque for nut ... 19 ± 1 N·m (14.0 ± 0.7 lb ft)
With the arm in the park position, set the wiper blade parallel with the windshield (base). Adjust the
wiper blade so that clearance (X) and clearance (Y) for the wiper blade is approximately equal. Refer to
Illustration 1.
1 #00, /"". 1 % 2 #- /. #" 8" ""/"".

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General Information
SMCS - 3000; 3100; 4000
Basic diagram for the power train systems
The power train is made up of four basic systems. The following systems are the four systems:
Power Train Electronic Control Module
Torque Converter
Transfer Gears and Transmission
Differential and Final Drives
The four basic systems have a hydraulic connection, an electrical connection, a magnetic connection, or
a mechanical connection.
Power is supplied from the engine to the torque converter. Power goes from the torque converter to the
transfer gears. The power then goes to the transmission. If the transmission is in gear power flows from
the transmission to the differential. The rear axles mechanically connect the differential to the final
drives. The final drives are connected to the rear wheels. Power is then sent to the tires.
The operation of the power train begins at the Power Train Electronic Control Module (Power Train
ECM). The Power Train ECM receives information from the selected speed of operation through the
shift lever switch in the electrical system. The Power Train ECM uses the information from several
switches and sensors in the electrical system to control the torque converter and the transmission
hydraulic system. This is done by energizing the appropriate solenoids.
The rotating housing of the torque converter is fastened directly to the engine flywheel. The torque
converter has a lockup clutch for direct drive and a one-way clutch for torque converter drive. During
torque converter drive, the torque converter drives the transmission hydraulically. During direct drive,
there is a direct connection between the engine flywheel and the transmission.
The Power Train ECM will activate the lockup clutch solenoid when direct drive is necessary. When the
lockup clutch solenoid is activated, the lockup clutch is hydraulically engaged. The lockup clutch
becomes a direct connection between the rotating housing and the output shaft of the torque converter.
The full power from the engine flywheel is transmitted through the torque converter when the torque
converter is in direct drive.
The output shaft of the torque converter is connected to a drive shaft. The drive shaft mechanically
connects the torque converter to the transfer gears. The transfer gears are fastened directly to the
transmission.
The Power Train ECM will activate the upshift solenoid or the downshift solenoid when shifts are
needed. The upshift solenoid and the downshift solenoid hydraulically activate the rotary actuator of the
transmission. Movement of the rotary actuator mechanically selects the position of the rotary selector
spool. The flow through the rotary selector spool hydraulically activates the correct valves in the
pressure control valve. These valves engage the correct transmission clutches. The transmission clutches
mechanically connect the transmission input shaft to the output shaft and to the differential.
When the rotary selector spool is in the position to engage the correct transmission clutches, the
transmission gear switch will electronically signal the Power Train ECM that the shift is complete. The
Power Train ECM will stop energizing the upshift solenoid or the downshift solenoid.
When the output shaft of the transmission is rotating, the transmission speed sensor electrically signals
the Power Train ECM. The input signal to the ECM will vary in relation to the ground speed of the
machine. The transmission will not drive the output shaft unless power is flowing through the torque
converter.
The transmission has seven forward speeds and one reverse speed. The selection of reverse, neutral, or
first speed is done manually. The selection of second speed through seventh speed is done automatically.
When the transmission is in reverse gear, the torque converter will stay in torque converter drive. When
the transmission is in first gear, the torque converter will be in either torque converter drive or direct
drive. This is dependent on ground speed. When the transmission is in any of the gears between the
second gear and the seventh gear, the torque converter will be in direct drive. The torque converter will
be in torque converter drive for a short time during transmission shifts. This provides smoother
engagement of the transmission clutches.
The transmission output shaft is fastened directly to the differential and the bevel gear. The differential
and the bevel gear are fastened directly to the rear axles. The rear axles mechanically connect the
differential to the final drives. The final drives are connected to the rear wheels. Power is then sent to the
tires.
The torque converter hydraulic system uses oil that is also common with the brake cooling system, the
brake retract system, and the hoist system. These systems use the same section of the hydraulic tank.
Some of the components in the torque converter hydraulic system include a torque converter inlet relief
valve, a torque converter outlet relief valve, a torque converter charging, scavenge, and brake retract
gear pump, a torque converter hydraulic filter, and a torque converter lockup clutch and synchronizing
valve.
Pressure oil that will engage the lockup clutch comes from the brake retract section of the torque
converter charging, scavenge, and brake retract gear pump. Oil will go through the brake retract
hydraulic filter to a tee at the brake retract valve. Some of the oil will be sent to the torque converter
lockup clutch and synchronizing valve. When the torque converter lockup clutch and synchronizing
valve gets a pressure signal from the lockup solenoid, pump oil from the parking brake release pump
section will be sent through the torque converter lockup clutch and synchronizing valve. This oil
engages the torque converter lockup clutch.
Oil from the torque converter charging pump section goes through the torque converter hydraulic filter.
This oil is split. Some of the oil is sent to the pump drive for lubrication. Most of the oil goes through
the torque converter inlet relief valve and into the torque converter. Oil exits the torque converter and
flows through the torque converter outlet relief valve. Oil from the outlet relief valve is sent to the cooler
for the torque converter and brakes.
The cooling oil is then sent to the brake cooling manifold. The oil that cools the wheel brakes returns to
the torque converter, hoist, and brake section of the hydraulic tank.
The torque converter scavenge pump section pulls oil from the bottom of the torque converter housing
through a screen. This oil is returned to the torque converter, hoist, and brake section of the hydraulic
tank.
The transmission has a separate hydraulic system. The transmission will use oil from the transmission
section of the hydraulic tank. Other components in this system include a transmission hydraulic control,
a transmission gear pump, a transmission hydraulic filter, a transmission magnetic screen, and a
transmission oil cooler.
The transmission charging section of the transmission gear pump sends oil through the transmission
hydraulic filter. The oil from the transmission charging pump section then goes to the transmission
hydraulic control. The basic components of the transmission hydraulic control are the rotary actuator,
the selector and pressure control valve, and the pressure control valve. This oil also supplies the lockup
clutch solenoid, the upshift solenoid, and the downshift solenoid.
The solenoids connect the electrical systems and the hydraulic systems. When the lockup clutch
solenoid is activated, signal oil is sent to the relay valve in the torque converter lockup clutch and
synchronizing valve and Station D in the pressure control valve. Signal oil that is sent to the relay valve
in the lockup clutch and synchronizing valve causes the torque converter lockup clutch to engage. Oil
that is going to Station D in the pressure control valve is sent to the dual stage relief valve in the selector
and pressure control valve. This lowers the setting of the dual stage relief valve. The dual stage relief
valve controls the system pressure in the transmission hydraulic control.
When the upshift solenoid or the downshift solenoid is activated, oil is sent to the rotary actuator. The
rotary actuator turns the rotary selector spool in the selector and pressure control valve. This sends oil to
the pressure control valve. The pressure control valve sends oil at the correct rate so that the correct
clutches in the transmission are engaged smoothly.
The rotary selector spool can be manually moved through all the positions when the engine is stopped.
This is done by removing a plug on the side of the transmission case. The rotary selector spool is in the
NEUTRAL position when the spool is turned manually in a clockwise direction to the farthest point.
The counterclockwise order of each detent position after the NEUTRAL position is REVERSE, FIRST,
SECOND, THIRD, FOURTH, FIFTH, SIXTH, and SEVENTH.
The transmission scavenge section of the transmission gear pump pulls oil from the transmission case
reservoir through the transmission magnetic screen. The oil is sent to the transmission oil cooler. The
bypass valve for the transmission oil cooler can route the oil around the transmission oil cooler. The oil
then returns to the transmission section of the hydraulic tank.
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Power Train Electrical System

SMCS - 1400-DTN
Electrical system
Note: Refer to Service Manual, "Power Train Electronic Control System" for more detailed information
on the electrical system and on the Power Train Electronic Control Module (Power Train ECM).
The Power Train ECM directs the electrical system for the power train. The Power Train ECM receives
information from the switches and the sensors. The Power Train ECM uses this information in order to
activate the solenoids. The solenoids work with the hydraulic systems.
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Power Train Electronic Control Module (Transmission/Chassis)

SMCS - 3168-DTN; 7610-DTN
S/N - AGC1-UP
S/N - AGY1-UP
Location of the power train electronic control module
The Power Train Electronic Control Module (Power Train ECM) is the main component in the power
train electrical system. The Power Train ECM is located at the rear of the cab. The Power Train ECM
has several input signals and output signals. Refer to Illustration 1 for the input signals and the output
signals.
The Power Train ECM receives current through a circuit breaker. This current is used to activate the
upshift solenoid, the downshift solenoid, and the lockup solenoid. These solenoids control the option of
converter drive or the option of direct drive. These solenoids also control the direction and the speed.
The Power Train ECM also controls the electrical system for the hoist.
The Cat Data Link is used to share information with other systems such as the Brake Electronic Control
Module (Brake ECM), the Engine Electronic Control Module (Engine ECM), and the Caterpillar
Monitoring System. Signals that are sent to the Engine ECM result in reduced engine speed during
upshifts and increased engine speed during downshifts.
System Operation
Table 1
Operation Of The Torque Converter For Transmission Speed

Transmission Speed Torque Converter Drive Direct Drive with an Engaged Lockup
Clutch
REVERSE X
NEUTRAL X
FIRST X X
SECOND X
THIRD X
FOURTH X
FIFTH X
SIXTH X
SEVENTH X
Neutral Start Control
The neutral start control ensures that the machine will start only in NEUTRAL. The Power Train ECM
receives a signal from the shift lever switch. When the shift lever is in NEUTRAL, the signal is
grounded and the machine will start. If the shift lever switch is not in NEUTRAL, the ground is broken
and the machine will not start. This will prevent the machine from being started in a gear.
Note: The parking brake must also be ON in order for the machine to start.
Neutral (Torque Converter Drive)
This machine has two neutral positions on the rotary actuator. Position NEUTRAL-1 on the rotary
actuator has a detent position on the rotary selector spool. Position NEUTRAL-1 is NEUTRAL on the
operator console. Position NEUTRAL-2 on the rotary actuator also has a detent position on the rotary
selector spool.
Position NEUTRAL-2 on the rotary actuator does not have a position on the operator console. The
operator does not have control over NEUTRAL-2. The rotary actuator and the rotary selector spool
automatically go through NEUTRAL-2 on all shifts to NEUTRAL and from NEUTRAL.
When the transmission control is in NEUTRAL position, the rotor for the shift lever switch is in
NEUTRAL-1 position. With the shift lever switch in this position, current flows from the Power Train
ECM through the shift lever switch to machine ground. The Power Train ECM then activates the
downshift solenoid. When the downshift solenoid activates, hydraulic oil pressure goes to the rotary
actuator. This causes the rotary selector spool to turn.
The rotor on the transmission gear switch is connected to the rotary selector spool by a flexible
coupling. When the rotor on the transmission gear switch is in the NEUTRAL-1 position current will
flow from the Power Train ECM through the transmission gear switch to ground. This current flow is a
signal to the Power Train ECM of a completed shift. Normally, the downshift solenoid would be
deactivated. However, the Power Train ECM keeps the downshift solenoid activated in the NEUTRAL-
1 position. This holds the rotary selector spool in NEUTRAL position.
First (Torque Converter Drive or Direct Drive)
When the transmission control is moved to FIRST position, the rotor for the shift lever switch moves to
FIRST position. Current then flows from the Power Train ECM through the shift lever switch to
machine ground. This signal informs the Power Train ECM that the shift lever switch is in FIRST
position.
The rotor on the transmission gear switch is connected to the rotary selector spool by a flexible
coupling. When the rotor on the transmission gear switch is in the FIRST position, current flows from
the Power Train ECM through the transmission gear switch to ground. This signal informs the Power
Train ECM that the shift is complete. The machine is now in FIRST gear and the machine is in torque
converter drive.
FIRST gear is converter drive at lower ground speeds. FIRST gear is direct drive at higher ground
speeds. The transmission speed sensor transmits a signal to the Power Train ECM. This signal tells the
Power Train ECM the ground speed of the machine. When the ground speed reaches approximately 6
km/h (4 mph), the Power Train ECM sends current to the lockup clutch solenoid. When the lockup
clutch solenoid activates, hydraulic oil pressure goes to the lockup clutch. The machine is in FIRST gear
and the machine is in direct drive.
The lockup clutch will stay activated until there is an upshift, a downshift, or a decrease in ground
speed. If there is a sufficient decrease in ground speed and the machine is still in FIRST, the Power
Train ECM will stop current to the lockup solenoid. The lockup solenoid will deactivate. Hydraulic oil
pressure to the lockup clutch will stop and the machine will return to torque converter drive.
Fourth (Direct Drive)
When the transmission control is moved to the FOURTH position, the rotor for the shift lever switch is
moved to the FOURTH position. With the shift lever switch in this position, current flows from the
Power Train ECM through the shift lever switch to machine ground.
The Power Train ECM determines that FOURTH gear is needed. The rotary selector spool turns the
rotor on the transmission gear switch as the transmission shifts through the gears. As the rotary selector
spool turns, the rotor on the transmission gear switch is turned by a flexible coupling. When the rotor on
the transmission gear switch is in the FOURTH position, current flows from the Power Train ECM
through the transmission gear switch to machine ground. The Power Train ECM determines that the
shift is complete. The machine is now in FOURTH gear and the machine is in direct drive.
Shifting Procedures
The following sections will explain the operations of automatic upshifts and downshifts. Except for
different electrical wires that must be grounded or activated, the shifting sequence is basically identical
for all speeds.
Typical Automatic Upshift (SECOND to THIRD)
When the transmission control is put in THIRD speed position, the rotor for the shift lever switch is
turned to the THIRD speed position. Current goes from the Power Train ECM through the shift lever
switch to machine ground. This current flow and a signal from the transmission speed sensor will inform
the Power Train ECM that an upshift is needed. The upshift to THIRD speed position from SECOND
speed position is automatic when the correct ground speed signal from the transmission speed sensor is
sent to the Power Train ECM, and the transmission control is in THIRD speed position or above THIRD
speed position.
The Power Train ECM stops current flow to the lockup clutch solenoid when a shift is necessary. The
lockup clutch solenoid deactivates. Hydraulic oil to the lockup clutch stops and the machine is in torque
converter drive for a moment. At the same time, the Power Train ECM sends a signal to the Engine
ECM. The Engine ECM will decrease the engine speed during the upshift.
The Power Train ECM sends current through the upshift solenoid to ground. When the upshift solenoid
activates, hydraulic oil pressure goes to the rotary actuator which turns the rotary selector spool. The
rotary selector spool turns the rotor on the transmission gear switch. When the alignment of the rotor on
the transmission gear switch changes from SECOND speed position to THIRD speed position, current
from the Power Train ECM will go through the transmission gear switch to ground. This new current
flow tells the Power Train ECM that the transmission is now in THIRD speed position.
The Power Train ECM deactivates the upshift solenoid when the transmission gear switch and the
ground speed is in the operating range for THIRD speed. The Power Train ECM will then activate the
lockup clutch solenoid. The lockup clutch solenoid will send hydraulic oil pressure to the lockup clutch.
At the same time, the Power Train ECM signals the Engine ECM to increase engine speed. The machine
is now in direct drive THIRD speed.
Special Upshifts
The transmission switch will go through position NEUTRAL-2 when an upshift is performed from the
NEUTRAL-1 position. This provides a delay that is needed by the hydraulics. The operator has no
control over this occurrence.
During an upshift from NEUTRAL to REVERSE or from NEUTRAL to FIRST, no signal is sent to the
lockup clutch solenoid. Both speeds are torque converter drive and the lockup clutch is not used.
An upshift from FIRST to SECOND is a typical automatic upshift.
Typical Automatic Downshift (FOURTH to THIRD)
When the transmission control is put in THIRD speed position, the rotor for the shift lever switch turns
to the THIRD speed position. Current goes from the Power Train ECM through the shift lever switch to
machine ground. This current flow and a signal from the transmission speed sensor will inform the
Power Train ECM that a downshift is needed. The downshift to THIRD speed position from FOURTH
speed position is automatic when the correct ground speed signal from the transmission speed sensor is
sent to the Power Train ECM.
The Power Train ECM stops current flow to the lockup clutch solenoid when a shift is necessary. The
lockup clutch solenoid deactivates. Hydraulic oil to the lockup clutch stops and the machine is in torque
converter drive for a moment. At the same time, the Power Train ECM sends a signal to the Engine
ECM. The Engine ECM will increase the engine speed during the downshift.
The Power Train ECM sends current to the downshift solenoid. When the downshift solenoid activates,
hydraulic oil pressure goes to the rotary actuator and the rotary selector spool turns. The rotary selector
spool turns the rotor on the transmission gear switch. When the alignment of the rotor on the
transmission gear switch changes from FOURTH speed position to THIRD speed position, current from
the Power Train ECM will go through the transmission gear switch to ground. This new current flow
tells the Power Train ECM that the transmission is now in THIRD speed position.
The Power Train ECM deactivates the downshift solenoid when the transmission gear switch and the
ground speed is in the operating range for THIRD speed. The Power Train ECM will then activate the
lockup clutch solenoid. The lockup clutch solenoid will send hydraulic oil pressure to the lockup clutch.
The machine is now in direct drive THIRD speed.
Special Downshifts
The transmission switch will go through position NEUTRAL-2 when a downshift is performed to the
NEUTRAL-1 position. This provides a delay that is needed by the hydraulics. When a downshift from
REVERSE to NEUTRAL occurs, the delay is timed and slightly longer. The operator has no control
over this occurrence.
During a downshift from REVERSE to NEUTRAL or from FIRST to NEUTRAL, no signal is sent to
the lockup clutch solenoid. Both speeds are torque converter drive and the lockup clutch is not used.
A downshift from SECOND to FIRST is a typical automatic downshift.
Directional Shift Management
Directional shift management reduces torque spikes in the transmission driveline. Directional shift
management reduces the energy spikes of the transmission clutch. The transmission driveline is
designed to withstand the torque converter stall. The torque converter stall is the maximum amount of
torque that is sent to the transmission by the torque converter.
If the engine speed is above 1350 rpm and the operator shifts into the NEUTRAL position, through the
NEUTRAL position, or out of the NEUTRAL position, spikes will be generated in the torque converter.
The pressure of the spikes is greater than the levels of the torque converter stall. The Power Train ECM
stops the pressure spikes by delaying the shift. The Power Train ECM then signals the Engine Electronic
Control Module (Engine ECM) for a reduction of fuel and for a lowering of the engine speed. The
Power Train ECM then shifts to the requested gear. This reduces the stress on the driveline. This also
prevents wear on the transmission and premature failures of the final drive or of the differential.
The event will be recorded as a improper shift.
Shift Inhibiting
If the transmission is in any forward speed and the transmission control is moved to REVERSE, the
transmission will downshift to NEUTRAL as the ground speed decreases. When the ground speed
decreases to approximately 5 km/h (3 mph), the transmission will make a shift into REVERSE from the
NEUTRAL position.
Neutral Coasting
This function restricts the ability to coast into NEUTRAL from high speeds. This restriction extends the
transmission life. The transmission speed sensor measures the rotation of the gear teeth on a gear that is
fastened to the output shaft of the transmission. The Power Train ECM uses this measured speed in
order to determine the ground speed. If the measured speed is greater than 8 km/h (5 mph), the
transmission will not shift into NEUTRAL.
Note: The operator can bypass the restriction against coasting into NEUTRAL. However, if the ground
speed is greater than 19 km/h (12 mph) and the transmission is in NEUTRAL, the event will be recorded
in the Power Train ECM. Also, the Power Train ECM will increase the engine speed to 1300 rpm. This
will increase the flow of lubrication oil to the transmission.
2 #//, 0"". 2 % 3 #1 9/ #9 :" ""0"".

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Transmission Control
SMCS - 3065
Transmission control
Location of the shift lever switch
Shift lever switch
Location of the transmission gear switch
Transmission gear switch in the NEUTRAL position
Except for the different pin numbers at the switch, the transmission gear switch and the shift lever
switch operate similarly. Each switch is mechanically positioned with diodes that determine the current
flow.
The shift lever switch provides the Power Train Electronic Control Module with information about the
transmission control position. The shift lever switch is mechanically connected to the transmission
control inside the shift console.
The transmission gear switch sends a signal to the Power Train Electronic Control Module. The signal
will indicate the gear that is currently engaged. The transmission gear switch is mechanically connected
to the rotary actuator of the transmission hydraulic control.
2 #//, 0"". 2 % 3 #1 9/ 9- :" ""0"".

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Speedometer/Tachometer Module (Transmission Gear Indicator)

SMCS - 7459; 7462; 7463
Location of the transmission gear indicator
Regardless of the position of the transmission control, the transmission gear indicator will display the
current operating gear of the transmission. The indicator is located in the front instrument panel under
the tachometer.
1 #00, /"". 1 % 2 #8 90 -0 :" ""/"".

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Position Sensor (Hoist Control)

SMCS - 1408-PSN
S/N - AGC1-UP
S/N - AGY1-UP
Location of the hoist control position sensor
The hoist control position sensor is located on the left side of the operator's seat. The hoist control
position sensor is a Pulse Width Modulation position sensor. The hoist control postion sensor sends duty
cycle signals to the Power Train Electronic Control Module (Power Train ECM).
The Power Train ECM uses these signals to energize the appropriate hoist proportioning solenoid on the
hoist control valve. These hoist propertioning solenoids will move the spool in the hoist control valve.
This will cause oil to be sent to the hoist cylinders in order to move the dump body.
The signal from the hoist control position sensor is also used to neutralize the transmission. The Power
Train ECM will allow only a forward speed position or the NEUTRAL position when the hoist control
position sensor is in the RAISE position. The Power Train ECM will not allow a shift to the REVERSE
position until the hoist control position sensor has been moved from the RAISE position and the
transmission shift lever is in the NEUTRAL position.
Note: If the machine is in REVERSE and the hoist position sensor is in the RAISE position the Power
Train ECM will shift the transmission to NEUTRAL. The machine will remain in NEUTRAL until the
hoist control is moved into the HOLD or the FLOAT position and the transmission control has been
cycled through NEUTRAL.
1 #22, 3"". 1 % 4 #/ -" 3" :" ""3"".

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Electronic Control (Body Down or Up Switch)

SMCS - 1408-EK2; 1408; 7499-EK2
S/N - AGC1-1239
S/N - AGY1-80
(1) Magnet assembly
(2) Body down or up switch
The body down or up switch (2) is located on a bracket on the rear frame. The magnet assembly (1) is
connected to the dump body. When the dump body is raised, body down or up switch (2) sends a signal
to the Power Train Electronic Control Module (Power Train ECM). The signal indicates that the dump
body is in the UP position. When the dump body is lowered the magnet assembly (1) will pass in front
of body down or up switch (2) and a signal will be sent to the Power Train ECM. This signal indicates
that the dump body is DOWN. The adjustment of the body down or up switch (2) is very important.
Refer to the Hydraulic System Testing and Adjusting, "Electronic Control (Body Down or Up Switch) -
Adjust" for the proper adjustment procedure.
Body down or up switch (2) is used to limit the top gear while the dump body is up. The Power Train
ECM comes from the factory with the top gear value that is set to FIRST gear. The transmission will not
shift past FIRST gear until the dump body is down. The top gear value is programmable by utilizing the
Electronic Control Analyzer Programmer (ECAP) or the Electronic Technician (ET). The top gear value
can be changed to SECOND gear or THIRD gear.
The signal from body down or up switch (2) is also used to control the SNUB position of the hoist
control valve. The Power Train ECM will signal the hoist proportioning solenids to move the hoist
control valve to the SNUB position when the dump body that is being lowered nears the frame. The
speed in FLOAT is reduced in the SNUB position in order to prevent the dump body from contacting
the frame too hard.
The signal from the body down or up switch (2) is used to provide warnings to the operator when the
truck is moving with the dump body UP.
1 #22, /"". 1 % 3 #0 -" ,2 9" ""/"".

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Electronic Control (Body Down or Up Switch)

SMCS - 1408-EK2; 1408; 7499-EK2; 7499
S/N - AGC1240-UP
S/N - AGY81-UP
(1) Magnet assembly
(2) Body down or up switch
Body down or up switch (2) is located on a bracket on the rear frame. Magnet assembly (1) is connected
to the dump body. When the dump body is raised, body down or up switch (2) sends a signal to the
Power Train Electronic Control Module (Power Train ECM). The signal indicates that the dump body is
in the UP position. When the dump body is lowered the magnet assembly (1) will pass in front of body
down or up switch (2) and a signal will be sent to the Power Train ECM. This signal indicates that the
dump body is DOWN. This particular type of body down or up switch does not require an adjustment
procedure.
Body down or up switch (2) is used to limit the top gear while the dump body is up. The Power Train
ECM comes from the factory with the top gear value that is set to FIRST gear. The transmission will not
shift past FIRST gear until the dump body is down. The top gear value is programmable by utilizing the
Electronic Control Analyzer Programmer (ECAP) or the Electronic Technician (ET). The top gear value
can be changed to SECOND gear or THIRD gear.
The signal from body down or up switch (2) is also used to control the SNUB position of the hoist
control valve. The Power Train ECM will signal the hoist proportioning solenids to move the hoist
control valve to the SNUB position when the dump body that is being lowered nears the frame. When
the hoist control valve is moved to the SNUB position the speed of the dump body is reduced in order to
prevent the dump body from contacting the frame with too much force.
The signal from body down or up switch (2) is used to provide warnings to the operator when the truck
is moving with the dump body UP.
0 #//, 1"". 0 % 2 #8 -" - 9" ""1"".

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SMCS - 3175
Location of the transmission speed sensor
The transmission speed sensor receives power from the Power Train Electronic Control Module (Power
Train ECM). The transmission speed sensor uses this current and power in order to send a signal to the
Power Train ECM. The gear for the transmission speed sensor has 120 teeth. The gear for the
transmission speed sensor is connected to the transmission output shaft.
The speed of the teeth will determine the signals that are sent by the transmission speed sensor to the
Power Train ECM. This informs the Power Train ECM of the ground speed of the machine. This
information and the information from the shift lever switch allow the transmission to automatically shift
while the ground speed changes. The transmission will automatically shift until the information from the
transmission gear switch signals the Power Train ECM to stop automatic shifts.
Usually, the transmission will not shift into a higher speed than the speed that is selected on the
transmission control. During overspeed conditions, the transmission will upshift by one gear or the
transmission will unlock the torque converter.
When the signals from the transmission speed sensor indicate a downshift, the Power Train ECM will
automatically downshift.
1 #22, /"". 1 % 3 #9 -# #9 :" ""/"".

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Solenoid Valve (Transmission Upshift/Downshift)

SMCS - 3174; 5479
Transmission hydraulic control
(1) Upshift solenoid
(2) Downshift solenoid
The solenoids receive an electrical signal from the Power Train Electronic Control Module (Power Train
ECM). The solenoids supply hydraulic oil pressure for mechanical work. When upshift solenoid (1) and
downshift solenoid (2) are activated, the solenoids allow hydraulic oil to flow to the rotary actuator. The
hydraulic oil pressure turns the rotary actuator until upshift solenoid (1) or downshift solenoid (2) stops
the hydraulic flow. The Power Train ECM keeps the solenoid activated until the correct signal is
received from the transmission gear switch. The rotary actuator is connected to the rotary selector spool.
The transmission gear switch is connected to the rotary actuator by a flexible coupling.
When the rotary selector spool is in the correct position, the Power Train ECM stops the current flow to
the solenoid. The solenoid stops the oil pressure that is going to the rotary actuator. The rotation of the
rotary selector spool stops. This sequence occurs for every upshift of the transmission or downshift of
the transmission except in NEUTRAL. In the NEUTRAL position, the Power Train ECM will keep
downshift solenoid (2) activated after the shift is complete.
1 #22, /"". 1 % 3 #9 -# ,0 :" ""/"".

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Solenoid Valve (Torque Converter Lockup Clutch)

SMCS - 3124; 5479
Torque converter lockup clutch valve
(1) Solenoid valve
(2) Modulation reduction valve
(3) Pressure reduction valve
For the speed positions that require direct drive, the solenoid valve (1) for the torque converter lockup
clutch valve must be activated after the upshift solenoid valve or the downshift solenoid valve is
deactivated. The position of the transmission gear switch and the ground speed signal from the
transmission speed sensor command the Power Train Electronic Control Module (Power Train ECM) to
activate the solenoid valve (1) for the torque converter lockup clutch valve at the correct time.
The parking brake release section of the gear pump for the torque converter sends oil to the power train
oil filter. The oil is split after passing through the power train oil filter. Some of the oil goes to the
torque converter lockup clutch valve. This pump oil goes through pressure reduction valve (3) in the
torque converter lockup clutch valve. This converts the pump oil to pilot oil, and the pilot oil flows to
the solenoid valve (1) for the torque converter lockup clutch valve. When the Power Train ECM
energizes the solenoid valve (1) for the torque converter lockup clutch valve, the pilot oil will flow to
modulation reduction valve (2) in the torque converter lockup clutch valve. Modulation reduction valve
(2) allows pump oil to flow to the torque converter lockup clutch. The torque converter lockup clutch
will stay in direct drive until the Power Train ECM de-energizes the solenoid valve (1) for the torque
converter lockup clutch valve.
1 #//, 2"". 1 % 3 #9 -2 #" :" ""2"".

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Pressure Switch (Secondary Brake and Parking Brake)

SMCS - 1408; 1435
(1) Secondary brake and parking brake pressure switch
Some input signals to the Power Train Electronic Control Module (Power Train ECM) during a shift can
cause a hunting condition of the transmission. A hunting condition is a series of rapid, unwanted
transmission upshifts and rapid, unwanted transmission downshifts. A hunting condition is caused by
ground speed changes near a transmission shift point.
The Power Train ECM is designed to prevent a hunting condition. After two seconds, the Power Train
ECM will allow one shift back to the original gear.
In normal operating conditions, a rapid shift may be necessary. An example of a normal operating
condition is stopping the machine. If a rapid downshift is not made in this example, the engine will stop.
When the secondary brake or the parking brake is used, the secondary brake and parking brake pressure
switch (1) will signal the Power Train ECM that rapid shifts are necessary.
When the secondary brake and parking brake pressure switch (1) is open, the ground to the Power Train
ECM is removed. The Power Train ECM will then determine that a rapid shift is necessary. Whenever
the secondary brakes or the parking brakes are engaged, the Power Train ECM will shift rapidly.
When the secondary brake and parking brake pressure switch (1) is closed, a ground to the Power Train
ECM is created. The Power Train ECM then allows one shift back to the previous gear.
2 #33, /"". 2 % 4 #0 -/ /- :" ""/"".

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Pressure Switch (Service Brake and Retarder)

SMCS - 1408; 1435
(1) Service brake and retarder pressure switch
Some input signals to the Power Train Electronic Control Module (Power Train ECM) during a shift can
cause a hunting condition of the transmission. A hunting condition is a series of rapid, unwanted
transmission upshifts and rapid, unwanted transmission downshifts. A hunting condition is caused by
ground speed changes near a transmission shift point.
The Power Train ECM is designed to prevent a hunting condition. After two seconds, the Power Train
ECM will allow one shift back to the original gear.
In normal operating conditions, a rapid shift may be necessary. An example of a normal operating
condition is stopping the machine. If a rapid downshift is not made in this example, the engine will stop.
When the service brake or the retarder is used, the service brake and retarder pressure switch (1) will
signal the Power Train ECM that rapid shifts are necessary.
Service brake and retarder pressure switch (1) will signal the Power Train ECM when a higher engine
rpm is necessary for an upshift or for a downshift. Service brake and retarder pressure switch (1) also
signals the Power Train ECM to allow rapid shifts.
When the service brakes or the retarder are not used, the Power Train ECM receives a ground through
the service brake and retarder pressure switch (1). The Power Train ECM will use normal engine rpm
for upshifts or for downshifts. The Power Train ECM allows only one shift back to the previous gear to
occur for every two seconds.
When the service brake or the retarder is used, the Power Train ECM will allow rapid upshifts and rapid
downshifts in order for the machine to stop quickly. The downshift point will also be raised. This will
maintain a higher engine rpm during downshifting. This function maximizes the amount of cooling oil
that flows to the brakes during braking. Service brake and retarder pressure switch (1) is open when
either the service brakes are used or the retarder is used.
1 #22, /"". 1 % 3 #0 -/ ,2 9" ""/"".

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Torque Converter Hydraulic System

SMCS - 3101; 5050
Schematic for torque converter system
(1) Torque converter, hoist, and brake section of the hydraulic tank
(2) Screen
(3) Scavenge screen
(4) Torque converter scavenge pump section
(5) Torque converter charging pump section
(6) Brake retract pump section
(7) Brake retract oil filter
(8) Bypass valve for the brake retract oil filter
(9) Torque converter oil filter
(10) Bypass valve for the torque converter oil filter
(11) Torque converter housing
(12) Pressure reduction valve in the lockup clutch and synchronizing valve
(13) Passage to the parking and secondary brake valve
(14) Torque converter outlet relief valve
(15) Torque converter and brake cooling screen
(16) Lockup clutch for the torque converter
(17) Torque converter
(18) Passage to the torque converter and brake cooling oil cooler
(19) Torque converter inlet relief valve
(20) Pump drive
(21) Solenoid valve for the torque converter lockup clutch
(22) Shuttle valve in the lockup clutch and synchronizing valve
(23) Torque converter lockup clutch and solenoid valve
(24) Modulation reduction valve in the lockup clutch and synchronizing valve
(25) Load piston in the lockup clutch and synchronizing valve
(26) Selector piston in the lockup clutch and synchronizing valve
(AA) Pressure tap for torque converter inlet pressure
(BB) Pressure tap for torque converter outlet pressure
(CC) Pressure tap for pilot oil of the lockup clutch and solenoid valve "RV"
(DD) Pressure tap for maximum pressure of the lockup clutch "LU"
(EE) Pressure tap for the brake retract pump "PMP"
Location Of Components
Top view of the oil lines for the torque converter
(20) Pump drive
(23) Lockup clutch and solenoid valve
Side view of oil lines for the torque converter
Rear of the torque converter housing
(20) Pump drive
1 #22, /"". 1 % 3 #0 -, "" 9" ""/"".

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Hydraulic Tank (Torque Converter, Hoist, Brake, and

Transmission)
SMCS - 3177; 5056
S/N - AGC1-UP
S/N - AGY1-UP
(1) Torque converter, hoist, brake, and transmission hydraulic tank
(2) Torque converter, hoist, and brake section
(3) Transmission section
The hydraulic tank (torque converter, hoist, brake, and transmission) (1) is located on the left side of the
frame between the front and rear tires. The transmission section (3) is separated from the torque
converter, hoist, and brake section (2) by a wall inside the hydraulic tank (1). The transmission section
(3) supplies oil for the operation of the transmission. The torque converter, hoist, and brake section (2)
supplies oil to the brakes, to the brake cooling system, to the torque converter system, and to the hoist
hydraulics. An air breather for section (2) and an air breather for section (3) are located on the vertical
frame member on the left side of the machine.
The torque converter, hoist, and brake section (2) has two sight gauges. The top sight gauge is used for
checking the oil level during normal operation. The bottom sight gauge is used when the hoist cylinders
are in the RAISE position. The transmission section (3) also has two sight gauges. The bottom sight
gauge is used for checking the oil level with cold oil. The top sight gauge is used for checking the oil
level with hot oil. See the Operation and Maintenance Manual for lubrication viscosities and for refill
capacities for both sections of the hydraulic tank.
Tank Ports
(4) Return port for the transmission
(5) Drain port for the lip seal case of the parking brake
(6) Drain port for the parking and secondary brake control valve
(7) Return port for brake cooling
(8) Return port for the brake makeup oil tank
(9) Return port for the hoist control valve
(10) Return port from torque converter scavenge pump
(11) Drain port
(12) Suction port for the transmission
(13) Suction port for the hoist pump
(14) Suction port for torque converter pump
(15) Suction port for the auxiliary brake cooling pump section
(16) Relief port for the torque converter
1 #00, /"". 1 % 2 #8 -, #8 9" ""/"".

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Brake Release)
SMCS - 3115; 3138; 5073
S/N - AGC1-UP
S/N - AGY1-UP
(3) Parking brake release pump section
(4) Cover for the torque converter scavenge screen
This pump has three sections:
torque converter scavenge pump section (1)
torque converter charging pump section (2)
parking brake release pump section (3)
The pump is driven by a gear on the torque converter.
The torque converter scavenge section (1) is located on the drive end. This pump section takes oil from
the bottom of the torque converter housing. The oil flows through a scavenge screen that is behind cover
(4). The oil is then returned to the hydraulic tank.
The other two pumps get oil from the hydraulic tank.
The torque converter charging section (2) sends the oil to the torque converter charging oil filter, to the
torque converter inlet relief valve, and to the torque converter.
The parking brake release section (3) sends oil to the parking brake release oil filter. This oil is then
divided. The parking and secondary brake valve receives some of the oil. This oil is used to release the
spring applied parking brakes. The rest of the oil that was divided flows to the lockup clutch and to the
hoist control valve. The oil is used to engage the lockup clutch in the torque converter. The oil that is
sent to the hoist control valve is used as signal oil.
0 #11, 2"". 0 % 3 #/ -, ,2 9" ""2"".

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SMCS - 5068
Location of the torque converter charging oil filter
(1) Torque converter charging oil filter
(2) Inlet line
(3) Outlet line
(4) Bypass switch
Components of the torque converter charging oil filter
(5) Housing
(6) Bypass valve
(7) Filter elements (two)
(8) Screen assembly
(9) Spring
Torque converter charging oil filter (1) is fastened to the side of the frame assembly. Oil from the
hydraulic tank flows to the torque converter charging pump section. The oil from the torque converter
charging section then flows to the torque converter charging oil filter.
Oil flows into inlet line (2). The oil then fills the space between the inside of housing (5), screen
assembly (8) and filter elements (7). During normal operation, the oil flows through filter elements (7)
and through outlet line (3). The oil then flows to the torque converter.
Screen assembly (8) and filter elements (7) stop any debris that is in the oil.
If the filter elements (7) become full of debris, the restriction to the flow of oil causes the pressure to rise
inside the housing. The pressurized oil causes bypass valve (6) to move against the force of spring (9).
Also, bypass switch (4) will be activated and an alarm will be registered in the cab. The oil then flows
past the open bypass valve to the remainder of the hydraulic system. When the oil does not go through
the filter elements, the debris in the oil will cause damage to other components in the hydraulic system.
Correct maintenance must be used to be certain that filter elements (7) do not become full of debris.
Debris in filter elements (7) will stop the flow of clean oil to the hydraulic system.
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Screen (Torque Converter, Hoist, and Brake Cooling)

SMCS - 3101; 5068
S/N - AGC1-UP
S/N - AGY1-UP
(1) Torque converter, hoist and brake cooling screen
The torque converter, hoist and brake cooling screen (1) is located on the right side of the engine.
Oil from the torque converter relief valve will flow to torque converter, hoist and brake cooling screen
(1) .
During normal operation, the oil flows through the screen from the inside of the screen to the outside of
the screen. The screen collects all of the debris that is in the oil.
Correct maintenance must be used in order to make sure that the screen does not become full of debris.
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Oil Cooler (Torque Converter, Hoist, and Brake Cooling)

SMCS - 1374-BRK; 1374
S/N - AGC1-UP
S/N - AGY1-UP
(1) Torque converter, hoist and brake oil cooler
Torque converter, hoist and brake oil cooler (1) is located on the right side of the engine. Engine coolant
goes through torque converter, hoist and brake oil cooler (1) in order to cool the oil. The oil from the
torque converter outlet relief valve will flow to torque converter, hoist and brake oil cooler (1). The oil
will flow from torque converter, hoist and brake oil cooler (1) to the brake cooling manifold.
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Torque Converter Inlet and Outlet Relief Valves

SMCS - 3133
Location of torque converter relief valves
Torque converter inlet relief valve
(3) Passage to the hydraulic tank
(4) Spool
(5) Inlet passage
(6) Shims
Torque converter outlet relief valve
(7) Shims
(8) Inlet passage
(9) Spool
(10) Outlet passage to the torque converter and front brake cooling screen
Torque converter inlet relief valve (1) and torque converter outlet relief valve (2) are installed on the
outside of the torque converter housing. The operation of both valves is identical.
Inlet relief valve (1) controls the maximum pressure of the oil that is flowing to the torque converter.
The oil supply comes from the torque converter charging section of the oil pump. The oil comes through
the torque converter hydraulic filter. The inlet relief valve ensures that the maximum oil pressure to the
torque converter does not exceed approximately 930 ± 35 kPa (135 ± 5 psi).
NOTICE
The inlet pressure going to the torque converter must not exceed 930
kPa (135 psi). Pressure that is greater than the maximum setting will
damage the torque converter.
Torque converter outlet relief valve (2) controls the maximum pressure of the oil that is inside the torque
converter. Oil comes from the torque converter through passage (8). The oil then flows past spool (9).
The oil then exits through passage (10). The outlet oil goes through the screen for the torque converter
and the front brake. The oil then goes to the diverter valve for the torque converter and the front brake.
The diverter valve sends the oil through the oil cooler or around the oil cooler for the torque converter
and the front brake. The oil will flow through the front brakes. The oil then returns to the hydraulic tank.
The outlet relief valve ensures that the pressure of the oil that is inside the torque converter does not
exceed 550 kPa (80 psi).
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Lockup Clutch and Solenoid Valve (Torque Converter)

SMCS - 3124
(1) Cover
(2) Selector piston
(3) Load piston
(4) Load piston body
(5) Pilot oil passage
(6) Drain passage
(7) Passage
(8) Load piston plug
(9) Springs
(10) Load piston orifice
(12) Pump oil passage
(14) Spring
(15) Ball check valve
(16) Drain passage
(18) Lockup clutch solenoid valve
(20) Drain passage
(22) Shuttle valve
(23) Drain passage
(25) Spring
(26) Passage
(27) Drain passage
(28) Passage from the brake retract pump section
(18) Lockup clutch solenoid valve
(28) Passage from the brake retract pump section
(29) Plug "RV"
(30) Plug "PMP"
(31) Pressure tap "LU"
Torque converter lockup clutch and solenoid valve (21) is mounted to the rear of the torque converter
housing. Pressure tap (31) allows the lockup clutch pressure to be measured. The pump pressure of the
torque converter charging pump section can be measured at plug (30). The pilot oil pressure of the
torque converter lockup clutch and solenoid valve can be measured at plug (29) .
The torque converter charging pump section sends oil to the torque converter oil filter. After the oil
passes through the torque converter oil filter the flow is split. Some of the oil goes to torque converter
lockup clutch and solenoid valve (21) through passage (28). Pressure reduction valve (17) allows some
of the oil into pilot oil passage (5). This oil flows to lockup clutch solenoid valve (18) .
A portion of the pump oil goes through an orifice in pressure reduction valve (17). Ball check valve (15)
is then opened. This oil goes into a slug chamber at the end of the valve. The oil pressure in the slug
chamber presses against the force of spring (14). When the pressure at passage (28) is higher than the
force of spring (14), pressure reduction valve (17) will be pushed by the oil in the slug chamber.
Pressure reduction valve (17) will compress spring (14). This opens drain passage (27) to pump oil.
Pressure reduction valve (17) moves back and forth. This causes drain passage (27) to be blocked and
opened. This maintains constant pressure in pilot oil passage (5) .
The oil that is flowing to pump oil passage (12) goes around the valve spool. This oil remains at full
pump pressure.
The Power Train Electronic Control Module (Power Train ECM) will energize lockup clutch solenoid
valve (18) when direct drive is necessary. During direct drive, the engine is mechanically connected to
the transmission by the activation of the lockup clutch. When direct drive is not necessary, lockup clutch
solenoid valve (18) will be deactivated. The machine will then be in torque converter drive. The engine
will be hydraulically connected to the transmission.
Engaging the Lockup Clutch

When the Power Train ECM activates lockup clutch solenoid valve (18), pilot oil from pilot oil passage
(5) is allowed to flow into pilot oil passage (19). Pilot oil from pilot oil passage (19) pushes shuttle valve
(22) in order to close drain passage (23). The pilot oil moves the ball that is inside the shuttle valve.
Pilot oil from passage (19) flows through pilot oil passage (11) to the top of selector piston (2) .
This causes selector piston (2) and load piston (3) to move against the force of springs (9). This causes
modulation reduction valve (13) to move against the force of spring (25). When modulation reduction
valve (13) moves, the position of the valve spool connects passage (26) with pump oil passage (12).
Drain passage (16) is blocked. Pump oil now fills the lockup clutch. Pump oil also goes through load
piston orifice (10) and through passage (7). This oil then goes between selector piston (2) and load
piston (3) .
The pressure of the clutch oil in passage (26) increases after the clutch is full of oil. Some of the oil from
passage (26) goes through an orifice in modulation reduction valve (13). This oil opens ball check valve
(24). The oil then goes into the slug chamber at the end of the valve. This pressure helps the springs
push both modulation reduction valve (13) and load piston (3) upward. The oil that is flowing through
load piston orifice (10) is delivered at a fixed rate. While load piston (3) is controlled by the oil from
load piston orifice (10), modulation reduction valve (13) moves up and down. This causes the pressure
in the lockup clutch to increase gradually. This gradual increase due to the movement of the spool is
called modulation. The modulation of modulation reduction valve (13) maintains a constant pressure in
passage (26). When load piston (3) goes fully against the stop, modulation stops. The pressure in the
lockup clutch is now at the maximum. The lockup clutch is engaged.
Two factors control the amount of time that is necessary for the maximum pressure in the lockup clutch
to be reached. The two factors are the size of load piston orifice (10) and the force of springs (9). The
force of springs (9) can be changed by removing shims from load piston (3) or by adding shims to load
piston (3) .
Releasing the Lockup Clutch

When the Power Train ECM deactivates lockup clutch solenoid valve (18), the lockup clutch solenoid
valve blocks the flow of oil from pilot oil passage (5) to pilot oil passage (19) .
When pilot oil passage (19) does not receive pilot oil, the force of springs (9) moves load piston (3) and
selector piston (2) upward. This causes the pressure oil in pilot oil passage (11) to apply force against
shuttle valve (22). This causes the ball inside the shuttle valve to move to the left. The oil pressure also
causes shuttle valve (22) to open pilot oil passage (11) to drain passage (23). Selector piston (2) moves
upward against load piston body (4) .
As passage (11) is draining, selector piston (2) moves upward against load piston body (4). Passage (7)
is now aligned with drain passage (6). The force of springs (9) moves load piston (3) fully against
selector piston (2). Modulation reduction valve (13) moves up to the fullest extent as a result of the force
of spring (25). In this position, pump oil in pump oil passage (12) is blocked from passage (26). Passage
(26) is now open to drain passage (16). The pressure in the lockup clutch is released.
Note: Drain passages (6), (16), (20), (23), and (27) are connected. The return oil goes into the torque
converter sump.
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Torque Converter
SMCS - 3101
The torque converter is driven by the engine flywheel. The torque converter consists of an impeller, a
turbine, a lockup clutch, and a stator with a one-way clutch. The lockup clutch permits the machine to
operate in direct drive in order to keep the power loss at a minimum. The one-way clutch holds the stator
when the torque converter drive is used. The one-way clutch allows the stator to turn freely when the
torque converter drive is not used.
The torque converter housing is fastened to the flywheel housing. The torque converter charging,
scavenge, and brake retract gear pump, the torque converter lockup clutch and solenoid valve, and the
torque converter outlet relief valve are attached to the torque converter housing. The flange of the output
shaft of the torque converter is connected to the drive shaft.
The transmission is driven by the torque converter in NEUTRAL and in REVERSE. In FIRST speed,
torque converter drive is used at lower ground speeds. In FIRST speed, direct drive is used at higher
ground speeds. The lockup clutch is activated in FIRST speed by the Power Train Electronic Control
Module according to the ground speed. During shifts from FIRST speed through SEVENTH speed,
torque converter drive is momentarily activated in order to allow smoother shifts. When the transmission
clutches are engaged, the lockup clutch engages and the transmission is in direct drive.
Table 1
Operation Of The Torque Converter For Transmission Speed

Transmission Speed Torque Converter Drive Direct Drive with an Engaged Lockup
Clutch
REVERSE X
NEUTRAL X
FIRST X X
SECOND X
THIRD X
FOURTH X
FIFTH X
SIXTH X
SEVENTH X
Torque Converter Drive
(1) Rotating housing
(2) Turbine
(3) Impeller
(4) Outlet passage
(5) Output yoke
(6) Hub
(7) Output shaft
(8) Stator
(9) One-way clutch
The engine flywheel turns rotating housing (1) which turns impeller (3). The impeller directs the oil to
the blades of turbine (2). This will cause the turbine to turn. The turbine directs the oil to stator (8). This
causes the stator to try to turn in the opposite direction of the turbine. The movement of the stator causes
the rollers of one-way clutch (9) to move between stator (8) and the carrier for the stator. The action of
the one-way clutch keeps the stator from rotation in the opposite direction of the turbine (2). The stator
now directs most of the oil back to impeller (3). The remainder of the oil goes out of the torque
converter through outlet passage (4). The oil, that goes back to impeller (3) from stator (8), moves in the
same direction as the rotation of the impeller. Since this oil is moving in the same direction as the
impeller, the torque output from the torque converter is multiplied.
Turbine (2) turns hub (6). Hub (6) turns output shaft (7). Power is sent through the output yoke (5) to the
drive shaft and the transfer gears of the transmission.
One-Way Clutch
Detail of one-way clutch
(10) Cam
(11) Rollers
(12) Spring
(13) Opening
(14) Race
Splines connect stator (8) to cam (10). Cam (10) is turned by the stator. Race (14) does not turn. The
mechanical connection between cam (10) and race (14) is rollers (11). Rollers (11) are in openings (13)
of cam (10). Springs (12) are also in openings (13). The left side of openings (13) is smaller than the
right side of openings (13) because the opening has a taper. Normally, springs (12) keep rollers (11) in
the taper at the left side of openings (13) .
When the speed of impeller (3) and turbine (2) is slow, stator (8) is held stationary. Rollers (11) are held
in the taper of openings (13) by springs (12). There is a mechanical connection between cam (10) and
race (14). Because race (14) is held stationary, cam (10) is held stationary. Because the cam can not turn,
the stator does not turn. The stator can send oil back to the impeller.
As the speed of impeller (3) and turbine (2) increases, stator (8) starts to turn. The stator (8) will turn in
the same direction as the impeller and the turbine. When the stator starts to turn, cam (10) starts to turn.
The movement of cam (10) causes rollers (11) to move from the taper of openings (13). The mechanical
connection between cam (10) and race (14) is broken. Stator (8) and cam (10) turn freely. The stator
does not send oil back to the impeller.
Direct Drive
(1) Rotating housing
(2) Turbine
(3) Impeller
(5) Output yoke
(6) Hub
(7) Output shaft
(8) Stator
(15) Inlet passage
(16) Distributor
(17) Lockup clutch
(18) Piston
(19) Plate
(20) Disc
Lockup Clutch
Lockup clutch (17) is part of the torque converter. The lockup clutch (17) is located between the engine
flywheel and the turbine (2). The lockup clutch is engaged when the transmission is in SECOND
through SEVENTH speeds. The lockup clutch will engage in FIRST speed as the output speed of the
transmission increases. When the lockup clutch is engaged, impeller (3) and turbine (2) turn at the same
speed as the engine and there is no loss of power in the torque converter. The connection between the
engine and the transmission is now direct.
The main components of lockup clutch (17) are piston (18), plates (19), and discs (20) .
Operation
Rotating housing (1) is connected to the engine flywheel by splines. Rotating housing (1) is fastened to
impeller (3) by bolts. Piston (18) and plates (19) are also connected to rotating housing (1) by splines.
Discs (20) and output shaft (7) are connected to hub (6) by splines. Turbine (2) is fastened to hub (6) .
The Power Train Electronic Control Module activates the lockup clutch solenoid. The torque converter
lockup clutch and solenoid valve sends pressure oil through inlet passage (15) in distributor (16). The oil
goes through a passage in the center of output shaft (7). The oil then goes through a passage in rotating
housing (1) to piston (18). The pressure of the oil causes piston (18) to move toward disc (20). This
causes plates (19) and discs (20) to be held together. Plates (19) and discs (20) will now turn at the same
speed. The clutch becomes a direct connection between rotating housing (1) through hub (6) to output
shaft (7) .
This causes turbine (2) and impeller (3) to turn at the same speed. Stator (8) turns freely. At this time,
the torque converter is not in operation and the machine is in direct drive.
The flow of power is from rotating housing (1), through lockup clutch (17), hub (6), output shaft (7),
and output yoke (5). The power goes directly through the torque converter to the drive shaft. The drive
shaft sends the power to the transfer gears of the transmission.
When the lockup clutch (17) is not engaged, the operation of the torque converter is normal.
2 #//, 0"". 2 % 3 #1 -- "/ 9" ""0"".

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Transfer Gears
SMCS - 3159
Components of the transfer gears
(1) Shims
(2) Drive gear
(3) Yoke
(4) Driven gear
(5) Case
(6) Shims
The transfer gears are in the transfer gear case that is fastened to the front of the transmission case. The
drive shaft connects the torque converter to yoke (3) .
Yoke (3) is connected to drive gear (2) by splines. The teeth on drive gear (2) are engaged with the teeth
on driven gear (4). Driven gear (4) is connected by splines to the input shaft of the transmission.
Yoke (3) turns drive gear (2). Drive gear (2) turns driven gear (4). Driven gear (4) turns the input shaft
of the transmission.
Shims (1) are used to make adjustments to the end play of drive gear (2). Shims (6) are used to make
adjustments to the end play of driven gear (4) .
Oil for the lubrication of the transfer gears comes from the transmission lubrication circuit. The oil
comes through a passage in the transmission case to a passage in transfer gear case (5). Some of this oil
goes into a tube assembly. The tube assembly sprays oil on drive gear (2) and on driven gear (4). The
gears throw the oil around inside transfer gear case (5). This provides lubrication for the bearings in the
transfer gear case. The extra oil in the bottom of transfer gear case (5) goes through a drain passage into
the transmission case.
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Transmission Hydraulic System

SMCS - 3030; 5050
Schematic for the transmission hydraulic system
(1) Transmission section of the hydraulic tank
(2) Relief valve for the transmission oil cooler
(3) Transmission oil cooler
(4) Transmission scavenge pump section
(5) Suction screen
(6) Transmission charging pump section
(7) Bypass valve for transmission charging filter
(8) Transmission charging filter
(11) Priority reduction valve
(12) Neutralizer valve
(13) Rotary actuator
(14) Rotary selector spool
(15) Selector and pressure control valve
(16) Selector piston for the No. 4 clutch
(17) Load piston for the No. 4 clutch
(18) Modulation reduction valve for the No. 4 clutch
(37) Magnetic screen
(38) Transfer gears and transmission case
(40) Relief valve
(41) Pressure control valve
(A) Pressure tap for the No. 4 clutch
(B) Pressure tap for the No. 2 clutch
(C) Pressure tap for the No. 1 clutch
(E) Pressure tap for the No. 5 clutch
(F) Pressure tap for the No. 6 clutch
(G) Pressure tap for the No. 7 clutch
(H) Pressure tap of the No. 3 clutch
(I) Pressure tap for upshift pressure
(J) Pressure tap for downshift pressure
(K) Pressure tap for charging pressure of the transmission
(L) Pressure tap for pilot oil of the transmission hydraulic control
(M) Pressure tap for transmission lubrication
Top view of the transmission oil lines
Side view of the transmission oil lines
Transmission charging filter
(7) Bypass switch (transmission charging filter)
(42) Oil sampling valve
Side view of transmission hydraulic control
(I) Pressure tap for downshift pressure
(J) Pressure tap for upshift pressure
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Gear Pump (Transmission)

SMCS - 3066; 5073
(1) Pump drive
(2) Transmission scavenge section
(3) Transmission magnetic screen
(4) Transmission charging section
The pump has two sections:
transmission scavenge section (2)
transmission charging section (4)
The pump is driven by pump drive (1) .
The transmission scavenge section (2) is located on the drive end. This pump section takes oil from the
bottom of the transmission case. The oil flows through magnetic screen (3) to transmission scavenge
section (2). The oil is then returned to the transmission section of the hydraulic tank.
The transmission charging section (4) takes oil from the transmission section of the hydraulic tank. The
oil flows from the transmission charging section to the transmission oil filter. The oil is then sent to the
transmission hydraulic control. The oil is used to activate transmission clutches. The oil is also used as
supply oil to the lockup clutch solenoid.
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Oil Filter (Transmission Charging)

SMCS - 3067
(3) Bypass switch
(4) Inlet
(5) Outlet
Transmission charging filter (1) is located on the right side of the frame assembly behind the front
wheel.
Oil from the transmission section of the hydraulic tank flows to the transmission gear pump. The
transmission charging section of the pump sends oil to charging filter (1) .
Oil flows through inlet passage (4). The oil fills the space between the inside of the housing and the
element. During normal operation, the oil flows through the element and out outlet passage (5) to the
transmission hydraulic control. The element stops any debris that is in the oil.
If the element becomes full of debris, the restriction to the flow of oil cause a pressure increase inside
the housing. The pressurized oil activates bypass switch (3) and an alarm will be registered in the cab.
The oil then flows past the open bypass valve and to the transmission hydraulic control. When the oil
does not flow through the element, the debris in the oil will cause damage to other components in the
transmission system.
Use correct maintenance in order to make sure that the element does not become full of debris. If the
element is full of debris, the flow of clean oil to the transmission system is stopped.
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Magnetic Screen (Transmission)

SMCS - 3067-MGS
Transmission magnetic screen
Construction of the magnetic screen
(1) O-ring seal
(2) Cover
(3) Wave washer
(4) Housing
(5) Outlet
(6) Magnets
(7) Screen
(8) Tube assembly
(9) Inlet
The magnetic screen is fastened to the scavenge section of the transmission pump. Oil from the bottom
of the transmission case goes through inlet (9). As the oil flows through tube assembly (8), the oil flows
through the openings that are between magnets (6). The magnets are installed on the tube assembly so
that the same magnetic ends are next to each other.
As the oil flows over the magnets, metal particles are stopped by the magnets. The oil then flows
through screen (7) to outlet (5). Other foreign particles are stopped as the oil flows through the screen.
The particles are not allowed to go into the transmission system. The oil flows from outlet (5) to the
transmission scavenge pump section. The oil is sent back to the transmission section of the hydraulic
tank.
2 #33, /"". 2 % 4 #1 -1 /. :" ""/"".

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Oil Cooler (Transmission)

SMCS - 1374; 3030-HOC
(2) Transmission cooler inlet valve
Transmission oil cooler (1) is mounted along the right side of the engine. Engine coolant goes through
transmission oil cooler (1) in order to cool the oil. Oil from the transmission scavenge section of the
transmission gear pump will flow to transmission oil cooler (1). The oil will flow from transmission oil
cooler (1) to the transmission section of the hydraulic tank. If transmission oil cooler (1) becomes
blocked, transmission cooler inlet valve (2) will open. When transmission cooler inlet valve (2) is open,
the oil will flow to the transmission section of the hydraulic tank.
2 #11, /"". 2 % 3 #4 -4 0/ 5" ""/"".
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Transmission Hydraulic Control

SMCS - 3167
Top view of the transmission hydraulic control
(5) Rotary actuator
(7) Manifold
(8) Inlet from the transmission charging pump section
Side view of the transmission hydraulic control
(5) Rotary actuator
(7) Manifold
(9) Manifold
Table 1
Operation Of Components In The Transmission Hydraulic Control
Component Operation (Function)

Upshift solenoid (1) This solenoid controls the movement of rotary actuator (5) during
upshifts.
Pressure control valve (2) This valve controls oil flow, the rate of pressure increase and the rate
of pressure decrease, and oil pressure in the clutches.
Downshift solenoid (3) This solenoid controls the movement of rotary actuator (5) during
downshifts.
Selector and pressure This valve controls system pressure and the amount and direction of
control valve (4) pilot pressure oil that is sent to pressure control valve (2).
This actuator controls movement of the rotary selector spool in selector
Rotary actuator (5)
and pressure control valve (4).
Transmission lubrication This relief valve controls the pressure of the lubrication oil to the
relief valve (6) transmission.
Manifold (7) This manifold sends pump oil to rotary actuator (5).
Manifold (9) This manifold sends oil to the clutches.
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Relief Valve (Transmission Lubrication)

SMCS - 3182
(2) Spool
(3) Spring
(4) Ports to the transmission case
(5) Passage from the transmission hydraulic control
The transmission lubrication relief valve (1) is located in the selector and pressure control valve. The
selector and pressure control valve is located in the valve stack for the transmission hydraulic control.
Transmission lubrication relief valve (1) controls the maximum pressure of the lubrication oil that is
flowing to the transmission. Lubrication oil for the transmission comes from oil that is flowing through
the pressure relief valve for the transmission charging system. When the oil from the transmission
charging section of the transmission gear pump reaches the relief setting, oil will pass through the
pressure relief valve for the transmission charging system. This oil is then supplied to the transmission
as lubricating oil. If the pressure of the lubrication oil in the transmission lubrication relief valve (1)
overcomes the force of spring (3), spool (2) will shift. This will allow passage (5) to drain lubrication oil
through ports (4) into the transmission case.
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Rotary Actuator (Transmission)

SMCS - 3166
Rotary actuator during a shift from NEUTRAL to REVERSE
(1) Body
(2) Stationary vane
(3) Drain passage
(4) Downshift valve
(5) Ball
(6) Passage from downshift solenoid
(7) Ball
(8) Rotor
(9) Rotor vane
(10) Upshift valve
(11) Drain passage
(12) Passage from upshift solenoid
(A) Chamber
(B) Chamber
The rotary actuator is controlled by the upshift solenoid and by the downshift solenoid. Pressure oil from
either solenoid flows into body (1). The pressure oil presses against stationary vane (2) of rotor (8) and
against rotor vane (9) of rotor (8). This pressure oil causes the rotor to turn. Rotor (8) is mechanically
connected to the rotary selector spool. The rotary selector spool is part of the selector and pressure
control valve. When rotor (8) turns, the rotary selector spool turns.
During an upshift, pressure oil from the upshift solenoid flows through passage (12). This causes upshift
valve (10) to move to the left. Drain passage (11) is now closed by the upshift valve. The pressure oil
flows into upshift valve (10). This moves ball (7) to the left and oil flows into chamber (B) between
stationary vane (2) and rotor vane (9). This causes rotor (8) to turn in a clockwise direction.
The oil that is in chamber (A) on the opposite side of rotor vane (9) presses against downshift valve (4).
This causes ball (5) to move to the right side. Oil is then blocked from flowing through passage (6). As
the rotor turns, the oil in chamber (A) pushes downshift valve (4) to the right until the valve opens drain
passage (3). The oil that is in chamber (A) is now able to drain.
When the rotary selector spool and rotor (8) achieve the correct speed position, the transmission gear
switch that is connected to the rotary selector spool sends an electrical signal to the Power Train
Electronic Control Module (Power Train ECM). The Power Train ECM closes the upshift solenoid. This
stops the flow of pressure oil in passage (12). The movement of rotor (8) then stops.
During a downshift, rotor (8) moves in a counterclockwise direction. Pressure oil from the downshift
solenoid flows through passage (6). Downshift valve (4) is moved to the left. This closes drain passage
(3). The pressure oil from passage (6) goes into downshift valve (4). The pressure oil moves ball (5) to
the left and oil flows into chamber (A). This causes rotor (8) to turn in a counterclockwise direction.
The oil that is in chamber (B) presses against upshift valve (10). This causes ball (7) to move to the
right. This stops oil from going through passage (12). As the rotor turns, the oil in chamber (B) pushes
the upshift valve to the right until drain passage (11) is open to chamber (B) .
When the rotor achieves the correct speed position, the Power Train ECM deactivates the downshift
solenoid. Pressure oil in passage (6) is stopped. This stops the movement of rotor (8) .
When the transmission is in the NEUTRAL position, rotor (8) is in the position that is shown. The
downshift solenoid is always activated in the NEUTRAL position so that the rotor is locked in position.
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Selector and Pressure Control Valve (Transmission)

SMCS - 3083
Selector and pressure control valve in NEUTRAL with a stopped engine
(1) Passage
(2) Passage
(6) Chamber
(7) Chamber
(8) Passage
(9) Relief valve for transmission charging
(11) Chamber
(12) Passage
(13) Spring assemblies (two)
(14) Cam
(15) Passage
The selector and pressure control valve controls the flow of oil that goes to the pressure control valve.
The selector and pressure control valve consists of five valves. The following chart provides the basic
function of each valve.
Table 1
Operation Of The Components In The Selector And Pressure Control Valve

Valve Function
Priority reduction valve (3) This valve controls the pressure of the pilot oil that is available to
rotary selector spool (5).
Neutralizer valve (4) When the transmission is not in NEUTRAL and the engine is started,
this valve stops the flow of pilot oil to rotary selector spool (5).
Rotary selector spool (5) This valve sends pilot oil to the pressure control valve. This pilot oil
determines the transmission clutches that will be engaged.
Relief valve (9) This valve controls the maximum charging pressure in the transmission
hydraulic system.
Transmission lubrication This valve controls the maximum pressure of the lubrication oil that is
relief valve (10) going to the transmission.
Priority Reduction Valve

At the selector and pressure control valve, the oil from the transmission charging pump section flows to
several locations. The oil flows through passage (1). Some of the oil flows through passage (2) to the
upshift solenoid and to the downshift solenoid. The remainder of the pump oil flows to priority
reduction valve (3). The oil flows through an orifice in the priority reduction valve. This oil opens a
check valve. The oil then flows to the upper end of priority reduction valve (3) .
As the oil pressure increases, the oil moves the priority reduction valve downward against the force of
the spring. The pressure of the oil that is flowing from priority reduction valve (3) to neutralizer valve
(4) is controlled by the priority reduction valve.
As priority reduction valve (3) moves downward, pump oil in passage (1) flows through passage (8).
Some of this oil flows to relief valve (9). Relief valve (9) controls the maximum charging pressure in
passages (1), (2), (8), and (15). Some of the oil from passage (8) flows through passage (15) to the
pressure control valve. This oil is used to fill the clutches in the transmission. Some of the oil from
passage (8) also flows to rotary selector spool (5). This oil activates neutralizer valve (4). When the
rotary selector spool is in the NEUTRAL position, oil is able to flow to chamber (7). This causes
neutralizer valve (4) to move downward. When neutralizer valve (4) is moved downward, the oil flows
into chamber (6) of rotary selector spool (5). Chamber (6) has a screen that filters the oil. This oil is able
to flow to the pressure control valve. This pressure oil is the pilot oil that controls the movement of the
selector pistons in the pressure control valve.
Neutralizer Valve
Neutralizer valve (4) will not allow movement of the machine if the engine is started and the rotary
selector spool (5) is not in the NEUTRAL position.
When the engine is started and the transmission is in NEUTRAL, pressure oil from passage (8) flows to
rotary selector spool (5). The pressure oil then flows to chamber (7). The pressure in chamber (7) moves
neutralizer valve (4) downward against the force of the spring. This allows pilot oil to go around the
neutralizer valve to chamber (6) of the rotary selector spool. The clutches can be engaged in the
transmission.
As neutralizer valve (4) moves downward, pilot oil is able to flow through an orifice in the neutralizer
valve to the upper end of the neutralizer valve. Neutralizer valve (4) is now held in the open position by
the pressure of the pilot oil.
When rotary selector spool (5) is moved from the NEUTRAL position, pressure oil from passage (8)
cannot go to chamber (7). Chamber (7) is now open to chamber (11) because of the position of rotary
selector spool (5) .
When the machine is not in NEUTRAL and the engine is started, the position of rotary selector spool (5)
stops the flow of pump oil to chamber (7). Neutralizer valve (4) will not move downward in order to
provide oil to chamber (6). No oil can flow to the selector pistons of the pressure control valve. The
clutches in the transmission will not engage.
Rotary Selector Spool

Rotary selector spool (5) determines the selector pistons in the pressure control valve that receive pilot
oil and the selector pistons that are drained. Orifices in the spool provide the correct sequence in order
for the clutches to engage. The rotary actuator is mechanically connected to the upper end of the rotary
selector spool. The rotary actuator is hydraulically controlled by the upshift solenoid and the downshift
solenoid. When the rotary actuator turns the rotary selector spool (5) turns. The transmission gear switch
is also connected to the upper end of the spool. The transmission gear switch communicates with the
Power Train Electronic Control Module. Cam (14) is fastened to the lower end of the spool. Spring
assemblies (13) are in contact with cam (14) in order to hold the spool correctly in each speed position.
Chamber (6) of rotary selector spool (5) contains pilot oil. The position of the spool will send this pilot
oil through a passage to the pressure control valve. The oil flows to a selector piston. This causes the
selector piston to move. This will cause a clutch to engage in the transmission. Chamber (6) has a screen
which stops foreign material from entering the pressure control valve.
The clutches of the transmission that are disengaged return any pressure oil that is in the selector pistons
to chamber (11). Chamber (11) allows the oil to go to the transmission case reservoir.
In NEUTRAL position, rotary selector spool (5) sends pump oil to chamber (7) in order to move
neutralizer valve (4). In the other speed positions, chamber (7) is blocked from pump oil and open to
chamber (11) .
Pressure Relief Valve for Transmission Charging

Relief valve (9) controls the maximum pressure in the transmission charging system. Pump oil comes
from passage (8) to relief valve (9). The oil flows through an orifice in relief valve (9). This opens a
poppet valve. Oil fills the chamber between the poppet and the slug. As the pressure increases, the oil
moves relief valve (9) against the force of the spring. When the pressure of the oil reaches the relief
setting, relief valve (9) will move upward. This will allow lubrication oil to flow through passage (12)
and to the transmission. Transmission lubrication relief valve (10) limits the maximum pressure of the
transmission lubrication oil.
The pressure setting of relief valve (9) can be changed by the removal or the addition of shims inside the
spool of relief valve (9) .
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SMCS - 3074
Transmission pressure control valve
(1) Drain passages
(2) Passage for pump oil
(3) Passage to the No. 5 clutch
(4) Drain passage (seven)
(5) Springs
(6) Load piston (seven)
(7) Passage in the selector piston
(8) Selector piston (seven)
(9) Pilot oil passage (seven)
(10) Modulation reduction valve (seven)
(15) Decay orifice
(16) Drain passage (seven)
(17) Selector piston plug
(25) Passage from the transmission charging pump section
(A) Identification of load piston body
(B) Identification of load piston body
(C) Identification of load piston body
(D) This load piston body is not used.
(E) Identification of load piston body
(F) Identification of load piston body
(G) Identification of load piston body
(H) Identification of load piston body
The pressure control valve has seven modulation reduction valves (10). There is one modulation
reduction valve for each clutch in the transmission. Each modulation reduction valve acts separately.
This is known as Individual Clutch Modulation (ICM). The modulation reduction valves control the
amount of pressure that will be used for clutch engagement and for the release of the clutch. The
modulation reduction valves also determine the duration of clutch engagement.
Each load piston body has an identification letter for the purposes of disassembly and assembly. Pilot
passages (3) are connected to passages from the rotary selector spool of the selector and pressure control
valve. Pump oil from the selector and pressure control valve is in passage (25). Drain passages (1) are
connected to the transmission case reservoir.
All of the modulation reduction valves operate in a similar way, so only the basic operation is provided.
The Beginning of a Shift and the Clutch is Filling
Modulation reduction valve at the beginning of a shift
(1) Drain passage
(3) Passage to clutch
(4) Drain passage
(5) Springs
(6) Load piston
(8) Selector piston
(9) Pilot passage
(10) Spring
(15) Decay orifice
(16) Drain passage
When a shift is started, pilot passage (9) receives pilot oil at the correct sequence from the rotary
selector spool. Selector piston (8) and load piston (6) move against the force of springs (5). Modulation
reduction valve (11) moves against the force of spring (10). Passage (3) is blocked to drain passage (4).
Passage (3) is open to passage (2). The pump oil now fills the clutch.
At the same time, oil flows through load piston orifice (13) and passage (7). This oil goes between
selector piston (8) and load piston (6) .
Completed Shift with an Engaged Clutch
Modulation reduction valve at the end of a shift
(1) Drain passage
(4) Drain passage
(5) Springs
(6) Load piston
(8) Selector piston
(9) Pilot passage
(10) Spring
(15) Decay orifice
(16) Drain passage
After the clutch is full of oil, the pressure in passage (3) increases. This causes load piston (6) to move
against the force of springs (5). Clutch oil flows through an orifice in the modulation reduction valve
(11). Ball check valve (12) opens and oil flows into the slug chamber at the left end of the modulation
reduction valve.
Pressurized oil in the slug chamber works against the pressurized oil at the end of load piston (6). The
pressure increases until load piston (6) is moved fully to the left against the stop. The pressure in the
clutch is now at the maximum. Modulation reduction valve (11) moves to the right and to the left in
order to maintain a constant pressure in passage (3) .
Two factors control the amount of time that is necessary for the pressure in the clutch to achieve the
maximum amount. The two factors are the size of load piston orifice (13) and the force of springs (5).
The force of springs (5) can be changed by the removal of shims in load piston (6) or by the addition of
shims in load piston (6) .
Shift with a Released Clutch
Modulation reduction valve with a disengaged clutch
(1) Drain passage
(4) Drain passage
(5) Springs
(6) Load piston
(8) Selector piston
(9) Pilot passage
(10) Spring
(15) Decay orifice
(16) Drain passage
When a clutch is disengaged, pilot passage (9) is open in order to drain through the rotary selector spool.
The force of springs (5) moves load piston (6) and selector piston (8) to the right against load piston
body (18). Passage (7) is now aligned with drain passage (16). The force of springs (5) moves load
piston (6) fully to the right against selector piston (8) .
Modulation reduction valve (11) is moved fully to the right by the force of spring (10). In this position,
pump oil in passage (2) cannot flow into passage (3). Passage (3) is open to drain passage (4) and the
pressure in the clutch is released. Decay orifice (15) in drain passage (16) controls the amount of time
that is necessary for the clutch pressure to release.
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Transmission Planetary
SMCS - 3030; 3160
Components of the transmission
(1) Input shaft
(2) Clutch hub
(3) Ring gear
(4) Planetary gears
(5) Planetary gears
(6) Ring gear
(7) Sun gear
(8) Sun gear and ring gear
(9) Planetary gears
(10) Ring gear
(11) Ring gear
(12) Planetary gears
(13) Sun gear
(14) Ring gear
(16) Sun gear
(17) Planetary carrier
(18) No. 1 clutch
(20) No. 2 clutch
(21) No. 3 clutch rotating
(22) No. 3 clutch housing
(23) Center shaft
(27) No. 5 clutch
(28) Planetary carrier and output shaft
(29) No. 6 clutch
(30) No. 7 clutch
Table 1
Engagement Of Transmission Clutches

Transmission Speed Engaged Clutches in the Transmission
NEUTRAL 1
REVERSE 1 and 7
FIRST speed 2 and 6
SECOND speed 1 and 6
THIRD speed 3 and 6
FOURTH speed 1 and 5
FIFTH speed 3 and 5
SIXTH speed 1 and 4
SEVENTH speed 3 and 4
Power from the engine goes to the torque converter. The power then goes through the drive shaft to the
transfer gears. The transfer gears are fastened directly to the front of the transmission case. The power
then goes through the transmission to the differential.
The transmission has seven forward speeds and one reverse speed. REVERSE and NEUTRAL use only
torque converter drive. At lower ground speeds, FIRST speed uses torque converter drive. At higher
ground speeds, FIRST speed uses direct drive. As the ground speed increases in FIRST speed, the
lockup clutch of the torque converter engages. This provides FIRST speed with direct drive. The speeds
SECOND through SEVENTH use direct drive. There is a short period of torque converter drive between
the direct drive speeds. This occurs while the clutches engage in the transmission. After the clutches are
engaged, the torque converter lockup clutch automatically engages. The torque converter is in direct
drive. Torque converter drive during the shifts provides smooth, automatic shifting.
The transmission has a combination of two rotating clutches, five stationary clutches, and five planetary
units. This provides seven forward speeds and one reverse speed. No. 3 clutch (21) and No. 4 clutch (25)
are the rotating clutches.
Input torque goes from the transfer gears to input shaft (1) . Input shaft (1) drives the transmission input
clutch arrangement. No. 1 clutch (18) , No. 2 clutch (20) , and No. 3 clutch (21) are part of the
transmission input clutch arrangement. The remainder of the clutches are in the output section of the
transmission. Center shaft (23) connects the input section to the output section. Center shaft (23) is
splined to No. 3 clutch housing (22) . Center shaft (23) also carries the sun gears that drive the output
section of the transmission. Center shaft (23) and input shaft (1) turn the same direction.
Power Flow in NEUTRAL
Power flow in NEUTRAL
(1) Input shaft
(2) Clutch hub
(3) Ring gear
(4) Planetary gears
(5) Planetary gears
(6) Ring gear
(7) Sun gear
(9) Planetary gears
(10) Ring gear
(11) Ring gear
(13) Sun gear
(14) Ring gear
(16) Sun gear
(18) No. 1 clutch
(20) No. 2 clutch
(23) Center shaft
(27) No. 5 clutch
(29) No. 6 clutch
(30) No. 7 clutch
Only No. 1 clutch (18) is engaged in NEUTRAL. No other clutches are engaged. Torque is transferred
from the transfer gears to input shaft (1) . Ring gear (6) is splined to input shaft (1) . Ring gear (6) turns
with input shaft (1) . Ring gear (6) spins the discs of No. 3 clutch (21) . Some of the torque is lost in the
spinning discs of No. 3 clutch (21) . Ring gear (6) spins planetary gears (5) .
Clutch hub (2) is splined to sun gear (7) . Because No. 1 clutch (18) is engaged, clutch hub (2) is held
and sun gear (7) is held. Since sun gear (7) is held, planetary gears (5) move around sun gear (7) .
Planetary gears (5) drive planetary carrier (19) in the same direction as input shaft (1) . The remainder of
the torque is lost through spinning clutch discs.
Power Flow in FIRST Speed
No. 2 clutch (20) and No. 6 clutch (29) are engaged in FIRST speed. Torque is transferred from the
transfer gears to input shaft (1) . Ring gear (6) is splined to input shaft (1) . Ring gear (6) turns with
input shaft (1) . Ring gear (6) spins the discs of No. 3 clutch (21) . Ring gear (6) spins planetary gears
(5) . Planetary gears (5) spin sun gear (7) . Sun gear (7) spins planetary gears (4) . Because No. 2 clutch
(20) is engaged, the discs of the No. 2 clutch hold ring gear (3) .
Since ring gear (3) is being held, planetary gears (4) move around the inside of ring gear (3) . This drives
planetary carrier (19) in the same direction as input shaft (1) . Planetary carrier (19) is connected to No.
3 clutch housing (22) . No. 3 clutch housing (22) is splined to center shaft (23) . Center shaft (23) and
planetary carrier (19) are driven in the same direction and at the same speed.
Sun gear (13) is splined to center shaft (23) . Sun gear (13) turns planetary gears (12) . Because No. 6
clutch (29) is engaged, the discs of No. 6 clutch (30) hold ring gear (11) stationary. Planetary gears (12)
move around the inside of ring gear (11) . This drives the planetary carrier and output shaft (28) .
The planetary carrier and output shaft (28) turns in the same direction as input shaft (1) , but at a
different speed.
Power Flow in SECOND Speed

No. 1 clutch (18) and No. 6 clutch (29) are engaged in SECOND speed. Torque is transferred from the
(5) .
Planetary gears (5) drive planetary carrier (19) in the same direction as input shaft (1) . Planetary carrier
(19) is connected to No. 3 clutch housing (22) . No. 3 clutch housing (22) is splined to center shaft (23) .
Center shaft (23) and planetary carrier (19) are driven in the same direction and at the same speed.
The sun gear (13) is splined to center shaft (23) . Sun gear (13) turns planetary gears (12) . Because No.
6 clutch (29) is engaged, the discs of No. 6 clutch (30) hold ring gear (11) stationary. Planetary gears
(12) move around the inside of ring gear (11) . This drives the planetary carrier and output shaft (28) in
the same direction as input shaft (1) .
Power Flow in THIRD Speed

No. 3 clutch (21) and No. 6 clutch (29) are engaged in THIRD speed. Torque is transferred from the
input shaft (1) . Because No. 3 clutch is engaged, ring gear (6) is mechanically connected with No. 3
Clutch housing (22) . No. 3 clutch housing (22) is splined to center shaft (23) . Center shaft (23) and
center shaft (23) are mechanically connected. Torque is transferred directly from input shaft (1) to center
shaft (23) .
The sun gear (13) is splined to center shaft (23) . Sun gear (13) turns planetary gears (12) . Because No.
6 clutch (29) is engaged, the discs of No. 6 clutch (30) hold ring gear (11) stationary. Planetary gears
(12) move around the inside of ring gear (11) . This drives the planetary carrier and output shaft (28) in
the same direction as input shaft (1) .
Power Flow in FOURTH Speed
Power flow in FOURTH speed
(1) Input shaft
(2) Clutch hub
(3) Ring gear
(4) Planetary gears
(5) Planetary gears
(6) Ring gear
(7) Sun gear
(9) Planetary gears
(10) Ring gear
(11) Ring gear
(13) Sun gear
(14) Ring gear
(16) Sun gear
(18) No. 1 clutch
(20) No. 2 clutch
(23) Center shaft
(27) No. 5 clutch
(29) No. 6 clutch
(30) No. 7 clutch
No. 1 clutch (18) and No. 5 clutch (27) are engaged in FOURTH speed. Torque is transferred from the
(5) .
The sun gear and ring gear (8) is splined to center shaft (23) . Sun gear and ring gear (8) turns planetary
gears (9) . Because No. 5 clutch (27) is engaged, the discs of No. 5 clutch (27) hold ring gear (10)
stationary. Planetary gears (9) move around the inside of ring gear (10) . This drives the planetary carrier
(26) in the same direction as input shaft (1) . Ring gear (11) is connected to planetary carrier (26) . Ring
gear (11) and planetary carrier (26) turn in the same direction and at the same speed.
Sun gear (13) and ring gear (11) turn in the same direction, but at different speeds. This causes planetary
gears (12) to be driven. As planetary gears (12) move, the output shaft of planetary carrier (28) is driven.
different speed.
Power Flow in FIFTH Speed

No. 3 clutch (21) and No. 5 clutch (27) are engaged in FIFTH speed. Torque is transferred from the
shaft (23) .
The sun gear and ring gear (8) is splined to center shaft (23) . Sun gear and ring gear (8) turns planetary
gears (9) . Because No. 5 clutch (27) is engaged, the discs of No. 5 clutch (27) hold ring gear (10)
stationary. Planetary gears (9) move around the inside of ring gear (10) . This drives the planetary carrier
(26) in the same direction as input shaft (1) . Ring gear (11) is connected to planetary carrier (26) . Ring
gear (11) and planetary carrier (26) turn in the same direction and at the same speed.
Sun gear (13) and ring gear (11) turn in the same direction, but at different speeds. This causes planetary
gears (12) to be driven. As planetary gears (12) move, the output shaft of planetary carrier (28) is driven.
different speed.
Power Flow in SIXTH Speed

No. 1 clutch (18) and No. 4 clutch (25) are engaged in SIXTH speed. Torque is transferred from the
(5) .
The sun gear and ring gear (8) . Sun gear and ring gear (8) spins the discs of No. 4 clutch (25) . Because
No. 4 clutch (25) is engaged, sun gear and ring gear (8) and No. 4 clutch housing (24) are mechanically
connected. The No. 4 clutch housing (24) is connected to planetary carrier (26) . This drives planetary
carrier (26) in the same direction as input shaft (1) . Ring gear (11) is connected to planetary carrier
(26) . Ring gear (11) and planetary carrier (26) turn in the same direction and at the same speed.
Sun gear (13) is splined to center shaft (22) . Sun gear (13) and ring gear (11) turn in the same direction,
but at different speeds. This causes planetary gears (12) to be driven. As planetary gears (12) move, the
output shaft of planetary carrier (28) is driven.
different speed.
Power Flow in SEVENTH Speed

No. 3 clutch (21) and No. 4 clutch (25) are engaged in SEVENTH speed. Torque is transferred from the
shaft (23) .
The sun gear and ring gear (8) . Sun gear and ring gear (8) spins the discs of No. 4 clutch (25) . Because
No. 4 clutch (25) is engaged, sun gear and ring gear (8) and No. 4 clutch housing (24) are mechanically
connected. The No. 4 clutch housing (24) is connected to planetary carrier (26) . This drives planetary
carrier (26) in the same direction as input shaft (1) . Ring gear (11) is connected to planetary carrier
(26) . Ring gear (11) and planetary carrier (26) turn in the same direction and at the same speed.
Sun gear (13) is splined to center shaft (22) . Sun gear (13) and ring gear (11) turn in the same direction,
but at different speeds. This causes planetary gears (12) to be driven. As planetary gears (12) move, the
output shaft of planetary carrier (28) is driven.
different speed.
Power Flow in REVERSE

No. 1 clutch (18) and No. 7 clutch (30) are engaged in REVERSE. Torque is transferred from the
(5) .
Sun gear (13) is splined to center shaft (23) . Sun gear (13) spins planetary gears (12) . Planetary gears
(12) spin ring gear (11) . Ring gear (11) is splined to sun gear (16) . sun gear (16) spins planetary gears
(15) .
Because No. 7 clutch (30) is engaged, the discs of No. 7 clutch (30) hold ring gear (14) . Planetary gears
(15) move around the inside of ring gear (14) . This drives planetary carrier (17) in the opposite
direction from center shaft (23) . Planetary carrier (17) is splined to the output shaft of planetary carrier
(28) .
The output shaft is driven in the opposite direction of center shaft (23) and input shaft (1) .
Lubrication of the Transmission
Lubrication of the transmission
(1) Input shaft
(2) Clutch hub
(3) Ring gear
(4) Planetary gears
(5) Planetary gears
(6) Ring gear
(7) Sun gear
(9) Planetary gears
(10) Ring gear
(11) Ring gear
(13) Sun gear
(14) Ring gear
(16) Sun gear
(18) No. 1 clutch
(20) No. 2 clutch
(23) Center shaft
(27) No. 5 clutch
(29) No. 6 clutch
(30) No. 7 clutch
(32) Front bearing cage
(33) No. 3 balance piston
(34) Inlet passage
(35) No. 4 balance piston
(36) Housing
(37) Bearing
(38) Passage
Oil for the lubrication of the transmission comes from the transmission section of the hydraulic tank.
The pump for the transmission charging sends oil through the oil filter to the selector and pressure
control valve. Oil from the selector and pressure control valve is split. Some of the oil is used to
lubricate the transfer gears. The rest of the oil is used to lubricate the transmission. The transmission
lubrication oil goes to a manifold.
Oil from the manifold of the pressure control valve enters the transmission through passage (34) . The
oil is routed in three directions. Oil travels forward from passage (34) to front bearing cage (32) . This
oil lubricates No. 1 clutch (18) and No. 2 clutch (20) .
The oil in passage (34) is also routed to center shaft (23) . Once the oil reaches the center shaft, the oil
splits in two directions. Oil travels forward through the bearing and through No. 3 clutch housing (22) to
the back side of No. 3 balance piston (33) . The oil travels through ring gear (6) to No. 3 clutch (21) .
This oil lubricates planetary gears (4) and (5) . Oil leaves through passage (38) in planetary carrier (19) .
This oil also helps to lubricate No. 2 clutch (20) .
Oil that is routed rearward along center shaft (23) travels to the back side of No. 4 balance piston (35) .
The oil then travels to No. 4 clutch (25) . Oil passes through sun gear and ring gear (8) into planetary
carrier (26) . This oil lubricates planetary gears (9) and No. 5 clutch (27) . Oil continues along center
shaft (23) through sun gear (13) into the output shaft of planetary carrier (28) to lubricate planetary gears
(11) and No. 6 clutch (29) .
some oil continues along center shaft (23) to lubricate bearing (36) .
The last routing of oil from passage (34) is rearward through the housings to housing (37) . The oil
travels through housing (37) to planetary gears (15) and to No. 7 clutch (30) .
Operation of the Balance Pistons in the Rotating Clutches
The oil that flows to balance piston (33) of the No. 3 clutch and to balance piston (35) of the No. 4
clutch is used to balance the centrifugal force of the oil. The centrifugal force of the oil is caused by the
rotation of the No. 3 clutch and the No. 4 clutch. The centrifugal force of the oil that is behind the clutch
piston in the rotating clutches causes a small amount of clutch engagement in the rotating clutch. The
centrifugal force of the oil that is behind the balance piston balances the centrifugal force of the oil that
is on the clutch piston.
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Pump Drive
SMCS - 3108
S/N - AGC1-UP
S/N - AGY1-UP
(1) Pump drive
(2) Pump drive shaft which is located under the guard
(1) Pump drive
(3) Yoke assembly
(17) Hoist gear pump
(18) Steering piston pump
(19) Transmission gear pump
(3) Yoke assembly
(4) Housing
(5) Bearings
(6) Drive gear
(7) Cage
(8) Idler gear
(9) Shims
(10) Shims
(11) Shaft
(12) Bearings
(13) Shims
(14) Driven gear
(15) Cage
(16) Bearings
Pump drive (1) is fastened to the inner right side of the main frame directly behind the flywheel housing
of the engine. The accessory drive gear in the flywheel housing drives pump drive shaft (2). Pump drive
shaft (2) is connected to yoke assembly (3) .
Splines connect yoke assembly (3) to drive gear (6). Drive gear (6) turns idler gear (8) which turns
driven gear (14) .
Shims (10) are used to adjust the end play of drive gear (6). Shims (9) are used to adjust the end play of
idler gear (8). Shims (13) are used to adjust the end play of driven gear (14) .
Three pumps are driven by the pump drive. Hoist gear pump (17) is fastened to cage (7). The pump is
driven by drive gear (6). Transmission gear pump (19) is fastened to cage (15). Steering piston pump
(18) is fastened directly to housing (4). Steering piston pump (18) is located across from transmission
gear pump (19). Driven gear (14) drives both steering piston pump (18) and transmission gear pump
(19) .
Lubrication of the pump drive is provided by oil from the torque converter charging pump section. The
oil is sprayed on drive gear (6). Holes in housing (4) will send oil to each bearing. An oil level is kept in
housing (4) so that the teeth on driven gear (14) are in oil. The gears will throw oil in the housing. Extra
oil in housing (4) goes to the torque converter housing.
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Rear Axle and Final Drive System

SMCS - 3260; 3268; 4003; 4050; 4059; 4077; 4084
Operation of the Rear Axle Hydraulic System

This hydraulic system lubricates the bearings for the differential and bevel gear and the bearings for the
final drives. This hydraulic system also cools the bearings for the differential and bevel gear and the
bearings for the final drives. This hydraulic system is independent from the other hydraulic systems. For
the correct oil that should be used in the system, refer to the Operation and Maintenance Manual for
your machine.
The rear axle housing acts as a common sump for the differential and bevel gear and the two final
drives. Oil is thrown by the differential and bevel gear and the two final drives in order to lubricate the
components of the differential and bevel gear and the final drives.
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Differential and Bevel Gear

SMCS - 3256; 3258
Typical illustration
(1) Carrier assembly
(2) Differential bevel pinions (four)
(3) Spider
(4) Adjusting nut
(5) Bearing
(6) Thrust pin
(7) Bevel gear
(8) Bearings
(9) Bearing cage
(10) Differential housing (flanged half)
(11) Differential housing (plain half)
(12) Side gears (two)
(13) Shims
(14) Bevel pinion
(15) Thrust washers
(16) Bearing
(17) Adjusting nut
The power that is sent to the wheels is divided by the differential. The amount of power that is sent to
each wheel is balanced by the differential. During a turn, the differential allows the inner wheel to rotate
at a slower rate than the outer wheel. The differential still sends the same amount of torque to each
wheel.
The differential and bevel gear are located inside the rear axle housing. The differential and bevel gear
connect the output shaft of the transmission to the drive axles. Bevel pinion (14) turns bevel gear (7).
Bevel gear (7) is fastened to the differential housing (flanged half) (10). There are four differential bevel
pinions (2). Differential bevel pinions (2) turn freely on spider (3). Each differential bevel pinion (2) has
a double bearing assembly in order to carry the drive load of the differential bevel pinion. The
differential housing (flanged half) (10) and the differential housing (plain half) (11) are bolted together
in order to hold spider (3). The differential housing (flanged half) (10) and the differential housing (plain
half) (11) rotate together with bevel gear (7). The housings are driven by bevel gear (7). The housings
are supported by bearings.
Differential bevel pinions (2) are engaged at a 90 degree angle with two straight side gears (12). The
side gears are connected to the drive axles by splines.
When the machine is moving in a straight direction the same amount of torque is sent to each axle. This
torque holds differential bevel pinions (2) so that the differential bevel pinions do not turn on spider (3).
The wheels will have equal traction.
When different loads are put on the drive wheels, differential bevel pinions (2) will turn because the
forces are different on the opposite sides of the differential. During a turn, the rotation of the differential
bevel pinions will allow a slower rotation of the inside wheel and a faster rotation of the outside wheel.
The machine is driven with full power in a turn.
Side gears (12) turn against thrust washers (15). The end thrust of the differential bevel pinions (2)
against the differential case is taken by a double bearing assembly. The bearing assemblies must be
changed in sets of two.
Thrust pin (6) in the rear housing provides support for carrier assembly (1). Carrier assembly (1) carries
a high thrust load.
Shims (13) are located under bearing cage (9). When bearing cage (9) is installed, the shims determine
the end play of bearings (8) for bevel pinion (14) .
Adjusting nut (4) and adjusting nut (17) are used to make an adjustment between bevel pinion (14) and
bevel gear (7). The nuts are also used to make an adjustment to the bearing preload of bearing (16) and
bearing (5) .
The differential receives lubrication from the oil in the rear axle housing. As the parts rotate, the oil is
thrown around the inside of the housing. Spiral grooves in thrust washers (15) allow the lubricant to
flow between the thrust washers and side gears (12) .
Note: Correct adjustment of all of the bearings in the differential is very important. For the correct
adjustment procedures, refer to the Power Train Testing and Adjusting, "Differential and Bevel Gear -
Adjust" and the Power Train Testing and Adjusting, "Differential Pinion Bearing - Adjust".
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Final Drive
SMCS - 4050
Final Drive
(1) Axle shaft
(2) Hub
(3) Ring gear
(5) Planetary gears
(6) Sun gear
Each of the two final drives have the same components. A final drive causes the last speed reduction in
the power train and the last torque increase in the power train.
Hub (2) is connected to the spindle housing. Ring gear (3) is fastened to hub (2). Ring gear (3), hub (2),
and the spindle housing are stationary.
Axle shaft (1) is connected to the final drive by spindles in sun gear (6). Sun gear (6) is engaged with
planetary gears (5). Planetary gears (5) are held in planetary carrier (4). planetary carrier (4) is connected
to the wheel.
Power from the differential turns axle shaft (1). Axle shaft (1) turns sun gear (6). Sun gear (6) turns
planetary gear (6). Because ring gear (3) is held stationary by hub (2), the planetary gears move around
the inside of ring gear (3). The movement of the planetary gears causes planetary carrier (4) to turn.
planetary carrier (4) is turned in the same direction as sun gear (6), but at a slower speed. Planetary
carrier (5) drives the wheel.
The final drives receive lubrication by the rotation of the gears in the oil. The differential and the final
drives use the same lubricant.
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Specifications (Power Train)

SMCS - 3000; 3100
Table 1
Shift Points At Nominal Engine Speed

Upshift Engine Speed Transmission Output Speed
1 to 2 1840 ± 30 401
2 to 3 1840 ± 30 545
3 to 4 1840 ± 30 739
4 to 5 1840 ± 30 996
5 to 6 1840 ± 30 1352
6 to 7 1840 ± 30 1815
Downshift Engine Speed Transmission Output Speed

7 to 6 1285 ± 20 1723
6 to 5 1285 ± 20 1272
5 to 4 1285 ± 20 945
4 to 3 1285 ± 20 698
3 to 2 1285 ± 20 516
2 to 1 1285 ± 20 379
Table 2
Maximum Travel Speeds at 1900 rpm
(37.00-R57 tires)
Gear Speed
R 11.7 km/h (7.3 mph)
1
10.3 km/h (6.4 mph)
2
14.1 km/h (8.8 mph)
3
19.1 km/h (11.9 mph)
4
25.8 km/h (16.0 mph)
5
35.0 km/h (21.7 mph)
6
46.9 km/h (29.1 mph)
7
63.7 km/h (39.6 mph)
Specifications for the Torque Converter

Outlet Relief Valve
Pressure setting for the outlet relief valve ... 552 ± 34 kPa (80 ± 5 psi)
Torque converter outlet pressure at stall speed ... 550 ± 35 kPa (80 ± 5 psi)
Torque converter stall speed at operating temperature ... 1715 ± 65 rpm
Table 3
Spacer Chart for the Outlet Relief Valve

Pt. No. for the Spacers Thickness of the Spacers Pressure Change from one Spacer
5M-9624 Spacer
0.25 mm (0.010 inch) 5 kPa (0.7 psi)
5M-9623 Spacer
0.90 mm (0.035 inch) 18 kPa (2.6 psi)
Inlet Relief Valve
Pressure setting for the inlet relief valve ... 930 ± 35 kPa (135 ± 5 psi)
Table 4
Spacer Chart for the Inlet Relief Valve

5M-9624 Spacer
0.25 mm (0.010 inch) 14 kPa (2.0 psi)
5M-9623 Spacer
0.90 mm (0.035 inch) 49 kPa (7.1 psi)
Torque Converter Oil Filter
Pressure setting for the bypass valve ... 140 kPa (20 psi)
Lockup Clutch and Solenoid Valve
Pressure Reducing Valve
Pilot pressure at low idle ... 1725 ± 70 kPa (250 ± 10 psi)
Table 5
Chart of Shims for the Pressure Reduction Valve

Pt. No. for the Shims Thickness of the Shims Change in Primary Pressure from one Shim
5J-2721 Shim
0.13 mm (0.005 inch) 10 kPa (1.5 psi)
6J-3993 Shim
0.25 mm (0.010 inch) 19 kPa (2.8 psi)
5J-1036 Shim
0.80 mm (0.031 inch) 60 kPa (8.7 psi)
Modulation Reducing Valve
Pressure at low idle ... 2135 ± 70 kPa (310 ± 10 psi)
Minimum pressure at 1300 rpm ... 2135 kPa (310 psi)
Lockup clutch primary pressure at low idle ... 1030 ± 35 kPa (150 ± 5 psi)
Table 6
Chart of Shims for the Modulation Reduction Valve (1)

Pt. No. for the Shims Thickness of the Shims Change in Primary Pressure from one Shim
8J-4452 Shim
0.12 mm (0.005 inch) 12 kPa (1.8 psi)
2S-0675 Spacer
0.40 mm (0.016 inch) 39 kPa (5.7 psi)
9J-1330 Shim
0.79 mm (0.031 inch) 76 kPa (11.0 psi)
(1) Before an adjustment is performed, be certain that the valve springs are not weak or broken.
Table 7
Speed Engaged Clutches Torque Converter Drive Direct Drive

NEUTRAL-1 1 X -
NEUTRAL-2 1 X -
REVERSE 1 and 7 X -
FIRST Speed 2 and 6 X X
SECOND Speed 1 and 6 - X
THIRD Speed 6 and 3 - X
FOURTH Speed 1 and 5 - X
FIFTH Speed 5 and 3 - X
SIXTH Speed 4 and 1 - X
SEVENTH Speed 4 and 3 - X
Transmission
Pressure Control Valve
Table 8
Station (1) A B C E F G H
Engaged Clutch
4 2 1 5 6 7 3
Type of Test Pressure
Clutch Pressure
3000 ±
At High Idle In 2365 kPa 2585 kPa 2790 kPa
- 225 kPa - -
Torque Converter (345 (375 (405
(435 ±
Drive psi) (2) psi) (2) psi) (2)
33 psi)
Clutch Pressure
2930 ±
At Low Idle In 2365 kPa 2585 kPa 2760 kPa
- 225 kPa - -
Torque Converter (345 (375 (400
(425 ±
Drive psi) (2) psi) (2) psi) (2)
33 psi)
Primary Clutch
3000 ±
Pressure At High 1410 kPa 2365 kPa 2480 kPa 2585 kPa 2790 kPa 1860 kPa
225 kPa
Idle in Direct (205 (345 (360 (375 (405 (270
(435 ±
Drive psi) (2) psi) (2) psi) (2) psi) (2) psi) (2) psi) (2)
33 psi)
Primary Clutch 345 ± 40

515 ± 40 275 ± 40 345 ± 40 415 ± 40 415 ± 40 550 ± 40
Pressure At Low kPa (50
kPa (75 ± kPa (40 ± kPa (50 ± kPa (60 ± kPa (60 ± kPa (80 ±
Idle ± 6 psi)
6 psi) 6 psi) 6 psi) 6 psi) 6 psi) 6 psi)
(1) Station "D" is not used.

(2) Tolerance is + 240 kPa (35 psi) or - 105 kPa (15 psi).
Table 9

Valve A B C E F G H
Location (1)
Clutch that is 4 2 1 5 6 7 3
engaged
The thickness Pressure Pressure Pressure Pressure Pressure Pressure Pressure
of the shim Change Change Change Change Change Change Change
5J-2721 Shim

(0.005 inch) (1.9 psi) (2.4 psi) (2.9 psi) (2.4 psi) (2.4 psi) (2.7 psi) (2.6 psi)
6J-3993 Shim

4M-1751 Spacer

5J-1036 Shim
(1) Valve location (D) is not used.
Table 10
Specifications and Identification of the Components of the Pressure Control Valve

Location of the
Load Piston A B C E F G H
Body (1)
Thickness of
2.54 mm 2.54 mm 2.54 mm 4.58 mm 4.58 mm 4.58 mm 4.58 mm
the Load Piston
(0.100 (0.100 (0.100 (0.180 (0.180 (0.180 (0.180
Orifice
inch) inch) inch) inch) inch) inch) inch)
Color of the
Outer Spring of Light Light Light Light
Yellow Yellow Yellow
the Load Piston Blue Green Green Green
Color of the
Inner Spring of Light Light Light Light
Yellow Yellow Orange
the Load Piston Blue Blue Blue Blue
Size of the
1.57 mm 1.19 mm 1.57 mm 1.57 mm 1.40 mm
Decay Orifice - -
(0.062 (0.047 (0.062 (0.062 (0.055
inch) inch) inch) inch) inch)
Color of the
Decay Orifice Green Blue - Green Green - Yellow
Overall Length
58.5 mm 51.5 mm 51.5 mm 51.5 mm 51.5 mm 51.5 mm 58.5 mm
of the Load
(2.30 (2.03 (2.03 (2.03 (2.03 (2.03 (2.30
Piston
(1) The location of the load piston body is identical to the location of the station for the valve. Station "D" is not used.
Selector and Pressure Control Valve
Relief Valve For The Pump
Maximum pressure at 1300 rpm in torque converter drive ... 3250 kPa (471 psi)
Minimum pressure at low idle in torque converter drive ... 2690 kPa (390 psi)
Table 11
Chart of Spacers for the Relief Valve

145-0105 Spacer
0.25 mm (0.010 inch) 31 kPa (4.5 psi)
145-0106 Spacer
0.90 mm (0.035 inch) 114 kPa (16.5 psi)
145-0107 Spacer
1.60 mm (0.063 inch) 195 kPa (28.3 psi)
Priority Reducing Valve
Setting of the pilot pressure for the priority reduction valve ... 1755 ± 35 kPa (255 ± 5 psi)
Table 12
Chart of Spacers for the Priority Reduction Valve

5M-3492 Spacer
0.25 mm (0.010 inch) 17 kPa (2.5 psi)
7M-1397 Spacer
0.91 mm (0.036 inch) 60 kPa (8.7 psi)
Transmission Oil Pressure
Charging section at high idle ... 3100 kPa (450 psi)
Scavenge section at high idle ... 70 kPa (10 psi)
Transmission Oil Filter
Pressure setting for the bypass valve ... 262 ± 21 kPa (38.0 ± 3.0 psi)
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System Information (Power Train)

SMCS - 3000; 3100
General Description
The power train consists of four basic systems. The following systems are the four basic systems:
Power Train Electronic Control Module
Torque Converter
Transfer Gears and Transmission
Differential and Final Drives
The four basic systems are connected by an electrical connection, a hydraulic connection, a magnetic
connection, or a mechanical connection.
The operation of the power train begins at the Power Train Electronic Control Module (Power Train
ECM). The Power Train ECM receives the information of the selected operating speed from the shift
lever switch in the electrical system. The Power Train ECM uses the information from the switches and
the sensors in the electrical system to control the hydraulic system of the torque converter and
transmission. This is done by energizing the appropriate solenoids.
The torque converter has a lockup clutch for direct drive and a one-way clutch for torque converter
drive. In torque converter drive, the torque converter drives the transmission hydraulically. The torque
converter is fastened directly to the flywheel of the engine.
The lockup clutch solenoid is activated by the Power Train ECM when direct drive is required. When
the lockup clutch solenoid is activated, the lockup clutch is hydraulically engaged. The rotating housing
of the torque converter is mechanically connected to the output shaft of the torque converter. The drive
shaft mechanically connects the torque converter to the transfer gears. The transfer gears are fastened
directly to the transmission.
The upshift solenoid and the downshift solenoid hydraulically activate the rotary actuator of the
transmission. Movement of the rotary actuator mechanically selects the position of the rotary selector
spool. The flow through the rotary selector spool hydraulically activates the correct valves in the
pressure control valve. These valves engage the correct transmission clutches. This mechanically
connects the transmission input shaft to the output shaft and to the differential. The transmission will not
drive the output shaft unless there is power flow through the torque converter. The power flow can be
hydraulic or mechanical.
After the transmission and the torque converter are connected, power is supplied from the engine to the
differential through the torque converter, the transfer gears, and the transmission. The rear axles
mechanically connect the differential to the final drives. When the transmission is in the correct speed
position, the mechanical movement of the rotary selector spool causes the transmission gear switch to
electrically signal the Power Train ECM that the shift is complete. With the rotation of the transmission
output shaft, the transmission speed sensor electrically transmits the output speed of the transmission to
the Power Train ECM.
Brief Summary of Operation

1. The shift lever switch selects the desired speed and direction.
2. The transmission speed sensor magnetically measures the transmission speed.
3. The Power Train ECM determines the proper moment for shifting by using the signals from the
transmission speed sensor, the shift lever switch, and the transmission gear switch. The Power
Train ECM activates the solenoids in order to make shifts.
4. The hoist control position sensor prevents any reverse operation of the transmission during the
raise operation of the dump body. The hoist control position sensor also prevents any reverse
operation of the transmission during the lowering operation of the dump body. The dump body
position sensor will signal the limiting function on the gears. This limits the speed of the machine
while the dump body is up.
5. The switch for the parking and secondary brake and the retarder and service brake switch send
input signals to the Power Train ECM. When the secondary parking brake switch or the retarder
and service brake switch are activated, the antihunt timer is deactivated. When the service brake
and retarder switch is activated, the Power Train ECM will allow rapid speed shifts.
6. When an upshift solenoid or a downshift solenoid is activated, pressure oil is sent to the rotary
actuator. The rotary actuator turns the rotary selector spool. This sequence causes the correct pair
of clutches to be engaged for the next desired speed.
7. The transmission hydraulic control will individually control the maximum pressure in each clutch.
The transmission hydraulic control will individually modulate each clutch in order to control the
fill time and the release time.
8. When the lockup clutch solenoid is activated, pressure oil is sent to the modulation reduction
valve of the lockup clutch valve. This oil engages the lockup clutch of the torque converter for
direct drive.
9. The transmission gear switch tells the Power Train ECM the engaged gear of the transmission.
The transmission gear switch is mechanically turned by the rotary selector spool.
10. The Power Train ECM uses the Caterpillar Data Link to communicate with the Caterpillar
Monitoring System. The Caterpillar Monitoring System informs the operator of the transmission
gear that is actually engaged.
Neutral Coasting
This function restricts coasting into NEUTRAL from high speeds. This restriction extends the life of the
transmission. The transmission speed sensor measures the rotation of the gear teeth on a gear that is
fastened to the transmission output shaft. The Power Train ECM uses the input signal from the
transmission speed sensor to determine the ground speed. If the measured speed is greater than 8 km/h
(5 mph), the transmission will not shift into NEUTRAL.
Note: The operator can bypass the restriction against neutral coasting. However, if the ground speed is
greater than 16 km/h (10 mph) and the transmission is in NEUTRAL, the event will be recorded in the
Caterpillar Monitoring System.
Shift Inhibiting
If the transmission is in any forward speed and the transmission control is moved to REVERSE, the
transmission will make controlled downshifts until the ground speed is approximately 5 km/h (3 mph).
Once the ground speed is approximately 5 km/h (3 mph), the transmission will make a shift into
REVERSE from the NEUTRAL position.
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General Information
SMCS - 3000; 3100
Sudden movement of the machine or release of air or oil under pressure

can cause possible injury or death to persons on or near the machine.
To prevent possible injury or death, do the procedure that follows

before testing and adjusting the Hydraulic System.
1. Move the machine to a smooth horizontal location. Move the machine away from any machines
that are working and away from any personnel.
2. Move the transmission control to the NEUTRAL position. Stop the engine.
3. Permit only one operator on the machine. Either keep other personnel away from the machine, or
keep other personnel in the sight of the operator.
4. Activate the parking brakes.
5. Place blocks in front of the wheels and behind the wheels.
Retaining pin for the dump body
6. Fully lift the dump body of the truck. Install the retaining pin for the dump body.
7. Make sure that the transmission rotary selector spool is in the NEUTRAL-1 position.
8. Make sure that all air pressure and oil pressure is released before any fittings, hoses or
components are worked on.
9. Push on the brake pedal many times until there is no brake air pressure.
Note: The hydraulic system involves the operation of the torque converter, the brakes, the brake cooling,
and the hoist. The troubleshooting for the hydraulic system in this section deals with the torque
converter. Refer to the hydraulic system Testing And Adjusting for more information about the
hydraulic system for the hoist. Refer to the air system and brakes Testing And Adjusting for more
information about the hydraulic system for the brakes and the brake cooling system.
Visual Checks are the first steps for troubleshooting a problem. The visual checks will determine the
problems that can be corrected quickly.
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Visual Inspection (Power Train)

SMCS - 3000; 3100
Perform a visual inspection at the beginning of troubleshooting a problem. Perform the inspection while
the engine is turned off. Put the transmission control in the NEUTRAL position and put the transmission
rotary selector spool in the NEUTRAL-1 position. Engage the parking brake.
Check the oil levels.
Inspect the oil levels in both sections of the hydraulic tank.
Note: Many problems in the power train are caused by low oil levels or by air in the oil. If the engine
has not been started for several minutes, this oil level check will ensure that oil is in the transmission
and that the engine can be started. If the machine has not been moved overnight or an extended period of
time and the engine has not been started, the oil level will be high. An accurate oil level check can be
performed after the oil is hot.
Check for leaks.
Do not check for leaks with your hands. Pin hole (very small) leaks can
result in a high velocity oil stream that will be invisible close to the hose.
This oil can penetrate the skin and cause personal injury. Use
cardboard or paper to locate pin hole leaks.
Inspect all oil lines, hoses, and connections for damage or for leaks. Look for oil on the ground under
the machine.
Note: If oil can leak out of a fitting or a connection, air can leak into the system. Air in the system can
be as bad as a low amount of oil.
Check the electrical system.
Inspect the circuit breaker for the Power Train Electronic Control Module, the harnesses, and the
electrical connectors. Refer to the proper Electrical Schematic.
With the engine start switch and the battery disconnect switch in the OFF position, check the circuit
breaker for the Power Train Electronic Control Module. If the circuit breaker is open, reset the circuit
breaker.
Inspect the electrical harnesses for damaged wires or for broken wires. Disconnect each connector and
look for pins and sockets that have been bent, broken, or removed. Look for any foreign material inside
the connectors. The connectors must be tightened with normal force. The connectors must be
disconnected with the same amount of force.
Check the Power Train Electronic Control Module. For procedures, refer to Power Train Electronic
Control System.
Check the batteries.
Check the batteries. Turn the battery disconnect switch ON.
Check the filters and the screens.
Inspect the torque converter oil filter, the transmission oil filter, the transmission magnetic screen, and
the suction screens.
Note: The torque converter oil filter and the transmission oil filters have bypass valves. A bypass valve
allows oil to bypass the oil filter elements whenever the difference in pressure between the inlet oil and
the outlet oil in the oil filter is too high. Any oil that does not go through the filter elements goes directly
in the hydraulic circuit. Dirty oil causes restrictions in the valve orifices, the sticking valves, etc.
If any contamination is found in the elements of the torque converter oil filter or in the screens, all the
components of the torque converter, hoist, and brake hydraulic system must be cleaned. Do not use any
damaged parts. Any damaged parts must be removed and new parts must be installed.
If any contamination is found in the elements of the transmission oil filter or in the screens, all the
components of the transmission hydraulic system must be cleaned. Do not use any damaged parts. Any
damaged parts must be removed and new parts must be installed.
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Torque Converter Hydraulic System

SMCS - 3100; 5050-VC
Schematic for torque converter system
(2) Screen
(3) Scavenge screen
(7) Parking brake release oil filter
(8) Bypass valve for the parking brake release oil filter
(10) Bypass valve for the torque converter charging oil filter
(12) Pressure reduction valve in the lockup clutch and synchronizing valve
(13) Passage to the parking and secondary brake valve
(15) Torque converter and brake cooling screen
(16) Lockup clutch for the torque converter
(18) Passage to the torque converter, hoist and brake cooling oil cooler
(20) Pump drive
(22) Shuttle valve in the lockup clutch and synchronizing valve
(24) Modulation reduction valve in the lockup clutch and synchronizing valve
(25) Load piston in the lockup clutch and synchronizing valve
(26) Selector piston in the lockup clutch and synchronizing valve
Top view of the oil lines for the torque converter
(20) Pump drive
Side view of oil lines for the torque converter
Rear of the torque converter housing
(20) Pump drive
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Transmission Hydraulic System

SMCS - 3000; 5050-T3
Schematic for the transmission hydraulic system
(2) Transmission oil cooler inlet valve
(5) Suction screen
(13) Rotary actuator
(38) Transfer gears and transmission case
(39) Transmission oil cooler relief valve
(40) Relief valve
(M) Pressure tap for transmission lubrication
Top view of the transmission oil lines
Side view of the transmission oil lines
Transmission charging filter
(39) Transmission oil cooler relief valve
Side view of transmission hydraulic control
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Torque Converter, Hoist, and Brake System Troubleshooting

SMCS - 3101-035; 4250-035; 5050-035
S/N - AGC1-UP
S/N - AGY1-UP
Personal injury or death can result from sudden machine movement.
Sudden movement of the machine or release of air pressure or oil

pressure can cause injury to persons on or near the machine.
To help prevent possible injury before testing and adjusting any air
system or hydraulic system, perform the procedure in the Testing and
Adjusting, "General Information" section.
Perform the visual checks before you troubleshoot a problem. Make sure that the transmission is in
neutral and stop the engine. During the visual checks, use a magnet to separate ferrous particles (iron
and steel) from nonferrous particles (aluminum, rubber and paper).
Check: Check the oil level in the hydraulic tank.
(2) Torque converter, hoist and brake oil cooler
Check the oil level in the hydraulic tank. Look for air or water in the sight gauge. Many problems in the
torque converter are caused by low oil level or air in the oil. Add oil to the hydraulic tank, if necessary.
See the Operation and Maintenance Manual for the correct type of oil.
Problem: There is an indication of water in the oil
Probable Cause
Failure of brake oil cooler (1)
Failure of torque converter, hoist and brake oil cooler (2)
Problem: There is an indication of air in the oil
Probable Cause
There is a leakage in the oil lines. See "Check for oil leakage".
Problem: The oil level is too low
Probable Cause
There is a leakage in the oil lines. See "Check for oil leakage". Add oil before you perform any
tests.
Brake cooling oil can leak into the final drive. Check the oil level in each final drive.
Problem: The oil level is too high
Probable Cause
The engine crankshaft rear seal is allowing engine oil into the torque converter housing.
Check: Check for oil leakage.

Inspect all oil lines, all hoses and all connections for damage or for leaks. Look for oil on the ground
under the machine.
Note: If oil can leak out of a fitting or out of a connection, air can enter the system. Air in the system
can be as harmful as having too little oil.
Check: Check the parking brake release filter.
Remove parking brake release oil filter (3). Inspect parking brake release oil filter (3) for foreign
material. Cut the filter open, if necessary.
Problem: Rubber particles are found
Probable Cause
Seal failure
Hose failure
Problem: Shiny steel particles are found
Pump for torque converter charging, scavenge, and parking brake release.
Probable Cause
Mechanical failure of parking brake release pump section (4) .
Check: Check the torque converter charging oil filter.
Remove torque converter charging oil filter (7). Inspect torque converter charging oil filter (7) for
foreign material. Cut the filter open, if necessary.
Note: Torque converter charging oil filter (7) has an oil bypass valve. The bypass valve allows the oil to
bypass the oil filter element or the screen whenever the pressure difference between the inlet oil and the
outlet oil becomes too high. Any oil that does not flow through the filter element or through the screen
goes directly into the hydraulic circuit. Dirty oil can cause sticking valves and restrictions in valve
orifices.
The pressure setting of the bypass valve in torque converter charging oil filter (7) is 140 kPa (20 psi).
Probable Cause
Seal failure
Hose failure
Probable Cause
Mechanical failure of the torque converter charging pump section (5)
Check: Check the torque converter scavenge screen.
Make sure that the oil has been drained from the hydraulic oil tank and from the torque converter for the
next check.
NOTICE
containing fluids.

Remove cover (8) for the torque converter scavenge screen. Inspect the torque converter scavenge
screen for foreign material or restrictions.
Probable Cause
Seal failure
Hose failure
(9) Pump drive
(10) Hoist pump
Probable Cause
Mechanical breakdown of the oil pump drive (9) .
Mechanical failure of the parking brake release pump section (4). See "Check the parking brake
release oil filter".
Mechanical failure of the torque converter charging pump section (5). See "Check the torque
converter charging oil filter".
Problem: Aluminum particles are found
Probable Cause
Mechanical failure of the torque converter
Problem: Black fiber is found
Probable Cause
Worn lockup clutch in the torque converter
Check: Check the screen for the brake oil cooler.
(11) Screen for the brake oil cooler
Remove screen (11) for the brake oil cooler. Inspect screen (11) .
Probable Cause
Seal failure
Hose failure
(9) Pump drive
(10) Hoist pump
Probable Cause
There is a mechanical failure of hoist pump (10) .
Check: Check the screen for the torque converter, hoist and
brake oil cooler.
(12) Screen for the torque converter, hoist and brake oil cooler
Remove screen (12) for the torque converter, hoist and brake oil cooler. Inspect screen (12) .
Probable Cause
Seal failure
Hose failure
Probable Cause
There is a mechanical failure of torque converter charging pump section (5). See "Check the
torque converter charging oil filter".
Problem: Large quantities of aluminum particles are found
Probable Cause
Problem: Black fiber is found
Probable Cause
Worn lockup clutch in the torque converter
Check: Check the inside of the hydraulic tank (torque converter,

hoist, and brake section).
(13) Suction screen for hoist pump
(14) Suction screen for the torque converter charging pump section and for the parking brake release pump section
Drain the oil from the hydraulic tank. Remove the outer cover from the hydraulic tank. Inspect the
bottom of the hydraulic tank for debris. Remove the hoses from the back of the hydraulic tank in order
to remove suction screens (13) and (14). Inspect the suction screens. Clean the suction screens.
NOTICE
containing fluids.

Probable Cause
Seal failure
Hose failure
Probable Cause
Mechanical failure of parking brake release pump section (4). See "Check the parking brake
release oil filter".
Mechanical failure of the torque converter charging pump section (5). See "Check the torque
converter charging oil filter". Also, see "Check the screen for the torque converter, hoist and brake
oil cooler".
Mechanical failure of the torque converter scavenge pump section (6)
Problem: Aluminum particles are found
Probable Cause
Mechanical failure of the torque converter. See "Check the torque converter scavenge screen".
Problem: A large quantity of aluminum particles are found
(9) Pump drive
(10) Hoist pump
Note: A small amount of aluminum particles is normal.
Probable Cause
Mechanical failure of the pump drive (9). See "Check the torque converter scavenge screen".
Mechanical failure of the hoist pump (10). See "Check the screen for the brake oil cooler".
Problem: Black fiber is found.
Probable Cause
Failure of the wheel brakes
There is a worn lockup clutch in the torque converter. See "Check the torque converter scavenge
screen". Also, see "Check the screen for the torque converter, hoist and brake oil cooler".
Problem: Shiny steel particles and/or chrome particles are found
Probable Cause
There is a mechanical failure of a hydraulic cylinder and/or of a cylinder rod. Inspect the cylinder
rods for scoring.
Note: If any of the above particles are found during any visual checks, all components of the hydraulic
system and of the brake cooling system must be cleaned. Do not use any damaged parts. Damaged parts
must be replaced with new parts.
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Brake Oil Overheating Troubleshooting

SMCS - 1365-035; 4250-035; 5083-035
S/N - AGC1-UP
S/N - AGY1-UP
If an overheating condition in the brake system occurs, the operator will probably become aware of the
overheating condition through the Caterpillar Monitoring System.
(1) Brake oil temperature gauge
(2) Action light
(2) Action light
(3) Alert indicator
(4) Message area
The machine receives a signal from the brake oil temperature sensor. The brake oil temperature sensor is
located in the brake cooling return line before the hydraulic tank (torque converter, hoist, and brake
section). Brake oil temperature gauge (1) will display this sensor input.
(A) Temperature reading of 110°C (230°F)
(B) Temperature reading of 124°C (255°F)
Check brake oil temperature gauge (1) regularly. During this test sequence, do not allow the temperature
of the brake oil to get too hot. This can cause damage to the brakes.
When the oil temperature is too hot for the current conditions, the alert indicator (3) and the action light
(2) come on. An event will be displayed in message area (4). If the brake oil is too hot, reduce the load
on the machine or slow the machine speed. Also, downshift the transmission to a lower speed. For
additional cooling, park the machine in a convenient location. Put the transmission in NEUTRAL, and
run the engine at approximately 1500 rpm.
Problem: The oil temperature gauge indicates high temperature, but there are no
alarm indicators.
The oil temperature is too hot according to brake oil temperature gauge (1). Action light (2) and the alert
indicator (3) are off.
Probable Cause
Look at the events in message area (4). Determine the location of the error in the electrical system. See
Schematic, RENR3363, "776D, 777D and 777D HAA Off-Highway Truck/Tractors Electrical
Schematic". Consult your Caterpillar dealer for additional information.
Problem: The oil temperature is normal, but the action light is on.
The oil temperature is within the normal range, but action light (2) is on.
Note: Action light (2) is activated when the oil temperature reaches 124°C (255°F). The action light
remains activated until the oil temperature decreases to approximately 110°C (230°F). Therefore, brake
oil temperature gauge (1) may indicate a normal oil temperature while the action light is activated.
Probable Cause
Schematic, RENR3363, "776D, 777D and 777D HAA Off-Highway Truck/Tractors Electrical
Schematic". Consult your Caterpillar dealer for additional information.
Problem: The oil temperature is hot.
indicator (3) are on. Message area (4) displays an event about brake oil temperature.
Probable Cause
The machine is being operated improperly.
Reference: See Operation And Maintenance Manual for the correct operating techniques of the brake
and retarder system.
Operate the machine again. Make sure that engine rpm does not drop below 1700 rpm. This ensures that
enough oil flows through the brake oil coolers in order to keep the oil at normal operating temperature.
Problem: The oil temperature is hot on a properly operated machine.
indicator (3) are still on after the machine is operated correctly. Message area (4) displays an event about
the brake oil temperature.
Probable Cause
(5) Hoist pump
(6) Brake oil cooler relief valve
There is a restriction in the oil cooling system. Refer to the air system and brakes Testing and
Adjusting, "Brake Cooling Pressure - Check" in order to determine if there is proper brake cooling
oil flow.
The hoist pump (5) has failed. Refer to the Hydraulic System Testing and Adjusting, "Hoist
System Troubleshooting" for the test procedure.
The Brake oil cooler relief valve (6) is set too low. See the Hydraulic System Testing and
Adjusting, "Relief Valve (Brake Oil Cooler) - Test and Adjust".
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Transmission Troubleshooting
SMCS - 3030-035

Before troubleshooting a problem, perform the visual checks. Perform the checks with the engine OFF
and with the parking brakes ON. Put the transmission control in NEUTRAL and the transmission rotary
selector spool in NEUTRAL-1. During the checks, use a magnet to separate ferrous particles from
nonferrous particles.
Check: Check the oil level in the transmission section of the

hydraulic tank.
Check the oil level in the transmission section of the hydraulic tank. Look for air or for water at the sight
gauge. Many problems in the transmission are caused by low oil levels or by air in the oil. If necessary,
add oil to the transmission section of the hydraulic tank. In order to determine the correct oil to use, refer
to your Operation and Maintenance Manual.
Problem: The oil level is too high.
Probable Cause
Oil is leaking from the pump drive into the transmission gear pump.
The oil from the differential and bevel gear leaks into the transmission case. One potential reason
for the leaks is the failure of the pinion seal in the differential. The leaks can also occur if the
center plug of the differential pinion is not installed or if the center plug does not fit properly.
Problem: There is an indication of water in the oil.
Probable Cause
Failure of transmission oil cooler (1)
Problem: There is an indication of air in the oil.
Probable Cause
Perform "Check for oil leakage".
Problem: The oil level is too low.
Probable Cause
Perform "Check for oil leakage". Add oil before any tests are performed.

Inspect all the oil lines, the hoses, and the connections for damage or for leaks. Look for oil on the
ground under the machine.
Note: If oil can leak out of a fitting or a connection, air can enter the system. Air in the system can be as
harmful as not enough oil.
Check: Check the transmission charging filter.
Remove transmission charging filter (2). Inspect the filter for foreign material.
Note: Transmission charging filter (2) has an oil filter bypass valve. An oil filter bypass valve allows oil
to bypass the oil filter element whenever the pressure difference between the inlet oil and the outlet oil at
the oil filter gets too high. Any oil that does not go through the filter element flows directly into the
hydraulic circuit. Dirty oil causes restrictions in valve orifices and in sticking valves.
The difference of the pressure setting at the bypass valve in transmission charging filter (2) is
approximately 250 kPa (36 psi).
Problem: Rubber particles are found.
Probable Cause
Seal failure
Hose failure
Problem: Shiny steel particles are found.
Probable Cause
Transmission gear pump
Mechanical failure of transmission charging pump section (4)
Check: Check the transmission magnetic screens.
Remove magnetic screen (5). Inspect magnetic screen (5) for foreign material and/or for restrictions.
Probable Cause
Seal failure
Hose failure
Problem: Black coarse material is found.
Probable Cause
Worn clutches in the transmission
Failure of a thrust disc
Problem: Thin strands that are elastic are found.
Probable Cause
Problem: Iron chips or steel chips are found.
Probable Cause
Broken components in the transfer gears or in the transmission
Problem: Aluminum particles are found.
Probable Cause
Worn housings, load pistons, or selector pistons in the pressure control valve
Check: Check the parts inside the transmission case.
(6) Transmission drain plugs
NOTICE
containing fluids.

Remove plugs (6) in the bottom of the transmission case. This will drain all the oil out of the
transmission and the transfer gears. Measure the total amount of the oil that is removed at both plugs.
Inspect the oil for foreign material.
Problem: More than 38 L (10 US gal) of oil are drained from the transmission and the
transfer gears.
Probable Cause
Restriction in magnetic screen (5)
Failure of transmission scavenge pump section (3)
Too much leakage in a clutch of the transmission
Probable Cause
Seal failure
Probable Cause
Probable Cause
Problem: Iron chips or steel chips are found.
Probable Cause
Broken components in the transfer gears or in the transmission
Probable Cause
Worn housings, worn load pistons, or worn selector pistons in the pressure control valve
Check: Check the parts inside the transmission section of the

hydraulic tank.
Inside of transmission section of the hydraulic tank
(8) Suction screen
NOTICE
containing fluids.

Drain the oil from the transmission section of the hydraulic tank (7). Inspect the bottom of the oil tank
for debris. Remove the suction screen (8) for the transmission gear pump. Clean the suction screen (8) .
Probable Cause
Seal failure
Hose failure
Probable Cause
There is a mechanical failure of the transmission scavenge pump section (3) .
Probable Cause
Probable Cause
Probable Cause
Worn housings, worn load pistons, or worn selector pistons in the pressure control valve
Note: If any of the particles that are listed in the checks are found during a visual check, all the
components of the transmission systems must be cleaned. Do not use any damaged parts. Damaged parts
must be removed and new parts must be installed.
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Rear Axle and Final Drive System

SMCS - 3260; 4004; 4011; 4050
Operation of the Rear Axle Hydraulic System

This hydraulic system lubricates the bearings for the differential and bevel gear and the bearings for the
final drives. This hydraulic system also cools the bearings for the differential and bevel gear and the
bearings for the final drives. This hydraulic system is independent from the other hydraulic systems. For
the correct oil that should be used in the system, refer to the Operation and Maintenance Manual for
your machine.
The rear axle housing acts as a common sump for the differential and bevel gear and the two final
drives. Oil is thrown by the differential and bevel gear and the two final drives in order to lubricate the
components of the differential and bevel gear and the final drives.
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Visual Inspection (Rear Axle and Final Drive)

SMCS - 4004-040; 4011-040; 4050-040
NOTICE
containing fluids.

Use the visual checks to troubleshoot a problem. Perform the checks with a stopped engine and with
engaged parking brakes. During the checks, use a magnet to separate the ferrous particles from the
nonferrous particles.
Note: The rear axle is a common sump for the differential and both final drives.
Check: Check the oil level in the final drive, and check the filler
plug.
(1) Filler plug
(2) Drain plug
Remove filler plug (1). The filler plug (1) is magnetic. Check the filler plug (1) for metallic particles.
Check the oil level in each final drive. When the oil level is checked, be certain that drain plug (2) is
down in the lowest position. Check for oil leakage on the rear tires and wheels. Refer to your Operation
and Maintenance Manual in order to determine the correct oil to use.
Problem: The filler plug has metal shavings.
Probable Cause
Mechanical failure of one or both of the final drives
Mechanical failure of any of the components that are located inside the rear axle housing
Problem: The oil level in a final drive is too high and the oil level in the hoist and brake
hydraulic tank is too low.
(3) Seal assembly
(4) Duo-Cone seal
(5) Duo-Cone seal
(6) O-ring seal
Probable Cause
The brake cooling oil is leaking into the final drive. Duo-Cone seal (5) at the rear wheel brake has
failed.
The brake cooling oil is leaking into the final drive. Seal assembly (3) at the rear wheel brake has
failed.
The brake cooling oil is leaking into the final drive. O-ring seal (6) at the rear wheel brake has
failed.
Note: To determine the wheel that is leaking, perform the test in the Air System and Brakes Systems
Operation/Testing and Adjusting, "Internal Brake Leakage - Check".
Problem: The oil level in a final drive is too low.
Probable Cause
The oil is leaking to the ground. Failure of the O-ring seal on the final drive housing.
The oil is leaking to the ground. Duo-Cone seal (4) at the rear wheel brake has failed.
Check: Check the oil level in the rear axle housing.
(7) Filler plug
(8) Drain plug
Remove filler plug (7). Check the oil level in the rear axle housing. The oil level should be at the bottom
of filler plug (7). Check for leakage under the housing. Refer to your Operation and Maintenance
Manual in order to determine the correct oil to use.
Problem: The oil level in the rear axle housing is too high and the oil level in the
hydraulic tank is too low.
(3) Seal assembly
(4) Duo-Cone seal
(5) Duo-Cone seal
(6) O-ring seal
Probable Cause
The brake cooling oil is leaking into the final drive. Duo-Cone seal (5) at the rear wheel brake has
failed.
The brake cooling oil is leaking into the final drive. Seal assembly (3) at the rear wheel brake has
failed.
The brake cooling oil is leaking into the final drive. O-ring seal (6) at the rear wheel brake has
failed.
Note: To determine the wheel that is leaking, perform the test in the Air System and Brakes Systems
Operation/Testing and Adjusting, "Internal Brake Leakage - Check".
Problem: The oil level in the rear axle housing is too low and the oil level in the
transmission section of the hydraulic tank is too high.
Probable Cause
The oil of the differential and bevel gear is leaking into the transmission case. This could be caused by
one of the following problems:
Failure of the pinion seal in the differential
The center plug of the differential pinion is not installed or the center plug is leaking.
Check: Inspect the final drives.
(1) Filler plug
(2) Drain plug
Remove drain plug (2) in order to drain both the final drives. Remove the covers. Perform an inspection
for damaged gears, bearings, etc.
NOTICE
containing fluids.

Check: Inspect the differential and bevel gear.
(7) Filler plug
(8) Drain plug
Remove drain plug (8) in order to drain the oil from the rear axle housing of the differential and bevel
gear. Remove the filler cap covers and check the bevel gear for damage and the pinion for damage. Look
in the bottom of the rear axle housing for metal chips.
NOTICE
containing fluids.

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Relief Valve (Torque Converter Outlet) Pressure - Test and

Adjust
SMCS - 3133-036-OL
Table 1
Required Tools
Part Number Description Quantity
198-4240 Digital Pressure Indicator 1
9U-7400 Multitach 1
Note: Make sure that the filters and the screens are clean before you test any pressures. Make sure that
the oil is at operating temperature before you perform this test.

(A) Pressure tap for torque converter outlet pressure
This test will show the following conditions if the conditions exist:
The torque converter operates correctly.
Torque converter outlet relief valve (1) is correctly set.
Procedure
1. Install the 9U-7400 Multitach on the engine. The 9U-7400 Multitach can measure the engine rpm
by using either the photo pickup and reflective tape, a magnetic pickup, or a tachometer generator.
Note: The Electronic Control Analyzer Programmer (ECAP) or the Electronic Technician (ET)
can be used instead of the multitach.
2. Connect 198-4240 Digital Pressure Indicator to pressure tap (A) .
3. Start the engine. Run the engine at the low idle rpm in NEUTRAL.
4. The drive wheels must not turn during a stall test. Be certain that the air pressure is at the normal
pressure for operation. Engage the parking brakes and the service brakes.
Note: If the brakes do not keep the machine from moving, put the machine against a solid object
that will not move.
5. Be certain that the oil is at 71° ± 3°C (160° ± 5°F).
6. Move the transmission control to the REVERSE position.
7. Slowly increase the engine rpm to the maximum governor setting. The machine will try to move.
8. The engine rpm must be 1605 ± 65 rpm with the torque converter in a stall condition.
9. The pressure reading must be 690 ± 70 kPa (100 ± 10 psi) for (S/N: AFS) machines. The pressure
reading must be 450 ± 70 kPa (65 ± 10 psi) for (S/N: AGC), (S/N: FKR) and (S/N: AGY)
machines.
NOTICE
Do not keep the torque converter in a stall condition for long periods of
time. Damage could occur in the torque converter, the engine, and the
brakes.
10. When this test is complete, put the transmission control in NEUTRAL. Stop the engine. Remove
the test equipment.
Problem: The engine speeds are out of specification.
Probable Cause
Refer to the engine system Troubleshooting, "P-312 Can Not Reach Top Engine RPM" for
problems that involve the engine.
The torque converter failed.
Problem: The high idle rpm is correct, but the stall speed is too high and the torque
converter outlet pressure is correct.
Probable Cause
The torque converter failed.
The engine has too much power.
Problem: The torque converter outlet pressure is too low, and the oil gets too hot
during normal operation.
Perform the test in the Testing and Adjusting, "Relief Valve (Torque Converter Inlet) Pressure - Test
and Adjust".
Problem: The torque converter outlet pressure is too low.
(1) Outlet relief valve
(2) Spacers
Table 2
Chart Of Spacers For The Outlet Relief Valve (1)

Pt. No. for Spacer Thickness Change in Pressure
5M-9624 Spacer
0.25 mm (0.010 inch) 5 kPa (0.73 psi)
5M-9623 Spacer
0.90 mm (0.035 inch) 18 kPa (2.6 psi)
(1) Before an adjustment is made, be certain that the valve spring is not weak or broken.
Probable Cause
The torque converter outlet relief valve is set too low. Add spacers (2). Refer to Table 2.
Perform the test in the Testing and Adjusting, "Relief Valve (Torque Converter Inlet) Pressure - Test
and Adjust".
Problem: The torque converter outlet pressure is too high, and the oil temperature is
not too hot.
Probable Cause
The setting of torque converter outlet relief valve (1) is too high. Remove spacers (2). Refer to Table 2.
Problem: The torque converter outlet pressure is correct, and the oil gets too hot
Probable Cause
The power train oil cooler is not operating properly.
1 #22, /"". 1 % 3 # -" 9/ :" ""/"".

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Solenoid Valve - Test

SMCS - 5479-081

This check determines if the following conditions exist:
The electrical signal arrives at the solenoid valves.
The solenoid valves are electrically activating.
Procedure
1. Disconnect the electrical harness from the lockup clutch solenoid. Disconnect the upshift solenoid
and the downshift solenoid.
2. The transmission control must be in NEUTRAL and the transmission rotary selector spool must
be in NEUTRAL-1.
3. The downshift solenoid remains activated while the transmission is in NEUTRAL. This causes
+24 volts to be supplied to the electrical harness for the downshift solenoid.
4. Use two Sure-Seal 2-pin connectors and two 16 gauge wires in order to make a jumper harness.
The two wires should be approximately 4.5 m (15 ft) long. Connect one end of the jumper harness
to the harness for the downshift solenoid.
5. Turn on the engine start switch. Do not start the engine.
6. Connect the jumper harness from the downshift solenoid to the lockup clutch solenoid.
7. Remove the jumper harness from the electrical harness.
8. Connect the electrical harness from the downshift solenoid to the upshift solenoid.
9. Connect the electrical harness from the downshift solenoid to the downshift solenoid.
10. A click or a buzz must be felt or a click or a buzz must be heard whenever the electrical harness
contacts the solenoid.
Problem: The click or the buzz is not felt or the click or the buzz is not heard.
Probable Cause
A bad solenoid
Broken wire or harness to the solenoid
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Torque Converter Lockup Clutch Supply Pressure - Test and

Adjust
SMCS - 3115-036-PX; 5073-036-PX
Table 1
Required Tools
6V-3965 Fitting (Nipple Assembly) 1
3J-1907 O-Ring Seal 1

The brake retract pump section is good.
The relief valve is correctly set.
Procedure
(EE) Location for pressure tap "PMP"
Parking and secondary brake valve
(1) Cap
(2) Nut
(3) Relief valve for parking brake release system
1. Remove the plug at pressure tap (EE). Install 6V-3965 Nipple Assembly at the location of the
removed plug.
2. Connect 198-4240 Digital Pressure Indicator to nipple assembly at port (EE) .
3. Start the engine while the parking brakes are engaged. Run the engine at the low idle rpm with the
transmission in NEUTRAL-1. The pressure on the gauge must be 4690 ± 200 kPa (680 ± 29 psi).
4. When this test is complete, stop the engine and remove the test equipment. Reinstall the plug at
pressure tap (EE). Replace the 3J-1907 O-Ring Seal .
Problem: The oil pressure is too low.
Probable Cause
Failure of the brake retract pump section
The setting of relief valve (3) is too low. Remove cap (1) and loosen nut (2). Turn the threaded
rod clockwise in order to increase the pressure. One turn increases the setting approximately 690
kPa (100 psi).
Leakage in the parking brakes.
Problem: The oil pressure is too high.

Probable Cause
The setting of relief valve (3) is too high. Remove cap (1) and loosen nut (2). Turn the threaded rod
counterclockwise in order to decrease the pressure. One turn decreases the setting approximately 690
kPa (100 psi).
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Torque Converter Lockup Clutch Pilot Pressure - Test and

Adjust
SMCS - 3115-036-PX; 5073-036-PX
Table 1
Required Tools
5P-1318 Adapter 1
6V-3965 Fitting (Nipple Assembly) 1
Procedure 1 will show if the pressure reduction valve is correctly set. The pressure reduction valve
controls the pilot pressure for the lockup clutch and solenoid valve.
Procedure 2 will show if the solenoid valve is operating properly.
Procedure 1
Lockup clutch and solenoid valve
(CC) Pressure tap for lockup clutch pilot oil "RV"
1. At pressure tap (CC), remove the plug. Install 6V-3965 Nipple Assembly .
2. Connect 198-4240 Digital Pressure Indicator to the nipple assembly at port (CC) .
transmission in NEUTRAL-1. The pressure on the gauge must be 1725 ± 70 kPa (250 ± 10 psi).
4. Stop the engine. After the pressure is correctly set, remove the test equipment. Reinstall the plug
at pressure tap (CC). Replace the 3J-1907 O-Ring Seal .
Pressure reduction valve
(1) Shims
Table 2
Chart of Shims for the Pressure Reduction Valve (1)

Pt. No. for Shim Thickness Change in Pressure
5J-2721 Shim
0.13 mm (0.005 inch) 10 kPa (1.4 psi)
6J-3993 Shim
0.25 mm (0.010 inch) 19 kPa (2.8 psi)
5J-1036 Shim
0.80 mm (0.031 inch) 60 kPa (8.7 psi)
(1) Before an adjustment is performed, be certain that the valve spring is not weak or broken.
Use Illustration 2 and Table 2 for the following problems.
Problem: The oil pressure is too low.
Probable Cause
The spool in pressure reduction valve (2) is sticking.
The pressure reduction valve is incorrectly set. Add shims (1). Refer to Table 2.
Probable Cause
The spool in pressure reduction valve (2) is sticking.
The pressure reduction valve is incorrectly set. Remove shims (1). Refer to Table 2.
Procedure 2
1. Disconnect the electrical harness connection from the lockup clutch solenoid, the upshift solenoid,
be in the NEUTRAL-1 position.
3. The downshift solenoid remains activated when the transmission is in NEUTRAL. The harness
for the downshift solenoid will be used to supply power to the lockup clutch solenoid.
The two wires should be approximately 4.5 m (15 ft) long. The harness will supply +24 Volts to
the lockup clutch solenoid. Connect one end of the jumper harness to the harness for the
downshift solenoid.
(3) Plug
5. Remove plug (3) from the lockup clutch and solenoid valve.
Note: Be careful to not allow dirt to enter the passage after plug (3) is removed. Dirt will prevent
proper operation of the shuttle valve.
6. Install 5P-1318 Adapter into the passage. Install 6V-3965 Nipple Assembly into 5P-1318
Adapter. Connect 198-4240 Digital Pressure Indicator to the nipple assembly.
7. Start the engine while the parking brake is activated. Run the engine at the low idle rpm with the
transmission in NEUTRAL-1. The pressure on the gauge must be 0 kPa (0 psi).
Note: In order to maintain 1300 rpm for this test, disconnect the throttle position switch. Then use
the throttle backup switch.
8. Look at the pressure gauge and connect the electrical harness for the downshift solenoid to the
lockup clutch solenoid. The pressure on the gauge must be 1725 ± 70 kPa (250 ± 10 psi). Run the
engine at the medium idle rpm. The medium idle rpm is approximately 1300 rpm. The pressure on
the gauge must be 1725 ± 70 kPa (250 ± 10 psi).
9. Run the engine at the low idle rpm. Disconnect the electrical harness connector from the lockup
clutch solenoid. The pressure on the gauge must be 0 kPa (0 psi).
10. Stop the engine. Remove the test equipment. Reinstall the plug at pressure tap (3). Replace the 1J-
9671 O-Ring Seal .
Part of the lockup clutch and solenoid valve
(4) Shuttle valve
Use Illustration 4 for the following problems.
Problem: The oil pressure is not 0 kPa (0 psi) with the lockup clutch solenoid
deactivated.
Probable Cause
The lockup clutch solenoid is not operating correctly. Perform the test in the Testing and
Adjusting, "Solenoid Valve - Test".
Problem: The oil pressure slowly decreases or the pressure remains at 1725 kPa (250
psi) or less after the lockup solenoid is deactivated.
Probable Cause
Shuttle valve (4) in the lockup clutch and solenoid valve is stuck.
Problem: The oil pressure is 0 kPa (0 psi) with the lockup clutch activated.
Probable Cause
Shuttle valve (4) in the lockup clutch and solenoid valve is stuck.
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Torque Converter Lockup Clutch Leakage - Test

SMCS - 3115-036; 5073-036
Table 1
Required Tools
177-7861 Pressure Hose Assembly 1
6V-4143 Coupler Assembly 1

NOTICE
containing fluids.

This test will determine if there are bad seals in the lockup clutch.
(DD) Pressure tap for torque converter lockup clutch "LU"
1. Remove the fitting from pressure tap (DD) .
2. Connect 6V-4143 Coupler and 177-7861 Hose to port "LU". Place the other end of the hose into a
container.
3. Start the engine. Run the engine at a low idle rpm with the transmission in NEUTRAL-1.
4. Measure the amount of oil that comes out of pressure tap (DD) in one minute. Install the fitting
when this check is complete.
Problem: More than 3.8 L/min (1 US gpm) of oil comes out of the pressure tap.
Probable Cause
There are bad seals in the lockup clutch.
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Torque Converter Lockup Clutch Maximum Pressure - Test

SMCS - 3115-081-PX; 5073-081-PX
Table 1
Required Tools

The maximum lockup pressure is correct.
The operation of the modulation reduction valve is correct.
Procedure
1. Disconnect the electrical harness from the lockup clutch solenoid. Disconnect the upshift solenoid
be in NEUTRAL-1.
(DD) Pressure tap for the lockup clutch pressure "LU"
5. Connect 198-4240 Digital Pressure Indicator to the nipple at pressure tap (DD) .
6. Start the engine while the parking brake is activated. Run the engine at the low idle rpm with the
transmission in NEUTRAL-1. The pressure on the gauge must be 0 kPa (0 psi).
7. Look at the pressure gauge. Connect the jumper harness from the downshift solenoid to the lockup
clutch solenoid. Run the engine at medium idle. Medium idle is approximately 1300 rpm. The
pressure on the gauge must be 2140 ± 70 kPa (310 ± 10 psi).
8. Disconnect the jumper harness from the lockup clutch solenoid. The pressure on the gauge must
be 0 kPa (0 psi).
9. Stop the engine. After the pressure is correctly set, remove the test equipment.
Synchronizing valve
(1) Selector piston
(2) Load piston
(4) Inner spring
(5) Outer spring
(7) Shuttle valve
(8) Spring
Problem: The oil pressure is not 0 kPa (0 psi) when the lockup clutch solenoid is
deactivated.
Probable Cause
Selector piston (1) is stuck.
Spring (8) is weak or broken.
Shuttle valve (7) is stuck.
The lockup clutch solenoid is bad. Perform the Testing and Adjusting, "Solenoid Valve - Test".
Problem: The oil pressure is 0 kPa (0 psi) with the lockup clutch solenoid activated.
Probable Cause
There is either a small amount of pilot oil or no pilot oil. Perform the test in the Testing and
Adjusting, "Torque Converter Lockup Clutch Pilot Pressure - Test and Adjust".
Incorrect operation of shuttle valve (7)
Outer spring (5) is weak or broken and/or inner spring (4) is weak or broken.
Problem: The oil pressure is too low with the lockup clutch solenoid activated.
Probable Cause
Load piston plug (3) is not installed.
Load piston orifice (6) is plugged.
Load piston (2) is stuck, and/or selector piston (1) is stuck.
Outer spring (5) is weak or broken, and/or inner spring (4) is weak or broken.
Incorrect outer spring (5) and/or inner spring (4) .
The primary pressure setting is incorrect. Perform the test in the Testing and Adjusting, "Torque
Converter Lockup Clutch Primary Pressure - Test and Adjust".
Problem: The oil pressure slowly decreases or the low pressure remains with the
lockup clutch solenoid deactivated.
Probable Cause
Incorrect operation of shuttle valve (7)
Load piston (2) is stuck and/or selector piston (1) is stuck.
Problem: The oil pressure is too high with the lockup clutch solenoid activated.
Probable Cause
The primary pressure setting is incorrect. Perform the test in the Testing and Adjusting, "Torque
1 #//, 2"". 1 % 3 # -2 ,/ 9" ""2"".

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Torque Converter Lockup Clutch Primary Pressure - Test and

Adjust
SMCS - 3115-036-PX; 5073-036-PX
Table 1
Required Tools

This test will show the correct lockup clutch pressure if the lockup clutch pressure is correctly adjusted.
Procedure
1. Disconnect the electrical harness connection from the lockup clutch solenoid. Disconnect the
upshift solenoid and disconnect the downshift solenoid.
be in NEUTRAL-1.
Lockup clutch and solenoid valve
(1) Cover
(2) Selector piston
(3) Load piston
(5) Shims
(6) Inner spring
(7) Outer spring
5. Remove cover (1) from the torque converter lockup clutch and solenoid valve.
6. Remove load piston plug (4). Install cover (1) .
(DD) Pressure tap for lockup clutch pressure "LU"
7. Connect 198-4240 Digital Pressure Indicator to the nipple at pressure tap (DD) .
8. Start the engine while the parking brakes are engaged. Run the engine at the low idle rpm while
the transmission is in NEUTRAL. Connect the jumper harness from the downshift solenoid to the
lockup clutch solenoid. The pressure on the gauge must be1030 ± 35 kPa (150 ± 5 psi).
9. Stop the engine. After the pressure is correctly set, remove the test equipment. Replace load piston
plug (4) .
Table 2
Chart Of Shims For The Modulation Reduction Valve (1)

Pt. No. for Shims Thickness Change in Primary Pressure
8J-4452 Shim
0.12 mm (0.005 inch) 12 kPa (1.8 psi)
2S-0675 Spacer
0.40 mm (0.016 inch) 39 kPa (5.7 psi)
9J-1330 Shim
0.79 mm (0.031 inch) 76 kPa (11.0 psi)
(1) Before an adjustment is performed, be certain that the valve springs are not weak or broken.
Problem: The primary pressure is too low.
Probable Cause
Load piston (3) and/or the selector piston (2) is stuck.
Outer spring (7) is weak or broken, and/or inner spring (6) is weak or broken.
The modulation reduction valve is set incorrectly. Add shims (5). Refer to Table 2.
Problem: The primary pressure is too high.
Probable Cause
The modulation reduction valve is set incorrectly. Remove shims (5). Refer to Table 2.
1 #//, 0"". 1 % 2 # -0 -/ 8" ""0"".

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Transmission Hydraulic Control - Test

SMCS - 3167-081

This check determines if the following conditions exist:
The transmission solenoids are leaking.
The transmission clutches engage properly.
The torque converter lockup clutch is stuck.
Procedure
1. Disconnect all the electrical harness connectors from the upshift solenoid, the downshift solenoid,
and the lockup solenoid. Start the engine and run the engine at low idle.
2. Engage the parking brakes and the service brakes.
3. Perform the shift sequence that follows for reverse and for each forward speed.
Note: Regularly check the torque converter oil temperature and the transmission oil temperature. Do not
allow the torque converter oil temperature or the transmission oil temperature to increase too much
during this shift sequence. The torque converter and the transmission can be damaged by high oil
temperature. Watch for any temperature warnings. If the oil temperature becomes too hot, put the
transmission in NEUTRAL-1. The engine should then be run at approximately 1500 rpm until the
temperature returns to the normal operating range.
Shift Sequence
1. Manually rotate the transmission rotary selector spool to the desired speed. After the manual shift
is performed, move away from the machine.
Note: Refer to Testing and Adjusting, "Transmission Hydraulic Control Clutch Pressure - Test"
for the procedure on performing manual shifts.
2. Gradually increase the engine rpm until the level of the rpm is approximately 1300 rpm or until
the machine begins to creep forward.
3. If the level of the rpm is 1300 rpm and the machine does not begin to creep forward, look at the
rear end of the drive shaft. When the transmission clutch is operating correctly, a small amount of
rotation will be observed in each position except NEUTRAL. The amount of rotation will be less
than one complete turn.
Table 1
Transmission Speed Engaged Clutches in the Transmission

NEUTRAL-1 1
NEUTRAL-2 1
REVERSE 1 and 7
FIRST speed 2 and 6
SECOND speed 1 and 6
THIRD speed 3 and 6
FOURTH speed 1 and 5
FIFTH speed 3 and 5
SIXTH speed 1 and 4
SEVENTH speed 3 and 4
4. Decrease the engine rpm to low idle. Shift to the next speed position. Repeat steps 1, 2, and 3 of
the shift sequence. This will help in the identification of a slipping clutch. Continue this sequence
for the remainder of the speeds until the final speed is performed.
Problem: The machine begins to creep forward before the engine rpm achieves 1300
rpm.
Probable Cause
The probable cause is the brake system. Refer to the Air System and Brakes Systems Operation/Testing
and Adjusting.
Problem: The drive shaft does not turn in NEUTRAL.
Probable Cause
The torque converter is damaged. Look for metal chips in the torque converter hydraulic filter.
Refer to the Power Train Testing and Adjusting, "Torque Converter, Hoist, and Brake System
Troubleshooting". Perform checks.
There is an improperly engaged transmission clutch. Refer to the Power Train Testing and
Adjusting, "Transmission Hydraulic Control Clutch Pressure - Test". This can cause damage to
the transmission.
Problem: When a shift is made to REVERSE or to any forward speed, the engine stops
running.
Note: Be sure that the lockup clutch solenoid is disconnected.
Probable Cause
The lockup clutch is stuck in the engaged position. Look for metal chips in the transmission magnetic
screen. Refer to the Power Train Testing and Adjusting, "Torque Converter, Hoist, and Brake System
Troubleshooting". Perform checks.
Problem: The drive shaft turns in more speeds than NEUTRAL, but the wheels do not
turn. (A clutch or the clutches do not engage in the transmission.)
Probable Cause
There is a slipping clutch. Look for debris from the clutches. Refer to the Power Train Testing and
Adjusting, "Transmission Troubleshooting". Perform checks.
Problem: The transmission will not stay in the selected speed position. Manual shifts
are difficult in any direction (upshift or downshift).
Probable Cause
The probable cause is solenoid leakage. A shift to a higher speed from the selected speed is an indication
of a bad upshift solenoid. A shift to a lower speed from the selected speed is an indication of a bad
downshift solenoid.
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Gear Pump (Transmission) Pressure - Test and Adjust

SMCS - 3066-036-PX; 5073-036-PX
Table 1
Required Tools

The transmission charging pump section is good.
The relief valve of the selector and pressure control valve is correctly set.
Procedure
(K) Pressure tap for the charging pressure of the transmission
1. Connect 198-4240 Digital Pressure Indicator to the nipple at pressure tap (K) .
transmission in NEUTRAL-1. The pressure on the gauge should be a minimum of 2690 kPa (390
psi).
3. Run the engine at the high idle rpm with the transmission in NEUTRAL-1. The maximum
pressure on the gauge should be 3200 kPa (465 psi).
4. When this test is complete, stop the engine and remove the test equipment.
Problem: The oil pressure is too low at low idle and the oil pressure is too low at high
idle.
Probable Cause
Failure of the transmission charging pump section
There are bad seals in a clutch of the transmission. Refer to Testing and Adjusting, "Transmission
Hydraulic Control Clutch Pressure - Test".
Problem: The oil pressure is too low at low idle and the oil pressure is correct at high
idle.
(1) Relief valve
(2) Spacers
Table 2
Chart Of Spacers For The Relief Valve (1)

Pt. No. of the Spacer Thickness Change in Pressure
145-0105 Spacer
0.25 mm (0.010 inch) 31 kPa (4.5 psi)
145-0106 Spacer
0.90 mm (0.035 inch) 114 kPa (16.5 psi)
145-0107 Spacer
1.60 mm (0.063 inch) 195 kPa (28 psi)
Probable Cause
The setting of relief valve (1) is too low. Add spacers (2). Refer to Table 2. Adjust the relief valve
to the low idle setting.
There are bad seals in a clutch of the transmission. Refer to Testing and Adjusting, "Transmission
Hydraulic Control Clutch Pressure - Test".
Probable Cause
The setting of relief valve (1) is too high. Remove spacers (2). Refer to Table 2. Adjust the relief valve
to the low idle setting.
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Pump Drive - Adjust

SMCS - 3108-025
Adjustment Procedure for Preload of Oil Pump Drive Bearings

1. Position housing (14) vertically.
2. Install gear (7), bearing assembly (8) and shaft (10) into the housing without shims (11) .
3. Evenly, torque four bolts (9) to 7 ± 1 N·m (5.2 ± 0.7 lb ft).
4. Measure the distance between the housing and shaft (10) at three locations.
5. Average the three measurements from the previous step. Use shims (11) to make a shim pack. The
shim pack thickness should be equal to the average of the measurements minus 0.10 mm (0.004
inch).
6. Install gear (3), gear (15), bearing assembly (2), bearing assembly (13), cage (5) and cage (12)
without any seals and without shims (4) or (16). Evenly, tighten bolts (6) and bolts (17) until you
feel a slight resistance to the rotation.
7. Measure the distance between the housing and cage (5) in three places. Measure the distance
between the housing and cage (12) in three places.
8. Find the averages from the previous step. Use shims (4) to make a shim pack. Use shims (16) to
make a shim pack. The shim pack thickness should be the average of the measurements plus 0.10
mm (0.004 inch).
Note: Before the O-ring seals are installed, use a small amount of the lubricant that is being sealed
to lubricate the seals and the bores of the cages.
9. The end play of gear (3) and the end play of gear (15) must be 0.05 to 0.15 mm (0.002 to 0.006
inch).
NOTICE
After assembly, add 1 L (1 qt) of SAE 10W oil to the oil pump drive
housing. Add the oil before you start the engine.
1 #22, /"". 1 % 3 # -, -- 9" ""/"".

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Transmission Lubrication Oil Pressure - Test

SMCS - 3080-081-PX
Table 1
Required Tools

The oil pressure to the transmission lubrication circuit is good.
The relief valve for the transmission oil cooler is closed.
Procedure
(M) Pressure tap for the lubrication of the transmission
1. Connect 198-4240 Digital Pressure Indicator to the nipple at pressure tap (M) .
2. Start the engine while the parking brakes are engaged. Run the engine at the low idle rpm while
the transmission is in NEUTRAL-1. The pressure on the gauge must be a minimum of 4 kPa (0.6
psi).
3. Run the engine at the high idle rpm while the transmission is in NEUTRAL-1. The pressure on the
gauge must be 70 to 135 kPa (10 to 20 psi).
4. When this test is complete, stop the engine and remove the test equipment.
Problem: The pressure of the transmission charging pump section is correct and the
transmission lubrication pressure is too low.
Probable Cause
(1) Relief valve for the transmission oil cooler
Relief valve (1) for the transmission oil cooler is open.
There is too much leakage in the transmission lubrication circuit.
Problem: The oil gets too hot during normal operation.
Probable Cause
There is too much oil in the transmission case. Perform the check in the Power Train Testing and
Adjusting, "Transmission Troubleshooting" in order to check the parts inside the transmission
case.
There is a restriction in the oil cooler.
There is a restriction in the transmission magnetic screen.
The transmission scavenge pump section is not operating properly.
0 #//, 1"". 0 % 2 # -8 ## 9" ""1"".

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Transmission Hydraulic Control Pilot Pressure - Test and Adjust

SMCS - 3167-036-PX
Table 1
Required Tools
3B-6552 Elbow 1
6V-4140 Unvalved Nipple 1
3B-7282 Pipe Nipple 1
6V-6064 Transmission Test Cover (1) 1
FT1775 Transmission Test Cover (1) 1
(1) Only one type of transmission test cover is necessary.


This test will determine if the operation of the priority reduction valve and the setting of the priority
reduction valve are correct.
Procedure
1. Disconnect the wiring harness from the lockup clutch solenoid, the downshift solenoid, and the
upshift solenoid.
2. Remove the solenoid guard and the large cover from the transmission case.
(A) Pressure tap for the pilot pressure of the transmission hydraulic control
3. Remove the plug from pressure tap (A) .
4. Install a 3B-6552 Elbow (0.125 mm (0.005 inch) NPT) in pressure tap (A). Connect a 3B-7282
Pipe Nipple (0.125 mm (0.005 inch) NPT) (152 mm (6 inch) long) with a 6V-4142 Unvalved
Nipple to the elbow.
5. Put 6V-6064 Cover on the top of the transmission case. Use a piece of plastic or a piece of paper
with the cover to prevent dirt from entering the transmission case. Use a piece of plastic or a piece
of paper with the cover to prevent the spraying of oil.
Alternate Step 5. Install the FT1775 Transmission Test Cover in place of the large cover. Use four
bolts that are evenly spaced in order to hold the cover in place.
6. Connect 198-4240 Digital Pressure Indicator to the nipple at pressure tap (A) .
7. Start the engine. Run the engine at the low idle rpm with the transmission in NEUTRAL-1. Keep
the parking brakes engaged.
8. The pressure on the gauge must be 1755 ± 35 kPa (255 ± 5 psi).
9. When the test is complete, stop the engine. Remove the test equipment.
(4) Screen
(5) Spacers
(A) Pressure tap for the pilot oil of the transmission hydraulic control
Table 2
Chart Of Spacers For The Priority Reduction Valve (1)

Pt. No. of the Spacers Thickness Change in Pressure
5M-3492 Spacer
0.25 mm (0.010 inch) 17 kPa (2.5 psi)
7M-1397 Spacer
0.91 mm (0.036 inch) 60 kPa (8.7 psi)
Use Illustration 2 and Table 2 for the following problems.
Problem: The pressure on the gauge is too low.
Probable Cause
The setting of priority reduction valve (1) is too low. Add spacers (5). Refer to Table 2.
Problem: The pressure on the gauge is too high.
Probable Cause
The setting of priority reduction valve (1) is too high. Remove spacers (5). Refer to Table 2.
Problem: The pressure on the gauge is correct, but the pressure at all of the clutches is
0 kPa (0 psi).
Refer to the power train Testing and Adjusting, "Transmission Hydraulic Control Clutch Pressure -
Test".
Probable Cause
The operation of neutralizer valve (2) is not correct. Disassemble the selector and pressure control
valve. Check for any foreign material or for any parts that are damaged or worn. Be certain that
the orifice and/or the ball check valve of the neutralizer valve are free of any debris.
A restriction in screen (4) in rotary selector spool (3)
Problem: The pressure on the gauge is correct, but the pressure at all of the clutches is
too low.
Refer to the power train Testing and Adjusting, "Transmission Hydraulic Control Clutch Pressure -
Test".
Probable Cause
A restriction in screen (4) in rotary selector spool (3)
0 #//, 1"". 0 % 2 # -8 1. 9" ""1"".

3 3 4 2
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Transmission Hydraulic Control Primary Clutch Pressure - Test

and Adjust
SMCS - 3167-036-PX
Table 1
Required Tools
9S-1721 Extension (1/4 inch square drive) 1
9U-6635 Reversible Ratchet 1
8T-5200 Signal Generator/Counter 1
Note: An 8T-5200 Signal Generator/Counter can be used to shift the transmission during the diagnostic
tests instead of manual shifting.
This test will determine if the clutch pressures are correctly adjusted.

Procedure
NOTICE
Make sure the drive axles are removed or disconnect the drive shaft
from the machine for this test or the clutches of the transmission will
be damaged.
1. Remove the drive axles from the machine or disconnect the drive shaft from the machine.
Note: Failure to perform Step 1 can result in damage to the transmission clutches.
2. If a 6V-6064 Transmission Test Cover is used, remove the large cover from the top of the
transmission case. If a FT1775 Transmission Test Cover is used, remove the smaller cover from
the transmission case.
3. Remove the seven load piston plugs.
4. Reinstall the test cover. Install four bolts in order to hold the test cover in place.
Installation of the pressure indicator
(D) This pressure tap is not used.
(H) Pressure tap for the No. 3 clutch
(I) Pressure tap for the pilot oil of the transmission hydraulic control
5. Connect 198-4240 Digital Pressure Indicator to the nipples at pressure taps (A), (B), (C), and (E) .
6. Start the engine. Run the engine at the low idle rpm with the transmission in NEUTRAL-1.
7. Record the pressures on the pressure indicator.
8. Use a 9U-6635 Reversible Ratchet and a 9S-1721 Extension (1/4 inch square drive) in order to
move the transmission rotary selector spool to the NEUTRAL-2 position. Refer to the procedure
for manual shifts that is in the Testing and Adjusting, "Transmission Hydraulic Control Clutch
Pressure - Test".
Note: An 8T-5200 Signal Generator/Counter can be used to shift the transmission during the
diagnostic tests instead of manual shifting.
10. Manually shift the transmission into REVERSE and into all the forward speeds. Record the
pressures on the pressure indicator during each shift.
11. Stop the engine with the transmission rotary selector spool in NEUTRAL-1.
12. Disconnect 198-4240 Digital Pressure Indicator from the nipples at pressure taps (A), (B), (C),
and (E). Connect 198-4240 Digital Pressure Indicator to the nipples at pressure taps (F), (G), and
(H) .
13. Repeat Steps 6 through 11.
14. Compare the actual primary clutch pressures that were recorded and the pressure for each clutch
that is provided in Table 2.
15. After the pressures are correctly set, remove the digital pressure indicator and the test cover.
Install load piston plugs (6) .
16. Install the large cover, the small cover, and the solenoid guard. Connect the wiring harness to the
solenoids.
17. After the primary pressures are set, the maximum clutch pressures must be checked. Perform the
Testing and Adjusting, "Transmission Hydraulic Control Clutch Pressure - Test".
Note: If the primary clutch pressures are set correctly and the maximum clutch pressures are
incorrect, check the components of the pressure control valve for the correct part number and for
the correct installation. The primary clutch pressure must be set correctly.
18. Install the drive axles on the machine or install the drive shaft from the machine.
Table 2
Primary Clutch Pressure

Station (1) "A" "B" "C" "E" "F" "G" "H"
Clutch No. 4 No. 2 No. 1 No. 5 No. 6 No. 7 No. 3
Engaged
Speed Pressure Pressure Pressure Pressure Pressure Pressure Pressure
Clutches
Position
NEUTRAL- 345 kPa

1 0 0 0 0 0 0
1 (50
psi) (2)
NEUTRAL-
1 0 0 345 kPa 0 0 0 0
2
(50
psi) (2)
REVERSE 1 and 7 345 kPa 415 kPa

0 0 0 0 0
(50 (60
psi) (2) psi) (2)
2 and 6 275 kPa 415 kPa

FIRST 0 0 0 0 0
(40 (60
psi) (2) psi) (2)
1 and 6 345 kPa 415 kPa

SECOND 0 0 0 0 0
(50 (60
psi) (2) psi) (2)
3 and 6 415 kPa 550 kPa

THIRD 0 0 0 0 0
(60 (80
psi) (2) psi) (2)
FOURTH 1 and 5 345 kPa 345 kPa

0 0 0 0 0
(50 (50
psi) (2) psi) (2)
3 and 5 345 kPa 550 kPa

FIFTH 0 0 0 0 0
(50 (80
psi) (2) psi) (2)
1 and 4 515 kPa 345 kPa

SIXTH 0 0 0 0 0
(75 (50
psi) (2) psi) (2)
SEVENTH 3 and 4 515 kPa 550 kPa

0 0 0 0 0
(75 (80
psi) (2) psi) (2)
(2) The tolerance is ± 40 kPa (± 6 psi).
Pressure control valve
(1) Selector piston plugs (seven)
(2A) Modulation reduction valves (five)
(2B) Modulation reduction valves (two)
(3) Load piston orifices (seven)
(4) Decay orifice plugs (seven)
(5) Shims (seven places)
(6) Load piston plugs (seven)
(7) Inner springs (seven)
(8) Outer springs (seven)
(9) Load piston
(10) Selector piston
(A) (B) (C) (D) (E) (F) (G) (H) Pressure taps (identification for the load pistons)
Table 3
Specifications and Identification of the Components of the Pressure Control Valve

Location of the
Load Piston A B C E F G H
Body (1)
Thickness of
2.54 mm 2.54 mm 2.54 mm 4.58 mm 4.58 mm 4.58 mm 4.58 mm
the Load Piston
(0.100 (0.100 (0.100 (0.180 (0.180 (0.180 (0.180
Orifice
Color of the
Outer Spring of Light Light Light Light
Yellow Yellow Yellow
the Load Piston Blue Green Green Green
Color of the
Inner Spring of Light Light Light Light
Yellow Yellow Orange
the Load Piston Blue Blue Blue Blue
Size of the
1.57 mm 1.19 mm 1.57 mm 1.57 mm 1.40 mm
Decay Orifice - -
(0.062 (0.047 (0.062 (0.062 (0.055
inch) inch) inch) inch) inch)
Color of the
Decay Orifice Green Blue - Green Green - Yellow
Overall Length
58.5 mm 51.5 mm 51.5 mm 51.5 mm 51.5 mm 51.5 mm 58.5 mm
of the Load
(2.30 (2.03 (2.03 (2.03 (2.03 (2.03 (2.30
Piston
(1) The location of the load piston body is identical to the location of the station for the valve. Station "D" is not used.
Table 4

Valve A B C E F G H
Location (1)
Clutch that is 4 2 1 5 6 7 3
engaged
The thickness Pressure Pressure Pressure Pressure Pressure Pressure Pressure
of the shim Change Change Change Change Change Change Change
5J-2721 Shim

6J-3993 Shim

4M-1751 Spacer

5J-1036 Shim
(1) Valve location (D) is not used.
Problem: The primary pressure is correct, but the maximum pressure is not correct.
Probable Cause
Inner spring (7) is weak or broken, and/or outer spring (8) is weak or broken.
Problem: The pressure at one clutch is 0 kPa (0 psi).
Probable Cause
Selector piston plug (1) is not installed.
The selector piston (10) is stuck.
The modulation reduction valve (2) is stuck.
Problem: The primary pressures at all the clutches are 0 kPa (0 psi).
Probable Cause
The probable cause is the pilot pressure. Perform the test in the Testing and Adjusting, "Transmission
Hydraulic Control Pilot Pressure - Test and Adjust".
Problem: The primary pressures at all the clutches are too low.
Probable Cause
The probable cause is the pressure for the transmission charging pump section of the transmission gear
pump. Perform the test in the Testing and Adjusting, "Gear Pump (Transmission) Pressure - Test and
Adjust".
Problem: The primary pressure at one clutch is too low.
Probable Cause
Selector piston (10) is stuck.
Inner spring (7) is weak or broken, and/or outer spring (8) is weak or broken.
Incorrect inner spring (7) and/or outer spring (8) .
The primary pressure is set incorrectly. Add shims (5). Refer to Table 4.
Problem: The primary pressure at one clutch is too high.
Probable Cause
Incorrect inner spring (7) and/or outer spring (8) .
The primary pressure is set incorrectly. Remove shims (5). Refer to Table 4.
Problem: An additional clutch receives pressure oil in certain speeds.
Probable Cause
Decay orifice (4) is plugged.
The drain orifice in the return end of the rotary selector spool is plugged.
A selector piston (10) is stuck.
A load piston (9) is stuck.
A modulation reduction valve (2) is stuck.
Problem: The pressure in one clutch at the high idle rpm is not correct, but the
primary pressure in the same clutch is correct.
Probable Cause
Wrong inner spring (7) and/or outer spring (8) is installed in the load piston.
Inner spring (7) and/or outer spring (8) in the load piston is weak or broken.
Problem: The primary pressure in one clutch is not correct, but the pressure in the
same clutch at the high idle rpm is correct.
Probable Cause
Wrong inner spring (7) and/or outer spring (8) is installed in the load piston.
1 #//, 2"". 1 % 3 # -9 9. :" ""2"".

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Transmission Hydraulic Control Clutch Pressure - Test

SMCS - 3167-081-PX
Table 1
Required Tools
6V-9509 Face Seal Plug 1
6V-9830 Cap 1
9S-1721 Extension (1/4 inch square drive) 1
9U-6635 Reversible Ratchet 1
8T-5200 Signal Generator/Counter 1
Note: Do not adjust the clutch stations to this pressure. Clutch stations should be adjusted in order to
attain the correct primary pressure. If the primary clutch pressure is correct and the maximum clutch
pressure is not correct, check the components for the correct part numbers and for the correct
installation. The primary clutch pressure must be correct. Refer to Testing and Adjusting, "Transmission
Hydraulic Control Primary Clutch Pressure - Test and Adjust" for additional information.
This test will determine if the following conditions exist:
The transmission clutch pressures are correct.
There is too much oil leakage in a clutch.

Procedure For Manual Shifts Of The Transmission

This procedure will save time when the transmission is tested. Shifts can be performed on the
transmission instead of the transmission shift lever in the operator's station.
NOTICE
To prevent possible damage to the flexible coupling, never manually
shift the transmission by rotating the flexible coupling for the
transmission switch.
1. Be certain that the transmission control is in the NEUTRAL position.
2. Disconnect the wiring harness from the following components:
Upshift solenoid
Downshift solenoid
Lockup solenoid
3. Remove the plug for the rotary selector spool from the left side of the transmission case while the
engine is stopped.
4. Use a 9S-1721 Extension (1/4 inch square drive) and a 9U-6635 Reversible Ratchet to turn the
transmission rotary selector spool. When the ratchet is fully turned in a clockwise direction, the
rotary selector spool is in the NEUTRAL-1 position. The order of the detent positions is
NEUTRAL-1, NEUTRAL-2, REVERSE, and FIRST speed through SEVENTH speed.
Note: There is approximately 30 degrees of rotation between each detent of the rotary selector spool.
Procedure
Installation of the pressure indicator
(D) This pressure tap is not used.
(H) Pressure tap for the No. 3 clutch
(I) Pressure tap for the pilot oil of the transmission hydraulic control
Note: If a FT1775 Transmission Test Cover is used, a gauge can be installed at pressure tap (I) in order
to check the pilot pressure. If a 6V-6064 Transmission Test Cover is used, be certain that the plug is
installed at pressure tap (I) .
1. Disconnect the electrical harness from the lockup clutch solenoid.
Note: This will allow testing the clutch pressures in a direct drive situation without removing the
drive axles from the machine.
2. Remove the solenoid guard and the large cover from the top of the transmission case. Install the
FT1775 Transmission Test Cover in the place of the large cover. Use four bolts to hold the test
cover in position.
Alternate Step 2. Remove the small cover from the large cover. Install the 6V-6064 Transmission
Test Cover in the place of the large cover. Use four bolts to hold the test cover in position.
3. Connect 198-4240 Digital Pressure Indicator to the nipples at pressure taps (A) , (B) , (C) , and
(E) .
4. Start the engine. Run the engine at the low idle rpm with the transmission in NEUTRAL-1.
6. Use a 9S-1721 Extension (1/4 inch square drive) and a 9U-6635 Reversible Ratchet . Move the
transmission rotary selector spool to the NEUTRAL-2 position.
Note: An 8T-5200 Signal Generator/Counter can be used to shift the transmission during the
diagnostic tests instead of manual shifting.
8. Manually shift the transmission into REVERSE and into all of the forward speeds. Record the
pressures on the pressure indicator during each shift.
9. Increase the engine rpm to the high idle rpm while the transmission is in SEVENTH speed.
11. Decrease the engine rpm to the low idle rpm. Manually shift the transmission to the SIXTH speed.
Increase the engine rpm to the high idle rpm. Record the pressures on the pressure indicator.
12. Repeat Step 11 in all the speeds including REVERSE, NEUTRAL-1, and NEUTRAL-2. Be
certain that the engine rpm is decreased before each downshift is performed.
13. Stop the engine with the transmission rotary selector spool in NEUTRAL-1.
14. Connect 198-4240 Digital Pressure Indicator to the nipples at pressure taps (F) , (G) , and (H) .
16. Compare the actual clutch pressures that were recorded with the pressures that are provided in
Table 3.
17. After the pressures are recorded, remove the test equipment.
Note: There is no adjustment for these clutch pressures. Refer to Testing and Adjusting, "Transmission
Hydraulic Control Primary Clutch Pressure - Test and Adjust" for the adjustments for the primary
pressure.
Table 2
Clutch Pressure
"A" "C" "G" "H"
Station (1) "B" "E" "F"
No. 4 No. 2 No. 1 No. 5 No. 6 No. 7 No. 3

Clutch
Engaged
Speed Governor
Clutches psi psi psi psi psi psi psi
Position Setting
2780
kPa
Low Idle
0 0 (403 0 0 0 0
psi) (2)
NEUTRAL-
1
1
2880
kPa
High Idle 0 0 0 0 0 0
(418
psi) (3)
2780
Low Idle kPa
0 0 0 0 0 0
(403
psi) (2)
NEUTRAL-
1
2
2880
kPa
High Idle 0 0 0 0 0 0
(418
psi) (3)
2780 2760
Low Idle kPa kPa
0 0 0 0 0
(403 (400
psi) (2) psi) (2)
REVERSE 1 and 7
2880 2760
kPa kPa
High Idle 0 0 0 0 0
(418 (400
psi) (3) psi) (2)
Low Idle 2365 2515

0 0 0 0 0
kPa kPa
(343 (365
psi) (2) psi) (2)
2 and 6 2365 2515

FIRST
kPa kPa
High Idle 0 0 0 0 0
(343 (365
psi) (2) psi) (2)
Low Idle
0 0 0 0 0 0 0
1 and 6 2880 2515

SECOND
kPa kPa
High Idle 0 0 0 0 0
(418 (365
psi) (3) psi) (2)
Low Idle
0 0 0 0 0 0 0
3 and 6 2515 1825

THIRD
kPa kPa
High Idle 0 0 0 0 0
(365 (265
psi) (2) psi) (2)
Low Idle
0 0 0 0 0 0 0
1 and 5 2880 2435

FOURTH
kPa kPa
High Idle 0 0 0 0 0
(418 (353
psi) (3) psi) (2)
Low Idle
0 0 0 0 0 0 0
3 and 5 2435 1825

FIFTH
kPa kPa
High Idle 0 0 0 0 0
(353 (265
psi) (2) psi) (2)
Low Idle
0 0 0 0 0 0 0
1425 2880
1 and 4 kPa kPa
SIXTH High Idle 0 0 0 0 0
(207 (418
psi) (2) psi) (3)
Low Idle
0 0 0 0 0 0 0
SEVENTH 3 and 4 1425 1825

kPa kPa
High Idle 0 0 0 0 0
(207 (265
psi) (2) psi) (2)

(3) Tolerance is ± 228 kPa (33 psi).
(2) Tolerance is + 240 kPa (35 psi) or - 100 kPa (15 psi).
Pressure control valve
(1) Selector piston plugs (seven)
(2A) Modulation reduction valves (five)
(2B) Modulation reduction valves (two)
(3) Load piston orifices (seven)
(4) Decay orifice plugs (seven)
(5) Shims (seven places)
(6) Load piston plugs (seven)
(7) Inner springs (seven)
(8) Outer springs (seven)
(9) Load piston
(10) Selector piston
(A) (B) (C) (D) (E) (F) (G) (H) Pressure taps (identification for the load pistons)
Problem: The pressures at all the clutches are 0 kPa (0 psi).
Probable Cause
The probable cause is the pilot pressure. Perform the test in Testing and Adjusting, "Transmission
Hydraulic Control Pilot Pressure - Test and Adjust".
Problem: The pressures at all the clutches are low.
Probable Cause
The charging section of the transmission pump is bad. Perform Testing and Adjusting, "Gear
Pump (Transmission) Pressure - Test and Adjust".
There is a restriction in the power train oil filter and/or other components.
The relief valve in the transmission selector and pressure control valve is incorrectly set. Perform
Testing and Adjusting, "Gear Pump (Transmission) Pressure - Test and Adjust".
Problem: The pressure at any clutch is 0 kPa (0 psi).
Probable Cause
Selector piston plug (1) is not installed.
The supply port of the rotary selector spool is plugged.
Problem: The pressure in a clutch does not increase above the primary pressure.
Probable Cause
Load piston plug (6) is not installed.
There are broken springs in modulation reduction valve (2) .
Problem: The pressure in one clutch is not correct, but the primary pressure in the
same clutch is correct.
Probable Cause
There are broken springs in modulation reduction valve (2) .
The wrong inner spring (7) is installed.
The wrong outer spring (8) is installed.
The wrong number of shims (5) are installed.
Problem: The pressure in one clutch at the high idle rpm is correct, but the pressure in
the same clutch at the low idle rpm is not correct.
Probable Cause
There are bad seals in a clutch of the transmission.
Problem: The pressure in one clutch does not decrease rapidly or the low pressure
remains in one clutch.
Probable Cause
Decay orifice plug (4) is plugged.
Problem: An additional clutch receives pressure oil in certain speeds.
Probable Cause
Decay orifice plug (4) is plugged.
2 #33, /"". 2 % 4 # -- ## :" ""/"".

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Selector and Pressure Control Valve (Transmission) - Adjust

SMCS - 3074-025; 3157-025-QV
Selector and Pressure Control Valve
(1) Support assembly
(2) Cam
(A) Distance between spring assemblies and valve body
View A-A
(1) Support assembly
(2) Cam
(3) Bolts
(4) Bolts
(5) Spring assemblies
1. Tighten bolts (4) in support assembly (1) to a torque of 30 ± 7 N·m (22 ± 5 lb ft).
2. Assemble spring assemblies (5) and the snap rings. The snap rings should face out from the valve
body. Make sure that dimension (A) is 4.5 ± 0.5 mm (0.18 ± 0.02 inch).
3. Tighten two bolts (3) to a torque of 30 ± 7 N·m (22 ± 5 lb ft).
4. Loosen bolts (4). Then, center the rollers of spring assemblies (5) in the notches on cam (2) .
5. Tighten bolts (4) to a torque of 30 ± 7 N·m (22 ± 5 lb ft).
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Transfer Gear End Play - Adjust

SMCS - 3159-025-EP
Transfer gears
(1) Shims
(2) Gear
(3) Bolts
(4) Bearing assemblies
(5) Cage
(6) Gear
(7) Bearing assemblies
(8) Cage
(9) Bolts
(10) Shims
1. Position the housing vertically. Make sure that the bearing axis is vertical.
2. Install gear (2), gear (6), bearing assemblies (4), bearing assemblies (7), cage (5) and cage (8). Do
not use any seals or shims at this time. Tighten bolts (3) and bolts (9) evenly.
3. Rotate bearing assemblies (4) and bearing assemblies (7) for several revolutions in order to seat
the rollers. You can also seat the rollers by moving bearing assemblies (4) and bearing assemblies
(7) back and forth.
4. Measure the end play between cage (3) and the housing. Measure the end play between cage (8)
and the housing.
5. Add shims (1) and shims (10) in order to achieve 0.15 ± 0.05 mm (0.006 ± 0.002 inch) end play.
6. Repeat the procedure after the shims are installed. Adjust the number of shims, if necessary.
1 #22, /"". 1 % 3 # -- -# 9" ""/"".

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Differential and Bevel Gear - Adjust

SMCS - 3256-025; 3258-025; 3270-025
For the adjustment procedure for the differential and bevel gear, refer to the Power Train Disassembly
and Assembly, "Differential and Bevel Gear - Install".
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Rear Axle Housing End Play - Adjust

SMCS - 3260-025-EP
(1) Bolts
(2) Plate
(3) Cap
(4) Bolts
Section A-A
(5) Pin As
(6) Thrust washer
(7) Bearing
(8) Bolts
(9) Shims
Adjustment Procedure For The End Play

1. Use three bolts (1) that are spaced 120° from each other in order to assemble retainer plate (2) to
pin (5) . Do not use shims (3) at this time.
2. Evenly, tighten bolts (1) to 200 ± 25 N·m (148 ± 18 lb ft). Install bolts (4) and washers, but do not
tighten bolts (4) at this time.
Note: The chamfer on the inside of thrust washer (6) must face away from bearing (7) . The
chamfer provides clearance for the radius on the thrust face of pin (5) .
3. Use a depth micrometer in order to measure the distance from the top of retainer plate (2) to the
end of pin (5) . Measure this distance through the hole in retainer plate (2) .
4. Remove bolts (1) and retainer plate (2) . Use an outside micrometer in order to measure the
thickness of retainer plate (2) .
5. Subtract the thickness of retainer plate (2) from the distance that was found in Step 3. This is the
gap between pin (7) and retainer plate (2) .
6. Add 0.25 mm (0.010 inch) to the distance that was found in Step 5. This is the shim pack
thickness. Install the correct amount of shims from shim pack (9) .
7. Use six bolts (1) and washers in order to install retainer plate (2) and shims (9) . Torque bolts (1)
to 750 ± 90 N·m (553 ± 66 lb ft).
8. Tighten bolts (4) with washers to 1125 ± 100 N·m (830 ± 75 lb ft).
Note: Apply 4C-5593 Anti-Seize Lubricant to the bore of the cap prior to assembly.
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Rear Wheel Bearing - Adjust

SMCS - 4201-025-BD
(1) Spindle
(2) Shims
(3) Retainer plate
(4) Bolts
Typical example
Location of the purge valve for the parking brakes
Note: Before performing this adjustment, you will need to release the brakes. In order to release the
parking brake, remove the purge valve from opening (A). This opening is marked with a "P". Then,
connect a manual hydraulic pump or an electric hydraulic pump to opening (A). Continue to operate the
pump until the brake is fully released. To learn more about releasing the brakes, refer to the information
about towing that is located in the Air System and Brakes Systems Operation and Testing And
Adjusting.
NOTICE
If it becomes necessary to use an outside hydraulic source to release the
parking brake, do not exceed the relief pressure of the parking and
secondary brake control valve. Exceeding the relief pressure can
damage seals and other parts in the circuit.
Adjustment Procedure
1. Thoroughly, clean all of the tapped holes in the end of spindle (1) .
2. Install retainer plate (3) with six new bolts (4) to spindle (1). Install bolts (4) so that each bolt is
equally spaced around retainer plate (3) .
Note: Do not use any shims (2) at this time.
View A-A
(3) Retainer plate
(4) Bolts
3. Tighten bolts (4) to a torque of 140 N·m (103 lb ft). Turn the wheel for two complete revolutions.
4. Tighten bolts (4) to 140 N·m (103 lb ft). Turn the wheel for two complete revolutions.
5. Loosen bolts (4) by 120 degrees. Turn the wheel for two complete revolutions.
8. Use a depth micrometer to determine the distance from the outside face of retainer plate (3) to the
end of spindle (1). Measure the depth of the two holes that are opposite to each other on retainer
plate (3). Calculate an average depth from these two measurements.
9. Use an outside micrometer to determine the thickness of retainer plate (3) at the bolt holes.
Measure the thickness of retainer plate (3) at the same locations that were used in Step 8.
Calculate an average thickness from these two measurements.
10. Find the gap between the end of spindle (1) and the inside face of retainer plate (3). To find this
gap, subtract the dimension that was found in Step 9 from the dimension that was found in Step 8.
11. Calculate the shim pack thickness. Add 0.381 mm (0.0150 inch) to the distance that was found in
Step 10.
12. Assemble shim pack (2) so that the shim pack thickness is the value that was found in Step 11.
Remove bolts (4) and retainer plate (3) .
13. Install shim pack (2) .
14. Install retainer plate (3) over shim pack (2). Install ten new bolts (4).
15. Evenly torque opposite bolts (4) to 250 ± 15 N·m (185 ± 10 lb ft).
16. Repeat Step 15 until no further movement of bolts (4) occurs.
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Speed Sensor (Wheel) - Adjust

SMCS - 4803-025
Note: Only the adapter requires adjustment. The speed sensor is installed into the adapter.
1. Measure distance (A) from the machined counterbore surface to the gear tooth.
2. Add the thickness of the adapter hex flange to distance (A) .
3. Subtract the distance that was found in Step 2 from required dimension (B). This is the shim pack
thickness. Refer to Specifications, "Speed Sensor (Wheel)" for required dimensions.
4. Use shims (1) in order to create the shim pack. Install the shim pack between the machined
counterbore surface and the adapter hex flange.
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Duo-Cone Seals - Install

SMCS - 7561-012
Note: This procedure is only for Duo-Cone conventional seals. This procedure does not pertain to Duo-
Cone floating seals.
It is extremely important to follow the correct procedure for installing Duo-Cone seals. Many seal
failures are the direct result of mistakes during installation of the seal components.
Note: To aid in assembling the Duo-Cone seals, a 169-0503 Installation Kit (Duo-Cone Seal) is
available. The installation kit contains wipes, seal cleaner and seal lubricant.
(1) Toric ring. (2) Seal ring. (3) Housing retaining lip. (4) Housing ramp. (5) Seal ring housing.
(6) Seal ring face. (7) Seal ring ramp. (8) Installation tool. (9) Seal ring retaining lip.
Use caution when you are using isopropyl alcohol. Avoid prolonged skin
contact with isopropyl alcohol.
Vapors may be harmful if inhaled. Use only in a well ventilated area. Do

not smoke while using isopropyl alcohol.
Isopropyl alcohol is flammable. Do not use near an open flame or near

welding operations. Keep isopropyl alcohol away from heated surfaces
exceeding 482°C (900°F).
1. Remove any oily film, dust or other foreign matter from all of the seal components. Use isopropyl
alcohol and a clean cloth that is free of lint or a paper towel to clean the components.
Note: All components should be completely dry prior to proceeding. Do not allow oil to contact
toric ring (1), housing ramp (4) or seal ring ramp (7) before both seal rings (2) are assembled in
Step 11.
2. Position toric ring (1) on seal ring (2). Make sure that toric ring (1) is at the bottom of seal ring
ramp (7) and against seal ring retaining lip (9) .
Note: Make sure that toric ring (1) is straight on seal ring (2). There must not be a twist in toric
ring (1). Handle toric ring (1) carefully. Nicks, cuts and scratches can cause leaks.
3. Position installation tool (8) on seal ring (2) with toric ring (1) .
4. Lightly dampen the lower half of toric ring (1) with isopropyl alcohol. Techniques that can be
used to dampen toric ring (1) include wiping with a clean cloth that is free of lint. Toric ring (1)
can also be dipped into a container with towels or with a foam mat that is saturated with isopropyl
alcohol.
Note: Do not use Stanisol or any other liquid that evaporates slowly. Do not use a liquid that
leaves an oily film.
5. Make sure that the lower half of toric ring (1) is still wet. Use installation tool (8) to position seal
ring (2) and toric ring (1) squarely against seal ring housing (5) and under housing retaining lip (3)
of seal ring housing (5), as shown.
6. Measure dimension (A) from seal ring face (6) to the top surface of seal ring housing (5). Check
dimension (A) in at least four places (90 degree intervals). The measurements must not differ by
more than 1 mm (0.04 inch).
Note: If small adjustments are necessary, do not push seal ring (2) directly and do not pull seal
ring (2) directly. Use installation tool (8) .
7. Toric ring (1) can twist if the toric ring is not completely wet during installation. Burrs on housing
retaining lip (3) or on seal ring housing (5) can also cause a twist.
NOTICE
Misalignments, twists and bulges of the toric ring will cause Duo-Cone
seal failures. If any of these occur, perform the assembly process over
from the beginning.
8. Toric ring (1) must never slip on housing ramp (4) or seal ring ramp (7). To prevent slippage,
allow adequate time for evaporation to occur before you proceed with the assembly process. Toric
ring (1) must roll only on seal ring ramps (7) and on housing ramps (4) .
9. Use a clean cloth that is free of lint or a paper towel to wipe off seal ring faces (6) .
Note: No particles of any kind can be left on the sealing surfaces. A small piece from a paper
towel can cause a leak by keeping the sealing surfaces from contacting each other.
10. Apply a thin film of clean oil on seal ring faces (6) of seal ring (2). Use an applicator, a disposable
tissue or a clean finger to distribute the oil evenly. Ensure that no oil contacts the toric rings.
NOTICE
Do not slam the seal rings together. High impact can scratch or break
the seal components. When all of the seal components are properly
aligned, secure all parts tightly.
11. Make sure that both seal ring housings (5) are correctly aligned and concentric. Slowly move the
seals toward each other.
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Torque Converter - Remove

SMCS - 3101-011
Removal Procedure
Table 1
Required Tools
A 143-5454 Lifting Bracket 1
B 143-5455 Lifting Bracket 1
Start By:
A. Install the body retaining pins. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
Remove and Install" for the Machine System.
B. Remove the main drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) - Remove
and Install".
C. Remove the charging, scavenge, and brake retract gear pump for the torque converter. Refer to
Disassembly and Assembly, "Gear Pump (Torque Converter Charging, Scavenge, and Brake
Retract) - Remove".
D. Remove the lockup clutch and the synchronizing valve. Refer to Disassembly and Assembly,
"Lockup Clutch and Synchronizing Valve (Torque Converter) - Remove".
NOTICE
containing fluids.

1. Disconnect two hose assemblies (1). Remove the O-ring seals from the hose assemblies.
2. Remove the bolt that holds clip (2) in position.
3. Disconnect hose assembly (3) and hose assembly (5). Remove fitting (4) .
4. Disconnect hose assembly (6). Remove the O-ring seal from the hose assembly.
5. Remove the bolts that hold clip (7) and clip (8) in position.
6. Label all wires for installation purposes. Disconnect three wires (9) .
7. Disconnect hose assembly (10) from the torque converter housing.
8. Disconnect two hose assemblies (11) from the oil cooler. Remove the O-ring seals from the hose
assemblies.
9. Attach Tool (A) to the top of the torque converter. Attach Tool (B) to Tool (A). Position a suitable
lifting device on Tool (B). Secure the suitable lifting device to a hoist.
10. Position three 3/8 in - 16 NC forcing bolts on the flange of the torque converter. Remove 16 bolts
(12) and remove the washers. Tighten the forcing bolts in order to remove the torque converter
from the flywheel housing. Lower the torque converter to the ground. The weight of the torque
converter is 591 kg (1300 lb).
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Torque Converter - Disassemble

SMCS - 3101-015
Table 1
Required Tools
B 1P-2420 Transmission Repair Stand 1
C 8B-7550 Push-Puller Leg 2
8B-7559 Adapter 2
D 1P-0520 Driver Group 1
E 1P-7405 Eyebolt 2
1P-0074 Slide Hammer Puller 1
F 5F-7342 Adapter 1
8B-7554 Bearing Cup Puller 1
G 138-7573 Link Bracket 2
H 4F-7226 Bolt 2
J 138-7574 Link Bracket 2
K 2P-8312 Retaining Ring Pliers 1

L 2D-1201 Eyebolt 1
Start By:
A. Remove the torque converter. Refer to Disassembly and Assembly, "Torque Converter -
Remove".
B. Remove the torque converter inlet relief valve. Refer to Disassembly and Assembly, "Relief Valve
(Torque Converter Inlet) - Remove".
C. Remove the torque converter outlet relief valve. Refer to Disassembly and Assembly, "Relief
Valve (Torque Converter Outlet) - Remove".
D. Remove the suction screen (torque converter sump). Refer to Disassembly and Assembly,
"Suction Screen (Torque Converter Sump) - Remove".
NOTICE
containing fluids.

1. Position torque converter housing assembly (3) on wood blocks so that the flywheel side of the
torque converter housing assembly is facing upward, as shown.
2. Attach Tooling (A) and a suitable lifting device to the torque converter.
3. Remove bolts (1) and the hard washers that hold the torque converter in torque converter housing
assembly (3) .
4. Install three 5/8 in - 11 NC forcing bolts in holes (2) in order to separate torque converter housing
assembly (3) from the torque converter.
5. Remove the torque converter from torque converter housing assembly (3). The weight of the
torque converter housing assembly (3) is approximately 364 kg (800 lb).
6. Position the torque converter with surface (4) on Tooling (B) .
7. Remove plug (5A) and plug orifice (5B) from clutch carrier (5) .
8. Remove bolts (6) and remove the washers that hold flywheel pilot (7) in position.
9. Install two 1/2 in - 13 NC forcing bolts (not shown) in order to separate flywheel pilot (7) from
clutch carrier (5) .
10. Remove flywheel pilot (7) from clutch carrier (5) .
11. Remove bolts (8) and retainer plate (9) from the output shaft.
12. Remove spring washer (10) .
13. Install two 5/8 in - 11 NC forcing bolts (11) .
14. Remove bolts (13) that hold clutch carrier (5) to rotating housing (14) .
Note: Clutch carrier (5) includes the top half of inner bearing race (12) and the ball bearing.
15. Attach Tooling (A) and a suitable lifting device to clutch carrier (5) .
16. Apply tension to the lifting device. Tighten both forcing bolts (11) .
17. Install Tooling (D) and install Tooling (C) .
18. Apply a downward force on Tooling (C). Apply an upward force on the lifting device in order to
free clutch carrier (5) from the clutch hub.
19. Remove Tooling (C) and remove Tooling (D). Remove clutch carrier (5) from rotating housing
(14). The weight of clutch carrier (5) is approximately 104 kg (230 lb).
20. Refer to the following procedure in order to disassemble clutch carrier (5) :
a. Remove the top half of inner bearing race (12). Turn over the assembly.
b. Remove bolts (16) and split washers (15) .
c. Attach Tooling (E) and a suitable lifting device to backing plate (17). Remove backing plate
(17) .
d. Remove friction discs (18) and clutch plate (19) .
e. Remove lockup clutch piston (20) and seal ring (21) .
f. Remove seal ring (22) and ball bearing (23). Remove wear sleeve (24) .
21. Install Tooling (F) on the bottom half of inner bearing race (26) .
22. Remove the bottom half of inner bearing race (26) from clutch hub (25) .
23. Remove ring carrier (27). Remove seal ring (28) from the ring carrier.
24. Attach Tooling (G) and a suitable lifting device to clutch hub (25), as shown.
25. Remove clutch hub (25) and turbine (29) as an assembly from the output shaft by applying an
upward force on Tooling (G). The weight of the assembly is approximately 36 kg (80 lb).
26. Refer to the following procedure in order to disassemble the hub assembly and turbine (30) :
a. Position clutch hub (25) and turbine (29) so that the turbine is on top. Position the assembly
on wood blocks.
b. Remove bolts (30) .
c. Tooling (H) must be modified in order to be used as guide bolts. Position Tooling (H) in a
suitable vise (not shown). Remove the heads of the bolts.
d. Install Tooling (H) into hub assembly (31), as shown. Apply a downward force on the guide
bolts in order to remove the clutch hub. Turn over turbine (29) .
e. Apply a downward force on hub assembly (31) in order to remove the hub assembly from
turbine (29) .
f. Position hub assembly (31) and Tooling (D) in a suitable press. Remove sleeve bearing (32)
(not shown) from the hub assembly by using the suitable press and Tooling (D) .
27. Remove sleeve (33) and thrust race (34) from converter stator assembly (35) .
28. Remove converter stator assembly (35) .
Note: The rollers inside converter stator assembly (35) are free to move when the converter stator
assembly is removed.
29. Refer to the following procedure in order to disassemble the stator assembly:
a. Remove thrust bearing (36) .
b. Remove top retaining ring (38) and side plate (39) from stator (37). Remove the bottom
retaining ring (not shown).
c. Remove roller cage (43) with freewheel rollers (40) and springs (42) from freewheel cam
(41) .
d. Remove freewheel rollers (40) and springs (42) from roller cage (43) .
e. Remove side plate (44) and freewheel cam (41) from stator (37) .
30. Remove sleeve (45), thrust bearing (46), and thrust race (48) (not shown) from impeller hub
assembly (49) .
31. Remove bolts (47) from impeller hub assembly (49). Remove the impeller hub assembly.
32. Remove bolts (50) and the washers that hold the impeller to the housing.
33. Remove impeller (51) from rotating housing (14) by using a suitable lifting device.
34. Attach Tooling (J) and a suitable lifting device to rotating housing (14) with bolts (13).
35. Remove rotating housing (14). The weight of rotating housing (14) is approximately 82 kg (180
lb).
36. Refer to the following procedure in order to disassemble rotating housing (14) :
a. Turn over rotating housing (14). Remove eight twelve point head bolts (52) .
b. Remove pump drive gear (53) .
c. Remove wear sleeve (54) by using a hammer and a punch.
37. Use Tooling (K) (not shown) in order to remove snap ring (55) .
38. Remove bolts (58) and split washers (57) .
39. Remove freewheel race (56) .
40. Remove seal rings (61) from stator carrier (63) .
41. Use Tooling (K) (not shown) in order to remove snap ring (62) .
42. Remove inner bearing (60) from stator carrier (63) .
43. Attach Tooling (A) (not shown) and a suitable lifting device to output shaft (59) .
44. Lift output shaft (59) and the other components as an assembly. The weight of the assembly is
approximately 73 kg (160 lb). Lay the assembly on a flat surface.
45. Attach Tooling (J) (not shown) and a suitable lifting device to yoke (66). Lift the yoke and place
the assembly in Tooling (B), as shown.
46. Remove bolt (64) and shaft retainer (65) .
47. Remove O-ring seal (67) and yoke (66) .
48. Install two 3/8 in - 16 NC forcing bolts (68) in fluid distributor (69) .
49. Remove bolts (70) and remove fluid distributor (69) .
50. Remove lip seal (71) from fluid distributor (69) .
51. Attach Tooling (L) and a suitable lifting device to output shaft (59) .
52. Remove output shaft (59) and remove flat gasket (72) from stator carrier (63) .
53. Remove seal rings (74) from ring carrier (73). Remove seal ring (77) from ring carrier (76) .
54. Remove ring carrier (73), ball bearing (75), and ring carrier (76) from the output shaft.
2 #11, /"". 2 % 3 #9 "/ " :" ""/"".

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Torque Converter - Assemble

SMCS - 3101-016
Assembly Procedure
Table 1
Required Tools
A 1P-2420 Transmission Repair Stand 1
B 2D-1201 Eyebolt 1
D 8S-9191 Bolt 2
E 138-7574 Link Bracket 2
F 138-7575 Link Bracket 2
G 2P-8312 Retaining Ring Pliers 1
H 4F-7226 Bolt 2
J 138-7573 Link Bracket 2
K 1P-7405 Eyebolt 2
L 1D-4612 Bolt 2
M 6V-4876 Lubricant 1
N 1P-0808 Multipurpose Grease 1
1. Install ring carrier (1) on output shaft (3) with the counterbore of hole (2) in the downward
position.
2. Install ball bearing (4) on top of ring carrier (1) .
3. Install ring carrier (5) on top of ball bearing (4) .
4. Use two people to position stator carrier (9) on Tooling (A) , as shown. The weight of the stator
carrier is approximately 29 kg (64 lb).
5. Install seal rings (6) on ring carrier (5) . Install seal ring (8) on ring carrier (1) . Make sure that the
ends of the seal rings are engaged.
6. Attach Tooling (B) and a suitable lifting device to output shaft assembly (7) .
7. Install output shaft assembly (7) in stator carrier (9) . The weight of output shaft assembly (7) is
8. Use Tooling (C) to install a new lip seal in fluid distributor (10) . Install the lip seal with the lips
toward the inside.
9. Tooling (D) must be modified in order to be used as guide bolts. Position Tooling (D) in a suitable
vise (not shown). Remove the heads of the bolts.
10. Install Tooling (D) in stator carrier (9) .
11. Install a new flat gasket (11) on stator carrier (9) .
12. Install fluid distributor (10) on stator carrier (9) .
13. Install bolts (12) that secure stator carrier (9) to fluid distributor (10) . Tighten bolts (12) to a
torque of 50 ± 7 N·m (37 ± 5 lb ft).
14. Install yoke (13) on the splines of output shaft (7) .
15. Install O-ring seal (14) on yoke (13) .
16. Install shaft retainer (16) and install bolt (15) that holds the shaft retainer in place. Tighten bolt
(15) to a torque of 240 ± 25 N·m (177 ± 18 lb ft).
17. Attach Tooling (E) (not shown) and a suitable lifting device to yoke (13) .
18. Lift yoke (13) and the other components as a single unit. The weight of the assembly is
approximately 73 kg (160 lb). Lay the assembly on a flat surface.
19. Attach Tooling (F) (not shown) and a suitable lifting device to output shaft (7) .
20. Lift output shaft (7) and the other components as an assembly. Place the assembly in Tool (A) , as
shown.
21. Install freewheel race (19) on output shaft (7) .
22. Install split washers (20) and six bolts (18) .
23. Use Tooling (G) (not shown) to install retaining ring (18) .
24. Install inner bearing (21) on stator carrier (9) with the large inner radius in a downward position.
25. Use Tooling (G) (not shown) to install the retaining ring on top of inner bearing (21) .
26. Install pump drive gear (25) on rotating housing (22) .
27. Install bolts (23) . Tighten bolts (23) to a torque of 50 ± 7 N·m (37 ± 5 lb ft).
28. Attach Tooling (F) (not shown) and a suitable lifting device to rotating housing (22) .
29. Lift rotating housing (22) and turn over the rotating housing. The weight of rotating housing (22)
30. Install wear sleeve (24) on rotating housing (22) .
31. Install seal rings (23) on the stator carrier.
32. Attach Tooling (E) and a suitable lifting device to rotating housing (22) .
33. Lift rotating housing (22) and position the housing on the stator carrier, as shown.
34. Tooling (H) must be modified in order to be used as guide bolts. Position Tooling (H) in a suitable
35. Install Tooling (H) into impeller (26) , as shown.
36. Install impeller (26) in rotating housing (22) .
37. Install 22 bolts (27) and the washers that hold the impeller to the rotating housing. Remove
Tooling (H) and install the remaining two bolts (27) and the washers. Tighten bolts (27) to a
torque of 80 ± 10 N·m (60 ± 7 lb ft).
38. Install impeller hub assembly (32) on impeller (26) . Install bolts (31) . Tighten bolts (31) to a
torque of 50 ± 7 N·m (37 ± 5 lb ft).
39. Install thrust race (30) (not shown), thrust bearing (28) , and sleeve (29) on impeller hub assembly
(32) .
Note: Make sure that the grooves on the circumference of sleeve (29) are in alignment with the
two thrust race pins in impeller hub assembly (32) .
40. Refer to the following procedure in order to assemble the stator assembly:
a. Install the retaining ring (not shown) in stator (34) .
b. Position stator (34) in a suitable press with chamfer (33) in an upward position. Use Tooling
(C) to install the freewheel cam in stator (34) . Push the freewheel cam downward until the
freewheel cam is against the snap ring in the stator.
c. Install side plate (35) in the stator. Push side plate (35) downward until the side plate is
against the bottom of the freewheel cam.
d. Use a hammer and a suitable punch to stake two opposite splines on the stator. This will
hold the side plate in position.
e. Turn over the stator.
f. Put a thin layer of Tooling (N) on each of the 22 freewheel rollers (38) . Install the
freewheel rollers in roller cage (36) .
g. Install springs (37) in roller cage (36) .
h. Install roller cage (36) in the freewheel cam.
Note: Make sure that all freewheel rollers (38) are in the correct positions.
i. Install side plate (39) on roller cage (36) . Install the retaining ring that holds the side plate
in position.
41. Install stator assembly (40) on the freewheel race of the output shaft.
42. Install thrust bearing (41) on stator assembly (40) .
43. Refer to the following procedure in order to assemble clutch hub (42) and turbine (43) :
a. Position clutch hub (42) on turbine (43) . Align the splines and apply a downward force on
clutch hub (42) in order to install the clutch hub on the turbine. Turn over the turbine.
b. Use Tooling (C) in order to install sleeve bearing (45) (not shown) in hub assembly (44) .
The sleeve bearing must be even with the top surface of the hub assembly.
c. Install Tooling (H) in clutch hub (42) .
d. Position hub assembly (44) on Tooling (H) .
e. Apply a downward force on hub assembly (44) in order to install the hub assembly in
turbine (43) . Remove Tooling (H) (not shown).
f. Install bolts (46) . Tighten bolts (46) to a torque of 80 ± 100 N·m (60 ± 7 lb ft).
g. Apply a thick layer of Tooling (M) to surface (X) in order to hold the sleeve and the thrust
race in position.
h. Install sleeve (47) and thrust race (48) on hub assembly (44) .
Note: Make sure that the grooves in sleeve (47) are aligned with two thrust race pins (49) in
hub assembly (44) .
44. Turn over turbine (43) . Attach Tooling (J) and a suitable lifting device to clutch hub (42) .
45. Lift clutch hub (42) and turbine (43) as a single unit. The weight of the assembly is approximately
36 kg (80 lb). Position the assembly on the splines of the output shaft, as shown.
46. Install seal ring (51) on clutch carrier (50) .
47. Install seal ring (53) on lockup clutch piston (52) .
48. Install lockup clutch piston (52) in clutch carrier (50) .
49. Install friction disc (54) and clutch plate (55) . Install a second friction disc (54) on top of the
clutch plate.
50. Attach Tooling (K) and a suitable lifting device to backing plate (56) .
51. Install backing plate (56) in clutch carrier (50) , as shown. Remove Tooling (K) .
52. Install split washers (57) and bolts (58) . Tighten bolts (58) to a torque of 50 ± 7 N·m (37 ± 5 lb
ft).
53. Attach Tooling (E) (not shown) and a suitable lifting device to the clutch carrier.
54. Lift the clutch carrier and turn over the clutch carrier. The weight of the clutch carrier is
55. Attach Tooling (F) and a suitable lifting device to clutch carrier (50) .
56. Lift clutch carrier (50) and install the clutch carrier on the clutch hub, as shown.
Note: The two friction discs inside clutch carrier (50) must engage correctly with the splines of
the clutch hub before the clutch carrier will make contact with rotating housing (22) .
57. Install the bolts that hold clutch carrier (50) on rotating housing (22) . Tighten the bolts to a torque
of 240 ± 25 N·m (178 ± 18 lb ft).
58. Install seal ring (60) on ring carrier (59) . Make sure that the ends of the seal ring are engaged.
59. Install ring carrier (59) on the clutch hub.
60. Install wear sleeve (61) .
61. Use a brass drift and a hammer in order to position wear sleeve (61) in the shoulder of the clutch
carrier.
62. Install the bottom half of inner bearing race (62) on top of ring carrier (59) .
63. Use a brass drift and a hammer in order to position the bottom half of the inner bearing race
against the ring carrier.
64. Install ball bearing (63) .
65. Install the top half of inner bearing race (64) on ball bearing (63) .
66. Use a brass drift and a hammer in order to evenly position ball bearing (63) and inner bearing race
(64) . Make sure that the ball bearing turns freely when the inner bearing race is in place.
67. Install spring washer (67) and install retainer plate (66) .
68. Install bolts (65) that hold retainer plate (66) in position. Tighten bolts (65) to a torque of 120 ± 15
N·m (90 ± 11 lb ft).
69. Install flywheel pilot (69) on clutch carrier (50) .
70. Install bolts (68) and the washers that hold flywheel pilot (69) in position. Tighten bolts (68) to a
torque of 120 ± 15 N·m (90 ± 11 lb ft).
Note: Ensure that plug orifice (50B) and the threaded passage are free of debris prior to
installation.
71. Install plug (50A) and plug orifice (50B) in clutch carrier (50) . Tighten the plugs to a torque of 10
N·m (7.38 lb ft).
72. Position torque converter housing assembly (70) on wood blocks, as shown. The weight of torque
converter housing assembly (70) is approximately 185 kg (408 lb).
73. Install O-ring seal (71) in torque converter housing assembly (70) .
74. Attach Tooling (F) to flywheel pilot (69) . Position a suitable lifting device on Tooling (F) .
Secure the suitable lifting device to a hoist. Lift the torque converter.
75. Install O-ring seal (72) in the groove on stator carrier (9) .
76. Tooling (L) must be modified in order to be used as guide bolts. Position Tooling (L) in a suitable
77. Install Tooling (L) in stator carrier (9) , as shown.
78. Align holes (Y) in torque converter housing assembly (70) with holes (Z) in stator carrier (9) .
Lower the torque converter into the torque converter housing assembly.
79. Remove Tooling (L) and install bolts (73) and the hard washers that hold the torque converter to
torque converter housing assembly (70) . Tighten bolts (73) to a torque of 370 ± 50 N·m (273 ± 37
lb ft).
End By:
a. Install the suction screen (torque converter sump). Refer to Disassembly and Assembly, "Suction
Screen (Torque Converter Sump) - Install".
b. Install the torque converter outlet relief valve. Refer to Disassembly and Assembly, "Relief Valve
(Torque Converter Outlet) - Install".
c. Install the torque converter inlet relief valve. Refer to Disassembly and Assembly, "Relief Valve
(Torque Converter Inlet) - Install".
d. Install the torque converter. Refer to Disassembly and Assembly, "Torque Converter - Install".
1 #22, /"". 1 % 3 #9 "/ ," :" ""/"".

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Torque Converter - Install

SMCS - 3101-012
Table 1
Required Tools
A 143-5454 Lifting Bracket 1
B 143-5455 Lifting Bracket 1
1. Attach Tool (A) to the top of the torque converter. Attach Tool (B) to Tool (A). Position a suitable
lifting device on Tool (B). Secure the suitable lifting device to a hoist.
2. Install the O-ring seal on surface (13) (not shown) of the torque converter.
3. Position the torque converter on the flywheel housing. Align the teeth in the flywheel with the
teeth on the clutch carrier. Install 16 bolts (12) and install the washers. The weight of the torque
converter is 591 kg (1300 lb).
4. Install the O-ring seals on hose assemblies (11). Connect two hose assemblies (11) to the oil
cooler.
5. Connect hose assembly (10) to the torque converter housing.
6. Connect three wires (9) .
7. Put clip (7) and clip (8) in position. Install the bolts that hold the clips in place.
8. Install the O-ring seal on hose assembly (6). Connect the hose assembly.
9. Install fitting (4). Connect hose assembly (3) and hose assembly (5) .
10. Put clip (2) in position and install the bolt that holds the clip in place.
11. Install the O-ring seals on hose assemblies (1). Connect the hose assemblies to the torque
converter.
End By:
a. Install the lockup clutch and the synchronizing valve. Refer to Disassembly and Assembly,
"Lockup Clutch and Synchronizing Valve (Torque Converter) - Install".
b. Install the charging, scavenge, and brake retract gear pump for the torque converter. Refer to
Disassembly and Assembly, "Gear Pump (Torque Converter Charging, Scavenge, and Brake
Retract) - Install".
c. Install the main drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) - Remove
and Install".
d. Remove the body retaining pins. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
2 #11, /"". 2 % 3 #9 "/ -/ :" ""/"".

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Relief Valve (Torque Converter Inlet) - Remove

SMCS - 3133-011
Removal Procedure
Start By:
NOTICE
containing fluids.

Hot oil and components can cause personal injury.
component should be thoroughly cleaned. This will help to prevent dirt from entering the internal
components.
1. Position a suitable container below the torque converter inlet relief valve in order to contain
hydraulic oil for storage or for disposal.
2. Disconnect hose assembly (1) from relief valve (3). Remove bolt (2), the washer, and the clip that
secures the wire harness to relief valve (3) .
3. Remove three bolts (4) and the washers that secure relief valve (3) to the torque converter.
Remove relief valve (3) from the torque converter.
0 #11, /"". 0 % 2 #8 ", ## 9" ""/"".

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Relief Valve (Torque Converter Inlet) - Disassemble

SMCS - 3133-015
Start By:
A. Remove the torque converter inlet relief valve. Refer to Disassembly and Assembly, "Relief Valve
(Torque Converter Inlet) - Remove".
1. Remove two O-ring seals (1) from the torque converter inlet relief valve.

spring pressure.
2. Loosen the bolts that hold cover (3). Do not remove the bolts. Leave a gap of 6.35 mm (0.25 inch)
between cover (3) and the body.
3. Remove cover (2) from the body. Remove the O-ring seal from cover (2) .
4. Remove cover (3) from the body. Remove the O-ring seal from cover (3) .
5. Remove spring (6) from spool (4). Remove spool (4) from the body. Remove spacers (5) from
spool (4) .
6. Remove retaining ring (10) from spool (4). Remove retainer (9), spring (8), and poppet (7) from
spool (4) .
2 #33, /"". 2 % 4 #1 ", /. :" ""/"".

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Relief Valve (Torque Converter Inlet) - Assemble

SMCS - 3133-016
Assembly Procedure
components, if necessary. Lubricate all of the O-ring seals lightly with the lubricant that is being
sealed. Clean all of the components with a cloth that is free of loose material (lint). Lubricate all
components in contact with oil with the lubricant that is in the torque converter system.
1. Install poppet (2) and spring (1) in spool (3) .
2. Install retainer (4) and retaining ring (5) in spool (3) .
3. To determine the correct amount of spacers, refer to Power Train,Testing and Adjusting, "Relief
Valve (Torque Converter Outlet) Pressure - Test and Adjust".
4. Install the spacers and spring (7) in spool (3). Install spool (3) in body (6) .
5. Position the O-ring seal between cover (8) and body (6). Install cover (8) on body (6). Install the
bolts and the washers that secure cover (8) to body (6). Tighten the bolts to a torque of 48 ± 7 N·m
(35 ± 5 lb ft).
6. Position the O-ring seal between cover (9) and body (6). Install cover (9) on body (6). Install the
bolts and the washers that secure cover (9) to body (6). Tighten the bolts to a torque of 48 ± 7 N·m
(35 ± 5 lb ft).
7. Install O-ring seals (10) on body (6) .
End By: Install the torque converter inlet relief valve. Refer to Disassembly and Assembly, "Relief
Valve (Torque Converter Inlet) - Install".
2 #11, /"". 2 % 3 #9 ", 9- :" ""/"".

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Relief Valve (Torque Converter Inlet) - Install

SMCS - 3133-012
Note: Check all of the components and all of the O-ring seals for wear or for damage. Replace the
components, if necessary. Lubricate the O-ring seals lightly with the lubricant that is being sealed.
1. Position relief valve (3) on the torque converter. Install three bolts (4) and the washers that secure
relief valve (3) to the torque converter.
2. Install bolt (2), the washer, and the clip that secures the wire harness to relief valve (3). Connect
hose assembly (1) to relief valve (3) .
3. Check the fluid level in the hoist, torque converter, and brake tank. Refer to Operation and
Maintenance Manual, "Hoist, Torque Converter and Brake Tank Oil Level - Check".
End By: Remove the body retaining pins. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
/ #00, 1"". / % 2 #8 "8 "8 9" ""1"".

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Relief Valve (Torque Converter Outlet) - Remove

SMCS - 3133-011
Removal Procedure
Start By:
NOTICE
containing fluids.

components.
1. Position a suitable container below the torque converter inlet relief valve in order to contain
hydraulic oil for storage or for disposal.
2. Remove the bolt, the washer and clip (1) that secures wire harness (2) to relief valve (3).
Disconnect wire harness (2) from relief valve (3) at the electrical connection.
3. Remove four bolts (4) and the washers that secure relief valve (3) to the torque converter. Remove
relief valve (3) from the torque converter. Remove the two O-ring seals that are between relief
valve (3) and the torque converter.
/ #00, 1"". / % 2 #8 "8 1" 9" ""1"".

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Relief Valve (Torque Converter Outlet) - Disassemble

SMCS - 3133-015
Start By:
A. Remove the torque converter outlet relief valve. Refer to Disassembly and Assembly, "Relief
Valve (Torque Converter Outlet) - Remove".

spring pressure.
1. Loosen the bolts that hold cover (2). Do not remove the bolts. Leave a gap of 6.35 mm (0.25 inch)
between cover (2) and body (3) .
2. Remove cover (1) from body (3). Remove the O-ring seal from cover (1) .
3. Remove cover (2) from body (3). Remove the O-ring seal from cover (2) .
4. Remove O-ring seal (4) from body (3) .
5. Remove spool (5), the spring, and the spacers from body (3). Remove the spring and the spacers
from spool (5) .
6. Remove retaining ring (9), retainer (8), spring (7), and poppet (6) from spool (5) .
2 #11, /"". 2 % 3 #9 "9 ,. :" ""/"".

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Relief Valve (Torque Converter Outlet) - Assemble

SMCS - 3133-016
Assembly Procedure
sealed. Clean all of the components with a cloth that is free of loose material (lint). Lubricate all
components in contact with oil with the lubricant that is in the torque converter system.
1. Position poppet (3), spring (2), and retainer (1) in position in the spool (4), as shown.
2. Install retaining ring (5) in the spool.
3. Position spacers (7) and spring (6) on spool (4) .
4. Position spool (4) in the body.
5. Install O-ring seal (8) on the body. Position cover (9) on the body. Install the bolts that hold cover
(9) on the body. Tighten the bolts to a torque of 48 ± 7 N·m (35 ± 5 lb ft).
injury.

6. Install O-ring seal (10) on the body. Position cover (11) on the body. Install the bolts that hold
cover (11) on the body. Tighten the bolts to a torque of 48 ± 7 N·m (35 ± 5 lb ft).
End By: Install the torque converter outlet relief valve. Refer to Disassembly and Assembly, "Relief
Valve (Torque Converter Outlet) - Install".
1 #22, /"". 1 % 3 #9 "9 - :" ""/"".

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Relief Valve (Torque Converter Outlet) - Install

SMCS - 3133-012
1. Install the two O-ring seals between relief valve (3) and the torque converter. Position relief valve
(3) on the torque converter. Install four bolts (4) and the washers that secure relief valve (3) to the
torque converter.
2. Connect wire harness (2) to relief valve (3) at the electrical connection. Install the bolt, the
washer, and clip (1) that secures wire harness (2) to relief valve (3).
3. Check the fluid level in the tank for the hoist, torque converter, and brake tank. Refer to Operation
and Maintenance Manual, "Hoist, Torque Converter and Brake Tank Oil Level - Check".
/ #00, 1"". / % 2 #8 "- #9 :" ""1"".

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Oil Filter and Base (Torque Converter) - Disassemble

SMCS - 5068-015
Start By:
A. Remove the oil filter and base (torque converter). Refer to Disassembly and Assembly, "Oil filter
and Base (Torque Converter) - Remove".
mechanism.
1. Position the oil filter and base (torque converter) onto a suitable work bench.
2. Loosen the filter bolt in order to remove housing assembly (2) from filter cover (1) .
3. Remove spring pin (5) from filter bolt (6).
4. Remove screen assembly (4) and the two hydraulic element assemblies from filter cover (1) .
5. Remove O-ring seal (3) from filter cover (1) .


6. Position filter bolt (6) into a suitable bench vise. Use the bench vise to hold spring (7) and spring
(10) in compression as spring pin (5) is removed.
7. Remove spring pin (5) from filter bolt (6) .
8. Remove the following items from filter bolt (6) : retainer (11), spring (10), valve (9), valve seat
(8) and spring (7) .
9. Remove filter bolt (6), hard washer (12) and the O-ring seal from filter cover (1) .
0 #11, 2"". 0 % 3 #9 "/ 2 :" ""2"".

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Oil Filter and Base (Torque Converter) - Assemble

SMCS - 5068-016
Assembly Procedure
1. Cleanliness is an important factor. Before the assembly procedure, all parts should be thoroughly
cleaned in cleaning fluid. Allow the parts to air dry. Wiping cloths or rags should not be used to
dry parts. Lint may be deposited on the parts which may cause later trouble.
necessary.
4. Install filter bolt (6), hard washer (12) and the O-ring seal onto filter cover (1), as shown.
5. Install the following items onto filter bolt (6), as shown: spring (7), valve seat (8), valve (9),
spring (10) and retainer (11) .


6. Position filter bolt (6) into a suitable bench vise. Use the bench vise in order to compress spring
(7) and spring (10) .
7. Install spring pin (5) into filter bolt (6), as shown. Remove filter bolt (6) from the bench vise.
8. Install O-ring seal (3) onto filter cover (1) .
9. Install the two hydraulic element assemblies and screen assembly (4) onto filter cover (1), as
shown.
10. Install spring pin (5) into filter bolt (6), as shown.
11. Install housing assembly (2) onto filter cover (1). Tighten the filter bolt to a torque of 81 ± 7 N·m
(60 ± 5 lb ft).
End By: Install the oil filter and base (torque converter). Refer to Disassembly and Assembly, "Oil
Filter and Base (Torque Converter) - Install".
2 #33, 0"". 2 % 4 #1 "/ 1 :" ""0"".

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Lockup Clutch and Solenoid Valve (Torque Converter) - Remove

SMCS - 3124-011
Removal Procedure
Start By:
NOTICE
containing fluids.

component should be thoroughly cleaned. This will prevent dirt from entering the internal
mechanism.
1. Position a suitable container below the lockup clutch and synchronizing valve in order to contain
hydraulic oil for storage or disposal.
2. Disconnect hose assembly (1) from lockup clutch and synchronizing valve (4). Remove wire
harness (2) from the clip. Disconnect wire harness (2) from lockup clutch and synchronizing valve
(4) at the electrical connection.
3. Remove three bolts (3) that secure lockup clutch and synchronizing valve (4) to the torque
converter. Remove lockup clutch and synchronizing valve (4) from the torque converter. Remove
the two O-ring seals that are positioned between the torque converter housing and lockup clutch
and synchronizing valve (4) .
/ #00, 1"". / % 2 #8 " "- 9" ""1"".

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Lockup Clutch and Solenoid Valve (Torque Converter) -

Disassemble
SMCS - 3124-015
Table 1
Required Tools
A 1U-5429 Snap Ring Pliers 1
Start By:
A. Remove the lockup clutch and solenoid valve. Refer to Disassembly and Assembly, "Lockup
Clutch and Solenoid Valve (Torque Converter) - Remove".
1. Remove nut (1) and the washer. Remove coil assembly (2) from valve body (5). Remove the
cartridge assembly from valve body (5) .
2. Remove four bolts (3) and the washers. Remove cover (4) from valve body (5). Remove the O-
ring seal from cover (4) .
3. Remove two bolts (8). Remove cover (7) from body (6). Remove body (6) from valve body (5) .
4. Remove O-ring seal (9) from body (6) .
5. Remove spring (19), cascade orifice (18), and O-ring seal (17) from body (6) .
6. Remove selector piston (10) from body (6) .
7. Remove load piston (11) from selector piston (10) .
8. Remove spring (15) and spring (14) from load piston (11) .
9. Remove two shims (13) and spacer (12) from load piston (11) .
10. Remove O-ring plug (16) and the O-ring seal from body (6) .
11. Remove spool assembly (23) and stop (24) from valve body (5). Remove slug (22) from spool
assembly (23) .
12. Remove O-ring plug (20) and the O-ring seal from valve body (5). Remove spring (21) from valve
body (5) .
Typical Example
13. Use Tool (A) to remove the snap ring from spool assembly (23) .
14. Remove retainer (27), spring (26), and ball (25) from spool (23) .
15. Remove O-ring plug (29) and the O-ring seal. Remove exhaust valve assembly (28) from valve
body (5). Remove the dowel and the ball from exhaust valve assembly (28) .
16. Remove cover (34) and spring (36) from valve body (5). Remove O-ring seal (35) and shims (33)
from cover (34) .
17. Remove O-ring plug (30) and the O-ring seal. Remove spool assembly (32) from valve body (5).
Remove slug (31) from spool (32) .
Typical Example
18. Use Tool (A) to remove the snap ring from spool (32) .
19. Remove retainer (39), spring (38), and ball (37) from spool (32) .
20. Remove dust cap (42) from fitting (41) .
21. Remove fitting (41) and the O-ring seal from valve body (5) .
22. Remove three O-ring plugs (40) and the O-ring seals from valve body (5) .
2 #33, /"". 2 % 4 #1 " /1 :" ""/"".

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Lockup Clutch and Solenoid Valve (Torque Converter) -

Assemble
SMCS - 3124-016
Assembly Procedure
Table 1
Required Tools
A 1U-5429 Snap Ring Pliers 1
1. Install three O-ring plugs (40) and the O-ring seals into valve body (5) .
2. Install fitting (41) and the O-ring seal into valve body (5) .
3. Install dust cap (42) onto fitting (41) .
Typical Example
4. Use Tool (A) to install the snap ring into spool (32) .
5. Install ball (37), spring (38), and retainer (39) into spool (32) .
6. Install slug (31) into spool (32). Install spool assembly (32) into valve body (5). Install O-ring
plug (30) and the O-ring seal into valve body (5) .
7. Install spring (36). Install O-ring seal (35) and shims (33) in cover (34). Use shims (33), as
required. To determine the amount of shims (33) that are required, refer to Power Train Testing
and Adjusting, "Torque Converter Lockup Clutch Pilot Pressure - Test and Adjust".
8. Position cover (34) on valve body (5) and install the bolts and the washer. Tighten the bolts to a
torque of 30 ± 7 N·m (22 ± 5 lb ft).
9. Install the dowel and the ball into exhaust valve assembly (28). Install exhaust valve assembly
(28) into valve body (5). Install O-ring plug (29) and the O-ring seal.
Typical Example
10. Install ball (25), spring (26), and retainer (27) into spool (23) .
11. Use Tool (A) to install the snap ring into spool assembly (23) .
12. Install spring (21) into valve body (5). Install O-ring plug (20) and the O-ring seal into valve body
(5) .
13. Install slug (22) into spool assembly (23). Install stop (24) and spool assembly (23) into valve
body (5) .
14. Install O-ring plug (16) and the O-ring seal into body (6) .
15. Install shims (13) and spacer (12) into load piston (11). Use shims (13), as required. To determine
the amount of shims (13) that are required, refer to Power Train Testing and Adjusting, "Torque
16. Install spring (14) and spring (15) into load piston (11) .
17. Install load piston (11) into selector piston (10) .
18. Install selector piston (10) into body (6) .
19. Install O-ring seal (17), cascade orifice (18), and spring (19) into body (6) .
20. Install O-ring seal (9) onto body (6) .
21. Position body (6) on valve body (5). Position cover (7) on body (6). Install bolts (8) .
22. Position the O-ring seal between cover (4) and valve body (5). Position cover (4) onto valve body
(5). Install bolts (3) and the washers. Tighten bolts (3) to a torque of 30 ± 7 N·m (22 ± 5 lb ft).
23. Install the cartridge assembly onto valve body (5). Tighten the cartridge assembly to a torque of
80 ± 5 N·m (60 ± 4 lb ft).
24. Position coil assembly (2) on valve body (5). Install nut (1) and the washer. Tighten nut (1) to a
torque of 9 ± 0.5 N·m (7 ± 0.4 lb ft).
End By: Install the lockup clutch and synchronizing valve. Refer to Disassembly and Assembly,
"Lockup Clutch and Synchronizing Valve (Torque Converter) - Install".
1 #22, /"". 1 % 3 #9 " 99 :" ""/"".

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Lockup Clutch and Solenoid Valve (Torque Converter) - Install

SMCS - 3124-012
1. Position two O-ring seals between the torque converter housing and lockup clutch and
synchronizing valve (4). Position lockup clutch and synchronizing valve (4) on the torque
converter. Install three bolts (3) that secure lockup clutch and synchronizing valve (4) to the
torque converter.
2. Connect wire harness (2) to lockup clutch and synchronizing valve (4) at the electrical connection.
Install wire harness (2) to the clip. Connect hose assembly (1) to lockup clutch and synchronizing
valve (4).
3. Check the fluid level in the hoist, torque converter, and brake tank. Refer to Operation and
Maintenance Manual, "Hoist, Torque Converter and Brake Tank Oil Level - Check".
/ #00, 1"". / % 2 #8 ". "1 9" ""1"".

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Drive Shaft (Main) - Remove and Install

SMCS - 3253-010
Removal Procedure
Table 1
Required Tools
A 2P-8250 Strap Wrench Assembly 1
Start By:
A. Install the wheel chocks. Refer to Disassembly and Assembly, "Wheel Chock (Front and Rear) -
B. Install the body retaining pins. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
1. Remove bolt (1) and the washer in order to disconnect hose assembly (2) from the guard.
2. Remove nine bolts (4) and the hard washers. Remove guard (3) .
4. Position a suitable lifting sling around the rear half of slip joint (7). Secure the suitable lifting
sling to a hoist. Remove four bolts (8) that hold spider assembly (11) to transmission yoke (9) .
5. Remove four bolts (10) that hold spider assembly (11) to slip joint (7). Remove spider assembly
(11). Set down the rear half of slip joint (7). The weight of slip joint (7) is 90 kg (200 lb).
6. Use Tool (A) in order to remove stuffing cap (12) (not shown) from the front half of slip joint (7) .
7. Position a suitable lifting strap around the front half of slip joint (7). Secure the suitable lifting
sling to a hoist. Remove four bolts (13) that hold spider assembly (14) to torque converter yoke
(15). Remove spider assembly (14) and the front half of slip joint (7) as an assembly.
8. Remove the rear half of slip joint (7). Remove washer (16), seal (17), washer (18), and stuffing
cap (12) from slip joint (7) .
Table 2
Required Tools
1. Position stuffing cap (12), washer (18), seal (17), and washer (16) on the rear half of slip joint (7) .
sling to a hoist. Lift the rear half of slip joint (7) into position and set down the slip joint. The
weight of slip joint (7) is 91 kg (200 lb).
3. Position a suitable lifting sling around the front half of slip joint (7). Secure the suitable lifting
sling to a hoist. Lift spider assembly (14) and the front half of slip joint (7) into position as an
assembly. Align the splines in the front half and in the rear half of slip joint (7). Push the slip joint
together. The weight of slip joint (7) is 90 kg (200 lb).
4. Position spider assembly (14) on torque converter yoke (15). Install four bolts (13) that hold
spider assembly (14) to torque converter yoke (15). Tighten the bolts to a torque of 270 ± 15 N·m
(199 ± 11 lb ft).
5. Use Tool (A) in order to tighten stuffing cap (12) (not shown) on the front half of slip joint (7) .
6. Position spider assembly (11) on the rear half of slip joint (7). Install four bolts (10) that hold
spider assembly (11) to slip joint (7). Tighten the bolts to a torque of 319 ± 7 N·m (235 ± 5 lb ft).
7. Lift spider assembly (11) and the rear half of slip joint (7) into position as an assembly on
transmission yoke (9). Install four bolts (8) that hold spider assembly (11) to transmission yoke
(9). Tighten the bolts to a torque of 270 ± 15 N·m (199 ± 11 lb ft).
8. Position guard (6) over the rear half of the drive shaft. Install nine bolts (5) and the hard washers.
9. Position guard (3) over the front half of the drive shaft. Install nine bolts (3) and the hard washers.
10. Install bolt (1) and the washer in order to connect hose assembly (2) to the guard.
End By:
a. Remove the body retaining pins. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
b. Remove the wheel chocks. Refer to Disassembly and Assembly, "Wheel Chock (Front and Rear) -
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Drive Shaft (Main) - Remove and Install

SMCS - 3253-010
Removal Procedure
Table 1
Required Tools
Start By:
B. Install the body retaining pins. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
1. Remove bolt (1) and the washer in order to disconnect hose assembly (2) from the guard.
sling to a hoist. Remove four bolts (8) that hold spider assembly (11) to transmission yoke (9) .
5. Remove four bolts (10) that hold spider assembly (11) to slip joint (7). Remove spider assembly
(11). Set down the rear half of slip joint (7). The weight of slip joint (7) is 90 kg (200 lb).
6. Use Tool (A) in order to remove stuffing cap (12) (not shown) from the front half of slip joint (7) .
7. Position a suitable lifting strap around the front half of slip joint (7). Secure the suitable lifting
sling to a hoist. Remove four bolts (13) that hold spider assembly (14) to torque converter yoke
(15). Remove spider assembly (14) and the front half of slip joint (7) as an assembly.
8. Remove the rear half of slip joint (7). Remove washer (16), seal (17), washer (18), and stuffing
cap (12) from slip joint (7) .
Table 2
Required Tools
1. Position stuffing cap (12), washer (18), seal (17), and washer (16) on the rear half of slip joint (7) .
sling to a hoist. Lift the rear half of slip joint (7) into position and set down the slip joint. The
weight of slip joint (7) is 91 kg (200 lb).
3. Position a suitable lifting sling around the front half of slip joint (7). Secure the suitable lifting
sling to a hoist. Lift spider assembly (14) and the front half of slip joint (7) into position as an
assembly. Align the splines in the front half and in the rear half of slip joint (7). Push the slip joint
together. The weight of slip joint (7) is 90 kg (200 lb).
4. Position spider assembly (14) on torque converter yoke (15). Install four bolts (13) that hold
spider assembly (14) to torque converter yoke (15). Tighten the bolts to a torque of 270 ± 15 N·m
(199 ± 11 lb ft).
5. Use Tool (A) in order to tighten stuffing cap (12) (not shown) on the front half of slip joint (7) .
6. Position spider assembly (11) on the rear half of slip joint (7). Install four bolts (10) that hold
spider assembly (11) to slip joint (7). Tighten the bolts to a torque of 319 ± 7 N·m (235 ± 5 lb ft).
7. Lift spider assembly (11) and the rear half of slip joint (7) into position as an assembly on
transmission yoke (9). Install four bolts (8) that hold spider assembly (11) to transmission yoke
(9). Tighten the bolts to a torque of 270 ± 15 N·m (199 ± 11 lb ft).
8. Position guard (6) over the rear half of the drive shaft. Install nine bolts (5) and the hard washers.
9. Position guard (3) over the front half of the drive shaft. Install nine bolts (3) and the hard washers.
10. Install bolt (1) and the washer in order to connect hose assembly (2) to the guard.
End By:
a. Remove the body retaining pins. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
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Transmission Hydraulic Control - Disassemble

SMCS - 3167-015
Table 1
Required Tools
B 1U-5429 Retaining Ring Pliers 1
Start By:
A. Remove the transmission hydraulic control. Refer to Disassembly and Assembly, "Transmission
Hydraulic Control - Remove".
1. Label bolts (2) for installation purposes. Remove bolts (2). Remove cover (3) from manifold (1) .
2. Remove gasket (4) from manifold (1) .
3. Disconnect harness assembly (6) from position sensor (7) .
4. Remove bolts (5) from the manifold. Remove position sensor (7) from the manifold.
5. Label coil assemblies (10) for installation purposes. Remove locknuts (9) and the washers.
Remove coil assemblies (10) from cartridge assemblies (11) .
6. Remove cartridge assemblies (11) from manifold (1). Label O-ring seals (13) and label backup
rings (12) for installation purposes. Remove three O-ring seals and two backup rings from each of
the cartridge assemblies.
7. Remove plug (8) from manifold (1). Remove two O-ring seals from the plug.
8. Remove lip seal (14) from the manifold. Turn over the manifold.
9. Position manifold (1) in a suitable press. Use Tooling (A) (not shown) in order to remove bearing
(15) from the manifold.
10. Remove pressure control valve (16) from the selector and pressure control valve (not shown). The
weight of the pressure control valve is approximately 17 kg (37 lb).
11. Remove O-ring plugs (17) from valve body (18). Remove the O-ring seal from each of the O-ring
plugs.
Note: The components in Valve (A) actuate the fourth clutch. The components in Valve (B)
actuate the second clutch. The components in Valve (C) actuate the first clutch. The components
in Valve (E) actuate the fifth clutch. The components in Valve (F) actuate the sixth clutch. The
components in Valve (G) actuate the seventh clutch. The components in Valve (H) actuate the
third clutch.
Note: Each load piston body (32) is marked according to the clutch that is controlled. Valve body
(18) is marked by a letter at Location (X) .
12. Refer to the following procedure in order to disassemble the load piston bodies:

spring pressure.
NOTICE
Failure to properly assemble parts or failure to follow established
procedures can lead to damage of the parts and assembly.
To avoid damage to parts, always identify and mark the parts so that
they can be installed in the same location. Never force parts during
assembly.
a. Remove two socket head bolts (34) and the washers. Remove load piston body (32) from
valve body (18) .
b. Remove inner spring (20), outer spring (21), shims (22), spacers (23), load piston (24), and
selector piston (25) from load piston body (32) .
Note: Valve (A) does not have inner spring (20) .
c. Remove spring (29), cascade orifice (30), O-ring seal (31), and three plugs (33) from load
piston body (32) .
Note: Valve (C) and Valve (G) do not have center plugs (33). Valve (B) and Valve (H)
have a screen on the center plug.
d. Remove stop (28), spool assembly (27), and spring (19) from valve body (18) .
e. Remove slug (26) from spool assembly (27) .
f. Repeat Step 12.a through Step 12.e for the remaining six valves.
13. Refer to the following procedure in order to disassemble spool assembly (27) :

spring pressure.
a. Use Tooling (B) (not shown) in order to remove retaining ring (38) from spool assembly
(27) .
b. Remove retainer (37), spring (36), and ball (35) from spool assembly (27) .
c. Repeat Step 13.a through Step 13.b for the remaining six spool assemblies.
14. Remove bolt (40), hard washer (41), and load piston (39) from valve body (18) .
15. Remove thirteen bolts (41). Use two people in order to remove selector and pressure control valve
(42) from manifold (43). The weight of the selector and pressure control valve is approximately
28 kg (61 lb).

spring pressure.
16. Remove two bolts (44) and cover (45). Remove reducing spool assembly (50) and spring (52)
from the selector and pressure control valve.
17. Remove retaining ring (46), retainer (47), spring (49), and check (48) from reducing spool
assembly (50) .
18. Remove five washers (51) from the spool.

spring pressure.
19. Remove two bolts (not shown), cover (53), spool assembly (55), and spring (56) from the selector
and pressure control valve.
20. Remove O-ring seal (54) and pin (57) from cover (53) .
21. Refer to the following procedure in order to disassemble spool assembly (55) :

spring pressure.
a. Use Tooling (B) in order to remove retaining ring (61) from the spool.
b. Remove seat (60), ball (59), and spring (58) .
c. Remove the O-ring seal from seat (60) .
22. Remove bolts (62) and the hard washers. Remove rotary actuator (63) from the selector and
pressure control valve.
23. Remove bolts (64) and cover (65) from rotary actuator (63) .
24. Position cover (65) in a suitable press. Use Tooling (A) (not shown) in order to remove roller
bearing (66) from cover (65) .
25. Remove actuator rotor (67) from the actuator body.
26. Remove twelve point head bolts (68) and remove actuator vane (69) .
27. Remove two O-ring plugs (70) from the actuator body. Remove the O-ring seal from each O-ring
plug. Remove the exhaust valve (not shown) that is under each O-ring plug.
28. Position the actuator body in a suitable press. Use Tooling (A) (not shown) in order to remove
roller bearing (71) from the actuator body.
29. Remove two locating bolts (72). Remove retainers (75) and remove spring assemblies (73) .
30. Remove locking bolt (77) and remove retaining washer (76). Remove spool assembly (74) .
31. Remove spring pin (81) and detent cam (80) from spool assembly (74). Remove spring pin (82)
from spring pin (81). Remove screen filter (78) from the spool and remove O-ring seal (79) from
the screen filter.
32. Label Holes (Y) for installation purposes. Remove pin (83) and dowel (84) from spool assembly
(74) .

spring pressure.
33. Remove bolts (87) and the hard washers. Remove spring support (86). Remove two dowels (85) .
34. Remove spool (88) and spring (90) from the selector and pressure control valve.
35. Remove seven spacers (89) from spool (88) .

spring pressure.
36. Use Tooling (B) (not shown) in order to remove retaining ring (91) from spool (88) .
37. Remove slug (92), spring (93), and ball (94) from spool (88) .

spring pressure.
38. Remove cap (98), spring (97), spacer (96), and valve (95) from body (99) .
39. Remove body (99) from the selector and pressure control valve. Remove the O-ring seal from the
body.
40. Remove bolts (100). Remove plate (101) from manifold (43) .
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Transmission Hydraulic Control - Assemble

SMCS - 3167-016
Assembly Procedure
Table 1
Required Tools
A 1U-5429 Retaining Ring Pliers 1
C 4C-5592 Anti-Seize Compound -
D 9U-5839 Liquid Gasket -
1. Position plate (1) on manifold (3) . Install seven bolts (2) . Tighten bolts (2) to a torque of 30 ± 4
N·m (22 ± 3 lb ft).
2. Install O-ring seal (5) on body (6) . Install body (6) in selector and pressure control valve (4) .
Tighten body (6) to a torque of 41 ± 7 N·m (30 ± 5 lb ft).
injury.

3. Install valve (10) , spacer (9) , spring (8) , and cap (7) into body (6) . Tighten cap (7) to a torque of
41 ± 7 N·m (30 ± 5 lb ft).
4. Lubricate slug (12) with a thin coat of the oil that is used in the system. Install ball (14) , spring
(13) , and slug (12) in spool (15) .
injury.

5. Use Tooling (A) (not shown) in order to install retaining ring (11) in spool (15) .
6. Lubricate spool (15) with the oil that is used in the system. Install seven spacers (17) into spool
(15) .
7. Install spring (16) and spool (15) in selector and pressure control valve (4) .
injury.

8. Install two dowels (17) into spring support (18) . The dowels should protrude 6.5 ± 0.25 mm (0.26
± 0.010 inch) above the surface. Install spring support (18) . Install the hard washers and bolts
(19) .
9. Install pin (21) in spool assembly (20) . Use Holes (X) as a reference in order to position the pin.
10. Install dowel (22) in spool assembly (20) . The dowel should be recessed 0.8 ± 0.25 mm (0.03 ±
0.010 inch) into the surface.
11. Install O-ring seal (24) on screen filter (23) . Install the screen filter in spool assembly (20) .
Tighten the screen filter to a torque of 6 ± 1 N·m (53 ± 9 lb in).
12. Position detent cam (25) in the end of spool assembly (20) . Install spring pin (26) through detent
cam (25) and spool assembly (20) . Apply Tooling (C) to the outside surface of spring pin (27) .
Install spring pin (27) in spring pin (26) so that the slot in spring pin (27) is 180 ± 20 degrees from
the slot that is in spring pin (26) .
13. Lubricate spool assembly (20) with the oil that is used in the system.
14. Install spool assembly (20) in the selector and pressure control valve. Install washer (31) and
install bolt (32) that holds spool assembly (20) in position. Tighten bolt (32) to a torque of 30 ± 7
N·m (22 ± 5 lb ft).
15. Install two spring assemblies (30) with the retaining rings outward from the selector and pressure
control valve. Install retainers (28) and install two locating bolts (29) . Tighten the locating bolts
to a torque of 30 ± 7 N·m (22 ± 5 lb ft).
16. Loosen two bolts (19) . Center the rollers of spring assemblies (30) in the notches on spool
assembly (20) . Tighten bolts (19) to a torque of 30 ± 7 N·m (22 ± 5 lb ft).
17. Position actuator body (34) in a suitable press. Use Tooling (B) (not shown) in order to install
roller bearing (33) . The roller bearing should protrude 4.0 ± 0.5 mm (0.16 ± 0.02 inch) above the
surface of the actuator body.
Note: Drive only on the stamped end of roller bearing (33) .
18. Put an O-ring seal (36) on each of the two O-ring plugs (35) . Lubricate two exhaust valves (37)
with the oil that is used in the system.
19. Install two exhaust valves (37) in the actuator body. Make sure that the flat end is installed first.
Install two O-ring plugs (35) .
20. Install actuator vane (38) in the actuator body. Make sure that Notch (X) is in the correct position.
Install two bolts (39) . Do not tighten the bolts at this time.
21. Lubricate actuator rotor (40) with the oil that is used in the system. Install the actuator rotor on the
actuator body.
22. Position cover (42) in a suitable press. Use Tooling (B) (not shown) in order to install roller
bearing (41) in cover (42) . The roller bearing should protrude 7.20 ± 0.25 mm (0.280 ± 0.001
inch) from surface (43) .
Note: Drive only on the stamped end of roller bearing (41) .
23. Install cover (42) on the actuator body. Install bolts (44) and install the washers. Tighten bolts
24. Tighten two bolts (39) (not shown) to a torque of 15 ± 3 N·m (11 ± 2 lb ft). The rotary actuator
must turn freely through 300 degrees of rotation.
25. Install rotary actuator (45) on selector and pressure control valve (4) . Make sure that large
Groove (Y) in actuator rotor (40) is in alignment with dowel (22) on spool assembly (20) .
26. Install bolts (46) and the washers in rotary actuator (45) . Tighten the bolts to a torque of 30 ± 4
N·m (22 ± 3 lb ft).
27. Install the O-ring seal on seat (50) . Install spring (48) , ball (49) , and seat (50) in spool assembly
(47) .
injury.

28. Use Tooling (A) in order to install retaining ring (51) on spool assembly (47) .
29. Install spring (52) in spool assembly (47) . Position the spool assembly in the selector and
pressure control valve.
injury.

30. Install O-ring seal (54) and the pin (not shown) in cover (53) . Install the cover on spool assembly
(47) . Install the two bolts that hold the cover in position. Tighten the bolts to a torque of 30 ± 7
N·m (22 ± 5 lb ft).
injury.

31. Install check (60) , spring (59) , retainer (58) , and retaining ring (57) in reducing spool assembly
(61) .
32. Install spring (63) and five spacers (62) in the selector and pressure control valve. Install reducing
spool assembly (61) in the selector and pressure control valve.
injury.

33. Install cover (56) that holds reducing spool assembly (61) in position. Install two bolts (55) .
Tighten the bolts to a torque of 30 ± 7 N·m (22 ± 5 lb ft).
34. Use two people in order to position selector and pressure control valve (4) on manifold (3) . The
weight of the selector and pressure control valve is approximately 28 kg (61 lb). Install thirteen
bolts (64) that secure selector and pressure control valve (4) to manifold (3) . Tighten the bolts to
a torque of 30 ± 4 N·m (22 ± 3 lb ft).
35. Install load piston (65) in valve body (68) . Install hard washer (67) and bolt (66) that holds the
load piston in position.
36. Refer to the following procedure in order to assemble spool assembly (69) :
a. Install ball (70) , spring (71) , and retainer (72) in spool assembly (69) .
injury.

b. Use Tooling (A) (not shown) in order to install retaining ring (73) on spool assembly (69) .
c. Repeat Step 36.a and Step 36.b for the remaining six spool assemblies.
NOTICE
Failure to properly assemble parts or failure to follow established
procedures can lead to damage of the parts and assembly.
To avoid damage to parts, always identify and mark the parts so that
they can be installed in the same location. Never force parts during
assembly.
Note: Each load piston body is marked according to the clutch that is controlled. Valve body (68)
is marked by a letter at Location (Z) .
37. Refer to the following procedure in order to assemble the load piston bodies:
Table 2
Station Thickness of Cascade Color of Center Color of Inner Color of Outer

Orifice (85) Plug (87) Spring (75) Spring (76)
A Green Yellow Light Blue
2.54 mm (0.100 inch)
B Blue Light Blue Yellow

2.54 mm (0.100 inch)
C None (2) Light Blue Light Green

2.54 mm (0.100 inch)
E Green Light Blue Yellow

4.58 mm (0.180 inch)
F Green Light Blue Yellow

4.58 mm (0.180 inch)
G None (2) Yellow Light Green

4.58 mm (0.180 inch)
H Yellow Orange Light Green

4.58 mm (0.180 inch)
(2) Valve group (C) and valve group (G) do not have center plugs (87) .
Note: There are two different modulation reduction valves (69) . Valves (69) in Stations (A) and
(G) are not interchangeable with any other valves.
a. Lubricate slug (81) and spool assembly (69) with the oil that is used in the system. Install
the slug in the spool assembly.
b. Install spring (74) , spool assembly (69) , and stop (82) in valve body (68) .
c. Install three plugs (87) in load piston body (86) . Refer to Table 3 for the correct color of the
center plug.
Note: Valve (C) and Valve (G) do not have center plugs (87) . Valve (B) and Valve (H)
have a screen on the center plug. Tighten the center plugs on Valve (B) and on Valve (H) to
a minimum torque of 0.6 N·m (5 lb in).
d. Install O-ring seal (85) , cascade orifice (84) , and spring (83) in load piston body (86) .
e. Lubricate load piston (79) and selector piston (80) with the oil that is used in the system.
Install selector piston (80) , load piston (79) , spacers (78) , and shims (77) into load piston
body (86) . Refer to Testing and Adjusting, "Transmission Hydraulic Control Pilot Pressure
- Test and Adjust" for the correct number of spacers.
f. Install outer spring (76) and inner spring (75) in load piston body (86) . Refer to Table 3 for
the correct color of the springs.
Note: Valve (A) does not have an inner spring (75) .
injury.

g. Position load piston body (86) onto valve body (68) . Install two socket head bolts (88) and
install the washers.
Note: Make sure that the letter at Location (Z) on valve body (68) matches the letter that is
stamped on load piston body (86) .
Note: The components in Valve (A) actuate the fourth clutch. The components in Valve (B)
actuate the second clutch. The components in Valve (C) actuate the first clutch. The
components in Valve (E) actuate the fifth clutch. The components in Valve (F) actuate the
sixth clutch. The components in Valve (G) actuate the seventh clutch. The components in
Valve (H) actuate the third clutch.
h. Repeat Step 37.a through Step 37.g for the remaining six valves.
38. Make sure that the O-ring seals are in position on O-ring plugs (89) . Install two O-ring plugs (89)
in valve body (68) .
39. Position pressure control valve (90) on selector and pressure control valve (4) (not shown).
40. Position manifold (91) in a suitable press. Use Tooling (B) (not shown) in order to install bearing
(92) in manifold (91) . Bearing (92) should be recessed 3.0 ± 0.5 mm (0.12 ± 0.02 inch) below the
surface.
Note: Drive only on the stamped end of bearing (92) .
41. Apply Tooling (D) to the bore of manifold (91) . Do not put Tooling (D) on the lip seal case.
Allow Tooling (D) to dry before you install lip seal (93) .
42. Position manifold (91) in a suitable press. Use Tooling (B) (not shown) in order to install lip seal
(93) in manifold (91) . Lubricate the lip seal lightly with the lubricant that is being sealed.
43. Install two backup rings (97) and three O-ring seals (98) on each cartridge assembly (96) .
44. Install cartridge assemblies (96) in manifold (91) . Tighten the cartridge assemblies to a torque of
80 ± 5 N·m (59 ± 4 lb ft).
45. Install coil assemblies (95) onto cartridge assemblies (96) . Install the washers and locknuts (94) .
Tighten the locknuts to a torque of 9 ± 0.5 N·m (80 ± 4 lb in).
46. Install two O-ring seals on plug (99) . Install the plug in manifold (91) .
47. Install position sensor (103) in manifold (91) . Install two bolts (101) .
48. Connect harness assembly (102) to position sensor (103) at the electrical connection.
49. Inspect gasket (100) for wear or for damage. Replace the gasket, if necessary. Position gasket
(100) on manifold (91) .
50. Position cover (105) on manifold (91) . Install bolts (104) .
End By: Install the transmission hydraulic control. Refer to Disassembly and Assembly, "Transmission
Hydraulic Control - Install".
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Transmission Hydraulic Control - Install

SMCS - 3167-012
Table 1
Required Tools
1. Position cover (36) on transmission shift control valve (31). Install five bolts (35) and the washers.
Tighten the bolts to a torque of 30 ± 4 N·m (22 ± 3 lb ft).
2. Use bolt (34) in order to attach Tool (A) to transmission shift control valve (31), as shown.
Position a suitable lifting device on Tool (A). Secure the suitable lifting device to a hoist.
3. Position transmission shift control valve (31) on the transmission. The weight of the transmission
shift control valve is 68 kg (150 lb).
4. Remove Tool (A). Install bolt (34) and the washer. Tighten the bolt to a torque of 48 ± 4 N·m (35
± 3 lb ft).
5. Install two O-ring seals (33) on sleeve (32) .
Note: When you install sleeve (32), use caution so that the sleeve does not fall into the
transmission case.
6. Carefully move transmission shift control valve (31) toward the rear of the machine. Install sleeve
(32) in the transmission shift control valve. Move the transmission shift control valve toward the
front of the machine until the sleeve is positioned in the transmission case.
7. Install four bolts (30) and the washers. Tighten the bolts to a torque of 48 ± 4 N·m (35 ± 3 lb ft).
8. Install retaining ring (29) on coupling (21) .
9. Install two O-ring seals (26) on sleeve (22). Install two O-ring seals (27) on sleeve (23). Install
two O-ring seals (28) on sleeve (24) .
10. Install six O-ring seals (25) on manifold (17) .
11. Install sleeve (22), sleeve (23), and sleeve (24) in manifold (17). Install coupling (21) in the
manifold.
12. Install two O-ring seals (20) on sleeve (19). Repeat for the other sleeve.
13. Install two sleeves (19) in cover (15). Install two O-ring seals (18) in the cover.
Note: When you position manifold (17) on the transmission case, use caution so that the sleeves
do not fall into the transmission case.
14. Position manifold (17) on the transmission case. Make sure that the coupling and the three sleeves
are properly aligned in the transmission shift control valve. Install four bolts (16). Tighten the
bolts to a torque of 48 ± 4 N·m (35 ± 3 lb ft).
Note: When you position cover (15) on the transmission case, use caution so that the sleeves do
not fall into the transmission case.
15. Position cover (15) with the two sleeves on the transmission case. Make sure that the sleeves are
properly aligned in the transmission shift control valve. Install four bolts (14) .
16. Install two O-ring seals (13) on sleeve (12) .
17. Install sleeve (12) and O-ring seal (11) in flange (10) .
Note: When you position flange (10) and the sleeve, use caution so that the sleeve does not fall
into the transmission case.
18. Position flange (10) and the sleeve on the transmission case. Make sure that the sleeve is properly
aligned in the transmission shift control valve.
19. Connect wire harness (9) to the sensor at the electrical connection, as shown.
20. Install the clip for the wire harness and connect hose assembly (8) to the flange.
21. Position the gasket (not shown) and position cover (7) on the transmission case. Install 21 bolts
(6) .
22. Position two clips (5) and install the washers and the bolts that hold the clips in place.
23. Connect the wire harness to the two electrical connections (4). Use clips (5) in order to position
the electrical connections.
24. Position clip (3) and install the washer and the bolt that holds the clip in place.
25. Position cover (1) on the transmission case. Install four bolts (2) and install the washers.
26. Check the oil level in the transmission oil tank. Refer to the Operation and Maintenance Manual,
"Transmission Tank Oil Level - Check".
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Gear Pump (Transmission Charging and Scavenge) - Remove

SMCS - 3066-011; 3115-011; 5073-011
Removal Procedure
Start By:
NOTICE
containing fluids.

Note: The hoist pump has been removed for photographic reasons.
1. Drain the transmission hydraulic tank. Refer to Operation and Maintenance Manual,
"Transmission Tank Oil - Change" for the correct procedure to drain the transmission hydraulic
tank. The capacity of the transmission tank is 95 L (25 US gal).
2. Position a suitable container below the charging and scavenge gear pump for the transmission in
order to contain hydraulic oil for storage or disposal.
4. Remove two bolts (1) and the washers. Remove two bolts (2) and the washers. Position elbow (3)
aside. Disconnect hose assembly (4) and hose assembly (5) .
5. Remove four bolts (6) and the washers. Remove magnetic screen (7) and the O-ring seal.
6. Remove two bolts (7) and the washers. Use two people to lower gear pump (8). The weight of
gear pump (8) is 32 kg (70 lb). Remove the O-ring seal from the mating surface of gear pump (8) .
1 #00, /"". 1 % 2 #8 #/ "0 9" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
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Gear Pump (Transmission Charging and Scavenge) -

Disassemble
SMCS - 3066-015; 3115-015; 5073-015
Table 1
Required Tools
Start By:
A. Remove the gear pump. Refer to Disassembly and Assembly, "Gear Pump (Transmission
Charging and Scavenge) - Remove".
NOTICE

containing fluids.

1. Remove O-ring seal (1) .
2. Remove four bolts (2) and the 12 washers. Remove two bolts (4) and the washers. Remove cover
assembly (3) .
3. Remove lip seal (5) from cover assembly (3) .
4. Remove O-ring seal (7) from cover assembly (3) .
5. Position cover assembly (3) in a suitable press. Use Tooling (A) to remove sleeve bearings (6)
from cover assembly (3) .
6. Remove gears (8) and (9) from the gear assemblies.
7. Remove woodruff key (12) from gear assembly (10) .
8. Remove body assembly (13) .
9. Remove two dowels (11) from body assembly (13) .
10. Remove O-ring seal (15) from body assembly (13) .
11. Position body assembly (13) in a suitable press. Use Tooling (A) to remove two sleeve bearings
(14) from body assembly (13) .
12. Remove gear assemblies (10) and (16) .
13. Remove body assembly (18). Remove dowels (17) from body assembly (18) .
14. Remove O-ring seal (21) from manifold assembly (19) .
15. Remove sleeve bearings (20) from manifold assembly (19) .
2 #11, /"". 2 % 3 #9 #/ ,# :" ""/"".

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Gear Pump (Transmission Charging and Scavenge) - Assemble

SMCS - 3066-016; 3115-016; 5073-016
Assembly Procedure
Table 1
Required Tools
1. Position manifold assembly (1) in a suitable press. Use Tooling (A) to install two sleeve bearings
(4) in manifold assembly (1). Install sleeve bearings (4) so that the orientation of joints (X) are 30
degrees ± 15 degrees from the horizontal centerline of the bearings. Install sleeve bearings (4) to a
depth of 1.5 ± 0.25 mm (0.059 ± 0.010 inch). The diameter of sleeve bearings (4) must be 31.786
± 0.008 mm (1.251 ± 0.0003 inch).
2. Install O-ring seal (3) on manifold assembly (1) .
3. Install four dowels (8) in body assembly (7). Install dowels (8) to a depth of 5 ± 0.5 mm (0.2 ±
0.02 inch).
4. Position body assembly (7) in position on manifold assembly (1). Install gear assemblies (5) and
(6) in manifold assembly (1) .
5. Position body assembly (11) in a suitable press. Use Tooling (A) to install two sleeve bearings
(12) in body assembly (11). Install sleeve bearings (12) so that the orientation of joints (Y) are 30
degrees ± 15 degrees from the horizontal centerline of body assembly (11). Install sleeve bearings
(12) to a depth of 1.5 ± 0.25 mm (0.059 ± 0.010 inch). The diameter of sleeve bearings (12) must
be 31.786 ± 0.008 mm (1.251 ± 0.0003 inch).
6. Install O-ring seal (9) into body assembly (11) .
7. Install dowels (13) in body assembly (11). Install dowels (13) to a depth of 5 ± 0.5 mm (0.2 ± 0.02
inch).
8. Position body assembly (11) on body assembly (7) .
9. Install woodruff key (14) in gear assembly (5) .
10. Install gears (15) and (16) on the gear assemblies.
11. Position cover assembly (18) in a suitable press. Use Tooling (A) to install lip seal (17) in cover
assembly (18). Install lip seal (17) to the bottom of the bore in cover assembly (18) .
12. Position cover assembly (18) in a suitable press. Use Tooling (A) to install two sleeve bearings
(19) in cover assembly (18). Install sleeve bearings (19) so that the orientation of the joints (Z) are
30 degrees ± 15 degrees from the horizontal centerline of cover assembly (18). Install sleeve
bearings (19) to a depth of 1.57 ± 0.25 mm (0.062 ± 0.010 inch). The diameter of sleeve bearings
(19) must be 31.786 ± 0.008 mm (1.2514 ± 0.0003 inch).
13. Install O-ring seal (20) on cover assembly (18) .
14. Position cover assembly (18) on body assembly (11). Install two bolts (4) and the washers. Install
four bolts (23) and the 12 washers.
15. Install O-ring seal (22) on body assembly (11) .
End By: Install the gear pump. Refer to Disassembly and Assembly, "Gear Pump (Transmission
Charging and Scavenge) - Install".
2 #11, /"". 2 % 3 #9 #/ - :" ""/"".

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Gear Pump (Transmission Charging and Scavenge) - Install

SMCS - 3066-012; 3115-012; 5073-012
Assembly Procedure
Note: The hoist pump has been removed for photographic reasons.
1. Install the O-ring seal on the mating surface of transmission charging and scavenge gear pump (9).
Use two people to install gear pump (9). Install two bolts (8) and the washers.
2. Position magnetic screen group (7) and the O-ring seal on the gear pump. Install four bolts (6) and
the washers.
3. Position elbow (3) and the O-ring seal on the gear pump. Install two bolts (1) and the washers.
Install two bolts (2) and the washers. Connect hose assembly (4) and (5) .
4. Fill the transmission hydraulic tank. Refer to Operation and Maintenance Manual, "Transmission
Tank Oil - Change" for the correct procedure to fill the transmission tank.
0 #11, 2"". 0 % 3 #/ #, 2, 6" ""2"".

4 4 5 3
5 & !7 8%
89 4 43
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Oil Filter and Base (Transmission Charging) - Disassemble

SMCS - 3067-015; 3068-015
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Table 1
Required Tools
Start By:
A. Remove the oil filter and the base (transmission charging). Refer to Disassembly and Assembly,
"Oil Filter and Base (Transmission Charging) - Remove".
1. Remove O-ring seal (6) and O-ring seal (7) from cover assembly (2) .
2. Remove locknut (3). Remove retainer (4) and remove the O-ring seal.
3. Remove two hydraulic element assemblies (1) and remove retainer (5) from cover assembly (2) .

spring pressure.
4. Remove switch assembly (12) from housing assembly (8). Remove O-ring seal (11) from switch
assembly (12) .
5. Remove spool (10) and spring (9) from housing assembly (8) .
6. Remove two nuts (16) and two washers (20) from studs (21) on the switch assembly.
7. Use Tool (A) in order to remove snap ring (17) from the switch assembly.

spring pressure.
8. Remove the plunger, spring (18), and washer (13). Use Tool (A) in order to remove snap ring
(19) .
9. Remove two studs (21) from the switch assembly. Remove washer (14) and two seals (15) from
each of the studs.
2 #00, /"". 2 % 3 #9 #, 9, :" ""/"".

4 4 5 3
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Oil Filter and Base (Transmission Charging) - Assemble

SMCS - 3067-016; 3068-016
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Assembly Procedure
Table 1
Required Tools
1. Install two seals (15) and washer (14) on both studs (21). Install the two studs in the switch
assembly.
2. Use Tool (A) in order to install snap ring (19) in the switch assembly.
injury.

3. Position washer (13), spring (18), and the plunger in the switch assembly. Use Tool (A) in order
to install snap ring (17) in the switch assembly.
4. Install washer (20) and nut (16) on both studs (21). Tighten each of the nuts to a torque of 3.7 ±
0.3 N·m (2.7 ± 0.2 lb ft).
injury.

5. Position spring (9) and spool (10) in housing assembly (8) .
6. Install O-ring seal (11) on switch assembly (12). Install switch assembly (12) in housing assembly
(8) .
7. Position two hydraulic element assemblies (1) and retainer (5) on cover assembly (2), as shown.
8. Install the O-ring seal in retainer (4). Position retainer (4) and install locknut (3) that holds the
retainer in place. Tighten the locknut to a torque of 15 ± 5 N·m (11 ± 4 lb ft).
9. Install O-ring seal (6) and O-ring seal (7) on cover assembly (2) .
1 #00, /"". 1 % 2 #8 #8 ## 9" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
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Transmission and Transfer Gears - Remove

SMCS - 3002-011
Removal Procedure
Table 1
Required Tools
A 6V-3145 Load Leveler 1
Start By:
A. Remove the main drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) -
Remove".
NOTICE
containing fluids.

1. Drain the oil from the transmission and from the transmission tank into a suitable container. The
capacity of the transmission tank is 95 L (25 US gal). The capacity of the transmission system is
246 L (65 US gal). Refer to the Operation and Maintenance Manual, "Transmission Tank Oil -
Change" for the correct procedure.
2. Position a suitable container below the transmission in order to contain hydraulic oil for storage or
for disposal.
3. Remove bolt (1) and the washer. Remove bolt (3), the hard washer, the grommet, and the spacer.
Remove guard (2) from the speed sensor and remove the clip (not shown) that is under the guard.
4. Remove lockwire (5) that holds wire harness (4) to speed sensor (6). Use Tool (A) (not shown) in
order to disconnect wire harness (4) from speed sensor (6) at the electrical connector.
5. Put identification on two wire harnesses (7) for installation purposes. Disconnect two wire
harnesses (7) at the electrical connections. Remove bolt (8) and the hard washer from the
transmission.
6. Disconnect hose assembly (10). Disconnect wire harness (9) at the electrical connection. Remove
two clips (11) .
7. Disconnect hose assembly (12) from the transmission.
8. Disconnect hose assembly (13) from the bottom of the transmission.
9. Attach Tool (A) to the transmission. Secure Tool (A) to a hoist.
10. Remove 26 full nuts (14) and the washers that hold the transmission in position. Remove the
transmission and transfer gears from the truck. The weight of the transmission and transfer gears
is 1610 kg (3550 lb).
11. Remove the O-ring seal from the differential.
1 #00, 2"". 1 % 3 #/ #/ ," 9" ""2"".

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Transmission and Transfer Gears - Separate

SMCS - 3002-076
Separation Procedure
Start By:
A. Remove the transmission and transfer gears. Refer to Disassembly and Assembly, "Transmission
and Transfer Gears - Remove".
B. Remove the transmission speed sensor. Refer to Disassembly and Assembly, "Speed Sensor
(Transmission) - Remove".
1. Remove governor drive shaft (1) from the input shaft assembly.
2. Position a suitable lifting device on transfer gear (3). Secure the lifting device to a hoist.
3. Remove 24 bolts (2) and the washers. Install two 1/2 inch - 13 NC forcing bolts into transfer gear
(3). Tighten the forcing bolts evenly. Remove transfer gear (3) from the transmission. The weight
of transfer gear (3) is 147 kg (325 lb).
4. Remove O-ring seals (4), (5), and (6) from the case assembly.
2 #33, /"". 2 % 4 #0 #0 -# :" ""/"".

5 5 6 4
6 & !7 8% 89 5 54
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Transmission Planetary - Disassemble

SMCS - 3160-015
Table 1
Required Tools
B 1P-2420 Transmission Repair Stand 1
D FT-947 Spring Compressor 2
E 2P-8312 Retaining Ring Pliers 1
F 1P-1855 Retaining Ring Pliers 1
G 138-7573 Link Bracket 2
H 1P-1864 Retaining Ring Pliers 1
L 1P-1863 Retaining Ring Pliers 1
M 138-7576 Link Bracket 1
N
8B-7551 Bearing Puller 1
P 1P-0520 Driver Group 1
Start By:
A. Separate the transmission from the transfer gears. Refer to Disassembly and Assembly,
"Transmission and Transfer Gears - Separate".
B. Remove the transmission hydraulic control. Refer to Disassembly and Assembly, "Transmission
Hydraulic Control - Remove".
1. Remove input shaft (1). Remove O-ring seal (2) .
2. Remove O-ring seal (3) from input shaft (1) .
3. Remove sleeve bearing (4) from input shaft (1) .
4. Attach Tooling (A) and a suitable lifting device to transmission case (5). Secure the suitable lifting
device to a hoist. Position transmission case on Tooling (B). Attach transmission case (5) to
Tooling (B) .
5. Attach Tooling (C) and a suitable lifting device to the clutch housing, as shown.
6. Remove bolts (6) and the washers.
7. Install two 1/2 in - 13 NC forcing screws (7) into the transmission, as shown. Remove the
transmission planetary from transmission case (5). The weight of the transmission planetary is
approximately 1000 kg (2200 lb). Remove transmission case (5) from Tooling (B) .
8. Position the transmission planetary on Tooling (B), as shown. Secure the transmission to Tooling
(B) at location (X). Remove 10 of 12 bolts (8) and the washers.
10. Put an alignment mark on the side of the transmission planetary for assembly purposes. Use
Tooling (D) to hold the clutch piston to clutch housing assembly (10) .
11. Remove clutch housing assembly (10) and the clutch piston as a unit. The weight of clutch
housing assembly (10) and the clutch piston is approximately 100 kg (220 lb).
12. Remove cup plug (11) and ball (12) from clutch housing assembly (10) .
13. Turn clutch housing assembly (10) by 180 degrees. Remove clutch piston (13) from clutch
housing assembly (10) .
14. Remove seal rings (14) from clutch piston (13). Check all seals for wear or damage.
15. Remove reaction dowels (15) and springs (16) .
16. Remove friction discs (17) and clutch plates (18) .
17. Remove ring gear (19) .
18. Use two people to remove plate assembly (20). The weight of plate assembly (20) is
19. Remove dowels (21) from plate assembly (20) .
20. Turn over plate assembly (20). Remove dowels (22) .
21. Remove bolt dampers (23) from plate assembly (20) .
22. Remove springs (24) .
24. Remove two bolts (28) and the washers from planetary assembly (27). Attach Tooling (C) and a
suitable lifting device to planetary assembly (27) .
25. Remove planetary assembly (27). The weight of planetary assembly (27) is approximately 57 kg
(125 lb).
26. Remove the remaining 7 bolts (28) and the washers.
27. Use two bolts (28) as forcing screws. Remove manifold (29) from planetary assembly (27) .
28. Remove O-ring seal (30) and two metal seal rings (31) from manifold (29) .
29. Turn over the planetary carrier. Use a punch to drive spring pin (36) into planetary shaft (32).
Remove planetary shaft (32) from the planetary carrier.
30. Remove spring pin (36) from planetary shaft (32) .
31. Remove gear (35), bearings (34), and thrust discs (33) from the planetary carrier. Repeat steps 29
through 31 for the remaining shafts.
32. Use Tool (E) to remove ring (37) from planetary carrier (38) .
33. Use a screwdriver to remove retaining ring (39) .
34. Remove sun gear (40) and coupler (41) as a unit from planetary carrier (38) .
35. Use six 1/8 in x 1 in pins (42) to compress lockring (43). Separate coupler (41) from sun gear
(40) .
36. Remove lockring (43) from sun gear (40) .
37. Remove bolts (44). Remove drive adapter (45) from planetary carrier (38) .
38. Use Tool (F) to remove retaining ring (46). Remove the bearing support washer from center shaft
(47) .
39. Note the position of bearing (48) for installation purposes. The words on bearing (48) are toward
the planetary carrier. Attach Tooling (G) to planetary carrier (38). Position Tooling (G) and a
suitable lifting device to planetary carrier (38). Lift planetary carrier (38) in order to remove
bearing (48) from center shaft (47) .
40. Remove planetary carrier (38) from center shaft (47). The weight of planetary carrier (38) is
41. Use a punch to drive spring pin (53) into shaft assembly (49). Remove shaft assembly (49) from
the planetary carrier.


42. Remove spring pin (53) from shaft assembly (49) .
43. Remove gear (52), bearings (51), and thrust discs (50) from the planetary carrier. Repeat steps 41
through 43 for the remaining three shafts.
44. Remove cup plug (54) from each shaft assembly (49) .
45. Remove bolts (55) and locking plates (56) .
46. Use two people to remove ring gear assembly (57). The weight of ring gear assembly (57) is
47. Remove cup plugs (58) from ring gear assembly (57) .
48. Use Tooling (H) to remove the retaining ring from center shaft (47). Remove sun gear (59) .
49. Remove O-ring seal (60) and metal seal ring (61) from sun gear (59) .
50. Remove clutch piston (62) from clutch housing (63) .
51. Remove seal rings (64) from clutch piston (62) .
52. Attach Tooling (G) to clutch housing (63). Attach Tooling (G) and a suitable lifting device to
clutch housing (63) and remove clutch housing (63). The weight of clutch housing (63) is
53. Remove dowels (65) and springs (66) from clutch housing assembly (67) .
54. Remove friction discs (68) and clutch plate (69) .
55. Remove clutch piston (70) from clutch housing assembly (67) .
56. Remove seal rings (71) from clutch piston (70) .
57. Remove ring gear (72) .
58. Attach Tooling (C) and a suitable lifting device to clutch housing assembly (67) .
59. Remove bolts (73) and the washers. Remove clutch housing assembly (67). The weight of clutch
housing assembly (67) is approximately 30 kg (66 lb).
60. Remove dowels (74) from clutch housing assembly (67) .
61. Turn over clutch housing assembly (67). Remove two dowels (75) .
62. Attach Tooling (G) to planetary carrier (76). Position a suitable lifting device to Tooling (G).
Secure the suitable lifting device to a hoist.
63. Remove bolts (77) and the washers. Remove planetary carrier (76). The weight of planetary
carrier (76) is approximately 23 kg (50 lb).
64. Use a punch in order to drive spring pin (82) into shaft assembly (78). Remove shaft assembly
(78) from the planetary carrier.
65. Remove spring pin (82) from shaft assembly (78) .
66. Remove gear (81), bearing (80), and thrust discs (79). Repeat steps 64 through 66 for the
remaining three shaft assemblies.
67. Remove orifice (83) from each shaft (78) .
68. Remove sun gear (84) .
69. Remove metal ring seals (85) from sun gear (84) .
71. Attach Tooling (G) to housing (88). Use Tooling (G) to lift housing (88) by hand.
72. Remove seal ring (89) from ring carrier assembly (90) .
73. Use Tool (L) to remove retaining ring (91) from ring carrier assembly (90) .
74. Remove two bolts (94). Attach Tooling (G) and a suitable lifting device to balance piston (92) .
75. Remove balance piston (92), clutch piston (93) and the housing as a single unit. The weight of
balance piston (92), clutch piston (93) and the housing as a single unit is approximately 45 kg
(100 lb).
76. Remove Tooling (G) .

spring pressure.
77. Remove the four remaining bolts (94) and the washers. Loosen bolts (94) evenly in order to
release the spring pressure.
78. Remove balance piston (92) .
79. Position balance piston (92) on blocks, as shown. Remove seal ring (96) from balance piston
(92) .
80. Remove ball bearing (95) from balance piston (92) .
81. Remove springs (97) and clutch piston (93) from housing (98) .
82. Remove seal ring (99) from clutch piston (93) .
83. Remove seal ring (100) from housing (98) .
84. Remove bolts (101). Remove ring carrier assembly (90) .
85. Remove dowel (102) .
86. Remove seal rings (103) from ring carrier assembly (90) .
87. Remove two remaining bolts (8) and the washers.
88. Attach Tooling (C) and a suitable lifting device to center manifold (105) .
89. Remove bolts (104) and the washers. Remove center manifold (105). The weight of center
manifold (105) is approximately 58 kg (128).
90. Remove plugs (106) and the O-ring seals.
91. Use Tool (E) to remove retaining ring (107) from ball bearing (108) .
92. Remove manifold (110) from bearing (109) .
93. Attach Tool (M) and a suitable lifting device to center shaft (45) .
94. Remove assembly (111) and center shaft (47). The weight of assembly (111) and center shaft (47)
Note: Bolts (112) must be removed before bolts (113) .
96. Remove bolts (113) and the washers. Remove rotation housing assembly (114) and center shaft
(47) as an assembly.
97. Remove retaining ring (115) from center shaft (47). Remove center shaft (47) and the bearing.
98. Install retaining ring (108) on ball bearing (109) .
99. Attach Tooling (N) to ball bearing (109) and center shaft (47). Remove ball bearing (109) from
center shaft (47) .
100. Remove seal rings (118) .
101. Remove spring pin (117). Remove ring carrier (116) .
102. Turn over rotation housing assembly (114) .

spring pressure.
103. Remove bolts (119) and the washers evenly. Remove balance piston (120) .
104. Remove seal ring (121) from balance piston (120) .
105. Remove springs (122) from clutch piston (123) .
106. Remove clutch piston (123) from rotation housing assembly (114) .
107. Turn over clutch piston (123). Remove seal ring (124) from clutch piston (123) .
108. Remove seal ring (125) from rotation housing assembly (114) .
109. Attach Tooling (G) to housing (126). Lift housing (126) from planetary carrier (127) by hand.
110. Remove friction discs (128) and clutch plates (129) from planetary carrier (127) .
111. Use tooling (L) to remove retaining ring (130) from ring gear (131) .
112. Remove bearing (132) and bearing retainer (133) as an assembly from ring gear (131) .
113. Remove O-ring seal (134) from bearing retainer (133) .
114. Position bearing housing (133) in a suitable press. Use Tooling (P) to remove the bearing from
bearing housing (133) .
115. Remove ring gear assembly (131) from planetary carrier (127) .
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Transmission Planetary - Assemble

SMCS - 3160-016
Assembly Procedure
Table 1
Required Tools
D 1P-0520 Driver Group 1
F 138-7576 Link Bracket 1
G 2P-8312 Retaining Ring Pliers 1
H 1P-1864 Retaining Ring Pliers 1
K 1P-1855 Retaining Ring Pliers 1
L 138-7575 Link Bracket 2
M FT-947 Spring Compressor 2
N 138-7574 Link Bracket 2
P 138-7574 Link Bracket 1
1. Install ball bearing (1) , retainer plate (2) , and the dowels on bearing cage assembly (3) . Position
the dowels to a depth of 16 ± 0.5 mm (0.63 ± 0.02 inch).
2. Attach bearing cage assembly (3) to Tooling (A) at locations (W) and (X) .
3. Use Tooling (B) to install retaining ring (4) on bearing cage assembly (3) .
4. Install sun gear (7) in clutch hub (6) . Install retaining ring (5) .
5. Install sun gear (7) and clutch hub (6) as an assembly on bearing cage assembly (3) . Install bolts
(8) .
6. Install friction discs (9) and clutch plates (10) . Install the friction discs (9) and clutch plates (10)
in alternating order. Start with a friction disc and end with a friction disc.
7. Install springs (11) and reaction dowels (12) on bearing cage assembly (3) .
8. Install seal rings (13) in clutch piston (14) . Lubricate the seal rings with the lubricant that is being
sealed.
9. Install clutch piston (14) in clutch housing (16) .
10. Install retaining ring (15) in clutch housing (16) .
11. Turn over clutch housing (16) . Attach Tooling (C) and a suitable lifting device to clutch housing
(16) . The weight of the clutch housing (16) is approximately 36 kg (80 lb).
12. Install clutch housing (16) on the bearing cage assembly. The springs should be seated on the
bearing cage assembly (13) and the clutch piston (14) (not shown).
13. Install friction discs (17) and clutch plate (18) . Install friction discs (17) and clutch plates (18) in
alternating order. Start with a friction disc and end with a friction disc.
14. Install ring gear (19) on clutch housing (16) . The teeth of ring gear (19) will mesh with the teeth
of friction discs (17) .
15. Install springs (20) and dowels (21) on clutch housing (16) .
16. Install dowels (23) in clutch housing assembly (22) . Install dowels (23) to a depth of 16 ± 0.5 mm
(0.63 ± 0.02 inch).
17. Install plug (24) and the O-ring seal in clutch housing assembly (22) .
18. Install seal rings (25) in clutch piston (26) .
19. Install piston (26) in clutch housing assembly (22) .
20. Turn over clutch housing (22) . Install dowels (27) in clutch housing assembly (22) . Position
dowels (27) to a depth of 16 ± 0.5 mm (0.63± 0.02 inch).
21. Attach Tooling (C) and a suitable lifting device in clutch housing assembly (22) . Install clutch
housing assembly (22) on clutch housing (16) . The springs should be seated on the bearing cage
assembly and the clutch piston.
22. Install tube (28) in planetary carrier (32) .
23. Lubricate bearing (29) with the lubricant that is being sealed. Install bearing (29) and thrust disc
(33) on each side of gear (30) . Position gear (30) , bearing (29) , and thrust discs (33) as an
assembly in planetary carrier (32) .
24. Align the hole in shaft (31) with the hole in carrier (32) . Install shaft (31) in planetary carrier
(32) .
NOTICE
The spring pins must be replaced with new parts during the assembly
of the carrier assembly.
Failure to use new spring pins could result in damage to the carrier
assembly.
25. Install a new spring pin (34) in shaft (31) . Spring pin (34) must be flush with the outside diameter
of planetary carrier (32) . Repeat Steps 22 through 25 for the two remaining shafts.
26. Lubricate bearing (35) with the lubricant that is being sealed. Install bearing (35) in gear (36) .
Position thrust disc (40) on each side of gear (36) . Position gear (36) , bearing (35) , and thrust
discs (40) as an assembly in planetary carrier (32) .
27. Align the spring pin hole in shaft (39) and the hole in planetary carrier (32) . Insert shaft (39) in
planetary carrier (32) .
NOTICE
assembly.
28. Install a new spring pin (42) in shaft (39) . Spring pin must be flush with the outside diameter of
planetary carrier (32) . Repeat Steps 26 through 28 for the two remaining shafts.
29. Heat bearing outer race and bearing (43) to a maximum temperature of 135 °C (275 °F). Install
the bearing outer race and bearing (43) on planetary carrier (32) .
30. Turn over planetary carrier (32) . Install seal ring (44) on planetary carrier (32) .
31. Install metal seal ring (45) on ring gear (46) .
32. Turn over ring gear. Install metal seal ring (47) on ring gear (46) . Install dowel (48) . Position
dowel (48) to a depth of 3.68 ± .13 mm (0.14 ± 0.005 inch).
33. Install ring gear (46) in planetary carrier (32) .
34. Use Tooling (D) and a suitable press to install bearing (49) in bearing housing (50) .
Note: Install bearing (49) in bearing housing (50) with notch (Y) in the downward position.
35. Mark the location of notch (50) on bearing (49) for installation purposes.
36. Install O-ring seal (52) on bearing retainer (50) .
37. Mark the location of dowel (48) on ring gear (46) for installation purposes.
38. Install bearing housing (50) and bearing (49) on ring gear (46) . Use marks on top of ring gear
(46) and bearing (49) to line up the notch in bearing (49) with the dowel in ring gear (46) .
39. Use Tooling (B) to install retaining ring (53) on ring gear (46) .
40. Install friction discs (54) and clutch plates (55) . Install friction discs (54) and clutch plates (55) in
alternating order. Start with a friction disc and end with a friction disc.
41. Install seal ring (56) on rotation housing assembly (57) .
42. Install seal ring (58) on clutch piston (59) . Lubricate seal ring (58) with the lubricant that is being
sealed.
43. Position clutch piston (59) on rotation housing assembly (57) . Do not press clutch piston (59) in
place.
44. Install housing (60) . The teeth on housing (60) should mesh with the teeth on clutch piston (59) .
Use two guide bolts to align housing (60) , clutch piston (59) , and rotation housing assembly
(57) .
45. Install clutch piston (59) on rotation housing assembly (57) .
46. Remove housing (60) and guide bolts (61) .
47. Install springs (62) on clutch piston (59) .
48. Install seal ring (63) on balance piston (64) . Lubricate seal ring (63) with the lubricant that is
being sealed.
49. Position balance piston (64) on rotation housing assembly (57) . Install bolts (65) and the washers.
injury.

50. Tighten bolts (65) evenly.
51. Turn over rotation housing assembly (57) . Install ring carrier (67) and spring pin (66) on rotation
housing assembly (57) .
52. Install seal rings (68) on ring carrier (67) .
53. Position bearing (69) with the retaining ring in the down position, as shown. Use a pipe with an
inside diameter of 76.2 mm (3 inch), Tooling (D) and a suitable press to install ball bearing (69)
on center shaft (70) .
54. Install center shaft (70) in the rotation housing assembly. Install retaining ring (71) on center shaft
(70) .
55. Install Tooling (C) on housing (60) . Install housing (60) on planetary carrier (32) . Align the teeth
of housing (60) with the teeth of the clutch plates. Remove Tooling (C) .
56. Use two 3/8 in - 16 NC guide bolts to align the holes in rotation housing assembly (57) with the
holes in bearing retainer (50) . Position rotation housing assembly (57) and shaft (70) on housing
(60) . The teeth of the clutch piston should engage with the teeth of housing (60) . The bolt holes
on rotation housing assembly (57) should line up with the bolt holes of housing (60) .
57. Remove retaining ring (72) from the ball bearing.
Note: Do not remove the two guide bolts at this time.
58. Install bolts (74) and the washers. Tighten bolts (74) at this time.
59. Remove the two guide bolts. Install bolts (73) and the washers. Tighten bolts (73) only after bolts
(74) have been tightened.
60. Install Tooling (F) to center shaft (70) . Attach a suitable lifting device to Tooling (F) . Secure the
suitable lifting device to a hoist. The weight of the planetary carrier, the housings, and the center
shaft as an assembly is approximately 136 kg (300 lb).
61. Install the assembly. The teeth of planetary carrier (32) will mesh with the teeth of sun gear (7)
(not shown) and ring gear (18) (not shown).
62. Install manifold (75) on bearing (69) .
63. Use Tooling (G) to install retaining ring (72) on ball bearing (69) .
64. Install plugs (77) and the O-ring seals in center manifold (76) . Attach Tooling (C) to center
manifold (76) .
65. Attach a suitable lifting device to Tooling (C) . Secure the suitable lifting device to a hoist. Install
center manifold (76) . The weight of center manifold (76) is approximately 58 kg (128 lb).
66. Use two 3/8 in - 16 NC guide bolts to align manifold (75) with center manifold (76) . Install three
bolts that secure manifold (75) to center manifold (76) . Remove the two guide bolts. Install the
remaining two bolts that secure manifold (75) to manifold (76) .
67. Install two of 12 bolts (78) and the washers.
68. Install seal rings (79) and the dowel on ring carrier assembly (80) .
69. Position ring carrier assembly (80) , as shown. Install bolts (81) .
70. Put a mark on the top of ring carrier assembly (80) . The mark should represent the location of the
dowel on ring carrier assembly (80) .
71. Install seal ring (82) on housing (83) .
72. Install seal ring (84) on clutch piston (85) .
73. Lubricate the seal rings on clutch piston (85) and housing (83) with the lubricant that is being
sealed.
74. Position clutch piston (85) on housing (83) . Position housing (86) on housing (83) for proper
alignment. The teeth of housing (83) should engage with the teeth of clutch piston (82) . The bolt
holes of housing (83) should line up with the bolt holes of housing (80) .
75. Install clutch piston (82) in housing (80) . Remove housing (83) and the guide bolts.
76. Install springs (87) in clutch piston (85) .
77. Install seal ring (90) on balance piston (89) .
78. Install bearing (88) in balance piston (89) . The notch (Z) in bearing (88) should be in a downward
position, as shown. Mark the top of bearing (88) for installation procedures.
79. Lubricate the seal ring on balance piston (89) with the lubricant that is being sealed. Position
balance piston (89) on clutch piston (85) .
injury.

80. Install four of six bolts (91) and the washers. Tighten bolts (91) evenly in order to compress the
springs.
81. Install Tooling (C) and a suitable lifting device on balance piston (89) . The weight of balance
piston (89) , clutch piston (85) , the bearing, and the housing as single unit is approximately 45 kg
(100 lb).
82. Install balance piston (89) , clutch piston (85) , bearing (88) , and the housing as a single unit. The
notch on bearing (88) should line up with the dowel on ring carrier assembly (80) .
83. Remove Tooling (E) . Install two remaining bolts (91) and the washers.
84. Use Tooling (B) to install retaining ring (93) on ring carrier assembly (80) .
85. Install seal ring (92) on ring carrier assembly (80) .
86. Install Tooling (E) in housing (86) . Install housing (86) by hand. The teeth of housing (86) should
engage the teeth of clutch piston (85) . The bolt holes of housing (86) should line up with the bolt
holes of housing (83) (not shown).
87. Install metal ring seals (94) on sun gear (95) .
88. Install sun gear (95) .
89. Install friction discs (96) and clutch plates (97) . Install the friction discs (96) and clutch plates
(97) in alternating order. Start with a friction disc and end with a friction disc.
90. Install orifice (104) in shaft (99) .
91. Lubricate bearing (101) with the lubricant that is being sealed. Install bearing (101) in gear (102) .
Position one thrust disc (98) on each side of gear (102) . Position gear (102) , bearing (101) , and
thrust discs (98) in planetary carrier (100) as an assembly.
92. Line up the holes for the spring pin (103) . One hole is in shaft assembly (99) . One hole is in
planetary carrier (100) . Install shaft assembly (99) in planetary carrier (100) .
NOTICE
assembly.
93. Install a new spring pin (103) in shaft assembly (99) . Spring pin (103) should be flush with the
outside diameter of planetary carrier (100) .
94. Attach Tooling (E) and a suitable lifting device on planetary carrier (100) . Install planetary carrier
(100) . The weight of planetary carrier (100) is approximately 23 kg (50 lb).
95. Install bolts (105) and the washers.
96. Install dowels (107) in clutch housing (106) . Position dowels (107) to a depth of 16 ± 0.5 mm
(0.63 ± 0.02 inch).
97. Turn over clutch housing (106) . Install dowels (108) in clutch housing (106) . Position dowels
(108) to a depth of 16 ± 0.5 mm (0.63 ± 0.02 inch).
98. Attach Tooling (C) and a suitable lifting device to clutch housing assembly (106) . Install clutch
housing assembly (106) . The weight of clutch housing assembly (106) is approximately 30 kg (66
lb).
99. Install bolts (109) and the washers. Remove Tooling (C) .
100. Install ring gear (110) . The teeth of ring gear (110) should mesh with the teeth of the gears on
planetary carrier (100) .
101. Install seal rings (111) on clutch piston (112) .
102. Lubricate the seal rings on clutch piston (112) with the lubricant that is being sealed. Install clutch
piston (112) in clutch housing assembly (106) .
103. Install friction discs (113) and clutch plate (114) . Install the clutch plate (114) between the two
friction discs (113) .
104. Install dowels (115) on clutch housing assembly (106) . Install springs (116) on clutch piston
(112) .
105. Install Tooling (E) and a suitable lifting device to clutch housing (117) . Install clutch housing
(117) on clutch housing assembly (106) . The springs should seat in clutch housing (117) and
clutch piston (112) (not shown). The weight of clutch housing (117) is approximately 39 kg (85
lb).
108. Install O-ring seal (120) and metal seal ring (122) on sun gear (121) .
109. Install sun gear (121) on center shaft (70) .
110. Use Tooling (H) to install retaining ring (122) on center shaft (70) .
111. Install cup plugs (123) in ring gear assembly (124) .
112. Use two people to install ring gear assembly (124) . The weight of ring gear assembly (124) is
113. Install locking plates (125) between planetary carrier (100) and ring gear (124) . Install bolts
(126) .
114. Install plug (133) in shaft assembly (131) .
115. Lubricate bearings (128) with the lubricant that is being sealed. Install bearings (128) in gear
(129) . Position thrust disc (127) on each side of gear (129) . Position gear (129) , bearings (128) ,
and thrust discs (127) as an assembly in planetary carrier (130) .
116. The spring pin hole in shaft assembly (131) should line up with the hole in planetary carrier
(130) . Install shaft assembly (131) in planetary carrier (130) .
NOTICE
assembly.
117. Install new spring pin (132) until the end of spring pin is flush with planetary carrier (130) .
118. Install Tooling (J) and a suitable lifting device on planetary carrier (130) . Install planetary carrier
(130) . The gears on planetary carrier (130) should mesh with the teeth on ring gear (124) . The
weight of planetary carrier (130) is approximately 55 kg (120 lb).
119. Position bearing (133) on the center shaft. The words on bearing (133) should face downward.
Install bearing (133) . Use a 1 1/2 inch socket head to install bearing (133) .
120. Install bearing support washer (134) . Use Tooling (K) to install retaining ring (135) on center
shaft (70) .
121. Install drive adapter (136) . Install bolts (137) .
122. Install lockring (138) on sun gear (139) .
123. Position six 1/8 in x 1 in pins (141) between lockring (138) and coupler (140) . Pins (141) will
allow coupler (140) to slide over lockring (138) . The sun gear (139) and coupler (140) will be
connected as an assembly by lockring (138) .
124. Install sun gear (139) and coupler (140) as an assembly.
125. Use a screwdriver to install retaining ring (142) . Retaining ring (142) goes between coupler (140)
and ring gear (124) (not shown).
126. Use Tooling (G) to install retaining ring (143) on planetary carrier (130) .
127. Lubricate bearings (145) with the lubricant that is being sealed. Install bearings (145) in gear
(146) . Position thrust disc (144) on each side of gear (146) . Position gear (146) , bearings (145) ,
and thrust discs (144) as an assembly in planetary carrier (147) .
128. The spring pin hole in shaft (148) should line up with the hole in planetary carrier (147) . Install
shaft (148) .
NOTICE
assembly.
129. Install new spring pin (149) in shaft (148) . Install spring pin (149) until the end of the spring pin
is flush with planetary carrier (147) .
130. Install O-ring seal (150) and metal seal rings (151) on manifold (152) .
131. Install manifold (152) on planetary carrier (147) . Install seven of the nine bolts (153) and the
washers.
132. Attach Tooling (L) and a suitable lifting device to planetary carrier (147) and manifold (152) .
133. Install planetary carrier (147) and manifold (152) as an assembly. The weight of planetary carrier
(147) and manifold (152) as single unit is approximately 57 kg (125 lb).
134. Remove Tooling (L) . Install remaining bolts (153) and the washers.
135. Install friction discs (155) and clutch plates (154) . Install friction discs (155) and clutch plates
136. Install springs (156) on clutch piston (119) .
137. Install dowels (158) in plate assembly (157) . Position dowels (158) to a depth of 12.5 ± 0.5 mm
(0.5 ± 0.02 inch).
138. Install 24 dampers (159) in the bolt holes of plate assembly (157) .
139. Turn over plate assembly (157) . Install dowels (160) . Position dowels (160) to a depth of 12.5 ±
0.5 mm (0.5 ± 0.02 inch).
140. Use two people to install plate assembly (157) . The weight of plate assembly is approximately 30
kg (66 lb). The springs should seat in plate assembly (157) and clutch piston (119) (not shown).
141. Install ring gear (161) .
142. Install reaction dowels (162) .
143. Install friction discs (164) and clutch plates (165) . Install friction discs (164) and clutch plates
144. Install springs (163) .
147. Attach Tooling (P) (not shown) and a suitable lifting device to clutch housing assembly (168) at
position (V) . Turn over clutch housing assembly (168) . The weight of the clutch housing
assembly is approximately 100 kg (220 lb).
148. Attach Tooling (M) in order to hold the clutch piston to clutch housing assembly (168) . Attach
Tooling (N) and a suitable lifting device to clutch housing assembly (168) . Install clutch housing
assembly (168) on plate assembly (157) . Springs (163) (not shown) should seat in plate assembly
(157) and clutch piston (167) (not shown).
Note: Do not remove Tooling (N) at this time.
149. Install ball (170) and plug (169) in clutch housing assembly (168) .
151. Use Tooling (N) (not shown) to secure the transmission planetary. Remove the 2 bolts that hold
the transmission planetary to Tooling (A) at position (W) and (X) .
152. Install the remaining ten bolts (78) and the washers.
153. Install the transmission planetary in the transmission case. Remove forcing screws (173) . The
weight of the transmission is approximately 1000 kg (2200 lb).
155. Remove Tooling (N) and the suitable lifting device from the transmission. Attach the transmission
case (174) to Tooling (A) . Position transmission case (174) on a flat surface horizontally. The
weight of the transmission planetary and transmission case (174) is approximately 1100 kg (2420
lb).
156. Use Tooling (D) to install sleeve bearing (175) in input shaft (177) .
157. Install O-ring seal (176) on input shaft (177) .
158. Install input shaft (177) in the transmission planetary.
159. Install O-ring seal (178) on the transmission case.
End By:
a. Install the transmission hydraulic control. Refer to Disassembly and Assembly, "Transmission
Hydraulic Control - Install".
b. Connect the transmission to the transfer gears. Refer to Disassembly and Assembly,
"Transmission and Transfer Gears - Connect".
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Transfer Gears - Disassemble

SMCS - 3159-015
Table 1
Required Tools
B 2D-1201 Eyebolt 1
Start By:
A. Separate the transmission from the transfer gears. Refer to Disassembly and Assembly,
"Transmission and Transfer Gears - Separate".
1. Remove bolt (1) and retainer (2). Remove the O-ring seal that is under retainer (2) .
2. Remove yoke (3) .
3. Remove 11 bolts (4) and the washers.
4. Install two 1/2 inch - 13 NC forcing bolts into bearing cage (5). Remove bearing cage (5) from the
transfer gear case assembly. Remove the shims from the transfer gear case assembly.
5. Remove O-ring seal (8) from bearing cage (5) .
6. Remove lip seal (6). Position bearing cage (5) in a suitable press. Use Tooling (A) (not shown) to
remove bearing cup (7) .
7. Install Tool (B) into input transfer gear (9). Position a suitable lifting device on Tool (B). Secure
the suitable lifting device to a hoist.
8. Remove input transfer gear (9) from the transfer gear case assembly. The weight of input transfer
gear (9) is 39 kg (85 lb).
9. Remove roller bearing cone (10). Remove the roller bearing cone from the other side of input
transfer gear (9) .
10. Remove bolt (12) and the washer. Remove tube assembly (11) from the transfer gear case
assembly.
11. Remove roller bearing cup (13) .
12. Remove 11 bolts (14) and the washers. Install two 1/2 inch - 13 NC forcing bolts in bearing cage
(15). Use two people to remove bearing cage (15). The weight of bearing cage (15) is 30 kg (65
lb).
13. Position bearing cage (15) in a suitable press. Use Tooling (A) (not shown) to remove roller
bearing cup (16) from bearing cage (15) .
14. Remove input transfer gear (17) .
15. Remove roller bearing cone (18). Remove the roller bearing cone from the other side of input
transfer gear (17) .
16. Position the transfer gear case assembly in a suitable press. Use Tooling (A) (not shown) to
remove roller bearing cone (19) from the transfer gear case assembly.
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Transfer Gears - Assemble

SMCS - 3159-016
Assembly Procedure
Table 1
Required Tools
A 8S-2328 Dial Indicator 1
B 2D-1201 Eyebolt 1
1. Cool roller bearing cone (1) to a temperature of -40 °C (-40 °F). Install roller bearing cone (1) into
the transfer gear case assembly.
2. Heat roller bearing cone (3) and the roller bearing cone on the other side of input transfer gear (2)
to a maximum temperature of 135 °C (275 °F). Install roller bearing cone (3) and the other roller
bearing cone onto input transfer gear (2) .
3. Install input transfer gear (2) into the transfer gear case assembly.
4. Cool roller bearing cup (4) to a temperature of -40 °C (-40 °F). Install roller bearing cup (4) into
bearing cage (5) .
5. Install the shims between bearing cage (5) and the transfer gear case assembly. Install the same
amount of shims that were removed. Use two people to install bearing cage (5). The weight of
bearing cage (5) is 30 kg (65 lb). Install 11 bolts (6) and the washers.
6. Rotate the input transfer gear several times in both directions. Position Tooling (A) on bearing
cage (5), as shown. The tip of the dial indicator should touch the input transfer gear. Measure the
end play of the input transfer gear. Add or subtract shims so that the end play is 0.15 ± 0.5 mm
(0.006 ± 0.002 inch).
7. Install tube assembly (7) into the transfer gear case assembly. Install bolt (8) and the washer.
8. Cool roller bearing cone (9) to a temperature of -40 °C (-40 °F). Install roller bearing cone (9) into
the transfer gear case assembly.
9. Install Tool (B) into input transfer gear (10) .
10. Heat roller bearing cone (11) and the roller bearing cone on the other side of input transfer gear
(10) to a maximum temperature of 135 °C (275 °F). Install roller bearing cone (11) and the other
roller bearing cone onto input transfer gear (10) .
11. Position a suitable lifting device on Tool (B). Secure the suitable lifting device to a hoist. Install
input transfer gear (10) into the transfer gear case assembly.
12. Apply 7M-7260 Liquid Gasket to the bore of bearing cage (13). Apply the Liquid Gasket at the
point of contact between the lip seal (11) and the bearing cage (13). Allow the Liquid Gasket to
dry.
13. Position bearing cage (13) into a suitable press. Use Tooling (C) (not shown) to install lip seal
(11) into bearing cage (13), as shown. The lip seal (11) and the top of bearing cage (13) should be
even. Lubricate lip seal (11) with the lubricant that is being sealed.
bearing cage (13) .
15. Install O-ring seal (14) onto bearing cage (13) .
16. Install the shims between bearing cage (13) and the transfer gear case assembly. Install the same
amount of shims that were removed. Position bearing cage (13) on the transfer gear case
assembly. Install 11 bolts (4) and the washers.
17. Rotate the input transfer gear several times in both directions. Position Tooling (A) on bearing
cage (13), as shown. The tip of the dial indicator should touch the input transfer gear. Measure the
end play of the input transfer gear. Add or subtract shims so that the end play is 0.15 ± 0.5 mm
(0.006 ± 0.002 inch).
18. Install yoke (16) .
19. Install O-ring seal (19) on yoke (16) .
20. Position retainer (17) on O-ring seal (19). Install bolt (18) .
End By: Connect the transmission to the transfer gears. Refer to Disassembly and Assembly,
"Transmission and Transfer Gears - Connect".
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Transmission and Transfer Gears - Connect

SMCS - 3002-077
Connection Procedure
sealed. Clean all of the components with a cloth that is free of loose material (lint).
1. Install O-ring seals (4), (5), and (6) onto the case assembly.
2. Position a suitable lifting device on transfer gear (3). Secure the lifting device to a hoist. The
weight of transfer gear (3) is 147 kg (325 lb).
3. Position transfer gear (3) to the transmission, as shown. Install 24 bolts (2) and the washers.
4. Install governor drive shaft (1) into the input shaft assembly.
End By:
a. Install the transmission speed sensor. Refer to Disassembly and Assembly, "Speed Sensor
(Transmission) - Install".
b. Install the transmission and transfer gears. Refer to Disassembly and Assembly, "Transmission
and Transfer Gears - Install".
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Transmission and Transfer Gears - Install

SMCS - 3002-012
Table 1
Required Tools
1. Attach Tool (A) to the transmission. Secure Tool (A) to a hoist. Position the transmission and
transfer gears onto the differential, as shown. The weight of the transmission and transfer gears is
1610 kg (3550 lb).
2. Install 26 full nuts (14) and the washers that hold the transmission in position. Tighten full nuts
3. Connect hose assembly (13) to the bottom of the transmission.
4. Connect hose assembly (12) to the transmission.
5. Connect hose assembly (10). Connect wire harness (9) at the electrical connection. Install two
clips (11) .
6. Connect two wire harnesses (7) at the electrical connections. Install bolt (8) and the hard washer.
7. Connect wire harness (4) to speed sensor (6). Tighten the nut clockwise with Tool (C) (not shown)
and insert lockwire (5) to the next hole in the clockwise direction.
8. Install the clip (not shown) that is under the guard. Position guard (2) on the speed sensor. Install
the spacer, the grommet, the hard washer, and bolt (3). Install bolt (1) and the washer.
9. Fill the transmission and the transmission tank with oil. The capacity of the transmission tank is
95 L (25 US gal). The capacity of the transmission system is 246 L (65 US gal). Refer to the
Operation and Maintenance Manual, "Transmission Tank Oil - Change" for the correct procedure.
End By: Install the main drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) -
Install".
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Differential and Bevel Gear - Remove

SMCS - 3254-011; 3256-011; 3258-011
Removal Procedure
Table 1
Required Tools
A 9U-7536 Lift Stand 2
B 4C-5809 Electric Hydraulic Pump 1
D 2P-8312 Retaining Ring Pliers 1
E 5P-7373 Axle Installer 1
F 132-1203 Lifting Bracket 1
Start By:
NOTICE

containing fluids.

1. Drain the oil from the axle housing assembly into a suitable container. The capacity of the axle
housing assembly is approximately 222 L (59 US gal). Refer to the Operation and Maintenance
Manual, "Differential and Final Drive Oil - Change".
2. Drain the oil from the final drives into a suitable container. The capacity of one final drive is 42 L
(11 US gal). Refer to the Operation and Maintenance, "Differential and Final Drive Oil - Change".
3. Position Tooling (A), as shown. Lift the rear of the machine.
Note: It is not necessary to remove the rear tires and rims for this procedure.
4. Install Tooling (C) and a suitable lifting device on cover (1). Remove nine full nuts (2) and the
hard washers.
5. Use two 1/2 inch - 13 NC forcing screws (3) to remove cover (1) from the planetary carrier. The
weight of cover (1) is approximately 39 kg (85 lb).
6. Use Tooling (D) (not shown) to remove retaining ring (4). Remove sun gear (5) and the spacer
from axle shaft (6) .
7. Use Tooling (E) (not shown) to pull axle shaft (6). Pull axle shaft (6) out of the final drive by an
approximate distance of 46 cm (18 inch). Do not remove axle shaft (6) .
8. Remove bolts (7) and the washers. Remove cover (8) and the shim pack behind the cover.
9. Install a 1P-7405 Eyebolt in pin (9). Pull on the eyebolt in order to remove pin (9). Remove the
seal from pin (9) .
10. Four of the bolts that hold bearing cage (10) must be removed in order to attach Tooling (F).
Attach Tool (F) and a suitable lifting device to differential and bevel gear (11), as shown.
11. Install three 3/4 inch - 10 NC forcing screws in the differential carrier assembly. Remove nuts
(12) and the washers.
12. Tighten the forcing screws. Remove differential and bevel gear (11) from the machine. The
weight of differential and bevel gear (11) is approximately 590 kg (1300 lb). Remove the O-ring
seal from differential and bevel gear (11) .
1 #//, 2"". 1 % 3 #6 #. #, 7" ""2"".

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Differential and Bevel Gear - Disassemble

SMCS - 3254-015; 3256-015; 3258-015
Table 1
Required Tools
B FT-1449 Turning Tool 1
C 1H-3110 Bearing Puller 1
C 8B-7561 Step Plate 1
C 1H-3107 Bearing Puller 1
C 1B-4209 Full Nut 2
C 3H-0468 Puller Plate 4
C 1H-3108 Push-Puller Leg 2
C 4C-4865 Hand Hydraulic Pump 1
D 5P-1730 Holding Fixture 1
E 8T-2843 Spanner Wrench 1
Start By:
A. Remove the differential and bevel gear. Refer to Disassembly and Assembly, "Differential and
Bevel Gear - Remove".
1. Position the differential and bevel gear on Tool (A), as shown.
2. Remove locks (1) and (2) from bearing caps (5) and (6) .
3. Remove two bolts (3) and two bolts (4). Remove bearing caps (5) and (6) from the differential
carrier assembly.
4. Position a suitable lifting device on the differential. Secure the lifting device to a hoist. The
weight of the differential is 249 kg (550 lb).
5. Use Tool (B) (not shown) in order to remove two adjustment rings (9) from the differential.
6. Raise the differential and remove bearing cages (7) and (8). Remove the roller bearing cups from
bearing cages (7) and (8) .
7. Remove the differential from the differential carrier assembly. Position the differential with the
teeth of the bevel gear in the upright position.
8. Install Tooling (C) on roller bearing cone (10). Position a suitable lifting device on Tooling (C).
Secure the lifting device to a suitable hoist. Use Tooling (C) to remove roller bearing cone (10) .
9. Turn over the differential. Position the differential on blocks, as shown.
10. Install Tooling (C) on roller bearing cone (11). Position a suitable lifting device on Tooling (C).
Secure the lifting device to a suitable hoist. Use Tooling (C) to remove roller bearing cone (11) .
11. Mark the location of differential bevel gear (12) on the differential.
12. Position a suitable lifting device on the differential. Attach the lifting device to a hoist. Remove
14 locknuts (13) and the hard washers. Use two 3/4 inch - 16 NF forcing screws (14) to remove
the differential from differential bevel gear (12) .
13. Position the differential on blocks, as shown.
14. Position a suitable lifting device on the differential, as shown. Remove 8 nuts (16) and the hard
washers. Remove differential housing assembly (15) from differential housing assembly (17). The
weight of differential housing (15) is 50 kg (110 lb).
15. Remove thrust washer (18) from differential bevel gear (19). Remove differential bevel gear (19) .
16. Use two people to remove differential pinion (20) and differential spider (21) as an assembly. The
weight of the assembly is 41 kg (90 lb).
17. Remove the four differential pinions (20) from differential spider (21) .
18. Secure Tool (D) in a suitable vise.
19. Position differential pinion (20) on Tool (D). Align notch (22) with pin (23) .
20. Install nut (24). Nut (24) is part of Tool (D) .
21. Bend the tab of nut lock (25) so that nut lock (25) does not engage nut (26) .
22. Use Tool (E) to loosen nut (26). Remove nut (26) and nut lock (25) .
23. Remove roller bearing (27) and differential pinion (28) from the retainer.
24. Remove two bearing cups (29) from differential pinion (28) .
25. Remove spacer (31) and roller bearing (32) from retainer (30) .
26. Remove nut (24) from Tool (D). Remove retainer (30) from Tool (D) .
27. Repeat Steps 15 through 26 for the three remaining differential pinions.
28. Remove differential bevel gear (33) and the thrust washer from differential housing assembly
(17) .
29. Position differential carrier assembly (34) on Tool (A). The weight of differential carrier assembly
(34) is 272 kg (600 lb).
30. Remove the 16 bolts and the washers that hold bearing cage (36). Use two 1/2 inch - 13 NC
forcing screws (35) to remove bearing cage (36) .
31. Use two people to remove bearing cage (36) from differential carrier assembly (34). The weight of
bearing cage (36) is 27 kg (60 lb).
32. Remove seal assembly (37), roller bearing cup (38), and O-ring seal (39) from bearing cage (36) .
33. Remove shims (40) from the differential carrier assembly.
34. Use two people to remove pinion assembly (41) from the differential carrier assembly. The weight
of pinion assembly (41) is 45 kg (100 lb).
35. Remove roller bearing cone (42) and roller bearing cone (43) from pinion assembly (41) .
36. Remove roller bearing cup (44) from the differential carrier assembly.
1 #//, 2"". 1 % 3 #0 #. ,0 9" ""2"".

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Differential and Bevel Gear - Assemble

SMCS - 3254-016; 3256-016; 3258-016
Assembly Procedure
Table 1
Required Tools
B 1H-3112 Bearing Puller 1
C 5P-7379 Seal Installer 1
D 138-7575 Link Bracket 2
E 5P-1730 Holding Fixture 1
F 1P-0520 Driver Group 1
G 8T-2843 Spanner Wrench 1
H FT-0957 Adapter Group 2
J 8S-2328 Dial Indicator 1
K FT-1449 Turning Tool 1
M 154-9731 Thread Lock Compound 1
1. Raise the temperature of roller bearing cones (3) and (2) to a maximum temperature of 135 °C
(275 °F).
2. Install roller bearing cones (3) and (2) on pinion assembly (1) .
3. Position the differential carrier assembly on Tooling (A) , as shown.
4. Lower the temperature of roller bearing cup (4) to a maximum of -54 °C (-65 °F). Install roller
bearing cup (4) into the differential carrier assembly.
5. Use two people to install pinion assembly (1) into the differential carrier assembly (5) . The
weight of pinion assembly (1) is approximately 45 kg (100 lb).
6. Lower the temperature of roller bearing cup (6) to a maximum of -54 °C (-65 °F). Install roller
bearing cup (6) in bearing cage (7) .
Note: Do not install the seal assembly in bearing cage (7) at this time.
7. Position bearing cage (7) on differential carrier assembly (5) .
8. Install Tooling (B) into the pinion assembly. Tooling (B) is used to turn the pinion assembly.
9. Install eight of the 16 bolts (8) in bearing cage (7) . Rotate the pinion assembly and tighten bolts
(8) evenly to a torque of more than 4 N·m (35 lb in) in order to rotate the pinion assembly. Rotate
pinion assembly several times.
10. Rotate the pinion assembly and adjust bolts (8) evenly. Adjust bolts (8) to a torque of more than 4
N·m (35 lb in) in order to rotate the pinion assembly.
11. Measure the gap between bearing cage (7) and differential carrier assembly (5) . This dimension is
the correct thickness for the shims that are located between bearing cage (7) and differential
carrier assembly (5) . Do not install the shims at this time.
12. Remove bearing cage (7) . Do not move the pinion assembly.
13. Use Tooling (C) in order to install seal assembly (10) . Seal assembly (10) should be oriented with
the lip seal toward Tooling (C) .
14. Position bearing cage (7) in a suitable press. Install the seal assembly into bearing cage (7) .
15. Install shims (11) that were determined in Step 11.
16. Lubricate seal assembly (10) and O-ring seal (12) with the lubricant that is being sealed. Install
seal assembly (10) and O-ring seal (12) onto cage assembly (7) .
17. Attach Tooling (D) and a suitable lifting device (not shown) to bearing cage (7) .
18. Install bearing cage (7) on differential carrier assembly (5) . Apply Tooling (M) to the bolts that
secure bearing cage (7) . Install the sixteen bolts and washers that secure bearing cage (7) to
differential carrier assembly (5) . Tighten the bolts to a torque of 270 ± 40 N·m (200 ± 30 lb ft).
19. Dimension (X) should be 85.17 ± 0.13 mm (3.353 ± 0.005 inch).
20. Position differential housing assembly (14) on blocks, as shown.
21. Install thrust washer (16) in differential housing assembly (14) .
Note: Align slot (Y) with the dowel in differential housing assembly (14) .
22. Install differential and bevel gear (15) in differential housing assembly (14) .
23. Secure Tooling (E) in a suitable vise.
24. Install retainer (19) on Tooling (E) . The groove in retainer (19) should be in alignment with the
pin in Tooling (E) .
25. Install nut (18) . Nut (18) is part of Tooling (E) .
26. Install roller bearing (20) and spacer (17) on retainer (19) .
27. Position differential pinion (23) in a suitable press. Use Tooling (F) to install bearing cup (21) and
bearing cup (22) .
28. Install differential pinion (23) on roller bearing (20) .
29. Install roller bearing (25) into the differential pinion. Install nut lock (26) on top of roller bearing
(25) .
30. Install nut (24) . Rotate nut (24) and tighten nut (24) to a torque of 70 ± 15 N·m (52 ± 11 lb ft).
31. Bend the tabs on nut lock (26) that secure nut (24) .
32. Repeat Steps 23 through 31 for the three remaining differential pinions.
33. Position a suitable lifting device on differential spider (27) . Install differential spider (27) and
four differential pinions (23) as an assembly in differential housing assembly (14) . Align grooves
(28) in the pinion retainers with dowels (29) .
34. Apply grease to the back side of thrust washer (30) . Install thrust washer (30) on differential
housing (31) . Align grooves (32) with the dowels in differential housing (31) .
35. Install differential and bevel gear (33) on the differential pinions.
36. Install differential housing assembly (31) onto differential housing assembly (14) .
37. Install the 14 bolts and the hard washers. Install 14 locknuts (34) . Tighten locknuts (34) to a
torque of 395 ± 40 N·m (291 ± 30 lb ft).
38. Support differential (35) in vee block type supports.
39. Install Tooling (B) into the differential bevel gear. Turn the gears clockwise by two revolutions.
Turn the gears counterclockwise by two revolutions. The maximum torque that is required to turn
the gears must not exceed 35 N·m (26 lb ft). If the maximum torque that is required to turn the
gears is more than 35 N·m (26 lb ft), the differential must be reassembled.
40. Position differential and bevel gear (36) on blocks, as shown.
41. Position a suitable lifting device on differential (35) . Install differential (35) on differential and
bevel gear (36) . Install the 14 bolts, the washers, and the nuts. Tighten the nuts to a torque of 440
± 40 N·m (325 ± 30 lb ft).
42. Raise the temperature of roller bearing cone (37) to a maximum temperature of 135 °C (275 °F).
43. Install roller bearing cone (37) onto the differential. Roller bearing cone (37) must touch surface
(38) .
44. Turn over the differential. Raise the temperature of roller bearing cone (39) to a maximum
temperature of 135 °C (275 °F).
45. Install roller bearing cone (39) onto the differential. Roller bearing cone (37) must touch the
shoulder of the differential.
46. Position a suitable lifting device on the differential. The weight of the differential is
approximately 249 kg (550 lb). Install bearing cages (40) on the differential. Install the bearing
cages (40) with the dowel holes in the up position.
47. Lower the differential to the differential carrier assembly. Do not rest the differential on the
differential carrier assembly. Install roller bearing cups (41) in roller bearing cages (40) .
48. Install one adjustment ring (42) on each end of the differential. Do not tighten adjustment rings
(42) at this time.
49. Install bearing caps (43) and (44) . Dowels (45) must align with holes (46) in bearing cages (40) .
50. Install the washers and the bolts that secure bearing caps (43) . Do not tighten the bolts to full
torque.
51. Use Tooling (H) to attach the differential and bevel gear to Tooling (A) . The teeth of the
differential bevel gear must be positioned in the up position.
52. Position Tooling (J) on the differential carrier assembly, as shown.
53. Use Tooling (K) (not shown) to tighten the bottom adjustment ring until a backlash of 0.41 ± 0.13
mm (0.0161 ± 0.0051 inch) exists between the differential bevel gear and the pinion assembly.
54. Position Tooling (J) (not shown) on the differential carrier assembly.
55. Use Tooling (K) to adjust the top adjustment ring so that dimension (Z) increases by 0.64 to 0.76
mm (0.025 to 0.030 inch).
56. Rotate the differential bevel gear by several revolutions in each direction.
57. Use Tooling (K) to loosen the top adjustment ring so that no tension is on the bearings.
58. Use Tooling (K) to adjust the top adjustment ring so that dimension (Z) increases by 0.51 ± 0.05
mm (0.020 ± 0.002 inch).
59. Position Tooling (J) , as shown. Measure the backlash from the differential bevel gear to the
pinion assembly. If the measurement is not equal to 0.41 ± 0.13 mm (0.0161 ± 0.0051 inch), then
adjustment is required. Adjust the adjustment rings equally. If the top adjustment ring is loosened,
the bottom adjustment ring should be tightened by the same amount. If the adjustment rings are
not adjusted equally then the bearing preload will be incorrect.
60. Tighten bolts (49) to a torque of 1100 ± 150 N·m (811 ± 111 lb ft). Position locks (47) and (48) on
the bearing caps. Install the two locking bolts and the washers.
End By: Install the differential and bevel gear. Refer to Disassembly and Assembly, "Differential and
Bevel Gear - Install".
2 #11, /"". 2 % 3 #9 #. -- :" ""/"".

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Differential and Bevel Gear - Install

SMCS - 3254-012; 3256-012; 3258-012
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Transmission, Transfer Gears, and Differential - Remove

SMCS - 3030-011; 3159-011; 3258-011
Removal Procedure
Table 1
Required Tools
B 0S-1626 Bolt 3
B 5P-8248 Washer 6
Start By:
A. Remove the main drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) -
Remove".
B. Remove the axle shafts. Refer to Disassembly and Assembly, "Axle Shaft - Remove".
NOTICE

containing fluids.
1. Drain the oil from the transmission and from the transmission tank into a suitable container. The
capacity of the transmission tank is 95 L (25 US gal). The capacity of the transmission system is
246 L (65 US gal). Refer to the Operation and Maintenance Manual, "Transmission Tank Oil -
2. Drain the oil from the axle housing assembly. The capacity of the axle housing assembly is 222 L
(59 US gal). Refer to the Operation and Maintenance Manual, "Differential and Final Drive Oil -
3. Position a suitable container below the transmission in order to contain hydraulic oil for storage or
for disposal.
5. Remove bolt (1) and the washer. Remove bolt (3), the hard washer, the grommet, and the spacer.
Remove guard (2) from the speed sensor and remove the clip (not shown) that is under the guard.
7. Put identification on two wire harnesses (7) for installation purposes. Disconnect two wire
harnesses (7) at the electrical connections. Remove bolt (8) and the hard washer from the
transmission.
8. Disconnect hose assembly (10). Disconnect wire harness (9) at the electrical connection. Remove
two clips (11) .
9. Disconnect hose assembly (12) from the transmission.
10. Disconnect hose assembly (13) from the bottom of the transmission.
11. Attach Tool (A) to the transmission. Secure Tool (A) to a hoist.
12. Install Tooling (B) (not shown) at location (X). Location (X) occurs three times around the
circumference of the transmission. Tooling (B) holds the differential and bevel gear to the
transmission.
13. Remove 26 full nuts (14) and the washers that hold the transmission in position.
14. Remove two full nuts (15) and the washers that hold the differential and bevel gear to the rear axle
housing.
15. Remove the transmission, the transfer gears, and the differential from the machine. The weight of
the transmission, transfer gears, and differential is 2223 kg (4900 lb).
16. Remove the O-ring seal from the differential carrier assembly.
17. Remove two bolts (16) and the washers. Remove cover (17) and the shim pack behind the cover.
18. Install a 1P-7405 Eyebolt in pin (18). Pull on the eyebolt in order to remove pin (18). Remove the
seal from pin (18) .
0 #11, 2"". 0 % 3 #/ #1 ,9 :" ""2"".

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Transmission, Transfer Gears, and Differential - Install

SMCS - 3030-012; 3159-012; 3258-012
Table 1
Required Tools
B 0S-1626 Bolt 3
B 5P-8248 Washer 6
C 6V-0006 Pliers 1
1. Attach Tool (A) to the transmission. Secure Tool (A) to the hoist. Position the transmission,
transfer gears and differential onto the axle housing assembly, as shown. The weight of the
transmission, transfer gears and differential is 2223 kg (4900 lb).
2. Install two full nuts (15) and the washers that hold the differential and bevel gear to the rear axle
housing. Tighten full nuts (15) to a torque of 430 ± 60 N·m (317 ± 44 lb ft).
3. Install 26 full nuts (14) and the washers that hold the transmission in position. Tighten full nuts
4. Remove Tooling (B) from location (X). Location (X) occurs three times around the circumference
of the transmission.
5. Connect hose assembly (13) to the bottom of the transmission.
6. Connect hose assembly (12) to the transmission.
7. Connect hose assembly (10). Connect wire harness (9) at the electrical connection. Install two
clips (11) .
8. Connect two wire harnesses (7) at the electrical connections. Install bolt (8) and the hard washer.
9. Connect wire harness (4) to speed sensor (6). Tighten the nut clockwise with Tool (C) (not shown)
and insert lockwire (5) to the next hole in the clockwise direction.
10. Install the clip (not shown) that is under the guard. Position guard (2) on the speed sensor. Install
the spacer, the grommet, the hard washer, and bolt (3). Install bolt (1) and the washer.
Note: Refer to Power Train, Testing and Adjusting, "Differential and Bevel Gear - Adjust" for the
correct procedure to adjust pin (19) .
11. Install O-ring seal (18) on pin (19). Install pin (19) in the axle housing assembly.
12. Install the shim pack, cover (17), two bolts (16), and the washers.
13. Fill the transmission and the transmission tank with oil. The capacity of the transmission tank is
95 L (25 US gal). The capacity of the transmission system is 246 L (65 US gal). Refer to the
Operation and Maintenance Manual, "Transmission Tank Oil - Change" for the correct procedure.
14. Fill the axle housing assembly with oil. The capacity of the axle housing assembly is 222 L (59
US gal). Refer to the Operation and Maintenance Manual, "Differential and Final Drive Oil -
End By:
a. Install the axle shafts. Refer to Disassembly and Assembly, "Axle Shaft - Install".
b. Install the main drive shaft. Refer to Disassembly and Assembly, "Drive Shaft (Main) - Install".
0 #//, 1"". 0 % 2 #8 #/ -, 9" ""1"".

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Speed Sensor (Transmission) - Remove

SMCS - 3175-011
Removal Procedure
Table 1
Required Tools
A 6V-0006 Pliers 1
1. Remove bolt (1) and remove the washer. Remove bolt (3), the hard washer, the grommet, and the
spacer. Remove guard (2) from the speed sensor and remove the clip (not shown) that is under the
guard.
3. Remove the remaining four bolts (3), the hard washers, the grommets, and the spacers that hold
sensor housing (7) on the cover assembly. Slide sensor housing (7) toward the rear of the vehicle
off the governor drive shaft.
4. Remove spacer (8) from sensor housing (7) .
0 #11, 2"". 0 % 3 #/ 2" #/ 6" ""2"".

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Speed Sensor (Transmission) - Disassemble

SMCS - 3175-015
Table 1
Required Tools
A FT-0995 Puller Jaw 2
A 9S-9155 Spacer 1
A 5F-7345 Screw 1
A 1P-0070 Head 1
Start By:
A. Remove the transmission speed sensor. Refer to Disassembly and Assembly, "Speed Sensor
(Transmission) - Remove".
1. Remove speed sensor (2) from sensor housing (1). Remove the O-ring seal from speed sensor (2) .
2. Turn sensor rotor (3) so that four bolts (4) and the washers can be seen through the openings in
sensor rotor (3), as shown.
3. Remove four bolts (4) and the washers that hold the retainer to sensor housing (1). Remove sensor
rotor (3) and the retainer from sensor housing (1) .
4. Remove retaining ring (6) that holds ball bearing (5) to sensor rotor (3) .
5. Use Tooling (A) in order to remove ball bearing (5) from sensor rotor (3) .
6. Remove retainer (7) from sensor rotor (3) .
0 #11, /"". 0 % 2 #8 /" 8" 9" ""/"".

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Speed Sensor (Transmission) - Assemble

SMCS - 3175-016
Assembly Procedure
Table 1
Required Tools
Tube with an inside diameter of 1
A
31 mm (1.22 inch)
1. Position retainer (1) on sensor rotor (3), as shown.
2. Position ball bearing (2) on sensor rotor (3). Use Tool (A) and a suitable press in order to install
ball bearing (2) in sensor rotor (3) .
3. Install retaining ring (4) in groove (X) on the sensor rotor.
4. Position sensor housing (5), as shown. Rotate the retainer so that the flat edge (Z) is positioned
directly over opening (Y) in the sensor housing.
5. Install O-ring seal (6) on speed sensor (7). Make sure that the adjustable cap on speed sensor (7) is
fully extended.
6. Install speed sensor (7) in sensor housing (5). Tighten speed sensor (7) to a torque of 25 ± 5 N·m
(18 ± 4 lb ft).
End By: Install the transmission speed sensor. Refer to Disassembly and Assembly, "Speed Sensor
(Transmission) - Install".
/ #00, 1"". / % 2 #8 1" -. 9" ""1"".

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Speed Sensor (Transmission) - Install

SMCS - 3175-012
Table 1
Required Tools
A 6V-0006 Pliers 1
1. Install spacer (8) on sensor housing (7) with the lip of the spacer toward the transfer gear case.
2. Position sensor housing (7) and spacer (8) on the cover assembly. Make sure that the splines on
the sensor shaft are engaged with the splines in the sensor rotor.
3. Install four spacers, four grommets, four hard washers, and four bolts (3) .
4. Use Tool (A) (not shown) in order to connect wire harness (4) to speed sensor (6) at the electrical
connector. Install a new lockwire (5) .
5. Position the clip (not shown) and guard (2). Install bolt (1) and the washer. Install the spacer, the
grommet, the hard washer, and bolt (3) .
1 #22, 3"". 1 % 4 #/ 3# #/ :" ""3"".

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Traction Control Valve - Remove

SMCS - 4801-011; 4811-011
Removal Procedure
Start By:
A. Install the body retaining pin. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
B. Install the wheel chocks. Refer to Disassembly and Assembly, "Wheel Chock (Front and Rear) -
NOTICE
containing fluids.

be thoroughly cleaned. This will prevent dirt from entering the internal components.
1. Position a suitable container below the traction control valve in order to contain hydraulic oil for
storage or for disposal.
2. Remove electrical connectors (1) and (2) from the clips. Disconnect the wire harnesses at
electrical connectors (1) and (2) .
3. Remove electrical connectors (3) and (5) from the clips. Disconnect the wire harnesses at
electrical connectors (3) and (5). Remove two bolts (4) and (6) and the washers.
4. Disconnect five hose assemblies (7), (8), (9), (10) and (11) .
5. Position a lifting sling around the traction control valve. Secure the lifting sling to a suitable hoist.
Remove three bolts (12) and the washers. Remove the traction control valve from the machine.
The weight of the traction control valve is 27 kg (60 lb).
/ #00, 1"". / % 2 #8 1# ,1 9" ""1"".

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Traction Control Valve - Disassemble

SMCS - 4801-015; 4811-015
Start By:
A. Remove the traction control valve. Refer to Disassembly and Assembly, "Traction Control Valve -
Remove".
mechanism.
3. Remove O-ring seal (4) from cover (3) .
4. If necessary, remove spring pin (5) .
5. Remove retainer (6) .
6. Remove O-ring seal (7) from retainer (6) .
7. Remove screen assembly (8) from retainer (6) .
8. Remove pipe plugs (9) .
9. Remove pipe plug assembly (10) .
10. Remove bolts (12), and the clip.
11. Remove solenoid valve (11) .
12. Remove O-ring seals (13) .
13. Remove plug (15) and the O-ring seal from solenoid valve (11) .
14. Remove screen (14) and the O-ring seal from solenoid valve (11) .
15. Remove locknut (16) and the spring.
16. Remove coil assembly (17) .
17. Remove cartridge assembly (18) .
18. Remove O-ring seals (19), (20), (21), and (22) from cartridge assembly (18) .
Note: A backup ring is located on each side of the O-ring seals.
19. Remove backup rings (23), (24), and (25) from cartridge assembly (18) .
20. Remove bolts (26), and clip (27) .
21. Remove manifold (28) .
22. Remove O-ring seals (29) from manifold (28) .
23. Remove dust caps (30) .
24. Remove nipple assemblies (31) .
25. Remove O-ring seal (32) from each nipple assembly (31) .
26. Remove plug (33) .
28. Remove adapter (35) .
29. Remove O-ring seal (36) from plug (33) .


32. Remove clip (39) .
33. Remove cover (40) .
35. Remove spool assembly (42) .
36. Remove slug (43) from spool (42) .
38. Remove piston (45) .
39. If necessary, remove spring pin (46) from load piston (45) .


43. Remove spool assembly (50) .
44. Remove slug (51) from spool (50) .
45. Remove springs (52) and (53) .
46. Remove dowel (54) .
47. Remove washer (56) and ball (55) .
1 #22, /"". 1 % 3 #9 /# -9 :" ""/"".

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Traction Control Valve - Assemble

SMCS - 4801-016; 4811-016
Assembly Procedure
Note: Cleanliness is an important factor. Before the assembly procedure, all parts should be
thoroughly cleaned in cleaning fluid. Allow the parts to air dry. Wiping cloths or rags should not
be used to dry parts. Lint may be deposited on the parts which may cause later trouble.
necessary.
3. Install ball (55) and washer (56) .
4. Install dowel (54) .
5. Install springs (53) and (52) .
6. Install slug (51) into spool (50) .
7. Install spool assembly (50) .
8. Install O-ring seals (49) .


9. Position cover assembly (48), as shown. Install five bolts (47) and the washers.
10. If necessary, install spring pin (46) into load piston (45) .
11. Install piston (45) .
13. Install spool (42) into slug (43) .
14. Install spool assembly (42) .


16. Position cover (40) and clip (39), as shown. Install bolts (38) .
17. Install O-ring seal (37) on adapter (35) .
18. Install O-ring seal (33) onto plug (36) .
19. Install adapter (35). Install O-ring seal (34) onto adapter (35) .
20. Install plug (33) .
21. Install O-ring seal (32) onto each nipple assembly (31) .
22. Install nipple assemblies (31) .
23. Install dust caps (30) .
24. Install O-ring seals (29) onto manifold (28) .
25. Position manifold (28) and clip (27), as shown. Install bolts (26) .
26. Install O-ring seals (22), (21), (20) and (19) onto cartridge assembly (18) .
Note: A backup ring is located on each side of the O-ring seals.
27. Install backup rings (25), (24), and (23) onto cartridge assembly (18) .
28. Install cartridge assembly (18). Tighten cartridge assembly (18) to a torque of 30 ± 5 N·m (22 ± 4
lb ft).
29. Position coil assembly (17), as shown. Install locknut (16) and the spring. Tighten locknut (16) to
a torque of 16 ± 2 N·m (141.61 ± 17.7 lb in).
30. Install screen (14) and the O-ring seal into solenoid valve (11) .
31. Install plug (15) and the O-ring seal into solenoid valve (11) .
33. Position solenoid valve (11) and the clip, as shown. Install bolts (12) .
34. Install pipe plug assembly (10) .
35. Install pipe plugs (9) .
36. Install O-ring seal (7) into retainer (6) .
37. Install screen assembly (8) into retainer (6) .
38. Position retainer (6), as shown.
39. If necessary, install spring pin (5) .
40. Install O-ring seal (4) into cover (3) .
41. Position cover assembly (2), as shown. Install two bolts (1) .
End By: Install the traction control valve. Refer to Disassembly and Assembly, "Traction Control Valve
- Install".
1 #22, /"". 1 % 3 #9 // #, :" ""/"".

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Traction Control Valve - Install

SMCS - 4351-012; 4811-012
2. Position a lifting sling around the traction control valve. Secure the lifting sling to a suitable hoist.
3. Position the traction control valve to the frame assembly. Install three bolts (12) and the washers
that hold the traction control valve to the frame assembly. The weight of the traction control valve
is 27 kg (60 lb).
4. Connect five hose assemblies (7), (8), (9), (10), and (11) to the traction control valve.
5. Connect the wire harnesses at electrical connectors (3) and (5). Install electrical connectors (3)
and (5) into the clips. Install two bolts (4) and (6) and the washers.
6. Connect the wire harnesses at electrical connectors (1) and (2). Install electrical connectors (1)
and (2) into the clips.
End By:
a. Remove the body retaining pin. Refer to Disassembly and Assembly, "Pin (Body Retaining) -
/ #00, 1"". / % 2 #8 11 ,, 9" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
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Gear Pump (Torque Converter Charging, Scavenge, and Brake

Release) - Remove
SMCS - 5073-011
Removal Procedure
Start By:
NOTICE
containing fluids.

1. Drain the oil from the hoist, torque converter, and brake hydraulic tank into a suitable container
for storage or for disposal. Refer to Operation and Maintenance Manual, "Hoist, Torque Converter
and Brake Tank Oil - Change". The capacity of the tank is 250 L (66 US gal).
2. Position a suitable container under the torque converter. Drain the oil from the torque converter
into the suitable container for storage or for disposal.
3. Label all of the hose assemblies for installation purposes. Disconnect three hose assemblies (1)
from gear pump (2) .
4. Disconnect two hose assemblies (3) from gear pump (4) (if equipped).
Note: Gear pump (4) is an attachment. Hose assemblies (3) and gear pump (4) will only be
present if the machine is equipped with oil cooled brakes for the front wheels.
5. Disconnect hose assembly (6) from gear pump (2) .
6. Position a suitable lifting sling around gear pump (2) (not shown). Secure the suitable lifting sling
to a hoist.
7. Remove nine bolts (5) that hold gear pump (2) to the torque converter housing.
8. Install two 3/8 in - 16 NC forcing bolts in gear pump (2). Tighten the forcing bolts evenly.
9. Remove gear pump (2), gear pump (4) (if equipped), and the gasket as an assembly. The weight of
the assembly that includes gear pump (4) is 55 kg (121 lb). The weight of the assembly that does
not include gear pump (4) is 41 kg (90 lb).
1 #22, /"". 1 % 3 #9 // -" :" ""/"".

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Release) - Disassemble
SMCS - 5073-015
Table 1
Required Tools
A 1P-2322 Combination Puller 1
Start By:
A. Remove the gear pump. Refer to Disassembly and Assembly, "Gear Pump (Torque Converter
Charging, Scavenge, and Brake Release) - Remove".
NOTICE
containing fluids.

1. Remove locknut (1) and remove hard washer (2) .
2. Position Tool (A) on gear (3), as shown. Use Tool (A) in order to remove gear (3) from the gear
assembly.
3. Remove woodruff key (4) from the gear assembly.
4. Remove two bolts (5) and the washers from pump cover (7). Remove four bolts (6) and remove
the washers from pump cover (7) .
5. Remove pump cover (7) from the oil pump body.
6. Remove the two gears (not shown) that are under pump cover (7) .
7. Remove O-ring seal (9) from pump cover (7) .
8. Use Tooling (B) (not shown) in order to remove two bearings (8) from pump cover (7) .
9. Remove woodruff key (12) from gear assembly (10) .
10. Remove oil pump body (13) from the gear pump.
11. Remove four dowels (11) from oil pump body (13) .
Note: Two of the dowels are located on the opposite side of the oil pump body.
12. Remove O-ring seal (14) from oil pump body (15) .
13. Label each component on the outside for assembly purposes, as shown.
14. Remove two bolts (17) .
15. Remove oil pump cover (16) and oil pump body (18) as an assembly from oil pump body (15), as
shown.
Note: This assembly is an attachment for machines with front cooled brakes. If the machine is not
equipped with front cooled brakes, remove the plate (not shown) that is held in position by bolts
(17) .
16. Refer to the following procedure in order to disassemble oil pump body (18) and oil pump cover
(16) (if equipped):
a. Remove O-ring seal (20) from oil pump cover (16) .
b. Remove four bolts (19) and the washers that hold oil pump cover (16) to oil pump body
(18) .
c. Remove oil pump cover (16) from oil pump body (18) .
d. Remove two dowels (22) from oil pump cover (16) .
e. Use Tooling (B) (not shown) in order to remove two bearings (21) from oil pump cover
(16) .
f. Label oil pump gear (23) and oil pump gear (24) for assembly purposes. Remove oil pump
gear (23) and oil pump gear (24) from oil pump body (18) .
g. Remove two bearings (25) from oil pump body (18) .
17. Remove oil pump cover (26) from oil pump body (15) .
18. Remove O-ring seal (28) from oil pump cover (26) .
19. Use Tooling (B) (not shown) in order to remove two bearings (27) from oil pump cover (26) .
20. Remove two gears (30) from the gear assemblies.
21. Remove oil pump body (29) from oil pump body (15) .
22. Remove four dowels (31) from oil pump body (29) .
24. Remove woodruff key (32) from the gear assembly.
26. Remove gear assembly (10) and gear assembly (35) from oil pump body (15) .
27. Use Tooling (B) (not shown) in order to remove two bearings (36) from oil pump body (15) .
1 #22, /"". 1 % 3 #9 /, #- :" ""/"".

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Release) - Assemble
SMCS - 5073-016
Assembly Procedure
Table 1
Required Tools
1. Use Tooling (A) in order to install two bearings (36) in oil pump body (15). Install the bearings so
that the orientation of each bearing joint is 30 degrees ± 15 degrees toward outlet port (37) from
centerline (38) of the two bearings. Install the bearings to a depth of 1.50 ± 0.25 mm (0.059 ±
0.010 inch) below the surface of oil pump body (15) .
2. Install gear assembly (10) and gear assembly (35) in oil pump body (15) .
3. Install O-ring seal (34) on oil pump body (15) .
4. Install woodruff key (32) in the gear assembly.
6. Install four dowels (31) in oil pump body (29). Install oil pump body (29) on oil pump body (15) .
7. Install two gears (30) on the gear assemblies.
8. Use Tooling (A) in order to install two bearings (27) in oil pump cover (26). Install the bearings
so that the orientation of each bearing joint is 30 degrees ± 15 degrees toward outlet port (39)
from centerline (40) of the two bearings. Install the bearings to a depth of 1.50 ± .25 mm (0.059 ±
0.010 inch) below the surface of oil pump cover (26) .
9. Install O-ring seal (28) on oil pump cover (26) .
10. Install oil pump cover (26) on oil pump body (15) .
11. Refer to the following procedure in order to assemble the gear pump that is an attachment on
machines that are equipped with oil cooled brakes for the front wheels:
a. Use Tooling (A) in order to install two bearings (25) in oil pump body (18). Install the
bearings so that the orientation of each bearing joint is 30 degrees ± 15 degrees toward slot
(41) from centerline (42) of the two bearings. Install the bearings to a depth of 1.50 ± 0.25
mm (0.059 ± 0.010 inch) below the surface of oil pump body (18) .
b. Install oil pump gear (23) and oil pump gear (24) in oil pump body (18) .
c. Use Tooling (A) in order to install two bearings (21) in oil pump cover (16). Install the
bearings so that the orientation of each bearing joint is 30 degrees ± 15 degrees toward slot
(43) from centerline (44) of the two bearings. Install the bearings to a depth of 1.50 ± 0.25
mm (0.059 ± 0.010 inch) below the surface of oil pump cover (16) .
d. Install two dowels (22) in oil pump cover (16) .
e. Install oil pump cover (16) on oil pump body (18). Install four bolts (19) and install the
washers that hold the oil pump cover to the oil pump body.
f. Install O-ring seal (20) on oil pump cover (16) .
12. Install oil pump cover (16) and oil pump body (18) as an assembly on oil pump body (15). Install
two bolts (17) .
Note: This assembly is an attachment for machines with front cooled brakes. If the machine is not
equipped with front cooled brakes, install the plate (not shown) on oil pump body (15) and install
two bolts (17) .
14. Install four dowels (11) in oil pump body (13) .
Note: Two of the dowels are located on the opposite side of the oil pump body.
15. Install oil pump body (13) on oil pump body (15) .
16. Install woodruff key (12) in gear assembly (10) .
17. Use Tooling (A) in order to install two bearings (8) in oil pump cover (7). Install the bearings so
that the orientation of each bearing joint is 30 degrees ± 15 degrees toward slot (45) from the
centerline of the two bearings. Install the bearings to a depth of 1.50 ± 0.25 mm (0.059 ± 0.010
inch) below the surface of oil pump cover (7) .
18. Install the two gears (not shown) on the gear assemblies.
19. Position oil pump cover (7) on the oil pump body. Install two bolts (5) and install the washers.
20. Install four bolts (6) and install the washers.
21. Install woodruff key (4) on the gear assembly.
22. Position gear (3) on the gear assembly and on the woodruff key.
23. Install hard washer (2) and install locknut (1). Tighten the locknut to a torque of 110 ± 13 N·m (80
± 10 lb ft).
24. Lubricate the gear pump with the oil that is being used in the gear pump. Turn the gear pump by
hand. The gear pump must rotate freely.
End By: Install the gear pump. Refer to Disassembly and Assembly, "Gear Pump (Torque Converter
Charging, Scavenge, and Brake Release) - Install".
1 #22, /"". 1 % 3 #9 /, ,9 :" ""/"".

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Release) - Install
SMCS - 5073-012
1. Position a suitable lifting sling (not shown) around gear pump (2). Secure the suitable lifting sling
to a hoist.
2. Install two 3/8 in - 16 NC guide bolts in the torque converter housing.
3. Install the gasket on gear pump (2).
4. Position gear pump (2) on the torque converter housing. Remove the guide bolts and install nine
bolts (5) that hold gear pump (2) in place.
5. Connect hose assembly (6) to gear pump (2) .
6. Connect two hose assemblies (3) to gear pump (4) (if equipped).
Note: These hose assemblies are only installed on machines that are equipped with oil cooled
brakes for the front wheels.
7. Connect three hose assemblies (1) to gear pump (2) .
8. Fill the hoist, torque converter, and brake hydraulic tank with oil to the correct level. Refer to the
Operation and Maintenance Manual, "Hoist, Torque Converter and Brake Tank Oil - Change".
The capacity of the tank is 250 L (66 US gal).
2 #11, /"". 2 % 3 #9 /9 #/ :" ""/"".

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Lateral Control Rod (Rear Axle Housing) - Remove and Install

SMCS - 7203-010
Removal Procedure
Table 1
Required Tools
1. Attach two lifting slings to the control rod. Attach the lifting slings to a hoist. The weight of the
control rod is 54 kg (120 lb).
2. Remove full nut (3) and the hard washer from each end of the control rod. Remove bolt (1) and
two washers (2) from each end of the control rod.
3. Use a brass punch and a hammer to remove pin (4) from each end of the control rod. Remove the
control rod from the machine.
4. Use a screwdriver to remove two lockrings (5) from each end of the control rod that holds bearing
(6) in position.
5. Position the control rod in a suitable press. Use Tool (A) in order to remove bearing (6) from each
end of the control rod.
Table 2
Required Tools
1. Use a screwdriver to install the bottom lockring into each end of the control rod. Position the
control rod in a suitable press. Use Tool (A) to install the bearings.
2. Install top lockring (5) in each end of the control rod.
3. Attach two lifting slings to the control rod. Attach the lifting slings to a hoist. Position the control
rod onto the axle housing and on the frame assembly. The weight of the control rod is 54 kg (120
lb).
4. Install pin (4) into each end of control rod. Install two washers (2) and bolt (1) to each end of the
control rod. Install full nut (3) and the washer to each end of the control rod.
1 #22, 3"". 1 % 4 #0 30 ,# :" ""3"".

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"/0112/2
Tire and Rim (Rear) - Remove

SMCS - 4202-011
Removal Procedure
Table 1
Required Tools
4C-5809 Hydraulic Pump 1
A
9U-7536 Lift Stand (55 ton) 2
B 8S-9906 Ratchet Puller 1
Start By:
Follow the recommended procedure for removal and installation of tires

and or wheel assemblies.
Ensure that the machine and tire and or wheel assembly are properly
supported at all times.
Improper procedures that are used to remove and install tires and or
wheel assemblies can result in personal injury or death.
Note: The removal for the outside tire and rim is shown. Refer to this procedure for the removal of the
inner tire and rim.
1. Position Tooling (A) under the rear of the machine. Use Tooling (A) in order to lift the rear of the
machine until the rear tires are off the ground.
2. Remove 18 of the 20 nuts (1) and washers (2) that hold the tire and rim in position.
Note: Leave two nuts (1) and the washers (2) in place on opposite sides of the rim.
3. Position a lift truck under the tire and rim. Use Tooling (B) and a suitable sling in order to fasten
the tire and rim to the lift truck, as shown.
4. The tire and rim can also be removed by using a tire handler, as shown.
5. Remove two remaining nuts (1) and the washers (2) from the tire and rim. Remove the tire and
rim. The weight of the tire and rim is approximately 1950 kg (4300 lb).
6. Remove bolts (3) , the washers, and cover (4) from the wheel.
7. Put identification on the tire and rim assembly for installation purposes. Remove 12 of 14 nuts (5)
and washers (6) from the tire and rim assembly.
Severe injury or death can occur if the inside tire and rim is removed
completely from the wheel assembly before it can be fastened to the
mast of the lift truck.
To avoid injury or death from a crushing injury, secure the inside tire
and rim to the lift truck before removal from the wheel assembly.
8. Position the lift truck so that the forks are under the tire and rim assembly. Use suitable blocking
and a lifting sling around the tire and rim assembly in order to secure the tire and rim assembly to
the lift truck. Remove the remaining two nuts (5) and washers (6) . Reposition the tire and rim
assembly outboard on the wheel assembly.
9. Reposition the lift truck so that the forks are under the tire and rim assembly. Position a lifting
sling around the tire and rim assembly and secure the lifting sling to the lift truck, as shown.
Remove the inner tire and rim assembly. The weight of the inner tire and rim assembly is
3 #22, /"". 3 % 4 #1 /1 -" :" ""/"".

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"/01-" 1
Tire and Rim (Rear) - Install

SMCS - 4202-012
Table 1
Required Tools
4C-5809 Hydraulic Pump 1
A
9U-7536 Lift Stand (55 ton) 2
B 8S-9906 Ratchet Puller 1
C 4C-5593 Anti-Seize Compound 1
Follow the recommended procedure for removal and installation of tires

and or wheel assemblies.
Ensure that the machine and tire and or wheel assembly are properly
supported at all times.
Improper procedures that are used to remove and install tires and or
wheel assemblies can result in personal injury or death.
1. Verify that all of the components of the tire and rim assembly are clean and free of foreign
material prior to installation.
2. Inspect all components for wear and replace the components, if necessary.
Note: The rim mounting surfaces must be free of paint and grease.
3. Position the lift truck so that the forks are under the tire and rim assembly. Position a lifting sling
around the tire and rim assembly and secure the lifting sling to the lift truck, as shown. Position
the tire and rim assembly on the wheel assembly.
Severe injury or death can occur if the inside tire and rim is removed
completely from the wheel assembly before it can be fastened to the
mast of the lift truck.
To avoid injury or death from a crushing injury, secure the inside tire
and rim to the lift truck before removal from the wheel assembly.
4. Reposition the lift truck, suitable blocking, and the lifting slings in order to position the inner tire
and rim assembly to the wheel. The weight of the inner tire and rim assembly is approximately
1950 kg (4300 lb).
5. The tire and rim assembly can also be installed by using a tire handler, as shown.
6. Apply Tooling (C) to the face of washers (6) and the threads of nuts (5) .
7. Install nuts (5) and washers (6) to the tire and rim assembly. Tighten nuts (5) to a torque of 1200 ±
50 N·m (885 ± 37 lb ft).
Note: The installation for the outside tire and rim is shown. Refer to this procedure for the
installation of the inner tire and rim.
8. Position cover (4) on the tire valve. Install bolts (3) and the hard washers.
Note: Step 8 is only necessary if the inside tire and rim was removed.
9. Position a lift truck under the tire and rim. Use Tooling (B) and a suitable lifting device in order to
fasten the tire and rim to the lift truck, as shown.
10. The tire and rim can also be installed by using a tire handler, as shown.
11. Place the tire and rim in position. The weight of the tire and rim is approximately 1950 kg (4300
lb).
12. Apply Tooling (C) onto nuts (1) and washers (2) . Install 2 of washers (2) and nuts (1) . Remove
Tooling (B) and the lift truck.
13. Install remaining nuts (1) and washers (2) .
14. Tighten nuts (1) to a torque of 1210 ± 55 N·m (890 ± 40 lb ft).
End By: Remove the wheel chocks. Refer to Disassembly and Assembly, "Wheel Chock (Front and
Rear) - Remove and Install".
2 #33, /"". 2 % 4 #1 /- " :" ""/"".

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Final Drive - Remove

SMCS - 4050-011
Removal Procedure
Table 1
Required Tools
B 128-4775 Lifting Bracket Assembly 1
C 143-4987 Adapter Lifting Bracket Assembly 1
D 2P-8312 External Retaining Ring Pliers 1
E 128-4776 Bracket Extension Assembly 1
Start By:
A. Remove the rear tire and rim. Refer to Disassembly and Assembly, "Tire and Rim (Rear) -
Remove".
NOTICE
containing fluids.

housing assembly is 222 L (59 US gal). Refer to the Operation and Maintenance Manual,
"Differential and Final Drive Oil - Change" for the correct procedure.
3. Attach Tool (A) to cover (1). Position a suitable lifting device on Tool (A). Secure the suitable
lifting device to a hoist.
4. Remove nine full nuts (2), the hard washers, and cover (1) from the planetary carrier.
5. Use two 1/2 inch - 13 NC forcing screws (3) to remove cover (1) from the planetary carrier.
Remove O-ring seal (4) from cover (1). The weight of cover (1) is 39 kg (85 lb).
6. Remove the upper five taperlock studs (5) from planetary carrier (6) .
7. Attach Tool (C) to Tool (B). Attach Tool (B) to a suitable hoist. Position Tool (C) to planetary
carrier (6), as shown.
8. Remove 34 bolts (7), the hard washers, and planetary carrier (6) from the wheel. The weight of
planetary carrier (6) is 408 kg (900 lb).
9. Remove O-ring seal (8) from planetary carrier (6) .
10. Remove O-ring seal (9) from the wheel assembly.
11. Use Tool (D) in order to remove retaining ring (10). Remove sun gear (11) and thrust washer (12)
from the axle shaft.
12. Remove eight locking bolts (15) and four retainers (14) .
13. Attach Tool (E) to Tool (B). Attach Tool (B) to a suitable hoist. Position Tool (E) in the groove of
ring gear (13), as shown. Remove ring gear (13) from the hub. The weight of ring gear (13) is 102
kg (225 lb).
1 #22, /"". 1 % 3 #9 /- /9 :" ""/"".

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Final Drive - Disassemble

SMCS - 4050-015
Table 1
Required Tools
Start By:
A. Remove the final drive. Refer to Disassembly and Assembly, "Final Drive - Remove".
1. Use Tool (A) (not shown) to remove retaining ring (1) from planetary shaft (2) .
2. Place planetary carrier (3) in a suitable press. The planetary carrier must be properly supported in
the press so that deformation does not occur. Remove planetary shaft (2) from planetary carrier
(3) .
3. Use a suitable lifting device to remove gear (4) from planetary carrier (3). The weight of gear (4)
is 75 kg (165 lb).
4. Remove two roller bearings (5) and three spacers (6) from gear (4) .
5. Repeat the procedure for the two remaining gear assemblies.
0 #11, 2"". 0 % 3 #9 2- 9. :" ""2"".

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Final Drive - Assemble

SMCS - 4050-016
Assembly Procedure
Table 1
Required Tools
1. Install two roller bearings (5) and three spacers (6) to gear (4). Install one spacer (6) between the
two roller bearings (5). The other two spacers (6) should be installed on each end of the two roller
bearings (5) .
2. Use a suitable lifting device to install gear (4) to planetary carrier (3). The weight of the gear is 75
kg (165 lb).
3. Place planetary carrier (3) in a suitable press. The planetary carrier must be properly supported in
the press so that deformation does not occur. Install planetary shaft (2) to planetary carrier (3) .
4. Use Tool (A) (not shown) to install retaining ring (1) to planetary shaft (2) .
5. Repeat the procedure for the two remaining gear assemblies.
End By: Install the final drive. Refer to Disassembly and Assembly, "Final Drive - Install".
0 #//, 1"". 0 % 2 #8 19 ", :" ""1"".

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Final Drive - Install

SMCS - 4050-012
Table 1
Required Tools
B 128-4775 Lifting Bracket Assembly 1
C 143-4987 Adapter Lifting Bracket Assembly 1
D 2P-8312 External Retaining Ring Pliers 1
E 128-4776 Bracket Extension Assembly 1
1. Attach Tool (E) to Tool (B). Attach Tool (B) to a suitable hoist. Position Tool (E) in the groove of
ring gear (13), as shown. Install ring gear (13) onto the hub. The weight of ring gear (13) is 102 kg
(225 lb).
2. Position four retainers (14) in the groove of ring gear (13). Apply 9S-3263 Thread Lock
Compound to the threads of locking bolts (15). Install eight locking bolts (15) .
3. Install thrust washer (12) and sun gear (11) onto the axle shaft. Use Tool (D) in order to install
retaining ring (10) .
4. Install O-ring seal (9) onto the wheel assembly.
5. Install O-ring seal (8) onto planetary carrier (6) .
6. Attach Tool (C) to Tool (B). Attach Tool (B) to a suitable hoist. Position Tool (C) to planetary
carrier (6), as shown.
7. Position planetary carrier (6) into the wheel. Install 34 bolts (7) and the hard washers. Tighten
8. Install the upper five taperlock studs (5) into planetary carrier (6). Tighten taperlock studs (5) to a
torque of 65 ± 10 N·m (48 ± 7 lb ft).
11. Position cover (1) on the planetary carrier. Install nine full nuts (2) and the hard washers.
12. Fill the final drives with oil. The capacity of one final drive is 42 L (11 US gal). Refer to the
Operation and Maintenance Manual, "Differential and Final Drive Oil - Change" for the correct
procedure.
End By: Install the rear tire and rim. Refer to Disassembly and Assembly, "Tire and Rim (Rear) -
Install".
1 #00, /"". 1 % 2 #8 /9 /" :" ""/"".

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Rear Wheel, Bearing, and Duo-Cone Seal - Remove - Equipped

with TCS
SMCS - 4208-011
Removal Procedure
Table 1
Required Tools
A 128-4775 Lifting Bracket Assembly 1
B 128-4776 Extension Bracket 1
D 1P-7404 Eyebolt 2
E 1P-7405 Eyebolt 2
Start By:
A. Remove the axle shaft. Refer to Disassembly and Assembly, "Axle Shaft - Remove (Equipped
with TCS)".
NOTICE


containing fluids.

1. Position a lift truck under the wheel assembly. The wheel assembly must be supported when the
retainer is not attached to the spindle.
2. Attach Tool (B) to Tool (A). Attach Tool (A) to a suitable hoist. Position Tool (B) in the groove
of ring gear (1), as shown. Remove ring gear (1) and hub (2) as an assembly. The weight of ring
gear (1) and hub (2) as an assembly is 213 kg (470 lb).
3. Attach Tooling (C) to wheel assembly (3). Position a suitable lifting device on Tooling (C).
Secure the suitable lifting device to a hoist. Support the weight of wheel assembly (3) .
4. Remove roller bearing cone (4). Remove wheel assembly (3) from the machine. The weight of
wheel assembly (3) is 907 kg (2000 lb).
5. Remove Duo-Cone seal (6) from seal retainer (5) .
6. Remove eight bolts (7) and the washers that hold seal retainer (5) in position on the wheel
assembly.
7. Install Tooling (D) in seal retainer (5). Remove seal retainer (5) from the wheel assembly.
8. Remove O-ring seal (8) from seal retainer (5) .
9. Put identification on roller bearing cup (9) for installation purposes. Remove roller bearing cup (9)
from the wheel assembly.
10. Put identification on roller bearing cup (10) for installation purposes. Remove roller bearing cup
(10) from the wheel assembly.
11. Put identification on roller bearing cone (11) for installation purposes. Remove roller bearing cone
(11) from rear spindle (12) .
12. Install Tooling (E) in retainer (13). Pull retainer (13) off rear spindle (12) .
14. Turn over retainer (13). Remove Duo-Cone seal (15) from retainer (13) .
15. Remove Duo-Cone seals (16) and (17) from the rear service and parking brake.
0 #//, 1"". 0 % 2 #8 19 ,9 :" ""1"".

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Rear Wheel, Bearing, and Duo-Cone Seal - Remove - Not

Equipped with TCS
SMCS - 4208-011
Removal Procedure
Table 1
Required Tools
A 128-4775 Lifting Bracket Assembly 1
B 128-4776 Extension Bracket 1
D 1P-7404 Eyebolt 2
E 1P-7405 Eyebolt 2
Start By:
B. Remove the axle shaft. Refer to Disassembly and Assembly, "Axle Shaft - Remove (Not
Equipped with TCS)".
NOTICE


containing fluids.

1. Position a suitable lifting device under wheel assembly (2). The wheel assembly must be
supported before the retainer is removed.
2. Remove twelve bolts (3), retainer (4) and shims (1) from wheel assembly (2) .
3. Attach Tool (B) to Tool (A) (not shown). Attach Tool (A) to a suitable hoist. Position Tool (B) in
the groove of ring gear (5), as shown. Remove ring gear (5) and hub (6) as an assembly. The
weight of ring gear (5) and hub (6) as an assembly is 213 kg (470 lb).
4. Attach Tooling (C) to wheel assembly (2). Position a suitable lifting device on Tooling (C).
Secure the suitable lifting device to a hoist. Support the weight of wheel assembly (2) .
5. Remove roller bearing cone (7). Remove wheel assembly (2) from the machine. The weight of
wheel assembly (2) is 907 kg (2000 lb).
6. Remove Duo-Cone seal (9) from seal retainer (8) .
7. Remove eight bolts (10) and the washers that hold seal retainer (8) in position on the wheel
assembly.
8. Install Tooling (D) in seal retainer (8). Remove seal retainer (8) from the wheel assembly.
9. Remove O-ring seal (11) from seal retainer (8) .
12. Put identification on roller bearing cone (14) for installation purposes. Remove roller bearing cone
(14) from rear spindle (15) .
13. Install Tooling (E) in retainer (16). Pull retainer (16) off rear spindle (15) .
15. Turn over retainer (16). Remove Duo-Cone seal (18) from retainer (16) .
16. Remove Duo-Cone seals (19) and (20) from the rear service and parking brake.
1 #22, /"". 1 % 3 #9 /0 -, :" ""/"".

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Rear Wheel, Bearing, and Duo-Cone Seal - Install - Equipped

with TCS
SMCS - 4208-012
Table 1
Required Tools
A 140-7642 Duo-Cone Seal Installer As 1
B 8T-9206 Duo-Cone Seal Installer As 1
C 1P-7405 Eyebolt 2
D 1P-7404 Eyebolt 2
G 128-4776 Extension Bracket 1
Note: If the wheel and the spindle are installed as a unit, the axle shaft must be installed in the spindle
first. The axle shaft cannot be installed on trucks that are equipped with the traction control after the unit
is installed.
1. Use Tool (A) to install the Duo-Cone seal to the rear service and parking brake.
2. Use Tool (B) to install the Duo-Cone seal to the rear service and parking brake.
3. Use Tool (B) to install the Duo-Cone seal on retainer (2) .
5. Install Tooling (C) into retainer (1) . Install retainer (1) onto rear spindle (3) .
6. Install two retaining pins (4) into rear spindle (3) .
7. Install roller bearing cone (4) onto rear spindle (3) .
8. Cool roller bearing cup (5) to a maximum of -54 °C (-65 °F). Install roller bearing cup (5) into the
wheel assembly.
the wheel assembly.
10. Install O-ring seal (7) onto seal retainer (8) .
11. Install Tooling (D) in seal retainer (8) . Install seal retainer (8) onto the wheel assembly.
12. Install eight bolts (10) and the washers that hold seal retainer (8) in position on the wheel
assembly.
13. Use Tool (A) to install Duo-Cone seal (9) onto seal retainer (8) .
View of an incorrectly installed seal ring
View of a correctly installed seal ring
Note: The orientation of seal ring (12) and ring seal (13) must be verified before the wheel
assembly is installed to the rear service and parking brake. Seal ring (12) and ring seal (13) are
located in the brake hub (11) . Brake hub (11) is part of the rear service and parking brake. When
seal retainer (8) is properly installed, seal retainer (8) will contact seal ring (12) .
14. Ring seal (13) must be installed with the yellow marking (X) along the outside diameter.
15. Attach Tooling (E) to wheel assembly (14) . Position a suitable lifting device to a hoist. The
weight of wheel assembly (14) is 907 kg (2000 lb).
16. Install wheel assembly (14) onto the rear spindle. Install roller bearing cone (15) .
18. Attach Tool (G) to Tool (F) . Attach Tool (F) to a suitable hoist. Position Tool (G) in the groove
of ring gear (16) , as shown. Install ring gear (16) and hub (17) as an assembly. The weight of ring
End By: Install the axle shaft. Refer to Disassembly and Assembly, "Axle Shaft - Install (Equipped with
TCS)".
1 #22, /"". 1 % 3 #9 / #9 :" ""/"".

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Rear Wheel, Bearing, and Duo-Cone Seal - Install - Not

Equipped with TCS
SMCS - 4208-012
Table 1
Required Tools
A 140-7642 Duo-Cone Seal Installer As 1
B 8T-9206 Duo-Cone Seal Installer As 1
C 1P-7405 Eyebolt 2
D 1P-7404 Eyebolt 2
G 128-4776 Extension Bracket 1
H 4C-4892 Fitting Kit 1
H 7H-1680 Lubrication Pump 1
J 6V-2012 Micrometer Depth Gauge 1
K 8T-0447 Dial Caliper 1
1. Use Tool (A) to install the Duo-Cone seal to the rear service and parking brake.
2. Use Tool (B) to install the Duo-Cone seal to the rear service and parking brake.
3. Use Tool (B) to install the Duo-Cone seal on retainer (2) .
5. Install Tooling (C) into retainer (1) . Install retainer (1) onto rear spindle (3) .
6. Install two retaining pins (4) into rear spindle (3) .
7. Install roller bearing cone (4) onto rear spindle (3) .
8. Cool roller bearing cup (5) to a maximum of -54 °C (-65 °F). Install roller bearing cup (5) into the
wheel assembly.
the wheel assembly.
10. Install O-ring seal (7) onto seal retainer (8) .
11. Install Tooling (D) in seal retainer (8) . Install seal retainer (8) onto the wheel assembly.
12. Install eight bolts (10) and the washers that hold seal retainer (8) in position on the wheel
assembly.
13. Use Tool (A) to install Duo-Cone seal (9) onto seal retainer (8) .
View of an incorrectly installed seal ring
View of a correctly installed seal ring
Note: The orientation of seal ring (12) and ring seal (13) must be verified before the wheel
assembly is installed to the rear service and parking brake. Seal ring (12) and ring seal (13) are
located in the brake hub (11) . Brake hub (11) is part of the rear service and parking brake. When
seal retainer (8) is properly installed, seal retainer (8) will contact seal ring (12) .
14. Ring seal (13) must be installed with the yellow marking (X) along the outside diameter.
15. Attach Tooling (E) to wheel assembly (14) . Position a suitable lifting device to a hoist. The
weight of wheel assembly (14) is 907 kg (2000 lb).
16. Install wheel assembly (14) onto the rear spindle. Install roller bearing cone (15) .
18. Attach Tool (G) to Tool (F) . Attach Tool (F) to a suitable hoist. Position Tool (G) in the groove
of ring gear (16) , as shown. Install ring gear (16) and hub (17) as an assembly. The weight of ring
NOTICE
To avoid damage to the braking system, do not exceed 5447 kPa (790
psi) when applying pressure to release the parking brake.
19. Install Tooling (H) to the rear parking and secondary brake, as shown. Use Tooling (H) to release
the parking brake.
20. Use the following procedure to determine the correct amount of shims (19) that need to be
installed.
21. Install retainer (18) and six bolts (20) that are equally spaced on retainer (18) . Do not install
shims at this time. Tighten bolts (20) to a torque of 140 N·m (105 lb ft).
22. Rotate wheel (14) by two complete revolutions. Tighten bolts (20) to a torque of 140 N·m (105 lb
ft).
23. Remove the torque from bolts (20) . Tighten bolts (20) to a torque of 110 N·m (81 lb ft).
ft).
ft).
26. Use Tool (J) to measure the distance from the outside of retainer (18) to the spindle. Use the two
opposite holes in retainer (18) to perform the measurements. Average the two measurements and
record this dimension.
27. Use Tool (K) to measure the thickness of retainer (18) . Record this dimension.
28. Subtract the dimension that was recorded in Step 27 from the dimension that was recorded in Step
26. Add 0.381 mm (0.0150 inch) to this dimension.
29. Remove bolts (20) and retainer (18) . Install shims (19) that have a total thickness of the
dimension that was determined in Step 28.
30. Install retainer (18) . Apply 9S-3263 Thread Lock Compound to the threads of bolts (20) .
31. Install bolts (20) that hold retainer (18) and shims (19) to the spindle. Tighten ten bolts (20) to a
torque of 250 ± 15 N·m (185 ± 11 lb ft).
End By:
a. Install the axle shaft. Refer to Disassembly and Assembly, "Axle Shaft - Install (Not Equipped
with TCS)".
b. Install the final drive. Refer to Disassembly and Assembly, "Final Drive - Install".
0 #11, /"". 0 % 2 #8 / ,/ 9" ""/"".

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Spindle (Rear) - Remove

SMCS - 4205-011
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the rear service and parking brake. Refer to Disassembly and Assembly, "Service and
Parking Brake (Rear) - Remove" for the Machine Systems.
NOTICE
containing fluids.

1. Loosen tube assembly (1). Rotate tube assembly (1) out of the way. Remove two bolts (2), the
spacer, and plate (3) .
2. Remove lockwire (4). Disconnect the wire harness from the magnetic wheel speed sensor.
3. Position a suitable container below the rear spindle in order to contain oil for storage or for
disposal. Attach Tool (A) to rear spindle (5). Position a suitable lifting device on Tool (A). Secure
the suitable lifting device to a hoist.
4. Remove 40 bolts (6) and the hard washers. Remove rear spindle (5) from the machine. The weight
of the rear spindle (5) is 667 kg (1470 lb).
5. Remove O-ring seal (7) from the rear spindle.
6. Remove magnetic wheel speed sensor (8) and the shims from the rear spindle.
7. Put identification on housing (10) for assembly purposes. Remove six bolts (9) and the hard
washers. Remove housing (10), ring (11), and plate (12) from the rear spindle.
1 #22, 0"". 1 % 3 #9 0 -0 :" ""0"".

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Spindle (Rear) - Install

SMCS - 4205-012
Table 1
Required Tools
A 6V-2012 Depth Micrometer 1
1. Position plate (12), ring (11), and housing (10) on the rear spindle. Apply 154-9731 Thread Lock
Compound to the threads of six bolts (9). Install six bolts (9) and the washers.
2. Install adapter (13) to a torque of 55 ± 5 N·m (41 ± 4 lb ft). Do not install shims (14) at this time.
3. Use Tool (A) (not shown) to measure depth (X) from the top of adapter (13) to ring (11) .
4. Subtract dimension (X) that was found in Step 3 from 167.36 ± 0.08 mm (6.590 ± 0.003 inch).
This is the correct thickness for the shims.
5. Remove adapter (13). Apply 154-9731 Thread Lock Compound to the threads of adapter (13).
Install shims (14) that are equal to the amount that was found in Step 4 onto adapter (13). Install
adapter (13) to a torque of 55 ± 5 N·m (41 ± 4 lb ft).
6. Apply 5P-3413 Pipe Sealant to the threads of magnetic wheel speed sensor (8). Install magnetic
wheel speed sensor (8) into adapter (13). Tighten magnetic wheel speed sensor (8) to a torque of
30 ± 4 N·m (22 ± 3 lb ft).
7. Install O-ring seal (7) onto the rear spindle.
8. Attach Tool (A) to rear spindle (5). Position a suitable lifting device on Tool (A). Secure the
suitable lifting device to a hoist. The weight of rear spindle (5) is 667 kg (1470 lb). Position rear
spindle (5) on the machine.
9. Install 40 bolts (6) and the hard washers. Tighten bolts (6) to a torque of 1050 ± 150 N·m (774 ±
111 lb ft).
10. Connect the wire harness to the magnetic wheel speed sensor. Install a new lockwire (4).
Lockwire (4) must be 150 ± 10 mm (6.0 ± 0.4 inch) long.
11. Apply 4C-5590 Anti-Seize Compound to the threads of two bolts (2) .
12. Position plate (3) and the spacer onto the rear spindle. Install two bolts (2) to a torque of 710 ± 25
N·m (524 ± 18 lb ft).
13. Rotate tube assembly (1) back to the original position. Tighten tube assembly (1) .
End By: Install the rear service and parking brake. Refer to Disassembly and Assembly, "Service and
Parking Brake (Rear) - Install" for the Machine Systems.
0 #11, 2"". 0 % 3 #6 2. #, 7" ""2"".

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Axle Shaft - Remove - Not Equipped with TCS

SMCS - 3278-011
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Removal Procedure
Table 1
Required Tools
B 2P-8312 External Retaining Ring Pliers 1
C 5P-7373 Axle Installer 1
Start By:
NOTICE

containing fluids.

housing assembly is 222 L (59 US gal). Refer to the Operation and Maintenance Manual,
"Differential and Final Drive Oil - Change" for the correct procedure.
Note: It is not necessary to remove the rear tire and rim in order to remove the axle shaft.
4. Remove nine full nuts (2), the hard washers and cover (1) from the planetary carrier.
5. Use two 1/2 inch - 13 NC forcing screws (3) to remove cover (1) from the planetary carrier.
Remove O-ring seal (4) from cover (1). The weight of cover (1) is 39 kg (85 lb).
6. Use Tool (B) (not shown) in order to remove retaining ring (6). Remove sun gear (5) and the
thrust washer from axle shaft (7). Use Tool (C) (not shown) to remove axle shaft (7) from the
wheel assembly.
/ #00, 1"". / % 2 #8 1. ," 9" ""1"".

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Axle Shaft - Remove - Equipped with TCS

SMCS - 3278-011
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Removal Procedure
Table 1
Required Tools
A 5P-7373 Axle Installer 1
Start By:
NOTICE
containing fluids.
Note: The following procedure can be used to remove the axle shaft from each side of the machine.
1. Position a suitable lifting device on wheel (1), as shown. Secure the lifting device to a hoist.
Remove twelve bolts (2), retainer (3), and shims (4) from wheel (1) .
2. Position a suitable lift truck below wheel (1), as shown.
3. Use Tool (A) to slide axle shaft (5) out of wheel (1), as shown.
4. Position a lifting sling around axle shaft (5), as shown. Secure the lifting sling to a suitable hoist.
5. Remove axle shaft (5) from wheel (1) by using the lifting sling and Tool (A). The weight of the
left hand axle shaft (5) is 82 kg (181 lb). The weight of the right hand axle shaft is 67 kg (148 lb).
6. If necessary, remove two socket head bolts (7) and clamp (6) from axle shaft (5) .
0 #11, 2"". 0 % 3 #6 2. 6. 7" ""2"".

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Axle Shaft - Install - Not Equipped with TCS

SMCS - 3278-012
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Table 1
Required Tools
B 2P-8312 External Retaining Ring Pliers 1
C 5P-7373 Axle Installer 1
1. Use Tool (C) (not shown) to install axle shaft (7) into the wheel assembly. Install the thrust
washer and sun gear (5) onto axle shaft (7). Use Tool (B) (not shown) in order to install retaining
ring (6) .
4. Position cover (1) on the planetary carrier. Install nine full nuts (2) and the hard washers.
5. Fill the final drives with oil. The capacity of one final drive is 42 L (11 US gal). Refer to the
Operation and Maintenance Manual, "Differential and Final Drive Oil - Change" for the correct
procedure.
End By: Remove the wheel chocks. Refer to Disassembly and Assembly, "Wheel Chock (Front and
Rear) - Remove and Install" for the Machine System.
0 #11, /"". 0 % 2 #8 /1 "- 9" ""/"".

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Axle Shaft - Install - Equipped with TCS

SMCS - 3278-012
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Table 1
Required Tools
A 5P-7373 Axle Installer 1
B 4C-4892 Fitting Kit 1
B 7H-1680 Lubrication Pump 1
C 6V-2012 Micrometer Depth Gauge 1
D 8T-0447 Dial Caliper 1
1. Verify that all of the components of the axle shaft are clean and free of foreign material prior to
installation.
2. Inspect all components for wear and replace the components, if necessary.
3. Install clamp (6) to axle shaft (5) .
Note: Clamp (6) must be positioned 1295 ± 5 mm (51.0 ± 0.2 inch) from the outboard end of axle
shaft (5) .
4. Apply 7M-7456 Compound to the threads of socket head bolts (7). Install two socket head bolts
(7) that hold clamp (6) to axle shaft (5) .
5. Tighten two socket head bolts (7) to a torque of 30 ± 5 N·m (22 ± 4 lb ft). Use a hammer and a
punch to stake clamp (6) in order to prevent two socket head bolts (7) from loosening.
6. Position a lifting sling around axle shaft (5), as shown. Secure the lifting sling to a suitable hoist.
7. Install axle shaft (5) to wheel (1) by using the lifting sling and Tool (A). The weight of the left
hand axle shaft (5) is 82 kg (181 lb). The weight of the right hand axle shaft is 67 kg (148 lb).
NOTICE
8. Install Tooling (B) to the rear parking and secondary brake, as shown. Use Tooling (B) to release
the parking brake.
9. Use the following procedure to determine the correct amount of shims (4) that need to be
installed.
a. Install retainer (3) and six bolts (2) that are equally spaced on retainer (3). Do not install
shims at this time. Tighten bolts (2) to a torque of 140 N·m (105 lb ft).
b. Rotate wheel (1) by two complete revolutions. Tighten bolts (2) to a torque of 140 N·m (105
lb ft).
c. Remove the torque from bolts (2). Tighten bolts (2) to a torque of 110 N·m (81 lb ft).
d. Rotate wheel (1) by two complete revolutions. Tighten bolts (2) to a torque of 110 N·m (81
lb ft).
e. Rotate wheel (1) by two complete revolutions. Tighten bolts (2) to a torque of 110 N·m (81
lb ft).
f. Use Tool (C) to measure the distance from the outside of retainer (3) to the spindle. Use the
two opposite holes in retainer (3) to perform the measurements. Average the two
measurements and record this dimension.
g. Use Tool (D) to measure the thickness of retainer (3). Record this dimension.
h. Subtract the dimension that was recorded in Step 9.g from the dimension that was recorded
in Step 9.f. Add 0.381 mm (0.0150 inch) to this dimension.
10. Remove bolts (2) and retainer (3). Install shims (4) that have a total thickness of the dimension
that was determined in Step 9.h.
11. Install retainer (3). Apply 9S-3263 Thread Lock Compound to the threads of bolts (2) .
12. Install bolts (2) that hold retainer (3) and shims (4) to the spindle. Tighten ten bolts (2) to a torque
of 250 ± 15 N·m (185 ± 11 lb ft).
End By: Install the final drive. Refer to Disassembly and Assembly, "Final Drive - Install".
1 #00, 2"". 1 % 3 #9 20 22 :" ""2"".

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Axle Housing and Support - Remove and Install

SMCS - 3260-010
Removal Procedure
Table 1
Required Tools
A 4C-4892 Fitting Kit 1
A 7H-1680 Lubrication Pump 1
Start By:
B. Remove the rear suspension cylinders. Refer to Disassembly and Assembly, "Rear Suspension
(Cylinder) - Remove" for the Machine Systems.
C. Remove the lateral control rod for the rear axle housing. Refer to Disassembly and Assembly,
"Lateral Control Rod (Rear Axle Housing) - Remove and Install".
NOTICE

containing fluids.

1. Drain the oil from the hoist, torque converter, and brake hydraulic tank into a suitable container.
The capacity of the hoist, torque converter, and brake hydraulic tank is 504 L (133 US gal). Refer
to the Operation and Maintenance Manual, "Hoist, Torque Converter and Brake Tank - Change".
2. Disconnect four hose assemblies (1), (2), (3), and (4). Disconnect all of the clips that hold the hose
assemblies to the support assembly.
3. Disconnect clip (5) from the axle housing. Disconnect hose assembly (6) and (7) from the axle
housing.
4. Remove two bolts (8), the spacer, and plate (9) from each of the spindles.
5. Remove lockwire (10). Disconnect the wire harness from the magnetic wheel speed sensor.
Remove all clips that hold the wire harness to the axle housing and support assembly. Repeat for
the other magnetic wheel speed sensor.
Typical example
NOTICE
6. Install Tooling (A) to the rear parking and secondary brake, as shown. Use Tooling (A) to release
the parking brake.
7. Position a suitable lifting device on support assembly (11). Secure the suitable lifting device to a
hoist.
8. Remove eight bolts (12) and the washers that hold support assembly (11) to the frame.
9. Position a lift truck under the axle housing, as shown. Secure the lift truck to the axle housing.
Use the lift truck and the hoist to remove the axle housing and the support assembly from the
machine. The weight of the support assembly is 635 kg (1400 lb).
10. Remove two caps (13) and two rings (18). Remove two thrust washers (14) .
11. Remove pin (17) from spherical bearing (19) .
12. Remove eight bolts (16), plate (15), plate (20), and spherical bearing (19) .
Table 2
Required Tools
A 4C-4892 Fitting Kit 1
A 7H-1680 Lubrication Pump 1
1. Install spherical bearing (19), plate (15), plate (20), and eight bolts (16). Tighten bolts (16) to a
torque of 270 ± 25 N·m (200 ± 18 lb ft).
2. Install pin (17) into spherical bearing (19) .
3. Install two thrust washers (14). Install two rings (18) and two caps (13) .
Typical example
NOTICE
4. Install Tooling (A) to the rear parking and secondary brake. Use Tooling (A) to release the
parking brake.
5. Position a suitable lifting device on support assembly (11). Secure the suitable lifting device to a
hoist.
6. Position a lift truck under the axle housing, as shown. Secure the lift truck to the axle housing.
Use the lift truck and the hoist to install the axle housing and the support assembly onto the
machine. The weight of the support assembly is 635 kg (1400 lb).
7. Install eight bolts (12) and the washers that hold support assembly (11) to the frame. Tighten bolts
8. Connect the wire harness to the magnetic wheel speed sensor. Install lockwire (10). Lockwire (10)
must be 150 ± 10 mm (6.0 ± 0.4 inch) long. Install all clips that hold the wire harness to the axle
housing and support assembly. Repeat for the other magnetic wheel speed sensor.
9. Apply 4C-5590 Anti-Seize Compound to the threads of two bolts (8). Repeat for the other side.
10. Position plate (9) and the spacer onto the rear spindle. Install two bolts (8) to a torque of 710 ± 25
N·m (524 ± 18 lb ft). Repeat for the other side.
11. Connect hose assembly (6) and (7) to the axle housing. Connect clip (5) to the axle housing.
12. Connect four hose assemblies (1), (2), (3), and (4). Connect all of the clips that hold the hose
assemblies to the support assembly.
13. Fill the hoist, torque converter, and brake hydraulic tank with hydraulic oil. The capacity of the
hoist, torque converter, and brake hydraulic tank is 503 L (133 US gal). Refer to the Operation
and Maintenance Manual, "Hoist, Torque Converter and Brake Tank - Change".
End By:
a. Install the lateral control rod for the rear axle housing. Refer to Disassembly and Assembly,
"Lateral Control Rod (Rear Axle Housing) - Remove and Install".
b. Install the rear suspension cylinders. Refer to Disassembly and Assembly, "Rear Suspension
(Cylinder) - Install" for the Machine Systems.
c. Install the transmission and transfer gears. Refer to Disassembly and Assembly, "Transmission
and Transfer Gears - Install".
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General Information
SMCS - 4800
Block Diagram Of The Transmission/Chassis Electronic Control System For "D Series Truck"
The Transmission/Chassis Electronic Control System electronically controls several functions. These
functions are shown below.
Backup Alarm
Transmission Shift Points
Hoist Function
Secondary Steering
Exhaust Diverter
Not all of the components in the block diagram are required during basic machine operation.
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Normal Operation
SMCS - 4800
The transmission/chassis ECM controls the transmission shift points. The basic components and
corresponding requirements for shifting of the transmission are listed below:
Shift Lever Switch - The ECM must know the desired gear position. The switch for the shift lever
provides a ground signal. The ground signal varies with the gear that has been selected.
Transmission Gear Switch - The ECM must know the transmission gear that is currently engaged.
Transmission Output Speed Sensor (TOS) - The ECM must know the output speed of the
transmission. One TOS sensor tells the ECM the speed of the transmission output shaft. The TOS sensor
provides this information.
Upshift Solenoid and Downshift Solenoid - The ECM must electrically shift the transmission. The
ECM uses two separate outputs to the solenoids in order to shift the transmission. The transmission is
always shifted one gear at a time. The ECM activates the solenoids electrically in order to shift the
transmission.
The items that follow are exceptions.
Do not attempt to shift from a forward or from a reverse gear to NEUTRAL if the machine is
moving faster than 8 km/h (5 mph). The ECM will not shift the transmission into NEUTRAL until
the ground speed is less than 8 km/h (5 mph). This discourages coasting in neutral at high speed,
which reduces transmission life. For more information, see the topic in System Operation,
"Neutral Coast Function".
The reverse gear will not engage until the ground speed is less than 4.8 km/h (3 mph). This
prevents the transmission from damaging during directional shifts.
The ECM does not downshift when the operator selects a speed that is not appropriate for the
current TOS. Automatic upshifting and/or downshifting will continue. When the TOS decreases to
the downshift point. The transmission gear and the selected gear will remain same. The selected
gear now becomes the new top gear.
The ECM shifts the transmission up one gear above the selected gear if the TOS reaches a critical
value. This helps protect the engine from overspeed. If the transmission is already in top gear, the
lockup clutch is deactivated.
The transmission/chassis ECM also controls the hoist, the autolube grease, the backup alarm, and the
start relay.
Note: All events regarding engine overspeed are recorded and available for examination. The
examination of these events requires the use of the proper service tool. See the topic in System
Operation, "Tattletale Function".
Note: Also see the topic in System Operation, "Additional Functions".
Four events are logged in the ECM.
Transmission abuse
Coasting in neutral
Engine overspeed
Machine overspeed
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Lockup Clutch Function

SMCS - 4800
The transmission/chassis ECM controls the torque converter lockup. When the ECM activates the
lockup solenoid the lockup clutch in the torque converter mechanically connects the torque converter
input shaft to the torque converter output shaft. This efficiently connects the power train to the engine.
The ECM keeps the lockup clutch engaged as much as possible during normal operation. When the
transmission shifts the lockup solenoid is deactivated for smoother shifting. The machine is in torque
converter drive when the lockup solenoid is deactivated. The transmission gears (reverse and neutral)
are torque converter drive. First gear is torque converter drive on the low end and direct drive on the
high end. The transmission gears (two through six) are direct drive.
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Hoist System Function

SMCS - 4800
This function is used to control the raising and the lowering of the body. The body hoist system follows
the requests of the operator. The requests of the operator are made through the hoist lever.
The body hoist system has two modes that will not allow the ECM to follow the requests of the operator.
The body hoist system will be forced into hold under ANY of the following six conditions.
After power is applied to the ECM the body hoist system will be forced into hold during the first
two seconds.
After the engine starts the body hoist system will be forced into hold for the first two seconds.
After the start relay has been energized the body hoist system will be forced into hold for the first
two seconds.
The body hoist system will be forced into hold if the ECM records an active fault with the hoist
lever.
The body hoist system does not respond when any combination of faults with the solenoids has
occurred and the body hoist system fails to respond to any requests from the operator.
Note: This is an example. If the solenoid that raises the bed is shorted to the +battery then the ECM will
activate the solenoid that is used to lower the bed. This is done in order to keep the bed from moving.
The override will be activated in order to prevent the bed from continuing to move after the fault is
removed. When the solenoid has an open circuit condition the ECM will activate the override.
The body hoist system will be forced into hold if the engine is not running AND the operator is
not trying to lower the bed with a dead engine.
If none of the above conditions are true, the override will stay active until the hoist lever is placed in the
hold position or the hoist lever moves through the hold position.
If the engine is dead and the body is in the up position, the operator must have a way to lower the body.
If the operator attempts to lower the body with a dead engine the override will be cancelled. The ECM
would NOT normally allow the body to be lowered with a dead engine.
The following conditions must be met in order to clear the override.
The hoist lever must be in the hold position for a moment. Next, the hoist lever must be in the
raise position for 15 seconds.
The start relay must be off.
The engine status must be OFF or the engine status must be unknown for at least 15 seconds.
The operator may then place the lever in the float position. The lower solenoid for the hoist will be
energized when the lever is in the float position. However, the valve that activates the hoist will NOT
move until pilot pressure is available.
Pilot pressure is attained from the parking brake release pump.
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Body Up Gear Limit Function

SMCS - 4800
This function limits the maximum ground speed of the machine after the load is dumped. The ground
speed is limited until the sensor tells the ECM that the body is DOWN. The ECM prevents upshifting to
any gear higher than the stored value. The value of the gear limit is programmable by the service
personnel. The maximum value of the gear limit is third gear. The value of the body up gear limit can
only be reset with the ET.
The range of numbers are listed below.
769D through 777D

Factory setting ... 1
Range ... 1 to 3
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Neutral Start Function

SMCS - 4800
The neutral start function restricts starting the engine if the shift lever is NOT in the NEUTRAL
position. When this function is enabled the ECM activates the start relay which then cranks the starting
motor.
This function is enabled when the following three conditions are satisfied.
The shift lever is in the NEUTRAL position.
The key start switch is in the START position.
The shift lever switch tells the ECM that the shift lever is in the NEUTRAL position. The key start
switch tells the ECM that the key start switch is in the START position. The parking brake switch tells
the ECM if the parking brake is engaged.
The ECM also performs the start prevent function. This function is enabled when the electrical system
voltage is greater than 36 volts. The ECM internally monitors electrical system voltage (+battery) that is
present at connector contact J1-1. When you improperly jump start a machine this function protects the
electrical system. When this function is enabled the ECM does not activate the start relay.
The ECM will also prevent the starter from engaging if the engine speed is greater than 300 rpm.
If the machine is equipped with the engine prelube function the ECM will not engage the starter until the
prelube function is complete or the manual override is used. If the prelube override is used a prelube
override event is logged by the ECM.
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Top Gear Function

SMCS - 4800
This function is enabled at all times. This function limits the maximum ground speed of the machine.
The ECM prevents upshifting to any gear that is greater than top gear. The value for top gear is stored in
the ECM. The value of the top gear is programmable with the ET or the ECAP. The value of the top
gear is programmed at the factory to the maximum top gear for the particular machine model.
The range of numbers are listed below.
771D
Range ... 3 to 6
769D, 773D, 775D, 776D and 777D

Range ... 3 to 7
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Controlled Throttle Shifting Function

SMCS - 4800
The controlled throttle shift function provides smoother shifting for all shifts that do not fall under the
control of the abusive shift logic.
On upshifts, this is accomplished by briefly lowering the throttle for the duration of the shift. This
lowering of the engine speed allows the engine speed to more closely match the transmission input
speed at the end of the shift.
On downshifts, this is accomplished by briefly raising the throttle for the duration of the shift. This
raising of engine speed allows the engine speed to more closely match the transmission input speed at
the end of the shift.
When the brakes are applied the normal controlled throttle shift commands are cancelled. When the
normal controlled throttle shift commands are not cancelled the stopping distance is greater. This would
occur due to the increase in engine speed as the machine does each downshift.
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Directional Shift Management Function

SMCS - 4800
The directional shift management function reduces stresses on the driveline. If the operator shifts the
transmission through the neutral position and the speed of the engine is greater than 1350 rpm, the ECM
will send a command that will set the desired engine speed briefly to low idle.
If the operator shifts the transmission through the neutral position and the speed of the engine is greater
than 1350 rpm, the ECM will record a transmission abuse event. In this case, the engine speed was so
high that the brief override of the throttle will not be sufficient to prevent this shift from being abusive.
Note: Shifts into neutral at high engine speeds are not abusive. Shifts into neutral do not trigger the
abusive shift logic.
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Neutral Coast Function

SMCS - 4800
The neutral coast function restricts coasting at high speed. Coasting in neutral reduces transmission life.
If the shift lever is moved from any gear into the NEUTRAL position and the machine is moving more
than 5 mph the ECM will not shift the transmission into neutral. If the ground speed is less than 5 mph
the transmission will shift into the NEUTRAL position. The neutral coast function is enabled at all
times.
Note: It is possible for an operator to bypass the restrictions for coasting at high speed in neutral.
However, the VIMS will issue a warning if the machine does coast at a high speed while in the neutral
position.
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Reverse Neutralizer Function

SMCS - 4800
The reverse neutralizer function is active when the transmission is in reverse and the hoist lever is in the
RAISE position. The reverse neutralizer function is used to prevent movement of the machine while the
machine is dumping. When the reverse neutralizer function is active, the ECM will shift the
transmission to the neutral position. This will prevent engagement of reverse gear. For further reverse
movement of the machine, the hoist lever must be placed in hold position, float position or lower
position. Shift the transmission to the neutral position, and then to the reverse position. The reverse
neutralizer function does not affect forward machine movement.
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Rapid Downshift Function

SMCS - 4800
During normal shifting, the ECM does not allow a turnaround shift for 2.3 seconds after a shift occurs.
A turnaround shift is an opposite shift from the previous shift. For example, a downshift is prevented for
2.3 seconds after an upshift and an upshift is prevented for 2.3 seconds after a downshift. This
turnaround time delay allows conditions to stabilize before an opposite shift. The delay prevents hunting
between gears.
The ECM overrides the turnaround time delay when the operator applies the brake or the retarder.
Downshifts now occur immediately as a result of the decreasing transmission output speed. This
function is provided in case the operator is required to make a sudden stop.
The service brakes or the retarder brakes also provide elevated shift points in order to increase brake
cooling.
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Elevated Downshift Function

SMCS - 4800
This function maximizes the flow of oil to the retarder. Elevating the shift point requires a higher engine
RPM. Therefore, there is a greater flow of oil to the retarder during retarder application. The engine
speed for upshifts is increased by approximately 250 RPM. The engine speed for downshifts is increased
by approximately 75 RPM. The elevated shift function is enabled whenever the retarder is applied.
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Economy Shift Function

SMCS - 4800
This function allows the operator to select "full power mode" or "economy mode". The default is "full
power mode".
The economy shift function is selectable through the Caterpillar Monitoring System. This function is
under sub-mode 7.7 or through ET.
The monitor will display the status of the function. The operator can choose faster cycle times or better
fuel economy. When the monitor shows "ON" the ECM is in the economy mode. When the monitor
shows "OFF" the ECM is in the full power mode.
This function can be enabled or disabled by using the "C" service switch.
Note: The economy shift function is not available on the 776D and 777D.
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Body Snub Function

SMCS - 4800
The body down snub function is intended to cushion the shock when the body makes contact with the
rail of the truck. As the body is lowered, the body up switch will determine when the body is close to the
rail of the truck. The ECM will automatically lower the command.
If the request from the operator is less than the snub command, the ECM will use the operator's request.
This will ensure that the body snub function will never cause the body to go faster than the operator's
request.
The body snub function will be cancelled whenever the operator moves the hoist lever out of the float
position or the lower position. The body snub function will not be enabled again until the body goes
above the body up switch activation level.
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Tattletale Function
SMCS - 4800
This function is a tool that is used as an aid for managers and maintenance personnel. This function
allows tracking of the history of the machine. The ECM stores the data from significant events. This
information is available through the ET service tool and the Caterpillar Monitoring System.
The events that are recorded are listed below.
Shift Counter - The counter records the number of transmission shifts from each gear to any
other gear. The maximum number of records is 1.28 million. A record is created when the position
of the transmission gear switch changes and stays in the new position for at least 0.5 seconds. The
information that is collected by the counter is for the office. The information can be used in order
to create a history of the shift patterns. The information can also be used for making comparisons
in order to predict repairs before the failure and set maintenance schedules.
Lockup Clutch Counter - This counter records the number of shifts into direct drive. The
maximum number of shifts that can be recorded is 12 million. The information that is collected by
the counter is for the office. The information can also be used for making comparisons in order to
predict repairs before the failure and set maintenance schedules.
Coasting in Neutral Counter - This counter records the number of occurrences when the speed
of the machine is greater than 19.3 km/h (12 mph) with the transmission in the neutral position.
Load Count- This counter records the number of loads that are carried during a specific period of
time. A count occurs if the body is up for 10 seconds or more.
Total Load Count- This counter records the total number of loads that have been carried by the
machine since the machine was new or the ECM was replaced. A count occurs if the body is up
for 10 seconds or more.
Transmission Abuse- This occurs when the operator shifts from NEUTRAL into FORWARD or
REVERSE with the engine speed above 1500 rpm.
Machine Overspeed- This occurs when the operator shifts to the maximum gear with the engine
at 2100 rpm (3500 engines) or 2475 rpm (3400 engines). If the engine speed exceeds 2300 rpm
(3500 engines) or 2675 rpm (3400 engines) a machine overspeed event is recorded.
QuickEvac- A record is kept of every time the Quick Evac function is performed. The event is
recorded whenever the pump is actuated by the service hose switch. Only one event will be
recorded for each power cycle to the ECM. This will prevent multiple recorded events for a single
Quick Evac operation.
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Prelubrication Function
SMCS - 4800
The prelubrication function uses an electric pump to lubricate the engine before starting. This will
reduce engine wear.
An electronic engine control is used to energize the prelubrication pump. The transmission ECM will
tell the engine control in order to activate the prelubrication system. The prelubrication function can be
enabled or disabled by using a service tool. The service tool can program the desired state into the
electronic engine control.
When the operator turns the key start switch to the start position, the ECM will then attempt the
prelubrication function. The ECM will command the engine control to start the prelubrication function.
This status is sent from the engine control. The ECM will not allow the machine to start until the
prelubrication function is complete.
The pump that is used for the prelubrication function is also used for the secondary steering function and
the Quick Evac function. Any time the prelubrication pump is energized, the secondary steering pump
will activate. See Systems Operation, "High Speed Oil Change System (Quick Evac)"and Systems
Operation, "Electronic Control Module" for additional information.
Note: The key start switch must be held in the crank position. This will start the prelubrication function.
If the key start switch is released during the prelubrication function, the prelubrication function will be
terminated. When the prelubrication function is complete, the ECM will start the engine.
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Exhaust Diverter Function

SMCS - 4800
This function is used in order to control the noise level of the exhaust during the dump cycle. This
function is controlled by the ECM. This function can also be controlled by the operator. Manual
operation is enabled by a toggle switch in the operator compartment.
The exhaust will be diverted through the muffler if the hoist mode is in the raise position.
This function will remain active until two seconds after the bed has returned to the down position. The
solenoid will be de-energized. The exhaust will again be routed through the bed.
When the operator uses the exhaust diverter switch, the exhaust will be routed through the muffler. The
exhaust will continue to be routed through the muffler until the switch is placed back into the automatic
position.
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Backup Alarm Function

SMCS - 4800
The backup alarm is used in order to alert personnel that the machine is backing up. When this function
is enabled the ECM causes the backup alarm to SOUND. When the operator selects REVERSE the
ECM activates the relay for the backup alarm which activates the backup alarm.
The function is enabled when the operator selects REVERSE at the shift lever. The shift lever tells the
ECM that the shift lever is in REVERSE.
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Component Descriptions
SMCS - 4800
The same ECM is used on a variety of models of mining trucks. All of the following electrical
components may not be present on all machines. The electronic control module recognizes the machine.
This is possible through the harness code plug and the Caterpillar Monitoring System. The electronic
control module recognizes components that are present. The locations of the components are listed on
the Electrical System Schematic in the service manual.
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SMCS - 7610-DTN
(S/N: AGC5SS6YS7CS8AS9XSAFSAGY)
Table 1
Contact Description
No. Function Type
J1-1 + Battery Power
J1-2 - Battery Power
J1-3 CAT Data Link - CAT Data Link
J1-4 Unused Unused
J1-7 Solenoid Return Solenoid Return
J1-8 Start Relay ON/OFF Driver 13
J1-9 CAT Data Link + CAT Data Link
J1-10 Secondary Steering Relay ON/OFF Driver
J1-11 Lockup Clutch Solenoid Proportional Driver 4
J1-12 Up Solenoid Proportional Driver 11
J1-13 Unused Unused

J1-14 Shift Lever 1 Switch to Ground 16
J1-15 Switch and Sensor Ground (Return Circuit) Switch and Sensor Ground
J1-17 Solenoid Valve (Exhaust Diverter) Proportional Driver 3
J1-18 Down Solenoid Proportional Driver 12
J1-20 Unused Unused
J1-21 Code 1 Switch to Ground 26
J1-23 Ground Verify (Shift Lever) Switch to Ground 6
J1-25 Service Brake Switch Switch to Ground 12
J1-26 Secondary Brake Switch Switch to Ground 13
J1-28 ECM Location Enable Switch to Battery 3
J1-29 Transmission Gear 1 Switch to Ground 4
J1-34 Unused Switch to Battery 2
J1-36 Ground Verify (Gear Switch) Switch to Ground 15
J1-37 Low Steering Pressure Switch Switch to Ground 11
J1-39 Unused Unused
J1-40 Key Switch Input Switch to Battery (1)
(1) The J1-8 driver receives power from the J1-40 input.
Table 2
Contact Description
No. Function Type
J2-1 Unused Proportional Driver 6
J2-4 Unused Unused
J2-5 Unused Unused
J2-6 Unused PWM 6 (Switch to GND 35)
J2-8 Unused Unused
J2-9 Unused No Connection
J2-11 Hoist Lever PWM 1 (Switch to GND 30)
J2-12 Sensor Power Supply + 8 Volts Sensor Power Supply + 8 Volts
J2-13 Raise Solenoid Proportional Driver 10
J2-14 Unused Unused
J2-15 +10V Power Supply (+10 Volts)
J2-18 Body Up Switch PWM 3 (Switch to GND 32)
J2-19 Lower Solenoid Proportional Driver 9
J2-20 Unused Unused
J2-22 Unused Open Collector (Output 3)
J2-23 Engine Output Speed Timer In 2
J2-24 Unused Unused

J2-25 Unused Unused
J2-26 Unused Unused
J2-28 Neutral Output Open Collector (Output 1)
J2-30 Unused Timer In 3Q
J2-34 Body Raise (Output) Open Collector (Output 4)
J2-35 Unused Timer In 3
J2-36 Unused Unused
J2-37 Backup Alarm ON/OFF Driver 14
J2-38 Transmission Output Speed Timer (Input 1)
(S/N: BBBBCABDABEC)
Table 3
Contact Description
No. Function Type
J1-3 CAT Data Link - CAT Data Link
J1-4 Unused Unused

J1-8 Start Relay ON/OFF Driver 13
J1-9 CAT Data Link + CAT Data Link
J1-10 Secondary Steering\Oil Evac Relay ON/OFF Driver
J1-11 Lockup Clutch Solenoid Proportional Driver 4
J1-12 Up Solenoid Proportional Driver 11
J1-13 Lockout Switch Switch to Ground
J1-17 Solenoid Valve (Exhaust Diverter) Proportional Driver 3
J1-18 Down Solenoid Proportional Driver 12
J1-20 QuickEvac Activation Sw Switch to Ground
J1-23 Ground Verify (Shift Lever) Switch to Ground 6
J1-25 Service Brake Switch Switch to Ground 12
J1-26 Secondary Brake Switch Switch to Ground 13
J1-28 ECM Location Enable Switch to Battery 3
J1-34 Secondary Steering Test Sw Switch to Battery 2

J1-36 Ground Verify (Gear Switch) Switch to Ground 15
J1-37 Low Steering Pressure Switch Switch to Ground 11
J1-39 QuickEvac Hose Detect Switch to Ground
J1-40 Key Switch Input Switch to Battery (1)
(1) The J1-8 driver receives power from the J1-40 input.
(S/N: BBBBCABDABEC)
Table 4
Contact Description
No. Function Type
J2-2 Lockout Lamp Proportional Driver 8
J2-4 Secondary Steering Pressure Sw Switch to Ground
J2-5 Unused Unused
J2-6 Machine Lockout Sw PWM 6 (Switch to GND 35)
J2-8 Unused Unused
J2-11 Hoist Lever PWM 1 (Switch to GND 30)
J2-12 Sensor Power Supply + 8 Volts Sensor Power Supply + 8 Volts
J2-13 Raise Solenoid Proportional Driver 10
J2-14 Unused Unused
J2-15 +10V Power Supply (+10 Volts)

J2-18 Body Up Switch PWM 3 (Switch to GND 32)
J2-19 Lower Solenoid Proportional Driver 9
J2-20 Unused Unused
J2-23 Unused Timer In 2
J2-24 + Engine Output Speed Timer In 3Q
J2-25 Unused Unused
J2-26 Unused Unused
J2-28 Neutral Output Open Collector (Output 1)
J2-30 - Converter Output Speed Timer In 3Q -
J2-34 Body Raise (Output) Open Collector (Output 4)
J2-35 - Engine Output Speed Timer In 3 -
J2-36 + Converter Output Speed Timer In 3Q +
J2-37 Backup Alarm ON/OFF Driver 14
J2-38 Transmission Output Speed Timer (Input 1)
Transmission/Chassis ECM
(1) ConnectorJ1
(2) ConnectorJ2
Decisions are made by the circuits in the electronic control module. Software in the electronic control
module activates the electronic circuits in the appropriate way to correctly operate the machine.
Connectors join the harness wiring to the inputs and outputs of the electronic control module. There are
two connectors with 40 contacts. Complete diagnostic codes are available with the ET. Some
information is available with the monitoring system.
The electronic control module monitors the condition of the machine for Proper system operation.
Components sense the condition of the machine. Components then send electrical signals to the inputs
of the electronic control module. The electronic control module compares the information from the
inputs to the stored information. The electronic control module then decides if outputs should be
activated. The activation is performed by sending electrical signals through the outputs to an electronic
circuit.
Inputs
Numerous inputs from the electronic control module monitor the machine's condition. Two types of
inputs exist. One type of input is the switch input. The other input device is a sensor. Switches and
harness wiring provide signals to the switch inputs of the electronic control module. Including open
circuit, short to +battery and short to ground. Sensors provide a constantly changing signal to the sensor
input of the electronic control module.
Outputs
The electronic control module responds to decisions by sending electrical signals through various
outputs. The outputs can cause one of the items that follow.
Create an action.
Provide information to other devices.
Supply sensor power.
Input/Output
The CAT Data Link is used to communicate with a service tool or other electronic control modules (if
equipped). The data link is bidirectional. Bidirectional communication allows sharing of information.
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Switches
SMCS - 1435; 7332
Pressure Switch (Secondary Brake)
Pressure Switch (Secondary Brake)
The secondary brake pressure switch is an input of the ECM. The secondary brake pressure switch
connects to connector contact J1-26. The switch tells the ECM when the secondary brakes or the parking
brake is applied. When the switch is activated, the ECM enables the rapid downshift function. This will
allow the transmission to be downshifted without a 2.3 second delay.
The switch has a connector with two contacts. Contact 1 connects to the ECM at J1-26. Contact 2 is the
ground contact that connects to the ECM at J1-16. The ECM records diagnostic codes that occur with
the switch as a CID 0627.
Pressure Switch (Service Brake)
Pressure Switch (Service Brake)
The service brake pressure switch is an input of the ECM. The service brake pressure switch connects to
contact J1-25. The switch tells the ECM when the manual retarder or the auto retarder are engaged. The
switch also tells the ECM when the service brakes are applied. The operator activates the retarder
control valve with the hand lever. The ECM then initiates the elevated downshift function. The ECM
then cancels the rapid downshift function.
The switch has a connector with two contacts. Contact 1 connects to the ECM at J1-25. Contact 2 is the
ground contact that connects to the ECM at J1-16. The ECM records diagnostic codes that occur with
the switch as a CID 0704.
Pressure Switch (Steering)
Pressure Switch (Steering)
The steering low pressure switch is an input to the ECM. The pressure switch connects to J1-37. When
the steering pressure drops below 1400 ± 140 kPa (203 ± 20 psi) the switch will open. The ECM will
identify a low pressure in the steering system. The switch will close again when the steering pressure
reaches 1900 kPa (275 psi).
The switch has three contacts in the harness connector. Contact "A" is connected to frame ground.
Contact "B" connects to the ECM at J1-37.
Pressure Switch (Secondary Steering)
Pressure Switch (Secondary Steering)
The pressure switch for the secondary steering is an input to the ECM. The pressure switch connects to
connector contact J2-4. The pressure switch is monitored when a QuickEvac is being performed. The
pressure switch is monitored in order to detect if the wheels of the machine are attempting to be moved
via the steering wheel. When the switch is activated during a QuickEvac, the QuickEvac will
immediately terminate.
Start Switch (Key)
Start Switch (Key)
The key start switch is an input of the ECM. The switch connects to connector contact J1-40. The switch
tells the ECM that the operator wants to start the engine. The ECM then initiates the neutral start
function. See Systems Operation, "Neutral Start Function" for more information. The signal is open
during normal operation. The switch closes to the +battery when the switch is in the START position.
The switch has a connector with four contacts. Contact 3 connects to the ECM. Contact 4 connects to
battery voltage. Contact 2 connects to the engine shutdown control. Contact 1 connects to the main
relay.
Note: After the switch is initially turned to the START position, the switch will not return to the START
position from the ON position. The switch must be turned to the OFF position. The switch can then be
turned to the START position.
The ECM does not record diagnostic codes that are related with the key start switch.
Switch (Secondary Steering Test)

The test switch for the secondary steering is an input to the ECM. The switch connects to connector
contact J1-34. The switch instructs the ECM about the ON/OFF status of the switch. The switch is
normally in the OFF position. When in the OFF position, the secondary steering pump will only operate
when additional oil pressure is needed in the steering system. When the switch is in the ON position, the
ECM will activate the brake and the secondary steering pump.
Switch (Machine Lockout)
The lockout switch is an input to the ECM. The lockout switch has one output that is spliced in order to
connect to connector contacts J2-6 and J1-13. The other output of the switch connects with the main
power relay. When the switch is activated, the main power relay will energize if the key start switch is in
the OFF position. When the switch is activated, the ECM is instructed to perforrm an engine lockout
function. See Systems Operation, "Engine Lockout Function".
Switch (Service Hose)

When connected to the machine, the service hose is an input to the ECM. The service hose connects to
connector contacts J1-39 and J1-20. When the hose is installed onto the machine, a ground signal is
detected at connector contact J1-39. The switch on the hose is activated in order to perform a
QuickEvac. When the switch is activated, a ground signal is detected at connector contact J1-20. See
Systems Operation, "High Speed Oil Change System (QuickEvac)" and Systems Operation, "Engine
Lockout Function" for additional information.
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Sensors
SMCS - 1408; 4800
Position Sensor (Hoist Lever)
Position Sensor (Hoist Lever)
Sensors provide information (input) to the ECM about conditions that change. The sensor signal changes
proportionally in order to reflect the condition that changes. The ECM recognizes a PWM signal from a
sensor. The PWM sensor produces a signal that varies the duty cycle as the condition changes.
The hoist lever position sensor is an input to the ECM. The hoist lever position sensor connects to
connector contact J2-11. The sensor tells the ECM about the operator's request for activity from the
hoist. The ECM activates the appropriate solenoids. There are several override functions and safety
measures with the hoist system. See Systems Operation, "Hoist System Function" for more information.
The sensor has a connector with three contacts. The sensor receives electrical power on pin "A" from the
battery. The sensor ground is connected to the ECM through pin J1-16. The sensor signal is connected to
the ECM through pin J2-11.
The ECM records diagnostic codes that occur with the sensor signal as a CID 0773. This diagnostic
code is recorded. This may cause the ECM to ignore requests for any additional hoists.
Position Sensor (Shift Lever)
Position Sensor (Shift Lever)
The shift lever sensor is an input of the ECM. The sensor connects to contacts J1-14, J1-19, J1-23, J1-
24, J1-27, and J1-35. The sensor tells the ECM the operator's highest desired gear. The shift lever is
connected mechanically to the shift lever in the shift console. The sensor has a connector with ten
contacts.
Five contacts on the sensor provide the ECM with the information for the position of the shift lever. For
each position of the shift lever, the sensor grounds two of the five contacts through internal diodes. The
sensor opens the other three contacts. The ECM interprets the status of the five contacts.
Contact 1 of the sensor provides the ECM with a ground verify signal. The contact is normally
connected to ground at all times. This tells the ECM that the sensor is connected. This prevents the ECM
from thinking that the switch is missing when the switch is between gears.
Contact 2 is connected to frame ground. Contact 10 provides a neutral signal to other devices in some
applications. Contact 6 is not connected. Contact 7 is blank. This contact serves as an index for the
mating connector.
The ECM records diagnostic codes with the sensor as a CID 0702.
Sensor (Body Up)
The body up sensor is an input to the ECM. The sensor connects to connector contact J2-18. The body
up sensor tells the ECM when the body is in the up position.
The sensor has a connector with three contacts. Contact "1" receives the electrical power from the
battery. Contact "3" is connected to frame ground. Contact "2" is connected to the ECM through pin J2-
18.
The ECM records diagnostic codes that occur with the body up sensor as a CID 0706.
Speed Sensor (Transmission Output)
Speed Sensor (Transmission Output)
The transmission output speed sensor is an input to the ECM. The transmission output speed sensor
connects to connector contact J2-38. The sensor tells the ECM the speed of the transmission output
shaft. The ECM uses the sensor information to properly shift the transmission. The sensor is located on
the gearbox housing at the input end of the transmission.
The sensor has a connector with three contacts. The sensor receives electrical power (10 VDC) on pin
J2-15. The sensor ground is connected to the ECM through pin J1-15. The signal is connected to the
ECM through pin J2-38.
The sensor signal is a square wave. The sensor signal wire is connected to contact "C". The amplitude of
the square wave is approximately 10 volts. The frequency (Hz) of the square wave is directly
proportional to the speed of the transmission output shaft.
Transmission output speed is directly related to machine ground speed. Therefore, the speedometer and
other electronic controls also use the sensor signal. The sensor signal is on contact "C".
The ECM records diagnostic codes that occur with the sensor signal as a CID 0701. The diagnostic code
is recorded while the machine is in operation and the signal is not correct.
Speed Sensor (Engine)

The engine speed sensor is an input of the ECM. The sensor connects to connector contact J2-23. The
speed sensor tells the ECM the speed of the engine. The ECM uses the information from the sensor to
calculate the slippage. The ECM sends the information on the slippage to the monitor on the CAT data
link. For more information, see Systems Operation, "Tattletale Function".
The engine speed sensor is a frequency sensor and the sensor is located on the flywheel housing. The
sensor generates an AC signal from the flywheel gear teeth. The frequency of the signal is directly
proportional to the speed of the engine.
The engine speed sensor has a connector with two contacts. The sensor sends the speed signal to the
ECM from contact 1. Contact 2 is connected to frame ground.

(S/N: BBBBCABDABEC)
The engine speed sensor is an input of the ECM. The sensor connects to connector contact J2-24 and J2-
35. The speed sensor tells the ECM the speed of the engine. The ECM uses the information from the
sensor to calculate the slippage. The ECM sends the information on the slippage to the monitor on the
CAT data link. For more information, see Systems Operation, "Tattletale Function".
The engine speed sensor is a frequency sensor and the sensor is located on the flywheel housing. The
sensor generates an AC signal from the flywheel gear teeth. The frequency of the signal is directly
proportional to the speed of the engine.
The engine speed sensor has a connector with two contacts. The sensor sends the speed signal to the
ECM from contact 1. Contact 2 is connected to the return for the engine speed sensor.
Transmission Switch
Transmission Switch
The transmission switch is an input to the ECM and the switch connects to contacts J1-29, 30, 31, 32,
33, and 36. The transmission switch tells the ECM the transmission gear that is active. The transmission
switch is connected mechanically to the rotary actuator of the transmission. The switch uses internal hall
effect technology. The switch has a connector with nine contacts.
Note: Pin 4 requires the +battery supply voltage in order to power the hall effect cells.
The switch contacts (2, 3, 6, 7, and 8) tell the ECM the current gear information. In each position of the
rotary actuator, the switch provides a low signal (0.5 VDC) at two of the five contacts. The switch also
provides a high signal (5.0 VDC) at the other three contacts at the same time. The ECM interprets the
status of the five contacts.
The number one contact of the switch provides the ECM with a ground. The number one contact is
connected to ground at all times. This tells the ECM that the switch is connected properly. This prevents
the ECM from thinking that the switch is missing when the switch is between gears.
Contact 10 of the switch is connected to frame ground at all times. Contact 4 of the switch is connected
to the sensor power supply at all times. Contact 9 is not connected. The position for connector contact 5
is blank. This blank space is an index for the mating connector.
The ECM records diagnostic codes that occur with the switch as a CID 0700. A record is made of the
diagnostic code if the combination of switch signals is invalid.
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Solenoid Valves
SMCS - 4800; 5479
Solenoid Valve (Upshift, Downshift, or Lockup)
Solenoid Valve (Upshift, Downshift, or Lockup)
The upshift and downshift solenoids are outputs of the ECM. The upshift solenoid connects to the ECM
at connector contact J1-12. The downshift solenoid connects to the ECM at connector contact J1-18. The
upshift solenoid and the downshift solenoid are used to shift the transmission. When the ECM decides to
shift, the corresponding solenoid is activated with +battery voltage until the shift occurs. The upshift
solenoid and the downshift solenoid control the flow of oil that turns the rotary actuator. The rotary
actuator is in the transmission hydraulic control system. Movement (turning) of the rotary actuator shifts
the transmission. The upshift solenoid and the downshift solenoid are located on the transmission
hydraulic controls at the top of the transmission.
The lockup solenoid is an output of the ECM. The lockup solenoid connects to contact J1-11. The
lockup solenoid electrically controls the direct drive function. The ECM activates the lockup solenoid
with +battery voltage and the lockup solenoid is deactivated when +battery voltage is not present. The
lockup solenoid controls the flow of the oil to the lockup clutch valve. Direct drive is used in the upper
transmission speeds. The lockup solenoid is activated when the machine is in direct drive. Torque
converter drive is used in the lower transmission speeds. The lockup solenoid is deactivated when the
machine is using torque converter drive.
The solenoids have a connector with two contacts. The solenoid receives +battery voltage from the
ECM through Contact 1. The solenoid receives ground from the ECM through contact 2.
The ECM records diagnostic codes that occur with the following solenoids: the upshift solenoid, the
downshift solenoid and the lockup solenoids. A diagnostic code with the upshift solenoid is recorded as
a CID 0707. A diagnostic code with the downshift solenoid is recorded as a CID 0708. A diagnostic
code with the lockup solenoid is recorded as a CID 0709.
Solenoid (Body Raise)
Solenoid (Body Raise)
The body raise solenoid is an output of the ECM. The solenoid connects to the ECM at connector
contact J2-13. When the solenoid receives the voltage, the solenoid activates the valve in order to allow
the body to raise.
The solenoid has a connector with two contacts. Contact 1 connects to the ECM and the contact receives
+battery voltage in order to activate the solenoid. Contact 2 is connected to the solenoid return J2-3.
The ECM records diagnostic codes that occur with the body raise solenoid. A diagnostic code with the
solenoid is recorded as a CID 0724.
Solenoid (Body Lower)
Solenoid (Body Lower)
The body lower solenoid is an output of the ECM. The solenoid connects to the ECM at connector
contact J2-19. When the solenoid receives the voltage, the solenoid activates the valve in order to allow
the body to lower.
The solenoid has a connector with two contacts. Contact 1 connects to the ECM and the contact receives
+battery voltage in order to activate the solenoid. Contact 2 is connected to the solenoid return J2-3.
The ECM records diagnostic codes that occur with the body lower solenoid. A diagnostic code with the
solenoid is recorded as a CID 0725.
Solenoid (Exhaust Diverter)
Solenoid (Exhaust Diverter)
The exhaust diverter solenoid is an output of the ECM. The solenoid connects to the ECM through a
switch at connector contact J1-17. When the solenoid receives the voltage, the solenoid activates the
baffle in order to allow the exhaust to be diverted through the muffler.
The solenoid has a connector with two contacts. Contact 1 connects to the ECM through a switch and
the contact receives +battery voltage in order to activate the solenoid. Contact 2 is connected to the
solenoid return J2-3.
The ECM records diagnostic codes that occur with the exhaust diverter solenoid. A diagnostic code with
the solenoid is recorded as a CID 1394.
1 #00, 2"". 1 % 3 # #. -# 9" ""2"".

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Relays
SMCS - 1408; 4493
Relay (Backup Alarm)
Relay (Backup Alarm)
The relay for the backup alarm is an output of the ECM. The relay connects to the connector contact J2-
37. The relay controls the backup alarm. The backup alarm alerts personnel that the machine is backing
up. See the topic System Operation, "Backup Alarm Function". When the operator selects REVERSE,
the ECM sends a +battery signal to the relay. When the relay is activated, +battery voltage is applied to
the backup alarm. The relay has five terminals. The terminal "85" receives the +battery signal from J2-
37 from the ECM. The terminal "86" is connected to frame ground through J2-3 of the ECM. The
terminal "30" connects to a +battery source. The terminal "87" connects to the backup alarm. The
terminal "87a" is not used.
Relay (Lockout Lamp)
Lockout Lamp Relay
The relay for the lockout lamp is an output of the ECM. The relay connects to connector contact J2-2.
The relay controls the lockout lamp. The lockout lamp alerts personnel of the status of the engine
lockout and the QuickEvac functions. See Systems Operation, "High Speed Oil Change System
(QuickEvac)" and Systems Operation, "Engine Lockout Function" for additional information. When the
ECM wants the lamp to turn ON, the ECM sends a +battery signal to the relay. When the relay is
activated, +battery is applied to the lockout lamp.
Secondary Steering/QuickEvac Relay

Note: Machines equipped with a QuickEvac system will have a slightly different wiring and component
configuration.
Secondary Steering Relay
Secondary Steering Relay
The relay for the secondary steering is an output of the ECM. The relay connects to connector contact.
J1-10. The relay controls the secondary steering motor. The secondary steering system allows the
operator to have steering when the primary steering has low operating pressure. When the primary
power steering has low pressure the pressure sensor tells the ECM. The ECM then sends a signal to the
relay. When the relay is activated, +battery voltage is applied to the secondary steering pump.
The relay has five terminals. The terminal "85" receives the output signal from J1-10 from the ECM.
The terminal "86" is connected to frame ground through J2-3 of the ECM. The terminal "30" connects to
a +battery source. The terminal "87" connects to the switch for manual operation of the relay for
secondary steering. The terminal "87a" is not used.
The ECM records diagnostic codes that occur with the secondary steering signal as a CID 0420.
QuickEvac Relay
The relay for the secondary steering is an output of the ECM. The relay connects to connector contact.
J1-10. The relay activates another relay which controls the secondary steering/prelube/quickEvac motor.
The secondary steering system allows the operator to have steering when the primary steering has low
operating pressure. When the primary power steering has low pressure the pressure sensor tells the
ECM. The ECM then sends a signal to the relay. When the relay is activated, +battery voltage is applied
to the secondary steering pump.
This relay also activates the QuickEvac function. The QuickEvac function allows the technician to
quickly evacuate the oil for an oil change procedure. When the service technician performs a
QuickEvac, the ECM sends a signal to the relay.
When the relay is activated, +battery voltage is applied to the secondary steering/prelube/quickEvac
relay. The relay will then activate the secondary steering/prelube/quickEvac pump.
The relay has five terminals. The terminal "85" receives the output signal from J1-10 from the ECM.
The terminal "86" is connected to frame ground through J2-3 of the ECM. The terminal "30" connects to
a +battery source. The terminal "87" connects to the switch for manual operation of the relay for
secondary steering. The terminal "87a" is not used.
The ECM records diagnostic codes that occur with the secondary steering signal as a CID 0420.
Relay (Start)
Relay (Start)
The start relay is an output of the ECM. The start relay connects to the ECM at connector contact J1-8.
The relay activates the starting motor. This relay is part of the neutral start function. See Systems
Operation, "Neutral Start Function" for more information. The ECM activates the relay with +battery
voltage and the relay is deactivated when the +battery voltage is not supplied. The start relay turns the
starting motor ON and OFF.
The relay has a connector with two contacts. Contact 2 connects to the ECM and the contact receives
+battery voltage in order to activate the solenoid. Contact 1 is connected to frame ground.
The ECM records diagnostic codes that occur with the start relay as a CID 0444.
1 #//, 2"". 1 % 3 # #/ #" 9" ""2"".

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Indicators
SMCS - 1408-LMP
Body Up Indicator Lamp
The body up indicator lamp is an output of the ECM. The body up indicator lamp will illuminate when
the body is not completely lowered.
The body up indicator lamp is located on the dash in the cab. The base of the body up indicator lamp has
two terminals. One terminal connects to the transmission/chassis ECM at connector contact J1-4. The
second terminal connects to J1-16.
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Backup Alarm
SMCS - 7406
Backup Alarm - The alarm sounds when

the transmission direction selector is in
the REVERSE position. The alarm alerts
the people behind the machine that the
machine is backing up.
The backup alarm is on the rear of the machine.
A three-position switch is on the rear of the backup alarm. The three positions on the switch are high,
low, and medium. The three-position switch regulates the volume of the alarm.
The alarm is set from the factory at the highest sound level. The setting should remain on high, unless
the job site requires a lower sound level.
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CAT Data Link

SMCS - 1408
The CAT data link is an input and an output of the ECM. The data link is connected to the ECM at
connector J1-3 and J1-9. The data link is designed to communicate with other electronic control
modules through the machine harness. The data link is not a visible component. The data link consists of
internal ECM circuits and the connecting harness wiring. The data link is bidirectional. The data link
allows the ECM to receive information and the data link allows the ECM to send information.
Caterpillar Electronic Technician (ET) also communicates with other ECM modules through the data
link. The ET will list the other ECM modules and the available diagnostic information. The information
that is received is shown below.
Engine Speed - shown on the Caterpillar Monitoring System.
The transmission/chassis ECM receives information of the location code from the Caterpillar
Monitoring System.
The transmission/chassis ECM sends the information via the data link. The information that is sent is
shown below.
Gear Status - shown on the Caterpillar Monitoring System.
Parking Brake Status - shown on the Caterpillar Monitoring System. Also, whenever the parking
brake is ON, Caterpillar Monitoring System shows the engine hours.
Machine Speed - shown on the Caterpillar Monitoring System.
Diagnostic Service Codes - shown on the Caterpillar Monitoring System.
Hoist Mode Status - shown on the Caterpillar Monitoring System and ET.
Additional information is available for use by the ET service tool and the ECAP service tool.
All electronic controls that use the data link have a module identifier (MID). The MID for the
transmission/chassis ECM is the number 027.
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Wiring Harness (Open Circuit) - Test

SMCS - 1408-081
An open is a failure of an electrical circuit that results in no flow of electrical current. An open circuit is
usually caused by failed electrical wires or a poor connection of electrical connectors. If an electrical
wire or a connection is broken, the flow of electrical current through the circuit is interrupted. A
normally closed circuit will have less than 5 ohms of resistance. The following procedure explains the
test for an open circuit:
ReferenceFor a complete electrical schematic, refer to Electrical System Schematic for the machine that
is being serviced.
TEST FOR AN OPEN CIRCUIT.
1. Identify the connectors and the wire numbers of the suspect circuits. Use the Electrical System
Schematic of the machine to identify the circuits.
2. Turn the key start switch and the disconnect switch to the OFF position.
3. Disconnect the component and the ECM from the wiring harness.
4. At one of the disconnected harness connections, place a jumper wire from the contact of the
suspect wire to frame ground.
5. At the other connector of the machine harness, use the multimeter probes to measure the
resistance from the contact of the suspect wire to frame ground.
Expected Result: The resistance is less than 5 ohms.
OK - The resistance is less than 5 ohms. The harness circuit is correct.
Stop.
NOT OK - The resistance is greater than 5000 ohms. There is an open in the machine harness.
Repair: Repair the machine harness or replace the machine harness.
Stop.
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Wiring Harness (Short Circuit) - Test

SMCS - 1408-081
A short circuit is a failure of an electrical circuit that results in undesired electrical current. Usually, a
short circuit is a bypass of the circuit across a load. For example, a short across the wires in a circuit for
a lamp produces too much current in the wires but no current is felt at the lamp. The lamp is shorted out.
The resistance in a normal circuit is greater than 5000 ohms. The following procedure explains the test
for a short circuit:
is being serviced.
TEST FOR A SHORT CIRCUIT.
4. At the machine harness connector for the ECM, place one of the multimeter probes on the contact
of the suspect wire.
5. Use the other multimeter probe to check the resistance across all other contacts in the connector(s)
of the ECM and frame ground.
Expected Result: The resistance is greater than 5000 ohms for all the measurements.
OK - The resistance is greater than 5000 ohms for all the measurements. The harness circuits are
correct.
Stop.
NOT OK - The resistance is less than 5 ohms. There is a short in the machine harness. The short
is between the suspected wire and the wire with the lowest resistance measurement.
Stop.
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Electrical Connector - Inspect

SMCS - 1408-040; 7553-040
Intermittent electrical problems are often caused by poor connections. Use the following checks as a
guide for inspecting connectors.
Check the mating of the connector.
Ensure that the locking rings are properly locked.
Ensure that locking clips are used on Sure Seal connectors.
Ensure that the screw in the center of the connector is tight.
Ensure that the connector pins and sockets align properly.
Check the wires at the connector.
Ensure that the wires enter the back of the connector straight.
Ensure that each wire is properly crimped into the proper connector contact.
Ensure that each connector contact is properly locked into the connector contact. When the
connector contact is locked properly, the contact (wire) cannot be pulled out of the connector body
without excessive force.
Check each wire for nicks or signs of abrasion in the insulation.
Check for moisture at the connector.
Check for damaged connector seals or lost connector seals.
Check for missing or loose wire hole plugs.
Check for wires that do not enter the connector properly.
If wires enter the connector at an angle, there may not be a good seal between the connector and
the wire insulation.
Moisture can enter the connector through the wire insulation.
Check for dirty contacts or corroded contacts.
Clean contacts with a cotton swab or a soft brush and denatured alcohol only.
Check each pin and each socket.
Check each contact of the connector for a snug fit by using a new pin and socket. The new contact
should stay connected if the connector is held with the contacts that are facing down.
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Hoist System Enable - Check

SMCS - 5136-535
The hoist system function is intended to allow the service technician to tell the ECM the desired state of
the hoist system. The hoist system function may be changed with the Caterpillar Electronic Technician.
The allowed states for the hoist system function are listed:
"Not installed" - This would be the state if the hoist system was not installed on the machine.
Enabled - This would be the state of a normally operating machine with a hoist system.
Disabled - This would be the state of the machine when the hoist system has been locked in hold.
If the hoist system does not work, verify that the hoist system is enabled. Use the display for the
configuration parameter through the service menu in the Caterpillar Electronic Technician.
Note: The enable function for the hoist system may not be an option for earlier electronic control
modules.
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Position Sensor (Transmission Gear) - Check

SMCS - 3061-535-PSN
1. Observe the status screen on the ET for the gear indicator. The readout displays the signals from
the transmission gear switch.
n=Neutral
r=Reverse
1=First
2=Second
3=Third
4=Fourth
5=Fifth
6=Sixth
7=Seventh
2. Operate the machine and shift the transmission to each gear. Observe the display. Check that the
display matches each gear of the transmission.
The display matches the gear. The gear indicator switch is operating correctly.
The display does NOT match. There is a defect. The ECM should have detected a
diagnostic code of CID 0700.
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Hoist Lower Valve Command - Adjust

SMCS - 5136-025
The hoist lower valve command can be slightly adjusted with the ET. This adjustment will improve the
body lowering performance and the snubbing performance. The hoist lower valve adjustment will
compensate for differences in the valves. The adjustment range is from -5° to +5° with zero as the
default. A positive adjustment factor will increase the hoist lower valve command. This will cause the
body to come down harder. A negative adjustment factor will decrease the hoist lower valve command.
This will cause the body to come down with less impact.
The hoist lower valve adjustment may not be available on some earlier ECM(s).
Note: If the hoist lower valve adjustment setting is too high, then too much oil can be diverted to the
hoist system while the hoist system is in the float mode. This could cause the brake oil to heat up at a
faster rate. This will also lower retarding capability.
Adjustment Procedure
Note: Before performing this adjustment procedure, place the hoist lever in the hold position. Place the
truck in a stationary position.
1. Place a 3447 kPa (500 psi) pressure gauge on the hoist outlet port.
2. With the body in the down position, move the hoist lever to the hold position.
3. Enter the configuration parameters screen. Use the service pull down menu in the ET.
4. Change the hoist lower valve adjustment setting to the desired setting from -5° to +5°.
5. While the engine is operating, move the hoist lever to the float position.
6. Run the engine to HI idle. Verify that the pressure at the hoist outlet port is less than 1724 kPa
(250 psi).
Note: If the pressure is greater than 1724 kPa (250 psi) then the adjustment is set too high. This could
cause too much oil to be diverted to the hoist valve. The brake oil could overheat, if the operator was
driving with the hoist lever in the float position. Lower the setting and repeat the procedure until the
pressure is lower than 1724 kPa (250 psi).
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Position Sensor (Transmission Gear) - Remove and Install

SMCS - 3061-010-PSN
Transmission Hydraulic Control Group
(1) Flexible coupling
(2) Bolts
(3) Cover
(4) Transmission gear switch
(5) Bolts
(6) Harness connector
Removal
In order to remove the transmission gear switch, perform the following procedure.
1. Remove the nine bolts (2) and the cover (3) from the hydraulic control in order to expose the
transmission gear switch (4) .
2. Remove two mounting bolts (5) .
3. Remove the transmission gear switch (4) by lifting the switch out of the hydraulic control.
Note: The flexible coupling (1) remains with the hydraulic control. The flexible coupling is not
removable at this stage of disassembly.
4. Disconnect the harness connector (6) from the transmission gear switch (4) .
Installation
In order to install a new transmission gear switch, perform the following procedure.
1. Connect the harness connector (6) to the transmission gear switch (4). The connector fits in only
one position.
2. Transmission gear switch (4) is keyed. The transmission gear switch goes on the flexible
coupling. (1) one way. Place the transmission gear switch (4) on the tip of the flexible coupling
(1). Align the transmission gear switch (4) with the flexible coupling (1) .
3. Push the transmission gear switch (4) gently into the hydraulic control until contact is made with
the mounts.
4. Install the two mounting bolts and tighten the two mounting bolts (5) for the transmission gear
switch.
5. Place the cover (3) with the gasket on the hydraulic control. Install the nine bolts and tighten the
nine bolts (2) .
6. Check that the transmission gear switch is operating properly.
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Speed Sensor (Transmission Output) - Replace

SMCS - 3175-510
Transmission Output Speed Sensor (TOS)
The TOS is located on the gear housing at the front of the transmission.
Note: The air gap between the gear and the sensor is automatically adjusted when the TOS is properly
installed.
Prior to replacement of the sensor, ensure that the sensor has failed. Always check that the power is
available to the sensor. The correct voltage is approximately +10 VDC. Measure this voltage between
the pins "A" and "B" of the machine harness connector for the sensor. Check for metal shavings on the
magnetic tip or the sensor gear teeth.
Follow the steps below in order to replace the sensor.
1. Turn the disconnect switch to the OFF position. Disconnect the machine harness connector from
the sensor. Remove the sensor.
2. Fully extend the nose piece of the new sensor. Use a small screwdriver in order to pry the nose
piece out. Pry the nose piece out until the nose piece stops. The nose piece should move 6.5 mm
(0.25 inch).
3. Install the new sensor into the sensor gear housing and tighten to 23 ± 4 N·m (17 ± 3 lb ft).
As the sensor is tightened, the nose piece contacts the gear face and slides back into the sensor
body. After the sensor is fully tightened, the nose piece is at the correct air gap and no adjustments
are required.
4. Inspect the sensor connector of the machine harness. Connect the machine harness to the sensor.
5. Check the sensor:
It is easy to determine if the sensor is not working. The sensor's operation can be verified by
checking the ground speed indicator.
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Electronic Control Module (ECM) - Flash Program

SMCS - 4812-591; 7610-591
Perform the following procedure in order to flash program the ECM. The ECM is flashed in order to
upgrade the software. Flash programming of the ECM must also be done if the ECM has been replaced.
The Caterpillar Electronic Technician (ET) contains the program WinFlash. WinFlash is used in order to
load software into the ECM. The following procedure is used in order to FLASH software into the
brake/cooling ECM.
1. Procedure
a. Connect the 7X-1425 Data Link Cable between the 7x-1700 Communication Adapter and
the Electronic Technician.
b. Connect the 139-4166 Data Link Cable between the 7x-1700 Communication Adapter and
the diagnostic connector of the machine.
c. Use WinFlash in order to load the software.
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Electronic Control Module (ECM) - Replace

SMCS - 7610-510-DTN
Prior to replacement of the ECM, ensure that the replacement is absolutely necessary. The ECM is
seldom the cause of a fault. Always check that power is available to the ECM. Battery voltage is
required between J1-1 and J1-2 of the machine harness. Battery voltage is also required between J1-5
and J1-6. Check the connectors for damage.
Be sure that any replacement ECM is the correct part number. This is important because of the variety of
applications for this ECM.
Procedure
1. Turn the key start switch to the OFF position. Turn the disconnect switch to the OFF position. The
ECM is located behind the operator compartment. Disconnect the machine harness connectors J1
and J2 from the ECM.
(1) ECM Location
2. Remove the ECM from the machine.
3. Make sure that the replacement ECM has the correct part number.
4. Install the replacement ECM.
5. Connect the machine harness to the ECM.
6. Turn the disconnect switch and the key start switch to the ON position. Make sure that the ECM
successfully completes the start-up test.
7. Determine whether the replacement ECM is programmed. Connect the service tool to the service
tool connector of the machine.
If the ECM is NOT programmed, the service tool will indicate the problem. An ECM that is NOT
programmed must be programmed before use. Use the Caterpillar Electronic Technician (ET) service
tool to flash the ECM. Use the WinFlash icon in order to flash the ECM.
If the ECM is programmed, the service tool provides access to the expected areas of the ECM.
Select the "Service" menu item with the service tool. Select the "Configuration" function. A list of items
will appear. Select the proper items and set the internal parameters. Use the "WinFlash" program to flash
the ECM. This information is available from the old ECM or from your dealer.
No calibrations are required.
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Glossary of Electrical Terms

SMCS - 4800
Active - This pertains to the status of a fault or to the status of a service code. When the fault is active,
the fault is currently present.
+Battery - This pertains to any of the harness wiring which is part of the circuit that connects to the +
battery post.
+V - +V is a constant voltage that is supplied to a component. This voltage provides electrical power for
the component's operation. +V is provided by an electronic control module or the battery.
Caterpillar Electronic Technician (ET) - This is a diagnostic service tool for a personal computer
(PC).
Caterpillar Monitoring System - This is a sophisticated monitoring system.
Clear - This pertains to removing diagnostic information from the memory of the ECM. Before a fault is
cleared, a fault must be on hold and a fault must not be present.
Component Identifier (CID) - A CID is a code that is used to identify a particular component. The CID
is a four digit code that is shown on the ECM display when the ECM is in service mode or normal
mode.
Connector Contact - A connector contact is the component that actually makes the electrical
connection between the harness connector and another connector plug. Connector contacts are either
pins or sockets.
Detected Fault - This is a fault that has been found by the ECM. The fault is recorded and diagnostic
information is available in the service mode.
Diagnostic - This is a code that pertains to abnormal information. Diagnostic information is available
when the ECM is in service mode.
Display - The display consists of the readout and the indicators. The display is visible on the Caterpillar
Monitoring System at all times.
Electronic Control Analyzer Programmer (ECAP) - This is a service tool which helps diagnose
electronic control systems.
Fault - A fault is a failure of a component or a circuit in an ECM system. The ECM detects a fault when
a signal at the ECM connector is outside a valid range. An FMI and a CID identify the type of fault.
Failure Mode Identifier (FMI) - An FMI is a diagnostic code that identifies the type of failure that has
occurred. This code is shown on the Caterpillar Monitoring System.
Harness Code - The harness code provides machine information to the power train ECM. The
Caterpillar Monitoring System uses the data link in order to provide the harness code to the ECM. The
harness codes are created by the pins that are grounded or floating on the Caterpillar Monitoring System.
Hold or On Hold - This pertains to the holding of diagnostic information that is shown in the display
area when the ECM is in the service mode. It is necessary to hold the set of diagnostic information
before troubleshooting or clearing.
Jumper - A jumper is a piece of wire that is used to make an electrical connection during
troubleshooting.
Location Code - The location code provides the characteristics of the control such as brake control or
transmission/chassis ECM.
Module Identifier (MID) - A MID is a diagnostic code that identifies the ECM which diagnosed the
fault. The three-digit code is displayed in the display area of the Caterpillar Monitoring System when the
machine is in the service mode. The MID for the power train ECM is 081.
Present - This pertains to the status of a fault or the status of a service code. The fault is currently active
when the fault is present.
Scroll - When you scroll through information in the display area, all available sets of diagnostic
information are shown by one set at a time. A set of diagnostic information is shown briefly. Then, the
display automatically advances to the next set. After all sets have been shown, the display shows
"END". Then, the sets are repeated.
Service Code - A service code describes a condition in an electrical system. This code is stored in the
ECM for the service technician. The code is made up of the CID, the FMI, and the MID.
Signal - A signal is an input to the ECM. A ground signal has continuity with the frame ground. An
open signal is not connected to the frame ground and the voltage is approximately 5 DCV. A +battery
signal is at the same voltage as the battery (25 to 30 DCV).
Signal Wire - The signal wire is the harness wire that provides a connection to the sensor or the switch
input to the ECM.
Switch Input - The switch input is any input to the ECM which is expecting a ground signal, an open
signal or a +battery signal.
System Voltage - System voltage is the actual voltage that exists between the + battery post and the
frame ground. System voltage is also known as +battery voltage.
Undetected Fault - This is a fault that is not detected by the ECM, but the fault is found by the operator
or by a service technician.
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System Schematic
SMCS - 7566
This is a simplified schematic of the power train electronic control system that is electrically correct.
This schematic does not show all possible harness connectors. Always see the Electrical System
Schematic in the Service Manual for the machine for an accurate schematic of a particular machine.
Tier II Machines
J1 Connector for Tier II Machines With QuickEvac
J2 Connector for Tier II Machines With QuickEvac
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General Information
SMCS - 4800
The diagnostics for a system's ECM can be accessed through any service tool in this list.
Vital Information Management System (VIMS)
Caterpillar Electronic Technician (ET)
Electronic Control Analyzer Programmer (ECAP)
Troubleshooting a system requires additional information from the machine's Service Manual. The
additional manuals that may be required are the Electrical System Schematic, the Parts Manual and the
Operation and Maintenance Manual for the machine that is being serviced.
As a guide, a simplified system schematic is included at the end of this manual. For an accurate
representation of the machine that is being diagnosed, refer to Electrical System Schematic in the
Service Manual for the machine that is being serviced.
When the troubleshooting procedure instructs you to "REPAIR THE HARNESS", use the Electrical
System Schematic for the machine that is being serviced to trace the circuit. Perform continuity checks
at the harness connectors in order to locate harness failures. At the connectors of the components,
always check the ground circuit. There must be less than five ohms of resistance between any system
ground and the frame ground. Excessive ground resistance that is greater than five ohms can cause
incorrect diagnosing of problems.
During troubleshooting, inspect all connections before any component is replaced. If these connections
are not clean and tight, permanent electrical problems or intermittent electrical problems can result.
Check that the wires are pushed into the connectors completely. Make sure that the connections are tight
before other tests are made.
If wire insulation is punctured during troubleshooting, repair the damage. Seal the damaged wires with
8T-0065 RTV Silicone Sealant. Cover the sealant with two layers of 1P-0810 Tape .
Failure of an electrical component can cause the failure of other components. Also, failure of an
electrical component can be caused by the failure of other components. Always attempt to correct the
cause of an electrical system failure before you replace a component.
When you are removing the machine harness from any ECM, use the single screw in the center of the
harness connector.
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Service Tools
SMCS - 0785
The following service tools should be used to aid in troubleshooting the electrical system.
Table 1
Service Tools
Part Number Part
CAT Electronic Technician
6V-7070 Digital Multimeter
9U-7330
8T-3224 Needle Tip Group
7X-1710 Multimeter Probe Group
8T-8726 Adapter Cable Assembly
6V-3000 Connector Repair Kit (Sure Seal)
9U-7246 Connector Repair Kit (Deutsch DT)
4C-3406 Connector Repair Kit (Deutsch)
4C-8195 Control Service Tool (Switch Box)
Connections for the Electronic Technician (ET)
The components that are needed in order to use the CAT Electronic Technician in order to determine diagnostic codes are
listed:
(1) An IBM-COMPATIBLE personal computer with an installed current version of Caterpillar Electronic Technician
software
(2) 139-4166 Data Link Cable or 7X-1570 Data Link Cable
(3) 7X-1425 Cable and 4C-6805 Adapter
(4) Special Publication, JEBD3003, Special Publication, JERD2124, Special Publication, JERD2129 ; Caterpillar Electronic
Technician software
(5) 7X-1700 Communication Adapter Tool with Special Publication, NEXG4323, "Communications Adapter Software"
Connections for the Communication Adapter II and the Electronic Technician (ET)
The components that are needed in order to use the Communication Adapter II and the CAT Electronic Technician in order
to determine diagnostic codes are listed:
(6) Cable
(7) 171-4400 Communication Adapter ii
(8) Service diagnostic cable.
(9) Current version of Caterpillar Electronic Technician software and an IBM-COMPATIBLE personal computer
Reference: See Special Publication, NEHS0758, "Communications Adapter II User's Manual Contains
Software".
Note: Caterpillar Electronic Technician (ET) is a software program that can be used on an IBM
compatible personal computer.
In order to use the Caterpillar Electronic Technician (ET), order the following materials: Special
Publication, JERD2124, "ET Single Use Program License", Special Publication, JEHP1026,
"Information and Requirements Sheet", 7X-1425 Data Link Cable and the Data Subscription and Special
Publication, JERD2142, "Data Subscription". The Special Publication, JEHP1026, "Information and
Requirements Sheet" lists the required hardware and the features of the ET.
The Electronic Technician (ET) is not required in order to determine the diagnostic codes and the ET is
not required in order to clear the diagnostic codes. However, the process of determining the diagnostic
codes is easier and faster by using the ET. The ET can also display information on the history of a
diagnostic code and the parameter status of diagnostic codes. These features allow the ET to be a useful
tool for troubleshooting.
The Electronic Technician (ET) is used to communicate to the electronic control module over the data
link by connecting to the machine diagnostic connector. For more information and the locations of the
connectors, see Troubleshooting, "Electrical Components and Connector Locations" and the Electrical
System Schematic in your machine's Service Manual.
For instructions on servicing Sure Seal connectors, see Special Instruction, SMHS7531. For instructions
on servicing Deutsch DT connectors, see Special Instruction, SEHS9615.
Use the digital multimeter for making continuity checks or for measuring voltage. For instructions about
the use of the 6V-7070 Digital Multimeter, see Special Instruction, SEHS7734. The 7X-1710
Multimeter Probe measures the voltage at the connectors without disconnecting the connectors. The
probe cables are pushed into the back of the connector along the wire. The 8T-8726 Adapter Cable has a
3 pin breakout. The adapter cable is used for measurements in the sensor circuits.
Note: Except for harness tests, using continuity testers such as the 8T-0500 Continuity Tester or voltage
testers such as the 5P-7277 Voltage Tester is not recommended for today's Caterpillar electrical circuits.
1 #00, 2"". 1 % 3 4 .#" #5 5# 6" ""2"".
7 7 8 3
8 & !4 9%9: 7 73
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!"
# $ % &
' ( & ) ()* +, # , ",-"*,, ./ * ",-"*,,
"#-/#01.
Electrical Component and Connector Locations

SMCS - 7553-546
General Information
Component Location
(1) Payload Monitoring System
(2) Transmission/Chassis ECM
(3) Brake ECM
The service tool connector is on the fuse panel behind the operator's seat.
Component Location
(4) Service tool connector for the ET
(5) Two service switches for use with the Caterpillar Monitoring System.
(6) 12 volt 5 ampere port power
The laptop computer is connected to the diagnostic connector.
The Electrical System Schematic, Parts Manual and Operation and Maintenance Manual for the machine
that is being serviced should be used to locate electrical components and connectors.
The following information is a guide to reading the charts on the back of the Electrical System
Schematic.
The "Component Location" chart uses white circles to mark the locations in the profile of the
machine and in the area views. Alphabetical letters in the "Machine Location" column indicate a
general area of the machine. Refer to the corresponding footnote at the end of the chart for a
description of the location.
The "Harness Connector Location" chart uses white circles to mark the locations in the general
view and in the area views. Alphabetical letters in the "Machine Location" column indicate a
general area of the machine. Refer to the corresponding footnote at the end of the chart for a
Connector Contact Numbers
(1) Connector J1
(2) Connector J2
(3) Screw.
To remove the machine harness from the ECM, use screw (3) in the center of the harness connector.
ECM Connector Pin Numbers
2 #00, 1"". 2 % 3 6 .#" #9 -/ :" ""1"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
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)' ' *+,-".* '
!"
# $ % &
' ( & ) ()* +, # , ",-"*,, ./ * ",-"*,,
"#-/#0-#
Diagnostic Capabilities
SMCS - 4800
Main Display Module of the Caterpillar Monitoring System
(1) Low Engine Oil Pressure
(2) Parking Brake
(3) Torque Converter Oil Temperature or Brake Oil Temperature.
(4) Charging System Status
(5) Service Is Required.
(6) Air Filter Restriction
(7) Display Area
(8) Steering System Status
(9) Transmission OilFilter Restriction
(10) Low Engine Coolant Flow
(11) Diagnostic code indicator ("SERV CODE")
(12) Check Engine Status
The transmission/chassis ECM uses the main display module on the Caterpillar Monitoring System for
showing diagnostic information to service personnel. Diagnostic information concerning the
transmission/chassis ECM is sent on the CAT data link to the Caterpillar Monitoring System. Service
personnel must be familiar with the Caterpillar Monitoring System in order to troubleshoot the
For troubleshooting the Transmission/Chassis ECM, service personnel must place the Caterpillar
Monitoring System in the Service Mode (mode Number 3). The service switches (service switch, clear
switch, and calibrate switch) are used for changing the display modes of the monitor.
Diagnostic Codes
The transmission/chassis ECM detects diagnostic codes that occur with most of the inputs and the
outputs. A diagnostic code is detected when the signal at the connector contact of the ECM is outside a
valid range. The ECM then records the diagnostic code. If the diagnostic code goes away, the
information for the diagnostic code remains stored for future reference.
If the Transmission/Chassis ECM detects a diagnostic code, the operator is informed. An indicator in the
display area tells when a diagnostic code is currently present. When diagnostic code indicator (11) is
showing "SERV CODE", a diagnostic code is currently present.
When "SERV CODE" is OFF, a diagnostic code is not currently present. Diagnostic code indicator (11)
works in the same manner for other electronic controls that are reporting a diagnostic code to the
Caterpillar Monitoring System. Therefore, to determine the diagnostic code which is responsible for the
presence of "SERV CODE", it is necessary to enter the diagnostic scrolling mode or the service mode.
See Testing and Adjusting, "Using Caterpillar Monitoring System To Determine Diagnostic Codes".
Note: When certain diagnostic codes are present, the ECM may modify machine operation in order to
provide limited operation. This will allow the machine to "limp home" for troubleshooting.
Submodes
Submode 7.1 (Shift Lever)
Submode 7.2 (Transmission Output Speed)
Submode 7.3 (Torque Converter Output Speed)
Submode 7.4 (Engine Output Speed)
Submode 7.5 (Hoist Lever)
Submode 7.6 (Inputs of the Transmission Gear Switch)
Submode 7.7 (Programming the Feature for the Economy Shift)
Calibration mode is mode 7. Calibration mode is used in order to perform special functions of
calibration. The operation of calibration mode will vary depending on the machine and the system that is
being calibrated. There can be more than one calibration mode per application. The Service Manual
Module for the controls that require calibration mode should be used to determine the operation.
The position of the shift lever switch will be displayed on the left side of the display area. The position
of the transmission gear switch will be shown on the right side of the display. The sixth digit will show
"L", when the lockup clutch is engaged.
Example Of Display Area
The cane is in neutral. The actual gear is in neutral. The lockup clutch is off.
The cane is in first speed reverse. The actual gear is in first speed reverse. The lockup clutch is off.
The cane is in third speed forward. The actual gear is in third speed forward. The lockup clutch is engaged.
The speed of the transmission output is shown on the display area.
The output speed of the transmission is 1834 rpm.
The speed of the torque converter output is shown on the display area.
The output speed of the torque converter is 1834 rpm.
The speed of the engine output is shown on the display area.
The output speed of the engine is 1834 rpm.
This mode displays the input of the hoist lever sensor to the transmission/chassis ECM or the output of
the hoist lever sensor to the transmission/chassis ECM. The input and the output can be different. This
will depend on the hoist lever strategy. When the machine is started with the hoist lever in the FLOAT
position, the input is different from the output. The hoist lever strategy will keep the body in the HOLD
position until the lever is cycled from the FLOAT position to the HOLD position and back to the
FLOAT position. Therefore, the input can be at the FLOAT position and the output will be at the HOLD
position.
In order to change the display from the input to the output, press the operator switch. The second digit
will be a "L" when the display is showing the input. The second digit will be an "O" when the display is
showing the output.
The hoist lever is in the HOLD position.
The hoist lever is in the 40% LOWER position.
The hoist lever is in the 80% RAISE position.
The hoist lever is in the 100% FLOAT position.
The output of the hoist lever is in the HOLD position.
The output of the hoist lever is in the 40% LOWER position.
The output of the hoist lever is in the 80% RAISE position.
The output of the hoist lever is in the SNUB position.
Submode 7.6 (Inputs Of The Transmission Gear Switch)
This mode displays the input signals of the transmission gear switch to the transmission/chassis ECM.
The inputs to the transmission gear switch correspond with the following contacts on the
transmission/chassis ECM: J1-29, J1-30, J1-31, J1-32, J1-33 and J1-35. A "0" will be displayed when an
input is grounded. A "1" will be displayed when the input is open. Two of the five wires for the gears
will be grounded in a normal position of the transmission gear. Contact 35 should always be grounded.
A "0" should always be displayed in the first digit. When the transmission gear switch and the harness
are functioning properly, three "0" and three "1" should be displayed for each gear.
Table 1
Digit On The Display Contact

First Digit J1-35
Second Digit J1-33
Third Digit J1-32
Fourth Digit J1-31
Fifth Digit J1-30
Sixth Digit J1-29
The Display Area Is Showing The NEUTRAL Position.
The Display Area Is Showing The REVERSE Position.
The Display Area Is Showing The FIRST GEAR Position.
The Display Area Is Showing The SECOND GEAR Position.
The Display Area Is Showing The THIRD GEAR Position.
The Display Area Is Showing The FOURTH GEAR Position.
The Display Area Is Showing The FIFTH GEAR Position.
The Display Area Is Showing The SIXTH GEAR Position.
The Display Area Is Showing The SEVENTH GEAR Position.
This mode tells the operator whether the economy shift is ON or OFF. The operator can select better
fuel economy. Also, the operator can select faster cycle times. The torque map that is used by the engine
control changes as this feature is turned on and off. The shift points that are used by the transmission
control change as this feature is turned on and off. "ON" is economy mode. "OFF" is full power mode.
When the economy shift is on, full power is still used in first gear and second gear. The economy torque
map is used in gears higher than second gear.
Use the service switch to turn this feature ON and OFF.
The Display Area Is Showing the Feature for the Economy Shift as OFF.
The Display Area is Showing the Feature for the Economy Shift as ON.
The Caterpillar Electronic Technician (ET)
The Caterpillar Electronic Technician (ET) is a software program that is used to access data. The service
technician can use the Caterpillar Electronic Technician in order to perform maintenance work on the
machine. Some of the options that are available with the Caterpillar Electronic Technician are listed
below:
view Diagnostic codes. See Troubleshooting, "Using the Caterpillar Electronic Technician to
Determine Diagnostic Codes".
Viewing active event codes and logged event codes
View the status of parameters.
Clear active diagnostic codes and clear logged diagnostic codes
Perform calibration of machine systems.
Program the ECM (Flash). This is done with the "WINflash" program. See Testing and Adjusting,
"Electronic Control Module (ECM) - Flash Program".
Print reports.
The following list contains some of the diagnostic functions and programming functions that are
performed by the service tools.
The failures of the ECM system are displayed.
The status of most of the inputs and the outputs are displayed.
The settings for the ECM are displayed.
Display the status of the input and output parameters in real time.
Display the clock hour of the internal diagnostic clock.
The number of occurrences and the clock hour of the first occurrence and the last occurrence is
displayed for each logged diagnostic code.
The definition for each logged diagnostic code and each event is displayed.
Load new FLASH software.
See Troubleshooting, "Diagnostic Code List" for the list of diagnostic codes for the ECM.
See Troubleshooting, "Using the Caterpillar Electronic Technician to Determine Diagnostic Codes".
Diagnostic information is accessed with the following drop down menus:
Active diagnostic codes
Logged diagnostic codes
Event Codes
Logged Event Codes
Typical ET screen for logged event codes
A logged event indicator is provided in order to monitor events that are intermittent. The data for a
logged event will include the following information:
An event identifier (EID)
A text description of the problem
The number of occurrences of the problem
Time stamped information for the first occurrence of the problem
Time stamped information for the last occurrence of the problem
Table 2
Event Codes
EID Description
E047 "Transmission Abuse Warning"

E049 "Coasting in Neutral Warning"
E050 "System Over Voltage Warning"
E084 "Machine Overspeed Warning"
E190 "Engine Overspeed Warning"
Status Groups For The Electronic Technician
The Status groups are lists of machine parameters. The status of the parameters are shown in real time.
Typical ET Status Screen
1 #00, 2"". 1 % 3 6 .#" #- #7 8" ""2"".

4 4 5 3
5 & !6 9%
9: 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!"
# $ % &
' ( & ) ()* +, # , ",-"*,, ./ * ",-"*,,
"#.//,0/
Diagnostic Code List

SMCS - 7569
Use the Caterpillar Monitoring System or the Electronic Technician in order to determine the diagnostic
codes for the transmission/chassis ECM. After the diagnostic codes are determined, refer to the
corresponding test procedure for more information. Perform the procedure that corresponds to the
diagnostic code (CID and FMI). The following table is a list of possible diagnostic codes for the ECM.
Table 1
Diagnostic Codes For the Transmission/Chassis ECM (MID 027) (1)

For troubleshooting, see the procedure with the same CID and the FMI.
CID-FMI Description
CID 0168 Electrical System
FMI 01 "Voltage below normal"
CID 0190 Speed Sensor (Engine)
FMI 02 "Incorrect signal"
CID 0248 CAT Data Link

FMI 09 "Abnormal update"
CID 0269 Sensor Power Supply

FMI 00 "Above normal range"
FMI 01 "Below normal range"
CID 0420 Relay (Secondary Steering)
FMI 03 "Voltage above normal"

FMI 05 "Current below normal"
FMI 06 Current above normal
CID 0444 Start Relay

FMI 03 "Voltage above normal or shorted high"
FMI 05 "Current below normal or open circuit"
FMI 06 "Current above normal or grounded circuit"
CID 0562 Relay (Secondary Steering)

FMI 09 "Abnormal Update"
CID 0590 Electronic Control Module (Engine)

FMI 09 "Abnormal update"
FMI 12 "Bad device or component"
CID 0627 Brake Switch (Parking)

CID 0700 Sensor (Transmission Gear)

CID 0701 Speed Sensor (Transmission Output)

FMI 08 "Abnormal signal"
FMI 11 "Not identifiable"
CID 0702 Position Sensor (Shift Lever)

CID 0704 Pressure Switch (Service Brake)

CID 0706 Electronic Control (Body Up Switch)

CID 0707 Solenoid Valve (Upshift)

FMI 06 "Current above normal"
CID 0708 Solenoid Valve (Downshift)

CID 0709 Solenoid Valve (Lockup Clutch)

CID 0718 Transmission System

FMI 11 "Failure mode not identifiable"
CID 0724 Solenoid Valve (Body Raise)

CID 0725 Solenoid Valve (Body Lower)

CID 0773 Rotary Position Sensor (Hoist Lever)

CID 0967 Machine Application

FMI 02 "Data erratic, intermittent, or incorrect"
FMI 09 "Abnormal update".
CID 1236 Lamp (Body Up Indicator)

FMI 06 "Incorrect Data"
CID 1326 Location Code

FMI 02 "Incorrect Data"
CID 1394 Solenoid Valve (Exhaust Diverter)

CID 1427 Lamp (Machine Lockout)

(1) For the Transmission/Chassis ECM, the MID is 027. This table pertains only to diagnostic codes with a MID of 027.
Note: This table shows the diagnostic codes for the transmission/chassis ECM only. The diagnostic
codes for the ECM are shown on the display area of the Caterpillar Monitoring System. The information
of the diagnostic code for the ECM is transferred via the CAT data link to the Caterpillar Monitoring
System. This diagnostic information is shown when the Caterpillar Monitoring System is in the service
mode. The module identifier (MID) tells the service person the ECM that is sending the diagnostic code.
The MID for the transmission/chassis ECM is 027. This Service Manual Module is for diagnostic codes
with an MID of 027. The Electrical System Schematic shows the module identifier (MID) codes of any
other electronic controls on a machine. Information for electronic troubleshooting of the diagnostic
codes (MID is not 027) can be found in the service manual for that system.

Diagnostics from other electronic control modules are shown on the monitoring system. Other electronic
control modules transfer this diagnostic information on the CAT data link to the monitoring system.
The module identifier (MID) identifies the electronic control module that detected the failure. Each
electronic control module on the machine has a unique MID. Use the following chart in order to match
the MID for each diagnostic code to a specific electronic control module. The chart for the Module
Identifier (MID) is located on the Electrical System Schematic for your machine. See the chart if the
MID is not shown on the display of your machine. After the operator determines the electronic control
module that has detected the failure, see the service manual module for that particular ECM for more
troubleshooting information. The service manual for each ECM is part of the machine's Service Manual.
If the MID is for the transmission/chassis ECM, use this service manual module. The MID for the
transmission/chassis ECM is 027. If the MID is different use the appropriate module.
Table 2
Description of the Module Identifier

MID Description
030 Caterpillar Monitoring System
036 Engine ECM
027 Transmission/Chassis ECM
Failure Mode Identifier

The codes for the Failure Mode Identifier are defined by the SAE standards. The following list contains
a CAT version of definitions. The diagram that follows will help you understand the use of FMI with
sensors.
Table 3
Failure Mode Identifier and Message Center Displays

FMI "Failure Description"
00 "Data valid but above normal operating range"
01 "Data valid but below normal operating range"
02 "Data erratic, intermittent or incorrect"

03 "Voltage above normal or shorted high"
04 "Voltage below normal or shorted low"
05 "Current below normal or open circuit"
06 "Current above normal or grounded circuit"
07 "Mechanical system not responding properly"
08 "Abnormal frequency, pulse, or period"
09 "Abnormal update"
10 "Abnormal rate of change"
11 "Failure mode not identifiable"
12 "Bad device or component"
13 "Out of calibration"
14 N/A
15 N/A
16 "Parameter not available"
17 "Module not responding"
18 "Sensor supply fault"
19 "Condition not met"
20 N/A
Detailed FMI Explanation
FMI 00 "Data Valid But Above Normal Operating Range" - Every electronic control system sets a
high limit for the expected operating range of the signal. The high limit includes over range signals. This
could be a high temperature. A sensor that is still operating but sending a signal above the expected limit
will cause a FMI 00 to be stored.
Some of the possible causes of a FMI 00 are listed below.
The signal is above normal.
The signal is shorted to the +battery circuit.
The sensor needs to be calibrated.
This is an example of a sensor that needs calibration. A PWM signal that is at a duty cycle of 80 percent
is a valid signal. If the PWM signal has a duty cycle of 81 percent the sensor is still working, but the
sensor signal is above the expected signal limits.
FMI 01 "Data Valid But Below Normal Operating Range" - Every electronic control system sets a
low limit for the expected operating range of the signal. The limit includes signals that are under the
lower limit. The low signal could be the oil pressure signal. The sensor is still working but sending a
signal below the expected limit will cause a FMI 01 to be stored.
The signal is below the normal range.
The timing is retarded.
This is an example of a PWM sensor. This sensor is not expected to generate a PWM signal below a
duty cycle of 5 percent with zero air pressure. If the sensor generates a signal with a duty cycle of 4
percent when the engine is shutdown. The sensor is still working but sending a signal below the
expected limit will cause a FMI 01 to be stored.
FMI 02 "Data Erratic, Intermittent or Incorrect" - The signal from a component is present. The
control that reads the diagnostic information can not read the signal properly. The signal appears to be
gone, unstable or invalid. The data can be correct or incorrect intermittently. Also, this condition relates
to communication between controls. This is an example of communication between controls. When the
monitoring system is looking for the engine speed from the engine ECM over the CAT Data Link.
There is a failed connection.
The signal is intermittent or erratic.
The software has been changed.
The signal is noisy.
The signal is out of a specified range.
FMI 03 "Voltage above normal or Shorted High" - The component or system voltage is higher than
the limit. FMI 03 most often relates to a signal circuit.
Some of the components that could cause a FMI 03 are listed below.
The sensor or the switch has failed.
The harness is damaged.
The electronic control module has failed.
A sensor that has failed and the voltage output is high.
Any wiring harness that has a sensor signal wire shorted to a high voltage. A high voltage is any
voltage that is greater than the sensor supply voltage.
A wiring harness that has an open circuit in the sensor signal wire will cause the control to pull
up. When this occurs the input circuit is pulled up to the supply voltage.
A control that has failed will also cause a FMI 03. This is very unlikely.
FMI 04 "Voltage below normal or Shorted Low" - The component or system voltage is lower than
the limit. FMI 04 most often relates to a signal circuit.
Some of the components that could cause a FMI 04 are listed below.
The sensor or the switch has failed.
The harness is damaged.
The electronic control has failed.
A sensor that has failed and the voltage output is low.
Any wiring harness that has a sensor signal wire shorted to ground.
A failed ECM will also cause a FMI 04. This is very unlikely.
FMI 05 "Current below normal or Open Circuit" - The current through the component or the system
is lower than the limit. FMI 05 is most often related to a driver circuit.
There is an open circuit or a poor harness connection.
There is an open relay.
There is a switch in the open position.
FMI 06 "Current above normal or Grounded Circuit" - The current through the component or the
system is higher than the limit. FMI 06 is most often related to a driver circuit. This failure is very
similar to FMI 04.
There is a short to ground in the harness connection.
There is a shorted relay.
A failed control will also cause a FMI 06. This is very unlikely.
FMI 07 "Mechanical System Not Responding Properly" - The control detects a signal that is sent to
a mechanical system and the response is not correct.
The component responds improperly.
The component is stuck in a position.
The component has failed.
The engine is shut down.
The machine is being used improperly.
FMI 08 "Abnormal Frequency, Pulse Width or Period" - This occurs when the signal is not in the
expected range. FMI 08 can also relate to a sensor that has failed.
The harness connections are intermittent or poor.
The engine misfired.
The signal is noisy due to nearby interference.
There are loose mechanical devices.
FMI 09 "Abnormal update" - This relates to communications on the data link. FMI 09 occurs when a
control is not able to get information from another control.
The control module is not communicating on the data link correctly.
The rate of data transmission is abnormal.
The data link has failed.
There is a mismatch of software.
FMI 10 "Abnormal Rate of Change" - This relates to a signal that changes too fast. The rate of
change is outside of the expected limit.
FMI 11 "Failure mode not identifiable" - The control identifies more than one FMI as being
responsible for a single failure.
There is a mechanical failure.
There is damage to multiple circuits.
FMI 12 "Bad Device or Component" - The electronic control sends a signal and the electronic control
expects a response. The control receives no response or the response is incorrect.
There is a failure of the electronic control.
There is a failure on the data link.
There are one or more controls with mismatched software.
FMI 13 "Out of Calibration" - The electrical signal is not within limits for a specific mechanical
condition.
Calibration is required.
The data is out of a specified range.
FMI 14, 15, and 20 - These codes are not active.
FMI 16 "Parameter Not Available" - The control does not support the requested parameter.
FMI 17 "Module Not Responding" - The control does not respond to the request for data.
FMI 18 "Sensor Supply Failure" - The sensor power supply in the control has failed.
FMI 19 "Condition Not Met" - The conditions that are defined by the software were not met.
1 #//, 2"". 1 % 3 6 .#" #- , 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!"
# $ % &
' ( & ) ()* +, # , ",-"*,, ./ * ",-"*,,
"#-/01##
Using Caterpillar Monitoring System to Determine Diagnostic

Codes
SMCS - 7490; 7569
Procedure
Display Area
(1) First display. (2) Second display. (3) Module identifier (MID). (4) Service code indicator "SERV CODE". (5)
Component identifier (CID). (6) Failure mode identifier (FMI).
The following procedures may cause new diagnostic codes to be logged. Therefore, before any
procedures are performed make a list of all the active diagnostic codes in order to determine the system
problems. Clear the diagnostic codes that were caused by the procedure, when each procedure is
complete.
Note: Before performing a procedure, always check all the circuit breakers. Repair the cause of any
circuit breaker that is tripped.
Use the following procedure to troubleshoot diagnostic code information.
1. Place the Caterpillar Monitoring System in service mode (mode 3). In order to place the
Caterpillar Monitoring System in service mode, close the service and clear switches. Open the
switches when service mode "3" is shown on the display.
Note: The diagnostic scrolling mode may be entered in order to see the diagnostic codes, but the
diagnostic codes can be more easily diagnosed by using the service mode. The service mode
allows the diagnostic codes to be placed on hold for further investigation. The service mode
allows the diagnostic codes to be cleared when the problem has been fixed.
2. The diagnostic code is shown and the diagnostic code is on hold at this time. The display toggles
between showing MID (3) and CID (5) and FMI (6). If you are in the service mode and a
diagnostic code is not present, "---" will be displayed.
3. In order to view all the diagnostic codes, scroll through the diagnostic codes. In order to scroll
through the diagnostic codes, close the service switch. The display momentarily shows MID (3),
CID (5) and FMI (6) for each diagnostic code. The word "End" will be shown after the last
diagnostic code in the list.
4. Place the desired diagnostic code on hold. In order to place the diagnostic code on hold, open the
service switch when the desired diagnostic code is shown.
5. Use the information from the MID in order to determine the ECM that is generating the diagnostic
code. If the MID is not 027, see Electrical System Schematic, "Module Identifier (MID) Table" of
the machine that is being serviced. Use the table to determine the ECM that has detected the
diagnostic code. Then see the service manual module for that electronic control. If the MID is
082, use this Service Manual Module to troubleshoot the diagnostic code that generated the
diagnostic code.
6. Observe the "SERV CODE" indicator (4). In the service mode, the "SERV CODE" indicator
functions as a "SERV CODE" indicator.
If the "SERV CODE" indicator (4) shows "SERV CODE", then the failure that caused the
diagnostic code that is shown is currently present.
If the "SERV CODE" indicator (4) is OFF, then the diagnostic code that caused the
diagnostic code that is shown is not present at this time.
7. See the corresponding test in order to troubleshoot the diagnostic code. Use the Service Manual
for the ECM that is generating the diagnostic code.
8. After a diagnostic code is corrected, clear the diagnostic code. In order to clear the diagnostic
code, close the clear switch while the diagnostic code is on hold. After clearing, the display
advances to the next available diagnostic code.
9. Repeat Steps 2 through 8 for the remaining diagnostic codes. Return to the normal mode when
you are finished. In order to return to the normal mode, close the service and clear switches. Open
the switches when mode "0" is shown on the display.
2 #11, 0"". 2 % 3 6 .#" #- -/ 9" ""0"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
!"
# $ % &
' ( & ) ()* +, # , ",-"*,, ./ * ",-"*,,
"#.--/##
Using Caterpillar Electronic Technician to Determine Diagnostic

Codes
SMCS - 0785; 7569
Connect the ET to the machine. Turn the key switch to the RUN position. Start the ET. The ET will
initiate communications with the Electronic Control Modules on the machine. After communication has
been established, the ET will list the Electronic Control Modules on the machine. Choose the desired
Electronic Control Module. Select the screen for active diagnostic codes. After the diagnostic codes
have been determined with the CAT ET, see the test procedure for the corresponding diagnostic code.
Reference: Troubleshooting, "Service Tools"
Active Diagnostic Codes
Typical ET screen for active diagnostic codes
The following procedures may cause new diagnostic codes to be logged. Therefore, before any
procedures are performed make a list of all the active diagnostic codes in order to determine the system
problems. Clear the diagnostic codes that were caused by the procedure, when each procedure is
complete.
Note: Before performing a procedure, always check all the circuit breakers. Repair the cause of any
circuit breaker that is tripped.
A screen is provided in ET for active diagnostic codes. The screen will display the diagnostic codes that
are active. Active diagnostic information shall include a component identifier (CID), a failure mode
identifier (FMI) and a text description of the problem.
Logged Diagnostic Codes
Typical ET screen for logged diagnostic codes
A screen is provided in ET for logged diagnostic codes. The screen will display diagnostic codes that are
logged. The ET will log diagnostic codes that are intermittent. The logged diagnostic data shall include a
component identifier (CID), a failure mode identifier (FMI), and a text description of the problem. Also,
the logged diagnostic data shall include the number of occurrences of the problem and two time stamps.
The time stamp displays the first occurrence of the problem and the time stamp displays the most recent
occurrence of the problem.
Diagnostics are logged in non-volatile memory. On powerup, the ECM will clear any diagnostic codes
that have not been detected or active within the last 100 hours of machine operation.
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MID 027 - CID 0168 - FMI 01

SMCS - 1406-038
This diagnostic code is recorded when the Electronic Control Module (ECM) detects a battery voltage of
less than 18 DCV for 2 seconds.
Determine if a battery charger or a welder is being used on the machine. Disconnect the charger or the
welder if one is used. Recheck for the diagnostic code. Check the charging system if the diagnostic code
is still active.
System Response:
The system voltage is low. The system voltage that is required in order to instruct the ECM to energize
the shift solenoids is insufficient.
Test Step 1.
CHECK THE SYSTEM VOLTAGE AT THE ECM.
A. Start the engine and operate the engine at a high idle.
B. Measure the system voltage between the following +battery contacts and negative battery
contacts:
The +battery contacts J1-1 and J1-6.
The negative battery contacts J1-2 and J1-5.
Expected Result:
The voltage is 18 DCV to 35 DCV.
Results:
OK - The voltage is 18 DCV to 35 DCV. Stop.
NOT OK - The voltage is NOT 18 DCV to 35 DCV.
Proceed to test step 2.
Test Step 2.
CHECK THE ALTERNATOR.
A. Run the engine at a high idle for several minutes.
B. Measure the voltage output at the battery posts.
Expected Result:
The voltage should be 27 DCV to 29 DCV.
Results:
OK - The battery could have failed. Proceed to test step 3.
NOT OK - The alternator or the regulator may have failed.
Repair: Repair the alternator or replace the alternator. The voltage regulator could have failed.
If conditions are not resolved, proceed to test step 3.
Test Step 3.
CHECK THE BATTERY VOLTAGE.
A. Turn the key start switch to the OFF position.
B. Measure the battery voltage at the battery posts.
Expected Result:
The voltage should be 15 DCV to 35 DCV.
Results:
OK - The voltage is between 15 DCV and 35 DCV. The transmission/chassis ECM could have
failed.
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure
again. Also, recheck if the diagnostic code is active. If the cause of the diagnostic code is not
found, replace the ECM. See Testing and Adjusting, "Electronic Control Module (ECM) -
Replace".
Stop.
NOT OK - The voltage is not between 15 DCV and 35 DCV. Replace the battery. If conditions
are not resolved, the ECM could have failed.
Replace".
Stop.
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MID 027 - CID 0190 - FMI 02

SMCS - 1907-038
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Schematic for the Engine Speed Sensor
This diagnostic code is recorded when the ECM reads the sensor signal contact J2-23 (wire 450-YL) as
being incorrect, intermittent, or there is a short to the + battery or ground.
The possible causes of this diagnostic code are listed:
A failed sensor
An improper adjustment of the sensor
Excessive buildup of metal shavings on the end of the sensor
A failed wiring harness
The ECM has failed. This is unlikely.
As a result for this diagnostic code, the steering pressure is improperly recorded.
Service Notes: Ensure that the diagnostic code is active.
Test Step 1. CHECK THE RESISTANCE OF THE SENSOR.
A. Turn the key start switch and the disconnect switch to the OFF position.
B. Disconnect the machine harness from the speed sensor.
C. At the connector for the speed sensor, measure the resistance between the two contacts of the
connector of the speed sensor.
Expected Result:
The resistance measurement is between 110 ohms and 200 ohms.
Results:
OK - The resistance measurement is between 110 ohms and 200 ohms. The speed sensor has not
failed. Proceed to Test Step 2.
NOT OK - The speed sensor has failed.
Repair: The speed sensor has failed. Replace the sensor. See Testing and Adjusting, "Speed
Sensor (Transmission Output) - Replace". Verify that the new sensor corrects the problem.
Stop.
Test Step 2. CHECK THE RETURN CIRCUIT.
A. The machine harness remains disconnected from the sensor.
B. Turn the key start switch to the OFF position.
C. At the machine harness connector for the sensor, measure the resistance between contact 1 (450-
YL) and frame ground.
Expected Result:
The resistance should measure 20 ohms or less.
Results:
OK - The resistance measures 20 ohms or less. The return circuit is correct. Proceed to Test Step
3.
NOT OK - The resistance does not measure 20 ohms or less.
Repair: The return circuit (202-BK) in the machine harness has excessive resistance (open).
Repair the machine harness or replace the machine harness.
Stop.
Test Step 3. CHECK THE SIGNAL CIRCUIT FOR AN OPEN IN THE MACHINE HARNESS.
A. At the machine harness connector for the speed sensor, place a jumper between the two contacts.
B. Disconnect the machine harness connectors J1 and J2 from the ECM.
C. At the machine harness connectors J1 and J2, measure the resistance from J2-23 (sensor signal) to
ground.
Expected Result:
There should be less than 5.0 ohms resistance.
Results:
OK - There is less than 5.0 ohms resistance. The signal circuit in the machine harness is correct.
NOT OK - There is not less than 5.0 ohms resistance.
Repair: The signal circuit (450-YL) is open in the machine harness. Repair the machine harness
or replace the machine harness.
Stop.
Test Step 4. CHECK THE SIGNAL CIRCUIT FOR A SHORT.
A. If a jumper was used in a previous step, remove the jumper.
B. Reconnect the machine harness to the speed sensor.
C. At the harness connector J1 and harness connector J2, measure the resistance between J2-23 (450-
YL) and all sources of positive voltage and ground.
Expected Result:
Each resistance should be greater than 5000 ohms.
Results:
OK - Each resistance is greater than 5000 ohms. The machine harness is correct. Proceed to Test
Step 5.
NOT OK - Each resistance is not greater than 5000 ohms.
Repair: There is a short in the machine harness. The short is between the signal circuit (450-YL)
and the circuit that has a low resistance measurement. Repair the machine harness or replace the
machine harness.
Stop.
Test Step 5. CHECK IF THE DIAGNOSTIC CODE IS STILL ACTIVE.
A. Remove connector J1 and connector J2 from the ECM. Inspect the contacts and clean the contacts
of the harness connectors.
B. Reconnect all harness connectors.
C. Operate the machine.
D. Determine if CID 0190 FMI 02 is present.
Expected Result:
CID 0190 FMI 02 is present.
Results:
YES - CID 0190 FMI 02 is present.
Repair: The problem has not been corrected. It is unlikely that the ECM has failed. Perform the
previous steps again. If the cause of the diagnostic code is not found, replace the ECM. See
Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
NO - CID 0190 FMI 02 is not present.
Repair: The problem does not exist at this time. The new speed sensor corrected the problem.
Resume normal machine operation.
Stop.
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MID 027 - CID 0248 - FMI 09

SMCS - 7610-038-DTN
Schematic of the Data Link Circuit
This diagnostic code is recorded when the Transmission/Chassis ECM does not receive expected
information. For example, engine speed or actual gear information is not received from other electronic
control modules through the CAT data link. This diagnostic code causes the readouts, that are dependent
upon the CAT data link information, to indicate abnormal values.
The possible causes of this diagnostic code are listed in the order of probability:
A poor electrical connection at a machine harness connector
A circuit in the CAT data link is shorted to ground.
The CAT data link circuit in the machine harness is shorted to the +battery circuit.
The CAT data link circuit in the machine harness is open.
Test Step 1. CHECK FOR OTHER CODES.
A. Check for similar diagnostic codes that are logged against other electronic control modules. If a
similar diagnostic code is found, exit this test and perform the corresponding procedure(s) for the
other diagnostic codes that are shown.
Expected Result:
Other diagnostic codes are showing.
Results:
YES - Exit this procedure and perform the diagnostic procedure for the diagnostic codes that are
shown. Stop.
NO - There are no other related diagnostic codes. Proceed to test step 2.
Test Step 2. INSPECT THE HARNESS CONNECTORS.
B. Inspect the connections of the machine harness that are related to the CAT data link.
C. Make sure that connectors are clean and tight.
Expected Result:
The machine harness is correct.
Results:
OK - The machine harness is correct. Proceed to test step 3.
NOT OK - The machine harness is not correct.
Stop.
Test Step 3. CHECK FOR A SHORT TO GROUND.
A. The key start switch and the disconnect switch remain in the OFF position.
B. Disconnect the machine harness from all electronic control modules that use the CAT data link.
C. At the machine harness connector for the ECM, measure the resistance between frame ground and
the CAT data link circuits (contacts J1-3 and J1-9).
Expected Result:
The resistance measurement should be greater than 5000 ohms.
Results:
YES - The resistance is less than 5000 ohms.
Repair: The machine harness has failed. There is a short between frame ground and the CAT data
link circuit in the machine harness. Repair the machine harness or replace the machine harness.
Stop.
NO - The resistance is greater than 5000 ohms. The harness circuit resistance is correct. Proceed
to test step 4.
Test Step 4. CHECK FOR A SHORT TO THE +BATTERY CIRCUIT.
B. All related control modules remain disconnected from the machine harness.
C. At the harness for the ECM, measure the resistance between the +battery circuit (contact J1-1) and
the CAT data link circuits (contacts J1-3 and J1-9).
Expected Result:
The resistance is greater than 5000 ohms.
Results:
OK - The resistance is greater than 5000 ohms. The harness circuit resistance is correct. Proceed
to test step 5.
NOT OK - The resistance is less than 5000 ohms.
Repair: The harness has failed. There is a short between the +battery contact and the CAT data
link circuit in the machine harness. Repair the machine harness or replace the machine harness.
Stop.
Test Step 5. CHECK FOR AN OPEN HARNESS.
A. The key start switch and the disconnect switch remains in the OFF position.
C. Check the continuity of the CAT data link circuit in the machine harness.
D. Measure the resistance from contacts J1-3 and J1-9 of the transmission/chassis ECM. Measure the
resistance to the corresponding contacts of each related electronic control module.
Expected Result:
The resistance measurement is less than 5 ohms.
Results:
YES - The resistance measurement is less than 5 ohms.
Repair: The CAT data link circuit in the machine harness is correct. The ECM has failed. It is
unlikely that the ECM has failed. Exit this procedure and perform this procedure for the diagnostic
code again. Replace the ECM if the cause of the diagnostic code is NOT found. See Testing and
Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
NO - The resistance is greater than 5 ohms.
Repair: The machine harness has failed. The CAT data link circuit is open in the machine
harness. Repair the machine harness or replace the machine harness.
Stop.
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MID 027 - CID 0269 - FMI 00

SMCS - 7610-038-DTN
This diagnostic code will be recorded when the ECM reads the voltage for the circuit of the sensor
supply as being above normal.
The possible causes of the diagnostic code are listed:
Contact J2-15 (wire 709-OR) is shorted to the + battery circuit.
System Response:
The sensor power supply is NOT available to a device that is powered from the sensor supply circuit.
Note: Ensure that the CID 0269 FMI 00 is active.
Test Step 1. CHECK FOR A SHORT TO THE +BATTERY SUPPLY
A. The key start switch and the disconnect switch remain in the ON position.
B. The J2 machine harness remains disconnected from the ECM.
C. Measure the voltage between contact J2-15 and frame ground.
Expected Result:
The voltage that is measured is between 8 and 12 volts.
Results:
OK - The voltage that is measured is between 8 and 12 volts. The circuit is correct. Verify that the
harness connector contact J2-15 is empty. Stop.
NOT OK - The voltage that is measured is outside of the 8 and 12 volt range. Verify that the
harness connector contact J2-15 is empty. If the contact is empty the ECM may have failed.
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this diagnostic
code procedure again. If the cause of the diagnostic code is not found, replace the ECM. See
Stop.
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MID 027 - CID 0269 - FMI 01

SMCS - 7610-038-DTN
supply as being below normal.
Contact J2-15 (wire 709-OR) is shorted to the + battery circuit.
System Response:
The sensor power supply is NOT available to a device that is powered from the sensor supply circuit.
Test Step 1. CHECK FOR A SHORT TO THE +BATTERY SUPPLY
A. The key start switch and the disconnect switch remain in the ON position.
B. The J2 machine harness remains disconnected from the ECM.
C. Measure the voltage between contact J2-15 and frame ground.
Expected Result:
The voltage that is measured is between 8 and 12 volts.
Results:
OK - The voltage that is measured is between 8 and 12 volts. The circuit is correct. Verify that the
harness connector contact J2-15 is empty. Stop.
NOT OK - The voltage that is measured is outside of the 8 and 12 volt range. Verify that the
harness connector contact J2-15 is empty. If the contact is empty the ECM may have failed.
Stop.
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MID 027 - CID 0420 - FMI 03

SMCS - 4493-038
Schematic of the Secondary Steering Relay
This diagnostic code is recorded when the ECM reads the voltage of the relay circuit as above normal
(short to +battery).
Possible causes of this diagnostic code are listed:
Wire K748-OR is shorted to the + battery.
The relay has failed.
Ensure that the CID 0420 FMI 03 for the relay is active.
System Response:
The system for the secondary steering is energized at all times.
Test Step 1. CHECK THE SIGNAL CIRCUIT OF THE RELAY FOR A SHORT.
B. Disconnect the machine harness from the relay.
C. Disconnect the machine harness connectors J1 and J2 from the ECM.
D. At the J1 and J2 machine harness connectors for the ECM, measure the resistance from the signal
contact of the relay J1-10 (wire K748-OR) to the +battery circuit. The possible sources of positive
voltage are contacts: J1-1, J1-6, J1-8, J1-10, J1-11, J1-12, J1-18, J2-8, J1-13, J2-19 and J2-37.
Expected Result:
Results:
YES - The machine harness is correct. Proceed to test step 2.
NO - There is a short in the machine harness.
Repair: The short is between the signal contact of the relay and the circuit with the low resistance
measurement. Repair the machine harness or replace the machine harness.
Stop.
Test Step 2. CHECK IF THE DIAGNOSTIC CODE REMAINS.
A. Inspect the contacts and clean the contacts of the harness connectors.
C. Turn the disconnect switch and the key start switch to the ON position.
D. Clear all of the inactive diagnostic codes.
E. Operate the machine.
F. Stop the machine. Then place the parking brake switch in the ON position.
G. Observe the status of the diagnostic code. The diagnostic code is present or the diagnostic code is
NOT present.
Expected Result:
The diagnostic code for the relay is NO longer present.
Results:
YES - The diagnostic code is NOT present.
Repair: The diagnostic code does not exist at this time. The initial diagnostic code was probably
caused by a poor electrical connection and/or a short at one of the harness connectors that was
disconnected and reconnected. Resume normal machine operation.
Stop.
NO - The diagnostic code has not been corrected. It is unlikely that the ECM has failed.
Repair: Exit this procedure and perform this diagnostic code again. Recheck the status of the
diagnostic code. The diagnostic code is active or the diagnostic code is NOT active. Replace the
ECM if the cause is not found. See Testing and Adjusting, "Electronic Control Module (ECM) -
Replace".
Stop.
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MID 027 - CID 0420 - FMI 05

SMCS - 4493-038
This diagnostic code is recorded when the ECM reads the current of the relay as below normal (open
circuit).
Wire K748-OR is open.
System Response:
The system for the secondary steering will not energize.
Test Step 1. CHECK THE RELAY.
A. Turn the disconnect switch and the key start switch to the ON position. Do not start the engine.
Ensure that the diagnostic code for the relay is active.
C. At the machine harness connector for the relay that is being tested, install a jumper wire. Install a
jumper wire from the signal wire (K748-OR) to the return wire (E790-PK).
D. Observe the status of the diagnostic code. The diagnostic code is active or the diagnostic code is
NOT active.
Expected Result:
The status of the diagnostic code is active and the status of the diagnostic code is NOT active as the
jumper is installed and then removed.
Results:
YES - The circuit is correct.
Repair: The relay has failed. Repeat the test step "CHECK THE RELAY" in order to verify that
the relay failed. Replace the relay.
Stop.
NO - The diagnostic code remains active. Proceed to test step 2.
Test Step 2. CHECK THE RELAY CIRCUIT FOR AN OPEN.
A. The jumper that is between the signal wire and the return wire remains installed.
B. Turn the key start switch and the disconnect switch to the OFF position.
C. Disconnect the machine harness connector J2 from the ECM.
D. At the J2 machine harness connectors for the ECM, measure the resistance from contact J1-10 for
the relay to contact J2-3 (return contact).
Expected Result:
There should be continuity (less than 5.0 ohms resistance).
Results:
NO - There is an open circuit in the machine harness.
Repair: The open circuit is in the signal wire (K748-OR) or in return wire (E790-PK) of the
machine harness. Repair the machine harness or replace the machine harness.
Stop.
A. The contacts of the harness connectors should be cleaned and inspected.
B. Reconnect all of the harness connectors.
F. Stop the machine and place the parking brake switch in the ON position.
G. Observe the status of the diagnostic code. The diagnostic code is active or the diagnostic code is
NOT active.
Expected Result:
The diagnostic code is NO longer active.
Results:
YES - The diagnostic code is NO longer active. The diagnostic code does not exist at this time.
The initial diagnostic code was probably caused by a poor electrical connection or a short at one
of the harness connectors that was disconnected and reconnected. Resume normal machine
operation. Stop.
diagnostic code. Replace the ECM if the cause is not found. See Testing and Adjusting,
"Electronic Control Module (ECM) - Replace".
Stop.
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MID 027 - CID 0420 - FMI 06

SMCS - 4493-038
This diagnostic code is recorded when the ECM reads the current of the relay circuit as above normal
(short to ground).
Wire K748-OR is shorted to ground.
Ensure that the CID 0420 FMI 06 is active for the secondary steering relay. The relay is connected to the
ECM through the harness connector contact J1-10 (wire K748-OR). The return for the relay is connected
through the harness connector contact J2-3 (wire E790-PK). The resistance of the relay coil is 360 ohms.
Note: The following test procedure may create other diagnostic codes. Ignore these created diagnostic
codes and clear the diagnostic codes when the original diagnostic code is corrected.
System Response:
The system for the secondary steering will be OFF at all times.
A. Turn the disconnect switch and the key start switch to the ON position. DO NOT start the engine.
C. Observe the status of the diagnostic code. The diagnostic code is active or the diagnostic code is
NOT active.
Expected Result:
The status of the diagnostic code changes to "NOT active" when the relay is disconnected.
Results:
YES - The circuit is correct. The relay has failed.
Repair: Repeat this test step "CHECK THE RELAY" in order to verify that the relay has failed.
Replace the relay.
Stop.
A. Turn the disconnect switch and the key start switch to the OFF position.
contact of the relay J1-10 (wire K748-OR) to all possible sources of ground.
Expected Result:
Results:
Stop.
C. Turn the key start switch to the ON position.
NOT present.
Expected Result:
Results:
YES - The diagnostic code is NOT present. The diagnostic code does not exist at this time. The
initial diagnostic code was probably caused by a poor electrical connection and/or a short at one of
the harness connectors that was disconnected and reconnected. Resume normal machine
operation. Stop.
Replace".
Stop.
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MID 027 - CID 0444 - FMI 03

SMCS - 1426-038; 5479-038
Schematic of the Start Relay
This diagnostic code is recorded when the ECM reads the voltage of the relay circuit as above normal
(short to + battery).
Wire 306-GN is shorted to the + battery.
System Response:
The start relay will be energized at all times.
D. At the J1 and J2 machine harness for the ECM, measure the resistance of the relay circuit J1-8
(wire 306-GN) to the +battery contacts. The possible sources of positive voltage are contacts: J1-
1, J1-6, J1-8, J1-10, J1-11, J1-12, J1-18, J2-8, J1-13, J2-19 and J2-37.
Expected Result:
Results:
Stop.
NOT present.
Expected Result:
Results:
YES - The diagnostic code is NOT present.
caused by a poor electrical connection and/or a short at one of the harness connectors that was
Stop.
Replace".
Stop.
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MID 027 - CID 0444 - FMI 05

SMCS - 1426-038; 5479-038
Wire 306-GN is open.
This diagnostic code is recorded when the ECM reads the current of the relay circuit as being below
normal range (open circuit).
Note: This procedure can cause new diagnostic codes to be recorded. Ignore these created diagnostic
codes. Complete the following procedure. Then clear the created diagnostic codes.
System Response:
The start relay will NOT energize.
C. At the machine harness connector for the relay that is being tested, install a jumper wire. Install
the jumper wire from contact 2 (306-GN) to contact 1 (200-BK).
NOT active.
Expected Result:
Results:
the relay has failed. Replace the relay.
Stop.
D. At the J2 machine harness connector for the ECM, measure the resistance from contact J1-8 for
the relay to frame ground.
Expected Result:
There should be continuity. The resistance measures approximately 40 ohms.
Results:
Repair: The open circuit is in the signal wire (306-GN) or in the ground wire. Repair the machine
harness or replace the machine harness.
Stop.
A. The contacts of the harness connectors should be cleaned and inspected.
NOT active.
Expected Result:
Results:
operation. Stop.
Stop.
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MID 027 - CID 0444 - FMI 06

SMCS - 1426-038; 5479-038
The possible cause of this diagnostic code are listed:
Wire 306-GN is shorted to the ground circuit.
This diagnostic code is recorded when the ECM reads the current of the relay as above normal (short to
ground).
System Response:
The start relay will NOT energize.
NOT active.
Expected Result:
Results:
Repair: Repeat this test "CHECK THE RELAY" in order to verify that the relay has failed.
Replace the relay.
Stop.
contact of the relay J1-8 (wire 306-GN) to ground. The possible sources of ground are contacts:
J1-2, J1-5, J1-7, J1-15, J1-16, J2-3 and frame ground.
Expected Result:
Results:
Stop.
NOT present.
Expected Result:
Results:
operation. Stop.
Replace".
Stop.
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MID 027 - CID 0562 - FMI 09

SMCS - 7490-038
Schematic of the CAT Data Link Circuit
This diagnostic code is recorded when the Transmission/Chassis ECM cannot communicate with the
Caterpillar Monitoring System via the CAT Data Link. The update rate from the ECM is not correct.
The CAT Data Link is an input and an output of all modules. The CAT Data Link is designed to enable
communications for all electronic control modules and service tools. The CAT Data Link is not a visible
component. The data link consists of internal control circuits and the connecting harness wiring.
Test Step 1. CHECK THE COMPATIBILITY OF THE SOFTWARE.
A. Verify that the software is compatible.
Expected Result:
The software is compatible.
Results:
OK - The software is compatible. Proceed to test step 2.
NOT OK - The software is NOT compatible.
Repair: Install the correct software. Ensure that the correct part number was used if any electronic
control modules have been replaced. Continue if the conditions are not resolved.
Stop.
Test Step 2. CHECK THE +BATTERY CIRCUIT.
B. Disconnect connector J2 from the ECM.
D. At connector J2, measure the voltage from +battery terminals to the negative battery terminals.
Expected Result:
The voltage should measure 18 to 35 DCV.
Results:
OK - The voltage is correct. The ECM is receiving the voltage. Proceed to test step 3.
NOT OK - The voltage does NOT measure 18 to 35 DCV.
Repair: The ECM is NOT receiving the correct voltage. Ensure that proper ground is available. If
the ground is correct, repair the power circuit. Also, check the circuit breakers.
If conditions are not resolved proceed to test step 3.
Test Step 3. CHECK THE DATA LINK CIRCUIT FOR A SHORT TO GROUND.
B. Inspect the machine harness connectors that are related to the circuits of the CAT Data Link.
Ensure that the connector contacts are clean and tight.
C. Disconnect the machine harness from all modules.
D. At the machine harness connector for the ECM, measure the resistance from contact J1-3 (wire
892-BR) and contact J1-9 (wire 893-GN) to all possible sources of ground. The possible sources
of ground are contacts: J1-2, J1-5, J1-7, J1-15, J1-16, J2-3 and frame ground
Expected Result:
The resistance should be greater than 5000 ohms for each measurement.
Results:
OK - The resistance measurement is correct. The machine harness is correct. Proceed to test step
4.
NOT OK - The resistance measurement is not correct.
Repair: There is a short in the machine harness. The short is between J1-3 (wire 892-BR) and the
circuit with the low resistance measurement or the short is between J1-9 (wire 893-GN) and the
circuit with the low resistance measurement. Repair the harness or replace the harness. If
conditions are not resolved, replace the ECM. See Testing and Adjusting, "Electronic Control
Module (ECM) - Replace". If the problem remains present, exit this procedure and perform this
procedure again.
Stop.
Test Step 4. CHECK THE CAT DATA LINK FOR A SHORT TO POSITIVE VOLTAGE.
B. All modules remain disconnected from the machine harness.
C. At the machine harness connector for the ECM, measure the resistance from contact J1-3 and
contact J1-9 to all possible sources of positive voltage. The possible sources of positive voltage
are contacts: J1-1, J1-6, J1-8, J1-10, J1-11, J1-12, J1-18, J2-8, J1-13, J2-19 and J2-37.
Expected Result:
The resistance measurement should be greater than 5000 ohms for each measurement.
Results:
OK - The resistance is correct. The machine harness is correct. Proceed to test step 5 .
NOT OK - The resistance is not correct.
Repair: There is a short in the machine harness. The short is between connector contact J1-7 and
the circuit with the low resistance measurement or the short is between connector contact J1-8 and
the circuit with the low resistance measurement. Repair the harness or replace the harness. If
conditions are not resolved replace the ECM. See Testing and Adjusting, "Electronic Control
Module (ECM) - Replace".
Stop.
Test Step 5. CHECK THE CAT DATA LINK FOR AN OPEN CIRCUIT.
B. At the ECM, measure the resistance from contact J1-7 (wire 892-BR) to the corresponding contact
14 (wire 892-BR) of the Caterpillar Monitoring System.
C. At the ECM, measure the resistance from connector contact J1-8 (wire 893-GN) to the
corresponding connector contact 5 (wire 893-GN) of the Caterpillar Monitoring System.
Expected Result:
There should be less than 5 ohms resistance for each measurement.
Results:
OK - The CAT Data Link circuit in the machine harness is correct.
Repair: It is unlikely that the ECM is faulty. Exit this procedure and perform this CID 0562 FMI
09 again. If the cause of the problem is not found, replace the ECM. See Testing and Adjusting,
Stop.
NOT OK - There is an open in the harness.
Repair: The open is in wire (892-BR) or wire (893-GN) of the CAT Data Link. Repair the
harness or replace the harness.
Stop.
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MID 027 - CID 0590 - FMI 09

SMCS - 1901-038
Schematic of the Data Link Circuit
This diagnostic code is recorded when the ECM reads a diagnostic code that is internal to the ECM.
The engine ECM has failed. There are no serviceable parts within the engine ECM.
The Cat data link has failed.
Note: Ensure that the diagnostic code for the Engine ECM is active.
Test Step 1. VERIFY THAT THE DIAGNOSTIC CODE IS PRESENT.
B. Remove connectors J1 and J2 from the ECM and reconnect connectors J1 and J2 to the ECM.
C. Turn the key start switch and the disconnect switch to the ON position.
D. Clear all inactive diagnostic codes.
F. Check whether CID 0590 FMI 09 is present.
Expected Result:
The CID 0590 FMI 09 is NOT present.
Results:
OK - The diagnostic code is NOT present. Resume normal machine operation. Stop.
NOT OK - The diagnostic code remains present.
Repair: Exit this procedure and perform this procedure again. If the problem remains, perform
CID 0248 FMI 09. See Troubleshooting, "MID 027 - CID 0248 - FMI 09 " .
Stop.
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MID 027 - CID 0590 - FMI 12

SMCS - 1901-038
This diagnostic code is recorded when the Transmission/Chassis ECM does not receive the expected
information from the engine ECM.
The software that is installed on the engine ECM is incorrect.
The software that is installed on the transmission/chassis ECM is incorrect.
The software that is installed on the Caterpillar Monitoring System is incorrect.
Note: Ensure that the CID 0590 FMI 12 for the Engine ECM is active.
System Response:
As a result of this diagnostic code, some features of the transmission/chassis ECM may not work
correctly.
Test Step 1. VERIFY THE SOFTWARE PART NUMBERS.
A. Connect the ET to the machine.
B. Start the ET software and proceed to the ECM summary screen.
C. Verify that the following software part numbers are correct:
The transmission/chassis ECM
The engine ECM
The Caterpillar Monitoring System ECM
Note: Consult the business unit that produces the product for the correct part numbers for the
software.
Expected Result:
All of the software part numbers are correct.
Results:
OK - All of the software part numbers are correct. Proceed to test step 2.
NOT OK - One or more of the software part numbers are NOT correct.
Repair: Flash the correct software. See Testing and Adjusting, "Electronic Control Module
(ECM) - Flash Program".
Stop.
Test Step 2. VERIFY THAT THE MACHINE MODEL IS CORRECT.
Note: The information for the harness code plug for the Caterpillar Monitoring System is sent to the
transmission/chassis ECM via the CAT data link. The harness code plug determines the appropriate
sales model. Therefore, an incorrect harness code can cause incorrect diagnostics to be logged.
A. The ET will remain connected to the machine.
B. Verify that the machine model that is reported from the ECM summary screen agrees with the
actual machine model.
Expected Result:
The machine model matches.
Results:
OK - The machine model matches. Proceed to test step 3.
NOT OK - The machine model does NOT match. The harness code of the Caterpillar Monitoring
System may be incorrect.
Repair: Correct the harness code of the Caterpillar Monitoring System.
If conditions are not resolved proceed to test step 3.
Test Step 3. VERIFY THAT THE DIAGNOSTIC CODE IS PRESENT.
A. The ET will remain connected to the machine.
B. Select the transmission ECM from the ECM summary screen.
C. Check whether CID 0590 FMI 12 is present.
Expected Result:
The CID 0590 FMI 12 is NOT present.
Results:
OK - The diagnostic code is NOT present. The initial diagnostic code was probably caused by a
poor electrical connection at the Caterpillar Monitoring System harness code lines. There could
have been a short at one of the harness connectors that was disconnected and then reconnected.
Stop.
NOT OK - It is unlikely that the engine ECM has failed.
Repair: Exit this procedure and perform this CID 0590 FMI 12 again. If the cause of the
diagnostic code is not found, replace the engine ECM. See Testing and Adjusting, "Electronic
Control Module (ECM) - Replace.".
Stop.
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MID 027 - CID 0627 - FMI 03

SMCS - 1435-038-BRK
Schematic of the Park Brake Switch
This diagnostic code is recorded when the ECM reads the voltage of the switch circuit as above normal
(short to +battery) or open for 7 hours.
Wire 720-PU shorted to the + battery.
The switch has failed.
Wire 720-PU or J765-BU is open.
The ECM has failed.
Ensure that the diagnostic code for the switch is active.
System Response:
The transmission will not shift properly.
Test Step 1. CHECK THE SIGNAL CIRCUIT FOR A SHORT TO THE +BATTERY CIRCUIT.
B. Disconnect the switch with the diagnostic code from the machine harness.
D. At the machine harness connector J1 and J2, measure the resistance from contact J1-26 (wire 720-
PU) to all possible sources of the + battery circuit. The possible sources of positive voltage are
contacts: J1-1, J1-6, J1-8, J1-10, J1-11, J1-12, J1-18, J2-8, J1-13, J2-19 and J2-37.
Expected Result:
Each resistance should be greater than 5000 ohms for each measurement.
Results:
YES - The resistance is correct for each measurement. The machine harness is correct. Proceed to
test step 2.
NO - There is a short in the machine harness. The short is between signal contact J1-26 (wire 720-
PU) and the circuit with the low resistance measurement.
Stop.
Test Step 2. CHECK THE SWITCH.
A. Turn the disconnect switch and the key start switch to the "ON" position.
B. Ensure that the diagnostic code is active. At the parking brake switch, place a jumper across the
two terminals.
C. Observe the status of the monitor display. If the switch is not the cause of the diagnostic code, the
diagnostic code remains ON. If the switch has failed, the diagnostic code is NOT active.
Expected Result:
The diagnostic code is active.
Results:
OK - The diagnostic code is active. The switch is NOT the cause of the diagnostic code. Proceed
to test step 3.
NOT OK - The diagnostic code is NOT active. The switch has failed.
Repair: Replace the switch.
Stop.
D. Clear all the inactive diagnostic codes.
E. Attempt to operate the machine in all gears. All gears may not be available.
F. Stop the machine and engage the parking brake.
G. Observe the status of CID 0627 FMI 03 for the switch.
Expected Result:
The CID 0627 FMI 03 for the switch is NO longer present.
Results:
YES - The diagnostic code is NO longer present. The diagnostic code does not exist at this time.
The initial diagnostic code was probably caused by a poor electrical connection at one of the
harness connectors that was disconnected and reconnected. Resume normal machine operation.
Stop.
NO - The diagnostic code remains present. The ECM has failed.
again. If the cause of the diagnostic code is not found, replace the ECM. See Testing and
Stop.
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MID 027 - CID 0627 - FMI 04

SMCS - 1435-038-BRK
Schematic of the Pressure Switch for the Parking Brake
This diagnostic code is recorded when the ECM reads the voltage of the parking brake pressure switch
circuit as being below normal for seven hours continuously.
Wire 720-PU shorted to ground.
The ECM has failed.
Note: Ensure that the CID 0627 FMI 04 for the switch is active.
As a result of this diagnostic code, the parking brake is ON continuously.
Test Step 1. CHECK THE SIGNAL CIRCUIT FOR A SHORT TO GROUND.
B. Disconnect the switch with the diagnostic code from the machine harness.
D. At the machine harness connector J1 and J2, measure the resistance from signal contact J1-26
(wire 720-PU) to all possible sources of ground. The possible sources of ground are contacts: J1-
2, J1-5, J1-7, J1-15, J1-16, J2-3 and frame ground.
Expected Result:
Results:
YES - The resistance is correct. The machine harness is correct. Proceed to test step 2.
NO - The resistance is NOT correct. There is a short in the machine harness.
Stop.
A. Turn the key start switch and the disconnect switch to the ON position.
B. Ensure that the diagnostic code is active.
C. Observe the status of the monitor display. Disconnect the machine harness from the switch. If the
switch is not the cause of the diagnostic code, the diagnostic code remains ON. If the switch has
failed, the diagnostic code is NOT active.
Expected Result:
Results:
OK - The diagnostic code is active. Proceed to test step 3.
Stop.
D. Clear all the inactive diagnostic codes.
E. Attempt to operate the machine in all gears. All gears may not be available.
G. Observe the status of CID 0627 FMI 04 for the switch.
Expected Result:
The CID 0627 FMI 04 for the switch is NOT present.
Results:
OK - The diagnostic code is NOT present. The initial diagnostic code was probably caused by a
poor electrical connection at one of the harness connectors that was disconnected and reconnected.
Resume normal machine operation. Stop.
NOT OK - The diagnostic code is present. The diagnostic code has not been corrected. The ECM
has failed.
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this CID 0627
FMI 04 again. If the cause of the diagnostic code is not found, replace the ECM. See Testing and
Stop.
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MID 027 - CID 0700 - FMI 02

SMCS - 3061-038-PSN
Schematic of the Position Sensor for the Transmission Gear
This diagnostic code is recorded when the ECM reads erratic data from the position sensor.
Wire 308-OR, 721-BR, 722-WH, 723-OR, 724-YL, 725-GN or 726-BU are open or shorted to
ground between the ECM and the transmission gear switch.
Wire 231-BK is open between the transmission gear switch and frame ground.
The transmission gear switch has failed.
The ECM has failed.
Ensure that the diagnostic code for the position sensor is active.
Note: The ET status screen 8 shows all of these wires. The ground verify (pin 1) should always be
grounded. Two other wires should always be grounded in order to indicate the current gear selection.
Therefore, three wires will be grounded at the same time and three wires will be open.
System Response:
The transmission will not shift properly.
Test Step 1. CHECK THE GROUND CIRCUIT.
B. Measure the resistance from contact 10 (231-BK) to frame ground.
Expected Result:
The resistance that is measured is less than 5 ohms.
Results:
OK - The resistance that is measured is less than 5 ohms. Proceed to test step 2.
NOT OK - The resistance that is measured is greater than 5 ohms. There is an open in the ground
circuit.
Repair: Repair the harness or replace the harness. Verify that the repair corrects the problem.
Stop.
Test Step 2. CHECK THE BATTERY VOLTAGE.
A. Disconnect the machine harness from the switch.
B. Turn the key start switch and the disconnect switch to the ON position.
C. At the machine harness connector for the transmission switch, measure the voltage from connector
contact 4 wire (308-YL) to frame ground.
Expected Result:
The voltage that is measured is approximately + battery.
Results:
OK - The voltage that is measured is approximately + battery. Proceed to test step 3.
NOT OK - The voltage that is measured is NOT approximately + battery. The harness has failed.
Stop.
Test Step 3. CHECK THE HARNESS.
A. Use the ET in order to view the status of the transmission gear sensor.
B. The ET status screen 8 shows all of these wires. The ground verify (pin 1) should always be
grounded. Two additional wires should be grounded in order to indicate the current gear selection.
Therefore, three wires are grounded and three wires will be open.
Expected Result:
All of the wires are working properly.
Results:
OK - All of the wires are working properly. Stop.
NOT OK - All of the wires are NOT working properly.
Stop.
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MID 027 - CID 0701 - FMI 02

SMCS - 3175-038
Schematic of the Transmission Speed Sensor
This diagnostic code is recorded when the ECM reads erratic data from the sensor signal wire.
Wire 710-GN is shorted to ground.
The TOS sensor is not installed correctly.
The TOS sensor has failed.
Service Notes: If the diagnostic code for the sensor supply is present, correct the diagnostic code prior to
troubleshooting the CID 0701 FMI 02. Before the diagnostic code becomes active, the machine must be
operated in second gear or higher. Ensure that the CID 0701 FMI 02 is active.
System Response:
The transmission will not shift above first gear. The lockup clutch will fail to engage.
Test Step 1. CHECK THE VOLTAGE AT THE SENSOR.
A. Turn the disconnect switch and the key start switch to the ON position.
B. Disconnect the machine harness from the sensor.
C. At the machine harness connector for the sensor, measure the resistance between contact A (wire
709-OR) and contact B (wire J764-BR).
Expected Result:
The voltage should measure approximately 10 DCV.
Results:
OK - The voltage is approximately 10 DCV. Proceed to test step 3.
NOT OK - The voltage is NOT approximately 10 DCV. There is an open in the machine harness
or the ECM has failed. It is unlikely that the ECM has failed. Proceed to test step 2.
Test Step 2. CHECK FOR AN OPEN CIRCUIT.
B. The sensor remains disconnected from the machine harness.
C. Disconnect the machine harness connector J1 and J2 from the ECM.
D. At the machine harness connector for the sensor, install a jumper wire from contact A (wire 709-
OR) to frame ground.
E. At the machine harness connector for the sensor, install a jumper wire from contact B (wire J764-
BR) to frame ground.
F. At the machine harness connector J1 for the ECM, measure the resistance from contact J2-15
(wire 709-OR-16) to frame ground.
G. At the machine harness connector J1 for the ECM, measure the resistance from contact J1-15
(wire J764-BR) to frame ground.
Expected Result:
The resistance measurement should be less than 5000 ohms.
Results:
OK - The resistance measurement is less than 5000 ohms. The harness is correct. The ECM may
have failed.
Repair: It is unlikely that the ECM has failed. Recheck the status of the diagnostic code. If the
diagnostic code remains present, exit this procedure and perform this procedure again. If the cause
of the diagnostic code is not found, replace the ECM. See Testing and Adjusting, "Electronic
Control Module (ECM) - Replace".
Stop.
NOT OK - The resistance that is measured is not correct. There is an open in the harness. The
open is in the circuit with the high resistance measurement.
Stop.
Test Step 3. CHECK FOR AN OPEN IN THE SIGNAL CIRCUIT.
B. The machine harness connector J1 and J2 remains disconnected from the ECM.
C. At the machine harness connector for the sensor, install a jumper wire from contact C (wire 710-
GN) to contact B (wire J764-BR).
GN) to contact J1-15 (wire J764-BR).
Expected Result:
The resistance should measure less than 5000 ohms.
Results:
OK - The resistance measures less than 5000 ohms. Proceed to test step 4.
NOT OK - The resistance that is measured is greater than 5000 ohms. There is an open in the
signal circuit.
Stop.
Test Step 4. CHECK THE SIGNAL WIRE FOR SHORTS.
A. The disconnect switch and the key start switch remain in the OFF position.
B. The machine harness connector J1 and J2 remains disconnected.
C. Remove the jumper wire from contact C (wire 710-GN) to contact B (wire J764-BR).
contact of the sensor J2-38 (wire 710-GN) to all other J1 and J2 contacts.
Expected Result:
Each measurement should be greater than 5000 ohms.
Results:
OK - Each resistance measurement is greater than 5000 ohms. The sensor has failed.
Repair: Replace the sensor and verify that the sensor corrected the problem. If the problem
persists, exit this procedure and perform this procedure again. If the problem has not been found,
replace the ECM. See Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
NOT OK - The resistance measures less than 5000 ohms. There is short in the machine harness.
The short is between the signal circuit and the circuit with the low resistance measurement.
Stop.
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MID 027 - CID 0701 - FMI 08

SMCS - 3175-038
System Response:
Expected Result:
Results:
Expected Result:
Results:
have failed.
Stop.
Stop.
Expected Result:
Results:
signal circuit.
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 027 - CID 0701 - FMI 11

SMCS - 3175-038
System Response:
Expected Result:
Results:
Expected Result:
Results:
have failed.
Stop.
Stop.
Expected Result:
Results:
signal circuit.
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 027 - CID 0702 - FMI 02

SMCS - 5737-038
Schematic of the Shift Lever Position Sensor
This diagnostic code is recorded when the ECM reads erratic data from the position sensor.
A shorted harness or an open harness
The shift lever sensor has failed.
The ECM has failed.
Note: Ensure that the CID 0702 FMI 02 for the sensor is active.
B. At the connector for the sensor, measure the voltage from contact 6 to frame ground.
Expected Result:
The voltage should be approximately battery voltage.
Results:
OK - The voltage that is measured is approximately battery voltage. Proceed to test step 2.
NOT OK - The voltage that is measured is approximately battery voltage.
Stop.
Test Step 2. CHECK THE GROUND CIRCUIT.
B. At the connector for the sensor, measure the resistance from contact 2 to frame ground.
Expected Result:
The resistance should be less than 5 ohms.
Results:
OK - The resistance is less than 5 ohms. Proceed to test step 3.
NOT OK - The resistance is greater than 5 ohms.
Repair: There is an open in the ground circuit. Repair the harness or replace the harness. Verify
that the repair corrects the problem.
Stop.
A. Use the Electronic Technician in order to view the status of the contacts for the position sensor.
See Troubleshooting, "Using Caterpillar Electronic Technician to Determine Diagnostic Codes".
B. View the ET status screen 9 as the shift lever is cycled through the gears. The ground verify (pin
1) should always be grounded. Two additional wires should be grounded in order to indicate the
current gear selection. Therefore, three wires are grounded and three wires will be open.
Expected Result:
The display shows the correct indication for each contact.
Results:
OK - The display shows the correct indication for each contact.
Repair: The sensor has failed. Replace the sensor. Verify that the sensor corrects the problem.
NOT OK - The display does NOT show the correct indication for each contact.
Repair: The problem is in the circuit that did not display a correct indication. Repair the circuit or
replace the harness.
A. Inspect the contacts and clean the contacts of the harness.
D. Operate the machine.
E. Stop the machine and engage the parking brake.
F. Observe the status of the diagnostic code.
Expected Result:
The diagnostic code is no longer active.
Results:
OK - The diagnostic code is no longer present. The diagnostic code does not exist at this time.
operation. Stop.
NOT OK - The diagnostic code has not been corrected.
code again. If the cause of the diagnostic code is not found, replace the ECM. See Testing and
Stop.
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MID 027 - CID 0704 - FMI 03

SMCS - 1435-038-BRK
Schematic of the Pressure Switch (Service Brake)
This diagnostic code is recorded when the ECM reads the voltage of the service brake (wire 706-BR) as
being above normal for one hour continuously during machine operation.
There is an open in wire (J765-BU). The open is between the switch and the return contact (J1-
16).
Wire 706-BR is open between the switch and the ECM (J1-25).
System Response:
The indicator for the service brake on the display is NEVER OFF.
When the service brake is being applied, the downshift points occur at a RPM that is higher than
normal.
C. Disconnect the switch from the machine harness.
D. Install a jumper wire between the signal wire (706-BR) and the return wire (J765-BU) at the
pressure switch.
Expected Result:
The diagnostic code changes from being active to being NOT active as the jumper is installed and then
removed.
Results:
OK - The diagnostic code is active. Then, the diagnostic code is NOT active as the jumper is
installed and the jumper is removed. The pressure switch is failed.
Repair: Repeat this test "CHECK THE SWITCH" in order to verify that the switch has failed.
Replace the service brake pressure switch.
Stop.
NOT OK - The diagnostic code remains active. The diagnostic code does NOT change. The
machine harness has failed or the ECM has failed. Proceed to test step 2.
A. Remove the jumper wire of the previous test "CHECK THE SWITCH".
C. Disconnect the J1 and J2 machine harness connectors from the ECM.
D. At the pressure switch, install a jumper wire from the signal wire (706-BR) to frame ground.
E. At the pressure switch, install a jumper wire from the return wire (J765-BU) to frame ground.
F. At the J1 machine harness connector for the ECM, measure the resistance from contact J1-25
(wire 706-BR) to frame ground.
G. At the J1 machine harness connector for the ECM, measure the resistance from contact J1-16
(wire J765-BU) to frame ground.
Expected Result:
Each resistance measurement should measure less than 5000 ohms.
Results:
OK - Each resistance measurement is less than 5000 ohms. Proceed to test step 3.
NOT OK - One or both resistance measurements is NOT less than 5000 ohms. There is an open
in the machine harness. The open is in the wire (s) with the high resistance measurement.
Repair: Repair the machine harness or replace the machine harness. Verify that the diagnostic
code is no longer active.
Stop.
B. Remove all jumper wires that were previously installed.
C. The J1 and J2 machine harness connectors remain disconnected from the ECM.
D. At the J1 machine harness connector for the ECM, measure the resistance from the signal contact
J1-25 (wire 706-BR) to all possible sources of positive voltage. The possible sources of positive
voltage are contacts: J1-1, J1-6, J1-8, J1-10, J1-11, J1-12, J1-18, J2-8, J1-13, J2-19 and J2-37.
Expected Result:
The resistance for each measurement should be greater than 5000 ohms.
Results:
OK - Each resistance measurement is greater than 5000 ohms. The harness is correct. The
pressure switch has failed.
Repair: Replace the pressure switch and verify that the new pressure switch corrects the problem.
If the diagnostic code remains exit this procedure. It is unlikely that the ECM has failed. Perform
this diagnostic code procedure again. If the cause of the diagnostic code is not found, replace the
ECM. See Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
NOT OK - Each resistance measurement is NOT greater than 5000 ohms. The machine harness
has failed.
Repair: There is a short in the machine harness. The short is between the signal wire (706-BR)
and the wire with the low resistance measurement. Repair the machine harness or replace the
machine harness.
Stop.
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MID 027 - CID 0704 - FMI 04

SMCS - 1435-038-BRK
Schematic for the Pressure Switch (Service Brake)
This diagnostic code is recorded when the ECM reads the voltage of the service brake (wire 706-BR) as
being below normal for seven hours continuously while the machine is in operation.
Wire 706-BR is shorted to ground between the switch and the ECM J1-25.
System Response:
The indicator for the service brake on the display is ALWAYS OFF.
The transmission will shift more than normal. The transmission will hunt because there are NO
elevated shift points.
The downshift points occur at a higher level than the normal RPM.
C. Disconnect the switch from the machine harness.
D. Install a jumper wire between the signal wire (706-BR) and the return wire (J765-BU) at the
pressure switch.
Expected Result:
The diagnostic code changes from being active to being NOT active as the jumper is installed and the
jumper wire is removed.
Results:
OK - The diagnostic code is active. Then, the diagnostic code is NOT active as the jumper wire is
installed and the jumper wire is removed. The pressure switch has failed.
Repair: Repeat this test "CHECK THE SWITCH" in order to verify that the switch has failed.
Replace the service brake pressure switch.
Stop.
NOT OK - The diagnostic code remains active. The diagnostic code does NOT change. The
machine harness has failed or the ECM has failed. Proceed to test step 2.
Test Step 2. CHECK FOR A SHORT TO GROUND.
B. Remove all jumper wires that were previously installed.
C. Disconnect the J1 and J2 machine harness connectors from the ECM.
D. At the J1 machine harness connector for the ECM, measure the resistance from the signal contact
J1-25 (wire 706-BR) to all possible sources of ground. The possible sources of ground are
contacts: J1-2, J1-5, J1-7, J1-15, J1-16, J2-3 and frame ground.
Expected Result:
The resistance for each measurement should be greater than 5000 ohms.
Results:
OK - Each resistance measurement is greater than 5000 ohms. The harness is correct. The
pressure switch has failed.
Repair: Replace the pressure switch and verify that the new pressure switch corrects the problem.
If the diagnostic code remains exit this procedure. It is unlikely that the ECM has failed. Perform
this diagnostic code procedure again. If the cause of the diagnostic code is not found, replace the
Stop.
NOT OK - Each resistance measurement is NOT greater than 5000 ohms. The machine harness
has failed.
Repair: There is a short in the machine harness. The short is between the signal wire (706-BR)
and the wire with the low resistance measurement. Repair the machine harness or replace the
machine harness.
Stop.
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MID 027 - CID 0706 - FMI 03

SMCS - 1435-038
Schematic of the Body Up Switch
This diagnostic code is recorded when the ECM reads the signal voltage of the body up switch as above
normal.
Wire E750-PU is shorted to the + battery.
System Response:
The ECM will not know when the body is in the full up position.
Test Step 1. CHECK THE HARNESS FOR A SHORT TO THE + BATTERY
B. Disconnect the machine harness from the switch.
contact of the relay J2-18 (wire E750-PU) to all other J1 and J2 connector contacts.
Expected Result:
The resistance is greater than 5000 Ohms for each resistance measurement.
Results:
OK - The resistance is greater than 5000 ohms for each resistance measurement. The harness is
correct. Proceed to test step 2.
NOT OK - The resistance that is measured is less than 5000 ohms for one or more of the
measurements.
Stop.
A. Reconnect all machine harness connectors from the previous test step.
C. Ensure that the diagnostic code is active.
D. Observe the status of the monitor display. Disconnect the machine harness from the switch. If the
switch is not the cause of the diagnostic code, the diagnostic code remains active. If the switch has
Expected Result:
Results:
to test step 3.
Stop.
A. Inspect the contacts of the harness connectors and clean the connectors.
E. Check the status of the CID 0706 FMI 03.
Expected Result:
The CID 0706 FMI 03 is active.
Results:
YES - The CID 0706 FMI 03 is active. The diagnostic code has not been corrected. The ECM
may have failed.
Stop.
NO - The CID 0706 FMI 03 is not active. The diagnostic code does not exist at this time.
Repair: The initial diagnostic code was probably caused by a poor electrical connection or a short
at one of the harness connectors that was disconnected and reconnected. Resume normal machine
operation.
Stop.
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"#-/0112
MID 027 - CID 0706 - FMI 04

SMCS - 1435-038
Schematic of the Body Up Switch
This diagnostic code is recorded when the ECM reads the signal voltage of the body up switch as above
normal.
Wire E750-PU is shorted to the frame ground.
System Response:
The ECM will not know when the body is in the full up position.
Test Step 1. CHECK THE HARNESS FOR A SHORT TO GROUND
contact of the relay J2-18 (wire E750-PU) to all other J1 and J2 connector contacts.
Expected Result:
The resistance is greater than 5000 ohms for each resistance measurement.
Results:
OK - The resistance is greater than 5000 ohms for each resistance measurement. The harness is
correct. Proceed to test step 2.
measurements.
Stop.
A. Reconnect all machine harness connectors from the previous test step.
C. Ensure that the diagnostic code is active.
D. Observe the status of the monitor display. Disconnect the machine harness from the switch. If the
switch is not the cause of the diagnostic code, the diagnostic code remains active. If the switch has
Expected Result:
Results:
to test step 3.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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"#-/-"#0
MID 027 - CID 0707 - FMI 03

SMCS - 3174-038
Schematic Of The Up Shift Solenoid Valve
This diagnostic code is recorded when the ECM reads the voltage of the solenoid circuit as being above
normal.
The possible causes for this diagnostic code are listed:
The circuit of the solenoid is shorted to the + battery.
The solenoid has failed.
Note: Ensure that the CID 0707 FMI 03 for the solenoid is active.
System Response:
The transmission will not upshift because the solenoid is ON at all times.
Test Step 1. CHECK THE SOLENOID CIRCUIT FOR A SHORT TO THE + BATTERY.
B. Disconnect the machine harness from the solenoid.
D. At machine harness connector J1 and J2, measure the resistance from the signal contact J1-12
(wire 703-BU) to all possible sources of +battery. The possible sources of positive voltage are
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The machine harness is correct. Proceed to test
step 2.
NOT OK - The resistance is NOT correct. There is a short in the machine harness. The short is
between signal contact J1-12 (wire 703-BU) and the circuit with the low resistance measurement.
Stop.
F. Observe the status of CID 0707 FMI 03 for the solenoid.
Expected Result:
The CID 0707 FMI 03 for the solenoid is NOT present.
Results:
OK - The diagnostic code is NOT present. The diagnostic code does not exist at this time. The
initial diagnostic code was probably caused by a poor electrical connection or a short at one of the
Stop.
NOT OK - The diagnostic code has not been corrected. The ECM may have failed.
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this CID 0707
FMI 03 again. If the cause of the diagnostic code is not found, replace the ECM. See Testing and
Stop.
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"#-/-"00
MID 027 - CID 0707 - FMI 05

SMCS - 3174-038
Schematic of the Up Shift Solenoid Valve
This diagnostic code is recorded when the ECM reads the current of the solenoid as being below normal.
The possible causes are listed:
There is an open in the signal circuit.
Note: The following procedure can create numerous related diagnostic codes. When all harnesses are
reconnected, the related diagnostic codes will be shown as being not active. Clear all related diagnostic
codes after this procedure is completed.
Note: Ensure that CID 0707 FMI 05 for the solenoid is active.
System Response:
The transmission will not upshift because the solenoid is NEVER ON.
Test Step 1. CHECK THE SOLENOID.
C. At the machine harness connector for the solenoid, place a jumper wire from contact 1 (wire 703-
BU) to contact 2 (wire K922-YL).
D. Observe the status of the diagnostic code.
Expected Result:
The diagnostic code is active. Then, the diagnostic code is NOT active as the jumper wire is installed
and removed.
Results:
YES - The circuit is correct. The solenoid has failed.
Repair: Repeat this test "CHECK THE SOLENOID" in order to verify that the solenoid has
failed. Replace the solenoid.
Stop.
Test Step 2. CHECK THE SOLENOID CIRCUIT FOR AN OPEN.
B. Disconnect the J2 machine harness connector from the ECM.
C. At the machine harness connector for the solenoid, the jumper wire remains installed.
D. At J2 machine harness connector, measure the resistance from contact J1-7 (wire K922-YL) to J1-
12 (wire 703-BU).
Expected Result:
Results:
YES - The resistance is less than 5 ohms. The machine harness is correct. Proceed to test step 3.
NO - The resistance measurement is NOT correct. There is an open circuit in the machine harness.
Repair: The open is in the wire for the solenoid signal or in wire (K922-YL) of the machine
Stop.
G. Check if the diagnostic code for the solenoid is active.
Expected Result:
Results:
operation. Stop.
NO - The diagnostic code has not been corrected.
again. Verify that the diagnostic code is active. If the cause of the diagnostic code is not found,
Stop.
1 #22, 0"". 1 % 3 6 .#" 0, 0, 9" ""0"".

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"#-/-/."
MID 027 - CID 0707 - FMI 06

SMCS - 3174-038
Schematic of the Up Shift Solenoid Valve
This diagnostic code is recorded when the ECM reads the current of the solenoid as being above normal.
A wire is shorted to ground.
System Response:
The transmission will not upshift because the solenoid is NEVER ON.
BU) to contact 2 (wire K922-YL).
Expected Result:
and removed.
Results:
Stop.
Test Step 2. CHECK THE SOLENOID CIRCUIT FOR A SHORT TO GROUND.
A. The machine harness remains disconnected from the solenoid.
C. Disconnect the J1 and J2 machine harness connector from the ECM.
D. At the J2 machine harness connector, measure the resistance from the solenoid contact J1-12 (wire
703-BU) to all possible sources of ground. The possible sources of ground are listed: J1-2, J1-5,
J1-7, J1-15, J1-16, J2-3 and frame ground.
Expected Result:
Each resistance measurement should be greater than 5000 ohms.
Results:
NO - There is an short in the machine harness.
Repair: The short is between the wire for the solenoid signal and the circuit with the low
resistance measurement. Repair the machine harness or replace the machine harness.
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
0 #11, 2"". 0 % 3 6 .#" 2, ,1 9" ""2"".

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"#-/-/.-
MID 027 - CID 0708 - FMI 03

SMCS - 3174-038
Schematic of the Circuit for the Down Shift Solenoid
This diagnostic code is associated with the parking brake solenoid valve. This diagnostic code is
recorded when the ECM reads the voltage of the solenoid valve circuit as being above normal. The
circuit is shorted to the +battery circuit.
The possible causes of this failure are listed:
The energized circuit for the solenoid valve is shorted to the +battery circuit.
Note: Ensure that the diagnostic code is active.
System Response:
The transmission will not shift because the solenoid is ON at all times.
B. Disconnect the machine harness from the solenoid valve.
(wire 704-GY) to all possible sources of +battery. The possible sources of positive voltage are
Expected Result:
Results:
YES - Each resistance is greater than 5000 ohms. The machine harness is correct. Proceed to test
step 2.
Repair: The short is between the signal contact J1-18 (wire 704-GY) and the circuit with the low
Stop.
F. Stop the machine.
G. Check if the diagnostic code for the solenoid valve is present.
Expected Result:
The diagnostic code for the solenoid valve is NO longer present.
Results:
Stop.
Replace".
Stop.
0 #11, 2"". 0 % 3 6 .#" 2, -- 9" ""2"".

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"#-/-0"/
MID 027 - CID 0708 - FMI 05

SMCS - 3174-038
There is an open in the circuit.
System Response:
The transmission will not shift because the solenoid is NEVER ON.
GY) to contact 2 (wire K922-YL).
Expected Result:
and removed.
Results:
Stop.
18 (wire 704-GY).
Expected Result:
Results:
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
1 #22, 0"". 1 % 3 6 .#" 0/ #- 9" ""0"".

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MID 027 - CID 0708 - FMI 06

SMCS - 3174-038
System Response:
The transmission will not shift because the solenoid is NEVER ON.
GY) to contact 2 (wire K922-YL).
Expected Result:
and removed.
Results:
Stop.
704-GY) to all possible sources of ground. The possible sources of ground are listed: J1-2, J1-5,
Expected Result:
Results:
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
0 #11, 2"". 0 % 3 6 .#" 29 ,2 :" ""2"".

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"#-/- 0"
MID 027 - CID 0709 - FMI 03

SMCS - 5479-038
Schematic of the Solenoid Valve (Lockup Clutch)
This diagnostic code is recorded when the ECM reads the voltage of the solenoid circuit as being above
normal.
The possible causes for this diagnostic code are listed:
The circuit of the solenoid is shorted to the +battery circuit.
Note: Ensure that the CID 0709 FMI 03 for the solenoid is active.
System Response:
When the machine is brought to a stop, the engine will cease to operate. This occurs because the lockup
solenoid is ON at all times.
Test Step 1. CHECK THE SOLENOID CIRCUIT FOR A SHORT TO THE +BATTERY
CIRCUIT.
D. At machine harness connector J1 and J2, measure the resistance. Measure the resistance from the
signal contact J1-11 (wire 705-PK) to all possible sources of the +battery circuit. The possible
sources of positive voltage are contacts: J1-1, J1-6, J1-8, J1-10, J1-11, J1-12, J1-18, J2-8, J1-13,
J2-19 and J2-37.
Expected Result:
Results:
step 2.
NOT OK - The resistance is NOT correct. There is a short in the machine harness. The short is
between signal contact J1-11 (wire 705-PK) and the circuit with the low resistance measurement.
Stop.
F. Observe the status of the diagnostic code for the solenoid.
Expected Result:
The diagnostic code for the solenoid is NOT present.
Results:
Stop.
NO - The diagnostic code has not been corrected. The ECM has failed.
Stop.
1 #22, 0"". 1 % 3 6 .#" 09 -0 :" ""0"".

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MID 027 - CID 0709 - FMI 05

SMCS - 5479-038
System Response:
The transmission does not shift to the highest gears because the lockup solenoid is NEVER ON. The
power of the machine is reduced and the fuel consumption will increase.
PK) to contact 2 (wire K922-YL).
Expected Result:
and removed.
Results:
Stop.
18 (wire 705-PK).
Expected Result:
Results:
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
1 #22, 0"". 1 % 3 6 .#" 0- ". 9" ""0"".

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MID 027 - CID 0709 - FMI 06

SMCS - 5479-038
System Response:
The transmission does not shift to the highest gears because the lockup solenoid is NEVER ON. The
power of the machine is reduced and the fuel consumption will increase.
PK) to contact 2 (wire K922-YL).
Expected Result:
and removed.
Results:
Stop.
705-PK) to all possible sources of ground. The possible sources of ground are contacts: J1-2, J1-5,
Expected Result:
Results:
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
0 #11, 2"". 0 % 3 6 .#" 2- 2 9" ""2"".

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"/,/01/1
MID 027 - CID 0718 - FMI 11

SMCS - 3030-038
This diagnostic code is recorded when the EOS signal (engine output speed) and the TOS signal
(transmission output speed) detects a problem that is electrical or a problem that is mechanical.
The EOS signal and the TOS signal are from sensors that are connected to the transmission/chassis
ECM. The TOS signal is multiplied by the gear ratio. Then, the TOS signal is compared to the engine
speed and the permissible tolerance. The permissible tolerance is dependent on the current gear. This is
used to determine when a diagnostic code is logged. When the speed difference at the transmission, the
torque converter, and the engine exceed the permissible tolerance, a diagnostic code is generated. The
following table provides the information for the permissible tolerances.
Table 1
Current
Permissible Tolerance
TOS × Gear Ratio - Comments
Gear
EOS
Value
The lockup clutch may not be engaged. The tolerance is set
1 ± 1800 RPM
high.
The lockup clutch may disengage early due to adverse ground
2 ± 1600 RPM
conditions.
3 ± 1600 RPM
conditions.
4 ± 1100 RPM
conditions.
5 ± 400 RPM The lockup clutch is assumed to be engaged.

Once the diagnostic code is active all downshifting will be inhibited until the situation is rectified. The
transmission will NOT shift to the Reverse position or the Neutral position until the EOS is below 800
RPM. The TOS is reduced below the reverse/neutral inhibit speed and the gear selector is moved to
either reverse or neutral.
Test Step 1. ATTEMPT TO CREATE A DIAGNOSTIC CODE.
A. Operate the machine in a normal mode throughout all operating gears and engine speed ranges.
B. Check the status of the diagnostic code.
Expected Result:
The diagnostic code for the sensors is NOT present.
Results:
OK - The diagnostic code is NOT present. The problem is NOT associated with the signals from
the sensors. Resume normal machine operation. Watch for a recurrence of the diagnostic code.
Stop.
NOT OK - The diagnostic code for the speed sensors has been logged. Check the electrical
connections to the TOS sensor and the EOS sensor.
Repair: Verify proper transmission operation.
Stop.
2 #33, /"". 2 % 4 7 .#" /- 1- :" ""/"".

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MID 027 - CID 0724 - FMI 03

SMCS - 7258-038
Schematic of the Solenoid Valve (Body Raise)
This diagnostic code is associated with the solenoid valve (body raise). This diagnostic code is recorded
when the ECM reads the voltage of the solenoid valve circuit as being above normal. The circuit is
shorted to the +battery circuit.
System Response:
The hoist system will activate the hold function and the bed will not move. As an example, if the bed is
being raised and the solenoid is shorted to the + battery the lower solenoid will be activated and the bed
will not move.
(wire G704-YL) to all possible sources of +battery. The possible sources of positive voltage are
Expected Result:
Results:
step 2.
Repair: The short is between the signal contact J2-13 (wire G704-YL) and the circuit with the
low resistance measurement. Repair the machine harness or replace the machine harness.
Stop.
Expected Result:
Results:
Stop.
Replace".
Stop.
1 #22, 3"". 1 % 4 7 .#" 3/ "" :" ""3"".

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"#-/-/,,
MID 027 - CID 0724 - FMI 05

SMCS - 7258-038
System Response:
The hoist system will NOT raise the bed. The hoist system will be able to lower the bed.
C. At the machine harness connector for the solenoid, place a jumper wire from contact 1 (wire
G704-YL) to contact 2 (wire E790-PK).
Expected Result:
and removed.
Results:
Stop.
D. At J2 machine harness connector, measure the resistance from contact J2-3 (wire E790-PK) to J2-
13 (wire G704-YL).
Expected Result:
Results:
Repair: The open is in the wire for the solenoid signal or in wire (E790-PK) of the machine
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
0 #11, 2"". 0 % 3 6 .#" 29 #- :" ""2"".

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"#-/- -0
MID 027 - CID 0724 - FMI 06

SMCS - 7258-038
System Response:
being raised and the solenoid is shorted to the + battery the lower solenoid will be activated and the bed
will not move.
G704-YL) to contact 2 (wire E790-PK).
Expected Result:
and removed.
Results:
Stop.
G704-YL) to all possible sources of ground. The possible sources of ground are contacts: J1-2, J1-
5, J1-7, J1-15, J1-16, J2-3 and frame ground.
Expected Result:
Results:
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
1 #22, 0"". 1 % 3 6 .#" 0/ ," 9" ""0"".

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"#-/- -
MID 027 - CID 0725 - FMI 03

SMCS - 7258-038
Schematic of the Solenoid Valve (Body Lower)
This diagnostic code is associated with the solenoid valve (body lower). This diagnostic code is
recorded when the ECM reads the voltage of the solenoid valve circuit as being above normal. The
circuit is shorted to the +battery circuit.
System Response:
being lowered and the solenoid is shorted to the + battery the raise solenoid will be activated and the bed
will not move.
(wire G705-GN) to all possible sources of +battery. The possible sources of positive voltage are
Expected Result:
Results:
step 2.
Repair: The short is between the signal contact J2-19 (wire G705-GN) and the circuit with the
Stop.
Expected Result:
Results:
Stop.
Replace".
Stop.
0 #11, 2"". 0 % 3 6 .#" 2/ - 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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"#-/--#0
MID 027 - CID 0725 - FMI 05

SMCS - 7258-038
System Response:
The hoist system will NOT lower the bed. The hoist system will raise the bed.
G705-GN) to contact 2 (wire E790-PK).
Expected Result:
and removed.
Results:
Stop.
D. At J2 machine harness connector, measure the resistance from contact J2-3 (wire E790-PK) to J2-
19 (wire G705-GN).
Expected Result:
Results:
Repair: The open is in the wire for the solenoid signal or in wire (E790-PK) of the machine
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
1 #00, 2"". 1 % 3 6 .#" 2 #/ 9" ""2"".

4 4 5 3
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"#-/- .#
MID 027 - CID 0725 - FMI 06

SMCS - 7258-038
System Response:
The hoist system will activate the hold routine and the bed will NOT move.
If the bed is being lowered and the solenoid is shorted to ground, the raise solenoid will be activated and
the bed will not move.
G705-GN) to contact 2 (wire E790-PK).
Expected Result:
and removed.
Results:
Stop.
G705-GN) to all possible sources of ground. The possible sources of ground are contacts: J1-2,
J1-5, J1-7, J1-15, J1-16, J2-3 and frame ground.
Expected Result:
Results:
Stop.
Expected Result:
Results:
operation. Stop.
Stop.
0 #11, 2"". 0 % 3 6 .#" 2 ," 9" ""2"".

4 4 5 3
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"#-/- 0"
MID 027 - CID 0773 - FMI 03

SMCS - 5737-038
Schematic of the Hoist Lever Position Sensor
This diagnostic code is recorded when the ECM reads the signal voltage of the position sensor as being
too high.
Wire H710-PK is shorted to the + battery.
The sensor has failed.
The results of this diagnostic code are listed:
The machine will not shift above first gear.
The transmission will remain in the current gear.
The lockup clutch solenoid will disengage.
System Response:
The status of the hoist lever is unknown. The hoist system remains in the HOLD position. The hoist
system is unable to raise the bed. Also, the hoist system is unable to dump the bed.
Test Step 1. CHECK THE SENSOR.
B. Ensure that the diagnostic code is present.
C. Observe the status of the diagnostic code. Then, disconnect the machine harness from the sensor.
Expected Result:
If the sensor is not the cause of the diagnostic code, the diagnostic code remains present. If the sensor
has failed, the diagnostic code is NO longer present.
Results:
OK - The diagnostic code remains present. The sensor has not failed. The machine harness or the
ECM may have failed. Proceed to test step 2.
NOT OK - The diagnostic code is NO longer present. The machine harness is correct and the
ECM is operating properly.
Repair: The sensor has failed. Replace the sensor. Verify that the new sensor corrects the
problem.
Stop.
Test Step 2. CHECK THE SIGNAL CIRCUIT.
B. The machine harness remains disconnected from the sensor.
C. Disconnect the J1 and J2 connector from the ECM.
D. At the J2 connector for the ECM, measure the resistance from contact J2-11 (wire H710-PK) to all
other J1 and J2 contacts.
Expected Result:
The resistance should be greater than 5000 ohms.
Results:
YES - The resistance is greater than 5000 ohms. The harness is correct. Proceed to test step 3.
NO - The resistance is not greater than 5000 ohms for each measurement.
Repair: There is a short in the harness. The short is in the wire with the low resistance
measurement. Repair the harness or replace the harness.
Stop.
Test Step 3. CHECK THE RETURN CIRCUIT FOR AN OPEN.
A. The sensor remains disconnected.
B. The disconnect switch and the key start switch remain in the OFF position.
C. The machine harness connectors remain disconnected from the ECM.
D. At the J1 connector for the ECM, measure the resistance between the return contact J1-15 (wire
J765-BU) and contact B (wire J765-BU) at the sensor.
Expected Result:
The resistance is less than 5 ohms.
Results:
YES - The resistance is less than 5 ohms. The harness resistance is correct. Proceed to test step 4.
NO - The resistance is greater than 5000 ohms.
Repair: The return circuit of the harness has failed. There is an open in the return wire (J765-
BU). Repair the machine harness or replace the machine harness.
Stop.
E. Check if the diagnostic code is active.
Expected Result:
The diagnostic code is NOT active.
Results:
YES - The diagnostic code is NO longer active. The initial diagnostic code was probably caused
by a poor electrical connection or a short at one of the harness connectors that was disconnected
and reconnected. Resume normal machine operation. Stop.
NO - The diagnostic code remains active.
Repair: Exit this procedure and perform this procedure again. If the cause of the diagnostic code
is not found, replace the ECM. See Testing and Adjusting, "Electronic Control Module (ECM) -
Replace".
Stop.
1 #00, 2"". 1 % 3 6 .#" 2 9 :" ""2"".

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"#-/- 0/
MID 027 - CID 0773 - FMI 04

SMCS - 5737-038
Schematic of the Hoist Lever Position Sensor
This diagnostic code is recorded when the ECM reads the signal voltage of the position sensor as being
too low.
Wire H710-PK is shorted to ground.
The machine will not shift above first gear.
The transmission will remain in the current gear.
The lockup clutch solenoid will disengage.
System Response:
The status of the hoist lever is unknown. The hoist system remains in the HOLD position. The hoist
system is unable to raise the bed. Also, the hoist system is unable to dump the bed. The gear of the
machine is limited.
Test Step 1. CHECK THE SENSOR.
C. Observe the status of the diagnostic code. Disconnect the machine harness from the sensor.
Expected Result:
The diagnostic code will remain active if the sensor is not the cause of the diagnostic code. The sensor is
the cause of the diagnostic code if the diagnostic code is NO longer active.
Results:
OK - The diagnostic code remains active. The sensor has not failed. The machine harness may
have failed or the ECM may have failed. Proceed to test step 2.
NOT OK - The diagnostic code is NO longer active.
Repair: The machine harness and the ECM are operating properly. The sensor has failed. Replace
the sensor.
Stop.
A. The sensor remains disconnected from the machine harness.
D. At the J1 and J2 machine harness connectors, measure the resistance from contact J2-11 (H710-
PK) to all source of ground. The sources of ground are contacts: J1-2, J1-5, J1-7, J1-15, J1-16, J2-
3 and frame ground.
Expected Result:
The resistance should be greater than 5000 ohms.
Results:
step 3.
NOT OK - The resistance is less than 5000 ohms.
Repair: There is a short in the machine harness. The short is between the signal circuit (wire
H710-PK) and the circuit with the low resistance measurement. Repair the machine harness or
replace the machine harness.
Stop.
A. Clean the contacts of the harness connectors.
C. Observe the status of the diagnostic code.
E. Observe the status of the diagnostic code.
Expected Result:
Results:
The initial diagnostic code was probably caused by a poor electrical connection and/or a short at
one of the harness connectors that was disconnected and then reconnected. Resume normal
machine operation. Stop.
NO - The diagnostic code has not been corrected. The ECM may have failed.
Repair: It is unlikely that the ECM has failed. Exit this diagnostic code and perform this
diagnostic code again. Replace the ECM if the cause of the diagnostic code is not found. See
Stop.
1 #00, 2"". 1 % 3 6 .#" 2. ", 9" ""2"".

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MID 027 - CID 0967 - FMI 02

SMCS - 7610-038-DTN
This diagnostic code is recorded when the transmission/chassis ECM receives information from the
monitoring system. The harness code information has changed while the machine is running. This
information is NOT correct.
Table 1

Harness Code Inputs (1)
HC5 HC4 HC3 HC2 HC1 HC0
Pin Pin Pin Pin Pin Pin

6 16 22 12 3 31
769D - - - - - G
769D (2) - - G - G -
771D - - - - G -
771D (3) - - G - - G
773D - - - - G G
773E - - G - G G
775D - - - G - -
775E - - G G - -
776D - - - G - G
777D - - - G G -
777D HA - - - G G G
(1) "-" is an open pin. "G" is a grounded pin.
(2) "BBB" Machines Only
(3) "BCA" Machines Only
A short in the harness
A short in the harness code plug
Before you perform this procedure, determine the proper machine code. The main display module must
have the correct part number for the particular machine. If the machine code is not shown correctly, this
procedure determines the component that is malfunctioning. This failure could be caused by a failure in
the main display module, a wrong harness code plug or a harness that has failed.
Note: The harness code and the machine code are similar terms. The codes describe the particular
machine. The harness code is the status (open or ground) of the six harness code inputs (connector
contacts 3, 6, 12, 16, 22 and 31). The main display module assigns a number to a machine. This number
is the machine code. The machine code is shown during harness code mode. Each sales model has a
specific harness code. Therefore, each sales model also has a specific machine code. The specific
machine code is listed in Systems Operation, "Harness Code Mode". The specific harness code is given
in the Electrical System Schematic.
Note: The following procedure checks for incorrect harness codes on the inputs for the main display
module. Compare the status of the harness code that is found in the test "Determine the machine code"
to the status at the inputs for the main display module. The table identifies the connector contacts and
wire identification of the harness code circuits. Contacts that are specified as grounded contacts should
be checked for opens in the harness. Contacts that are specified as open contacts should be checked for
shorts in the harness.
System Response:
The results of this condition are NOT apparent to the operator. A diagnostic code is logged.
The machine may respond with the characteristics of another machine.
Test Step 1. CHECK FOR AN OPEN CIRCUIT
A. Turn the disconnect switch to the OFF position.
B. Disconnect the machine harness from the main display module.
C. At the harness connector for the main display module, check the resistance between the connector
contacts that are grounded contacts and contact 2 (ground).
Expected Result:
The resistance measures 5.0 Ohms or less.
Results:
YES - The resistance is 5.0 Ohms or less. The circuit for the harness code is not open. No defect
was found in the ground circuits for the harness code. Proceed to test step 2.
NO - The resistance is greater than 5.0 Ohms. The circuit for the harness code is open. Check the
harness code plug on so equipped machines. Record the open contact of the machine harness
connector.
Repair: Repair the open circuits for the harness code that is found or replace the machine harness.
Test Step 2. CHECK FOR SHORTS TO GROUND
A. The disconnect switch remains in the OFF position. The machine harness to the main display
module remains disconnected.
B. Measure the resistance between the connector contacts that are specified as open contacts and
contact 2 (ground). Measure the resistance at the machine harness connector for the main display
module.
Expected Result:
The resistance measures 5000 Ohms or more.
Results:
YES - The resistance is 5000 Ohms or more. The circuit for the harness code is not shorted to
ground. No defect was found in the circuit for the harness code. Stop.
NO - The resistance is less than 5000 Ohms. The circuit for the harness code is shorted. Check the
harness code plug on so equipped machines. Record the shorted contact of the machine harness
connector.
Repair: Repair the shorted circuits of the harness code that are found or replace the machine
harness.
Test Step 3. CHECK IF THE PROBLEM REMAINS
A. Reconnect the harness connectors.
B. Turn the disconnect switch and the key start switch to the ON position.
C. Recheck the machine code.
Expected Result:
The main display module shows the correct machine code.
Results:
YES - The main display module shows the correct machine code. Stop.
NO - The main display module does not show the correct machine code. Replace the module.
Repair: It is unlikely that the module has failed. Exit this procedure and perform this diagnostic
code procedure again. If the problem has not been found, then replace the main display module.
See Testing and Adjusting, SENR6717, "Module - Replace".
Stop.
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MID 027 - CID 0967 - FMI 09

SMCS - 7610-038-DTN
This diagnostic code is recorded when the Transmission/Chassis ECM cannot communicate with the
Caterpillar Monitoring System via the CAT data link. The update rate from the ECM is not correct.
The CAT data link is an input and an output of all modules. The CAT data link is designed to enable
communications with all modules and service tools. The CAT data link is not a visible component. The
data link consists of internal control circuits and the connecting harness wiring.
Note: Other related diagnostic codes may cause this diagnostic code. Check for other related diagnostic
codes.
System Response:
The identification code from the Caterpillar Monitoring System is not available. If the ECM had never
been able to communicate with the Caterpillar Monitoring System, the ECM would not have allowed the
machine to start. The ECM would not have allowed the machine to shift. Also, the ECM would not have
allowed the machine to release the park brake.
Test Step 1. VERIFY THE HARDWARE AND THE SOFTWARE PART NUMBERS.
A. Verify whether the following part numbers are correct:
Software part number for the Power Train/Chassis ECM
Software part number for the monitoring system
Expected Result:
Consult the Business Unit that is producing the product for the correct configuration for the machine.
All part numbers are correct.
Results:
OK - All part numbers are correct. Proceed to test step 2.
NOT OK - All part numbers are NOT correct. One of the modules may have the wrong part
number and/or the software configuration is NOT correct.
Repair: The appropriate flash file needs to be flashed into the ECM. See Testing and Adjusting,
Stop.
Test Step 2. INSPECT THE HARNESS CONNECTIONS.
B. Inspect the harness connections that are related to the CAT data link. Make sure that the
connectors are clean and tight.
C. Check the mating of the connector.
D. Check the wires at the connector.
E. Check each wire for nicks and/or signs of abrasion in the insulation.
F. Check for moisture at the connector.
G. Check for dirty contacts and/or corroded contacts.
H. Check each pin and check each socket.
Expected Result:
The machine harness connectors are tight and free of corrosion.
Results:
OK - The machine harness connectors are tight and the connectors are free of corrosion. Proceed
to test step 3.
NOT OK - The machine harness connectors require repair.
Stop.
Test Step 3. CHECK FOR ADDITIONAL RELATED DIAGNOSTIC CODES.
A. Ensure that all electronic control modules that use the CAT data link are connected.
C. Acknowledge any active diagnostic codes that are currently displayed on the message center.
D. Verify that NO related diagnostic codes are present.
Expected Result:
Other diagnostic codes are NOT present.
Results:
OK - Other diagnostic codes are NOT present. Proceed to test step 4.
NOT OK - Other related diagnostic codes are present. Exit this procedure and perform the test
procedures for the related diagnostic codes.
Repair: Verify that the other related diagnostic codes are NOT present. Observe the status of CID
0967 FMI 09. If the CID 0967 FMI 09 remains active, perform CID 0967 FMI 09 again.
Stop.
Test Step 4. CHECK FOR SHORTS TO GROUND.
C. At the machine harness connector for the ECM, measure the resistance from frame ground to all
other contacts of the data link. See the schematic for the machine that is being serviced.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The harness circuit is correct. Proceed to test step
5.
NOT OK - The resistance is NOT greater than 5000 ohms. The machine harness has failed.
Repair: There is a short between frame ground and the data link circuit in the machine harness.
Repair the machine harness or replace the machine harness. Verify that the repair corrects the
problem.
Stop.
C. At the machine harness connectors for the power train/chassis ECM, measure the resistance from
contacts J1-3 and J1-9 to all possible sources of positive voltage.
Expected Result:
The resistance is greater than 5000 ohms for each measurement.
Results:
OK - The resistance is greater than 5000 ohms for each measurement. Proceed to test step 6.
NOT OK - The resistance is less than 5000 ohms. The machine harness has failed.
Repair: There is a short between the +battery circuit and the data link circuit in the machine
harness. Repair the machine harness or replace the machine harness. Verify that the repair corrects
the problem.
Stop.
B. All related electronic control modules remain disconnected from the machine harness.
C. Check the continuity of the data link circuit in the machine harness.
D. Perform the following measurements:
Measure the resistance from contact J1-3 (wire 892-BR) of the ECM to the corresponding
connector contacts of all other electronic control modules. See the schematic for the
Measure the resistance from contact J1-9 (wire 893-GN) of the ECM to the corresponding
connector contacts of all other electronic control modules. See the schematic for the
Expected Result:
The resistance measures less than 5 ohms.
Results:
OK - The resistance measures less than 5 ohms. The data link circuit is correct. The ECM has
failed.
code again. If the cause of the diagnostic code is not found, replace the ECM. See Testing and
Stop.
NOT OK - The resistance measurement is greater than 5 ohms. The machine harness has failed.
Repair: The data link circuit is open in the machine harness. Repair the machine harness or
replace the machine harness. Verify that the repair eliminates the problem.
Stop.
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MID 027 - CID 1236 - FMI 06

SMCS - 1408-038-LMP
Schematic Of The Body Up Indicator Lamp
(S/N: BBBBCABDABEC)
This diagnostic code is recorded when the ECM reads the current of the body up indicator lamp as above
normal. Wire (H430-BU) is shorted to ground. The body up indicator lamp does not illuminate.
Test Step 1. CHECK THE BODY UP INDICATOR LAMP.
A. At the body up indicator lamp, disconnect wire (H430-BU) from the body up indicator lamp.
B. Check the status of the diagnostic code.
Expected Result:
The diagnostic code is still active.
Results:
OK - The diagnostic code is still active. The body up indicator lamp is ON. The harness circuit
H430-BU is not causing the diagnostic code. Proceed to test step 2.
NOT OK - The diagnostic code for the body up indicator lamp is NOT present.
Repair: Replace the body up indicator lamp.
Stop.
B. Wire (H430-BU) remains disconnected from the indicator.
C. Disconnect the machine harness from the ECM.
D. At the machine harness connector for the ECM, measure the resistance from J1-4 to frame ground.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The harness is correct. Proceed to test step 3.
NOT OK - The resistance is less than 5000 ohms. The harness has failed.
Stop.
Test Step 3. CHECK THE ECM.
A. Remove contact J1-4 from the machine harness at the ECM.
B. Reconnect the harness connector to the ECM.
D. Check the status of the diagnostic code.
Expected Result:
CID 1236 FMI 06 is active.
Results:
OK - CID 1236 FMI 06 is active. The body up indicator lamp is ON. The ECM may have failed.
Stop.
NOT OK - CID 1236 FMI 06 is NOT active. The ECM is not causing the diagnostic code. The
diagnostic code is intermittent. The probable cause is a poor electrical connection at the harness
connectors or a damaged harness. Check the harness for damage and clean the harness connectors.
Stop.
2 #11, 3"". 2 % 4 7 .#" 3. -3 :" ""3"".

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MID 027 - CID 1326 - FMI 02

SMCS - 1408-038
This diagnostic code is recorded when the software location code for the transmission/chassis ECM does
not match the hardware location codes.
The probable cause of this diagnostic code is software. The wrong software has been flashed into the
ECM.
Note: Do not change the hard wired location code if you have flashed the incorrect software into the
control.
Test Step 1. VERIFY HARDWARE AND SOFTWARE PART NUMBERS
A. Verify whether the part number of the software for the ECM is correct.
Expected Result:
Results:
OK - All part numbers are correct for the ECM. Proceed to test step 2.
NOT OK - All part numbers are NOT correct. The installed ECM has the wrong part number or
incorrect configuration software is installed.
Repair: Replace the ECM with a module that has the correct part number or flash the correct
configuration software. See Testing and Adjusting, "Electronic Control Module (ECM) - Flash
Program".
Stop.
Test Step 2. VERIFY WHETHER THE LOCATION CODE MATCHES THE ET STATUS
SCREEN.
A. Check the ET status screen in order to verify the location code .
Expected Result:
The location codes in the ET are correct.
Results:
OK - The location codes in the ET are correct. Proceed to test step 3.
NOT OK - The location codes are NOT correct.
Repair: Repeat this test step in order to verify that the software and hardware part numbers are
correct.
Proceed to test step 3 if the part numbers are correct.
Test Step 3. INSPECT HARNESS CONNECTIONS
B. Inspect the harness connections that are related to the location codes. Make sure that the
connectors are clean. Make sure that the connectors are tight.
C. Check for the proper mating of the connector.
D. Check all wires at the connector.
E. Check each wire for nicks. Check each wire for signs of abrasion in the insulation.
G. Check for dirty contacts or corroded contacts.
Expected Result:
The machine harness connectors are tight and the machine harness connectors are free of corrosion.
Results:
OK - The machine harness connectors are tight and the machine harness connectors are free from
corrosion. Proceed to test step D.
NOT OK - One or more of the machine harness connectors are in need of repair.
Stop.
B. Disconnect the machine harness connector from the ECM.
C. At the machine harness for the ECM, measure the resistance. Measure the resistance between the
pins for the location code and the frame ground.
Table 1
Location Codes for the Transmission/Chassis ECM

Hardware Location Code Xmsn/Chassis ECM Pin Number
Brake ECM
"LOC Code Enable" + 24 DCV + 24 DCV J1-28

ET Location Code 1 2 -
LOC 0 Ground Open J1-22
LOC 1 Open Ground J1-21
LOC 2 Open Open J1-38
Expected Result:
The resistance that is measured is greater than 5000 ohms at contacts J1-21, J1-22, and J1-38.
Results:
OK - The resistance that is measured is greater than 5000 ohms at contacts J1-21, J1-22, and J1-
38. The harness circuit is correct. Proceed to test step 5.
NOT OK - One or more of the resistance measurements is NOT correct. The machine harness has
failed.
Stop.
Test Step 5. CHECK FOR SHORTS TO THE +BATTERY CIRCUIT.
A. The disconnect switch remains OFF.
B. The ECM remains disconnected from the machine harness connector.
C. At the machine harness connector for the ECM, measure the resistance between J1-22 and all
possible sources of the +battery circuit. The possible sources of positive voltage are contacts: J1-
1, J1-4, J2-1, J1-6, J1-8, J1-11, J1-12, J1-18, J2-1, J2-7, J2-8, J2-13, J2-19 and J2-37.
Table 2
Location Codes for the Transmission/Chassis ECM

Hardware Location Code Xmsn/Chassis ECM Brake ECM Pin Number
"LOC Code Enable" + 24 DCV + 24 DCV J1-28
LOC 0 Ground Open J1-22
LOC 1 Open Ground J1-21
LOC 2 Open Open J1-38
Expected Result:
Results:
6.
Stop.
A. The disconnect switch remains in the OFF position.
B. The ECM remains disconnected from the machine harness.
C. At the machine harness for the ECM, measure the resistance between the frame ground and J1-22.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The location code circuit is correct. The ECM has failed.
code procedure again. If the cause of the diagnostic code is not found replace the ECM. See
Stop.
NOT OK - The resistance is greater than 5 ohms. The machine harness has failed.
Stop.
1 #22, 0"". 1 % 3 6 .#" 02 " 9" ""0"".

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MID 027 - CID 1394 - FMI 03

SMCS - 5479-038
Schematic of the Solenoid Valve (Exhaust Diverter)
This diagnostic code is recorded when the ECM reads the voltage of the solenoid circuit as above
normal (short to +battery).
When the exhaust diverter switch is in the automatic position, wire 987-WH is shorted to the +
battery.
Wire M728-WH shorted to the + battery and the bed is down.
The ECM has failed.
Ensure that the CID 1394 FMI 03 for the solenoid is active.
System Response:
The exhaust is diverted to the muffler at incorrect times.
D. Place the switch in the automatic mode. At machine harness connector J1 and J2, measure the
resistance from the signal contact J1-17 (wire M728-WH) to all possible sources of +battery. The
possible sources of positive voltage are contacts: J1-1, J1-6, J1-8, J1-11, J1-12, J1-18, J2-1, J2-8,
J1-13, J2-19 and J2-37.
Expected Result:
Results:
step 2.
Repair: The short is between the signal contact J1-17 (wire M728-WH) and the circuit with the
Stop.
E. Attempt to operate the machine in all of the gears.
Note: All of the gears may not be available.
Expected Result:
Results:
Stop.
Replace".
Stop.
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MID 027 - CID 1394 - FMI 06

SMCS - 5479-038
Schematic of the Solenoid Valve (Exhaust Diverter)
This diagnostic code is recorded when the ECM reads the voltage of the solenoid circuit as above
normal (short to +battery).
When the exhaust diverter switch is in the automatic position and the bed is up, wire 987-WH is
shorted to ground.
Wire M728-WH shorted to ground and the bed is up.
The ECM has failed.
Ensure that the CID 1394 FMI 06 for the solenoid is active.
System Response:
The exhaust is NOT diverted to the muffler.
B. Disconnect the machine harness from the suspected solenoid.
C. At the solenoid, measure the resistance between the two contacts of the solenoid connector.
Expected Result:
The resistance should measure approximately 31 ohms.
Results:
OK - The resistance that is measured is approximately 31 ohms. The solenoid resistance is

correct. Proceed to test step A.
NOT OK - The resistance that is measured is greater than 31 ohms. The solenoid has failed.
Repair: Replace the solenoid.
Stop.
B. The machine harness remains disconnected from the solenoid valve.
D. Place the switch in the automatic mode. At machine harness connector J1 and J2, measure the
resistance from the signal contact J1-17 (wire M728-WH) to all possible sources of ground. The
possible sources of ground are contacts: J1-2, J1-5, J1-7, J1-15, J1-16, J2-3 and frame ground.
Expected Result:
Results:
step 3.
Repair: The short is between the signal contact J1-17 (wire M728-WH) and the circuit with the
Stop.
E. Attempt to operate the machine in all of the gears.
Note: All of the gears may not be available.
Expected Result:
Results:
Stop.
Replace".
Stop.
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MID 027 - CID 1427 - FMI 03

SMCS - 7400-038-IND
Schematic of the Circuit for the Lockout Lamp
This diagnostic code is associated with the Lamp (Machine Lockout). The FMI 03 means that the ECM
has determined that the voltage of the lamp circuit is above normal.
The indicator lamp has failed.
The energize circuit of the lockout lamp relay is shorted to the +battery circuit.
codes and clear these diagnostic codes when the original diagnostic code has been corrected. Ensure
that the diagnostic code of CID 1427 FMI 03 is active before performing this procedure.
Note: Use the 146-4080 Digital Multimeter for the measurements in this procedure.
Test Step 1. CHECK THE ENERGIZE CIRCUIT OF THE LOCKOUT LAMP RELAY FOR A
SHORT TO THE +BATTERY CIRCUIT.
B. Disconnect the machine harness connectors from the indicator lamp and the ECM.
C. At the machine harness connector for the ECM, measure the resistance from contact J2-2 (wire
H453-GY) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Each resistance measurement is greater than 5000 ohms.
Results:
OK - Each resistance measurement is greater than 5000 ohms. The machine harness is correct.
NOT OK - Each resistance measurement is not greater than 5000 ohms. There is a short in the
machine harness. The short is between J2-2 (H453-GY) and the circuit that has a low resistance
measurement.
Stop.
E. Determine if the CID 1427 FMI 03 is active.
Expected Result:
Results:
YES - The CID 1427 FMI 03 is active. The problem has not been corrected. The ECM may have
failed.
Stop.
NO - The CID 1427 FMI 03 is not active. The problem does not exist at this time.
operation.
Stop.
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MID 027 - CID 1427 - FMI 05

SMCS - 7400-038-IND
This diagnostic code is recorded when the ECM reads the current of the relay circuit as being below
normal range (open circuit).
C. At the machine harness connector for the relay that is being tested, install a jumper wire. Install a
jumper wire from the signal wire (H453-GY) to the return wire (E790-PK).
NOT active.
Expected Result:
Results:
the relay failed. Replace the relay.
Stop.
D. At the J2 machine harness connectors for the ECM, measure the resistance from contact J2-2 for
the relay to contact J2-3 (return contact).
Expected Result:
There should be continuity (less than 5.0 ohms resistance).
Results:
Repair: The open circuit is in the signal wire (H453-GY) or in return wire (E790-PK) of the
Stop.
A. Inspect the contacts of the harness connectors and clean the harness connectors.
NOT active.
Expected Result:
Results:
operation. Stop.
Stop.
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MID 027 - CID 1427 - FMI 06

SMCS - 7400-038-IND
This diagnostic code is recorded when the ECM reads the current of the relay as above normal (short to
ground).
NOT active.
Expected Result:
Results:
Repair: Repeat this test step "CHECK THE RELAY" in order to verify that the relay has failed.
Replace the relay.
Stop.
contact of the relay J2-2 (wire H453-GY) to all possible sources of ground.
Expected Result:
Results:
Stop.
NOT present.
Expected Result:
Results:
operation. Stop.
Replace".
Stop.
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Fuse
SMCS - 1417-038
A fuse is blown out as a result of an overloaded circuit. For example, the +battery connection is shorted
to ground. If the fuse is blown on a supply circuit for the ECM, no diagnostic code will be recorded. A
blown fuse will cause CID 0248 FMI 09 to be logged for MID 027.
Test Step 1. CHECK THE FUSE
Whenever the machine's electronic components fail to function and no diagnostic code is available,
check the appropriate fuse for that component and check all associated circuit breakers.
A. Check all fuses and circuit breakers.
Expected Result:
All fuses and circuit breakers are correct.
Results:
YES - All fuses and circuit breakers are correct. Exit this procedure and repeat this procedure.
Stop.
NO - All fuses and circuit breakers are not correct.
Repair: Replace the blown fuse or reset the circuit breaker.
Stop.
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Backup Alarm Always On

SMCS - 7406-038
The ECM applies power to the relay whenever the ECM receives a signal from the shift lever switch.
If the backup alarm is always ON, check these items.
The harness circuit is shorted to the +battery circuit.
The ECM has failed.
B. Disconnect the relay from the machine harness connector.
NOT active.
Expected Result:
The diagnostic code is NOT active when the relay is disconnected.
Results:
Replace the relay.
Stop.
B. The machine harness connector remains disconnected from the relay.
contact of the relay J2-37 (wire 321-BR) to all possible sources of positive voltage.
Expected Result:
Results:
YES - Each resistance should be greater than 5000 ohms. The machine harness is correct. The
ECM has failed.
code again. Recheck the status of the diagnostic code. The diagnostic code is active or the
diagnostic code is NOT active. Replace the ECM if the cause is not found. See Testing and
Stop.
NO - There is a short in the machine harness. The short is between the signal contact of the relay
and the circuit with the low resistance measurement.
Stop.
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Backup Alarm Always Off

SMCS - 7406-038
The ECM applies power to the backup alarm whenever the ECM receives a reverse signal from the
position sensor for the transmission/chassis ECM.
One of the following conditions can cause the backup alarm to remain OFF:
The backup alarm has failed.
The harness circuit is open.
The harness circuit is shorted to ground.
The ECM has failed.
The backup alarm relay has failed.
Note: The following test steps will cause related diagnostic codes to be logged.
Test Step 1. CHECK THE BACKUP ALARM.
B. Disconnect the backup alarm from the machine harness.
C. Use jumpers to connect the respective terminals of the backup alarm to the +battery terminal and
ground.
Expected Result:
The backup alarm sounds when power is applied.
Results:
YES - The backup alarm sounds when power is applied. The backup alarm operates correctly.
NO - The backup alarm does not sound when power is applied.
Repair: The backup alarm has failed. Replace the backup alarm. Verify that the new backup
alarm corrects the problem.
Stop.
Test Step 2. CHECK THE ALARM CIRCUIT FROM THE RELAY FOR AN OPEN.
B. Disconnect the machine harness connector from the relay.
C. The machine harness connector from the backup alarm remains disconnected.
D. Measure the resistance from contact 1 (wire 612-GY) of the backup alarm connector. Measure the
resistance to contact 87 of the harness connector for the relay.
Expected Result:
The resistance that is measured is less than 5 ohms.
Results:
NO - The resistance that is measured is greater than 5000 ohms. The harness for the backup alarm
has failed.
Stop.
B. The machine harness connector for the relay remains disconnected.
NOT active.
Expected Result:
The diagnostic code is NOT active when the relay is disconnected.
Results:
Replace the relay.
Stop.
Test Step 4. CHECK THE SIGNAL CIRCUIT FOR A SHORT TO GROUND
A. The machine harness remains disconnected from the backup alarm.
C. Disconnect the machine harness connector J1 and connector J2 from the ECM.
D. At machine harness connector J2, measure the resistance from the J2-37 (backup alarm signal) to
all possible sources of ground.
Expected Result:
Results:
YES - Each resistance measurement is greater than 5000 ohms. The resistance is within an
acceptable range. The machine harness is correct. Proceed to test step 5.
measurements.
Repair: There is a short in the machine harness. The short is between wire 321-BR (backup alarm
signal) and the circuit with the low resistance measurement. Repair the machine harness or replace
the machine harness.
Stop.
Test Step 5. CHECK THE SIGNAL CIRCUIT FOR AN OPEN
B. Reconnect the relay to the harness connector.
C. The machine harness connector J2 remains disconnected from the ECM.
D. At machine harness connector J2, measure the resistance from J2-37 (backup alarm signal) to J2-3
(return).
Expected Result:
The resistance should measure approximately 360 ohms.
Results:
OK - The resistance measures approximately 360 ohms. The machine harness is correct. Proceed
to test step 6.
NOT OK - The resistance that is measured is greater than 5000 ohms.
Repair: There is an open circuit in the machine harness. The open is in wire 321-BR (backup
alarm signal) or in wire E790-PK (return) of the machine harness. Repair the machine harness or
Stop.
Test Step 6. CHECK IF THE PROBLEM REMAINS.
A. Inspect the harness connectors and clean the contacts of the harness connectors.
C. Start the engine.
D. Operate the shift lever.
Expected Result:
The backup alarm works while the shift lever is in REVERSE.
Results:
YES - The backup alarm works while the shift lever is in REVERSE. The diagnostic code is NOT
present. The problem does not exist at this time. The initial problem was probably caused by a
poor electrical connection or a short at one of the harness connectors that was disconnected and
reconnected. Resume normal machine operation. Stop.
NO - The backup alarm does not work while the shift lever is in REVERSE.
Repair: The problem has not been corrected. It is unlikely that the ECM has failed. Exit this
procedure and perform this procedure again. If the cause of the diagnostic code is not found,
Stop.
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Indicator Lamp for Body Up Does Not Illuminate During the

Power Up Self Test
SMCS - 1408-038-LMP
(S/N: BBBBCABDABEC)
Test Step 1. CHECK THE INDICATOR LAMP.
B. Replace the indicator lamp with a similar indicator lamp that is known to be correct.
D. Observe the indicator lamp.
Expected Result:
The indicator lamp functions properly.
Results:
OK - The indicator lamp functions properly during the three second test cycle. Stop.
NOT OK - The indicator lamp is not the problem. Proceed to test step 2.
B. Disconnect the machine harness from the transmission/chassis ECM.
D. At the breaker, measure the voltage between wire (126-PK) and frame ground. The voltage must
be above 20.5 VDC in order to illuminate the indicator lamp.
E. Turn the key start switch and the disconnect switch to the OFF position.
F. Install a jumper wire from contact J1-1 wire (126-PK) to contact J1-4 wire (H430-PU).
G. At the machine harness connector for the transmission/chassis ECM, connect J1-16 wire (J765-
BU-16) to frame ground.
H. Turn the disconnect switch and the key start switch to the ON position.
Expected Result:
The indicator lamp illuminates.
Results:
OK - The indicator lamp illuminates. The harness circuit is functioning correctly. The ECM has
failed.
again. The problem is active or the problem is NOT active. Replace the ECM if the cause is not
found. See Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
NOT OK - There is an open in the harness. Proceed to test step 3.
A. Remove the LED from the socket.
B. Check for an open circuit between the following points. Check between the circuit of the indicator
lamp (wire H430-BU-16) and J1-4.
C. Check for an open circuit between the following points. Check between the circuit of the indicator
lamp(wire J765-BU-16) and contact J1-16.
Expected Result:
The resistance that is measured is less than 5 ohms. The circuits are correct.
Results:
OK - The circuits are correct. Stop.
NOT OK - The circuits are NOT correct.
Stop.
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Indicator Lamp for Body Up Is On Continuously

SMCS - 1408-038-LMP
(S/N: BBBBCABDABEC)
B. Disconnect the machine harness from the ECM.
C. At the ECM connector, install a jumper wire from contact J1-16 to frame ground.
D. Turn the disconnect switch to the ON position.
E. Observe the indicator lamp.
F. Turn the key start switch to the ON position.
G. Observe the indicator lamp.
Expected Result:
The indicator lamp is ON.
Results:
OK - The indicator lamp is ON. The harness circuit (wire J765-BU-16) is shorted to the + battery.
The harness has failed.
Stop.
NOT OK - The indicator lamp is NOT ON. The harness circuit is correct. The ECM may have
failed.
Repair: It is unlikely that the ECM has failed. Reconnect all harness connectors. Exit this
procedure and perform this procedure again. The problem is active or the problem is NOT active.
Replace the ECM if the cause is not found. See Testing and Adjusting, "Electronic Control
Module (ECM) - Replace".
Stop.
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Starting System
SMCS - 1450-038
The ECM activates the start relay when the key start switch is in the START position and the direction
switch is in the NEUTRAL position. The ECM detects a failure in the circuit for the start relay and the
electrical system. If CID 0444 or CID 0168 are present the diagnostic code must be corrected before
performing the following procedure "Check the key start switch". See Troubleshooting, "Diagnostic
Code List".
Test Step 1. CHECK THE KEY START SWITCH IN THE START POSITION.
A. Make sure that a CID 0444 diagnostic code does not exist. If the diagnostic code exists, correct
the failure before proceeding.
B. Disconnect the ECM from the machine harness.
C. Turn the disconnect switch to the ON position.
D. Turn and hold the key start switch in the START position.
E. At the machine harness connector for the ECM, measure the voltage between contact J1-40 (wire
307-OR) and contact J1-2 (ground).
Expected Result:
The +battery voltage should be present.
Results:
YES - The +battery voltage is present. Proceed to Test Step 2.
NO - The +battery voltage is NOT present. The key start switch or the machine harness (wire
307-OR) has failed. Check the key start switch and the machine harness.
Repair: If necessary, replace the key start switch and/or the machine harness.
Stop.
Test Step 2. CHECK THE KEY START SWITCH IN THE OFF POSITION.
A. The ECM remains disconnected from the machine harness.
C. At the machine harness connector for the ECM, measure the voltage between contact J1-40 (wire
307-OR) and contact J1-2 (ground).
Expected Result:
The +battery voltage should be present.
Results:
YES - The +battery voltage is present. The key start switch or the machine harness (wire 307-OR)
has failed. Check the key start switch and the machine harness.
Repair: If necessary, replace the key start switch and/or the machine harness.
Stop.
NO - The +battery voltage is NOT present. The harness circuit operates correctly. The ECM may
have failed.
Repair: It is unlikely that the ECM has failed. Perform these test steps again. If the cause is not
found, replace the ECM. See Testing and Adjusting, "Electronic Control System (ECM) -
Replace".
Stop.
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Traction Control Valve

SMCS - 4801; 4811
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
(1) Torque for the selector solenoid coil nut ... 14 ± 2 N·m (10 ± 1.5 lb ft)
(2) 9G-9227 Spring for the drain ball check

Test force ... 261 ± 21 N (59 ± 5 lb)
(3) 9G-9226 Spring for the brake reducing spool
Quantity ... Two

Test force ... 40.3 ± 2.0 N (9.06 ± 0.45 lb)
(4) Micron rating for the control circuit oil screen ... 40
(5) 3T-9836 Spring for the check valve of the brake reducing spool

Test force ... 2.22 ± .18 N (0.50 ± 0.04 lb)
(6) Torque for the selector solenoid valve nut ... 30 ± 5 N·m (22 ± 4 lb ft)
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Speed Sensor
SMCS - 4803
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 5ER1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Distance (A) from the end of the axle shaft to the clamp ... 1295 ± 5 mm (51 ± 0.2 inch)
(1) Torque for 9F-6936 Bolts ... 710 ± 25 N·m (525 ± 18 lb ft)
(2) Torque for 3T-2469 Magnetic Sensor ... 30 ± 4 N·m (22 ± 3 lb ft)
Note: Apply 5P-3413 Pipe Sealant to the threads of 3T-2469 Magnetic Sensor .
(3) Torque for 5T-8041 Adapter ... 55 ± 7 N·m (40 ± 5 lb ft)
Note: Apply 154-9731 Thread Lock Compound to the threads of 5T-8041 Adapter .
(4) Torque for 1T-0284 Bolts ... 30 ± 4 N·m (22 ± 3 lb ft)
Note: Apply 154-9731 Thread Lock Compound to the threads of 1T-0284 Bolts .
Note: Stake the top edge of the counterbore in order to retain 1T-0284 Bolts .
Adjustment Procedure for the Adapter to the Gear
(3) 5T-8041 Adapter
(5) Shims
1. Measure the distance from the machined counterbore surface to the gear tooth. This distance is
distance (B) .
2. Determine the thickness of 5T-8041 Adapter (3). This thickness is thickness (C) .
3. Add distance (B) to thickness (C). Subtract this total from 167.36 ± 0.08 mm (6.589 ± 0.003 inch).
4. Install shim pack (5) that is equal to the difference.
The shims that are available to achieve the correct dimension
5T-8042 Shim ... 0.16 mm (0.0063 inch)

5T-8168 Shim ... 0.05 mm (0.0020 inch)
5T-8169 Shim ... 0.80 mm (0.0315 inch)
/ #00, 1"". / % 2 #- #8 #1 9" ""1"".

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SMCS - 4803
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
(1) Nose piece.
Installation Procedure for the Speed Sensor (Transmission)

1. Use a small screwdriver to pry out nose piece (1) until the nose piece does not move. Use the slots
that are provided in the sides of the nose piece.
2. Screw the speed sensor into the hole for the transmission speed sensor.
Torque for the speed sensor ... 24 ± 3 N·m (18 ± 2 lb ft)
3. When the sensor is tightened, the nose piece contacts the gear face. Then, the nose piece slides
into the sensor body. After the sensor is fully tightened, the nose piece is at the correct air gap and
no other adjustments are required.
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Pressure Switch (Air)

SMCS - 1435
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
The Traction Control System electronic control module uses this pressure switch. The switch is
normally in a closed position.
Necessary pressure for the activation of the switch ... 55.2 ± 13.8 kPa (8 ± 2 psi)
The switch is normally closed below the following pressure. ... 41.4 kPa (6 psi)
0 #11, /"". 0 % 2 #- #8 -/ 9" ""/"".

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General Information
SMCS - 4294
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
(1) Left drive axle speed sensor
(2) Left rear brakes (parking)
(3) Left rear parking brake springs
(4) TCS valve
(5) Drain ball check spring
(6) Drain ball check
(7) Signal piston for the drain ball check
(8) Signal oil
(9) Service brake air pressure switch
(10) Retarder air pressure switch
(11) Test switch for TCS
(12) Left brake reducing spool
(13) Ball check valve for the dampening of the left reducing spool
(14) Right reducing spool
(15) Ball check valve for the dampening of the right reducing spool
(16) Transmission output shaft speed sensor
(17) Traction control system electronic control module
(18) Parking and secondary brake ball check
(19) Orifice for the left brake circuit
(20) Orifice for the right brake circuit
(21) Replaceable screen for the control circuit
(22) Proportional solenoid valve (flow control)
(23) Proportional solenoid signal (left brake)
(24) Selector solenoid signal (right brake)
(25) Selector solenoid valve
(26) Parking and secondary brake valve
(27) Parking and secondary brake air pressure
(28) Return oil flow to hydraulic tank
(29) Return to the relief valve
(30) Right drive axle speed sensor
(31) Parking brake release section of the oil pump
(33) Parking brake release oil supply
(34) Right rear brake (parking)
(35) Right rear parking brake springs
(36) Transmission speed distributor
(37) Stop for the drain ball check
(P) Supply oil from the parking brake release pump section
(D) Drain oil to the tank
(L) Left parking brake release oil
(R) Right parking brake release oil
View for all models except the 793D.
(4) Traction control valve
(31) Parking brake release section of oil pump
View for the 793D only
(31) Parking brake release section of oil pump
The Traction Control System (TCS) is used to improve the traction at the drive wheels. If either drive
wheel begins to spin, the TCS can increase the power that is sent to the wheel that has better traction.
This is done by applying the parking brake of the wheel that has less traction. The TCS is functional at
ground speeds under 19 km/h (12 mph).
Operation
The TCS is installed as part of the parking brake system. The parking brakes are applied by springs and
released hydraulically. The TCS can independently apply the left parking brake or the right parking
brake.
When the vehicle is started, parking brake release pump section (31) sends oil through filter (32) to
parking and secondary brake valve (26). Before the oil enters valve (26), some of the flow is sent
through line (8) to the pump signal port of TCS valve (4). Inside the TCS valve, ball check piston (7)
moves to the left and drain ball check (6) is unseated. This opens valve (4) to a drain line that goes to the
hydraulic tank.
When the parking brakes are released by the operator, air flows to line (27). This causes the spool of the
parking and secondary brake valve to be pushed downward. This allows the parking brake release oil to
flow through valve (26). Flow (33) can enter TCS valve (4). At TCS valve (4), oil is sent to the control
circuit. The oil that is sent to the control circuit must flow through screen (21). After the oil flows
through the screen, the oil flows through orifice (19) for the left brake circuit and through orifice (20)
for the right brake circuit. These two orifices cause a slight decrease of pressure and a large decrease of
flow.
When selector solenoid valve (25) is centered, the oil flows to the ends of left brake reducing spool (12)
and right brake reducing spool (14). The parking brake release oil flow that entered TCS valve (4) is
prevented from flowing to left rear parking brake (2) and right rear parking brake (34) by reducing
spools (12) and (14). When the pressure level of the control circuit is high enough, reducing spools (12)
and (14) will shift toward the center of valve (4). This will allow the parking brake release oil to flow to
brakes (2) and (34). This causes the parking brakes to be released.
When Traction Control System electronic control module (17) senses a spinning wheel, the Traction
Control System electronic control module will activate selector solenoid valve (25). Selector solenoid
valve (25) shifts. The selector solenoid valve then selects the control circuit from the parking brake of
the spinning wheel. When selector solenoid valve (25) shifts, the control circuit oil is drained from the
selected side. This causes the reducing spool for the selected side to shift. This stops the parking brake
release oil flow to the parking brake. Then, the parking brake is applied.
The control circuit oil that is drained from the circuit is drained through selector solenoid valve (25) and
proportional solenoid valve (22). The proportional solenoid valve controls the rate of the oil that is
drained from the control circuit. Proportional solenoid valve (22) and selector solenoid valve (25) will
deactivate if the Traction Control System electronic control module determines that the spinning wheel
has stopped. The selector solenoid valve will center and the pressure of the control circuit will rise. The
reducing spool will shift to the center of valve (4) and the parking brake release oil will release the
parking brake.
2 #33, /"". 2 % 4 #1 ,- /, :" ""/"".

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Electronic Control Module (Traction Control System)

SMCS - 4801; 4802
Note: The current Traction Control System (TCS) has dual connectors and a harness adapter. The
former TCS has a single connector. The harness adapter may not be installed on newer applications.
The Traction Control System electronic control module can be located in the cab behind the access panel
that is directly behind the operator's seat. The Traction Control System electronic control module can
also be located in the rear of the cab. The rear access panel must be removed in order to access the
Traction Control System electronic control module. The TCS is integrated with the Brake electronic
control module on the newer machines.
The TCS processes signals from the speed sensors. Then, the TCS sends signals to the hydraulic
controls in order to apply the parking brake of a spinning wheel. The TCS has many self-checks for the
location of problems. There are indicator lamps on the Traction Control System electronic control
module for the self-checks.
1 #22, /"". 1 % 3 #9 ,- 0/ :" ""/"".

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Switches
SMCS - 1435; 4294
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
These air switches are located at the rear of the operator's compartment. A cover must be removed in
order to access the switches. The switches disable the TCS when the vehicle is moving or when the
brakes or the retarder are activated.
/ #00, 1"". / % 2 #8 ,- -. 9" ""1"".

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Sensors
SMCS - 3030-NS
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
(1) Speed sensor for the left rear wheel
(2) Transmission output speed sensor
There are three different speed sensors. One speed sensor is located at each of the rear wheels and one
speed sensor is located at the transmission output shaft. These speed sensors monitor the rotational
speeds. The sensors send an electrical pulse to the Traction Control System electronic control module.
The speed sensors at the drive wheels require proper adjustment in order to operate. Refer to the
Specifications, "Speed Sensor" section of this service manual for the correct procedure.
/ #00, 1"". / % 2 #8 ,8 #9 :" ""1"".

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Solenoid Valves
SMCS - 4294-OD
(3) Signal oil
(4) Proportional solenoid valve
(A) Right parking brake release oil
(B) Supply oil from parking brake release section of pump
(C) Left parking brake release oil
(D) Return to tank
Selector Solenoid Valve

Traction control valve (1) is located on the inside of the left rear frame rail. Selector solenoid valve (2) is
mounted on traction control valve (1). The selector solenoid valve receives signals from the Traction
Control System electronic control module. This causes the selector solenoid to shift. Then, the left
parking brake or the right parking brake is selected. When the selector solenoid valve is shifted, control
oil is drained. Then, a reducing spool shifts and the parking brake is applied.
Proportional Solenoid Valve

Proportional solenoid valve (4) is mounted on traction control valve (1). The proportional solenoid valve
controls the amount of oil that is drained from the selected parking brake control circuit. The oil flow of
the proportional solenoid valve is controlled by a signal from the Traction Control System electronic
control module.
0 #11, /"". 0 % 2 #8 ,8 / 9" ""/"".

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Transmission Speed Distributor

SMCS - 3030-NS
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
Transmission speed distributor (1) is for the following tractors and off-highway trucks: 768C, 769C, 769D, 772B, 773B,
773D, 776, 776B, 776D, 777, 777B, 777C and 777D.
Transmission speed distributor (1) is located at the rear of the cab. A cover must be removed in order to
access the transmission speed distributor.
Transmission speed distributor (2) is for the following off-highway trucks: 785, 785B, 785C, 789, 789B, 789C, 793, 793B,
793C and 793D.
Transmission speed distributor (2) is located inside the center console in the operator's compartment. A
panel on the console must be removed in order to access the transmission speed distributor.
The transmission speed distributor receives the signals from the transmission output shaft speed sensor.
The transmission speed distributor changes the signals so that the Traction Control System electronic
control module and the speedometer can use the signals.
2 #11, /"". 2 % 3 #9 ,9 0/ :" ""/"".

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SMCS - 4801; 4811
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
Traction Control Valve and Solenoid Valves inside the Left Rear Frame
(1) Traction control valve. (2) Selector solenoid valve. (3) Pump signal hydraulic oil flow. (4) Proportional solenoid valve.
(A) Right parking brake release oil. (B) Supply oil for parking brake release pump. (C) Left parking brake release oil. (D)
Drain oil that flows to the tank.
Traction control valve (1) is located on the inside of the left or right frame rails. The exact location
varies on different models. The traction control valve is always in the vicinity of the transmission. The
traction control valve contains two reducing spools. The two reducing spools control the left and right
parking brake release oil flow.
0 #11, 2"". 0 % 3 #/ ,/ -- 9" ""2"".

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General Information
SMCS - 4294-035
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
The troubleshooting consists of the following three sections:
Functional test
Control box lamp checks
Machine preparation for troubleshooting
Note: Air must not be in the oil for the parking brake release system. Air in the system can prevent the
complete application of the brakes. Air in the Traction Control System will slow down the response
time. The process for bleeding the parking brake release system is in Systems Operation/Testing and
Adjusting, "Air System and Brakes".
Note: Be certain that all the air pressure and all the oil pressure is released before the loosening, the
tightening, the removal, or the adjusting of any fitting, hose, or component.
/ #00, 1"". / % 2 5 ." ,0 8" 9" ""1"".

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Functional Test
SMCS - 4294
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
This procedure will determine whether the Traction Control System electronic control module is
functioning. This procedure will also determine whether the left parking brake and the right parking
brake activate at the proper time.
Procedure
1. Find a clear, level area that is large enough to drive the vehicle in a complete circle.
2. While the vehicle is in first gear, fully turn the steering wheel to the left and drive the vehicle in a
circle. While the vehicle is turned to the left, raise the guard of the TCS test switch. Then, move
the toggle lever in order to put the control into the test mode.
The right parking brake will engage and the vehicle will gradually come to a stop. The brake will
disengage and the speed of the vehicle will increase. This sequence will continue to repeat.
Note: The large off-highway trucks have a greater torque output to the drive wheels. Because of
the higher torque output, one parking brake may not be able to completely stop the vehicle. Hold
the test switch on for 15 to 20 seconds and then turn off the test switch. You may not feel the
engagement of the parking brake. You should notice when the switch is turned off and the parking
brake is disengaged.
3. Turn off the TCS test switch.
4. Turn the vehicle so the truck can circle to the right. Repeat Step 2, but fully turn the steering
wheel to the right instead of to the left. The same sequence should occur, except that the left
parking brake should engage.
Proceed to the Control Box Lamp Check.
0 #11, 2"". 0 % 3 6 ." /" "/ 9" ""2"".

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Control Box Lamp Checks

SMCS - 4294
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
Note: The bed of the truck must be fully in the RAISE position for the following control box lamp
checks. Be certain that the retaining pins or the retaining cable are correctly installed.
To prevent personal injury or death, do not work under the truck with
the body (bed) raised.
When it is necessary to work under the truck with the body (bed)
raised, install the body (bed) retaining pins through the pin holes in the
frame and body.
To prevent personal injury or death, do not work under the machine

with the body (bed) raised.
When it is necessary to work under the machine with the body (bed)
raised, install the body (bed) retaining cable end through the rear tow
pin at the rear of the machine.
Disconnected hoist control linkage
( 793C)
Installed pins in the body of the truck
Installed retaining cable
When the TCS test switch is changed from "OFF" to "TEST", the control box goes into the lamp test
mode. In this test mode, all of the lamps will activate for five seconds. The lamps will then return to the
normal state.
When you disconnect a connector, check the connector for the following problems:
corrosion
dirt
bent pins
broken pins
bent sockets
broken sockets
If any of the previous problems exist, clean the connectors or repair the connectors.
When you check the indicated lamp for problems, another person should check the harness that is near
the valve and the solenoid connectors. The harness should be checked for broken wires or broken
connectors. Any broken wires or broken connectors may still be in contact. This could cause intermittent
problems.
The drive axle speed sensors may need to be readjusted. Refer to the Specifications section of this
manual for the correct procedure for your specific machine.
The transmission output shaft speed sensor is self-adjusting. Be certain that the sensor is tightened to the
correct torque.
Traction control system electronic control module
Lamp Checks
Former TCS test switch
769C Truck
Current TCS test switch
Traction control system electronic control module (dual connector)
Traction control system electronic control module (single connector)
Note: The current TCS has dual connectors and a harness adapter. The former TCS has a single
connector. The harness adapter may not be installed on newer applications.
The control box has twelve diagnostic lamps. These lamps activate for a five second lamp test when the
TCS test switch is turned on. This allows the service person to determine whether any lamps are not
functioning.
The status of the lamps is determined in the following manner:
The electrical power lamp is on when the electrical power is turned on.
The lamp for the service brake and retarder switch is on when the service brake and retarder
switch is applied.
The lamp of the vehicle identification is on when the harness code does not correspond to a valid
code for a vehicle.
The lamp of the left brake solenoid or the left harness is on when there is an open or a short in the
circuit of the left solenoid or the left harness.
The lamp of the right brake solenoid or the right harness is on when there is an open or a short in
the circuit of the right solenoid or the right harness.
The lamp of the proportional valve solenoid or the proportional harness is on when there is an
open or a short in the circuit of the proportional valve solenoid or the proportional harness.
The control box lamp could blink when the lamp is turned on or when a failure is detected in the
control box.
The speed pickup lamp is on when the test switch is on and when there is at least one invalid
sensor signal.
The test mode lamp is on when the test switch is on.
The transmission pickup lamp and the speed pickup lamps for the left and right axles are
connected to a speed sensor. The lamps should be off when the machine is not moving. The lamps
are activated by the level of speed that is output. As the speed of the machine increases, the lamps
will blink at a faster rate. When a certain speed is achieved, the lamps will remain continuously
on.
Speed Pickup Lamp

The speed pickup lamp will provide diagnostic information if the test mode switch is on. In order for
this lamp to provide a valid indication, the vehicle must be driven in a straight line without wheel
slippage. When these conditions exist, the control box determines whether there is a correct relationship
between the signals from the three-speed pickups.
If the correct relationships do not exist between the signals from the three-speed pickups, the Traction
Control System electronic control module will determine the faulty speed pickup. The Traction Control
System electronic control module determines the signal that is sent to the speed pickup lamp. A blinking
code indicates the speed pickup that is faulty. This code lasts for five seconds. If an error is not detected,
then this lamp will remain off.
Look at the control box in order to determine the blinking code. If the Traction Control System
electronic control module cannot pinpoint the errors, the speed pickup lamps will blink four times in five
seconds. The speed pickup lamps of the left and right axles and the transmission pickup lamp assist in
the troubleshooting of the signals from the speed pickups.
If one of the speed pickup lamps in a stopped vehicle is activated or blinking, there is a bad speed
pickup or a bad circuit.
If one of the speed pickup lamps is off in a moving vehicle, there is a bad speed pickup or a bad
circuit.
Harness Fault Lamps

During the functional test, a second person should observe the three harness fault lamps. Ignore the
diagnostic lamp for the speed pickup during the functional testing.
If one of the harness lamps activates during a functional test, then there is a short in the circuit or
an open in the circuit.
If one of the harness lamps blinks on and off during a functional test, there is a short to the ground
in the indicated circuit.
During the stationary pressure test, a second person should observe the three harness lamps.
If an open circuit or a short to the ground exists in any of the following circuits, the corresponding lamp
should activate after one complete cycle:
Left solenoid
Left harness circuit
Right solenoid
Right harness circuit
The lamp for the proportional valve or for the harness may also activate. When the problem is repaired,
both harness lamps will deactivate after the next complete cycle.
If an open circuit or a short to the ground exists in any of the following circuits, the corresponding lamp
should activate after one complete cycle:
Proportional valve
Harness circuit
After the problem is repaired, all the lamps should deactivate after the next complete cycle.
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Service Tools
SMCS - 0785; 4294
Caterpillar digital multimeter
Any Caterpillar digital multimeter can be used to measure the voltage, the current, or the resistance.
Refer to Special Instructions, SEHS7734 for the operation procedure of the multimeter.
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Troubleshooting Methods
SMCS - 4294
Many of the connections between the harnesses may not be tight. This could cause permanent electrical
problems or intermittent electrical problems. Be certain that the connectors are tightly fastened before
any tests are performed.
The failure of an electrical component can cause the failure of other components.
Note: Use any Caterpillar digital multimeter to measure the voltage or the resistance.
When the voltage is checked during the test procedures, the level of the voltage must be at least 24 volts
in order to have a "Voltage" condition. There will be a "No Voltage" condition if the level of the voltage
is less than 24 volts.
If the continuity is measured with any Caterpillar digital multimeter and more than one or two ohms of
resistance is found, find the cause of the resistance. Correct the problem and continue troubleshooting.
The traction control system electronic control module can still work correctly when there is almost 300
ohms resistance in a circuit that must have continuity. Any resistance above one or two ohms is not a
good condition. This is an indication of a bad circuit or a corrosive circuit.
Many of the steps in the test procedure need a test wire assembly in order to ground a contact in a plug
or a receptacle. The test wire assemblies consist of an alligator clamp, a piece of wire, electrical tape,
and a pin or a socket. For good connections, solder the wire to the pin or the socket. The wire should
also be soldered to the alligator clamp. Then, wrap the connection with electrical tape.
Test wire assemblies
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Lamp Checks
SMCS - 4294-081
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
Check 1
1. The following conditions must exist:
The transmission is in NEUTRAL.
The parking brake is on.
The engine is running.
The warning for low air pressure is off.
2. Find the Traction Control System electronic control module behind the operator's seat or in the
rear of the cab. Remove the panel.
3. Look at the electrical power lamp.
Expected Results
The electrical power lamp should be on.
Problem
The electrical power lamp does not turn on.
Solution
Check the Traction Control System electronic control module for power. Refer to the first two steps of
problem A in the Testing and Adjusting, "Problems" section of this service manual.
Check 2
1. Look at the control box lamp.
Expected Results
The control box lamp should be off.
Problem
The control box lamp is on.
Solution
Proceed to problem C in the Testing and Adjusting, "Problems" section of this service manual.
Check 3
1. Move the TCS test switch on the dash to the Test Mode position.
Expected Results
All the lamps should be on during the five second lamp test. The lamps then return to the normal state.
Problem
All the lamps are not on.
Solution
Proceed to problem A in the Testing and Adjusting, "Problems" section of this service manual.
Check 4
1. Look at the lamp for the vehicle identification.
Expected Results
The lamp should be off.
Problem
The lamp is on.
Solution
Proceed to problem B in the Testing and Adjusting, "Problems" section of this service manual.
Check 5
1. Look at the lamp for the service brake or the retarder.
2. Apply the service brakes while the retarder is turned off.
Expected Results
The lamp should be on.
Problem
The lamp is off.
Solution
Proceed to problem D in the Testing and Adjusting, "Problems" section of this service manual.
Check 6
1. Release the service brake.
Expected Results
Problem
The lamp is on.
Solution
Proceed to problem E in the Testing and Adjusting, "Problems" section of this service manual.
Check 7
1. Look at the lamp for the service brake or the retarder while the service brakes are released and the
retarder is applied.
Expected Results
The lamp should be on.
Problem
The lamp is off.
Solution
Proceed to problem F in the Testing and Adjusting, "Problems" section of this service manual.
Check 8
1. Release the retarder.
Expected Results
Problem
The lamp is on.
Solution
Proceed to problem G in the Testing and Adjusting, "Problems" section of this service manual.
Check 9
1. Look at the speed pickup lamps for the left and right axles.
Expected Results
The speed pickup lamps for the left and right axles should be off.
Problem
The speed pickup lamps for the left and right axles are on.
Solution
Proceed to problem H in the Testing and Adjusting, "Problems" section of this service manual.
Check 10
1. Look at the transmission pickup lamp while the vehicle is stopped.
Expected Results
The transmission pickup lamp should be off.
Problem
The transmission pickup lamp is on.
Solution
Proceed to problem I in the Testing and Adjusting, "Problems" section of this service manual.
Check 11
1. Fully apply the retarder while the test switch is turned on. Look at the lamp for the left brake
solenoid or for the harness for 30 seconds.
Expected Results
Problem
The lamp is on.
Solution
Proceed to problem J in the Testing and Adjusting, "Problems" section of this service manual.
Check 12
1. Fully apply the retarder while the test switch is turned on. Look at the lamp for the right brake
solenoid or for the harness for 30 seconds.
Expected Results
Problem
The lamp is on.
Solution
Proceed to problem K in the Testing and Adjusting, "Problems" section of this service manual.
Check 13
1. Fully apply the retarder while the test switch is turned on. Look at the lamp for the proportional
valve or for the harness for 30 seconds.
Expected Results
Problem
The lamp is on.
Solution
Proceed to problem L in the Testing and Adjusting, "Problems" section of this service manual.
Check 14
1. Release the retarder, the parking brake, and the service brake.
2. Shift the vehicle into gear. Move the vehicle at 3 to 8 km/h (2 to 5 mph).
Expected Results
There should be free movement or no drag in the brakes.
Problem
There is not free movement or there is drag in the brakes.
Solution
Proceed to problem M in the Testing and Adjusting, "Problems" section of this service manual.
Check 15
1. Turn on the test mode switch while the machine is still moving in a straight line at 3 to 8 km/h (2
to 5 mph). Look at the speed pickup lamp for at least five seconds.
Expected Results
Problem
The lamp is on.
Solution
Proceed to problem N in the Testing and Adjusting, "Problems" section of this service manual.
Check 16
1. Stop the vehicle and stop the engine. Engage the parking brake.
2. Check the coding for the vehicle harness.
Expected Results
The coding must agree with the chart in Problem B in the Testing and Adjusting, "Problems" section of
this service manual.
Problem
The coding does not match.
Solution
Correct the coding in order to match the model of the vehicle.
If the expected results are seen in each check, proceed to the troubleshooting section.
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Problems
SMCS - 4294
Problem A
All the lamps are not on during the five second lamp test.
Step 1
Move the test switch to the OFF position for at least two seconds and then move the test switch to the
ON position. All the lamps should be on during the five seconds lamp test.
If all the lamps are off, proceed to "Step 2".
If the test mode lamp is off, go to "Step 3".
Some of the lamps may be off and some of the lamps may be on. Record any lamps that are off.
Proceed to the next check.
Step 2
Disconnect the cab harness from the electronic control module.
Test the battery circuit for voltage with the key in the ON position. Connect the probes to the cab
connector with the voltmeter on a scale of 200 DCV. Measure the voltage of the vehicle between contact
1 and contact 2 of the cab connector. If 25 ± 7 DCV is measured, replace the electronic control module.
Troubleshoot the cab harness. Look for any shorts or any opens between the cab connector, the
power harness connector of the battery, and the fuse.
Step 3
Disconnect the harness connector from the electronic control module. Check for continuity on the
harness connector. The former Traction Control System electronic control module has a single connector
and the current Traction Control System electronic control module has a dual connector. On the former
Traction Control System electronic control module, check between pin "5" and pin "11". On the current
Traction Control System electronic control module, check between J1 pin 9 and J2 pin 2. When the test
switch is on, there should be continuity.
No continuity indicates that the test switch has failed or that the test harness is open.
Step 4
While the test switch is on, check for a short or a ground between pin "5" of the harness connector and
the vehicle frame. There should not be any continuity.
If there is continuity, locate the source of the short to the ground. Repair the problem.
Step 5
Turn off the disconnect switch. A jumper wire should be connected from pin "1" of the electronic
control module to socket "1" of the harness connector. A second jumper should be connected from pin
"2" of the electronic control module to socket "2" of the harness connector. Turn on the disconnect
switch. Check for voltage between pin "5" and pin "2" on the former Traction Control System electronic
control module. The measured voltage should be 12 ± 2 DCV. Check for voltage between J2 pin 2 and
pin "2" on the current Traction Control System electronic control module. The measured voltage should
be 10 ± 2 DCV.
If the incorrect voltage is found, replace the electronic control module.
Step 6
A jumper wire should be connected from pin "5" to pin "11" on the former Traction Control System
electronic control module. A second jumper wire should be connected from J1 pin 9 to J2 pin 2 on the
current Traction Control System electronic control module. All the lamps should be on for the five
second lamp test.
If no lamps are on during the lamp test, replace the electronic control module.
Problem B
The lamp for vehicle identification is on.
Note: This check determines if the wrong pattern for the vehicle ID is caused by the electronic control
module or by the harness coding.
Step 1
Disconnect the cab harness from the electronic control module. Connect the ground probe of the
continuity tester to socket "2" of cab connector. Test on the former Traction Control System electronic
control module for continuity. Use cab connector sockets "16" through "20" in order to test for
continuity. Test on the current Traction Control System electronic control module for continuity. Use
cab connector sockets "19", "18", "17", "36", and "37" to test for continuity.
Compare the pattern of the continuity to the chart for vehicle identification. If the pattern of the
continuity is identical to the chart for vehicle identification, replace the electronic control module.
Repair the harness in order to match the vehicle identification.
Note: Use a 6V-4812 VE Remover tool and a 6V-3001 Crimping tool.
Table 1
Coding for the TCS

ID Code HC 0 HC 1 HC 2 HC 3 HC 4
Current Traction Control System Pin Pin Pin Pin Pin
electronic control module "19" "18" "17" "37" "36"
Former Traction Control System Pin Pin Pin Pin Pin
electronic control module "16" "17" "18" "19" "20"
768/ 769/ 771 - (1) - G (2) - G
772 or 773 with 21 x 35 inch tires G - G - -
772/ 773/ 775 - - G G -
776/ 777 - G G - -
785 - - - G G
789 G - - G -
793 - G - G -
(1) - represents no connection.
(2) G represents a connection to the ground.
Note: The current Traction Control System electronic control module has dual connectors and an
adapter harness assembly. The former Traction Control System electronic control module has a single
connector. When the former Traction Control System electronic control module is replaced, use the
adapter harness assembly to adapt the dual connectors of the current Traction Control System electronic
control module. The adapter harness assembly may not be installed on newer applications.
Problem C
The lamp for the electronic control module is on or blinking.
Step 1
Replace the electronic control module.
Note: Do not replace the electronic control module if the lamp is on because of the five second lamp
test.
Problem D
The service brake or the retarder lamp does not come on when the service brake is applied.
Step 1
Apply the service brake while the retarder is off. If the lamp is on, proceed to the next check.
If the lamp is off, proceed to "Step 2".
Step 2
Check for the following problems which could cause the lamp to not come on:
No brake air pressure
The pressure switch of the brake has failed or the pressure switch of the brake has closed.
There is a short from the switch harness of the brake to a voltage source.
If the problem is located, repair the problem and then repeat "Step 1".
If no problem is found, proceed to "Step 3".
Step 3
control module to socket "1" of the harness connector. A second jumper wire should be connected from
pin "2" of the electronic control module to socket "2" of the harness connector. Turn on the disconnect
switch. If the brake or the retarder lamp comes on, the electronic control module is good. Repeat "Step
2".
If the lamp is off, replace the electronic control module.
Problem E
The service brake or the retarder lamp does not turn off when the brake is released and the retarder is
off.
Step 1
Be certain that the retarder is off. Apply the service brakes and then release the service brakes. When
you release the brakes, the lamp will be on or off. If the lamp is off, proceed to the next check.
If the lamp is on, proceed to "Step 2".
Step 2
Check for the following problems which could cause the lamp to remain on:
There is a short to the ground in the switch harness.
There is an open in the switch harness.
The brake switch did not open.
The retarder switch did not open.
The brake air pressure remains high at the switch.
If a problem is located, repair the problem and repeat "Step 1".
If a problem is found, proceed to "Step 3".
Step 3
pin "2" of the electronic control module to socket "2" of the harness connector. If a former Traction
Control System electronic control module is installed, a third jumper wire should be connected from pin
"5" to pin "9". If a current Traction Control System electronic control module is installed, a third jumper
wire should be connected from J1 pin 9 to J2 pin 1. Turn on the disconnect switch. If the service brake
or the retarder lamp goes off, repeat "Step 1".
If the lamp remains on, replace the electronic control module.
Problem F
The service brake or the retarder lamp does not come on when the retarder is applied.
Step 1
Apply the retarder while the service brake is off. If the lamp is on, proceed to the next check.
If the lamp is off, proceed to "Step 2".
Step 2
Check for the following problems which could cause the lamp to not turn on:
No retarder air pressure
The retarder switch has failed or the retarder switch has closed.
The switch harness of the retarder has shorted to a voltage source.
Step 3
switch. If the brake or the retarder lamp comes on, the control box is good. Repeat "Step 2".
If the lamp is off, replace the electronic control module.
Problem G
The service brake or the retarder lamp does not turn off when the retarder is released and the brake is
off.
Step 1
Be certain that the service brake is off. Apply the retarder and then release the retarder. When the
retarder is released, the lamp should be on or off. If the lamp is off, proceed to the next check.
Step 2
Check for the following problems which could cause the lamp to remain on:
There is a short to the ground in the switch harness.
There is an open in the switch harness.
The retarder switch did not open.
The brake switch did not open.
The retarder air pressure remains high at the switch.
Step 3
pin "2" of the electronic control module to socket "2" of the harness connector. If the installed Traction
Control System electronic control module is not a current model, a third jumper wire should be
connected from pin "5" to pin "9". If a current Traction Control System electronic control module is
installed, a third jumper wire should be connected from J1 pin 9 to J2 pin 1. Turn on the disconnect
switch. If the service brake or the retarder lamp goes off, repeat "Step 1".
If the lamp remains on, replace the electronic control module.
Problem H
A lamp for an axle pickup is on when the vehicle is stopped.
Step 1
Set the parking brake. Put the transmission in NEUTRAL and stop the engine. Turn the key in the
switch in order to power the electronic control module. If the lamp is off, proceed to "Step 5".
Step 2
Remove the axle pickup that has the activated lamp. Reconnect the pickup to the harness. Isolate the
pickup case from the frame ground. If the lamp is off, replace the pickup.
Step 3
Disconnect the harness connector from the pickup. If the lamp is off, replace the pickup.
Step 4
switch and the switch for the key. If all the lamps are off, reconnect the electronic control module to the
harness. Proceed to "Step 5".
If a lamp is still on, replace the electronic control module.
Step 5
Disconnect the harness connector from the pickup that has an activated lamp. Restart the engine. If the
lamp is off, proceed to "Step 6".
If the lamp is on, look for intermittent shorts that are going from the pickup signal harness to a voltage
source.
Step 6
A jumper wire should be connected from socket "A" to socket "C" of the pickup harness connector. If
the lamp is off, proceed to the next check.
If the lamp is on, look for intermittent shorts to the ground or for an open in the pickup signal harness.
Problem I
The transmission pickup lamp is on when the vehicle is stopped.
Step 1
Check the operation of the transmission control. If the operation of the transmission control is good,
proceed to "Step 2".
Troubleshoot the transmission control.
Step 2
Check the speedometer reading when the following conditions exist:
The vehicle is stopped.
The engine is off.
The keyed switch is on.
If the speedometer reading is not zero, inspect the harness connection to the transmission speed
distributor. If no problems are found, replace the transmission speed distributor.
Step 3
If the transmission pickup lamp is on, disconnect the harness connector from the transmission speed
distributor. Start the engine and look at the transmission pickup lamp. If the lamp is off, inspect the
harness in order to find the problem. If no problem is found, replace the transmission speed distributor.
If the lamp is on, check for a short that is going from transmission pickup line 271 to a source of
voltage. If a short is not found, proceed to "Step 4".
Step 4
control module to socket "1" of the harness connector. A second jumper should be connected from pin
"2" of the electronic control module to socket "2" of the harness connector. Turn on the disconnect
switch. If the transmission pickup lamp is off, repeat "Step 1".
If the lamp is on, replace the electronic control module.
Problem J
The left brake solenoid or the harness lamp is on.
Step 1
Disconnect the cab harness from the electronic control module. Use a VOM with a 200 ohm capacity in
order to test the left solenoid circuit for resistance. On a former Traction Control System electronic
control module, measure the resistance between contacts "12" and "2" of the cab connector. On a current
Traction Control System electronic control module, measure the resistance between contacts J1 pin 3
and J1 pin 2 of the cab connector. If the measured resistance is between 18 and 45 ohms, replace the
electronic control module. Proceed to "Step 2".
Step 2
Disconnect the harness from the left solenoid valve. Use a VOM with a 200 ohm capacity to test the
resistance of the left solenoid. Measure the resistance between contacts "1" and "4" of the solenoid
harness connector. If the measured resistance is between 18 and 45 ohms, troubleshoot the harness.
Replace the 6T-3383 Coil Assembly on the 9G-9988 Solenoid Valve .
Problem K
The right brake solenoid or the harness lamp is on.
Step 1
order to test the right solenoid circuit for resistance. On a former Traction Control System electronic
Step 2
Disconnect the harness from the right solenoid valve. Use a VOM with a 200 ohm capacity to test the
resistance of the right solenoid. Measure the resistance between contacts "2" and "3" of the solenoid
harness connector. If the measured resistance is between 18 and 45 ohms, troubleshoot the harness.
Replace the 6T-3383 Coil Assembly on the 9G-9988 Solenoid Valve .
Problem L
The proportional valve or the harness lamp is on.
Step 1
order to test the proportional valve circuit for resistance. On a former Traction Control System electronic
Step 2
Disconnect the harness from the proportional valve. Use a VOM with a 200 ohm capacity to test the
resistance of the proportional valve solenoid. Measure the resistance between contacts "1" and "2" of the
proportional harness connector. If the measured resistance is between 12 and 22 ohms, troubleshoot the
harness.
Replace the 3T-0062 Proportional Valve .
Problem M
The brakes drag during a no-slip condition.
Step 1
Stop the vehicle and disconnect the cab harness from the electronic control module. Move the vehicle at
a slow speed. If the brakes release, replace the electronic control module. If the brakes do not release,
Step 2
Stop the vehicle. Disconnect the harness connectors at the selector solenoid valve and at the proportional
valve. If the brakes release, troubleshoot the wiring harness of the TCS. If the brakes do not release,
proceed to the hydraulic troubleshooting section.
Problem N
The diagnostic lamp of the speed pickup is on.
Step 1
When the speed of the vehicle is 3 to 8 km/h (2 to 5 mph), count the number of flashes in five seconds.
Refer to the following chart for the identification of the failed pickup.
One flash indicates the left axle pickup.
Two flashes indicate the right axle pickup.
Three flashes indicate the transmission pickup.
Four flashes indicate the speed pickup lamp.
If there are either one, two, or four flashes, proceed to "Step 2". If there are three flashes, proceed to
"Step 3".
Step 2
While the machine is moving, look at the left and right axle pickups. If one or both of the axle pickups
are disconnected, proceed to "Problem O".
If both lamps are on, proceed to "Problem H".
Step 3
While the machine is moving, look at the transmission pickup lamps. If the lamp is off, proceed to
"Problem P". If the lamp is on, proceed to "Problem I".
Problem O
The axle pickup is off when the vehicle is moving.
Step 1
Stop the vehicle. Set the parking brake and put the transmission in the NEUTRAL position. Shut off the
engine. Turn on the key and the disconnect switch in order to send power to the electronic control
module.
Remove the guard and disconnect the pickup from the harness. Remove the axle pickup from the
housing and reconnect the harness to the pickup. Create an electrical contact between the pickup case
and the vehicle frame.
Wave a screwdriver blade about 1 mm (.04 inch) from the sensing end of the pickup. Another person
should watch the corresponding lamps. If the lamp flashes, proceed to "Step 2". If the lamp does not
flash, proceed to "Step 4".
Step 2
Look down the hole for the pickup in the housing. Use a flashlight to look for the speed gear teeth. If the
teeth can be seen across the entire width of the hole, proceed to "Step 2". If the teeth cannot be seen, the
speed gear has been incorrectly installed.
Step 3
Remove the axle shaft. Verify that the speed gear collar is attached tightly. Verify that the correct
distance exists between the outer end of the axle and the collar edge. If the correct distance exists and
the collar is tight, check for an incorrect adjustment. If the correct distance does not exist and the collar
is not attached tightly, correct the problem.
The following table has the correct distances for the different sales models.
Table 2
Sales Model Correct Distance

768C/ 769C/ 769D/ 771C/ 771D
930 mm (36.6 inch)
772B/ 773B/ 773D/ 775B/ 775D/ 773F/ 775F
1059 mm (41.7 inch)
776/ 777
1218 mm (48.0 inch)
776B/ 777B/ 776C/ 777C
1218 mm (48.0 inch)
776D/ 777D/ 777F

1295 mm (50.1 inch)
784B/ 785/ 785B/ 784C/ 785C
1318 mm (51.9 inch)
789/ 789B/ 789C
1550 mm (61.0 inch)
793/ 793B/ 793C/ 793D
1735 mm (68.3 inch)
Step 4
Disconnect the chassis harness from the axle pickup. Test the voltage that is going from the chassis
harness to the pickup. Set the scale of the voltmeter to 20 VDC. Connect the probes of the voltmeter to
the chassis harness pickup connector. Measure the voltage between contacts "A" and "B". If 12 ± 2 VDC
is found on a former Traction Control System electronic control module, proceed to "Step 5". If 10 ± 2
VDC is found on a current Traction Control System electronic control module, proceed to "Step 5".
Troubleshoot the harness.
Step 5
A jumper wire should be connected to socket "A" of the chassis harness pickup connector. Touch socket
"C" of the chassis harness pickup connector with the jumper wire from socket "A". Another person
should watch the corresponding lamps. If the lamp flashes, the harness is good. Replace the pickup.
If the lamp does not flash, proceed to "Step 6".
Step 6
Disconnect the cab harness from the electronic control module. Perform a test for the continuity of the
signal circuit in the axle pickup. If continuity is found, replace the electronic control module.
Check the continuity of the left pickup on a former Traction Control System electronic control module.
In order to check the continuity, check between socket "6" of the cab connector and socket "C" of the
axle pickup. Check the continuity of the left pickup on the current Traction Control System electronic
control module. In order to check the continuity, check between J1 pin 29 of the cab connector and
socket "C" of the axle pickup.
Check the continuity of the right pickup on a former Traction Control System electronic control module.
In order to check the continuity, check between socket "7" of the cab connector and socket "C" of the
axle pickup. Check the continuity of the right pickup on the current Traction Control System electronic
control module. In order to check the continuity, check between J1 pin 30 of the cab connector and
socket "C" of the axle pickup.
If there is no continuity, troubleshoot the harness.
Problem P
The transmission pickup lamp is off when the vehicle is moving.
Step 1
Check the operation of the transmission control. If the operation of the transmission control is normal,
Troubleshoot the transmission control.
Step 2
Check the reading of the speedometer when the vehicle is moving between 2 and 5 mph. If the reading
of the speedometer is between 2 and 5 mph, proceed to "Step 3".
If the reading on the speedometer is 0 km/h (0 mph), inspect the Sure-seal connections on the
transmission speed distributor. If no problems are found, replace the transmission speed distributor.
Step 3
Check for an open or a short in transmission pickup line 768. If no shorts or opens are found, proceed to
"Step 4".
Correct the problem.
Step 4
Check for a failed electronic control module. Turn off the disconnect switch.
When the former Traction Control System electronic control module is installed, a jumper wire should
be connected from pin "1" of the electronic control module to socket "1" of the harness connector. A
second jumper wire should be connected from pin "2" of the electronic control module to socket "2" of
the harness connector. A third jumper wire should be connected from pin "5" to pin "3" on the electronic
control module. Turn on the disconnect switch and the keyed switch. Watch the transmission pickup
lamp as contact is made several times with pin "3". The transmission pickup lamp should momentarily
blink as contact is made between pin "5" and pin "3". If the lamp does not blink, replace the electronic
control module.
When the former Traction Control System electronic control module is installed, connect a jumper wire
from J1 pin 1 of the electronic control module to socket "1" of the harness connector. A second jumper
wire should be connected from J1 pin 2 of the electronic control module to socket "2" of the harness
connector. A third jumper wire should be connected from J1 pin 9 to J1 pin 10 on the electronic control
module. Turn on the disconnect switch and the keyed switch. Watch the transmission pickup lamp as
contact is made several times with J1 pin 10. The transmission pickup lamp should momentarily blink as
contact is made between pin J1 pin 9 and pin "10". If the lamp does not blink, replace the electronic
control module.
If the lamp flashes, replace the speed distributor box.
1 #22, /"". 1 % 3 6 ." 0# -/ 9" ""/"".

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System Schematic
SMCS - 1400; 4294
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
0 #11, 2"". 0 % 3 6 ." 99 "9 :" ""2"".

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Machine Preparation for Troubleshooting

SMCS - 4294-035
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
This section of the troubleshooting guide only pertains to the hydraulic portion of the TCS.
In this portion, you should assume that the TCS valve is powered correctly. Any malfunction is the
result of the valve coil, the valve, or the main reducing spools.
Be certain that the hydraulic lines of the TCS valve are properly connected by tracing the lines. The TCS
valve has casting marks in order to indicate a proper connection. "PS" is the pump signal line. This line
must be connected to the pump supply line at the inlet side of the parking and secondary brake valve.
"P" is the pump supply line. This line must be connected to the outlet side of the parking and secondary
brake. "D" is the drain line for the TCS valve. This line must be connected to an oil return. "L" is the
parking brake release line for the left brake. "R" is the parking brake release line for the right brake.
complete application of the brakes. Air in the TCS will slow down the response time. The process for
bleeding the parking brake release system is in Testing and Adjusting, "Air System and Brakes" for your
specific machine.
The body of the truck must be fully in the RAISE position for the
Operational Checks. Make sure the body retaining pins or the retaining
cable are correctly installed. In order to prevent possible personnel
injury and damage to the body retaining pins or cable, disconnect the
hoist control linkage.
( 793C)
Installed pins in the body of the truck
Installed retaining cable
System schematic
(2) Left rear brakes
(3) Left rear parking brake springs
(4) TCS valve
(5) Drain ball check spring
(7) Signal piston for the drain ball check
(8) Signal oil
(11) Test mode switch
(12) Left brake reducing spool
(13) Ball check valve for the dampening of the left reducing spool
(14) Right reducing spool
(15) Ball check valve for the dampening of the right reducing spool
(17) Traction Control System electronic control module
(18) Parking and secondary brake ball check
(19) Orifice for the left brake circuit
(20) Orifice for the right brake circuit
(21) Replaceable screen for the control circuit (40 micron)
(23) Proportional solenoid signal (left brake)
(24) Selector solenoid signal (right brake)
(27) Parking and secondary brake air pressure
(28) Return oil flow to the hydraulic tank
(29) Return to the relief valve
(31) Parking brake release section of the oil pump
(33) Parking brake release oil supply
(34) Right rear brake
(35) Right rear parking brake springs
(37) Stop for the drain ball check
(D) Drain oil to the tank
(L) Left parking brake release oil
(P) Supply oil from the parking brake release pump section
(R) Right parking brake release oil
/ #00, 1"". / % 2 5 ." 88 1# 9" ""1"".

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Towing
SMCS - 4294
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
The drain ports of the TCS valve are plugged by the drain ball check spring, the drain ball check, and the
ball check valve of the parking and secondary brake. This allows a machine with a dead engine to be
towed. This feature will also prevent the brake from unexpectedly engaging during a loss of pump
pressure, but the parking and secondary brake will still function.
/ #00, 1"". / % 2 5 ." 88 ,0 9" ""1"".

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Stationary Pressure - Test

SMCS - 4267; 4294
Table 1
Table for the Test of the Stationary Pressure

Column 1 Column 2 Column 3
Vehicle System Pressure Control Pressure Control Pressure with a
of the Parking without a Powered Selector Valve but
Brake Release Powered without a Powered
Solenoid Valve Proportional Valve
768C/ 769C/ 769D/ 771C/
771D/ 772B/ 773B 3170 ± 200 kPa 3170 ± 200 kPa 2140 ± 200 kPa (310 ± 30 psi)
(460 ± 30 psi) (460 ± 30 psi)
775B/ 775C/ 776/ 777/
776B/ 777B/ 776C/ 777C/
4100 ± 200 kPa 4100 ± 200 kPa 3070 ± 200 kPa (445 ± 30 psi)
785/ 784B/ 785B/ 789/
(595 ± 30 psi) (595 ± 30 psi)
789B/ 793/ 793B
773D/ 773E/ 773F/ 775D/
775E/ 775F/ 776D/ 777D/ 4693 ± 200 kPa 4693 ± 200 kPa 3655 ± 200 kPa (530 ± 30 psi)
777F/ 784B/ 785B/ 784C/ (680 ± 30 psi) (680 ± 30 psi)
785C/ 789B/ 789C/ 793C/
793D
1 #22, /"". 1 % 3 6 ." 00 -9 :" ""/"".

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Troubleshooting Notes
SMCS - 4294-035
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
The traction control system cannot function correctly if the pressures of the parking brake release system
are not within the specified pressure ranges. Before any other checks of the hydraulic system are
performed, the supply pressure must be checked. The pressures must be corrected if the pressures are
different from the pressures that are supplied in the table that is located in the Testing and Adjusting,
"Stationary Pressure - Test" section of this manual.
In order to check the parking brake release system pressures, use the pressure tap locations that are
provided in the brake lines. The pressure tap locations are between the TCS valve and the left and right
parking brakes.
Location of the pressure tap for the right parking brake release
793C truck
To check the brake pressures on the 769C truck, use a quick coupler to replace the left and the right
bleeder screw in the parking brake. Perform this procedure when the engine is stopped and when the
parking brakes are engaged.
complete application of the brakes. Air in the TCS will slow down the response time. The process for
bleeding the parking brake release system is in Systems Operation/Testing and Adjusting, "Air System
and Brakes" for your specific machine.
If the parking brake release system pressure is low or high, refer to Systems Operation/Testing and
Adjusting, "Air System and Brakes" for your specific machine in order to change the relief valve setting.
If the air pressure that is going to the parking and secondary brake valve is low, the parking brakes could
have low pressure. A ruptured diaphragm in the parking and secondary brake valve can also cause low
pressure.
If the parking brake release system pressure is very low and the pump and the parking and secondary
brake valve are in good condition, check the brakes for severely worn brake seals. If the brake seals are
severely worn, the parking brakes may not fully disengage and the system pressure may be lowered
because of the oil that is leaking.
If the left and the right parking brake cycle on and off, a complete cycle has occurred.
1 #00, 2"". 1 % 3 6 ." /- #, 9" ""2"".

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Parking Brake Release Pressure - Test

SMCS - 4267-081; 4294-081
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
(1) Signal oil from the parking and secondary brake pump
(2) Proportional solenoid valve
(4) TCS valve
(A) Left parking brake release oil
(B) Right parking brake release oil
(E) Return to the hydraulic tank
(F) Pump oil
1. Lines (A) and (B) are connected to the rear parking brakes. These lines are for the parking brake
pressure. Make two connections for pressure testing in these two lines. Install two long hoses and
two pressure gauges with a capacity of 0 to 4000 kPa (0 to 600 psi).
(38) Transmission control lever
(39) Retarder control lever
(40) Parking brake switch
(C) Pressure gauge for the left parking brake pressure
(D) Pressure gauge for the right parking brake pressure
2. Start the engine with the transmission control lever in the NEUTRAL.
3. Pull the retarder control lever downward. Make sure that the TCS test switch is turned off.
4. The parking brake should be disengaged and engaged several times while you watch parking
brake pressure gauges (C) and (D). Both the left parking brake pressure and the right parking
brake pressure should drop to 300 kPa (44 psi) or less in one or two seconds. Then, the pressures
should increase at a slower rate. The pressures should increase at a slower rate because of
limitations to the flow. The average rate for the increase is two or three seconds when the oil is
cold.
5. For the correct operating pressures, refer to the table that is in the Testing and Adjusting,
"Stationary Pressure - Test" section of this service manual.
6. Release the parking brake.
7. Change the TCS test switch to the test mode.
8. The selector solenoid valve should shift away from the coil. The left parking brake pressure
should decrease slightly. After four or five seconds, the proportional solenoid valve should be
activated and the pressure should drop to 300 kPa (44 psi) or less.
9. After approximately five seconds, the left parking brake pressure should increase to the value that
was given in column 1 of the table that is in the Testing and Adjusting, "Stationary Pressure -
Test" section of this service manual. The selector solenoid valve is centered and the proportional
solenoid valve is off.
10. Then, the selector solenoid valve should shift. The right parking brake pressure should decrease
slightly. The pressure should remain at that level for four to five seconds. Then, the pressure
should drop to 300 kPa (44 psi) or less.
11. After approximately five seconds, the right parking brake pressure should increase to the correct
value. The correct value is given in column 1 of the table that is in the Testing and Adjusting,
"Stationary Pressure - Test" section of this service manual. The proportional solenoid valve is off
and the selector solenoid valve is centered.
12. If the parking brake pressures do not respond correctly, proceed to the test for the parking brake
control pressure.
13. This cycle will continue until the TCS test switch is turned off.
Observation 1
Problem
Both the left parking brake pressure and right parking brake pressure are low.
Probable Cause 1
The replaceable screen may be plugged. Replace the screen.
Probable Cause 2
Both the left orifice and the right orifice are plugged or undersized. The orifice should be cleaned or
replaced.
Observation 2
Problem
The left parking brake pressure or the right parking brake pressure is low.
Probable Cause 1
The left orifice or the right orifice is plugged or undersized. The orifice should be cleaned or replaced.
Probable Cause 2
The selector solenoid valve may be partially stuck in the direction of the low pressure. Free the selector
solenoid valve and inspect the area.
Probable Cause 3
There may be an excessive amount of clearance in the TCS valve between the spool and the bore.
Interchange the left and right control valve spools if you are able. If the problem still exists, replace the
control valve.
TCS test switch
Observation 3
Problem
After four to five seconds, the left parking brake pressure decreases to 300 kPa (44 psi) or less.
Probable Cause
The left coil of the selector solenoid valve is good. The proportional solenoid valve is not leaking. The
left orifice is installed and the left orifice is not plugged. No corrections are necessary.
Observation 4
Problem
The left parking brake pressure suddenly decreases to 300 kPa (44 psi) or less.
Probable Cause
The left orifice is plugged. Carefully clean the orifice.
Observation 5
Problem
Both the left parking brake pressure and the right parking brake pressure rapidly decrease.
Probable Cause
The replaceable screen is plugged. Replace the screen.
Observation 6
Problem
The left parking brake pressure does not drop to 300 kPa (44 psi) or less.
Probable Cause
Either the left orifice is missing or the left reducing spool is stuck. Also, the selector solenoid valve
might not have shifted. Check the left orifice and the selector solenoid valve. If the left orifice is
installed and the selector solenoid valve is good, then the reducing spool is stuck. The reducing spool
should be cleaned and checked.
Observation 7
Problem
Both the left parking brake pressure and the right parking brake pressure do not rise to the value that was
given in column 1 of the table that is in the Testing and Adjusting, "Stationary Pressure - Test" section
of this service manual.
Note: Be certain that the pump and the valve of the parking and secondary brake are good.
Probable Cause
The pump flow is going to the drain. Check for a missing parking brake ball check or for a broken
parking brake ball check. Replace the parking brake ball check and check the operation of the parking
and secondary brake.
Observation 8
Problem
The left parking brake pressure increases from 300 kPa (44 psi) or less to the value that was given in
column 1 of the table that is in the Testing and Adjusting, "Stationary Pressure - Test" section of this
service manual.
Probable Cause
The proportional solenoid valve is good. No corrections are necessary.
Observation 9
Problem
The left parking brake pressure does not return to the value that was given in column 1 of the table that
is in the Testing and Adjusting, "Stationary Pressure - Test" section of this service manual.
Probable Cause
The selector solenoid valve did not center or the left reducing spool is stuck. Check the selector solenoid
valve. If the selector solenoid valve is good, then the left reducing spool is stuck. Check for
contamination and clean the reducing spool.
Observation 10
Problem
After four or five seconds, the left parking brake control pressure decreases to 300 kPa (44 psi) or less.
Probable Cause
The right coil of the selector solenoid valve is good and the proportional solenoid valve is good. The
right orifice is installed and the right orifice is not plugged. No corrections are necessary.
Observation 11
Problem
The right parking brake control pressure suddenly decreases to 300 kPa (44 psi) or less.
Probable Cause
The right orifice is plugged. Clean the orifice.
Observation 12
Problem
Both the right parking brake pressure and the left parking brake pressure suddenly drop.
Probable Cause
Observation 13
Problem
The right parking brake control pressure does not decrease to 300 kPa (44 psi) or less.
Probable Cause
Either the right orifice is missing or the selector solenoid valve did not shift. Also, the right reducing
spool might be stuck. Check the right orifice and the selector solenoid. If the right orifice is installed and
the selector solenoid valve is good, then the reducing spool is stuck. Check for contamination and clean
the reducing spool.
Observation 14
Problem
Both the right parking brake pressure and the left parking brake pressure will not rise to the value that
was indicated in column 1 of the table that is in the Testing and Adjusting, "Stationary Pressure - Test"
section of this service manual.
Note: Be certain that the pump and the valve of the parking and secondary brake is good.
Probable Cause
The pump flow is going to the drain. Check for a missing parking brake ball check or for a broken
parking brake ball check. Replace the parking brake ball check. Check the operation of the parking and
secondary brake.
Observation 15
Problem
The right parking brake control pressure increases from 300 kPa (44 psi) to the value that was given in
column 1 of the table that is in the Testing and Adjusting, "Stationary Pressure - Test" section of this
service manual.
Probable Cause
Observation 16
Problem
The right parking brake control pressure does not return to the value that was given in column 1 of the
table that is in the Testing and Adjusting, "Stationary Pressure - Test" section of this service manual.
Probable Cause
The selector solenoid valve did not center or the right reducing spool is stuck. Check the selector
solenoid valve. If the selector solenoid valve is good, then the right reducing spool is stuck. Check for
contamination and clean the reducing spool.
1 #00, 2"". 1 % 3 6 ." 9- 20 :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
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! """"# $ %
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"#,.. #-
Parking Brake Control Pressure - Test

SMCS - 4267-081; 4294-081
S/N - 01X1-UP
S/N - 02X1-UP
S/N - 14H1-UP
S/N - 1HL1-UP
S/N - 1HW1-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK1-UP
S/N - 2YW1-UP
S/N - 3BJ1-UP
S/N - 3PR1-UP
S/N - 3SJ1-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ1-UP
S/N - 4YC1-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5SS1-UP
S/N - 5TR1-UP
S/N - 63W1-UP
S/N - 64W1-UP
S/N - 6HK1-UP
S/N - 6JC1-UP
S/N - 6JR1-UP
S/N - 6KR1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 7EK1-UP
S/N - 7ER1-UP
S/N - 7XJ1-UP
S/N - 84A1-UP
S/N - 8AS1-UP
S/N - 8GB1-UP
S/N - 9ZC1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
S/N - FDB1-UP
1. Install two pressure gauges with long hoses to the TCS valve. Use two pressure gauges that have a
capacity of 0 to 4000 kPa (0 to 600 psi).
(A) Hose for the left parking brake pressure
(B) Hose for the right parking brake pressure
(38) Transmission control lever
(39) Retarder control lever
(40) Parking brake switch
(C) Pressure gauge for the left parking brake pressure
(D) Pressure gauge for the right parking brake pressure
2. Start the engine with the transmission control lever in the NEUTRAL position.
3. Pull the retarder control lever downward. Make sure that the TCS test switch is turned off.
4. The parking brake should be disengaged and engaged several times while you watch the pressure
gauges (A) and (B) for the parking brakes. The left and right parking brake control pressures
should drop to 138 kPa (20 psi) or less in one or two seconds. Then, the pressures should increase
at a slower rate. The pressures should increase at a slower rate because of limitations to the flow.
The average rate for the increase is two or three seconds when the oil is cold.
5. For the correct operating pressures, refer to the table that is in the Testing and Adjusting,
"Stationary Pressure - Test" section in this service manual.
6. Release the parking brake.
7. Change the TCS test switch to the test mode.
8. The selector solenoid valve should shift away from the coil. The left parking brake control
pressure should decrease to the value that was given in column 3 of the table that is in the Testing
and Adjusting, "Stationary Pressure - Test" section in this service manual. The pressure should
remain at that level for four to five seconds. Then, the pressure should drop to 138 kPa (20 psi) or
less.
9. After approximately five seconds, the left parking brake control pressure should increase to the
value that was given in column 3 of the table that is in the Testing and Adjusting, "Stationary
Pressure - Test" section of this service manual. Then, the pressure should return to the normal
operating pressure. The normal operating pressure is given in column 2 of the table that is in the
Testing and Adjusting, "Stationary Pressure - Test" section of this service manual. The selector
solenoid valve is centered.
10. Then, the selector solenoid valve should shift toward the coil. The right parking brake control
pressure should decrease to the value that was given in column 3 of the table that is in the Testing
and Adjusting, "Stationary Pressure - Test" section of this service manual. The pressure should
remain at that level for four to five seconds. Then, the pressure should drop to 138 kPa (20 psi) or
less.
11. After approximately five seconds, the right parking brake control pressure should increase to the
value that was given in column 3 of the table that is in the Testing and Adjusting, "Stationary
Pressure - Test" section of this service manual. Then, the pressure should return to the normal
operating pressure. The normal operating pressure is given in column 2 of the table that is in the
Testing and Adjusting, "Stationary Pressure - Test" section in this service manual. The selector
solenoid valve is centered.
12. This cycle will continue until the TCS test switch is turned off.
Observation 1
Problem
The left and right parking brake control pressures are low.
Probable Cause 1
The replaceable screen may be plugged. Replace the screen.
Probable Cause 2
The left and right orifices are plugged or undersized. The orifice should be cleaned or replaced.
Observation 2
Problem
The left parking brake control pressure or the right parking brake control pressure is low.
Probable Cause 1
The left orifice or the right orifice is plugged or undersized. The orifice should be cleaned or replaced.
Probable Cause 2
The selector solenoid valve may be partially stuck in the direction of the low pressure. Free the selector
solenoid valve and inspect the area.
Probable Cause 3
There may be an excessive amount of clearance in the TCS valve between the spool and the bore.
Switch the left and right control valve spools if you are able. If the problem still exists, replace the
control valve.
TCS test switch
Observation 3
Problem
The left control pressure suddenly drops, but the pressure does not drop below the value that was given
in column 3 of the table that is in the Testing and Adjusting, "Stationary Pressure - Test" section in this
service manual.
Probable Cause
The left coil of the selector solenoid valve is good and the valve has shifted. The proportional solenoid
valve is not leaking. No corrections are necessary.
Observation 4
Problem
After four to five seconds, the left parking brake control pressure decreases to 138 kPa (20 psi) or less.
Probable Cause
The proportional solenoid valve is good and the left orifice is installed. The orifice is not plugged. No
corrections are necessary.
Observation 5
Problem
The left parking brake control pressure suddenly drops below the value that was given in column 3 of
the table that is in the Testing and Adjusting, "Stationary Pressure - Test" section of this service manual.
Probable Cause
The probable cause could be a plugged left orifice, a leaking proportional solenoid valve, or a
continuously powered proportional solenoid valve. The orifice should be cleaned or the orifice should be
replaced. Check the replaceable screen. Replace the proportional solenoid valve or repair the electrical
problem.
Observation 6
Problem
After four to five seconds, the left parking brake control pressure erratically decreases.
Probable Cause
The proportional solenoid valve is faulty or an electrical problem exists. Replace the proportional
solenoid valve or repair the electronics.
Observation 7
Problem
After four to five seconds, the left parking brake control pressure rapidly decreases to 138 kPa (20 psi)
or less.
Probable Cause
The left orifice is plugged or the proportional solenoid valve is faulty. The orifice should be cleaned or
the orifice should be replaced. Check the replaceable screen. Replace the proportional solenoid valve.
Observation 8
Problem
Both the left parking brake control pressure and the right parking brake control pressure rapidly
decrease.
Probable Cause
Observation 9
Problem
The left parking brake control pressure does not drop.
Probable Cause
The left selector solenoid valve did not shift or the solenoid valve was not powered. Check the oil of the
left selector solenoid valve and check the selector solenoid for power. The selector solenoid valve may
be stuck because of contamination. The screen should be cleaned and checked.
Observation 10
Problem
The left parking brake control pressure slowly increases from 138 kPa (20 psi) to the value that was
in this service manual.
Probable Cause
Observation 11
Problem
The left parking brake control pressure suddenly returns to the value that was given in column 2 of the
table that is in the Testing and Adjusting, "Stationary Pressure - Test" section in this service manual.
Probable Cause
The power to the left selector solenoid valve has turned off. The left selector solenoid valve has shifted
to the center. No corrections are necessary.
Observation 12
Problem
The left parking brake control pressure does not return to the value that was given in column 3 of the
Probable Cause
The proportional solenoid valve is faulty or the solenoid valve is not correctly powered. Replace the
proportional solenoid valve or repair the electrical system.
Observation 13
Problem
The left parking brake control pressure returns to the value that was given in column 3 of the table that is
in the Testing and Adjusting, "Stationary Pressure - Test" section in this service manual. Then, the
pressure does not rapidly increase to the value that was given in column 2 of the table that is in the
Testing and Adjusting, "Stationary Pressure - Test" section in this service manual.
Probable Cause
The proportional solenoid valve is good. The left selector solenoid valve is stuck or the left selector
solenoid valve is still powered. Check the selector solenoid valve for power. Clean the selector solenoid
or replace the selector solenoid. Check the replaceable screen.
Observation 14
Problem
The right parking brake control pressure suddenly decreases. The pressure goes below the value that was
Probable Cause
The right coil of the selector solenoid valve is good and the valve shifted. The proportional solenoid
valve is not leaking. No corrections are necessary.
Observation 15
Problem
After four to five seconds, the right parking brake control pressure decreases to 138 kPa (20 psi) or less.
Probable Cause
The proportional solenoid valve is good and the right orifice is installed. The orifice is not plugged. No
corrections are necessary.
Observation 16
Problem
The right parking brake control pressure suddenly decreases below the value that was given in column 3
of the table that is in the Testing and Adjusting, "Stationary Pressure - Test" section in this service
manual.
Probable Cause
The probable cause could be a plugged left orifice, a leaking proportional solenoid valve, or a
continuously powered proportional solenoid valve. The orifice should be cleaned or the orifice should be
replaced. Check the replaceable screen. Replace the proportional solenoid valve or repair the electrical
problem.
Observation 17
Problem
After four to five seconds, the right parking brake control pressure erratically decreases.
Probable Cause
The proportional solenoid valve is faulty or an electrical problem exists. Replace the proportional
solenoid valve or repair the electronics.
Observation 18
Problem
After four to five seconds, the right parking brake control pressure rapidly decreases to 138 kPa (20 psi)
or less.
Probable Cause
The right orifice is plugged or the proportional solenoid valve is faulty. The orifice should be cleaned or
the orifice should be replaced. Check the replaceable screen. Replace the proportional solenoid valve.
Observation 19
Problem
Both the right parking brake control pressure and the left parking brake control pressure rapidly drop.
Probable Cause
Observation 20
Problem
The right control pressure does not decrease.
Probable Cause
The left selector solenoid valve did not shift or the solenoid valve was not powered. Check the oil of the
left selector solenoid valve and check the selector solenoid for power. The selector solenoid valve may
be stuck because of contamination. The screen should be cleaned and checked.
Observation 21
Problem
The right parking brake control pressure slowly increases from 138 kPa (20 psi) to the value that was
Probable Cause
Observation 22
Problem
The right parking brake control pressure suddenly returns to the value that was given in column 2 of the
Probable Cause
The power to the right selector solenoid valve has turned off. The right selector solenoid valve has
shifted to the center. No corrections are necessary.
Observation 23
Problem
The right parking brake control pressure does not return to the value that was given in column 3 of the
Probable Cause
The proportional solenoid valve is faulty or the solenoid valve is not correctly powered. Replace the
proportional solenoid valve or repair the electrical system.
Observation 24
Problem
The left parking brake control pressure returns to the value that was given in column 3 of the table that is
in the Testing and Adjusting, "Stationary Pressure - Test" section in this service manual. Then, the
pressure does not rapidly increase to the value that was given in column 2 of the table that is in the
Testing and Adjusting, "Stationary Pressure - Test" section in this service manual.
Probable Cause
The proportional solenoid valve is good. The left selector solenoid valve is stuck or the left selector
solenoid valve is still powered. Check the selector solenoid valve for power. Clean the selector solenoid
or replace the selector solenoid. Check the replaceable screen.
/ #00, 1"". / % 2 5 ." 8- -, 9" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
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Parking and Secondary Brake Release System Leakage - Check

SMCS - 4267; 4278
Personal injury or death can result from machine movement.
Place blocks in front of and behind the wheels to make sure the machine
does not move while the parking brakes are disengaged.
An internal oil leak in the brake release system will cause the outlet pressure of the parking brake release
pump to decrease. An internal oil leak can also cause too much friction between the brake discs and the
plates. This can cause damage to the brake discs and the plates.
1. Check the brake release system for an internal leak.
(1) Oil line that is connected to the TCS valve
(2) Brake control valve
2. Disconnect the oil line that is connected to the TCS valve at the parking and secondary brake
control valve. The valve is located across from the hydraulic tank on the right side of the frame.
3. Install a gauge that has a capacity of 6890 kPa (1000 psi) pressure and either a gate valve or a
needle valve. The valve and the gauge should be installed between the TCS valve and the brake
control valve.
Note: The gauge must be connected between the TCS valve and the valve that was installed in
step 3. There must not be any oil leaks after the gauge and the valve have been installed.
4. Start the engine. Operate the engine at high idle. High idle is 2310 ± 50 rpm.
5. Move the transmission control lever to the NEUTRAL position. This will disengage the parking
brake. Check the oil pressure that is shown on the gauge. The oil pressure should be 3170 ± 220
kPa (460 ± 32 psi).
Note: If there is any oil leakage in the brake system, the gauge may not show a pressure of 3170 ±
220 kPa (460 ± 32 psi).
6. Close the valve and look at the gauge. If the pressure has not decreased by 690 kPa (100 psi) after
one minute, the brake release system will not be affected by the oil leakage. Perform the
procedure that is in the Testing and Adjusting, "Parking Brake Release Pressure - Test" section of
this service manual.
Note: If the oil pressure in the brake release system decreases by 690 kPa (100 psi) or more after
one minute, there is too much oil leakage and each component must be checked.
(5) Tube
7. Disconnect tube (5) from the right rear brake assembly.
8. Connect a gate valve or a needle valve to tube (5) . Install a gauge that has a capacity of 6890 kPa
(1000 psi) to the valve and the brake housing.
9. Start the engine. Operate the engine at high idle. High idle is 2310 ± 50 rpm.
10. Move the parking brake control lever to the OFF position.
11. Close the valve that is connected to tube (5) . Look at the gauge that is connected to the valve and
the brake housing. If the oil pressure that is shown on the gauge decreases by 690 kPa (100 psi) in
one minute, there is oil leakage in the brake assembly for the right wheel. If there is no drop in the
oil pressure, there is no damage to the circuit for the right rear brake.
12. Remove the needle valves or the gate valves and remove the gauges. Reconnect tube (5) .
13. Remove any air from the hydraulic oil brake system.
Personal injury or death can result from air in the oil for the brake
hydraulic system.
Air in the system can prevent complete brake application and it is

possible that the wheels on the machine can not be stopped.
Air must not be in the oil for the brake hydraulic system to function
properly.
2 #33, /"". 2 % 4 7 ." 10 /, :" ""/"".

5 5 6 4
6 & !7 8% 89 5 54
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Air Compressor Governor

SMCS - 1804
The following specifications are for the air compressor governor:
Minimum cut-in pressure ... 655 kPa (95 psi)

Cut-out pressure ... 830 ± 34 kPa (120 ± 5 psi)
2 #11, 3"". 2 % 4 #- ,0 ," :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
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Air Dryer (Brake System)

SMCS - 4285-BRK
(1) Check Valve
(2) Assemble the relief valve for the air dryer so that the vent is facing downward.
(3) Torque for the nut ... 2.8 ± 0.6 N·m (25 ± 5 lb in)
While the heater of the air dryer is in the ON position and the operating temperature on the machine is
decreasing, the following specifications will occur:
Draw Amps at 24 VDC ... 5.0 Amps

Decreasing operating temperature ... 7° ± 6°C (45° ± 10°F)
While the heater of the air dryer is in the OFF position and the operating temperature on the machine is
increasing, the following specifications will occur:
Draw Amps at 24 VDC ... 0.0 Amps

Increasing operating temperature ... 30° ± 6°C (86° ± 11°F)
0 #11, 2"". 0 % 3 #- ,9 -# :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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Relief Valve (Air Dryer)

SMCS - 4285; 5069
Pressure to open safety valve ... 1378.95 ± 55.16 kPa (200 ± 8 psi)
2 #11, /"". 2 % 3 #- ,- ". 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
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Air Tank (Service Brake and Retarder)

SMCS - 4272-WR
Maximum working pressure ... 1050 kPa (150 psi)
Volume ... 20 L (5.3 US gal)
0 #11, /"". 0 % 2 #- ,- /, 5" ""/"".

3 3 4 2
4 & !6 7%
78 3 32
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Relief Valve (Service Brake and Retarder Air Tank)

SMCS - 4272-PV
Pressure to open valve ... 1034 ± 55 kPa (150 ± 8 psi)
1 #00, 2"". 1 % 3 #- ,- ,. 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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Check Valve (Service Brake and Retarder Air Tank)

SMCS - 4281
Maximum operating pressure ... 1030 kPa (150 psi)
0 #11, 2"". 0 % 3 #- ,- -2 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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Air Tank (Secondary and Parking Brake)

SMCS - 4279-YP
Maximum working pressure ... 1050 kPa (150 psi)
Volume ... 20 L (5.3 US gal)
2 #33, /"". 2 % 4 #- ,0 " 7" ""/"".

5 5 6 4
6 & !8 9%
9: 5 54
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Check Valve (Parking and Secondary Brake Air Tank)

SMCS - 4281
0 #//, 1"". 0 % 2 #- ,8 ,8 9" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
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Air Control Valve (Retarder)

SMCS - 3123-AI; 5506
S/N - AFS1-UP
S/N - AGC1-1432
S/N - AGC1433-UP
S/N - AGY1-198
S/N - AGY199-UP
(1) Delivery port
(2) Supply port
(3) Exhaust port
Maximum delivery pressure ... 552 kPa (80 psi)
1 #//, 2"". 1 % 3 #- ,0 -# 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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Inverter Valve (Secondary Brake)

SMCS - 4288
(1) Control port
(2) Supply port
(3) Exhaust port
(4) Delivery port
Maximum delivery pressure ... 707 kPa (103 psi)
The delivery pressure descends at a 1:1 ratio with ascending control pressure.
0 #//, 1"". 0 % 2 #- , 11 8" ""1"".

3 3 4 2
4 & !5 6% 67 3 32
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Inverter Valve (Front Brake)

SMCS - 4288-BRK
S/N - AFS1-80
S/N - AGC1-990
(1) Control Port
(2) Supply Port
(3) Exhaust Port
(4) Delivery Port
Maximum Delivery Pressure ... 707 kPa (103 psi)
The delivery pressure descends at a 1:1 ratio with ascending control pressure.
0 #11, 2"". 0 % 3 #- , , 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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Air Ratio Valve (Front Brake) - If Equipped

SMCS - 5513
(1) Supply port
(2) Delivery port
Nominal holdoff pressure ... 69 kPa (10 psi)
Nominal equalizing pressure ... 448 kPa (65 psi)
1 #//, 0"". 1 % 2 #- , -, 8" ""0"".

3 3 4 2
4 & !5 6% 67 3 32
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Solenoid Valve (Air Horn)

SMCS - 5479; 5509
The solenoid valve is normally in the CLOSED position.
(1) Inlet port
(2) Final installation torque ... 10.4 + 3 - 0 N·m (92 + 26 - 0 lb in)
Note: The coil must not rotate on the valve base after the nut has been torqued.
Diameter of orifices ... 2.06 mm (0.081 inch)
Operating temperature range ... -40 to 85 °C (-40 to 185 °F)
Coil

Resistance at 25°C (77°F) ... 74 ± 2 ohms
0 #11, /"". 0 % 2 #- ,. " 8" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
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Brake Valve (Parking and Secondary)

SMCS - 4282
(3) Air inlet port
(4) Outlet port for oil to the brakes
(8) Inlet port for pump oil
(1) Torque for cap ... 17 ± 2 N·m (13 ± 1 lb ft)
(2) Lubricate the sealing lip and the bore with a small amount of the lubricant that is being sealed.
(5) 6J-8696 Shim

Quantity ... 4
Note: As required, use shims to adjust the pressure at port (4) .
Test information for the brake pressure:
Pressure at port (4) ... 4480 ± 200 kPa (650 ± 29 psi)

Air supply into port (3) for the test ... 550 ± 20 kPa (80 ± 3 psi)
Flow rate into port (8) for the test ... 23 ± 4 L/min (6.1 ± 1.1 US gpm)
(6) 1K-4066 Spring
Test length ... 25 mm (1.0 inch)

(7) 9N-4049 Spring
Test length ... 21.84 mm (0.860 inch)

Test force ... 10.73 ± 0.53 N (2.4 ± 0.1 lb)
(9) Parking and Secondary Brake Relief Valve
Installation torque for the relief valve ... 65 N·m (48 lb ft)
1 #22, /"". 1 % 3 #- ,. /, 9" ""/"".

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Pressure Protection Valve (Air System)

SMCS - 7428
The valve has a normally closed position.
With an increase in pressure, the valve opens at the following pressure. ... 550 kPa (80 psi)
With a decrease in pressure, the valve closes at the following pressure. ... 485 kPa (70 psi)
1 #22, 0"". 1 % 3 #- ,. ,. 9" ""0"".

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Pressure Protection Valve (Brake Air System)

SMCS - 7428
S/N - AGC1-UP
S/N - AGY1-UP
With an increase in pressure, the valve opens at the following pressure. ... 380 kPa (55 psi)
With a decrease in pressure, the valve closes at the following pressure. ... 310 kPa (45 psi)
1 #//, 0"". 1 % 2 #- ,. -8 9" ""0"".

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Relay Valve (Brake Air)

SMCS - 4280
Maximum operating pressure ... 1034.2 kPa (150.00 psi)
With an increase in pressure, the valve opens at the following pressure. ... 27.6 kPa (4.00 psi)
0 #11, 2"". 0 % 3 #- ,1 2- 9" ""2"".

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Control Valve (Hoist)

SMCS - 5051; 5136
S/N - AGC1-1385
S/N - AGY1-199
(1) Torque for eight bolts ... 3.00 ± 0.25 N·m (27 ± 2 lb in)
Section A-A
(2) 121-2052 Spring

Test force ... 17.72 ± 0.53 N (3.984 ± 0.119 lb)
(3) 121-2051 Spring

Test force ... 21.00 ± 0.63 N (4.721 ± 0.142 lb)
(4) 118-5087 Spring

Test force ... 243 ± 19 N (55 ± 4 lb)
(5) 118-5086 Spring

Test force ... 438 ± 35 N (98 ± 8 lb)
View B-B
(6) 5J-4664 Spring

Test force ... 38 ± 4 N (8.6 ± 0.9 lb)
(7) 1P-6744 Spring

Test force ... 63.5 ± 5.1 N (14.28 ± 1.14 lb)
(8) Low pressure relief valve setting ... 3450 ± 350 kPa (500 ± 51 psi)
(9) High pressure relief valve setting ... 18950 + 520 - 0 kPa (2750 + 75 - 0 psi)
(10) 112-4397 Spring

Test force ... 43.34 ± 3.00 N (9.743 ± 0.674 lb)
(11) 2J-6089 Spring

Test force ... 278 ± 14 N (62 ± 3 lb)
View C-C
Section D-D
(14) 6J-3380 Spring

Test force ... 653.9 ± 51.6 N (147.0 ± 11.6 lb)
(16) 8B-4624 Shim
Quantity ... 5
Pressure change with one shim ... 30 kPa (4 psi)
(17) Rear brake oil cooler relief valve
Relief valve pressure setting ... 586 ± 14 kPa (85 ± 2 psi)

Torque for valve body ... 185 ± 15 N·m (136 ± 11 lb ft)
Section E-E
(18) 7S-8491 Spring

Test force ... 19.2 ± 1.6 N (4.31 ± .35 lb)
0 #//, 1"". 0 % 2 #- ,/ 8# 9" ""1"".

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Control Valve (Hoist)

SMCS - 5051; 5136
S/N - AGC1386-UP
S/N - AGY200-UP
(2) Torque for two cartridge assemblies ... 35 ± 3 N·m (25 ± 2 lb ft)
(3) 177-1405 Spring

Test force ... 18.41 ± 0.55 N (4.14 ± 0.12 lb)
(4) 177-1403 Spring

Test force ... 21.00 ± 0.63 N (4.72 ± 0.14 lb)
(5) 118-5087 Spring

Test force ... 243 ± 19 N (55 ± 4 lb)
(6) 118-5086 Spring

Test force ... 438 ± 35 N (98 ± 8 lb)
View B-B
(7) 5J-4664 Spring

Test force ... 38 ± 4 N (8.6 ± 0.9 lb)
(8) 1P-6744 Spring

Test force ... 63.5 ± 5.1 N (14.28 ± 1.14 lb)
(9) Low pressure relief valve setting ... 3450 ± 350 kPa (500 ± 51 psi)
(10) High pressure relief valve setting ... 17225 + 520 − 0 kPa (2500 + 75 − 0 psi)
(11) 112-4397 Spring

Test force ... 43.34 ± 3.00 N (9.743 ± 0.674 lb)
(12) 2J-6089 Spring

Test force ... 278 ± 14 N (62 ± 3 lb)
View C-C
Section D-D
(15) 6J-3380 Spring

Test force ... 653.9 ± 51.6 N (147.0 ± 11.6 lb)
(17) 8B-4624 Shim
Quantity ... 4
Pressure change with one shim ... 30 kPa (4 psi)
(18) Rear brake oil cooler relief valve

Torque for valve body ... 185 ± 15 N·m (136 ± 11 lb ft)
Section E-E
(19) 7S-8491 Spring

Test force ... 19.2 ± 1.6 N (4.31 ± .35 lb)
1 #22, /"". 1 % 3 #- ,2 - 9" ""/"".

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Air/Hydraulic Cylinder (Front Caliper)

SMCS - 4277-FR
Piston stroke ... 187.32 mm (7.375 inch)
Note: The amount of air pressure at the inlet port is multiplied by 23 in order to achieve the amount of
hydraulic pressure at the outlet port.
(1) Torque for the purge screw ... 14.7 ± 3.0 N·m (10.84 ± 2.21 lb ft)
(2) Cylinder tube
Install the cylinder tube. The cylinder tube must bottom out.
Maximum installation torque ... 14 N·m (125 lb in)
(3) Hydraulic oil tank port
(4) Air supply port
(5) End cap
Install end cap (5) on cylinder tube (2). Tighten end cap (5) until the end cap bottoms out on cylinder
tube (2) .
Maximum breakaway torque ... 88 N·m (65 lb ft)
Note: Turn out end cap (5) in order to align purge screw (1) with hydraulic oil tank port (3). The
tolerance for this alignment is 10 degrees. Do not turn out end cap (5) more than one revolution.
0 #//, 1"". 0 % 2 #- 8" #, 9" ""1"".

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Air/Hydraulic Cylinder (Front Oil Cooled) - If Equipped

SMCS - 4277-FR
S/N - AGC1-UP
S/N - AGY1-UP
Piston stroke ... 187.32 mm (7.375 inch)
Note: The amount of air pressure at the inlet port is multiplied by 11.8 in order to achieve the amount of
hydraulic pressure at the outlet port.
(1) Torque for the purge screw ... 14.7 ± 3.0 N·m (10.84 ± 2.21 lb ft)
(2) Cylinder tube
Install the cylinder tube. The cylinder tube must bottom out.
(4) End cap
Install end cap (4) on cylinder tube (2). Tighten end cap (4) until the end cap bottoms out on cylinder
tube (2) .
Maximum breakaway torque ... 88 N·m (65 lb ft)
Note: Turn out end cap (4) in order to align purge screw (1) with hydraulic oil tank port (3). The
tolerance for this alignment is 10 degrees. Do not turn out end cap (4) more than one revolution.
(5) Air supply port
0 #//, 1"". 0 % 2 #- 8" ,1 9" ""1"".

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Air/Hydraulic Cylinder (Rear Oil Cooled)

SMCS - 4277-RE
Piston stroke ... 356 mm (14 inch)
Note: The amount of air at the inlet port is multiplied by 6.6 in order to achieve the amount of hydraulic
pressure at the outlet port.
(1) Torque for the purge screw ... 14 ± 3 N·m (125 ± 26 lb in)
Note: Turn out end cap (2) in order to align purge screw (1) with port (4) for the hydraulic reservoir.
The tolerance for this alignment is 10 degrees. Do not turn out end cap (2) more than one revolution.
(2) Install end cap (2). Tighten end cap (2) until the end cap bottoms out on cylinder tube (3) .
Maximum installation torque for the end cap ... 14 N·m (125 lb in)
Maximum breakaway torque for the end cap ... 88 N·m (65 lb ft)
(3) Install the cylinder tube. The cylinder tube must bottom out.
Maximum installation torque for the cylinder tube ... 14 N·m (125 lb in)
(5) Torque for eight nuts ... 14 ± 3 N·m (125 ± 26 lb in)
(6) Torque for the bolts ... 7.9 ± 0.6 N·m (70 ± 5 lb in)
(8) Torque for the overstroke switch ... 7.5 ± 2.5 N·m (66 ± 22 lb in)
Note: Refer to Specifications, "Limit Switch (Brake Cylinder Overstroke)" in this service module for
more information on the overstroke switch.
0 #//, 1"". 0 % 2 #- 8" - 9" ""1"".

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Limit Switch (Brake Cylinder Overstroke)

SMCS - 4277-ZS
Actuation force ... 12.23 ± 5.56 N (2.750 ± 1.250 lb)
(A) The switch must break contact within the limit. ... 0.53 mm (0.021 inch)
(1) Installation torque for the switch body ... 13.4 ± 1.5 N·m (10 ± 1 lb ft)
2 #33, /"". 2 % 4 #- 1# // :" ""/"".

5 5 6 4
6 & !7 8% 89 5 54
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Slack Adjuster (Front)

SMCS - 4261
S/N - AGC1-UP
S/N - AGY1-UP
(1) Spring
Force at minimum length of 24.1 mm (0.95 inch) ... 56 ± 11 N (12.5 ± 2.5 lb)
(A) Diameter of new piston ... 82.27 ± 0.08 mm (3.239 ± 0.003 inch)
(B) Bore of new housing ... 82.58 ± 0.05 mm (3.251 ± 0.002 inch)
1 #//, 0"". 1 % 2 #- 8# 8" 9" ""0"".

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Slack Adjuster (Rear)

SMCS - 4261-RE
(1) 2G-1202 Spring
Quantity ... two

Test force ... 45 ± 2 N (10 ± 0.5 lb)
(2) Diameter of piston ... 82.47 mm (3.247 inch)
(3) Bore in the housing ... 82.56 ± 0.04 mm (3.250 ± 0.002 inch)
0 #//, 1"". 0 % 2 #- 8# -- 9" ""1"".

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Diverter Valve (Brake Cooling)

SMCS - 5066
(1) 101-9575 Spring
Quantity ... one

Test force ... 50.9 ± 2.6 N (11.43 ± 0.57 lb)
0 #11, /"". 0 % 2 #- 8/ # 9" ""/"".

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Hydraulic Tank (Torque Converter, Hoist, Brake and

Transmission)
SMCS - 3177; 5056
S/N - AGC1-1403
S/N - AGY1-199
Section A-A
(2) 7B-3039 Spring

Test force ... 15.6 ± 1.2 N (3.51 ± 0.270 lb)
/ #00, 1"". / % 2 #- 81 , 9" ""1"".

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Hydraulic Tank (Torque Converter, Hoist, Brake and

Transmission)
SMCS - 3177; 5056
S/N - AGC1404-UP
S/N - AGY200-UP
Section A-A
(2) 7B-3039 Spring

Test force ... 15.6 ± 1.2 N (3.51 ± 0.270 lb)
1 #22, /"". 1 % 3 #- 9/ -9 :" ""/"".

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Brake Release)
SMCS - 5073
Bench test requirements: SAE 10W oil must be stabilized at 53 ± 3 °C (125 ± 5 °F) before the test is
performed.

(2) Torque converter charging section


(4) Torque for the locknut on the pump drive gear ... 110 ± 13 N·m (81 ± 10 lb ft)
(K) Measurement from end of the dowel to the face of the body ... 5.0 ± 0.5 mm (0.20 ± 0.02 inch)
(L) Clearance between a new gear and a new cover ... 0.104 ± 0.013 mm (0.0041 ± 0.0005 inch)
(M) Clearance between a new gear and a new body ... 0.163 ± 0.008 mm (0.0064 ± 0.0003 inch)
(N) Clearance between a new gear and a new cover ... 0.081 ± 0.003 mm (0.0032 ± 0.0001 inch)
(P) Dimensions of new shafts and of new pump bodies
0.0002 inch)
(R) Location of the bearing joint from the vertical centerline ... 30 ± 15 degrees
(S) Depth of bearing into body ... 1.57 ± 0.25 mm (0.062 ± 0.010 inch)
(T) Depth of two dampers (5) into body ... 7.5 ± 0.5 mm (0.30 ± 0.02 inch)
(U) Depth of bearings into body ... 1.50 ± 0.25 mm (0.059 ± 0.010 inch)
(V) Depth of four dampers (6) into body ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(W) Measurement from end of the dowel to the face of the body ... 4.8 ± 0.5 mm (0.19 ± 0.02 inch)
(X) Depth of bearings into cover ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
1 #//, 2"". 1 % 3 #- 9, #" :" ""2"".

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Gear Pump (Brake Cooling) - If Equipped

SMCS - 5073
S/N - AGC1-UP
S/N - AGY1-UP
Bench test requirements: SAE 10W oil must be stabilized at 52° ± 3°C (126° ± 5°F) before the test is
performed.
(1) Dimensions of new shafts and of new pump bodies
0.0002 inch)
(2) Clearance between a new gear and new body ... 0.163 ± 0.013 mm (0.0064 ± 0.0005 inch)
(A) Dimension from the face of the cover to the end of the dowel ... 6 mm (0.2 inch)
Note: Use the same position when you place all the dowels in the pump.
(B) Brake cooling section

Test pressure ... 700 kPa (101.5 psi)
(C) Depth of bearing ... 1.50 ± 0.25 mm (0.059 ± 0.010 inch)
(D) Depth of bearing ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
View A-A
(E) Position of bearing joint from the centerline ... 30 ± 15 degrees
Note: Use the same position when you place all the bearings in the pump.
0 #//, 1"". 0 % 2 #- 8, 1- 9" ""1"".

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Pump and Motor (Secondary Steering and Brake Release)

SMCS - 3203-EA; 4354-SST
View A-A
(2) Plug
Torque for plug ... 15 ± 2 N·m (11 ± 1 lb ft)
Note: The main relief valve for the secondary steering is located behind plug (2) .
Pressure setting of the main relief valve for the secondary steering ... 17225 ± 350 kPa (2498 ± 51 psi)
(3) Hydraulic pump for secondary steering

Oil ... SAE 10W
Stabilized oil temperature ... 66 °C (150 °F)
Pump output ... 21.2 L/min (5.6 US gpm)
Pressure ... 13780 kPa (1999 psi)
(4) Hydraulic pump for parking and secondary brake release

Oil ... SAE 10W
(5) Electric motor for pump

Current that is required to run the hydraulic pump for secondary steering (3) ... 365 A
Current that is required to run the hydraulic pump for parking and secondary brake release (4) ...
145 A
Nominal voltage ... 24 V
0 #//, 1"". 0 % 2 #- 8, 81 9" ""1"".

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SMCS - 4801-V4
Section A-A
Test information
Supply pressure ... 3862 ± 103 kPa (560 ± 15 psi)
Minimum control pressures with the brakes in the OFF position ... 2470 kPa (358 psi)
Minimum control pressures with either of the brakes in the ON position ... 1135 kPa (165 psi)
For more information, see Service Manual, SENR2986, "Automatic Electronic Traction Aid (Traction
Control System)".
(1) 9G-9988 Solenoid Valve Group (traction control selector)

Duty ... Continuous
Torque for the nut ... 14 ± 2 N·m (125 ± 18 lb in)
Note: Orient the coil horizontally in the valve. The coil should not be lower than the cartridge assembly.
Refer to Illustration 1.
(2) Place the plate under the washer.
(3) 3T-0062 Solenoid Valve Group (traction control proportional)

Resistance at 25 °C (77 °F) ... 16 ohms
Note: The solenoid is not adjustable and the solenoid is not repairable.
(5) The ball must be seated against the insert in order to form a sealing surface.
(6) 9G-9227 Spring

Test force ... 261 ± 21 N (58.7 ± 4.7 lb)
(7) 9G-9226 Spring

Test force ... 40.3 ± 2.0 N (9.06 ± 0.44 lb)
(8) 3T-9836 Spring (inside the spool)

Test force ... 2.22 ± 0.18 N (0.50 ± 0.04 lb)
1 #22, /"". 1 % 3 #- 0, -. 9" ""/"".

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SMCS - 5068-VC
Pressure difference that will cause the bypass valve to open ... 138 kPa (20 psi)
(1) Torque of bolt ... 81 ± 7 N·m (60 ± 5 lb ft)
(3) 6P-3860 Spring for the filter element

Test force ... 467 ± 37 N (105 ± 8 lb)
(4) 5J-2926 Spring for the bypass valve

Test force ... 60.6 ± 4.3 N (13.62 ± 0.97 lb)
0 #//, 1"". 0 % 2 #- 88 #1 9" ""1"".

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Check Valve (Parking Brake Release)

SMCS - 5067
Cracking pressure ... 34 ± 14 kPa (5 ± 2 psi)
2 #11, /"". 2 % 3 #- 00 ," 9" ""/"".

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SMCS - 4295; 5068-BRK
Pressure difference that will cause the bypass valve to open ... 262 ± 21 kPa (38 ± 3 psi)
(1) 9M-1986 Spring for the bypass valve

Test force ... 111 ± 9 N (25 ± 2 lb)
(2) Lubricate the O-ring seal lightly with the lubricant that is being sealed.
(3) Tighten the housing assembly so that the assembly bottoms out on the base. Do not use an air
wrench.
(4) 3S-8652 Spring for the filter element

Test force ... 153 ± 12 N (34.4 ± 2.8 lb)
0 #//, 1"". 0 % 2 #- 88 8- 9" ""1"".

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Front Wheel
SMCS - 4201-FR
(1) Rubber toric seal
Note: Rubber toric seals and all of the surfaces in contact with the rubber toric seals must be clean and
dry at assembly. Prior to installation, put a thin layer of oil on the surfaces of the metal seals that are in
contact. The rubber toric seals must not be twisted. Put lubricant on all other seals at assembly.
(2) Nuts
Quantity ... 20
Final torque ... 1210 ± 55 N·m (892 ± 40 lb ft)
Note: Apply 4C-5591 Anti-Seize Compound to the washer face and threads of nuts (2) .
(3) Bolts
Quantity ... 8
Note: Perform the procedure in the Steering System Testing and Adjusting, "Front Wheel Bearing -
Adjust" before you install these bolts. Apply 9S-3263 Thread Lock Compound to the threads of bolts (3)
after the bearing adjustment.
(4) 6G-4361 Shim Thickness ... 4.49 mm (0.177 inch)
Note: See the Steering System Testing and Adjusting, "Front Wheel Bearing - Adjust" in order to
determine the amount of shims to use.
(5) Lubricate the shaft and the seal slightly with the lubricant that is being sealed prior to assembly.
(6) Mounting surfaces must be free of paint and grease prior to assembly.
1 #//, 2"". 1 % 3 #- 0- ", 9" ""2"".

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Front Wheel
SMCS - 4201-FR
S/N - AGC1-UP
S/N - AGY1-UP
(1) Nuts
Note: The use of 4C-5592 Anti-Seize Compound on the faces of the washers and the threads for 20 nuts
(1) alters the required torque for nut (1). Use the appropriate torque value from the chart below.
Table 1
Torque
Procedure with Anti-Seize Compound Procedure without Anti-Seize Compound
1200 ± 50 N·m (885 ± 37 lb ft) 2100 ± 200 N·m (1550 ± 150 lb ft)
(2) The rim mounting surfaces must be free of paint and grease at assembly.
(3) Lubricate the shaft lightly with the lubricant that is being sealed.
(4) Apply 9S-3263 Thread Lock Compound to the threads of the bolts before you assemble the bolts.
Adjust" before you install these bolts. Apply 9S-3263 Thread Lock Compound to the threads of the bolts
after you adjust the bearings.
(6) Lubricate the seals lightly with the lubricant that is being sealed.
2 #00, /"". 2 % 3 #- 9- #0 :" ""/"".

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Service Brake (Front Caliper) - If Equipped

SMCS - 4251; 4256
Section A-A
(6) Pins
Quantity ... 4
(7) Disc
New disc thickness ... 19.05 ± 0.50 mm (0.75 ± 0.020 inch)
Note: The clearance between pins (6) and disc (7) should be 1.5 ± 0.5 mm (0.06 ± 0.02 inch). Check in
four places. If the clearance is less than 1.5 ± 0.5 mm (0.06 ± 0.02 inch), turn bolts (5) counterclockwise
by one turn. Slide pins (6) in order to provide 1.5 ± 0.5 mm (0.06 ± 0.02 inch) clearance. Torque bolts
(5) to the specification that is given.
(8) Lining
New lining thickness ... 16.5 mm (0.65 inch)

New lining thickness plus the thickness of the carrier ... 24.9 mm (0.98 inch)
1 #//, 0"". 1 % 2 #- 8- ,/ 9" ""0"".

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Service Brake (Front Oil Cooled) - If Equipped

SMCS - 4251-FR
S/N - AGC1-UP
S/N - AGY1-UP
(2) Torque for 23 studs ... 260 ± 40 N·m (192 ± 30 lb ft)
(3) 2A-6462 Spacer
Thickness of one new 2A-6462 Spacer ... 12.0 ± 0.5 mm (0.47 ± 0.02 inch)
Section A-A
(4) Assembled brake pack
Thickness of 12 new 221-0775 Friction Discs, 12 new 8X-4437 Plates, and one new 8X-4435
Damper ... 96.78 ± 2.57 mm (3.810 ± 0.101 inch)
Thickness of one new 8X-4437 Plate ... 2.413 ± 0.064 mm (0.0950 ± 0.0025 inch)
Thickness of one new 8X-4435 Damper ... 6.86 ± 0.24 mm (0.270 ± 0.009 inch)
Note: Install the damper assembly so that the facing material faces toward the brake piston.
(5) 4F-9503 Spring
Quantity ... 10
Test force ... 144 ± 12 N (32.4 ± 2.6 lb)
View B-B
Note: Install purge screw (6) and adapters toward the front of the machine.
Note: Install plug (8) toward the back of the machine.
0 #11, /"". 0 % 2 #- 8- -- 9" ""/"".

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Service Brake (Front Oil Cooled) - If Equipped

SMCS - 4251-FR
S/N - AGC1-UP
S/N - AGY1-UP
(3) 2A-6462 Spacer
Thickness of one new 2A-6462 Spacer ... 12.0 ± 0.5 mm (0.47 ± 0.02 inch)
Section A-A
Thickness of 12 new 8E-2183 Friction Disc, 12 new 8X-4437 Plate, and one new 8X-4435
Damper ... 96.78 ± 2.57 mm (3.810 ± 0.101 inch)
Thickness of one new 8E-2183 Friction Disc ... 5.08 ± 0.13 mm (0.200 ± 0.005 inch)
Thickness of one new 8X-4437 Plate ... 2.413 ± 0.064 mm (0.0950 ± 0.0025 inch)
Thickness of one new 8X-4435 Damper ... 6.86 ± 0.24 mm (0.270 ± 0.009 inch)
Note: Install the damper assembly so that the facing material faces toward the brake piston.
(5) 4F-9503 Spring
Quantity ... 10
Test force ... 144 ± 12 N (32.4 ± 2.6 lb)
View B-B
Note: Install purge screw (6) and adapters toward the front of the machine.
Note: Install plug (8) toward the back of the machine.
1 #//, 2"". 1 % 3 #- 09 #" :" ""2"".

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Service and Parking Brake (Rear) - If Equipped

SMCS - 4251-RE; 4267-RE
(1) Torque for five studs ... 110 ± 20 N·m (81 ± 15 lb ft)
(2) Torque for five nuts ... 300 ± 15 N·m (221 ± 11 lb ft)
Note: Torque each nut (2) by one revolution in order to evenly pull down the housing. When all of the
nuts bottom out, tighten the nuts to the specified torque in a crisscross pattern.
(3) Purge screws
Note: During assembly, install purge screws (3) and the adapters in the top set of ports.
Section A-A
(7) Rubber toric seals
contact. Put lubricant on all other seals at assembly.
Note: Inlet pressure on a test stand must be between 70 kPa (10 psi) and 205 kPa (30 psi).
Thickness of 15 new 9W-7017 Friction Discs, 14 new 163-9366 Outer Plates and two new 7D-
3013 Dampers ... 123.70 ± 3.35 mm (4.870 ± 0.132 inch)
Thickness of one new 9W-7017 Friction Disc ... 5.08 ± 0.13 mm (0.200 ± 0.005 inch)
Thickness of one new 163-9366 Outer Plate ... 2.413 ± 0.064 mm (0.0950 ± 0.0025 inch)
Thickness of one new 7D-3013 Damper ... 6.86 ± 0.25 mm (0.270 ± 0.010 inch)
Note: Install the damper assembly so that the facing material faces toward the end plate and the piston.
(9) 9D-6135 Spring (inner) for piston compression
Quantity ... 28
Test force ... 1535 ± 44 N (345 ± 10 lb)
(11) 9D-6093 Spring (outer)
Quantity ... 32
Test force ... 4235 ± 169 N (952 ± 38 lb)
(12) Torque for nine studs ... 110 ± 20 N·m (81 ± 15 lb ft)
(13) 9D-9121 Spring (return)
Quantity ... 4
Test force ... 890 ± 27 N (200 ± 6 lb)
(14) Torque for nine nuts ... 300 ± 15 N·m (221 ± 11 lb ft)
0 #11, /"". 0 % 2 #- 89 /. :" ""/"".

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Service and Parking Brake (Rear) - If Equipped

SMCS - 4251-RE; 4267-RE
S/N - AGC1-UP
S/N - AGY1-UP
(1) Torque for five studs ... 110 ± 20 N·m (81 ± 15 lb ft)
(2) Torque for five nuts ... 300 ± 15 N·m (221 ± 11 lb ft)
(3) Purge screws
Note: During assembly, install purge screws (3) and the adapters in the top set of ports.
Section A-A
(7) Rubber toric seals
contact. Put lubricant on all other seals at assembly.
Note: Inlet pressure on a test stand must be between 70 kPa (10 psi) and 205 kPa (30 psi).
Thickness of 15 new 196-7866 Friction Discs, 14 new 163-9366 Outer Plates and two new 7D-
3013 Dampers ... 123.70 ± 2.60 mm (4.870 ± 0.102 inch)
Thickness of one new 163-9366 Outer Plate ... 2.413 ± 0.064 mm (0.0950 ± 0.0025 inch)
Thickness of one new 7D-3013 Dampers ... 6.86 ± 0.25 mm (0.270 ± 0.010 inch)
Note: Install the damper assembly so that the facing material faces toward the end plate and the piston.
(9) 9D-6135 Spring (inner) for piston compression
Quantity ... 28
Test force ... 1535 ± 44 N (345 ± 10 lb)
(11) 9D-6093 Spring (outer)
Quantity ... 32
Test force ... 4235 ± 169 N (952 ± 38 lb)
(12) Torque for nine studs ... 110 ± 20 N·m (81 ± 15 lb ft)
(13) 9D-9121 Spring (return)
Quantity ... 4
Test force ... 890 ± 27 N (200 ± 6 lb)
(14) Torque for nine nuts ... 300 ± 15 N·m (221 ± 11 lb ft)
1 #22, /"". 1 % 3 #- 09 0/ :" ""/"".

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Temperature Switch (Diverter Brake Oil)

SMCS - 1408; 7400
Maximum actuation temperature ... 38° ± 3°C (100° ± 5°F)
Deactuation temperature ... 27 °C (81 °F)
0 #11, /"". 0 % 2 #- 8 "" 9" ""/"".

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Temperature Sensor (Torque Converter Oil and Brake Oil)

SMCS - 1408-NS
0 #//, 1"". 0 % 2 #- 8 #9 :" ""1"".

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Pressure Sensor (Air System)

SMCS - 1408-NS
(1) Final installation torque ... 10 ± 2 N·m (88.5 ± 17.7 lb in)
0 #11, 2"". 0 % 3 #- 9 ,2 :" ""2"".

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Pressure Switch (Secondary Brake and Parking Brake)

SMCS - 1408; 1435
The switch has a normally open position.
Maximum actuation pressure ... 517 ± 35 kPa (75 ± 5 psi)
Deactuation pressure ... 448 ± 35 kPa (65 ± 5 psi)
0 #11, 2"". 0 % 3 #- / -- 9" ""2"".

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Pressure Switch (Service Brake and Retarder)

SMCS - 1408; 1435
Maximum actuation pressure ... 80 kPa (12 psi)
1 #//, 2"". 1 % 3 #- 9. #9 :" ""2"".

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Pressure Switch (Manual Retarder)

SMCS - 3120-QW
Maximum actuation pressure ... 60 kPa (9 psi)
Final installation torque ... 22.5 ± 2.5 N·m (16.6 ± 1.8 lb ft)
1 #22, 3"". 1 % 4 #- /. 32 :" ""3"".

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Pressure Switch (Stop Lamp)

SMCS - 1432-QW
Mount the switch so that the terminals are in the down position.
Maximum actuation pressure ... 45 kPa (6.5 psi)
Minimum deactuation pressure ... 5 kPa (0.7 psi)
(1) Torque for the nuts ... 1.0 ± 0.2 N·m (8.9 ± 1.8 lb in)
(2) Installation torque for the switch body ... 22 ± 3 N·m (16 ± 2 lb ft)
2 #11, 3"". 2 % 4 #- 0. 0. :" ""3"".

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Solenoid Valve (Automatic Retarder Control)

SMCS - 3123-JV; 5479
Orifice
Orifice at the inlet ... 1.52 mm (0.060 inch)

Orifice at the outlet ... 1.78 mm (0.070 inch)
(1) Final installation torque for the nut ... 20.0 ± 2.5 N·m (14.75 ± 1.84 lb ft)
(2) Coil assembly

Resistance at 25° ± 5°C (77° ± 9°F) ... 31 ± 3 ohms
Duty ... Continuous
1 #//, 2"". 1 % 3 #- 0/ "- 9" ""2"".

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Solenoid Valve (Exhaust Diverter) - If Equipped

SMCS - 5479
S/N - AGC1-UP
S/N - AGY1-UP
Orifice
Orifice at the inlet ... 1.52 mm (0.060 inch)
Orifice at the outlet ... 1.78 mm (0.070 inch)
(1) Final installation torque for the nut ... 20.0 ± 2.5 N·m (14.75 ± 1.84 lb ft)
(2) Coil assembly

Duty ... Continuous
1 #//, 2"". 1 % 3 #- 9/ 2, :" ""2"".

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Air System
SMCS - 4250-AI
S/N - AFS1-80
S/N - AGC1-990
Schematic
AFS1-80
(1) Air compressor
(2) Air compressor governor
(3) Air dryer
(4) Drain valve
(5) Air tanks for the service brake and retarder
(6) Relief valve
(7) Check valve
(8) Brake air pressure sensor
(9) Brake valve
(10) Double check valves
(11) Diverter valve
(12) Service brake air control valve
(13) Manual retarder pressure switch
(14) Retarder air control valve
(15) Brake air relay valve (front caliper service brakes)
(16) Double check valve
(17) Air/hydraulic cylinder (front)
(18) Air/hydraulic cylinder (rear)
(19) Pressure switch for the service brake and retarder
(20) Stop lamp air pressure switch
(21) Front brake air control valve
(22) Air ratio valve (front brake)
(23) Brake air relay valve (rear brakes)
(24) Air system pressure protection valve
(25) Air horn solenoid valve
(26) Check valve
(27) Parking and secondary brake air tank
(28) Secondary brake inverter valve
(29) Secondary brake air control valve
(30) Air control valve for the parking brake
(31) Pressure switch for the parking and secondary brake
(33) One-way check valve for the air start (attachment)
(34) Air tank for the air start (attachment)
(35) Pressure gauge for the air start (attachment)
(36) Solenoid valve for the air start (attachment)
(37) Relay valve for the air start (attachment)
(38) Air starting motor (attachment)
(39) Retarder air control valve for the pulled unit
(40) Inverter valve (front brake)
(41) Air suspension seat
(A) Standard air lines
(B) Air lines for attachments
(C) Air supply for the pulled unit
(D) Signal line for the pulled unit
AGC1-990
(1) Air compressor
(3) Air dryer
(4) Drain valve
(6) Relief valve
(7) Check valve
(9) Brake valve
(11) Diverter valve
(26) Check valve
(33) Regulator for the exhaust diverter (attachment)
(34) Solenoid valve for the exhaust diverter (attachment)
(35) Inversion valve for the exhaust diverter (attachment)
(36) Cylinder for the exhaust diverter (attachment)
(43) Pressure protection valve for the brake air system
(44) Brake air relay valve for the Automatic Retarder Control (ARC)
(46) Automatic Retarder Control (ARC) valve (attachment)
(47) Pressure switch for the Automatic Retarder Control (ARC)
(48) These lines are removed when the Automatic Retarder Control (ARC) is installed. Pressure switch (13) is also
removed.
AFS1-80
AGC1-990
AGC1-990
(26) Check valve
(25) Air horn solenoid
(47) Automatic Retarder Control pressure switch
Front left side of the engine
(1) Air compressor
Left side view of the air lines inside the frame
AFS1-80
(9) Brake valve
(11) Diverter valve
Right side view of the air lines inside the frame
AGC1-990
(9) Brake valve
(11) Diverter valve
(44) Brake air relay valve for the Automatic Retarder Control (ARC)
Left side view of the air tanks for the service brake and retarder
(3) Air dryer
(4) Drain valve
(6) Relief valve
2 #//, 3"". 2 % 4 #1 #. ,, :" ""3"".

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Air System
SMCS - 4250-AI
S/N - AFS81-92
S/N - AGC991-1403
S/N - AGY1-199
Schematic
Tractor AFS81-92
(1) Air compressor
(3) Air dryer
(4) Drain valve
(6) Relief valve
(7) Check valve
(9) Brake valve
(11) Diverter valve
(15) Brake air relay valve (oil cooled service brakes)
(19) Pressure switch for the service brake and the retarder
(26) Check valve
(40) Parking brake reset valve
AGC991-1403 Truck equipped with standard front oil cooled service brakes (no air start attachment)AGY1-199 HAA Truck
equipped with standard front oil cooled service brakes (no air start attachment)
(1) Air compressor
(3) Air dryer
(4) Drain valve
(5) Air tanks for the service brakes and the retarder
(6) Relief valve
(7) Check valve
(9) Brake valve
(11) Diverter valve
(19) Pressure switch for the service brakes and the retarder
(26) Check valve
(31) Pressure switch for the parking brake and the secondary brake
(44) Brake air relay valve for the Automatic Retarder Control (ARC), if equipped
removed.
AGC991-1403 Truck with attachment front caliper service brakes (no air start attachment)AGY1-199 HAA Truck with
attachment front caliper service brakes (no air start attachment)
(1) Air compressor
(3) Air dryer
(4) Drain valve
(6) Relief valve
(7) Check valve
(9) Brake valve
(11) Diverter valve
(26) Check valve
removed.
AFS81-93
AGC991-1403AGY1-199
AFS81-93
AGC991-1403AGY1-199
AGC991-1403 Truck with attachment front caliper service brakeAGY1-199 Truck with attachment front caliper service
brake
(26) Check valve
AFS81-93AGC991-1403 Truck with attachment front caliper service brakeAGY1-199 Truck with attachment front caliper
service brakeI
(31) Parking and secondary brake pressure switch
AFS81-93AGC991-1403AGY1-199
(1) Air compressor
Left Side View of the Air Lines Inside the FrameAFS81-UP
(9) Brake valve
(11) Diverter valve
Right Side View of the Air Lines Inside the FrameAGC991-1403 Truck with standard front oil cooled service brakeAGY1-
199 Truck with standard front oil cooled service brake
(9) Brake valve
Right Side View of the Air Lines Inside the FrameAGC991-1403AGY1-199
(9) Brake valve
(11) Diverter valve
(44) Brake air relay valve (ARC, if equipped)
Left Side View of the Air Tanks for the Service Brake and Retarder
(3) Air dryer
(4) Drain valve
(6) Relief valve
0 #11, /"". 0 % 2 #8 #1 "/ 9" ""/"".

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Air System
SMCS - 4250-AI
S/N - AFS81-UP
S/N - AGC1404-UP
S/N - AGY200-UP
Schematic
Tractor AFS93-UP
(1) Air compressor
(3) Air dryer
(4) Drain valve
(5) Air tank for the service brake and retarder
(6) Relief valve
(7) Check valve
(9) Brake valve
(11) Diverter valve
(19) Pressure switch for the service brake and the retarder
(26) Check valve
AGC1404-UP Truck with standard front oil cooled service brakes (no air start attachment)AGY200-UP HAA Truck
equipped with standard front oil cooled service brakes (no air start attachment)
(1) Air compressor
(3) Air dryer
(4) Drain valve
(5) Air tank for the service brakes and the retarder
(6) Relief valve
(7) Check valve
(9) Brake valve
(11) Diverter valve
(15) Brake air relay valve (oil cooled brakes)
(26) Check valve
removed.
AGC1404-UP Truck with attachment front caliper service brakes (no air start attachment)AGY200-UP HAA Truck
equipped with attachment front caliper service brakes (no air start attachment)
(1) Air compressor
(3) Air dryer
(4) Drain valve
(6) Relief valve
(7) Check valve
(9) Brake valve
(11) Diverter valve
(26) Check valve
removed.
AFS93-UP
AGC1404-UPAGY200-UP
AFS93-UP
AGC1404-UPAGY200-UP
AGC1404-UP Truck with attachment front caliper service brakesAGY200-UP HAA Trucks with attachment front caliper
service brakes
(26) Check valve
AFS93-UPAGC1404-UP Truck with attachment front caliper service brakesAGY200-UP HAA Truck with attachment front
caliper service brakes
AFS93-UPAGC1404-UPAGY200-UP
(1) Air compressor
Left Side View of the Air Lines Inside the FrameAFS93-UP
(9) Brake valve
(11) Diverter valve
Right Side View of the Air Lines Inside the FrameAGC1404-UP Trucks with standard front oil cooled service
brakesAGY200-UP HAA Trucks with standard front oil cooled service brakes
(9) Brake valve
Right Side View of the Air Lines Inside the FrameAGC1404-UPAGY200-UP
(9) Brake valve
(11) Diverter valve
(44) Brake air relay valve (ARC, if equipped)
Left Side View of the Air Tank for the Service Brake and Retarder
(3) Air dryer
Left Side View of the Air Tank for the Service Brake and Retarder
(4) Drain valve
(6) Relief valve
1 #22, /"". 1 % 3 #9 #2 ,- :" ""/"".

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Brake Hydraulic System

SMCS - 4250-HR
S/N - AGC1-UP
S/N - AGY1-UP
AGC1-990 Truck with standard front caliper service brakes
AGC991-UP Truck with attachment front caliper service brakes
AGY1-UP Truck with attachment front caliper service brakes
(1) Rear slack adjuster
(2) Left rear service and parking brake
(3) Air/Hydraulic cylinder (rear)
(4) Makeup tank for brake oil
(6) Diverter valve for brake cooling
(7) Hoist control valve
(8) Air/Hydraulic cylinder (front)
(9) Left front service brake (caliper)
(10) Brake check valve
(11) Parking brake release valve
(12) Air breather for hydraulic tank
(13) Brake cooling manifold
(14) Hoist cylinders
(16) Torque converter outlet and brake oil cooler
(17) Inlet relief valve for the torque converter
(19) Outlet relief valve for the torque converter
(23) Right rear service and parking brake
(24) Towing diverter valve
(25) Motor and pump for secondary steering and brake release
(26) Parking brake release pump
(27) Torque converter charging pump
(28) Torque converter scavenge pump
(29) Hydraulic tank (hoist, torque converter, and brake section)
(30) Hoist pump
(31) Pump drive
(32) Hydraulic tank (transmission section)
(33) Right front service brake (caliper)
(34) Line to Automatic Electronic Traction Aid (AETA)
AGC1-990 Truck with attachment front oil cooled service brakes
AGC991-UP Truck with standard front oil cooled service brakes
AGY1-UP Truck with attachment front oil cooled service brakes
(3) Air/Hydraulic cylinder (rear)
(4) Makeup tank for brake oil
(9) Left front service brake (oil cooled)
(10) Brake check valve
(12) Air breather for hydraulic tank
(17) Inlet relief valve for the torque converter
(19) Outlet relief valve for the torque converter
(26) Parking brake release pump
(27) Torque converter charging pump
(28) Torque converter scavenge pump
(29) Hydraulic tank (hoist, torque converter, and brake section)
(30) Hoist pump
(31) Pump drive
(32) Hydraulic tank (transmission section)
(33) Right front service brake (oil cooled)
(34) Line to Automatic Electronic Traction Aid (AETA)
(35) Front slack adjuster
(36) Brake cooling pump
Brake Cooling Lines
Brake Cooling Lines
AGY1-UP Truck with attachment front oil cooled service brakes
Brake Cooling Lines (Left Side View)
AGY1-UP Truck with standard front oil cooled service brakes
(29) Hydraulic tank
Hydraulic Brake Lines
Front Hydraulic Brake Lines
AGC1-990 Truck with standard front caliper service brakes
AGC991-UP Truck with attachment front caliper service brakes
AGY1-UP Truck with attachment front caliper service brakes
(9) Left front service brake (caliper)
(33) Right front service brake (caliper)
Front Hydraulic Brake Lines
AGY1-UP Truck with standard front oil cooled service brakes
(35) Front slack adjuster
1 #22, /"". 1 % 3 #9 /" "" :" ""/"".

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Machine Electronic Control Module (Integrated Brake)

SMCS - 4802-BRK; 7610-BRK
Location of the Brake Electronic Control Module
The Brake Electronic Control Module (Brake ECM) is the main component in the brake electrical
system. The Brake ECM is located in the compartment at the rear of the cab. The Brake ECM has
several input signals and output signals. Refer to Illustration 1 for the input and output signals.
The Brake ECM controls the Automatic Retarder Control (ARC) and the Traction Control System
(TCS) functions. The Brake ECM receives information from various input components that are listed in
Illustration 1. The Brake ECM uses this information in order to determine if the service brakes and the
retarder brakes should engage for the ARC or the parking and secondary brakes for the TCS. The output
components are then activated in order to apply the ARC or the TCS.
See the Service Manual, "Automatic Retarder Control (ARC) System" and the Service Manual,
"Traction Control System (TCS)" for additional information about these systems.
The Cat Data Link is used to share information with other systems such as the Power Train Electronic
Control Module, the Engine Electronic Control Module, and the Caterpillar Monitoring System.
1 #22, 3"". 1 % 4 #0 3" #. :" ""3"".

5 5 6 4
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Air Compressor
SMCS - 1803
(1) Air compressor
Air compressor (1) is mounted on the front of the engine. The air compressor is lubricated by the
lubrication system for the engine. The air compressor is cooled by the engine cooling system. Air for the
air compressor comes from the engine air inlet manifold.
Air compressor governor (2) is mounted on air compressor (1). Air compressor governor (2) is
connected to the air dryer.
Reference: For more information about the air compressor, see Service Manual, REG00914, "Air
Compressors Tu-Flo 300, 400, 500, 501, 600, 700 & 1000 Compressors".
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Air Compressor Governor

SMCS - 1804
(1) Spring
(2) Piston
(3) Inlet/exhaust valve
(4) Spring
The air compressor governor operates with the compressor unloader pistons in the air compressor in
order to control the air pressure in the system. When the air compressor governor is adjusted, spring (1)
will hold the adjustment. For the cut-out pressure setting and the minimum cut-in pressure, refer to
Specifications, "Air Compressor Governor" for the Air System and Brakes.
When the air pressure that is supplied by the air compressor increases to the cut-out pressure setting, the
air pressure moves piston (2) against the force of spring (4). Piston (2) moves inlet/exhaust valve (3) in
order to open the passage to the compressor unloader mechanism. The air pressure flows through the air
compressor governor to the compressor unloader mechanism. The compressor unloader mechanism
stops the flow of compressed air to the rest of the system.
When the air pressure that enters the air compressor governor decreases to the minimum cut-in pressure,
the force of spring (4) is greater than the air pressure that is acting on piston (2). Inlet/exhaust valve (3)
moves in order to close the passage. This simultaneously opens the exhaust opening of the air
compressor governor. The air compressor will send compressed air flow to the air dryer.
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Air Dryer (Brake System)

SMCS - 4285-BRK
Air dryer (1) is located behind the left front suspension cylinder.
Air flows from the air compressor to the air dryer. The air dryer removes the moisture from the system.
Air dryer relief valve (2) is located on the air dryer. Air dryer relief valve (2) protects the system from
damage. Air dryer relief valve (2) opens at a specific pressure. For more information on air dryer relief
valve (2), refer to the Specifications, "Relief Valve (Air Dryer)" for the Air System and Brakes.
Note: Air dryer relief valve (2) cannot be adjusted.
Reference: For more information about the air dryer, see Service Manual, SENR7474, "Air Dryer for
Vehicle Air Systems".
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SMCS - 4272
S/N - AFS1-92
S/N - AGC1-1403
S/N - AGY1-199
The service brake and retarder air tank (1) is located on the hoist, torque converter, and brake hydraulic
tank. The air tank contains pressurized air for control of the following systems and components: the
service brakes, the horn and the retarder.
The air tank contains a relief valve that will open at a specific pressure. For more information on the
relief valve, refer to Specifications, "Relief Valve (Service Brake and Retarder Air Tank)" for the Air
System and Brakes.
Note: This relief valve cannot be adjusted.
The drain valve (2) for air tank (1) is located near the air tank.
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SMCS - 4272
S/N - AFS93-UP
S/N - AGC1404-UP
S/N - AGY200-UP
The service brake and retarder air tank (1) is located on the hoist, the torque converter, and the brake
hydraulic tank. The air tank contains pressurized air for control of the following systems and
components: the service brakes, the horn and the retarder.
The air tank contains a relief valve that will open at a specific pressure. For more information on the
relief valve, refer to Specifications, "Relief Valve (Service Brake and Retarder Air Tank)" for the Air
System and Brakes.
Note: This relief valve cannot be adjusted.
The drain valve (2) for air tank (1) is located near the air tank.
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Air Tank (Parking and Secondary Brake)

SMCS - 4272-SE
The parking and secondary brake air tank (1) is located in the compartment behind the cab. A cover
must be removed in order to access the air tank. The parking and secondary brake air tank (1) contains
pressurized air for the secondary braking circuit.
The drain valve (2) for the air tank is located on the right side of the cab.
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Check Valve (Service Brake and Retarder Air Tank)

SMCS - 4281
The check valve for the air tank of the service brake and the retarder is located on the air tank for the
service brake and the retarder.
The one-way check valves in the system are used in order to stop the reverse flow of air from the air
tanks. These one-way check valves also prevent the loss of compressed air in the event of an air leak
between the air compressor and the air tanks.
Air from the air compressor compresses a spring in the check valve and the valve opens. Air flows into
the air tank. When the air pressure in the air tank and the force of the spring is more than the air pressure
from the compressor, the valve moves against a seat in the check valve. Air cannot flow from the air
tank to the air compressor.
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Check Valve (Parking and Secondary Brake Air Tank)

SMCS - 4281
The check valve for the parking and secondary brake air tank is located on the parking and secondary
brake air tank. The check valve is located on the right side of the tank.
The one-way check valves in the system are used in order to stop the reverse flow of air from the air
tanks. These one-way check valves also prevent the loss of compressed air in the event of an air leak
between the air compressor and the air tanks.
Air from the air compressor compresses a spring in the check valve and the valve opens. Air flows into
the air tank. When the air pressure in the air tank and the force of the spring is more than the air pressure
from the compressor, the valve moves against a seat in the check valve. Air cannot flow from the air
tank to the air compressor.
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Pressure Protection Valve (Air System)

SMCS - 7428
Pressure protection valve
(1) Supply passage
(2) Valve
(3) Delivery passage
Location of pressure protection valve for the air system
The pressure protection valve is located in the compartment that is behind the cab. Remove the cover in
order to access the compartment.
The pressure protection valve prevents a complete loss of air pressure in the event of a failure in either
the secondary air system or any accessory device.
All air flow from the primary air circuit to the secondary air circuit flows through the pressure protection
valve. Air will not flow through the pressure protection valve until the air pressure at supply passage (1)
reaches the valve opening pressure. When the air pressure reaches the valve opening pressure, valve (2)
moves in order to allow air to flow through the pressure protection valve to delivery passage (3). The
pressure protection valve closes when the air pressure reaches the valve closing pressure.
For specific values of the valve opening pressure and the valve closing pressure, refer to Specifications,
"Pressure Protection Valve (Air System)" for the Air System and Brakes.
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SMCS - 7428
S/N - AGC1-990
Pressure protection valve
(1) Supply passage
(2) Valve
Location of pressure protection valve for the brake air system
The pressure protection valve is located on the inboard side of the frame on the left side.
"Pressure Protection Valve (Brake Air System)" for the Air System and Brakes.
1 #00, 2"". 1 % 3 #/ 2, "- 9" ""2"".

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SMCS - 7428
S/N - AGC991-UP
S/N - AGY1-UP
Pressure Protection Valve
(1) Supply passage
(2) Valve
View of the Inside of the Left Frame Rail
Location of Pressure Protection Valve for the Brake Air System
The pressure protection valve is located on the inboard side of the frame on the left side.
"Pressure Protection Valve (Brake Air System)" for the Air System and Brakes.
1 #//, 0"". 1 % 2 #8 0, 00 9" ""0"".

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Air Control Valve (Service Brake)

SMCS - 4265-AI
Location of the service brake air control valve
(1) Outlet port
(2) Supply port
(3) Exhaust port
The service brake air control valve is a foot operated control valve. When the pedal is pushed,
modulated air pressure is sent from the service brake and retarder air tank to the brake air relay valve.
Air supply from the service brake and retarder air tank flows into the supply port (2). As the pedal is
depressed, the exhaust port (3) closes. The service brake control valve allows air from supply port (2) to
flow through outlet port (1). The position of the pedal allows the valve to modulate the outlet pressure
that flows to the brake air relay valve. When the pedal is released, the outlet pressure is discharged
through exhaust port (3).
1 #22, 0"". 1 % 3 #9 0, , :" ""0"".

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Air Control Valve (Secondary Brake)

SMCS - 4282-AI
Location of the secondary brake air control valve
(1) Outlet port
(2) Supply port
(3) Exhaust port
The secondary brake air control valve is a red foot-operated secondary brake control. When the pedal is
pushed, modulated air pressure is sent from the parking and secondary brake air tank to the secondary
brake inverter valve.
Air supply from the parking and secondary brake air tank flows into the supply port (2). As the pedal is
depressed, the exhaust port (3) closes. The secondary brake air control valve allows air from supply port
(2) to flow through outlet port (1). The position of the pedal allows the valve to modulate the outlet
pressure that flows to the secondary brake inverter valve. When the pedal is released, the outlet pressure
is discharged through exhaust port (3).
0 #11, 2"". 0 % 3 #9 2, -, :" ""2"".

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Inverter Valve (Secondary Brake)

SMCS - 4288
Location of the secondary brake inverter valve
(1) Signal port
(2) Supply port
(3) Exhaust port
(4) Output port
The secondary brake inverter valve is located in the compartment behind the cab. Remove the cover in
order to access the compartment. When the secondary brake control is applied, the secondary brake
inverter valve restricts the air pressure that is sent to the parking and secondary brake valve and the air
pressure that is sent to the front brake inverter valve.
Air supply from the parking and secondary brake air tank flows into supply port (2) of the secondary
brake inverter valve. When the pedal for the secondary brake air control valve is fully applied, full air
pressure flows to signal port (1) of the secondary brake inverter valve. This air pressure causes the
secondary brake inverter valve to block the passage from supply port (2) to output port (4). The air
pressure that is flowing to the parking and secondary brake valve and the front brake inverter valve is
now blocked. Air will be open to exhaust port (3). The outlet pressure is discharged through exhaust port
(3). The parking and secondary brake valve then blocks the oil pressure that releases the spring applied
parking brakes for the rear wheels. The parking brakes are now applied. The front brake inverter valve
now allows the supply pressure that is flowing from the parking and secondary brake air tank to the
front brake inverter valve to flow to the front air/hydraulic cylinder. The front air/hydraulic cylinder will
send oil pressure in order to apply the front caliper service brakes.
When the secondary brake control is partially depressed, the secondary brake inverter valve partially
blocks the air pressure that flows to the parking and secondary brake valve and to the front brake
inverter valve. The parking brakes for the rear wheels and the front caliper service brakes will be
partially applied. When the secondary brake control is released, air pressure that is flowing to signal port
(1) will be blocked by the secondary brake air control valve. Supply port (2) will be open to output port
(4). Air pressure from the parking and secondary brake air tank will flow to the parking and secondary
brake valve and to the front brake inverter valve. The parking brakes for the rear wheels and the front
caliper service brakes will be released.
0 #11, 2"". 0 % 3 #9 2/ ## :" ""2"".

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Air Control Valve (Parking Brake)

SMCS - 4282
Air control valve for the parking brake
The air control valve for the parking brake is located in the control console near the transmission
control. The air control valve for the parking brake controls air flow to the parking and secondary brake
valve.
(1) Plunger
(2) Lever
(3) Passage in plunger
(4) Exhaust passage
(6) Spring
(7) Inlet valve
(8) Valve seat
(9) Spring
(10) Supply passage
When lever (2) is in the OFF position, lever (2) pushes down on plunger (1). Plunger (1) moves inlet
valve (7) off valve seat (8). Plunger (1) also blocks exhaust passage (4). Air pressure from supply
passage (10) flows around inlet valve (7) to delivery passage (5) .
Air flows out of delivery passage (5) to the parking and secondary brake valve. The air flow pushes
down a spool in the parking and secondary brake valve. This allows oil flow to release the spring
applied parking brakes for the rear wheels.
When lever (2) is moved to the ON position, lever (2) releases plunger (1). Spring (6) raises plunger (1)
off inlet valve (7). Spring (9) pushes inlet valve (7) against valve seat (8). The air flow from supply
passage (10) is blocked. Delivery passage (5) remains open. The air from the parking and secondary
brake valve flows through passage (3) in plunger (1). This air exits the air control valve for the parking
brake through exhaust passage (4) .
When air supply to the parking and secondary brake valve is shut off, a spring in the parking and
secondary brake valve moves the spool. This stops the oil flow to the chamber for the parking brakes for
the rear wheels. The parking brakes for the rear wheels will now engage.
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Parking Brake Valve (Reset)

SMCS - 4282; 4284
S/N - AFS81-UP
S/N - AGC991-UP
S/N - AGY1-UP
Parking brake reset valve (1) is located to the rear of the control console. The parking brake reset valve
controls air flow to the parking brake control valve.
If the system air pressure drops below 415 kPa (60 psi), parking brake reset valve (1) is automatically
activated. The knob for the parking brake reset valve is now above the surface of the control console.
The parking brakes are now engaged. The parking brakes cannot be released until parking brake reset
valve (1) is deactivated. To deactivate parking brake reset valve (1), push down parking brake reset
valve (1) until the valve is flush with the surface of the control console.
Parking brake reset valve (1) will stay activated until the system air pressure is above 415 kPa (60 psi).
Once the system air pressure is above 415 kPa (60 psi), parking brake reset valve (1) can be depressed in
order to deactivate the valve.
0 #11, 2"". 0 % 3 #/ 29 92 :" ""2"".

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Brake Valve (Parking and Secondary)

SMCS - 4282
Location of the parking and secondary brake valve
Parking and secondary brake valve in the ON position
(1) Piston
(2) Air inlet passage
(3) Stem
(4) Passage from brake pump section
(5) Drain passage to the front brake cooling circuit
(6) Relief valve
(7) Drain passage to hydraulic tank
(8) Check valve
(9) Spring
(10) Outlet passage for the oil that releases parking brakes
The parking and secondary brake valve is located on the left side of the truck frame near the hydraulic
tank. The parking and secondary brake valve controls the flow of oil to the parking brakes for the rear
wheels.
The spring applied parking brakes are released by hydraulic pressure. The engine must be in operation in
order to have oil pressure in passage (4) from the parking brake release pump section.
The air control valve for the parking brake and the air control valve for the secondary brake are located
in the cab. When either of these controls are in the ON position, air flow to air inlet passage (2) will be
stopped. When there is no air flow to air inlet passage (2), spring (9) will keep stem (3) in place. This
blocks the flow of oil from passage (4) to passage (10). When no oil flows to the parking brakes for the
rear wheels, a spring will apply the parking brakes for the rear wheels.
Parking and secondary brake valve in the OFF position
(1) Piston
(2) Air inlet passage
(3) Stem
(4) Passage from brake pump section
(5) Drain passage to the front brake cooling circuit
(6) Relief valve
(7) Drain passage to hydraulic tank
(8) Check valve
(9) Spring
(10) Outlet passage for the oil that releases parking brakes
When the air control valve for the parking brake and the air control valve for the secondary brake are in
the OFF position, air flow will be sent to air inlet passage (2). Air pressure forces piston (1) and stem (3)
downward. When stem (3) moves downward, pressure oil from passage (4) enters passage (10). When
this pressure oil flows to the brake housing, the pressure oil compresses a spring. This releases the
parking brakes for the rear wheels. Relief valve (6) limits system pressure.
1 #//, 2"". 1 % 3 #0 29 - :" ""2"".

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Air Control Valve (Retarder)

SMCS - 5506
Location of the retarder air control valve
(1) Delivery port
(2) Supply port
(3) Exhaust port
The retarder air control valve is a hand operated control valve. When the operator needs to retard the
machine, the retarder air control valve provides modulated air supply in order to apply the service
brakes. Air supply from the service brake and retarder air tank flows into supply port (2). When the
retarder hand control lever is moved out of the OFF position, the retarder air control valve allows air
from supply port (2) to flow through delivery port (1). The position of the retarder hand control allows
the valve to modulate the outlet pressure that flows to the brake air relay valve.
When the retarder hand control lever is in the OFF position, air at system pressure at the supply port (2)
is blocked from delivery port (1). When the retarder hand control lever is released, the air pressure is
discharged through exhaust port (3).
0 #11, 2"". 0 % 3 #9 2- #/ :" ""2"".

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Air Control Valve (Front Brake) - If Equipped

SMCS - 5506-BRK
Location of the front brake air control valve
The front brake air control valve is located in the cab on the left side of the front panel. The front brake
air control valve controls the air flow to the brake air relay valve for the front brakes when the service
brake pedal is pressed.
(1) Plunger
(2) Lever
(3) Passage in plunger
(4) Exhaust passage
(6) Spring
(7) Inlet valve
(8) Valve seat
(9) Spring
(10) Supply passage
If the service brake pedal is pressed, air pressure will flow to supply passage (10). When lever (2) is in
the OFF position, lever (2) pushes down on plunger (1). Plunger (1) moves inlet valve (7) off valve seat
(8). Plunger (1) also blocks exhaust passage (4). Air pressure from supply passage (10) flows around
inlet valve (7) to delivery passage (5) .
Signal air flows out of delivery passage (5) to the control passage of the front brake air relay valve. This
causes an internal valve in the front brake air relay valve to open. Supply air from the air tank for the
service brake and the retarder then flows through the brake air relay valve in order to apply the front
service brakes (caliper).
When lever (2) is moved to the ON position, lever (2) releases plunger (1). Spring (6) raises plunger (1)
off inlet valve (7). Spring (9) pushes inlet valve (7) against valve seat (8). The air flow from supply
passage (10) is blocked. Delivery passage (5) remains open. The air from the front brake air relay valve
flows through passage (3) in plunger (1). This air exits the front brake air control valve through exhaust
passage (4) .
When air supply to the front brake air relay valve is shut off, the pressure air from the air tank for the
service brake and the retarder to the front service brakes (caliper) is blocked. The front brakes are now
released even if the service brake pedal is pressed.
1 #//, 2"". 1 % 3 #0 2- ,- 9" ""2"".

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Air Ratio Valve (Front Brake) - If Equipped

SMCS - 5513-BRK
Location of the air ratio valve for the front brakes
(1) Output port
(2) Supply port
The air ratio valve for the front brakes is located at the rear of the cab behind a cover. The air ratio valve
for the front brakes controls the air pressure to the front brake air relay valve when the front brake
control is in the ON position.
(1) Output port
(2) Supply port
When the service brake pedal is partially depressed and the air pressure at supply port (2) is below 448
kPa (65 psi), the air ratio valve for the front brakes will only allow 50 percent of the air pressure to flow
from outlet port (1) to the front brake air relay valve. The front service brakes (caliper) are partially
applied. When the service brake pedal is fully depressed and the air pressure at supply port (2) is at least
448 kPa (65 psi), the air ratio valve for the front brakes will allow full air pressure to flow from outlet
port (1) to the front brake air relay valve. Now, the front service brakes (caliper) are fully applied. When
the service brake pedal is released, the air pressure to the front brake air relay valve will flow out of the
exhaust port that is located on the top of the air ratio valve for the front brakes.
When the service brake pedal is partially pressed, only partial engagement of the front brakes is allowed.
The rear service brakes will engage first and the operator will have more control of the machine. When
the service brake pedal is fully applied, the operator will receive the maximum braking capacity.
1 #//, 2"". 1 % 3 #0 2- -# 9" ""2"".

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Check Valve (Double)

SMCS - 5067-DC
The double check valve allows two separate air circuits to share the same air lines. Each air circuit sends
air pressure to the double check valve. The air from the air circuit with the highest air pressure flows
through the double check valve. Air cannot flow from two places through the double check valve at the
same time.
Double check valve (typical example)
(1) Inlet passage
(2) Outlet passage
(3) Shuttle
(4) Inlet passage
(5) Mounting hole
Shuttle (3) will move when the inlet pressures are not equal. The shuttle moves away from the inlet
passage with higher pressure. The shuttle closes the passage with lower pressure. Air flows from the
opened inlet passage to outlet passage (2).
1 #22, /"". 1 % 3 #9 /9 "2 :" ""/"".

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Inverter Valve (Front Brake)

SMCS - 4288
S/N - AFS1-80
S/N - AGC1-990
Location of the inverter valve (front brake)
(1) Signal port
(2) Supply port
(3) Exhaust port
(4) Output port
The front brake inverter valve is located on the inboard side of the frame on the left side. When the
secondary brake control is applied, the front brake inverter valve allows air to flow to the front
air/hydraulic cylinder in order to apply the front caliper service brakes.
Air supply from the parking and secondary brake air tank flows into supply port (2) of the front brake
inverter valve. Air pressure from the secondary brake inverter valve flows into signal port (1). When the
pedal for the secondary brake air control valve is fully applied, air pressure to signal port (1) is blocked.
This causes the front brake inverter valve to open the passage from supply port (2) to output port (4). Air
pressure now flows through a double check valve to the front air/hydraulic cylinder. The front
air/hydraulic cylinder sends oil pressure in order to apply the front caliper service brakes.
When the secondary brake control is partially depressed, the front brake inverter valve partially allows
the air pressure to flow to the front air/hydraulic cylinder. The front caliper service brakes will be
partially applied. When the secondary brake control is released, full air pressure flows to signal port (1).
Outlet port (4) will be blocked and air will be open to exhaust port (3). The outlet pressure is discharged
through exhaust port (3).
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SMCS - 4280
S/N - AFS81-UP
S/N - AGC991-UP
S/N - AGY1-UP
View of the Inside of the Frame on the Left Side
(1) Brake air relay valve (front caliper service brakes, if equipped)
The brake air relay valves are located on the inboard side of the frame on the left side. Brake air relay
valve (1) activates the air/hydraulic cylinder for the front caliper service brakes when the service brake
pedal is applied. The front brake control must be in the ON position. Brake air relay valve (2) activates
the air/hydraulic cylinder for the oil cooled brakes when the service brake pedal or the manual retarder
control is applied.
When the service brake pedal is pushed with the front brake control in the ON position, signal pressure
is sent to the control passage of brake air relay valve (1). This causes an internal valve in brake air relay
valve (1) to open. This allows air from the air tanks for the service brakes and the retarder to flow
through brake air relay valve (1). This air flows to the air chamber of the air/hydraulic cylinder for the
front caliper service brakes. The air/hydraulic cylinder then engages the brakes for the front wheels.
When the service brake pedal is pushed or when the manual retarder is used, signal pressure is sent to
the control passage of brake air relay valve (2). This causes an internal valve in brake air relay valve (2)
to open. This allows air from the air tanks for the service brakes and the retarder to flow through brake
air relay valve (2). This air flows to the air chamber of the air/hydraulic cylinder for the oil cooled
brakes. The air/hydraulic cylinder then engages the service brakes for the rear wheels.
Brake air relay valves (1) and (2) all release in the same way. When the brake pedal is released or when
retarding is not needed, the signal pressure to the control passage of the brake air relay valve will stop.
The internal valve in the brake air relay valve will shift in order to block the flow of air from the air
tanks for the service brakes and the retarder. When the front and rear air/hydraulic cylinders do not
receive air flow to the air chambers, the brakes are released. The pressure air is exhausted through an
exhaust port in brake air relay valves (1) and (2) .
Double check valve (4) allows brake air relay valve (2) and the service brake air control valve to share
the same air lines to the air/hydraulic cylinder for the oil cooled brakes. Double check valve (5) allows
brake air relay valve (1) to send air pressure to the air/hydraulic cylinder for the front brakes.
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SMCS - 4280
S/N - AGC1-990
(1) Brake air relay valve for the service brakes for the front wheels
(2) Brake air relay valve for service brakes and for the manual retarder for the rear wheels
(3) Brake air relay valve for the Automatic Retarder Valve (ARC) for the rear wheels
(5) Pressure protection for the brake air system
(6) Front brake inverter valve
The brake air relay valves are located on the inboard side of the frame on the left side. Brake air relay
valve (1) activates the front air/hydraulic cylinder when the service brake pedal is applied. The front
brake control must be in the ON position. Brake air relay valve (2) activates the rear air/hydraulic
cylinder when the service brake pedal, or the manual retarder control is applied. Brake air relay valve (3)
activates the rear air/hydraulic cylinder when the Automatic Retarder Control (ARC) is applied. The
pressure protection valve for the brake air system (5) prevents a complete loss of air pressure in the
event of a failure of the brake air relay valve for the ARC.
When the service brake pedal is pushed with the front brake control in the ON position, signal pressure
is sent to the control passage of brake air relay valve (1). This causes an internal valve in brake air relay
valve (1) to open. This allows air from the service brake and retarder air tank to flow through brake air
relay valve (1). This air flows to the air chamber of the front air/hydraulic cylinder. The front
air/hydraulic cylinder then engages the brakes for the front wheels.
When the service brake pedal is pushed or when the manual retarder is used, signal pressure is sent to
the control passage of brake air relay valve (2). This causes an internal valve in brake air relay valve (2)
to open. This allows air from the service brake and retarder air tank to flow through brake air relay valve
(2). This air flows to the air chamber of the rear air/hydraulic cylinder. The rear air/hydraulic cylinder
then engages the service brakes for the rear wheels.
When the ARC is used, signal pressure is sent to the control passage of the brake air relay valve (3).
This causes an internal valve in brake air relay valve (3) to open. Air flow from the service brake and
retarder air tank flows to the pressure protection valve for the brake air system (5) until the air pressure
reaches the cut-in pressure. When the air pressure reaches the cut-in pressure, pressure protection valve
(5) for the brake air system opens. This allows air to flow through the brake air relay valve. This air
flows to the air chamber of the rear air/hydraulic cylinder. The rear air/hydraulic cylinder then engages
the brakes for the rear wheels.
Brake air relay valves (1) and (2) and (3) all release in the same way. When the brake pedal is released
or when retarding is not needed, the signal pressure to the control passage of the brake air relay valve
will stop. The internal valve in the brake air relay valve will shift in order to block the flow of air from
the service brake and retarder air tank. When the front and rear air/hydraulic cylinders do not receive air
flow to the air chambers, the brakes are released.
Double check valve (4) allows brake air relay valve (2) and brake air relay valve (3) to share the same
air lines to the rear air/hydraulic cylinder. Double check valve (7) allows brake air relay valve (1) and
front brake inverter valve (6) to share the same air lines to the brake master cylinder for the front wheels.
Front brake inverter valve (6) is used to engage the front brakes when the secondary brake pedal is
pressed. Front brake inverter valve (6) will engage the front brakes even if the front brake control is in
the OFF position.
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Air/Hydraulic Cylinder (Brake)

SMCS - 4277
Front Air/Hydraulic Cylinder
Rear Air/Hydraulic Cylinder
Components for the Front Air/Hydraulic Cylinder with Service Brakes (Front Caliper)
(1) Port for oil to brake pistons
(2) Purge orifice
(3) Passage
(4) Power piston
(5) Valve
(6) Hydraulic tank port
(7) Rod
(8) Spring
(9) Air Chamber
(10) Piston
(11) Air supply port
Components for the Front Air/Hydraulic Cylinder with Service Brakes (Front Oil Cooled)
(2) Purge orifice
(3) Passage
(4) Power piston
(5) Valve
(6) Hydraulic tank port
(7) Rod
(8) Spring
(9) Air Chamber
(10) Piston
Components for Rear Air/Hydraulic Cylinder
(2) Purge orifice
(3) Passage
(4) Power piston
(5) Valve
(6) Port for makeup oil
(7) Rod
(8) Spring
(9) Air Chamber
(10) Piston
The brake air/hydraulic cylinders are a main component of the braking system. There are one rear
air/hydraulic cylinder and one front air/hydraulic cylinder. All air/hydraulic cylinders are used for the
standard application of the brakes. The same air/hydraulic cylinders are used for extended braking. All
of the air/hydraulic cylinders operate the same way.
When the brake pedal is used or when the retarder is used, the brake air relay valve delivers air to air
chamber (9). The pressurized air pushes piston (10) and rod (7). This compresses spring (8). Rod (7)
moves valve (5) in order to close passage (3). As power piston (4) moves down, oil in the air/hydraulic
cylinder flows out of port (1) to the slack adjusters. The oil moves the pistons in the slack adjusters.
When you stop applying the brakes, the brake air relay valve will prevent air from entering air chamber
(9). In the absence of the air pressure, spring (8) pushes up piston (10) and rod (7). As rod (7) moves up,
valve (5) will also move up. This opens passage (3). Valve (5) and power piston (4) will move up.
Any air that is below power piston (4) flows through passage (3) and through port (6). If any oil is
needed below power piston (4), oil from the hydraulic tank flows through port (6). This oil flows around
valve (5) and through passage (3). This prevents a vacuum lock below power piston (4) .
Purge orifice (2) is not needed in this application.
Note: The brake oil pressure is approximately 6.6 times the amount of air pressure.
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Air Flow Schematic

SMCS - 4250-AI
S/N - AGC1-990
The Air Control Valve for the Parking Brake Is in the ON

Position
(1) Air compressor
(3) Air dryer
(7) Check valve
Note: The darkened lines show air pressure and the arrows show the direction of flow.
Note: Parking and secondary brake pressure switch (31) is activated when the parking brake control
valve is in the ON position.
When the engine is started, the air flow from air compressor (1) will flow to air dryer (3). From air dryer
(3), the air flows to one-way check valve (7) and the air then enters air tanks (service brake and retarder)
(5). When the pressure in air tanks (service brakes and retarder) (5) is above the cut-in pressure of air
system pressure protection valve (24), air will flow through the pressure protection valve. Pressure
protection valve (24) must be open to supply air to front brake inverter valve (50), service brake air
control valve (12), air suspension seat (51), air horn solenoid (25), and parking and secondary brake air
tank (27). System air pressure is monitored by brake air pressure sensor (8). When the air pressure in all
of the air tanks reaches the cut out pressure of the air compressor governor, the flow of air into the
system will be stopped. When the pressure falls to the cut-in pressure of the air compressor governor, air
will flow through the air dryer to the rest of the system. If the pressure in the system drops below 415
kPa (60 psi), the action alarm will sound in the cab.
Air pressure from parking and secondary brake air tank (27) flows to the secondary brake air control
valve (29) and secondary brake inverter valve (28). With secondary brake air control valve (29) in the
OFF position, air pressure from parking and secondary brake air tank (27) flows through secondary
brake inverter valve (28) to parking brake air control valve (30) .
When parking brake air control valve (30) is in the ON position, parking brake air control valve (30)
stops the flow of air to parking and secondary brake valve (32). The parking brakes for the rear wheels
are applied by springs and the parking brakes for the rear wheels are released by pressure oil. When the
air flow to parking and secondary brake valve (32) is blocked, the oil pressure to the brake housing will
be blocked and the springs will apply the parking brakes for the rear wheels.
The Secondary Brake Air Control Valve Is in the ON Position
Note: Parking and secondary brake pressure switch (31) is activated when the secondary brake air
control valve is in the ON position.
valve (29) and secondary brake inverter valve (28). When the pedal for secondary brake air control
valve (29) is partially depressed to the ON position, a portion of the full supply pressure is sent to the
control passage of secondary brake inverter valve (28). The secondary brake inverter valve will block
some of the air pressure that is flowing to parking and secondary brake valve (32) and to the signal
passage of front brake inverter valve (50). The result is modulated secondary braking action.
When the pedal on secondary brake air control valve (29) is held in the full ON position, air pressure
from parking and secondary brake air tank (27) flows through the secondary brake air control valve to
the control passage of secondary brake inverter valve (28). The secondary brake inverter valve blocks all
of the air pressure that was flowing to parking and secondary brake valve (32). The parking brakes for
the rear wheels are applied by springs and the parking brakes for the rear wheels are released by
pressure. When the air flow to parking and secondary brake valve (32) is blocked, the oil pressure to the
brake housing will be blocked and the springs will apply the parking brakes.
When the pedal on secondary brake air control valve (29) is held in the full ON position, the secondary
brake inverter valve also blocks all of the air pressure that was flowing to the signal passage of front
brake inverter valve (50). When the air flow to the signal passage is blocked, full air flow is allowed to
flow through the front brake inverter valve. The air flow then passes through double check valve (16) at
front air/hydraulic cylinder (17). The air pressure then applies the front caliper service brakes.
When you release the pedal for the secondary brake air control valve (29), the pedal is returned by a
spring to the OFF position. When the secondary brake control is in the OFF position, air is not sent to
the control passage of secondary brake inverter valve (28). Secondary brake inverter valve (28) allows
air pressure from the parking and secondary brake air tank (27) to flow to parking and secondary brake
valve (32) and to front brake inverter valve (50). This air flow will cause parking and secondary brake
valve (32) to send oil to the brake housing. The oil pressure will release the parking brakes for the rear
wheels. This air flow will also cause front brake inverter valve (50) to block the supply air that is
flowing to the front caliper service brakes. The front caliper service brakes will be released.
The Service Brake Air Control Valve Is in the ON Position and

the Front Brake Air Control Valve Is in the OFF Position
(15) Brake air relay valve (front)
(23) Brake air relay valve (rear)
(44) Brake air relay valve for the Automatic Retarder Control (ARC) (attachment)
Note: The darkened lines show air pressure and the arrows show the direction of air flow.
Note: Air pressure switches (19) and (20) are activated when the service brakes are applied or when the
retarder is used.
Note: Parking and secondary brake pressure switch (31) is deactivated when the air control valve
(parking brake) and the secondary brake air control valve are in the OFF position. The parking brakes
are released.
When the pedal on service brake air control valve (12) is pushed down, air pressure from air tanks
(service brakes and retarder) (5) flows through service brake air control valve (12). This air pressure
flows to the control passage of rear brake air relay valve (23). This allows supply air from air tanks
(service brakes and retarder) (5) to flow through rear brake air relay valve (23) to air/hydraulic cylinder
(18) for the rear brakes. Double check valve (45) above the air/hydraulic cylinder closes the passages to
brake air relay valve (44) for the Automatic Retarder Control (ARC). Oil pressure from air/hydraulic
cylinder (18) flows to the service brakes for the rear wheels. The oil pressure activates the service brakes
for the rear wheels.
The air pressure that flows through service brake air control valve (12) also flows to front brake air
control valve (21). When the front brake air control valve is in the OFF position, air is blocked from
flowing to brake air relay valve (15) for the front caliper service brakes. The front caliper service brakes
are not applied.
When the pressure on the pedal of service brake air control valve (12) is released, the flow of air through
service brake air control valve (12) is blocked. Air pressure between the control passages of brake air
relay valve (23) and service brake air control valve (12) flows outward through an exhaust passage in
service brake air control valve (12). Also, air pressure between the control passages of front brake air
control valve (21) and service brake air control valve (12) flows outward through the exhaust passage in
the service brake air control valve. The air pressure between brake air relay valve (23) and air/hydraulic
cylinder (18) for the rear brakes flows outward through an exhaust passage in brake air relay valve (23).
The oil pressure that had applied the service brakes returns to the air/hydraulic cylinder as the piston is
drawn up by the spring in the air/hydraulic cylinder.

the Front Brake Air Control Valve Is in the ON Position
retarder is used.
(parking brake) and the air control valve (secondary brake) are in the OFF position. The parking brakes
are released.
(service brakes and retarder) (5) flows through service brake air control valve (12). The air pressure
brake air relay valve (44) for the Automatic Retarder Control (ARC). Oil pressure from the air/hydraulic
cylinder flows to the service brakes for the rear wheels. The oil pressure activates the service brakes for
the rear wheels.
control valve (21). When the front brake air control valve is in the ON position, air flows to front brake
air relay valve (15). This allows supply air from air tanks (service brakes and retarder) (5) to flow
through front brake air relay valve (15) to air/hydraulic cylinder (17) for the front brakes. Oil pressure
from the air/hydraulic cylinder flows to the front caliper service brakes. The oil pressure activates the
front caliper service brakes.
the service brake air control valve is blocked. Air pressure between the control passages of brake air
relay valves (15) and (23) and service brake air control valve (12) flows outward through an exhaust
passage in service brake air control valve (12). The air pressure between brake air relay valves (15) and
(23) and air/hydraulic cylinders (17) and (18) flow outward through an exhaust passage in the brake air
relay valves. The oil pressure that had applied the brakes returns to the air/hydraulic cylinders as the
pistons are drawn up by the spring in the air/hydraulic cylinders.
The Retarder Air Control Valve Is in the ON Position
Note: Air pressure switches (13), (19), and (20) are activated when the retarder is applied.
are released.
When the lever for retarder air control valve (14) is in the ON position, air pressure from air tanks
(service brakes and retarder) (5) flows through retarder air control valve (14) and through double check
valve (10). Air pressure flows to the control passage of rear brake air relay valve (23). This allows
supply air from air tanks (service brakes and retarder) (5) to flow through brake air relay valve (23) to
air/hydraulic cylinder (18) for the rear brakes. Double check valve (45) that is above the air/hydraulic
cylinder closes the passages to brake air relay valve (44) for the Automatic Retarder Control (ARC). Oil
pressure from the air/hydraulic cylinder flows to the service brakes. The oil pressure activates the
service brakes. The engine speed must be at least 1700 rpm in order to keep the oil to the brakes cool.
NOTICE
Do not increase speed while the retarder is ON.
The pressure of the air to the air/hydraulic cylinder is determined by the position of the lever for the
retarder air control valve. When the lever is completely pulled down, the maximum amount of retarding
is achieved.
When retarder air control valve (14) is in the OFF position, the flow of air through retarder air control
valve (14) is blocked. Air pressure between the control passages of brake air relay valve (23) and
retarder air control valve (14) flows outward through an exhaust passage in retarder air control valve
(14). The air pressure between brake air relay valve (23) and air/hydraulic cylinder (18) for the rear
brakes flows outward through an exhaust passage in brake air relay valve (23). The oil pressure that had
applied the service brakes returns to the air/hydraulic cylinder as the piston is drawn up by the spring in
the air/hydraulic cylinder.
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Air Flow Schematic

SMCS - 4250-AI
S/N - AGC991-1403
S/N - AGY1-199

Position
AGC991-1403 Truck with standard front oil cooled service brakes AGY1-199 Truck with standard front oil cooled service
brakes (no air start attachment)
(1) Air compressor
(3) Air dryer
(7) Check valve
AGC991-1403 Truck with attachment front caliper service brakes AGY1-199 Truck with attachment front caliper service
(1) Air compressor
(3) Air dryer
(7) Check valve
(3), the air flows to one-way check valve (7) and the air then enters air tanks (service brake and retarder)
(5). When the pressure in air tanks (service brakes and retarder) (5) is above the cut-in pressure of air
protection valve (24) must be open to supply air to parking brake reset valve (50), service brake air
of the air tanks reaches the cut out pressure of the air compressor governor, the flow of air into the
system will be stopped. When the pressure falls to the cut-in pressure of the air compressor governor, air
will flow through the air dryer to the rest of the system. If the pressure in the system drops below 415
kPa (60 psi), the action alarm will sound in the cab.
valve (29) and through parking brake reset valve (50) to secondary brake inverter valve (28). With
secondary brake air control valve (29) in the OFF position, air pressure from parking and secondary
brake air tank (27) flows through secondary brake inverter valve (28) to parking brake air control valve
(30) .
valve (29) and through parking brake reset valve (50) to secondary brake inverter valve (28). When the
pedal for secondary brake air control valve (29) is partially depressed to the ON position, a portion of
the full supply pressure is sent to the control passage of secondary brake inverter valve (28). The
secondary brake inverter valve will block some of the air pressure that is flowing to parking and
secondary brake valve (32). A portion of the full supply pressure will also flow through double check
valve (16) to air/hydraulic cylinder (17) for the front brakes. The result is modulated secondary braking
action.
from parking and secondary brake air tank (27) flows through double check valve (16) to air/hydraulic
cylinder (17) for the front brakes. Oil pressure from the air/hydraulic cylinder then applies the front
service brakes.
spring to the OFF position. When the secondary brake air control valve is in the OFF position, air is not
sent to the control passage of secondary brake inverter valve (28). Secondary brake inverter valve (28)
allows air pressure from the parking and secondary brake air tank (27) to flow to parking and secondary
brake valve (32). This air flow will cause parking and secondary brake valve (32) to send oil to the brake
housing. The oil pressure will release the parking brakes for the rear wheels. When secondary brake air
control valve (29) is in the OFF position, air is blocked from air/hydraulic cylinder (17) for the front
brakes. The oil pressure that had applied the front brakes returns to the air/hydraulic cylinder. The front
service brakes will be released.
The Service Brake Air Control Valve Is in the ON Position

Note: This information is applicable to the 777D (S/N: AGC991-1403AGY1-199) that are equipped
with front service brakes (oil cooled).
(15) Brake air relay valve (service brakes)
retarder is used.
are released.
flows to the control passage of brake air relay valve (15). This allows supply air from air tanks (service
brakes and retarder) (5) to flow through brake air relay valve (15) to air/hydraulic cylinders (17) and
(18) for the service brakes. Double check valves (45) above the air/hydraulic cylinders close the
passages to brake air relay valve (44) for the Automatic Retarder Control (ARC). Oil pressure from
air/hydraulic cylinders (17) and (18) flows to the service brakes. The oil pressure activates the service
brakes.
service brake air control valve (12). The air pressure between brake air relay valve (15) and air/hydraulic
cylinders (17) and (18) for the service brakes flows outward through an exhaust passage in brake air
relay valve (15). The oil pressure that had applied the service brakes returns to the air/hydraulic
cylinders as the piston is drawn up by the spring in the air/hydraulic cylinders.

with front service brakes (caliper).
retarder is used.
are released.
flowing to brake air relay valve (15) for the front service brakes. The front service brakes are not
applied.

retarder is used.
are released.
the rear wheels.
air relay valve (15). This allows supply air from air tanks (service brakes and retarder) (5) to flow
(15) Brake air relay valve
are released.
valve (10). Air pressure flows to the control passage of brake air relay valve (15). This allows supply air
from air tanks (service brakes and retarder) (5) to flow through brake air relay valve (15) to air/hydraulic
cylinders (17) and (18) for the service brakes. Double check valves (45) that are above the air/hydraulic
cylinders close the passages to brake air relay valve (44) for the Automatic Retarder Control (ARC). Oil
pressure from the air/hydraulic cylinders flows to the service brakes. The oil pressure activates the
NOTICE
The pressure of the air to the air/hydraulic cylinders is determined by the position of the lever for the
is achieved.
(14). The air pressure between brake air relay valve (15) and air/hydraulic cylinders (17) and (18) flows
outward through an exhaust passage in brake air relay valve (15). The oil pressure that had applied the
service brakes returns to the air/hydraulic cylinders as the piston is drawn up by the spring in the
air/hydraulic cylinders.
are released.
supply air from air tanks (service brakes and retarder) (5) to flow through brake air relay valve (23) to
NOTICE
is achieved.
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Air Flow Schematic

SMCS - 4250-AI
S/N - AGC1404-UP
S/N - AGY200-UP

Position
AGC1404-UP Truck with standard front oil cooled service brakesAGY200-UP Truck with standard front oil cooled service
(1) Air compressor
(3) Air dryer
(7) Check valve
AGC1404-UP Truck with attachment front caliper service brakesAGY200-UP Truck with attachment front caliper service
(1) Air compressor
(3) Air dryer
(7) Check valve
(3), the air flows to one-way check valve (7) and the air then enters air tank (service brake and retarder)
(5). When the pressure in air tank (service brakes and retarder) (5) is above the cut-in pressure of air
protection valve (24) must be open to supply air to parking brake reset valve (50), service brake air
of the air tank reaches the cut out pressure of the air compressor governor, the flow of air into the system
will be stopped. When the pressure falls to the cut-in pressure of the air compressor governor, air will
flow through the air dryer to the rest of the system. If the pressure in the system drops below 415 kPa
(60 psi), the action alarm will sound in the cab.
valve (29) and through parking brake reset valve (50) to secondary brake inverter valve (28). With
secondary brake air control valve (29) in the OFF position, air pressure from parking and secondary
brake air tank (27) flows through secondary brake inverter valve (28) to parking brake air control valve
(30) .
valve (29) and through parking brake reset valve (50) to secondary brake inverter valve (28). When the
pedal for secondary brake air control valve (29) is partially depressed to the ON position, a portion of
the full supply pressure is sent to the control passage of secondary brake inverter valve (28). The
secondary brake inverter valve will block some of the air pressure that is flowing to parking and
secondary brake valve (32). A portion of the full supply pressure will also flow through double check
valve (16) to air/hydraulic cylinder (17) for the front brakes. The result is modulated secondary braking
action.
from parking and secondary brake air tank (27) flows through double check valve (16) to air/hydraulic
cylinder (17) for the front brakes. Oil pressure from the air/hydraulic cylinder then applies the front
service brakes.
spring to the OFF position. When the secondary brake air control valve is in the OFF position, air is not
sent to the control passage of secondary brake inverter valve (28). Secondary brake inverter valve (28)
allows air pressure from the parking and secondary brake air tank (27) to flow to parking and secondary
brake valve (32). This air flow will cause parking and secondary brake valve (32) to send oil to the brake
housing. The oil pressure will release the parking brakes for the rear wheels. When secondary brake air
control valve (29) is in the OFF position, air is blocked from air/hydraulic cylinder (17) for the front
brakes. The oil pressure that had applied the front brakes returns to the air/hydraulic cylinder. The front
service brakes will be released.
The Service Brake Air Control Valve Is in the ON Position

Note: This information is applicable to the 777D (S/N: AGC1404-UPAGY200-UP) that are equipped
with front service brakes (oil cooled).
(15) Brake air relay valve (service brakes)
retarder is used.
are released.
When the pedal on service brake air control valve (12) is pushed down, air pressure from air tank
flows to the control passage of brake air relay valve (15). This allows supply air from air tank (service
brakes and retarder) (5) to flow through brake air relay valve (15) to air/hydraulic cylinders (17) and
(18) for the service brakes. Double check valves (45) above the air/hydraulic cylinders close the
passages to brake air relay valve (44) for the Automatic Retarder Control (ARC). Oil pressure from
air/hydraulic cylinders (17) and (18) flows to the service brakes. The oil pressure activates the service
brakes.
service brake air control valve (12). The air pressure between brake air relay valve (15) and air/hydraulic
cylinders (17) and (18) for the service brakes flows outward through an exhaust passage in brake air
relay valve (15). The oil pressure that had applied the service brakes returns to the air/hydraulic
cylinders as the piston is drawn up by the spring in the air/hydraulic cylinders.

retarder is used.
are released.
flows to the control passage of rear brake air relay valve (23). This allows supply air from air tank
flowing to brake air relay valve (15) for the front service brakes. The front service brakes are not
applied.

retarder is used.
are released.
flows to the control passage of rear brake air relay valve (23). This allows supply air from air tank
the rear wheels.
air relay valve (15). This allows supply air from air tank (service brakes and retarder) (5) to flow
AGC1404-UP Truck with standard front oil cooled service brakesAGY200-UPTruck with standard front oil cooled service
(15) Brake air relay valve
are released.
When the lever for retarder air control valve (14) is in the ON position, air pressure from air tank
valve (10). Air pressure flows to the control passage of brake air relay valve (15). This allows supply air
from air tank (service brakes and retarder) (5) to flow through brake air relay valve (15) to air/hydraulic
cylinders (17) and (18) for the service brakes. Double check valves (45) that are above the air/hydraulic
cylinders close the passages to brake air relay valve (44) for the Automatic Retarder Control (ARC). Oil
pressure from the air/hydraulic cylinders flows to the service brakes. The oil pressure activates the
NOTICE
The pressure of the air to the air/hydraulic cylinders is determined by the position of the lever for the
is achieved.
(14). The air pressure between brake air relay valve (15) and air/hydraulic cylinders (17) and (18) flows
outward through an exhaust passage in brake air relay valve (15). The oil pressure that had applied the
service brakes returns to the air/hydraulic cylinders as the piston is drawn up by the spring in the
are released.
When the lever for retarder air control valve (14) is in the ON position, air pressure from air tank
supply air from air tank (service brakes and retarder) (5) to flow through brake air relay valve (23) to
NOTICE
is achieved.
0 #11, /"". 0 % 2 #8 /. #9 :" ""/"".

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Hydraulic Tank (Torque Converter, Hoist, Brake, and

Transmission)
SMCS - 3177; 5056
S/N - AGC1-UP
S/N - AGY1-UP
(1) Torque converter, hoist, brake, and transmission hydraulic tank
(2) Torque converter, hoist, and brake section
(3) Transmission section
The hydraulic tank (torque converter, hoist, brake, and transmission) (1) is located on the left side of the
frame between the front and rear tires. The transmission section (3) is separated from the torque
converter, hoist, and brake section (2) by a wall inside the hydraulic tank (1). The transmission section
(3) supplies oil for the operation of the transmission. The torque converter, hoist, and brake section (2)
supplies oil to the brakes, to the brake cooling system, to the torque converter system, and to the hoist
hydraulics. An air breather for section (2) and an air breather for section (3) are located on the vertical
frame member on the left side of the machine.
The torque converter, hoist, and brake section (2) has two sight gauges. The top sight gauge is used for
checking the oil level during normal operation. The bottom sight gauge is used when the hoist cylinders
are in the RAISE position. The transmission section (3) also has two sight gauges. The bottom sight
gauge is used for checking the oil level with cold oil. The top sight gauge is used for checking the oil
level with hot oil. See the Operation and Maintenance Manual for lubrication viscosities and for refill
capacities for both sections of the hydraulic tank.
Tank Ports
(4) Return port for the transmission
(5) Drain port for the lip seal case of the parking brake
(6) Drain port for the parking and secondary brake control valve
(7) Return port for brake cooling
(8) Return port for the brake makeup oil tank
(9) Return port for the hoist control valve
(10) Return port from torque converter scavenge pump
(11) Drain port
(12) Suction port for the transmission
(13) Suction port for the hoist pump
(14) Suction port for torque converter pump
(15) Suction port for the auxiliary brake cooling pump section
(16) Relief port for the torque converter
2 #33, /"". 2 % 4 #1 /. , :" ""/"".

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Release)
SMCS - 5073
S/N - AGC1-UP
S/N - AGY1-UP
The pump has three sections:
torque converter scavenge pump section (1)
torque converter charging pump section (2)
parking brake release pump section (3)
The pump is driven by a gear on the torque converter.
The torque converter scavenge section (1) is located on the drive end. This pump section takes oil from
the bottom of the torque converter housing. The oil flows through the scavenge screen that is behind
cover (4). The oil is then returned to the hydraulic tank.
The other two pump sections get oil from the hydraulic tank.
The torque converter charging section (2) sends the oil to the torque converter charging oil filter, to the
torque converter inlet relief valve, and to the torque converter.
The parking brake release section (3) sends oil to the parking brake release oil filter. The oil flow is then
divided. The parking and secondary brake valve receives some of the oil. This oil is used to release to
the spring applied parking brakes. The rest of the oil that was divided flows to the lockup clutch and to
the hoist control valve. This oil is used to engage the lockup clutch in the torque converter. The oil that
is sent to the hoist control valve is used as signal oil.
1 #00, 2"". 1 % 3 #9 2. -/ :" ""2"".

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Gear Pump (Brake Cooling) - If Equipped

SMCS - 5073
S/N - AGC1-UP
S/N - AGY1-UP
Hydraulic oil cooler lines for AGC1-UP
(1) Service brake (front oil cooled)
(2) Torque converter and front brake cooling diverter valve
(3) Brake cooling pump section (if equipped)
(4) Hoist, torque converter, and brake oil cooler
(6) Hoist, torque converter, and brake hydraulic tank
Hydraulic oil cooler lines for AGY1-UP
(1) Service brake (front oil cooled)
(2) Torque converter and front brake cooling diverter valve
(3) Brake cooling pump section (if equipped)
(6) Hoist, torque converter, and brake hydraulic tank
Oil from hoist, torque converter, and brake tank (6) will flow to the inlet of brake cooling pump section
(3). Brake cooling pump section (3) pumps oil to the torque converter and front brake cooling diverter
valve (2). Before the oil reaches the torque converter and front brake cooling diverter valve, the oil
mixes with the oil from the torque converter. Some of the oil will go in the hoist, torque converter, and
brake oil cooler (4). The rest of the oil will then mix with oil from the hoist control valve. The oil will
then go through the torque converter and front brake cooling diverter valve. The torque converter and
front brake cooling diverter valve may send the oil through brake oil cooler (5). The torque converter
and front brake cooling diverter valve may send the oil through the oil cooling system for the service
brakes (front oil cooled) (1).
2 #//, 1"". 2 % 3 #9 1/ "/ :" ""1"".

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Gear Pump (Hoist)

SMCS - 5073; 5083
S/N - AGC1-UP
S/N - AGY1-UP
(1) Pump drive
(2) Hoist pump
(3) Inlet from the hydraulic tank
(4) Outlet to the hoist control valve
The hoist pump is a single-section gear pump.
Oil from the hydraulic tank (torque converter, hoist, and brake) flows to hoist pump (2). The pump
sends oil to the hoist control valve. The hoist control valve will send pump oil to the hoist or to the oil
cooling system for the brakes. When the dump body is being raised, the hoist cylinders receive most of
the oil. Some of the oil will go to the oil cooling system for the brakes. When the dump body is being
lowered, all the oil will go to the hoist. If the hoist is not being used, the oil flows to the oil cooling
system for the brakes.
1 #22, 3"". 1 % 4 #0 32 3- :" ""3"".

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SMCS - 4354-SST
(1) Pump and motor (secondary steering and brake release)
(2) Brake release and secondary steering switch
The pump and motor (1) for the secondary steering and the brake release can be used to release the
parking brakes. The motor drives the pump. The motor for the secondary steering and the brake release
is energized by the brake release and secondary steering switch (2). The pump for the secondary steering
and the brake release sends oil through the diverter valve and the parking brake release valve in order to
release the parking brakes.
Note: Air pressure is also required to release the parking brakes. The piston chamber in the parking
brake release valve must be pressurized in order for the oil from the pump for the secondary steering and
the brake release to flow to the brakes.
Note: The diverter valve must be switched in order to release the parking brakes.
2 #//, 1"". 2 % 3 #0 1/ 9" :" ""1"".

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Relief Valve (Brake Oil Cooler)

SMCS - 1370-BRK
S/N - AGC1-UP
S/N - AGY1-UP
Location of the brake oil cooler relief valveThe manifold for the control valve which is shown above is effective for AGC1-
1063 and for AGY1-80.
Location of the brake oil cooler relief valveThe manifold for the control valve which is shown above is effective for
AGC1064-UP and for AGY81-UP.
(2) Valve
(3) Shims
(4) Spring
(5) Plug
The brake oil cooler relief valve is located in the hoist control valve. The relief valve provides pressure
relief to all of the oil that is flowing to the brake oil coolers. Pressure oil is sensed at the end of valve
(2). When the pressure exceeds the relief pressure, valve (2) compresses spring (4). This allows the oil to
flow by valve (2) and to the hydraulic tank.
In order to change the pressure setting of the relief valve, remove plug (5) and spring (4). Add shims (3)
in order to increase the pressure setting. Remove shims (3) in order to decrease the pressure setting.
1 #//, 2"". 1 % 3 #9 2/ -- :" ""2"".

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SMCS - 4295; 5068
Parking brake release hydraulic filter (1) is fastened to the left side of the main frame in front of the
hydraulic tank.
Components of parking brake release hydraulic filter
(4) Bypass valve
(5) Spring
(6) Outlet passage
(7) Base
(8) Inlet passage
(9) Element
(10) Housing
Oil from the hydraulic tank flows to the torque converter charging, scavenge, and brake release gear
pump. The parking brake release section of the pump will send oil to the parking brake release oil filter.
Oil flows through inlet passage (8). The oil fills the space between the inside of housing (10) and
element (9). During normal operation, the oil flows through element (9) and out outlet passage (6) to the
remainder of the hydraulic system. Element (9) stops any debris that is in the oil.
If filter element (9) becomes full of debris, the restriction to the flow of oil causes a pressure increase
inside the filter. The pressure oil causes bypass valve (4) to move against the force of spring (5). Also,
the bypass switch (2) will be activated and an alarm will be registered in the cab.
The oil then flows past the open bypass valve and to the remainder of the hydraulic system. When the
oil does not flow through the filter element, the debris in the oil will cause damage to other components
in the hydraulic system.
Use correct maintenance in order to make sure that element (9) does not become full of debris. If
element (9) is full of debris, the flow of clean oil to the hydraulic system is stopped.
1 #00, /"". 1 % 2 #8 ," ". 9" ""/"".

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Brake Cooling System

SMCS - 4250
Rear Brake Cooling
Location of the brake oil cooler
Location of the hoist, torque converter, and brake oil cooler
The brake oil cooler is located on the frame assembly behind the engine. Coolant from the aftercooler
flows into the brake oil cooler. Then, the coolant flows back to the radiator.
The hoist, torque converter, and brake oil cooler is located on the left side of the engine. Engine coolant
flows from the water pump into the hoist, torque converter, and brake oil cooler. Then, the engine
coolant flows into the engine.
The rear service and parking brakes are cooled by oil. The cooling oil comes from the hoist pump.
The oil flow from the hoist pump will flow to the hoist control valve. When the hoist control valve is in
either the HOLD or the FLOAT position, oil will flow through the hoist control valve to the brake oil
cooler. After the oil goes through the brake oil cooler, the oil will flow to the rear service and parking
brakes. After the oil flows to the rear service and parking brakes, the oil will return to the hydraulic tank.
The rear brake cooling circuit has a rear brake oil cooler relief valve in the hoist control valve. The rear
brake oil cooler relief valve prevents excessive pressure.
Oil flow from the torque converter outlet relief valve will flow to the hoist, torque converter, and brake
oil cooler. The oil will flow to a manifold and the oil will mix with the oil from the brake oil cooler. The
oil will flow to the rear service and parking brakes. After the oil flows to the rear service and parking
brakes, the oil will return to the hydraulic tank.
Front Brake Cooling

if equipped
Location of the brake cooling pump section
The service brakes (front oil cooled) are cooled by oil. Additional oil volume comes from the brake
cooling pump section. The brake cooling pump section is located on the back of the torque converter.
The oil flow from the hoist pump will flow to the hoist control valve. When the hoist control valve is in
either the HOLD or the FLOAT position, oil will flow through the hoist control valve to the torque
converter and front brake cooling diverter valve.
Oil from the brake cooling pump section will mix with oil from the hoist control valve before reaching
the torque converter and front brake cooling diverter valve. The oil may go through the brake oil cooler
and to the rear brakes. The oil may be diverted around the brake oil cooler. If the oil is diverted around
the brake oil cooler, a portion of the oil is sent in order to cool the front brakes. The rest of the oil will
flow to the rear brakes. After the oil flows to the rear service and parking brakes, the oil will return to
the hydraulic tank.
Oil from the brake cooling pump section also mixes with oil from the torque converter outlet relief
valve. The oil will flow to the hoist, torque converter, and brake oil cooler. The oil will flow to a
manifold and the oil will mix with the oil from the brake oil cooler. The oil will flow to the rear brakes.
After the oil flows to the rear service and parking brakes, the oil will return to the hydraulic tank.
1 #22, 0"". 1 % 3 #9 ," 0/ :" ""0"".

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Slack Adjuster (Front) - If Equipped

SMCS - 4261-FR
S/N - AGC1-UP
S/N - AGY1-UP
Slack adjuster for the service brakes (front oil cooled)
Operation of the slack adjuster keeps the timing constant between the pushing of the service brake air
control valve and the stopping of the machine. Because of the slack adjuster, the same brake application
will work with new brakes or with worn brakes. A slack adjuster is in the oil systems for the front oil
cooled service brakes and for the rear service brakes. The slack adjuster is full of oil. The slack adjusters
are located between the air/hydraulic cylinders and the brakes.
Components of slack adjuster
(1) Outlet to a brake
(2) Piston
(3) Inlet from air/hydraulic cylinder
(4) Piston
(6) Oil chamber
(7) Oil passage
(8) Small piston
(9) Small piston
(10) Oil passage
(11) Oil chamber
(12) Passage for makeup oil
When the service brake air control valve is used or when the retarder is used, the air/hydraulic cylinder
sends oil to inlet (3) and into the slack adjuster. The oil pressure in the slack adjuster pushes pistons (2)
and (4) away from the center of the slack adjuster. Pistons (2) and (4) push the oil in oil chambers (6)
and (11) through outlets (1) and (5) to the brakes in each wheel. This oil initiates the brake application.
If the brakes have worn, the oil from chambers (6) and (11) may not complete the brake application.
When pistons (2) and (4) are against the ends of the slack adjuster, the oil from the air/hydraulic
cylinders will fill oil passages (7) and (10). If the pressure in passages (7) and (10) is higher than the
pressure in outlets (1) and (5), small pistons (8) and (9) move away from the piston seats. Additional oil
from the air/hydraulic cylinders can flow through the open piston seats to passages (12) and (13). This
oil flows through outlets (1) and (5) in order to complete the brake application.
When you stop applying the brakes, the air/hydraulic cylinder will not send oil to the slack adjuster. The
lower pressure in outlets (1) and (5) will cause small pistons (8) and (9) to return to the piston seats.
Small pistons (8) and (9) will block passages (12) and (13). When oil stops filling the brakes, the return
springs in the brakes will push the service brake pistons. The service brake pistons push the oil from the
brake application back into outlets (1) and (5) of the slack adjuster. This oil pushes pistons (2) and (4) to
the center of the slack adjuster. The brake is released completely.
0 #11, 2"". 0 % 3 #9 ," /# :" ""2"".

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Slack Adjuster (Rear)

SMCS - 4261-RE
Slack adjuster for the rear service brakes
Operation of the slack adjuster keeps the timing constant between the pushing of the service brake air
control valve and the stopping of the machine. Because of the slack adjuster, the same brake application
will work with new brakes or with worn brakes. A slack adjuster is in the oil systems for the front oil
cooled service brakes and for the rear service brakes. The slack adjuster is full of oil. The slack adjusters
are located between the air/hydraulic cylinders and the brakes.
Components of slack adjuster
(2) Piston
(3) Inlet from air/hydraulic cylinder
(4) Piston
(6) Oil chamber
(7) Oil passage
(8) Small piston
(9) Small piston
(10) Oil passage
(11) Oil chamber
When the service brake air control valve is used or when the retarder is used, the air/hydraulic cylinder
sends oil to inlet (3) and into the slack adjuster. The oil pressure in the slack adjuster pushes pistons (2)
and (4) away from the center of the slack adjuster. Pistons (2) and (4) push the oil in oil chambers (6)
and (11) through outlets (1) and (5) to the brakes in each wheel. This oil initiates the brake application.
If the brakes have worn, the oil from chambers (6) and (11) may not complete the brake application.
When pistons (2) and (4) are against the ends of the slack adjuster, the oil from the air/hydraulic
cylinders will fill oil passages (7) and (10). If the pressure in passages (7) and (10) is higher than the
pressure in outlets (1) and (5), small pistons (8) and (9) move away from the piston seats. Additional oil
from the air/hydraulic cylinders can flow through the open piston seats to passages (12) and (13). This
oil flows through outlets (1) and (5) in order to complete the brake application.
When you stop applying the brakes, the air/hydraulic cylinder will not send oil to the slack adjuster. The
lower pressure in outlets (1) and (5) will cause small pistons (8) and (9) to return to the piston seats.
Small pistons (8) and (9) will block passages (12) and (13). When oil stops filling the brakes, the return
springs in the brakes will push the service brake pistons. The service brake pistons push the oil from the
brake application back into outlets (1) and (5) of the slack adjuster. This oil pushes pistons (2) and (4) to
the center of the slack adjuster. The brake is released completely.
1 #22, 3"". 1 % 4 #/ ," -2 :" ""3"".

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Wheel Brakes
SMCS - 4250
Front Caliper Service Brakes
Service brake assembly (front caliper)
(1) Pistons
(2) Brake carrier linings
(3) Wheel
(4) Inlet
(5) Disc
(6) Plate
(7) Caliper assembly
(8) Taper roller bearings
(9) Axle
The front wheels may have caliper disc type brakes. Plate (6) is fastened to axle (9). Plate (6) is used to
support caliper assembly (7). Taper roller bearings (8) are used to support wheel (3) on axle (9). Disc (5)
is bolted to wheel (3). Two brake carrier linings (2) on each side of disc (5) are used for each caliper.
There is only one caliper assembly (7) on each wheel.
The front caliper service brakes are not used as a parking brake. The application of the secondary brakes
and the service and retarder brakes is identical for the brakes on the front wheels and for the brakes on
the rear wheels. The hydraulic oil from the air/hydraulic cylinder for the front brakes flows into inlet (4)
of caliper assembly (7). All piston bores are connected together by inside passages in order to allow free
flow of hydraulic oil. Pressure oil forces pistons (1) against brake carrier linings (2) and friction occurs.
The friction causes the rotation of wheel (3) to slow. A continued application of the brakes stop the
rotation of wheel (3) .
Front Oil Cooled Service Brakes (If Equipped)
View of service brake assembly (front oil cooled) from the outside of the machine
(A) Purge screw for the service brake
View from the inside of the machine of the inside of the service brakes (front oil cooled)
(B) Brake cooling oil inlet passage
(C) Port for brake piston
(D) Brake cooling oil outlet passage
(E) Service brake and retarder oil passage
Section A-A
(10) Retainer
(11) Wheel
(12) Brake piston
(13) Service brake and retarder oil chamber
(14) Discs
(15) Guide
(16) Plates
(17) Damper
(18) Brake return spring
The front wheels may have oil cooled brakes. The front oil cooled brakes are not used as a parking
brake. The application of the secondary brakes is identical to the application of the service brakes.
Pressure oil flows from the air/hydraulic cylinder for the front brakes to the slack adjuster for the front
brakes. Pressure oil from the slack adjuster for the front brakes flows through port (C) for brake piston
(12). This pressure oil forces the brake piston against damper (17), discs (14), and plates (16). This
causes friction between discs (14) and plates (16). The friction causes the rotation of wheel (11) to slow.
A continued application of the brakes stop the rotation of wheel (11). When the brakes are released,
brake return spring (18) disengages brake piston (12) from damper (17), discs (14), and plates (16). The
pressure oil from the brakes returns to the slack adjuster for the front brakes.
Rear Service Brakes
Service brake assembly
(19) Wheel assembly
(20) Duo-Cone seals
(21) Anchor
(22) Hub
(23) Housing
(24) Ring
View from the inside of the machine of the rear service and parking brake assembly
(F) Purge screw for the service brake and retarder
(G) Purge port for the parking and secondary brake
(H) Service brake and retarder oil passage
(J) Brake cooling oil inlet passage
(K) Brake cooling oil outlet passage
(L) Parking and secondary brake oil passage
Section B-B
(25) Hub
(26) Parking and secondary brake release oil chamber
(27) Parking and secondary brake piston
(28) Discs
(29) Dampers
(30) Parking and secondary brake springs
(31) Plates
(32) Service brake and retarder piston
(34) Parking and secondary brake spring
The application of the rear service brakes is identical to the application of the secondary brakes. Pressure
oil flows from the air/hydraulic cylinder for the rear brakes to the slack adjuster for the rear brakes.
Pressure oil from the slack adjuster for the rear brakes flows through port (H) for brake piston (32) and
into chamber (33). This forces the brake piston against dampers (29), discs (28), and plates (31). This
causes friction between discs (28) and plates (31). The friction causes the rotation of the rear wheel to
slow. A continued application of the brakes stop the rotation ofthe rear wheel. When the brakes are
released, the pressure oil from the rear brakes returns to the slack adjuster for the rear brakes. Brake
piston (32) disengages from damper (29), discs (28), and plates (31). The rear service brakes are
released.
Parking Brake Application
Section B-B
(25) Hub
(26) Parking and secondary brake release oil chamber
(27) Parking and secondary brake piston
(28) Discs
(29) Dampers
(30) Parking and secondary brake springs
(31) Plates
(32) Service brake and retarder piston
(34) Parking and secondary brake spring
Note: The parking brakes are applied only by the rear service brakes.
The parking brakes are spring applied brakes that are released by oil pressure. When the parking and
secondary brake valve is not supplied with air pressure, parking and secondary brake springs (30) push
on parking and secondary piston (27). Parking brake piston (27) pushes service brake piston (32). Piston
(32) will push discs (28) and plates (31) together. Plates (31) do not turn. Discs (28) turn with the wheel
assembly. When discs (28) and plates (31) are held together, friction occurs. The friction causes the
rotation of the wheel assembly to slow and the wheel assembly stops rotating. The wheel assembly is
connected to the hub by splines.
When the parking and secondary brake valve is supplied with air pressure, pressure oil from the parking
brake release pump section is sent to parking and secondary brake passage (G). Oil passage (G) is
connected to parking and secondary brake release oil chamber (26). The pressure oil forces parking and
secondary brake piston (32) away from discs (28) and plates (31) against the force of springs (30). The
discs and the plates will not be in contact and the parking and secondary brakes will be released.
Service Brake Application

When the service brake or the retarder is applied, oil pressure from the air/hydraulic cylinder is sent
through the slack adjuster to the service brake and retarder oil passages (E) and (H) .
Passages (E) and (H) are connected to the service brake oil chamber. As the oil pressure increases, the
service brake piston pushes the brake discs and plates together and friction occurs. The friction causes
the rotation of the wheel assembly to slow. A continued application of the service brakes or the retarder
stops the rotation of the wheel assembly. When the service brakes are released, the return springs will
push back the service brake piston. The service brake piston will push the oil back into the slack
adjuster.
Brake cooling oil flows in passages (B) and (J) in order to cool the discs and the plates. The cooling oil
flows out of brake cooling oil outlet passages (D) and (K). The cooling oil returns to the hydraulic tank.
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Diverter Valve (Brake Cooling)

SMCS - 5066
(1) Diverter valve (brake cooling)
(3) Outlet passage to the oil cooler
(4) Outlet passage to the oil cooler bypass
(5) Spring
(6) Air inlet
(7) Spool
(8) Oil inlet passage
Diverter valve (1) for the brake cooling is behind the engine and above the torque converter.
When the service brakes are applied or when the retarder is used, diverter valve (1) for the brake cooling
will send the cooling oil through brake oil cooler (2) .
Oil from a screen enters oil inlet passage (8). When the service brakes are applied or the retarder is used,
signal air flows to air inlet (6). The air moves spool (7) against the force of spring (5). When spool (7)
shifts, oil from oil inlet passage (8) flows to outlet passage (3). The oil is sent through brake oil cooler
(2). If the service brakes and the retarder are not being used, no air will flow to air inlet (6). Oil flow
from oil inlet passage (8) flows to outlet passage (4). The oil will bypass brake oil cooler (2).
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Diverter Valve (Towing)

SMCS - 5066-552
Location of the towing diverter valve
(2) Passage to parking and secondary brake valve
(3) Passage to hoist and brake hydraulic tank
(4) Passage from the secondary steering and brake release electric drive pump
(5) Spool
Towing diverter valve (1) is located on the left side of the frame assembly behind hoist and brake
hydraulic tank. The towing diverter valve allows the oil from the parking brake release section of the
secondary steering and brake release electric drive pump to release the parking brakes.
When spool (5) is moved manually to the left, passage (2) is opened. Oil from the secondary steering
and brake release electric drive pump enters the towing diverter valve through passage (4). Oil is
allowed to flow to the parking and secondary brake valve in order to release the parking brakes. Passage
(3) to the hoist and brake hydraulic tank is blocked.
When spool (5) is moved manually to the right, passage (2) is blocked. When passage (2) is blocked,
pressure oil cannot flow to the parking and secondary brake valve. The parking brakes will not be
released. Passage (3) is open and oil flows to the hoist and brake hydraulic tank.
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Towing
SMCS - 4250; 7000
The brakes for the rear wheels are spring applied. These brakes are released with hydraulic pressure. If
the air pressure in the air system is at 550 kPa (80 psi) and the parking brake control is in the ON
position, the parking brakes will be applied. If the engine is inoperable or if the power train is
inoperable, the spring applied parking brakes for the rear wheels are engaged, and the machine cannot be
moved. If there is not enough air pressure in the system, the system can be charged with air from another
source. The air system must be kept charged in order to keep the parking brakes released.
NOTICE
Do not exceed the air pressure of 830 ± 35 kPa (120 ± 5 psi) or damage
can occur to the air system components.
Personal injury or death could result when towing a disabled machine

incorrectly.
Block the machine to prevent movement before releasing the brakes.

The machine can roll free if it is not blocked.
Reference: See Operation and Maintenance Manual, "Towing the Machine" for more towing
information.
Reference: See Testing and Adjusting, "Towing the Machine - Preparation" for the towing procedure.
Make sure that the parking brake reset valve is depressed. Move the parking brake switch in order to
release the parking brakes. Air will enter the parking brake valve which will cause the control spool to
move. This will prevent oil from returning to the hydraulic tank when the brake release and secondary
steering pump is operating. The brake release and secondary steering pump will be used to supply oil in
order to release the parking brakes. The brake release and secondary steering pump is operated by a
switch that is located in the cab. The hydraulic oil will flow from the pump through the parking brake
valve to the brakes. The oil will be used to release the spring applied parking brakes.
Towing schematic for a machine with front caliper service brakes
(1) Relief valve
(2) Air flow to the parking brake valve
(3) Rear service and parking brakes
(4) Oil chamber for the parking brakes
(5) Oil flow to the rear brake oil cooler
(6) Pilot oil flow to the hoist control valve or pulled unit control valve
(7) Parking brake valve
(8) Return oil flow back to the hydraulic tank
(9) Check valve
(10) Parking brake release hydraulic filter
(11) Brake pump section
(12) Suction screen
(14) Electric motor
(15) Electrical leads to the switch in the cab
(16) Hydraulic tank
(17) Brake release and secondary steering pump
Towing schematic for a machine with front oil cooled brakes
(1) Relief valve
(2) Air flow to the parking brake valve
(3) Rear service and parking brakes
(4) Oil chamber for the parking brakes
(5) Oil flow to the rear brake oil cooler
(6) Pilot oil flow to the hoist control valve or pulled unit control valve
(7) Parking brake valve
(8) Return oil flow back to the hydraulic tank
(9) Check valve
(10) Parking brake release hydraulic filter
(11) Brake pump section
(12) Suction screen
(14) Electric motor
(16) Hydraulic tank
(17) Brake release and secondary steering pump
(18) Service brakes (front oil cooled)
Note: Arrows show oil flow.
Location of the brake release and secondary steering pump
Location of the air control valve for the parking brake
Location of the switch for the brake release and secondary steering pump
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General Information
SMCS - 4250-035


1. Move the machine to a smooth horizontal location. Move away from any machines that are
working and any personnel.
2. Move the transmission control to the NEUTRAL position. Fully raise the dump body of the truck.
3. Activate the parking brakes. Stop the engine.
4. Permit only one operator on the machine. Either keep other personnel away from the machine, or
keep other personnel in the sight of the operator.
Typical example
6. Install the retaining pin for the dump body.
7. Make sure that the transmission rotary selector spool is in the NEUTRAL position.
8. Make sure that all air pressure and oil pressure is released before any fittings, hoses or
components are worked on.
9. Push on the brake pedal many times until there is no brake air pressure.
Note: The hydraulic system involves the operation of the brakes, the brake cooling, and the hoist. The
troubleshooting for the hydraulic system in this section deals with the brakes and the brake cooling
system. Refer to the Hydraulic System Systems Operation/Testing And Adjusting for more information
about the hydraulic system for the hoist.
Troubleshooting can be difficult. There is a list of possible problems on the following pages. In order to
repair a problem, refer to the problem and the probable causes that are listed below.
This list of problems and probable causes will only give an indication of the existence of a possible
problem and of the repairs that may be required. There are sometimes more repairs or other repairs that
are required beyond the recommendations that are in the list. Remember that a problem is not normally
caused by only one part. A problem is usually caused by the relation of one part with other parts. This
list can not provide all possible problems and all probable causes. The service person must find the
problem and the source of the problem. The service person must then perform the necessary repairs.
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Visual Inspection
SMCS - 4250-035
A visual inspection should be the first step for diagnosing a problem. Make sure that the pressure in the
system is released before any components are removed. Visually inspect the system in the following
manner:
1. Check the hoses and the lines for wear and for cracks.
2. Check for the following restrictions in flow: severe bends, clamps that are not installed correctly,
damage to hoses and damage to lines.
3. Check for loose connections.
4. Check for damage to the components.
When you are defining a problem with the air system and/or with the brakes, first perform the steps in
Testing and Adjusting, "Visual Inspection". If you complete the visual inspection and the problem has
not been identified, perform the steps in Testing and Adjusting, "Operational Checks". If you are still
uncertain of the problem, perform the steps that are in the subsection for Testing and Adjusting in this
book.
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Operational Checks
SMCS - 4250-535

NOTICE
containing fluids.

Note: Before you perform any operation checks, open the drain valves in order to release any water in
the air tanks. Water lowers the capacity of the air tanks. When the capacity of the air tanks is lowered,
the air compressor can operate continually. Close the drain valve. Start the engine. Operate the machine
until the machine is at the normal operating temperature.
Location of drain valve for the dual air tanks (service brakes and retarder)
Location of drain valve for the single air tank (service brakes and retarder)
Location of drain valve for parking and secondary brake air tank
Operation checks can be used to find the source of air leakage in the air system and in the brakes.
Operation checks can also be used to diagnose the reasons for bad performance in the air system and in
the brakes.
Leakage Checks
Note: It is possible to hear the sound of air leakage. Air leakage can be observed by applying soapy
water to connections, to valves and to hoses.
1. Start the engine and allow the air pressure to reach cut out pressure. Stop the engine.
Note: The cut out pressure for the governor is 830 ± 35 kPa (120 ± 5 psi). If the cut out pressure
for the governor is not correct, see the Systems Operation/Testing and Adjusting, "Air
Compressor and Governor - Test and Adjust".
Note: Include all hoses, lines and connections in your investigations.
2. Check from the air compressor to the air tanks (service brakes and retarder). The check should
include the air compressor governor and the air dryers.
3. Check for air leakage at the drain valves of the air tanks. Check for air leakage at the relief valves
for the air dryers and for the air tanks (service brakes and retarder).
4. Check for air leakage from the air tanks (service brakes and retarder) to the service brake air
control valve.
5. Check for air leakage in the service brake air control valve.
6. Check for air leakage from the service brake air control valve to the retarder air control valve.
7. Check for air leakage in the retarder air control valve.
8. Check all hoses, lines and connections between the following components: the service brake air
control valve, the retarder air control valve and the brake air relay valves.
9. Check the brake air relay valves for air leakage.
10. Check for air leakage from the brake air relay valves to the air/hydraulic cylinders.
11. Check the air/hydraulic cylinders for air leakage.
12. Check all hoses, lines and connections between the parking and secondary brake air tank, the
secondary brake air control valve, and the air control valve for the parking brake.
13. Check for air leakage in the secondary brake air control valve and in the air control valve for the
parking brake.
14. Check from the air control valve for the parking brake to the parking and secondary brake valve.
15. Check the parking and secondary brake valve for air leakage.
16. Check from the parking and secondary brake air tank to the air system pressure protection valve.
17. Check for air leakage in the air system pressure protection valve.
18. Check all hoses, lines and connections between the air system pressure protection valve and the
solenoid for the air horn.
Note: While you check for air leakage, check the exhaust passages for restrictions. (The restrictions may
be from mud or from dirt.) A restriction in an exhaust passage will slow down the release of pressure air
during normal operation. A restriction in an exhaust passage may even prevent the release of pressure air
Service Brake Check

Note: The service brake air control valve activates the front brakes and the rear brakes.
1. Start the engine and allow the pressure to reach the cut out pressure.
2. Move the parking brake control to the OFF position. Do not depress the secondary brake control.
3. Move the transmission control to the NEUTRAL position.
4. Depress the service brake control fully.
5. Move the transmission control to the first gear position.
6. Increase engine speed to 1200 rpm. The machine should not move.
7. If the machine moves, inspect the brake system for wear or for damage. Correct the air pressure.
See Systems Operation/Testing and Adjusting, "Braking System Troubleshooting".
Parking Brake Check

Note: The air control valve for the parking brake activates all the wheel brakes. The wheel brakes are
applied by spring pressure and the wheel brakes are released by oil pressure.
The parking brake tests consist of the following two tests.
Brake Drive Through Test
Note: This test should be conducted when the truck is empty.
See the Systems Operation/Testing And Adjusting, "Braking System Troubleshooting".
Brake Slope Test
Note: This test should be conducted when the truck is loaded to the normal rated capacity.
1. Load the truck to the normal rated capacity.
2. Park the machine on a slope of no more than 15 percent.
3. Depress the service brake control.
4. Shift the transmission control to NEUTRAL.
5. Move the parking brake control to the ON position.
See the Systems Operation/Testing And Adjusting, "Braking System Troubleshooting".
Secondary Brake Check

Note: The secondary brake air control valve activates the rear wheel brakes and the front wheel brakes
(if equipped).
1. Start the engine. Allow the pressure to reach the cut out pressure.
2. Do not depress the secondary brake control.
3. Move the transmission control to the NEUTRAL position.
4. Depress the secondary brake control fully.
See the Systems Operation/Testing and Adjusting, "Braking System Troubleshooting".
Retarder Brake Check

Note: The retarder air control valve activates the rear brakes.
1. Stop the machine on a level area.
2. Pull the manual retarder control lever completely to the down position.
3. Move the transmission control to the First gear position.
See Systems Operation/Testing and Adjusting, "Braking System Troubleshooting".
Check the Warning System (Air System)

1. Turn on the battery disconnect switch.
2. Start the engine.
3. The action alarm, the brake air pressure indicator and the action light for low air pressure will
operate until the pressure is approximately 415 ± 35 kPa (60 ± 5 psi).
4. Allow the pressure to reach approximately 690 kPa (100 psi).
5. If the action alarm and/or action light do not operate, stop the engine.
6. Check the electrical connections for the action alarm, for the action light and for the pressure
switches. Check the bulb for the action light.
7. If the connections are good, connect a digital multimeter across the terminals of one of the
pressure switches.
Note: The air pressure must be below the specifications of the pressure switches.
8. If there is no continuity between the terminals, install a new pressure switch.
9. If the action alarm does not operate, connect a digital multimeter across the terminals of the action
alarm.
10. If there is no continuity between the terminals, install a new alarm.
11. If the action alarm and/or action light operate above 415 kPa (60 psi), stop the engine.
12. Install a new pressure switch.
15. Slowly open the drain valve.
16. The action alarm and the action light must operate at 415 ± 35 kPa (60 ± 5 psi).
17. Whenever the parking brake is activated the parking brake indicator light should be on.
20. With the parking brake engaged, shift the transmission control to REVERSE or to any
FORWARD gear.
21. The action alarm and the action light will operate until the parking brake is released or the
transmission control is shifted back to NEUTRAL.
22. If the action alarm and/or action light do not operate, check the electrical connections for the
action alarm, for the action light and for the pressure switch. Check the bulb for the action light.
23. The horn does not operate until air pressure reaches 550 kPa (80 psi).
Brake Cooling System Check

Refer to Systems Operation/Testing and Adjusting, "Brake Oil Overheating Troubleshooting" for a
brake cooling system that is overheated.
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Braking System Troubleshooting

SMCS - 4250-035
Performance Checks For Air System and Brakes
NOTICE
containing fluids.

If the Performance Checks indicate that pressure air is not available at the supply passages of the control
valves, loosen the connection at the supply passage and use soapy water in order to check for pressure
air.
If the Performance Checks give an indication of leakage through the control valves, disconnect the
delivery hose at the end that is opposite the delivery passage. Put the end of the hose in a pan of water in
order to check for leakage.
Problem: The service brakes do not engage correctly.
Probable Cause
There is no pressure air at the inlet passage of the service brake air control valve.
Wear or damage to the service brake air control valve restricts the release of pressure air at the
outlet passage.
There is wear or damage to the double check valves.
Wear or damage to the brake air relay valve restricts pressure air at the delivery passages to the
There is wear or damage to the air/hydraulic cylinders.
There is wear or damage to the slack adjusters.
There is air in the oil for the brake hydraulic system.
There is wear or damage to the brakes.
Problem: The service brakes do not release correctly.
Probable Cause
Mud or dirt under the pedal does not allow the service brake air control valve to release fully.
Wear or damage to the service brake air control valve restricts the release of pressure air from the
lines to the brake air relay valve.
Wear or damage to the brake air relay valve restricts the release of pressure air from the
Wear or damage to the air control valve for the parking brake prevents the release of pressure air
to the parking and secondary brake valve.
Wear or damage to the secondary brake air control valve releases pressure air to the secondary
Wear or damage to the secondary brake inverter valve prevents the release of pressure air to the
parking and secondary brake valve.
There is wear or damage to the one-way check valves and/or to the double check valves.
Problem: The secondary brakes do not engage correctly.
Probable Cause
Wear or damage to the secondary brake air control valve prevents the release of pressure air to the
parking and secondary brake valve and the secondary brake inverter valve.
Wear or damage to the secondary brake inverter valve allows the release of pressure air to the
There is wear or damage to the parking and secondary brake valve.
There are broken brake springs.
Problem: The secondary brakes do not release correctly.
Probable Cause
Mud or dirt under the pedal does not allow the secondary brake air control valve to release fully.
There is no pressure air at the supply passage of the secondary brake inverter valve.
There is no oil pressure to the parking and secondary brakes.
There is a low setting of the relief valve in the parking and secondary brake valve.
A brake piston seal leakage exists.
Wear or damage to the secondary brake inverter valve restricts the release of pressure air to the
Wear or damage to the air control valve for the parking brake restricts the release of pressure air to
the parking and secondary brake valve.
Problem: The parking brakes do not engage correctly.
Probable Cause
Wear or damage to the air control valve for the parking brake allows the release of pressure air to
There are broken brake springs.
Problem: The parking brakes do not release correctly.
Probable Cause
There is no pressure air at the supply passage of the air control valve for the parking brake.
There is no oil pressure to the parking and secondary brake valve.
There is a low setting of the relief valve in the parking and secondary brake valve.
A brake piston seal leakage exists.
Problem: The retarder does not engage correctly.
Probable Cause
There is no pressure air at the supply passage of the retarder air control valve.
Wear or damage to the retarder air control valve restricts the release of pressure air at the outlet
passage.
Wear or damage to the secondary brake inverter valve prevents the release of pressure air to the
There is wear or damage to the double check valves.
Wear or damage to the brake air relay valve restricts pressure air at the delivery passages to the
Problem: The retarder does not release correctly.
Probable Cause
Wear or damage to the retarder air control valve restricts the release of pressure air from the line
to the relay valve.
Wear or damage to the brake air relay valve restricts the release of pressure air from the
Wear or damage to the secondary brake air control valve releases pressure air to the secondary
There is wear or damage to the one-way check valves and/or the double check valve.
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Hoist, Torque Converter, and Brake System Troubleshooting

SMCS - 3101-035; 4250-035; 5050-035
S/N - AGC1-UP
S/N - AGY1-UP

Perform the visual checks before you troubleshoot a problem. Make sure that the transmission is in
neutral and stop the engine. During the visual checks, use a magnet to separate ferrous particles (iron
and steel) from nonferrous particles (bronze, rubber, and paper).
Check: Check the oil level in the hoist, torque converter and
brake hydraulic tank.
(1) Hoist, torque converter and brake hydraulic tank
Check the oil level in hoist, torque converter, and brake hydraulic tank (1). Look for air or water in the
sight gauge. Many problems are caused by low oil level or air in the oil. Add oil to hoist, torque
converter, and brake hydraulic tank (1), if necessary. See the Operation and Maintenance Manual for the
correct type of oil.
Problem: There is an indication of water in the oil.
Probable Cause
A failure of brake oil cooler (2)
A failure of hoist, torque converter, and brake oil cooler (3)
Problem: There is an indication of air in the oil.
Probable Cause
There is a leak in the oil lines. See "Check for oil leakage".
Problem: The oil level is too low.
Probable Cause
There is a leak in the oil lines. See "Check for oil leakage". Add oil before you perform any tests.
Brake cooling oil can leak into the final drive. Check the oil level in each final drive.

Inspect all oil lines, all hoses and all connections for damage or for leaks. Look for oil on the ground
under the machine.
Note: If oil can leak out of a fitting or out of a connection, air can enter the system. Air in the system
can be as harmful as having too little oil.
Check: Check the parking brake release oil filter.
Remove the element of parking brake release oil filter (4). Inspect elements for foreign material. Cut the
filter open, if necessary.
Note: Parking brake release oil filter (4) has an oil bypass valve. The bypass valve allows the oil to
bypass the filter elements whenever the pressure difference between the inlet oil and the outlet oil
becomes too high. Any oil that does not flow through the filter element goes directly into the hydraulic
circuit. Dirty oil can cause sticking valves and restrictions in valve orifices.
The pressure setting of the bypass valve in parking brake release oil filter (4) is 248 ± 21 kPa (36 ± 3
psi).
Probable Cause
Seal failure
Hose failure
(8) Brake cooling pump section
Probable Cause
There is a mechanical failure of parking brake release pump section (7) .
Check: Check the torque converter charging oil filter
Remove torque converter charging oil filter (9). Inspect torque converter charging oil filter (9) for
foreign material. Cut the filter open, if necessary.
Note: Torque converter charging oil filter (9) has an oil bypass valve. The bypass valve allows the oil to
bypass the filter element or the screen whenever the pressure difference between the inlet oil and the
outlet oil becomes too high. Any oil that does not flow through the filter element or the screen goes
directly into the hydraulic circuit. Dirty oil can cause sticking valves and restrictions in valve orifices.
The pressure setting of the bypass valve in torque converter charging oil filter (9) is 140 kPa (20 psi).
Probable Cause
Seal failure
Hose failure
Probable Cause
A mechanical failure of the torque converter charging pump section (6)
Check: Check the torque converter scavenge screen.
(10) Torque converter scavenge screen
Make sure that the oil has been drained from the hydraulic oil tank and from the torque converter for the
next check.
NOTICE
containing fluids.

Remove torque converter scavenge screen (10). Inspect torque converter scavenge screen (10) for
foreign material or restrictions.
Seal failure
Hose failure
(11) Hoist pump
(12) Pump drive
Probable Cause
There is a mechanical failure of pump drive (12) .
A mechanical failure of parking brake release pump section (7). Refer to "Check the parking
brake release oil filter".
There is a mechanical failure of torque converter charging pump section (6). Refer to "Check the
torque converter charging oil filter".
Probable Cause
There is mechanical failure of the torque converter.
Probable Cause
There is a worn lockup clutch in the torque converter.
Check: Check the screens for the brake oil coolers.
(13) Brake oil cooler screen
(14) Hoist, torque converter, and brake oil cooler screen
Remove screens (13) and (14) for the brake oil coolers. Inspect screens (13) and (14) .
Probable Cause
Seal failure
Hose failure
Problem: Shiny steel particles are found in the screen for the hoist, torque converter,
and brake cooler.
(11) Hoist pump
(12) Pump drive
Probable Cause
A mechanical failure of torque converter charging pump section (6). Refer to "Check the torque
converter charging oil filter".
Problem: Large quantities of aluminum particles are found in the screen for the hoist,
torque converter, and brake oil cooler.
Probable Cause
Problem: Black fiber is found in the screen for the hoist, torque converter, and brake
oil cooler.
Probable Cause
A worn lockup clutch in the torque converter
Problem: Shiny steel particles are found in the brake oil cooler screen.
(11) Hoist pump
(12) Pump drive
Probable Cause
There is a mechanical failure of the hoist pump (11) .
Problem: Aluminum particles are found in the brake oil cooler screen.
(11) Hoist pump
(12) Pump drive
Note: A small amount of aluminum particles are normal.
Probable Cause
There is a mechanical failure of hoist pump (11). Refer to "Check the screens for the brake oil
coolers".
Check: Check the inside of the hydraulic tank.
(13) Hoist suction screen
(14) Torque converter and brake suction screens
Drain the oil from the hydraulic tank. Remove the outer cover from the hydraulic tank. Inspect the
bottom of the hydraulic tank for debris. Remove the hoses from the back of the hydraulic tank in order
to remove suction screens (13) and (14) and clean the suction screens.
NOTICE
containing fluids.

Probable cause
Seal failure
Hose failure
(11) Hoist pump
(12) Pump drive
Probable Cause
There is a mechanical failure of torque converter scavenge pump section (5) .
There is a mechanical failure of parking brake release pump section (7). Refer to "Check the
parking brake release oil filter".
There is a mechanical failure of the torque converter charging pump section (6). Refer to "Check
the torque converter charging oil filter".
There is a mechanical failure of the pump drive (12). See "Check the torque converter scavenge
screen".
Probable Cause
There is a mechanical failure of the torque converter. Refer to "Check the torque converter
scavenge screen".
Problem: A large quantity of aluminum particles are found.
(11) Hoist pump
(12) Pump drive
Note: A small amount of aluminum particles are normal.
Probable Cause
There is a mechanical failure of the hoist pump (11) .
Probable Cause
Failure of the wheel brakes
There is a worn lockup clutch in the torque converter. See "Check the torque converter scavenge
screen" and "Check the screens for the brake oil coolers".
Problem: Shiny steel particles and/or chrome particles are found.
Probable Cause
There is a mechanical failure of a hydraulic cylinder and/or a cylinder rod. Inspect the cylinder
rods for scoring.
Note: If any of the above particles are found during any visual checks, all components of the hoist, of
the torque converter, and of the brake cooling system must be cleaned. Do not use any damaged parts.
Damaged parts must be replaced with new parts.
0 #11, 2"". 0 % 3 6 ." ,# ,/ 9" ""2"".

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Brake Oil Overheating Troubleshooting

SMCS - 1365-035-OC; 4250-035-OC
If an overheating condition in the brake system occurs, the operator will probably become aware of the
overheating condition through the Caterpillar Monitoring System.
(1) Brake oil temperature gauge
(2) Action light
(2) Action light
(3) Alert indicator
(4) Message area
The truck receives a signal from the brake oil temperature sensor. The brake oil temperature sensor is
located in the brake cooling return line before the hydraulic tank for the hoist and the brake. Brake oil
temperature gauge (1) will display this sensor input.
(A) Temperature reading of 110°C (230°F)
(B) Temperature reading of 124°C (255°F)
Check brake oil temperature gauge (1) regularly. During this test sequence, do not allow the temperature
of the brake oil to get hot. This can cause damage to the brakes.
When the oil temperature is too hot for the current conditions, the alert indicator (3) and the action light
(2) come on. An event will be displayed in message area (4). If the brake oil is too hot, reduce the load
on the machine or slow the machine speed. Also, downshift the transmission to a lower speed. For
additional cooling, park the truck in a convenient location. Put the transmission in NEUTRAL, and run
the engine at approximately 1500 rpm.
Problem: The oil temperature gauge indicates high temperature,

but there are no alarm indicators.
indicator (3) are off.
Probable Cause
Schematic, "776D, 77D, and 777D HAA Tractor/Off-Highway Trucks Electrical Schematic". Consult
your Caterpillar dealer for additional information.
Problem: The oil temperature is normal, but the action light is

on.
The oil temperature is within the normal range, but action light (2) is on.
Note: Action light (2) is activated when the oil temperature reaches 124°C (255°F). The action light
remains activated until the oil temperature decreases to approximately 110°C (230°F). Therefore, brake
oil temperature gauge (1) may indicate a normal oil temperature while the action light is activated.
Probable Cause
Schematic, "776D, 777D, and 777D HAA Tractor/Off-Highway Truck Electrical Schematic". Consult
your Caterpillar dealer for additional information.
Problem: The oil temperature is hot.

indicator (3) are on. Message area (4) displays an event about brake oil temperature.
Probable Cause
The truck is being operated improperly.
Reference: See Operation And Maintenance Manual for the correct operating techniques of the brake
and retarder system.
Operate the machine again. Make sure that engine rpm does not drop below 1700 rpm. This ensures that
enough oil flows through the brake oil coolers in order to keep the oil at normal operating temperature.
Problem: The oil temperature is hot on a properly operated

machine.
indicator (3) are still on after the truck is operated correctly. Message area (4) displays an event about
the brake oil temperature.
Probable Cause
The manifold for the control valve which is shown above is effective for AFS1-80, for AGC1-1063 and for AGY1-80.
The manifold for the control valve which is shown above is effective for AFS81-UP, for AGC1064-UP and for AGY81-UP.
(10) Hoist pump
(11) Pump drive
There is a restriction in the oil cooling system. Refer to the air system and brakes Testing and
Adjusting, "Brake Cooling Pressure - Check" in order to determine if there is proper brake cooling
oil flow.
The torque converter charging pump section (6) has failed. Refer to Testing and Adjusting, "Hoist,
Torque Converter and Brake System Troubleshooting" for the checking procedure.
The hoist pump (10) has failed. Refer to Testing and Adjusting, "Hoist, Torque Converter and
Brake System Troubleshooting" for the checking procedure.
The brake oil cooler relief valve (9) is set too low. See the Hydraulic System Testing and
Adjusting, "Relief Valve (Brake Oil Cooler) - Test and Adjust".
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Air Compressor and Governor - Test and Adjust

SMCS - 1803-025; 1803-081; 1804-025; 1804-081
Table 1
Required Tools
Part Number Description Required Amount
6V-3966 Fitting As 1
NOTICE
1. Remove the air pressure from the air tanks.
2. Install a 6V-3966 Fitting As after the drain valve of the air tank for the service brakes and the
retarder.
3. Connect 198-4240 Digital Pressure Indicator to 6V-3966 Fitting As .
5. Record the pressure when the air compressor cuts out.
6. Repeatedly apply the brake pedal until the air pressure drops and the governor activates. This is
the cut-in pressure. Record this pressure.
7. If the cut out pressure is not 830 ± 35 kPa (120 ± 5 psi) and the cut-in pressure is not 655 kPa (95
psi), continue to Step 8. If the pressures are correct, continue to Step 13.
Air compressor governor
(1) Cover
8. Remove cover (1) at the top of the governor.
Note: The governor is located on the side of the air compressor.
9. Loosen the adjusting screw locknut under the cover.
10. Turn the adjusting screw counterclockwise in order to increase the cut out pressure setting to 830
± 35 kPa (120 ± 5 psi). If you need to decrease the cut out pressure setting, turn the adjusting
screw clockwise.
11. Tighten the adjusting screw locknut in order to hold this adjustment.
Note: If the cut out pressure has not changed, then check for bad unloading valves. The unloading
valves are located in the cylinder head of the air compressor. If the difference that is between the
cut out pressure and the cut-in pressure is not within the range of the specifications, check for a
bad governor.
13. Operate the engine until the cut out pressure is reached. The reading on the air pressure gauge on
the machine must be the equivalent of the reading on the test gauge. If the pressure difference is
more than 35 kPa (5 psi), install a new air pressure sensor on the machine.
14. Stop the machine. Remove all test equipment.
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Parking Brake System Pressure - Test and Adjust

SMCS - 4267-025-PX; 4267-081-PX
Table 1
Required Tools
NOTICE
containing fluids.

Location of pressure taps
This test will show if the brake pump section of the gear pump for the brakes is working properly. This
test will also show if the relief valve for the parking brake release system is set correctly.
1. Install 198-4240 Digital Pressure Indicator to one of the pressure taps at the rear of the machine.
2. While the parking brakes are activated, start the engine. Operate the engine at high idle rpm. The
transmission should be in NEUTRAL. The pressure on the gauge must be at the relief valve
setting. Refer to Specifications, "Brake Valve (Parking and Secondary)" for the appropriate
pressure setting of the relief valve.
Parking and secondary brake valve
(1) Cap
(2) Nut
(3) Relief valve for parking brake release system
3. If the setting of relief valve (3) for the parking brake release system is too low, perform the
following procedure:
Remove cap (1). Loosen nut (2) .
Turn the threaded rod clockwise in order to increase pressure. One turn increases the setting
approximately 690 kPa (100 psi).
4. If the setting of relief valve (3) for the parking brake release system is too high, perform the
following procedure:
Remove cap (1). Loosen nut (2) .
Turn the threaded rod counterclockwise in order to decrease pressure. One turn decreases
the setting approximately 690 kPa (100 psi).
5. Tighten nut (2). Replace cap (1) .
6. When you complete the test, stop the engine. Remove the test equipment.
Note: If the relief valve cannot be set, there is probably leakage in the brake release system.
Perform Systems Operation/Testing and Adjusting, "Parking and Secondary Brake Release
System Leakage - Check".
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Parking Brake Valve (Reset) - Test

SMCS - 4282-081; 4284-081
S/N - AFS81-UP
S/N - AGC991-UP
S/N - AGY1-UP
1. Make sure that the engine is off.
2. Set the parking brake (1) .
3. Locate drain valve (2) for the secondary air tank. Drain valve (2) is located on the right side of the
cab.
4. Open drain valve (2) and allow the air to drain.
5. Observe parking brake reset valve (3) .
6. The knob on parking brake reset valve (3) should pop out when the air pressure drops below 414
kPa (60 psi).
7. If parking brake reset valve (3) does not pop out do not start or operate the truck.
8. Make the necessary repairs and rerun the test.
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Brake System Air - Purge

SMCS - 4250-542-AI
S/N - AFS1-80
S/N - AGC1-990
Table 1
Required Tools
6V-4143 Coupler 2
177-7860 Hose As 1
There are purge valves for the hydraulic brakes on each wheel. Before you use the purge valves to
remove air from the oil in the system, the makeup oil tank for the hydraulic brakes must be full. Also,
the air system pressure must be more than 550 kPa (80 psi).
hydraulic system.

properly.
NOTICE
containing fluids.

Note: Purge only one wheel at a time.
Service Brakes and Retarder

Rear Brakes
1. Assemble two 6V-4143 Coupler on the 177-7860 Hose As in order to construct a jumper hose.
2. Apply the parking brake. This will release the pressure in the lines.
(1) Pressure tap on the rear slack adjuster
(2) Pressure tap for parking brake release pressure
3. Connect one end of the jumper hose to pressure tap (1) .
4. Connect the other end of the jumper hose to a pressure tap (2) .
(P) Purge valve for the parking brake
(S) Purge valve for the service brake
Note: Identification letters are embossed on the purge valves at the top of the brake housing. The
purge valve for the parking brake is labelled with a "P". The purge valve for the service brake is
labelled with an "S".
5. Connect a drain hose from the "S" port to the hydraulic tank or to a suitable container.
6. Run the engine at low idle. Move the parking brake lever to the OFF position.
7. Pull down the retarder control.
8. Open the purge valve "S" on a rear wheel brake housing and purge the brake system. Leave the
purge valve open until there is a constant flow of oil.
9. Close the purge valve. Repeat Steps 5 through 8 for the other rear wheel brake.
10. Close the purge valve. Move the retarder control to the OFF position. Activate the parking brake
in order to release the pressure. Remove the jumper hose.
Note: In order to verify that all of the air was removed from the service brake lines for the rear
brakes, perform the following steps.
Note: In order to make sure that the makeup oil tank is full, operate the engine at high idle for 20
seconds before each brake application.
11. Move the parking brake lever to the OFF position in order to allow full travel of the service brake
piston.
12. Push down on the brake pedal or pull down the retarder control.
13. Open the purge valve "S" on a rear wheel brake housing and purge the brake system.
14. Repeat Steps 12 through 13 until there is a continuous flow of oil.
15. Close the purge valve. Release the brake pedal or move the retarder control to the OFF position.
16. Complete Steps 12 through 15 on the other rear brake.
17. Remove the drain hose.
Note: After you purge the brakes, you may need to reset the actuating pins for the overstroke switch.
The actuating pins for the overstroke switch are on the master cylinders. A brake overstroke condition is
a Level III warning.
When you need to reset the actuating pin, you will push the actuating pin into the housing. Push the
actuating pin into the housing until the bottom of the pin is flush with the bottom of the housing.
Front Brakes
piston.
2. Depress the service brake pedal. Run the engine at high idle.
View of service brake (front caliper)
(3) Purge valve
View of service brake (front oil cooled) (if equipped)
(3) Purge valve
3. Connect a drain hose from purge valve (3) to the hydraulic tank or to a suitable container.
4. Open purge valve (3) on a front wheel brake housing and purge the brake system.
7. Complete Steps 2 through 6 on the other front wheel brake.
Parking Brake
Though the parking brake application is mechanical, it is very important to remove the air from the
parking brake release system.
1. Connect a drain hose from the "P" port to the hydraulic tank or to a suitable container.
2. While the engine is operating, move the lever for the parking brake to the OFF position.
3. Open the purge valve "P" on a rear wheel brake housing. Close the purge valve when there is a
constant flow of oil.
4. Repeat this procedure for the other rear wheel brake housing.
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Brake System Air - Purge

SMCS - 4250-542-AI
S/N - AFS81-UP
S/N - AGC991-UP
S/N - AGY1-UP
Table 1
Required Tools
6V-4143 Coupler 2
177-7860 Hose As 1
There are purge valves for the hydraulic brakes on each wheel. Before you use the purge valves to
remove air from the oil in the system, the makeup oil tank for the hydraulic brakes must be full. Also,
the air system pressure must be more than 550 kPa (80 psi).
hydraulic system.

properly.
NOTICE
containing fluids.

Note: Purge only one wheel at a time.
Service Brakes and Retarder

Rear Brakes
1. Assemble two 6V-4143 Coupler on the 177-7860 Hose As in order to construct a jumper hose.
2. Apply the parking brake. This will release the pressure in the lines.
(1) Pressure tap on the rear slack adjuster
(2) Pressure tap for parking brake release pressure
3. Connect one end of the jumper hose to pressure tap (1) .
4. Connect the other end of the jumper hose to a pressure tap (2) .
5. Connect a drain hose from the "S" port to the hydraulic tank or to a suitable container.
6. Run the engine at low idle. Move the parking brake lever to the OFF position.
7. Pull down the retarder control.
8. Open the purge valve "S" on a rear wheel brake housing and purge the brake system. Leave the
purge valve open until there is a constant flow of oil.
9. Close the purge valve. Repeat Steps 5 through 8 for the other rear wheel brake.
10. Close the purge valve. Move the retarder control to the OFF position. Activate the parking brake
in order to release the pressure. Remove the jumper hose.
Note: In order to verify that all of the air was removed from the service brake lines for the rear
brakes, perform the following steps.
Note: Make sure that the parking brake reset valve is depressed.
piston.
12. Push down on the brake pedal or pull down the retarder control.
13. Open the purge valve "S" on a rear wheel brake housing and purge the brake system.
16. Complete Steps 12 through 15 on the other rear brake.
Front Brakes
piston.
2. Depress the service brake pedal. Run the engine at high idle.
View of service brake (front oil cooled)
(3) Purge valve
View of service brake (front caliper) (if equipped)
(3) Purge valve
3. Connect a drain hose from purge valve (3) to the hydraulic tank or to a suitable container.
4. Open purge valve (3) on a front wheel brake housing and purge the brake system.
7. Complete Steps 2 through 6 on the other front wheel brake.
Parking Brake
Though the parking brake application is mechanical, it is very important to remove the air from the
parking brake release system.
1. Connect a drain hose from the "P" port to the hydraulic tank or to a suitable container.
2. While the engine is operating, move the lever for the parking brake to the OFF position.
3. Open the purge valve "P" on a rear wheel brake housing. Close the purge valve when there is a
constant flow of oil.
4. Repeat this procedure for the other rear wheel brake housing.
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Service Brake Discs - Check

SMCS - 4255-535
Personal injury can result from hydraulic oil under pressure.
Hydraulic oil under pressure can cause injury to persons on or near the
machine when the pressure is suddenly released.
At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns.
Remove the fill plug only when the engine is stopped, and the fill plug is
NOTICE

containing fluids.

Note: This procedure should be performed at the initial delivery in order to establish a baseline. Also,
perform this procedure again after any of the brakes are rebuilt. Rebuilding the brakes will change the
piston travel. This will create a new benchmark for the piston travel. Record the measurements in the
Testing and Adjusting, "Worksheets" that are located in the back of this book.
Rear Brakes
Table 1
Required Tools
5P-9726 Gauge Plug 2
1U-7425 Brake Wear Gauge 2
Rear brake housing
(S) Purge valve for service brake
(P) Purge valve for parking brake
Note: Identification letters are embossed on the purge valves at the top of the brake housing. The purge
valve for the parking brake is labelled with a "P". The purge valve for the service brake is labelled with
an "S".
Note: Before checking for wear, perform the Systems Operation/Testing and Adjusting, "Service Brakes
and Retarder System Pressure - Test". There must be a fixed ratio between the hydraulic pressure at the
wheels and the air pressure at the master cylinders.
Make sure that the transmission is in NEUTRAL.
Note: Do not activate the service brakes or the retarder while the 5P-9726 Gauge Plug is installed.
1. While the engine is off and the parking brake is engaged, remove the top plug that is labelled with
an "S".
2. Install the 5P-9726 Gauge Plug .
Brake wear gauge
(1) Service brake piston
(2) Pin
(3) Gauge plug
(4) Brake wear gauge
(A) Distance with the parking brake disengaged
(B) Distance of stroke
(C) Distance with the parking brake engaged
NOTICE
Do not allow the brake piston to retract while the pin is installed in the
plug hole. This could cause the pin to break off when the brake piston
retracts. It is possible for broken pieces of the tool to fall into the brake
housing and cause damage.
3. Push pin (2) until pin (2) contacts service brake piston (1), as shown above.
4. Hold brake wear gauge (4) in position on gauge plug (3). Push down on the plunger until the
plunger contacts pin (2) in gauge plug (3). Available space permits the use of only one arm to
perform this task.
5. Remove brake wear gauge (4) from gauge plug (3). Measure distance (C). Distance (C) is the
measurement of the extension of the plunger beyond the tube. Record this measurement. You may
also use a micrometer to take this measurement, if this is a more convenient method.
6. Pull pin (2) away from piston (1) and against plug (3). This will ensure that pin (2) does not break
when piston (1) is retracted.
7. Start the engine. Operate the engine at high idle so that cooling oil is sent to the service brake
piston.
8. Move the parking brake lever to the OFF position. Brake cooling oil flow and pressure ensure that
the parking brake piston is completely released.
9. Again, push in pin (2) until pin (2) contacts service brake piston (1) .
10. With one hand, hold brake wear gauge (4) over gauge plug (3). Push down on the plunger until
the plunger makes contact with pin (2) in gauge plug (3) .
11. Remove brake wear gauge (4) from gauge plug (3). Measure distance (A). Distance (A) is the
measurement of the extension of the plunger beyond the tube. Record this measurement. You may
also use a micrometer to take this measurement, if this is a more convenient method.
12. Subtract measurement (A) from measurement (C). Distance (B) is the total movement of the brake
piston. This measurement represents the stacked height of the brake discs.
Note: Refer to Tables 2 and 3 in order to determine the percentage of brake wear. Refer to
Guideline for Reusable Parts and Salvage Operations, SEBF8095, "Service Brakes for Off-
Highway Trucks and Tractors" in order to determine the service intervals.
Table 2
Table For Determining The Wear Of Brake Disc Pack

Percent of Brake Wear Rear Brake Piston Travel
0 percent
7.4 mm (0.29 inch)
10 percent
8.1 mm (0.32 inch)
20 percent
8.9 mm (0.35 inch)
30 percent
9.7 mm (0.38 inch)
40 percent
10.4 mm (0.41 inch)
50 percent
10.9 mm (0.43 inch)
60 percent
11.7 mm (0.46 inch)
70 percent
12.4 mm (0.49 inch)
75 percent
12.8 mm (0.50 inch)
80 percent
13.2 mm (0.52 inch)
90 percent
14.0 mm (0.55 inch)
100 percent
14.7 mm (0.58 inch)
Note: The brake assembly should be rebuilt when wear reaches 75 percent of the baseline value.
Refer to the Testing and Adjusting, "Worksheets" that are located in the back of this book.
Table 3
Table For Determining The Wear Of Brake Disc Pack

Percent of Brake Wear Front Brake Piston Travel
0 percent
3.4 mm (0.13 inch)
20 percent
4.6 mm (0.18 inch)
40 percent
5.8 mm (0.23 inch)
60 percent
7.1 mm (0.28 inch)
75 percent
7.4 mm (0.29 inch)
80 percent
8.3 mm (0.33 inch)
100 percent
9.5 mm (0.37 inch)
Note: The brake assembly should be rebuilt when wear reaches 75 percent of the baseline value.
Refer to the Testing and Adjusting, "Worksheets" that are located in the back of this book.
13. Remove gauge plug (3). Install the plug.
14. Repeat Steps 1 through 13 for the other side.
hydraulic system.

properly.
15. Make sure that you remove all air from the hydraulic brake system. See the Testing and Adjusting,
"Brake System Air - Purge" for the procedure.
Brake Disc Wear Check And Plate Wear Check
Note: See Specifications, "Air System and Brakes" for new dimensions.
Friction Discs
Check for the thickness of the discs. Determine if friction material needs to be removed. (This is
material that has flaked off.) Check for shallow oil grooves.
Table 4
Table For Determining The Wear Of Friction Disc

Percentage Of Disc Wear Disc Thickness
0 percent
5.08 mm (0.200 inch)
10 percent
5.03 mm (0.198 inch)
20 percent
4.98 mm (0.196 inch)
30 percent
4.93 mm (0.194 inch)
40 percent
4.88 mm (0.192 inch)
50 percent
4.83 mm (0.190 inch)
60 percent
4.78 mm (0.188 inch)
70 percent
4.72 mm (0.186 inch)
80 percent
4.67 mm (0.184 inch)
90 percent
4.63 mm (0.182 inch)
100 percent
4.57 mm (0.180 inch)
Table 5
Table For Determining The Wear Of The Grooves In The Friction Disc (1)
Percentage Of Disc Wear Disc Groove Depth
0 percent
0.64 mm (0.025 inch)
10 percent
0.62 mm (0.024 inch)
20 percent
0.60 mm (0.024 inch)
30 percent
0.59 mm (0.023 inch)
40 percent
0.57 mm (0.022 inch)
50 percent
0.55 mm (0.022 inch)
60 percent
0.53 mm (0.021 inch)
70 percent
0.51 mm (0.020 inch)
80 percent
0.50 mm (0.020 inch)
90 percent
0.48 mm (0.019 inch)
100 percent
0.46 mm (0.018 inch)
(1) This measurement is based on three measurements per side and the measurements are taken at 25.4 mm (1.00 inch) from
the outside of the disc.
Replace the discs if any of the following conditions exist.
The remaining brake disc life does not last until the next rebuild of a major component.
The disc has more than 20 percent of a wear difference when you compare the disc to the other
discs that are in the same assembly.
10 percent or more of the friction material is flaked off or the discs have a flaking tendency.
(Flaking tendency means that the friction material easily flakes off with only light force.)
Oil grooves average less than 0.46 mm (0.018 inch) in depth per side.
The brake assembly should be rebuilt when wear reaches 75 percent of the baseline value. Refer
to the Testing and Adjusting, "Worksheets" that are located in the back of this book.
Steel Plates
Check the plate for thickness, for scored surfaces, for radial grooves, and for warpage. Replace the
plates if any of the following conditions exist.
The plate thickness is less than 2.29 mm (0.090 inch).
More than 10 percent of the surface area is scored.
The plate has deep radial grooves that would act as a cutting edge on the friction material on the
discs.
The plate is warped and the plate cannot be flattened with a force of 90 N (20 lb).
Damper Plate Assemblies
Always use new dampers when you repair the oil cooled multi-disc brakes. Permanent shrinkage of the
damper material and deterioration of the damper material will reduce the brake's usable life after the
rebuild.
Front Brakes
(1) Disc
(2) Caliper
(3) Linings
(4) Thickness of the disc
(5) Thickness of the lining
Linings (3) are part of caliper (2). There are two linings (3) for each caliper (2). Disc (1) rotates between
the two linings (3). This causes linings (3) to wear. The thickness (5) can be visually checked. Linings
(3) must be replaced when thickness (5) is less than 3.15 mm (0.124 inch).
Disc (1) should be checked for damage or for wear. Disc (1) should be replaced when thickness (4) is
less than 15.87 mm (0.625 inch).
View of the Service Brakes (Front Caliper)
(6) Pins
(7) Bolts
Linings (3) are held in position by pins (6). Pins (6) are locked in position with bolts (7) .
Refer to Specifications, "Service Brake (Front Caliper)" for the clearance for pins (6). When the proper
clearance has been made, tighten bolt (7) to the appropriate torque.
Note: Make sure that bolt (7) fully engages the groove in pin (6) before bolt (7) is tightened.
Front Oil Cooled Service Brakes
Table 6
Required Tools
8S-9191 Bolt 2
View of Service Brake Assembly (Front Oil Cooled) from the Outside of the Machine
(S) Purge valve for service brake
View from the Inside of the Machine of the Inside of the Service Brakes (Front Oil Cooled)
(2) Port
Section A-A
(2) Port
1. Remove the plugs from ports (2) .
2. Install a 8S-9191 Bolt in each open port (2). Tighten the bolts finger tight.
3. Engage the service brakes.
4. Tighten the 8S-9191 Bolts to 27 N·m (20 lb ft) while the service brakes are engaged.
5. Measure the distance from the top of a 8S-9191 Bolt to the spot face around port (1). Record this
measurement.
Note: Use the same bolt for all of the measurements.
6. Release the service brake.
7. Loosen purge screw (1) .
8. Tighten the 8S-9191 Bolts evenly to 27 N·m (20 lb ft).
9. Tighten purge screw (1) .
10. Measure the distance from the top of the 8S-9191 Bolt that was used in Step 5 to the spot face
around port (1). Record this measurement.
11. Find the difference between the measurement in Step 5 and the measurement in Step 10. The
difference is the amount of wear on the clutch pack. Refer to Table 7 for the percentage of wear
on the clutch pack.
Table 7
Table for the Wear of Front Service Brakes (Oil Cooled)

Percent of Remaining Service Life Measured Difference
0 percent
9.51 mm (0.374 inch)
20 percent
8.29 mm (0.326 inch)
25 percent
7.99 mm (0.315 inch)
40 percent
7.07 mm (0.278 inch)
60 percent
5.85 mm (0.230 inch)
80 percent
4.63 mm (0.182 inch)
100 percent
3.41 mm (0.134 inch)
Note: 25 percent of remaining service life refers to 75 percent wear of the brake assembly. The
brake assembly should be rebuilt when wear reaches 75 percent of the baseline value. Refer to the
Testing and Adjusting, "Worksheets" that are located in the back of this book.
12. Remove all test equipment.
13. Install the plugs in ports (2) .
1 #22, /"". 1 % 3 6 ." ,9 # :" ""/"".

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Service Brakes and Retarder System Leakage - Check

SMCS - 3120-535; 4251-535
Table 1
Required Tools
1U-9360 Displacement Gauge Gp 2
6V-9831 Cap As 1
NOTICE
containing fluids.

Check all oil lines, hoses, and connections for leaks or for damage. Look for oil on the ground under the
machine.
If you are alerted of a brake overstroke condition, check the overstroke switch on the air/hydraulic
cylinders in order to find the opened switch. If the actuating pin is pushed out of the housing, the
overstroke switch for that air/hydraulic cylinder is open. A leak in the brake hydraulic system causes the
air/hydraulic cylinder to travel too far. (This condition is called an overstroke.) The actuating pin can be
used as a visual means in order to determine if the front system or the rear system is at fault.
If the machine does not have a brake overstroke condition and there is a problem with the brakes, use the
1U-9360 Displacement Gauge Gp in order to check for system leakage.
Note: Remove air pressure from the air system for the service brakes and for the retarder brake system
before you remove the plug from the air/hydraulic cylinder.

Check the Front Braking System and Check the Rear Braking
System for Leakage
(1) Plug on the rear air/hydraulic cylinder
(2) Plug on the front air/hydraulic cylinder
Make sure that you engage the parking brake.
Note: Make sure that the air pressure is removed from the system before you continue with this
procedure.
1. Remove plug (1) from the elbow of the rear air/hydraulic cylinder. Remove plug (2) from the
elbow of the front air/hydraulic cylinder.
2. Install a 1U-9360 Displacement Gauge Gp in the top of the front air/hydraulic cylinder and in the
top of the rear air/hydraulic cylinder.
3. Start the engine and allow the air system pressure to rise above 550 kPa (80 psi).
4. Activate the service brakes or the retarder. Push down the rod of 1U-9360 Displacement Gauge
Gp until the rod contacts the plate in the air/hydraulic cylinder. Measure the extension of the rod.
5. After approximately 10 minutes, push down on the rod again. Measure the distance. A decrease in
the extension length of more than 3.20 mm (0.125 inch) during the 10 minute check is an
indication of leakage. This check determines if the leakage is in the front brake system or in the
rear brake system.
Note: Make sure that you remove the air pressure from the system before you remove the gauge and
before you install plugs (1) and (2) .
Check for Leakage in the Air/Hydraulic Cylinder

Rear Service and Parking Brakes
Rear Slack Adjuster
(3) Fitting
(4) Hose
1. In order to check for leakage of the air/hydraulic cylinder, disconnect hose (4) from the slack
adjuster and install a 6V-9511 Face Seal Plug in fitting (3) on the end of hose (4) .
2. Install the 1U-9360 Displacement Gauge Gp in the elbow on the top of the air/hydraulic cylinder
for the rear brakes. Start the engine and allow the air system pressure to rise above 550 kPa (80
psi).
3. Activate the service brakes or the retarder. Push down the rod of the displacement gauge until the
rod contacts the plate in the air/hydraulic cylinder. Measure the extension of the rod.
indication of leakage.
5. If no leakage is indicated, see "Brake Piston Seal Leakage Check".
6. If leakage is indicated, check all hose connections for leaks. Also, check the outside of the
air/hydraulic cylinder for leaks. If no external leaks are found, check the piston seals in the
air/hydraulic cylinder and in the makeup valve for wear or for damage.
7. When you complete the check, remove the 6V-9511 Face Seal Plug from fitting (3) and connect
hose (4) to the slack adjuster. Remove the 1U-9360 Displacement Gauge Gp from the
air/hydraulic cylinder.
Note: Remove air pressure from the air system for the service brakes and for the retarder brake
system before you remove the plug and the displacement gauge.
Service Brake (Front Oil Cooled)
If Equipped
Front slack adjuster
(5) Fitting
(6) Hose
1. In order to check for leakage of the air/hydraulic cylinder, disconnect hose (6) from the slack
adjuster and install a 6V-9509 Face Seal Plug in fitting (5) on the end of hose (6) .
for the front brakes. Start the engine and allow the air system pressure to rise above 550 kPa (80
psi).
5. If no leakage is indicated, see "Brake Piston Seal Leakage Check".
7. When you complete the check, remove the 6V-9509 Face Seal Plug from fitting (3) and connect
hose (5) to the slack adjuster. Remove the 1U-9360 Displacement Gauge Gp from the
1. Oil is sent from the air/hydraulic cylinder for the front brakes to a tee. Oil flows from the tee to
the front caliper service brakes. In order to check for leakage of the air/hydraulic cylinder,
disconnect the hose that supplies oil to the tee. This tee is located behind the left front wheel.
Install a 6V-9508 Face Seal Plug in the fitting on the hose.
for the front brakes. Start the engine and allow the air system pressure to rise above 550 kPa (80
psi).
5. If no leakage is indicated, check all hoses and connections from the tee to the brakes for leakage.
Check the calipers for leakage.
7. When you complete the check, remove the 6V-9508 Face Seal Plug from the fitting and connect
the hose to the tee. Remove the 1U-9360 Displacement Gauge Gp from the air/hydraulic cylinder.
Brake Piston Seal Leakage Check

Note: This check is only for the rear brakes and for the front service brake system, if equipped.
Remove the air pressure from the air system for the service brakes and for the retarder brake system
before you remove the plug from the air/hydraulic cylinder for the rear brakes and/or the air/hydraulic
cylinder for the front brakes.

(1) Plug on the rear air/hydraulic cylinder
(2) Plug on the front air/hydraulic cylinder
procedure.
1. Remove plugs (1) and (2) from the air/hydraulic cylinders. Install an 1U-9360 Displacement
Gauge Gp .
2. Start the engine. Allow the air pressure to reach the cut out pressure. Keep the engine in operation
during this procedure to ensure correct air pressure.
3. Move the parking brake control valve to the OFF position.
4. Activate the service brake or the retarder.
5. Push down the rod of the 1U-9360 Displacement Gauge Gp until the rod contacts the plate in the
6. Measure the length of the rod.
7. After the brakes have been engaged approximately 10 minutes, push down on the rod again.
Measure the length of the rod.
8. A decrease in the gauge length of more than 3.20 mm (0.125 inch) during the 10 minute check is
an indication of leakage.
9. If you get the same gauge length both times, there is no leakage.
10. If you determine that there is leakage, refer to "Isolating the Leakage".
Note: Make sure that you remove the air pressure from the system before you remove the gauge and
before you install plugs (1) and (2) .
Isolating the Leakage

1. First check for slack adjuster failure. Refer to Systems Operation, Testing and Adjusting, "Slack
Adjuster - Test and Adjust" in this service module.
Note: If the slack adjuster has not failed, complete the following procedure.

procedure.
2. Disconnect the oil line for the service brake and for the retarder from the left side of the slack
adjuster for the rear brakes.
3. Install a 6V-9831 Cap As on the left side of the slack adjuster for the rear brakes.
4. Perform Steps 1 through 7 in "Brake Piston Seal Leakage Check" for the rear brakes only.
Note: If the length of the displacement gauge decreases, the oil leakage is in the brake assembly
on the right hand side of the machine. If the length of the gauge does not decrease, the oil leakage
is in the brake assembly on the left hand side of the machine.
hydraulic system.

properly.
Note: Make sure that you remove all air from the hydraulic brake system. Refer to Testing and
Adjusting, "Brake System Air - Purge" for the procedure.
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Service Brakes and Retarder System Pressure - Test

SMCS - 3120-081-PX; 4251-081-PX
Table 1
Required Tools
8T-2352 Face Seal Tee 1
Note: Remove air pressure from the air system for the service brake and for the retarder brake system
before you remove the plugs from the air/hydraulic cylinders.

1. Move the parking brake control to the ON position.
2. Remove all of the air pressure from the air circuit for the service brakes and the retarder brakes.
(1) Plug on the air/hydraulic cylinder for the front brakes
(2) Plug on the air/hydraulic cylinder for the rear brakes
3. Remove plug (2) from the top of the air/hydraulic cylinder for the rear brakes. Remove plug (1)
from the top of the air/hydraulic cylinder for the front brakes.
4. Install 6V-3966 Fitting As in the location of plugs (1) and (2) .
(3) Pressure tap for rear slack adjuster
5. Remove the dust cap from pressure tap (3) on the rear brake slack adjuster.
(4) Tee
6. Oil is sent from the air/hydraulic cylinder for the front brakes to tee (4). Oil flows from tee (4) to
the front caliper service brakes. In order to check the pressure of the oil to the front caliper service
brakes, disconnect the hose that supplies oil to tee (4). Tee (4) is located behind the left front
wheel on the frame rail. Install a 8T-2352 Face Seal Tee in the line at tee (4). Install a 6V-3966
Fitting As in the 8T-2352 Face Seal Tee .
(5) Pressure tap for front slack adjuster
7. Remove the dust cap on pressure tap (5) on the front brake slack adjuster, if equipped.
8. Start the engine. Operate the engine at high idle.
9. Move the retarder control lever to the full ON position. The following pressures should be
indicated:
Oil pressure at the rear slack adjuster should be a maximum of 3640 kPa (528 psi).
Oil pressure at the front slack adjuster (if equipped) should be a maximum of 6509 kPa (944
psi).
Oil pressure to the front caliper service brakes should be 0 kPa (0 psi).
Air pressure at the air/hydraulic cylinder for the rear brakes should be 550 kPa (80 psi).
Air pressure at the air/hydraulic cylinder for the front caliper service brakes should be 0 kPa
(0 psi).
Air pressure at the air/hydraulic cylinder for the front oil cooled brakes should be 550 kPa
(80 psi).
10. Move the retarder control lever to the OFF position. Apply the service brake. The following
pressures should be indicated:
Oil pressure at the rear slack adjuster should be 4345 to 5445 kPa (630 to 790 psi).
Oil pressure at the front slack adjuster (if equipped) should be 7722 to 9756 kPa (1120 to
1415 psi).
Oil pressure to the front caliper service brakes should be 19822 kPa (2875 psi).
Air pressure at the air/hydraulic cylinder for the rear brakes should be 655 to 827 kPa (95 to
120 psi).
Air pressure at the air/hydraulic cylinder for the front brakes should be 655 to 827 kPa (95
to 120 psi).
11. Stop the engine.
Note: Remove air pressure from the air system for the service brake and for the retarder before
you remove the 6V-3966 Fitting As from the air/hydraulic cylinders.
12. Remove the 8T-2352 Face Seal Tee and all 6V-3966 Fitting As. Install plugs (1) and (2) into the
elbows on the top of the air/hydraulic cylinders.
Note: Perform the Air System and Brakes Testing and Adjusting, "Slack Adjuster - Test and Adjust" in
order to determine the pressure at each rear wheel.
hydraulic system.

properly.
Note: Make sure that you remove all air from the hydraulic brake system. Refer to Testing and
Adjusting, "Brake System Air - Purge" for the appropriate procedure.
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Slack Adjuster - Test and Adjust

SMCS - 4261-025; 4261-081
Table 1
Required Tools
5P-1404 O-Ring Adapter 2
8S-2263 Spring Tester 1
NOTICE
containing fluids.

When a slack adjuster strokes correctly, there is always a small amount of pressure on the piston in the
service brakes after the brakes are released.
Use the following procedure in order to check for a failure in a slack adjuster.
Rear Brakes
(1) Pressure tap
1. Remove the dust cap from pressure tap (1) of the rear brake slack adjuster.
Rear brake housing
(P) Purge valve for parking brakes
(S) Purge valve for service brakes
2. Remove purge valve "S" on both sides of the machine. Use the 5P-1404 O-Ring Adapter in order
to install a 6V-3965 Fitting As .
3. Start the machine.
Note: Make sure that the system air pressure is at the maximum pressure.
4. Depress the service brake pedal in order to engage the brake.
5. Use 198-4240 Digital Pressure Indicator in order to check the pressure at test port (1) and each of
the 6V-3965 Fitting As on the rear brakes. The pressure should be equal at each location.
6. Release the brakes.
7. There should be residual pressure at each 6V-3965 Fitting As when the service brakes are
released. The oil pressure should be 127 kPa (18 psi).
Note: Low residual pressure indicates a failed slack adjuster. High residual pressure may indicate
a failed slack adjuster or warped brake discs. Rotate the wheel and check for pressure fluctuations
in order to determine if the brake discs are warped. The brake discs are probably warped if the
pressure fluctuates. If the brake discs are warped, the brake discs should be replaced.
8. If a problem is indicated, remove the slack adjuster. Refer to the procedure in "Check of Small
Piston Movement".
Front Service Brake

If Equipped
(1) Pressure tap
1. Remove the dust cap from pressure tap (1) of the front brake slack adjuster.
Front brake housing
(S) Purge valve for service brakes
purge valve for the service brake is labelled with an "S".
2. Remove purge valve "S" on both sides of the machine. Use the 5P-1404 O-Ring Adapter in order
to install a 6V-3965 Fitting As .
3. Start the machine.
Note: Make sure that the system air pressure is at the maximum pressure.
4. Depress the service brake pedal in order to engage the brake.
5. Use 198-4240 Digital Pressure Indicator in order to check the pressure at the front brakes. The
pressure at each of the front brakes should be equal.
6. Release the brakes.
7. There should be residual pressure at each 6V-3965 Fitting As when the service brakes are
released. The oil pressure should be 103 kPa (14.9 psi).
Note: Low residual pressure indicates a failed slack adjuster. High residual pressure may indicate
a failed slack adjuster or warped brake discs. Rotate the wheel and check for pressure fluctuations
in order to determine if the brake discs are warped. The brake discs are probably warped if the
pressure fluctuates. If the brake discs are warped, the brake discs should be replaced.
8. If a problem is indicated, remove the slack adjuster. Refer to the procedure in "Check of Small
Piston Movement".
Check of Small Piston Movement
Check of small piston movement
1. Remove the piston from the housing for the slack adjuster.
2. Install a 6.35 mm (0.250 inch) diameter by 31.8 mm (1.25 inch) long rod into the hole of the
piston, as shown.
3. Use an 8S-2263 Spring Tester in order to check the movement of the small piston inside the
piston.
4. Put the piston in the tester. Apply force on the rod, as shown.
5. Apply a force of 220 N (50 lb) on the rod. If the small piston does not move, replace the piston
with a new piston.
6. If the slack adjuster is not damaged, check for damaged oil seals and for brake oil leakage in the
brake piston seals.
hydraulic system.

properly.
Note: Purge the brake oil circuit after you check the piston or you replace the piston. Refer to Testing
and Adjusting, "Brake System Air - Purge".
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Brake Cooling Pressure - Check

SMCS - 4250-535-PX; 426P-535-PX
Table 1
Required Tools
(1) Pressure tap for brake cooling at the rear wheel
(2) Pressure tap for brake cooling at the front wheel
1. Remove the dust cap from pressure tap (1). Remove the plug from pressure tap (2) and install the
6V-3965 Fitting As at each front wheel.
2. Make sure that the temperature of the oil is between 79°C (175°F) and 93°C (200°F).
3. Run the engine at low idle. Use 198-4240 Digital Pressure Indicator in order to check the pressure
at pressure taps (1) and (2). The pressure must not be below 14 kPa (2 psi).
4. Run the engine at high idle. Use 198-4240 Digital Pressure Indicator in order to check the
pressure at pressure taps (1) and (2). The pressure on the pressure gauge must not be above 172
kPa (25 psi).
Note: If this pressure is exceeded, seal damage will result.
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Relief Valve (Brake Oil Cooler) - Test and Adjust

SMCS - 5117-025; 5117-081
S/N - AGC1-UP
S/N - AGY1-UP
Table 1
Required Tools
2J-5608 Cover 1
(1) Pressure tap on the hoist pump
AGC1-1063
AGY1-80
(2) Tube assembly
AGC1064-UP
AGY81-UP
(2) Tube assembly
Section view of brake oil cooler relief valve (3)
(4) Shims
1. Connect 198-4240 Digital Pressure Indicator to pressure tap (1) .
2. Remove tube assembly (2) from the hoist control valve.
3. Install a 2J-5608 Cover and install a 4J-0527 O-Ring Seal between tube assembly (2) and the
hoist control valve.
4. Install tube assembly (2) with longer bolts.
5. Move the hoist control lever to the HOLD position and start the engine.
Note: Perform this test at low idle.
6. Look at the pressure gauge. The pressure reading should be 586 ± 14 kPa (85 ± 2 psi).
Note: The pressure reading was the result of bench testing the relief valve at a flow rate of 38
L/min (10 US gpm). The flow rate of the pump at low idle is 167 L/min (44 US gpm). The
resulting pressure may be higher than the value that is provided.
7. Stop the engine.
8. Remove the test equipment and install the original bolts in the hoist control valve.
Table 2
Shims For Adjusting The Relief Valve Pressure Setting

Part Number Thickness Pressure Change
8B-4624
0.81 mm (0.032 inch) 30 kPa (4 psi)
Problem: The pressure is less than 586 ± 14 kPa (85 ± 2 psi).
Probable Cause
Brake oil cooler relief valve (3) is stuck open.
Brake oil cooler relief valve (3) is set too low. Add shims (4). Refer to Table 2.
Problem: The pressure is greater than 586 ± 14 kPa (85 ± 2 psi).
Probable Cause
Brake oil cooler relief valve (3) is set too high. Remove shims (4). Refer to Table 2.
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Internal Brake Leakage - Check

SMCS - 4250-535
Procedure 1

Table 1
Required Tools
5P-1752 Plate 2
1. Use 5P-1752 Plate in order to block the brake cooling lines for one of the rear brakes. Insert the
5P-1752 Plate at a convenient location.
(1) Pressure tap
2. Put a regulator with a pressure gauge at the inlet for the brake cooling oil. The pressure gauge
should have a range of 0 to 400 kPa (0 to 58 psi). Use pressure tap (1) at the rear wheels.
3. Adjust the regulator to a maximum pressure of 138 kPa (20 psi).
Note: Do not exceed this pressure.
4. Pressurize the brake assembly to 138 kPa (20 psi). Record this pressure. Turn off the air supply.
5. After five minutes, check the pressure on the pressure gauge. The pressure on the pressure gauge
should be equal to the pressure that was recorded in Step 4.
6. Repeat Steps 1 through 5 for the other rear wheel brake.
The following list contains potential causes of leakage.
Duo-cone seal leakage
Leaking O-ring seal
Porosity in hub
Procedure 2

Table 2
Required Tools
3B-6488 Pipe Coupling 1
5K-5068 Fitting 1
5P-0306 Vacuum Transducer 1
5P-1752 Plate 3
6H-5139 Pressure Plate 1
6V-4142 Fitting 1
7H-1447 Filler Cap 1
9H-6454 Gasket 1
9S-4183 Plug 1
(2) Transducer
(3) Nipple
(4) Filler cap
Fabrication details of the filler cap
1. Install 5K-5068 Fitting to 5P-0306 Transducer (2). Install 6V-4142 Fitting to 5K-5068 Fitting .
2. Fabricate filler cap (4) .
3. Screw filler cap (4) onto the hydraulic tank for the hoist and the brakes.
4. Remove the air breather from the hydraulic tank for the hoist and the brakes. Install a 9S-4183
Plug in the breather opening.
5. Use 5P-1752 Plate in order to block the brake cooling lines for one of the rear brakes. Use a 5P-
1752 Plate in order to block the outlet line for the brake cooling at the other rear brake. Insert the
5P-1752 Plate at convenient locations.
Location of the breather for the rear axle housing
6. Remove the breather for the rear axle housing.
7. Connect a 6V-3966 Fitting As at the breather location.
8. Connect 198-4240 Digital Pressure Indicator to the 6V-3966 Fitting As .
Note: Be sure that the oil level in the hydraulic tank for the hoist and the brakes is not too high. If
the oil level is too high, the oil will spray out of the transducer.
9. Install an air hose from an outside air supply to the 6V-4142 Fitting (3) on the filler cap.
10. Turn on the air supply.
11. If there is a vacuum on the pressure gauge, there is leakage in the brakes. The brakes must be
repaired.
Note: If the pressure on the gauge is 0 kPa (0 psi) then there is no internal leakage in the brakes
on that wheel.
12. Repeat this procedure on the other rear wheel in order to determine if there is internal leakage.
13. Remove all test equipment.
The following list contains potential causes of leakage.
Duo-cone seal leakage
Leaking O-ring seal
Porosity in the hub
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Parking and Secondary Brake Release System Leakage - Check

SMCS - 4267-535; 4278-535
Table 1
Required Tools
6V-9830 Cap As 1
An internal oil leak in the brake release system will cause the outlet pressure of the parking brake release
pump to decrease. Leakage can also cause too much friction between the brake discs and the plates,
which can damage these components when the machine is moving.
Note: If the machine is equipped with the Automatic Electronic Traction Aid (AETA) or the Traction
Control System (TCS), it may be necessary to troubleshoot for leakage in the control valve for the
AETA or for the TCS.
NOTICE

containing fluids.

1. Before completing this test, perform the Testing and Adjusting, "Parking Brake System Pressure -
Test and Adjust". If the relief valve cannot be set, there is probably leakage in the brake release
system.
2. Remove the air from the brake release system. Perform the procedure for the Parking Brake in the
Testing and Adjusting, "Brake System Air - Purge".
Location of the pressure taps
3. Connect 198-4240 Digital Pressure Indicator to one of the pressure taps at the rear of the machine.
4. Start the engine. Operate the engine at low idle.
5. Move the lever for the parking brake control to the OFF position.
6. Operate the engine until the pressure stops increasing. Then, stop the engine.
7. Record the pressure decrease in the first minute in Table 2.
Table 2
Decrease in Pressure in the First Minute

Plugged Wheel Pressure Decrease
No plugged wheels
Left Rear
Right Rear
8. Apply the parking brake.
9. Remove the oil line that is for the release of the parking brakes at one of the rear wheels.
10. Cap the oil line with a 6V-9830 Cap As. Plug the fitting on the wheel with a 6V-9509 Face Seal
Plug .
11. Start the engine. Operate the engine at low idle.
12. Move the parking brake control to the OFF position.
13. Operate the engine until the pressure stops increasing. Then, stop the engine.
14. Record the pressure decrease in the first minute in Table 2.
15. Apply the parking brake.
16. Repeat Steps 9 through 15 for the other wheel.
Note: Compare the data in Table 2 in order to determine the wheel that is leaking. If the oil
pressure on the pressure gauge decreased 690 kPa (100 psi) or more in the first minute, the leak
must be repaired.
17. If the oil pressure on the pressure gauge has not decreased 690 kPa (100 psi) or more in the first
minute, then the leakage is not severe enough to have an effect on the brake release system.
18. Remove all test equipment. Install the oil line that was disconnected in Step 9.
hydraulic system.

properly.
19. Remove the air from the brake release system. Perform the procedure for the Parking Brake in the
Testing and Adjusting, "Brake System Air - Purge".
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Towing the Machine - Preparation

SMCS - 4250-552; 7000-552
The machine is equipped with spring applied parking brakes. The parking brakes are released by oil
pressure. If the engine is inoperable or if the hydraulics are inoperable, the parking brakes will be
applied. If there is at least 550 kPa (80 psi) in the air system, a disabled machine can be towed for a
short distance. If there is not enough air pressure in the system, the system can be charged with air from
another source.
NOTICE
Personal injury or death could result when towing a disabled machine

incorrectly.
Block the machine to prevent movement before releasing the brakes.

The machine can roll free if it is not blocked.
Reference: See Operation And Maintenance Manual, "Towing The Machine" for more towing
information.
Reference: See the Air System and Brakes Systems Operation, "Towing" for the towing schematic.
Table 1
Required Tools
6B-5072 Terminal Bushing 1
1. When possible, engage the parking brake.
2. Block the wheels.
View of the towing diverter valve
(1) Clamp bolts
(2) Spool
Note: The diverter valve is located on the frame behind the hydraulic tank. The diverter valve
must be shifted in order to provide supply oil to the parking and secondary brake valve.
3. Loosen two clamp bolts (1) on the diverter valve and slide the plate and the spool (2) to the left.
After the spool is shifted, tighten clamp bolts (1). This will allow supply oil to flow to the parking
and secondary brake valve in order to release the parking brakes for the rear wheels.
Location of the pressure taps for parking brake release pressure
4. Connect 198-4240 Digital Pressure Indicator to the pressure tap on either of the rear wheels.
NOTICE
When towing the machine, attach tow line to the front tow hooks or
rear tow pin only.
5. Hook up the towing machine. Refer to Operation and Maintenance Manual, "Towing the
Machine" for guidelines.
In order to prevent possible personal injury, release the air pressure

from the air tank before disconnecting any components of the air
system.
NOTICE
Note: The air pressure in the air system must be at 550 kPa (80 psi) in order to allow the supply
oil to disengage the parking brakes for the rear wheels.
6. If there is not sufficient air pressure in the air system, the air system can be charged with air from
another source.
a. Before you attempt to charge the system, remove the air pressure from the brake system.
Location of the plug on the rear of the air dryer
b. Remove the plug from the side of the air dryer housing. Install 6B-5072 Terminal Bushing
in the open port. Connect 6V-3966 Fitting As to 6B-5072 Terminal Bushing .
c. Connect a hose from an outside air supply to the 6V-3966 Fitting As on the air dryer.
Charge the reservoirs to at least 550 kPa (80 psi). Do not exceed 830 ± 35 kPa (120 ± 5 psi).
d. Remove the supply hose.
7. Disengage the parking brake.
Location of the secondary steering and brake release control
Location of the brake release and secondary steering pump
(3) Secondary steering pump section
(5) Electric motor
8. An electric drive pump provides supply oil pressure in order to disengage the parking brakes for
the rear wheels. This pump also supplies oil to the secondary steering system. Press the secondary
steering and brake release control in order to activate the brake release and secondary steering
pump. Hold the switch until the pressure on the pressure gauge that was installed in Step 4 stops
rising.
9. Apply the service brake on the disabled machine in order to check the braking. If the brakes are
functioning, release the brakes.
10. While you depress the brake release and secondary steering control, rotate the steering wheel to
each side in order to check the steering.
11. Remove the blocks from the wheels.
NOTICE
Do not allow oil pressure to drop below 2760 kPa (400 psi) while
towing.
Partial brake engagement could occur and can result in brake damage.
Brakes must be fully released when towed machine is moving.
12. Pull the disabled machine with the towing machine. During towing, continue to watch the
pressure gauge that was installed in Step 4. Do not continue to tow the machine if the oil pressure
is below 2760 kPa (400 psi).
There are four ways to stop a machine that is being towed:
Move the parking brake control to the ON position.
Depress the red secondary brake control to the ON position.
Depress the service brake control to the ON position.
Move the retarder control valve to the ON position.
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Worksheets
SMCS - 4250
Table 1
Model Of The Machine Date

Serial Number Service Meter Hours
Table 2
Visual Inspection
Hose Connections Component Damage
Air Leaks Oil Leaks
Acceptable amount of flow into the Makeup Tank for the Brakes
Table 3
Actual
Test Specifications
Value
830 ± 34 kPa (120 ± 5
Cutout Pressure of the Air Compressor Governor
psi)
Cut-in Pressure of the Air Compressor Governor

655 kPa (95 psi)
Cut-in Pressure of the Air System Pressure Protection Valve
550 kPa (80 psi)
Cutout Pressure of the Air System Pressure Protection Valve

485 kPa (70 psi)
Cut-in Pressure for the Pressure Protection Valve of the
Brake Air System 380 kPa (55 psi)
Cutout Pressure for the Pressure Protection Valve of the
Brake Air System 310 kPa (45 psi)
Delivery pressure of the Retarder Air Control Valve in the
full ON position 550 kPa (80 psi)
Maximum delivery pressure of the Parking And Secondary
Brake Control Valve at HIGH idle 4900 kPa (710 psi)
Minimum delivery pressure of the Parking And Secondary
Brake Control Valve at LOW idle 4500 kPa (650 psi)
Temperature of the Brake Cooling Oil for the test (1) 79° to 93°C (175° to
200°F)
Minimum Pressure of the Brake Cooling Oil at LOW idle

14 kPa (2 psi)
Maximum Pressure of the Brake Cooling Oil at HIGH idle

172 kPa (25 psi)
(1) Do not allow the oil to exceed 124°C (255°F).
Table 4
Brake Holding Ability Test (1)

Engaged Brake Engine Speed (rpm) Engaged Brake Engine Speed (rpm)
Service Brake Parking Brake
Manual Retarder Secondary Brake
(1) The engine speed should reach a minimum of 1200 rpm before there is any machine movement.
Table 5
Brake Master Cylinders

Brake Master Cylinder Air Pressure Oil Pressure (1) (2)
Front Brake Master Cylinder
Front Brake Master Cylinder
Rear Brake Master Cylinder
Rear Brake Master Cylinder

(1) (Dry Brake Only) The pressure of the oil in the front brakes should be 23 times the pressure of the air. The pressure of
the oil in the rear brakes should be 6.6 times the pressure of the air.
(2) (Wet Brake Only) The pressure of the oil in the front brakes should be 11.8 times the pressure of the air.
Table 6
Slack Adjusters (1)

Slack Adjuster Pressure At The Slack Adjuster (2) Pressure At The Wheel (3)
Front Slack Adjuster
Left Front Wheel

Front Slack Adjuster
Right Front Wheel

Rear Slack Adjuster
Left Rear Wheel
Rear Slack Adjuster
Right Rear Wheel
(1) The pressures should be approximately the same value.
(2) Use the pressure tap on the slack adjuster.
(3) Measure this pressure at the port that is labelled. "S"
Table 7
Leakage In The Parking And Secondary Brake

Decrease In Pressure In The First Minute
Plugged Wheel Pressure Decrease Plugged Wheel Pressure Decrease
No Plugged Wheels ------- -------
Left Rear Left Front
Right Rear Right Front
Table 8
Brake Wear
Front Brake Rear Brake
Piston Travel Front Brake Rear Brake
Percent of Wear Percent of Wear
New
Rebuild 1
Rebuild 2
Rebuild 3
Rebuild 4
Rebuild 5
Rebuild 6
Rebuild 7
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General Information
SMCS - 3121; 4801
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
There are three possible configurations for the Brake Electronic Control System.
Integrated Brake Electronic Control (Automatic Retarder Control and the Traction Control
System)
Automatic Retarder Control (ARC) only
Traction Control System (TCS) only
Each machine configuration uses a separate ECM. Each ECM has an individual part number. Also, each
ECM requires a separate FLASH software in order to instruct the ECM about the machine configuration.
A separate part number is available for each FLASH software for each ECM.
The brake ECM determines whether the service/retarder brakes should engage for the function of the
Automatic Retarder Control (ARC). This action is accomplished by sending signals to the various
components of the ARC.
The brake ECM determines whether the parking and secondary brakes should engage for the function of
the Traction Control System (TCS). This action is accomplished by sending signals to the various
components of the TCS.
The brake ECM also provides the service technician with enhanced diagnostic capabilities. This is
available through the use of onboard memory. Onboard memory stores the possible diagnostic codes for
retrieval at the time of service. Service personnel should use the Electronic Technician service tool (ET)
for troubleshooting.
The following modules communicate with each other through the CAT data link: the engine ECM, the
transmission/chassis ECM, the monitoring system and the brake ECM. Communication between the
electronic controls allows the sensors of each system to share information.
Block Diagram Of The Integrated Brake Control System
Automatic Retarder Control (ARC) and Traction Control System (TCS)
Block Diagram Of The Automatic Retarder Control
Block Diagram Of The Traction Control System
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Automatic Retarder Control (ARC)

SMCS - 3121-AU
The Automatic Retarder Control system (ARC) is designed to modulate the brakes of a truck during the
descent of a long grade. The ARC modulates the brake system in order to maintain a constant engine
speed. The ARC system is a pneumatic system on many models except for the 784C, 785C, 785C HAA,
789C, and 793D. On these models, the ARC system is a hydraulic system. The basic function of both
types of ARC systems are the same. Some components have been changed on the hydraulic
configuration. These components are covered in the following text.
Automatic Retarder Control Air System
Air ARC system
Hydraulic ARC system for the 784C, 785C, 785C HAA, 789C and 793D
The ARC will be activated when the following conditions exist:
The ON/OFF switch is in the ON position.
The throttle pedal is NOT depressed.
The parking brakes are in the RELEASED position.
The ARC is not connected to the service brakes and the manual retarder. If the ARC is ENGAGED, air
(oil) will flow from the valve of the ARC to a separate relay valve. The relay valve is located near the
brake master cylinders.
Air activated ARC valve components located in the compartment in front of the cab
(1) Supply solenoid valve
(2) Control solenoid valve
(3) Auto retarder pressure switch
(4) Retarder pressure switch
Hydraulic activated ARC valve components located on the left frame rail close to the differential
(5) Purge solenoid valve
(6) ARC accumulator
In order to activate the ARC system, the Integrated Brake ECM sends electrical current to the supply
solenoid (1). This will allow pilot pressure to shift the spool in the ARC valve which will result in high
pressure air (oil) to flow to the control solenoid valve (2). The ECM will send a proportional current to
the control solenoid valve in order to control the amount and duration of pressure that is applied to the
brake cylinders.
On machines with the hydraulic ARC system, the ECM will energize a front brake cooling diverter
solenoid when the retarder is activated in order to cool the front brakes.
On machines with the hydraulic ARC system, the steering bleed module will control the purge solenoid
(5). When the key switch is turned to the OFF position, a timer in the steering bleed control will activate
the purge solenoid in order to purge the ARC accumulator.
The ARC is set at the factory in order to maintain a constant engine speed. An engine speed of 1900 rpm
+/- 50 rpm should be maintained for the 3500 engines. An engine speed of 2230 rpm +/- 70 rpm should
be maintained for the 3400 engines. The engine speed setting is programmable. The engine speed may
oscillate beyond +/- 50 rpm of the target when the ARC initiates control of the retarder process. The
engine speed should stabilize within a few seconds.
The operator can activate the system by using the ARC ON/OFF switch in order for the ARC to operate
properly. The operator should then select the correct gear for the grade, the load, and the ground
conditions. The ARC is designed to permit the transmission to upshift into the selected gear of the shift
lever. The ARC will apply the retarder after the transmission shifts into the selected gear and the engine
speed exceeds 1850 - 1950 rpm for the 3500 engine and 2300 rpm for 3400 engine. The ARC applies
the retarder in order to maintain a constant engine speed.
The ARC system also provides Engine Overspeed protection. The ARC will engage the brakes if the
following conditions exist:
An unsafe engine speed is reached.
At 2100 rpm for the 3500 engine and 2475 rpm for the 3400 engine, an overspeed condition will activate
a horn and the ARC will be activated. The retarding indicator lamp will illuminate. The ARC will
activate the retarder at 2180 rpm for the 3500 engine and 2560 rpm for the 3400 engine.
If the ARC is unable to reduce the engine RPM, the transmission/chassis ECM will upshift one gear.
The ECM will only upshift one gear above the position of the shift lever. If the shift lever is in the top
gear, the ECM will unlock the torque converter at 2300 rpm for the 3500 engine and 2675 rpm for the
3400 engine.
The ARC also provides service personnel with enhanced diagnostic capabilities through the use of
onboard memory. The onboard memory stores diagnostic codes that can be viewed by using Cat ET.
The ECM receives signals from several switches and sensors. The ECM analyzes the various input
signals and the ECM sends signals to the output components. The output components are two solenoids
and a retarding indicator lamp.
Programmable Speed Adjustment For The Automatic Retarder

Control
The control speed of the Automatic Retarder Control (ARC) for the 3500 engines can be set between
1850 rpm and 1950 rpm. The control speed for the 3400 engines can be set between 2160 rpm and 2300
rpm. The control speed can only be programmed when the engine speed is below 1450 rpm.
Note: Some older controls require the engine speed to be less than 1000 rpm and the ARC On/Off
Switch should be in the OFF position.
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Traction Control System

SMCS - 4801
The Traction Control System (TCS) uses the rear parking brakes in order to decrease the revolutions of a
spinning wheel. The rear parking brakes are spring actuated brakes and hydraulically released brakes.
The TCS allows the tire with better underfoot conditions to receive an increased amount of torque. The
TCS system is controlled by the brake ECM.
The brake ECM monitors the drive wheels through three input signals. The brake ECM monitors one
signal from each drive axle and one signal from the transmission output shaft. The brake ECM sends a
signal to the selector valves and proportional valves when the spinning of a drive wheel is detected. The
selector valves and the proportional valves consecutively actuate the brake of the affected wheel. When
the ratio between the right axle and the left axle returns to 1:1 ratio, the brake ECM will release the
brake.
The Traction Control System was formerly referred as the Automatic Electronic Traction Aid (AETA).
The operation of the system has not changed. The main difference is the appearance of the electronic
control module and the TCS is connected to the CAT data link. The Caterpillar ET can now
communicate with the TCS.
A service brake switch provides an input signal to the TCS through the Caterpillar data link.
The service brake switch performs two functions:
1. The TCS stops all functions, when the service brakes or the retarder is ENGAGED .
2. The service brake switch provides an input signal that is required in order to perform a
diagnostic test.
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SMCS - 7490
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
Block Diagram Of The Caterpillar Monitoring System
The Caterpillar Monitoring System includes the following components: a quad gauge electronic module,
speedometer/tachometer electronic module, main display module, an action lamp and an action alarm.
The main display module is the brain of the system. This module receives information from components
and other electronic controls that use the CAT data link. The following components send information to
the module:
Switches
Sensors
Information from other electronic control modules
The main display module processes all of the information.
Message Center Module
(1) Alert Indicators. (2) Display Area.
The Caterpillar Monitoring System is an input and an output of the ECM. These two electronic controls
communicate back and forth on the CAT data link.
The Caterpillar Monitoring System receives information from the ECM.
Information about the harness code is decoded by the Caterpillar Monitoring System. The brake ECM
then knows the machine sales model.
The Caterpillar Monitoring System sends commands to the ECM in order to change the mode of
operation of the ECM. The command instructs the ECM to read the service codes. The command also
instructs the ECM to clear the service codes that are stored in the memory of the ECM.
Service Modes
There are seven service modes of the Caterpillar Monitoring System. The modes are shown in the list
below.
"Mode 1" : Harness Code Mode
"Mode 2" : Numeric Readout Mode
"Mode 3" : Service Mode
"Mode 4" : Tattletale Mode
"Mode 5" : Units Mode
"Mode 6" : Permanent Load Count Mode
"Mode 7" : Setup Mode
Information about the features of the Caterpillar Monitoring System and the functions of the Caterpillar
Monitoring System are contained in the following publication. See Service Manual, SENR6717.
Harness Code Mode
Display Area
The harness code mode is always mode 1. The machine code is shown on the six digit display area when
the main display module is in harness code mode. The machine code must correspond with the
monitoring system that is installed on the machine sales model. See the following table for the Machine
Codes. The machine code is a two-digit representation of the harness code. An incorrect harness code is
one that does not match the machine. An erroneous harness code will cause incorrect operation of the
monitoring system. Excessive diagnostic service codes could be recorded as a result of this situation.
Table 1
CATERPILLAR MONITORING SYSTEM

MACHINE MODEL PIN NUMBERS FOR THE HARNESS CODE HARNESS CODE
3 6 12 16 22 31
769D (5SS) -- -- -- -- -- G 62
769D (BBB) -- -- -- -- G G 54
771D (6YS) G -- -- -- -- -- 61
771D (BCA) G -- -- -- G -- 53
773D (7CS) G -- -- -- -- G 60
773E (BDA) G -- -- -- G G 52
775D (8AS) -- -- G -- -- -- 59
775E (BEC) -- -- G -- G -- 51
776D (AFS) -- -- G -- -- G 58
777D (AGC) G -- G -- -- -- 57
775D (AGY) G -- G -- -- G 56
G : Grounded
-- : Open
Numeric Readout Mode
Display Area
The numeric readout mode is mode 2. The numeric readout mode is designed to assist service personnel,
when you troubleshoot a sensor input. The sensor inputs will supply information to the gauges in the
gauge cluster module. The numeric readout mode more accurately shows the same information as the
information that is shown on the gauges in the normal mode. The system identifier and the numeric
value for the system will scroll on the six digit display area. The system identifier identifies the system
that is currently shown on the six digit display area. The "S" service switch is depressed. Then, the
switch is released once the desired number of a gauge has been displayed. You can then scroll through
the four gauges.
Service Mode
Display Area
The service mode is mode 3. The main display module detects diagnostic codes that occur for the
following components: sensor inputs, sender inputs and outputs of the main display module. The module
will record the diagnostic code. Then, illuminate the "SERV CODE" indicator. If the diagnostic code is
no longer present, the "SERV CODE" indicator will no longer illuminate. The diagnostic code will be
logged for future reference. This mode will allow the service personnel to view the diagnostic codes.
Then, the service person can troubleshoot the diagnostic codes that are detected by the main display
module. Diagnostic codes from other electronic control modules are also displayed on the main display
module if the other electronic control modules are connected to the main display module through the
data link. Use the "S" service switch in order to scroll through the diagnostic codes that have been
logged and use the "C" switch in order to clear these diagnostic codes that have been repaired.
Tattletale Mode
The Tattletale Mode is mode 4. The tattletale mode is described as a maintenance tool that is used in
order to plot the history of the machine. The main display module records the extreme value for each
condition of the machine that is being monitored. Each gauge in the gauge cluster will display the
highest recorded values or the lowest recorded values. The speedometer and the tachometer will display
the highest values that were recorded. The alert indicators will also illuminate when an abnormal
condition is present. Use the "C" service switch in order to clear the logged values. You must exit the
tattletale mode before the logged values will be cleared from the memory.
Units Mode
The units mode is mode 5. The units mode is used in order to toggle the display of the ground speed.
You can toggle between the US units of measure and the Metric units of measure. The "C" switch is
used in order to change from one type of measure to another type.
Permanent Load Count Mode
The permentant load count mode is mode 6. This mode will display the total number of loads that have
accumulated on the machine since the beginning of service. The number of loads that have accumulated
on the machine is calculated. A load is counted when the truck body is raised for a period of more than
ten seconds. This mode can NOT be reset.
Setup Mode
This Setup Mode is mode 7. The display of mode 7 in the Caterpillar Monitoring System has been
expanded. The display includes several subsystems in order to extend the diagnostic capabilities. The
"S" switch is used in order to scroll through the submodes. The "C" switch is also used in some
applications within the submodes of mode 7. See Service Manual, SENR6717.
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Warning Operation
SMCS - 3121; 4801; 7601
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
Table 1
WARNING OPERATION
Warning Indications (1)
Warning Alert Action The Action Action that is

Category Indicator Lamp Alarm Required by the
Flashes. Flashes. Sounds. Operator Possible Result (2)
1 X (3) No immediate action No harmful effects
is required. The or damaging effects
system needs
attention soon.
2 X (3) X (4) Change machine Severe damage to
operation or perform components can
maintenance to the result.
system.
2-S X (3) X (4) X (5) Immediately change Severe damage to
the machine machine components
operation.
3 X (3) X (4) X (4) Immediately perform Injury to the operator
a safe engine or severe damage to
shutdown. components can
occur.
(1) The warning indications which are active are marked with an "X".
(2) These results are possible if action is not taken by the operator.
(3) 10 Hz rate
(4) 1 Hz rate
(5) Steady
Gauge Cluster Module
(1) Gauge warning area. (2) Pictograph symbol.
Speedometer/Tachometer Module
(3) Tachometer. (4) Pictograph symbol. (5) Ground speed readout. (6) Transmission gear readout.
(7) Alert Indicators. (8) Display Area.
The monitoring system notifies the operator of an immediate problem or an impending problem with a
machine system. The warning operation begins when the monitoring system receives a signal that has a
problem that reflects an abnormal machine condition. The monitoring system also detects a problem in
the control system. The following list contains some of the components that provide signals to the
monitoring system: switches, sensors and electronic control modules. There are other components that
also provide signals to the monitoring system. The signals that are problems are listed below:
An open switch opens when a condition exceeds the trip point of the switch.
A sensor signal is out of the normal operating range. The main module determines the limits.
The monitoring system analyzes the problem of the signals. The monitoring system informs the display
components. The display components activate the appropriate warning indication in order to notify the
operator. The warning indications are listed below:
The alert indicator FLASHES approximately nine times per second.
The action lamp FLASHES ON one second then OFF one second.
The action alarm SOUNDS ON one second then OFF one second.
Note: More than one input is required to activate some warning indications. The monitoring system
decides when the warning indicators are activated. The monitoring system determines the warning
indications that are activated.
Data events and maintenance events are classified into multiple warning categories. Three of the
warning indications are shown to the operator. The warning categories are based on the severity of the
problem. The severity of the problem will dictate the required response of the operator. Warning
category 1 represents the least severe problem. Warning category 3 represents the most severe problem.
The warning categories are identified for the operator according to the combination of warning
indications that are active. See Table 1. Multiple events will scroll on the message area in three second
intervals. A warning category 1 cannot scroll when a warning category 3 is active. A warning category 2
cannot scroll when a warning category 3 is active.
The warning is raised to the next level when the problem is present for a sufficient amount of time. An
example for off-highway trucks follows: The warning category 2 for the transmission lube temperature
becomes warning category 3 after 150 seconds.
The operator can acknowledge the presence of a warning category 1 or a warning category 2. The
operator acknowledges the events by pressing the "OK" key on the keypad. The time of the event is
stored in the event list. The number of acknowledgments for each event is stored in the event list. The
warning indications may disappear for a specified time period after an event is acknowledged. If the
event is still active the warning indications will reappear after the time period elapses. The warnings
may be acknowledged again.
The 2-S Category is a conventional warning Category 2 with a continuous action alarm that indicates a
severe warning Category 2. A warning Category 2 tells the operator that a change in the operation of the
machine is required in order to correct the warning condition. A warning Category 2-S tells the operator
that an IMMEDIATE change in the operation of the machine is required for a condition such as engine
overspeed.
Note: Most of the category 3 warnings cannot be acknowledged by the operator.
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SMCS - 7610-BRK
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
(1) Connector J1. (2) Connector J2.
The ECM will make decisions that are based on information from each input and information from
memory. After the brake ECM receives the information from each input and information from memory,
the brake ECM will send a corresponding response through the outputs. Each input and each output of
the brake ECM connects to the machine harness by two 40-pin connectors (J1 and J2).
Note: The D-series trucks can be equipped with three possible configurations for the brake system:
Integrated Brake Electronic Control, Automatic Retarder Control (ARC) and Traction Control System
(TCS).
Inputs
The machine has several different types of input devices. The brake ECM receives machine status
information from the input devices and determines the correct output action that is needed in order to
control machine operations based on memory and software parameters. The machine utilizes the
following types of inputs inputs: switch type and sensor type.
Switches provide signals to the switch inputs of the ECM. The possible outputs of a switch are listed: an
open signal, a grounded signal and + battery signal.
Sensors provide an electrical signal to the ECM that constantly changes. The sensor input to the ECM
can be one of several different types of electrical signals such as: switch to + battery signals, switch to
ground signals, analog pulse width modulated (PWM) signals and frequency input signals. Each input to
the ECM is listed in the two tables for the 40-pin connector.
Outputs
The ECM sends electrical signals through the outputs. The outputs can create an action or the outputs
can provide information to the ECM. The ECM can send output signals to the system components in one
of several different electrical signal types such as: driver outputs, sinking driver outputs, sensor power
supply outputs and data link outputs. The outputs for the brake ECM are listed in the two tables for the
40-pin connector.
Input/Output
Each ECM uses the Cat Data Link to communicate with each other. The data link is bidirectional. The
data link allows the ECM to receive information. The data link allows the ECM to send information.
The data link allows the sharing of information with other electronic control modules.
A module identifier (MID) is assigned to each ECM. The MID for the brake ECM is the number 116.
Table 1
Contact Description For J1 Of The Brake ECM (1)

No. Function Type
1 Key Start Switch Power
2 Ground Ground
3 Cat Data Link - Input/Output
4 Retarder Lamp Output
5 Ground Ground
6 Key Start Switch Power
7 Solenoid Return Output Return
8 TCS Dash Lamp Output
9 Cat Data Link + Input/Output
10 TCS Right Brake Solenoid Solenoid Output
11 TCS Left Brake Solenoid Solenoid Output
12 ARC Solenoid Solenoid Output
13 ARC ON/OFF Switch Switch Input
14 ARC ON/OFF Switch Switch Input
15 SW And Sensor Ground Ground
16 SW And Sensor Ground Ground
17 TCS Proportional Servo Valve Solenoid Output
18 ARC Supply Solenoid Solenoid Output (ON/OFF)

19 TCS Test Switch Switch Input
20 ARC Pressure Switch Switch Input
21 Location Code 1 (ground) Switch Input
22 Location Code 0 (open) Switch Input
23 Retarder Switch Switch Input
28 ECM Location Enable (+battery) Switch To Battery
30 (2) Filter Bypass Switch Switch Input
38 Location Code 2 (Open) Switch Input
40 Key Start Switch Switch Input
(1) The connector contacts that are not listed are not used. The connector has 40 contacts.
(2) This connector contact is an optional attachment.
Table 2
Contact Description For J2 Of The Brake ECM (1)

No. Function Type
3 Solenoid Return Output Return
4 Pressure Sensor for the Left Brake Sensor Input
5 Pressure Sensor for the Right Brake Sensor Input
12 +8 V Sensor Supply Output
14 (2) Fan Speed Sensor for Left Radiator Sensor Input
15 +10 V Sensor Supply +10 V Sensor Power Supply
18 (2) Hydraulic Oil Temperature Sensor Sensor Input
19 (2) Cooling Fan Solenoid for the Hydraulic Oil Solenoid Output
23 Right Rear Wheel Speed Sensor Sensor Input
31 (2) Fan Speed Sensor for Right Radiator Sensor Input
35 Engine Speed Sensor Sensor Input
38 Left Rear Wheel Speed Sensor Sensor Input
(1) The connector contacts that are not listed are not used. The connector has 40 contacts.
(2) This connector contact is an optional attachment.
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Switches
SMCS - 1435; 7332
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Sensors
SMCS - 5574
Sensors provide information to each input of the ECM about changing conditions. The ECM receives
the following types of information: speed, temperature and position. The sensor signal changes in a
proportional manner in order to reflect the changing condition. The ECM sends the information from the
speed sensor to the gauges. The operator can view the information from the speed sensor on the gauges.
The ECM recognizes two types of sensor signals.
Frequency - The sensor produces an AC signal. The AC signal frequency (Hz) varies as the condition
changes.
Pulse Width Modulated Sensor (PWM) - The sensor produces a digital signal. The duty cycle of the
digital signal varies as the condition changes and the frequency of the digital signal is constant.
Frequency Sensors
Frequency sensors produce an AC signal. The AC signal frequency (Hz) varies as the condition changes.
Engine Speed Sensor
Engine Speed Sensor
The engine speed sensor is an input to the brake ECM and the transmission/chassis ECM. The sensor is
designed to inform the ECM about the speed of the engine. The engine speed sensor is a frequency
sensor. The speed sensor is located on the flywheel housing. As the ring gear passes by the sensor an AC
signal is generated. The ECM measures the frequency of the signal and the ECM responds accordingly
to the signal.
The ARC uses the information from the engine speed sensor as the main parameter to control the
retarder system. The brake ECM changes the signal to the control solenoid in order to maintain the
engine speed between 1850 rpm and 1950 rpm for the 3500 engine. The engine speed is maintained
between 2180 rpm and 2280 rpm for the 3400 engine. The engine speed and the diagnostic status of the
sensor are available to all modules through the Cat Data Link.
The engine speed sensor has a connector with two contacts. The sensor sends the signal from sensor
contact 1 to the brake ECM and the transmission/chassis ECM. The sensor contact 2 is connected to
ground.
The ECM will monitor the sensor for incorrect signal conditions. A diagnostic code will be activated
when an abnormal signal is detected.
Brake Pump Speed Sensor
Brake cooling pump speed sensor (793D)
The brake cooling pump speed sensor is mounted on the brake cooling oil pump. This sensor provides a
frequency input to the ECM in order to indicate the status of the brake oil cooling pump. The ECM will
use this information and other brake system status information in order to control the operation of the
brake oil cooling pump.
Engine Cooling Fan
Engine cooling fan speed sensor (793D)
The engine cooling fan speed sensor is mounted on the fan drive motor. The fan drive motor is mounted
to the fan shroud behind the radiator. This sensor provides a frequency input to the ECM in order to
indicate the status of the fan drive motor. The fan drive motor is controlled by the brake ECM. The fan
drive motor information and other machine system temperature information is used by the ECM to
control the speed of the radiator cooling fan.
Left Rear Wheel Speed Sensor And Right Rear Wheel Speed Sensor
Rear Wheel Speed Sensor
The rear wheel speed sensors are inputs to the brake ECM. The speed sensors are designed to inform the
ECM when the axle ratio is approximately 1.6 to 1. The brake ECM sends a signal to the selector valves
and the proportional valves. The selector valves and proportional valves activate the parking brake of the
affected wheel. The brake ECM sends a signal to the parking brake. The ECM signal will release the
parking brake when the ratio of the right axle and the ratio of the left axle are 1 to 1.
The rear wheel speed sensors are frequency sensors. The rear wheel speed sensors are located on the
drive axle. The sensor generates an AC signal. The ECM measures the frequency of the signal and the
ECM responds accordingly to the signal. The diagnostic status of the sensors are available to other
modules through the CAT Data Link.
The left rear wheel speed sensor is connected to the brake ECM through contact C. The sensor is being
supplied with +10V. The sensor receives power from the brake ECM through contact A. The sensor
contact B is connected to ground.
Pulse Width Modulated Sensors
Pulse Width Modulated Signal
Schematic for Typical PWM Sensor
Pulse width modulated sensors (PWM) produce a digital signal. The duty cycle of the sensor signal
varies as the condition changes. The frequency remains constant.
Left Rear Parking Brake Pressure Sensor And Right Rear Parking Brake Pressure
Sensor
Left Rear Parking Brake Pressure Sensor And Right Rear Parking Brake Pressure Sensor
The rear parking brake pressure sensors are inputs to the brake ECM. The sensors are designed to
determine the left brake pressure and the right brake pressure. The pressure sensor produces a PWM
signal. The brake pressure is available to other modules through the Cat Data Link.
The brake air pressure sensor is connected to the brake ECM through contact C. The sensor is being
The ECM monitors the circuit for a short to ground or a short to battery voltage. A diagnostic code will
be set.
Differential Oil Temperature Sensor (If Used)
Differential Oil Temperature Sensor
Graph of duty cycle versus temperature
The differential oil temperature sensor is an input to the brake ECM. The sensor is designed to
determine the temperature of the differential oil. The differential oil temperature sensor produces a
PWM signal. The differential oil temperature is available to other modules through the Cat Data Link.
The differential oil temperature sensor is connected to the brake ECM through contact C. The sensor is
being supplied with +8V. The sensor receives power from the brake ECM through contact A. The sensor
be set.
Rear Differential Pump Outlet Pressure Sensor (If Used)
Rear Differential Pump Pressure Sensor
The rear differential pump pressure sensor is a input signal (PWM) to the brake ECM. The sensor is
designed to determine the outlet pressure of the rear differential pump. The pressure sensor is a PWM
sensor. The signal is available to other modules through the Catr Data Link.
The rear differential pump pressure sensor is connected to the brake ECM through contact C. The sensor
is being supplied with +8V. The sensor receives power from the brake ECM through contact A. The
sensor contact B is connected to ground.
be set.
Brake Air Pressure Sensor (If Used)
Brake Air Pressure Sensor
The brake air pressure sensor is an input of the brake ECM. The sensor is designed to determine the
pressure of the brake air system. The brake air pressure sensor produces a PWM signal. The final brake
air pressure is available to other modules through the Cat Data Link.
The brake air pressure sensor is connected to the brake ECM through contact C. The sensor is being
be set.
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Solenoid Valves
SMCS - 3121-JV; 4801-JV; 5479
S/N - 1HW1-UP
S/N - 2BW1-658
S/N - 2PZ1-105
S/N - 4GZ1-UP
S/N - 5AZ1-399
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-450
S/N - ATY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
S/N - CBR1-UP
Supply Solenoid Valve For The Automatic Retarder Control
Automatic Retarder Control (ARC) Valve
(2) ARC pressure switch
Supply solenoid valve
The supply solenoid valve is an output of brake ECM. The supply solenoid valve enables the air flow to
the automatic retarder control (ARC). The solenoid is part of the automatic retarder control (ARC)
valve. The solenoid has a resistance of approximately 31 Ohms.
The solenoid has a connector with two contacts. Contact 1 of the solenoid connects to the brake ECM.
Contact 2 of the solenoid connects to the solenoid return circuit. The status of the solenoids are also
available to other modules through the CAT data link.
Note: The ECM diagnoses certain failures in the circuit of the solenoid circuit. The ECM will detect a
diagnostic code when an invalid combination of opens and/or grounds exist. This diagnostic code is
displayed on the message display. See the diagnostic codes in the Troubleshooting section of this
manual.
Control Solenoid Valve For The Automatic Retarder Control
Automatic Retarder Control (ARC) Valve
(2) ARC pressure switch
Control solenoid valve
The control solenoid valve is an output of brake ECM. The control solenoid valve is designed to
modulate the air pressure to the brakes during automatic retarding. The control solenoid receives a pulse
width modulated signal. The ECM changes the duty cycle of the signal as a need arises. As the duty
cycle is increased, the control valve will open longer and more air pressure is allowed into the brake
system. The solenoid is part of the automatic retarder control (ARC) valve. The solenoid has a resistance
of approximately 31 Ohms.
The solenoid has a connector with two contacts. Contact 1 of the solenoid connects to the brake ECM.
Contact 2 of the solenoid connects to the solenoid return circuit. The status of the solenoids are also
available to other modules through the CAT data link.
manual.
TCS proportional solenoid valve
(1) Pressure sensor. (2) Pressure taps. (3) Selector solenoid valve. (4) Proportional solenoid valve.
Note: The orientation of the assembly for the traction control valve may differ from the illustration.
Selector Solenoid Valve
The Traction Control valve (TCS) is mounted inside the rear of the left frame rail or the rear of the rear
frame rail. The solenoid is mounted on the valve.
The selector solenoid valve is an output of the brake ECM. The selector solenoid valve is used in order
to select the left parking brake or the right parking brake. The solenoids have a resistance of
approximately 25 Ohms.
The brake ECM energizes the selector solenoid valve with + Battery voltage (24 Volts).
The selector solenoids have a connector with four contacts. Contact 1 of the left solenoid and contact 2
of the right solenoid connects to the brake ECM. Contacts 3 and contact 4 of the solenoids connect to
the solenoid return circuit.
manual.
Proportional Solenoid Valve For The Traction Control System

(TCS)
TCS proportional solenoid valve
(1) Pressure sensor. (2) Pressure taps. (3) Selector solenoid valve. (4) Proportional solenoid valve.
Note: The orientation of the assembly for the traction control valve may differ from the illustration.
Proportional Solenoid Valve
The Traction Control valve (TCS) is mounted inside the rear of the left frame rail or the rear of the rear
frame rail. The solenoid is mounted on the valve.
The proportional solenoid valve is an output of the brake ECM. The proportional solenoid valve is
designed to regulate the amount of oil that is drained from the control circuit of the selected parking
brake. The rate of flow is controlled by a signal from the brake ECM. The solenoid has a resistance of
approximately 16 Ohms.
The proportional solenoid receives a Pulse Width Modulated signal (PWM) from the brake ECM. As the
duty cycle is increased, the proportional solenoid valve will open longer and more oil pressure is
allowed to drain from the brake system. Voltage to the proportional solenoid increases proportionally
from 0 to approximately 12 Volts as the demand for braking increases.
The proportional solenoid has a connector with two contacts. Contact 1 of the solenoid connects to the
brake ECM and contact 2 of the solenoid connects to the solenoid return circuit.
manual.
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Relays
SMCS - 4493
Fan Relay For The Rear Differential ("HI and LO")
Fan relay for the rear differential - (S/N: CBR1-UP) (S/N: 1HW1-UP) (S/N: 2BW1-258) (S/N: APX1-450) (S/N: ATY1-
UP) (S/N: 2PZ1-105) (S/N: 4GZ1-UP) (S/N: 5AZ1-399)
The fan relays are outputs of the brake ECM. The fan relays are designed to energize the HI rear
differential fan and the LO rear differential fan. When the fan relay is activated the relay receives +
battery voltage from the ECM.
Note: The ECM monitors the relay circuit for shorts to ground. A diagnostic code will be displayed.
Refer to the troubleshooting section of this manual for the active diagnostic codes.
Note: The fan relays are optional. The relays may not be available on all trucks.
Relay - Rear Differential Fan
Relay - rear differential fan - (S/N: 2BW659-UP) (S/N: APX451-UP) (S/N: 2PZ106-UP) (S/N: 5AZ400-UP)
The rear differential fan relay is an output of the ECM. When the ECM determines that the rear
differential oil temperature is too high, the ECM will energize the relay. This will cause switched +
battery power to be directed to the rear differential fan motor through the relay contacts.
The ECM monitors the relay circuit for abnormal conditions. When an abnormal condition is detected, a
diagnostic code will be displayed. Refer to the troubleshooting section of this manual for the diagnostic
codes that are associated with this relay circuit.
Relay - Stop Lamp
Relay - stop lamp - (S/N: 2BW659-UP) (S/N: APX451-UP) (S/N: 2PZ106-UP) (S/N: 5AZ400-UP)
The stop lamp relay is an output of the ECM. During machine operation, the stop lamp relay is
energized by the ECM when the brakes are applied by either the operator or when the ARC system is
active. When the relay is energized, + battery power is directed to the stop lamps through the relay
contacts.
The ECM monitors the relay circuit for abnormal conditions. When an abnormal condition is detected, a
diagnostic code will be displayed. Refer to the troubleshooting section of this manual for the diagnostic
codes that are associated with this relay circuit.
Rear Axle Lubrication Relay
Relay - rear axle lubrication - (S/N: FDB1-UP)
The rear axle lubrication relay is used to drive the rear axle supply solenoid and the rear axle diverter
solenoid. These two solenoids are used to control the lubrication for the rear differential and final drives.
The ECM supplies two inputs to the relay at contact 4 and contact 5. When the relay receives an input
from the ECM, the relay will energize the appropriate output at contact 3 or contact 6. When a relay
output is energized for a solenoid, the ECM will receive a feedback input in order to determine the status
of the solenoid.
Reference: For more information on the rear axle lubrication system, refer to the Systems Operation,
"Additional Functions" section of this manual.
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Indicators
SMCS - 3121-IND; 4801-IND
Indicator Lamp (Retarder)

The retarder indicator lamp is located on the dash in the cab.
The retarder indicator lamp is an output of the brake ECM. The retarder indicator lamp is designed to
inform the operator of the status of the retarder system. The retarder indicator lamp is illuminated when
the machine is being retarded by the ECM. The retarder indicator lamp is also illuminated if the machine
is being retarded manually with the retarder lever.
Note: The retarder indicator lamp FLASHES when a fault is present in the system of the ARC. Refer to
the troubleshooting section of this manual for more information.
Note: The retarder indicator lamp illuminates for approximately three seconds when the ARC On/Off
switch is turned to the ON position. The retarder indicator lamp also illuminates for approximately three
seconds when the system is powered up.
Indicator Lamp (TCS Test)

The indicator lamp is located on the dash in the cab.
The indicator lamp is an output of the brake ECM. The indicator lamp is designed to illuminate when
the TCS proportional solenoid is activated.
Note: The retarder indicator lamp FLASHES when a fault is present in the system of the TCS. Refer to
the troubleshooting section of this manual for more information.
Note: The indicator lamp will also illuminate for 3 seconds after the machine is powered up.
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Cat Data Link

SMCS - 1408
Cat Data Link communication system
The data link is an input and an output of the ECM. The data link is connected to the ECM at connector
J1-3 and J1-9. The data link is designed to communicate with other electronic control modules through
the machine harness. The data link is not a visible component. The data link consists of internal ECM
circuits and the connecting harness wiring. The data link is bidirectional. The data link allows the ECM
to receive information and the data link allows the ECM to send information.
Caterpillar Electronic Technician (ET) also communicates with other ECM modules through the data
link. The ET will list the other ECM modules and the available diagnostic information.
Table 1
Description Of The Data That Is Transmitted Across The Data Link

Description
Ground Speed
Engine Speed (RPM)
Device ID Code
Application Date Code
System Diagnostic Codes
System Event Codes
Actual Transmission Gear
Desired Transmission Gear
Vehicle Identification Code
System Battery Voltage
TCS Mode Status
Status Of The Rear Differential Oil Filter
Status Of The Rear Differential Oil Level
Status Of The Fan Solenoid For The Rear Differential
Status Of The TCS Left Brake Solenoid
Status Of The TCS Right Brake Solenoid
Status Of The TCS Proportional Solenoid Valve
Throttle Position
Status Of The Manual Retarder
Status Of The ARC ON/OFF Switch
Status Of The ARC Pressure Switch
Status Of The ARC Solenoid
Status Of The ARC System Test
Status Of The Test Switch
Status Of The Rear Brake Oil Filter Switch

Status Of The Oil Filter Switch For The Parking Brake
Rear Differential Oil Temperature
Left Rear Wheel RPM
Right Rear Wheel RPM
Rear Differential Oil Pressure
Parking Brake Switch Status
Status Of The Service Brake Switch
Programmable Engine Speed
Cycle Data For The ARC Solenoid
Cycle Data For The Supply Valve Of The ARC
Status Of The Low Fan Solenoid For The Rear Differential
Left Brake Retract Pressure
Right Brake Retract Pressure
Note: All electronic control modules (ECM) that use the data link have a module identifier (MID). The
MID numbers are listed for each module:
Brake ECM ... 116
Transmission/Chassis ECM ... 027
Engine ECM ... 036
Caterpillar Monitoring System ... 030
Vital Information Management System (VIMS) ... 049
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Speed Sensor - Adjust

SMCS - 1408-025-NS
Speed Sensor
(1) Speed sensor. (2) Locknut. (A) Air gap.
This adjustment procedure is for the transmission speed sensor.
1. Remove speed sensor (1). Align a gear tooth directly in the center of the threaded sensor opening.
2. Screw the speed sensor (1) into the hole by hand until the end of the sensor contacts the gear
tooth.
3. Turn speed sensor (1) in the counterclockwise direction for 1/2 turn. This will set the air gap (A)
to 0.89 mm (0.0350 inch).
4. Tighten locknut (2) to a torque of 25 ± 5 N·m (18 ± 4 lb ft).
Note: Do not allow the speed sensor (1) to turn as the locknut (2) is tightened.
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Automatic Retarder Test

SMCS - 3121-081
This functional test is used as an aid in troubleshooting. This test is used in order to verify the operation
of the AUTO Retarder Control system (ARC). The machine must be stationary. The supply valves and
the control valves are activated. Service personnel should monitor the brake air pressure for the correct
operation.
If a problem exists with the retarder system of the machine check the following items. First, ensure that
the manual retarding (retarder lever) is operational. Then, perform the following functional test in order
to check the Automatic Retarder Control system (ARC).
ET Screen For The ARC System Test
1. Procedure
a. Initiate the Cat ET.
b. Select the "Brake ECM".
c. Select "Service" from the drop-down menu.
d. Click on the "Start" button in order to begin the test.
e. The supply valve opens and the control valve gradually allows full brake system air to flow
during the test. Then, the control valve will gradually stop the flow of brake system air and
the supply valve will close. The cycle is then repeated. The ARC will gradually increase the
pressure of the brake system to full pressure. The ARC will then decrease the pressure of
the brake system to zero.
f. The test of the automatic retarder will terminate if a fault is detected during the test.
g. Follow the instructions that are being displayed on the ET screen in order to complete this
procedure.
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Traction Control System (TCS) - Test

SMCS - 4801-081
This functional test is used as an aid in troubleshooting. This test is used in order to verify the operation
of the traction control system (TCS). The machine must be stationary with the parking brake in the
released position. Service personnel should monitor the brake air pressure for the correct operation.
1. Chock the tires and release the parking brakes.
2. Install two pressure gauges on the TCS valve.
Note: The pressures can be monitored by using ET. View the left brake pressure and the right
brake pressure.
3. Actuate the retarder lever and depress the TCS test switch simultaneously.
4. Watch for a decrease in left brake pressure and an increase in left brake pressure. After a short
pause, watch for a decrease in the right brake pressure and an increase in the right brake pressure.
The test will repeat while the TCS test switch and the retarder lever are in the ENGAGED
position.
Note: The test of the automatic retarder will terminate if a fault is detected during the test. Follow
the instructions that are being displayed on the ET screen in order to complete this procedure.
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Electrical Connector - Inspect

SMCS - 1408-040-CY; 7553-040
Reference: Special Instruction, SEHS9615, "Servicing DT Connectors".
Reference: Special Instruction, REHS0148, "Listing Of Deutsch Connector Components"
Reference: Special Instruction, SEHS9065, "Use Of CE Connector Tools".
Reference: Service Magazine, SEPD034227 January 97, "Field Repair Of Single Wire Breaks In
Harnesses (Sealed Splice)".
Reference: Service Magazine, SEPD037128 July 97, "Protection Of Unsealed Electrical Terminations
For Machines In Corrosive Applications".
Reference: Service Magazine, SEPD047324 May 99, "New DT Connector Plugs With Improved Seal
Retention".
Reference: Service Magazine, SEPD054509 October 00, "Dielectric Grease Should Not Be Used In
Reference: Pocket Guide, SEBD0402, "Guidelines For Routing And Installing Wire Harness
Assemblies".
Use this procedure under the following situation:
Use the following steps to help determine if the connector is the cause of the problem. If a problem is
found in the electrical connector, repair the connector and verify that the problem has been corrected.
The following background information is related to this procedure:
Many of the operational procedures and the diagnostic code procedures in this troubleshooting guide
will instruct you to check a specific electrical connector.
Intermittent electrical problems are often caused by poor connections. Always check for an active
diagnostic code before breaking any connections. Also, always check for an active diagnostic code after
the connector is reconnected in order to verify that the problem disappears.
Simply disconnecting the connectors and then reconnecting the connectors can temporarily solve a
problem at times. If this occurs, likely causes are loose terminals, bent terminals, improperly crimped
terminals, corrosion, or harness routing that is improper.
The original source of the problem must then be identified in order to ensure that the problem does not
reoccur.
Follow this procedure to thoroughly inspect the connectors in order to determine if the connectors are
the cause of the problem.
Correct way to route a harness and insert a plug
Proper Installation of Plug
DT Type sealing plug
The 8T-8729 Connector Pin (2) and the 8T-8730 Connector Socket (1) is designed to accept only one 16/18 AWG wire. Do
not insert multiple wires of a smaller wire size. An incorrect method would be using two 24 AWG wires. The 9W-0852
Connector Pin and the 9W-0844 Connector Socket is designed to accept only one 14 AWG wire. Do not insert multiple
wires of a smaller wire size. An example of an incorrect method is the use of two 20 AWG wires.
1. CHECK THE CONNECTORS.
a. Ensure that the connector is properly locked. Also, ensure that the two halves of the
connector can not be pulled apart.
b. Verify that the latch tab of the connector is properly latched. Verify that the latch tab of the
connector is fully latched.
Expected Result: The connector will securely lock. The connector and the locking
mechanism are without cracks or breaks.
Results:
OK - The connector will securely lock. The connector and the locking mechanism are
without cracks or breaks. Proceed to test step 2.
NOT OK - A problem exists with the connector.
Repair: Repair the connector or replace the connector, as required.
STOP.
2. CHECK THE ALLEN HEAD SCREW ON THE HARNESS CONNECTOR OF THE ECM.
a. Ensure that the connector bolt is properly tightened. Be careful not to tighten the bolt too
much. The bolt may break.
b. Do not exceed 6.0 N·m (53.0 lb in) of torque on the connector bolt of the harness when the
connector is being installed on the ECM.
Expected Result: The harness connector is secure and the connector bolt of the ECM is
properly torqued.
Results:
OK - The harness connector is secure and the connector is properly torqued. Proceed to test
step 3.
Repair: Secure the harness connector of the ECM. Ensure that the connector bolt is
properly torqued.
STOP.
3. PERFORM A PULL TEST ON EACH CONNECTOR CONTACT.
a. Each connector contact should withstand 45 N (10 lb) of pull. Each wire should remain in
the connector body. This test checks whether the wire was properly crimped in the contact
and whether the contact was properly inserted into the connector.
b. The DT connectors use an orange wedge to lock the terminals in place.
c. Check in order to ensure that the orange wedge is not missing and that the orange wedge is
installed properly on the DT connectors.
Note: A Crimp Tool should ALWAYS be used in order to crimp wires on connector
contacts. Do not solder the terminals. Use the proper Crimp Tool.
Expected Result: Each connector contact should withstand 45 N (10 lb) of pull. Each wire
remains in the connector body.
Results:
OK - Each connector contact withstands 45 N (10 lb) of pull. Each wire remains in the
connector body. Proceed to test step 4.
Repair: Repair the wiring or replace the connector contact.
STOP.
4. CHECK THE WIRES FOR NICKS OR ABRASIONS IN THE INSULATION.
a. Carefully inspect each wire for signs of abrasion, nicks, or cuts.
The following areas are locations that should be checked:
Exposed insulation
Points of rubbing wire
b. Check all of the hold down clamps for the harness in order to verify that the harness is
properly clamped. Also check all of the hold down clamps for the harness in order to verify
that the harness is not compressed by the clamp. Pull back the harness sleeves in order to
check for a flattened portion of wire. The flattened portion of wire is caused by the clamp
that holds the harness.
Expected Result: The wires are free of abrasion, nicks, or cuts and the harness is properly
clamped.
Results:
OK - The wires are free of abrasion, nicks, or cuts and the harness is properly clamped.
NOT OK - A problem exists with the wiring.
Repair: Repair the wires or replace the wires, as required.
STOP.
5. CHECK THE CONNECTORS FOR MOISTURE OR CORROSION.
a. Ensure that the connector seals and the white sealing plugs are in place. If any of the seals
or plugs are missing, replace the seal or plug. If necessary, replace the connector.
b. Check all of the wiring harnesses in order to verify that the harness does not make a sharp
bend out of a connector. This will deform the connector seal and this will create a path for
the entrance of moisture. See Illustration 1.
Note: It is normal to see some minor seal abrasion on the ECM connector seals. Minor seal
abrasion will not allow the entry of moisture.
c. Thoroughly inspect ECM connectors for evidence of moisture entry. If moisture or

corrosion is evident in the connector, the source of the moisture entry must be found and the
source of the moisture entry must be repaired. If the source of the moisture entry is not
repaired, the problem will reoccur. Simply drying the connector will not fix the problem.
Likely paths for the entrance of moisture are from missing seals, improperly installed seals,
nicks in exposed insulation, and improperly mated connectors.
Note: Moisture can also travel from one connector through the inside of a wire to the ECM
Connector. If moisture is found in the ECM connector, thoroughly check all connectors and
wires on the harness that connect to the ECM. The ECM is not the source of the moisture.
Do not replace an ECM if moisture is found in either ECM connector.
Note: If corrosion is evident on the contacts or the connector, use only denatured alcohol to
remove the corrosion. Use a cotton swab or a soft brush to remove the corrosion. Do not use
cleaners that contain trichloro-ethylene because trichloro-ethylene may damage the
connector.
Expected Result: All of the connectors should be completely coupled and all of the seals
should be completely inserted. The harness and the wiring should be free of corrosion,
moisture, abrasion or pinch points.
Results:
OK - All of the connectors are completely coupled and all of the seals are completely
inserted. The harness and the wiring are free of corrosion, moisture, abrasions or pinch
points. Proceed to test step 6.
NOT OK - A problem exists with the connector, the wiring or the wiring harness. Moisture
is present.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure
that all of the seals are properly in place and ensure that the connectors are completely
coupled. Verify that the repair eliminates the problem by operating the machine for several
minutes and by checking again for moisture.
STOP.
6. INSPECT THE CONNECTOR CONTACTS.
a. Verify that the contacts are not damaged. Verify that the contacts are properly aligned in the
connector and verify that the contacts are properly located in the connector.
Expected Result: The contacts are properly aligned and the contacts appear undamaged.
Results:
OK - The contacts are properly aligned and the contacts appear undamaged. Proceed to test
step 7.
NOT OK - A problem exists with the connector contacts.
Repair: Repair the contacts and wiring and/or replace the contacts and wiring.
STOP.
7. CHECK THE FIT OF THE CONTACTS.
Retention of the Connector
(1) Pin Contact
(2) Socket Contact
Note: This is especially important for intermittent problems.
a. Use a new pin contact. Insert the pin contact into each socket contact one at a time in order
to check for a good grip on the pin contact by the socket contact.
b. Use a new socket contact. Insert the pin contact into each socket contact one at a time in
order to check for a good grip on the pin contact by the socket contact. The pin contact are
located on the mating side of the connector.
c. The connector contact should stay connected when the connector is held in the position
shown in Illustration 4. The connector contact is the pin contact or the socket contact.
Expected Result: The pin contacts and the socket contacts appear to be OK.
Results:
OK - The pin contacts and the socket contacts appear to be OK. STOP.
NOT OK - A problem exists with the connector terminal.
Repair: Replace the connector contact.
STOP.
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Wiring Harness (Open Circuit) - Test

SMCS - 1408-081
An open is a failure of an electrical circuit that results in no flow of electrical current. An open circuit is
usually caused by failed electrical wires or a poor connection of electrical connectors. If an electrical
wire or a connection is broken, the flow of electrical current through the circuit is interrupted. A
normally closed circuit will have less than 5 ohms of resistance. The following procedure explains the
test for an open circuit:
Reference: For a complete electrical schematic, refer to Electrical System Schematic for the machine
that is being serviced.
TEST FOR AN OPEN CIRCUIT.
4. At one of the disconnected harness connections, place a jumper wire from the contact of the
suspect wire to frame ground.
5. At the other connector of the machine harness, use the multimeter probes to measure the
resistance from the contact of the suspect wire to frame ground.
Expected Result: The resistance is less than 5 ohms.
OK - The resistance is less than 5 ohms. The harness circuit is correct.
Stop.
NOT OK - The resistance is greater than 5000 ohms. There is an open in the machine harness.
Stop.
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"#-/ /0.
Wiring Harness (Short Circuit) - Test

SMCS - 1408-081
A short circuit is a failure of an electrical circuit that results in undesired electrical current. Usually, a
short circuit is a bypass of the circuit across a load. For example, a short across the wires in a circuit for
a lamp produces too much current in the wires but no current is felt at the lamp. The lamp is shorted out.
The resistance in a normal circuit is greater than 5000 ohms. The following procedure explains the test
for a short circuit:
is being serviced.
TEST FOR A SHORT CIRCUIT.
4. At the machine harness connector for the ECM, place one of the multimeter probes on the contact
of the suspect wire.
5. Use the other multimeter probe to check the resistance across all other contacts in the connector(s)
of the ECM and frame ground.
Expected Result: The resistance is greater than 5000 ohms for all the measurements.
OK - The resistance is greater than 5000 ohms for all the measurements. The harness circuits are
correct.
Stop.
NOT OK - The resistance is less than 5 ohms. There is a short in the machine harness. The short
is between the suspected wire and the wire with the lowest resistance measurement.
Stop.
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"#//#.-.

SMCS - 7610-591-BRK
Note: The trucks can be equipped with three possible configurations for the brake system: Integrated
Brake Electronic Control, Automatic Retarder Control (ARC) and Traction Control System (TSC).
Perform the following procedure in order to flash program the ECM. The ECM is flashed in order to
upgrade the software. Flash programming of the ECM must also be done if the ECM has been replaced.
The Caterpillar Electronic Technician (ET) contains the program WinFlash. WinFlash is used in order to
load software into the ECM. The following procedure is used in order to FLASH software into the brake
ECM.
1. Procedure
a. Connect the 7X-1425 Data Link Cable between the 7x-1700 Communication Adapter and
the Electronic Technician.
b. Connect the 139-4166 Data Link Cable between the 7x-1700 Communication Adapter and
the diagnostic connector of the machine.
c. Use WinFlash in order to load the software.
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"#//# /-

SMCS - 7610-510-BRK
Prior to the replacement of the ECM, ensure that replacement of the ECM is absolutely necessary. The
ECM is seldom the cause of a diagnostic code. Always check that power is available to the ECM.
Battery voltage is required between contacts J1-1 and J1-6 to contacts J2-2 and J2-5 of the ECM
connector.
Note: The trucks can be equipped with three possible configurations for the brake system: Integrated
Brake Electronic Control, Automatic Retarder Control (ARC) and Traction Control System (TCS).
1. Procedure
a. Turn the key start switch and the disconnect switch to the OFF position.
b. Remove the brake ECM.
c. Make sure that the replacement ECM has the correct part number.
d. Connect the machine harness to the ECM.
e. Install the replacement ECM.
f. Turn the disconnect switch and the key start switch to the ON position.
g. Determine if the ECM has been programmed or if the ECM has not been programmed.
Connect the Caterpillar Electronic Technician (ET) to the diagnostic connector of the
machine. The ET will communicate with the ECM. See Testing And Adjusting, "Electronic
Control Module (ECM) - Flash Program".
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Glossary of Electrical Terms

SMCS - 3121; 4801
Active - This term refers to the state of a diagnostic code. The diagnostic code is present when the
diagnostic code is active.
Alert Indicator - An alert indicator is a red indicator lamp that is located on the top portion of the main
display module. The alert indicator notifies the operator of an abnormal condition.
+Battery - This pertains to any of the harness wiring which is part of the circuit that connects to the
positive battery post. The +battery and the system voltage can be used with the same meaning.
+V - +V is a constant voltage that is supplied to a component in order to provide electrical power for the
operation of the component. +V is provided by an electronic control module or the battery.
Caterpillar Electronic Technician (ET) - This term describes a software program for a personal
computer (PC) that is used as a diagnostic service tool.
Component Identifier (CID) - The CID represents a diagnostic code. The CID is the code which
determines the component that is faulty in the system. The CID is a four digit code, that is located in the
digital display area when the main display module is in service mode.
Clear - This pertains to removing diagnostic information from the memory of the main display module.
Before clearing a diagnostic code, a diagnostic code must be on hold and a diagnostic code must not be
present.
Connector Contact - A connector contact is the component of a harness connector that actually makes
the electrical connection. Connector contacts are either pins or sockets.
Detected Diagnostic Code - A detected diagnostic code is a diagnostic code that has been found by the
main display module. A diagnostic code that has been recorded for the failure and diagnostic
information is available when the main display module is in service mode.
Diagnostic - This term is described by the following conditions: the showing, the monitoring and the
recording of information that is abnormal. Information about diagnostics is available from the following
modes: the service mode, status mode, tattletale mode and numeric readout mode.
Diagnostic Code - A diagnostic code is a failure of a component in an electronic system. A FMI and a
CID identify the type of diagnostic code.
Display - Display refers to the gauges, indicators or readouts within the Caterpillar Monitoring System
display area.
ECM - The ECM is the acronym for the Electronic Control Module.
Electronic Control Analyzer Programmer (ECAP) - The Electronic Control Analyzer Programmer is
used in order to program a variety of electronic controls. The ECAP is also used in order to diagnose a
variety of electronic controls. The ECAP is a dedicated computer. The ECAP is used in order to service
some CAT electronic controls.
occurred. The FMI consists of two digit code which is preceded by a decimal point ".". This code is
shown on the display area when the main display module is in service mode.
Harness Code - The harness code refers to the grounded condition or the open condition of the five
harness code inputs (connector contacts 3, 6, 12, 16, 22 and 31). The harness code provides the
characteristics of the machine such as the size of the engine, idle speed, tire size and attachments. The
Caterpillar Monitoring System operates on different machines. The system is installed on a machine.
The system must know the type of machine.
Jumper Wire - A jumper wire is a piece of wire that is used to make an electrical connection during
troubleshooting.
Lamp - A lamp is a component in the lighting circuit of the machine.
Machine Code - The machine code is a two digit number. The main module assigns this code to a
particular attachment code of a particular machine. Each sales model has a specific harness code.
Module Identifier (MID) - An MID is a diagnostic code that identifies the electronic control module
which diagnosed the diagnostic code. The two-digit code is displayed in the display area when the
machine is in the service mode.
Pulse Width Modulation (PWM) - The PWM is a signal that consists of variable pulse widths at fixed
intervals. The duty cycle can be varied. The frequency of a PWM signal is constant. The Caterpillar
Monitoring System has sensors which provide a PWM signal to the main display module.
Signal Wire - The signal wire is the harness wire that connects the sensor or the switch to the main
display module.
Switch Input - A switch input is any input of the main display module. The module is expecting to read
an open signal or the module is expecting to read a ground signal.
System Voltage - System voltage is the actual voltage that exists between the positive battery post and
the frame ground. System voltage is also known as +battery voltage.
Software Mismatch - Software Mismatch is the software that has a desired location code that does not
match the actual location code. This condition occurs when the brake ECM is flashed into the
Supply Voltage - Supply voltage is the constant voltage that is supplied to a component in order to
provide electrical power for the operation of the component. The voltage may be generated by the ECM.
The voltage can be supplied from the battery of the machine through the wiring.
Undetected Diagnostic Code - An undetected diagnostic code is a diagnostic code that still exists. The
diagnostic code is not found by the ECM. The diagnostic code is found by the operator or the diagnostic
code is found by a service person.
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System Schematic
SMCS - 7566-BRK
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
This is a simplified schematic of the brake electronic control system that is electrically correct. All
components are shown. However, some machines may not use all components. This schematic does not
show all harness connectors. Always see the Electrical System Schematic in the Service Manual for the
machine for an accurate schematic of a particular machine.
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"/0/-1."
General Information
SMCS - 3121; 4801
The diagnostics for a system's ECM can be accessed through any service tool in this list.
Caterpillar Electronic Technician (ET)
Electronic Control Analyzer Programmer (ECAP)
Troubleshooting a system requires additional information from the machine's Service Manual. The
additional manuals that may be required are the Electrical System Schematic, the Parts Manual and the
Operation and Maintenance Manual for the machine that is being serviced.
As a guide, a simplified system schematic is included at the end of this manual. For an accurate
representation of the machine that is being diagnosed, refer to Electrical System Schematic in the
Service Manual for the machine that is being serviced.
When the troubleshooting procedure instructs you to "REPAIR THE HARNESS", use the Electrical
System Schematic for the machine that is being serviced to trace the circuit. Perform continuity checks
at the harness connectors in order to locate harness failures. At the connectors of the components,
always check the ground circuit. There must be less than five ohms of resistance between any system
ground and the frame ground. Excessive ground resistance that is greater than five ohms can cause
incorrect diagnosing of problems.
During troubleshooting, inspect all connections before any component is replaced. If these connections
are not clean and tight, permanent electrical problems or intermittent electrical problems can result.
Check that the wires are pushed into the connectors completely. Make sure that the connections are tight
before other tests are made.
If wire insulation is punctured during troubleshooting, repair the damage. Seal the damaged wires with
8T-0065 RTV Silicone Sealant. Cover the sealant with two layers of 1P-0810 Tape .
Failure of an electrical component can cause the failure of other components. Also, failure of an
electrical component can be caused by the failure of other components. Always attempt to correct the
cause of an electrical system failure before you replace a component.
When you are removing the machine harness from any ECM, use the single screw in the center of the
harness connector.
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Service Tools
SMCS - 0785
Connections for the Electronic Technician (ET)
Table 1
Service Tools
Part Number Part
NEXG 4523 or Use the IBM-Compatible Computer (1) with the Caterpillar Electronic
Technician (ET) (4).
139-4166 or 7X-
1570 (2) Data Link Cable

7X-1425 or 4C-6805
(3) Adapter
7X-1700 (5) Communication Adapter Tool

9U-7330 or 146- Digital Multimeter
4080
8T-8726 (Cable Assembly)
9U-7246 Connector Repair Kit (Deutsch DT Connector)
In order to use the CAT® ET, order the following literature:
Special Publication, JERD2124, "ET Single Use Program License"
Special Publication, JEHP1026, "Information and Requirements Sheet"
Special Publication, JERD2129, "ET Engine and Machine Data Subscript"
Special Publication, JEBD3003, "ET Software - Getting Started Book"
Special Publication, JERD2142, "Data Subscription"
Special Publication, JEHP1026, "Information and Requirements Sheet"
See Troubleshooting, "Using Caterpillar Electronic Technician to Determine Diagnostic Codes" for
more information on the ET.
the use of the 6V-7070 Digital Multimeter, see Special Instruction, SEHS7734. The 7X-1710 Probe
Cable Group is used to measuring voltage at the connectors without needing to disconnect the
connectors. The probe cables are pushed into the back of the connector along the wire. The 8T-8726
Adapter Cable has a 3 pin breakout. The adapter cable is used for measurements in the sensor circuits.
1 #00, 2"". 1 % 3 6 ."0 2# -" 9" ""2"".

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"#- "#"/

SMCS - 7553-546-WW
General Information
The brake ECM is located in the rear compartment of the cab.
Location of the brake ECM
(1) Truck payload measurement system (TPMS)
(2) Transmission/chassis ECM
(3) Brake ECM
The service tool connector is located on the fuse panel behind the operator's seat.
Location of the service tool connector
(4) Service tool connector
(5) Service switches
(6) power supply for laptop computer
The Electrical System Schematic, Parts Manual and Operation and Maintenance Manual for the machine
that is being serviced should be used to locate electrical components and connectors.
The following information is a guide to reading the tables on the back of the Electrical System
Schematic.
The "Component Location" table uses white circles to mark the locations in the profile of the
machine and in the area views. Alphabetical letters in the "Machine Location" column indicate a
general area of the machine. Refer to the corresponding footnote at the end of the table for a
The "Harness Connector Location" table uses white circles to mark the locations in the general
view and in the area views. Alphabetical letters in the "Machine Location" column indicate a
general area of the machine. Refer to the corresponding footnote at the end of the table for a
Connector Contact Numbers
(1) Connector "J1"
(2) Connector "J2"
(3) Screw.
To remove the machine harness from the ECM, use screw (3) in the center of the harness connector.
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"/0#-""1
SMCS - 7610-BRK
The Caterpillar Electronic Technician (ET)
The Caterpillar Electronic Technician (ET) is a software program that is used to access data. The service
technician can use the ET in order to perform maintenance on the machine. Some of the options that are
available with the Caterpillar Electronic Technician are listed below:
View diagnostic codes. See Troubleshooting, "Using the Caterpillar Electronic Technician to
Determine Diagnostic Codes".
Viewing active event codes and logged event codes
View the status of parameters.
Clear active diagnostic codes and clear logged diagnostic codes
Perform calibration of machine systems.
Program the ECM (Flash). This is done with the "WINflash" program. See Testing and Adjusting,
Print reports.
The following list contains some of the diagnostic functions and programming functions that are
performed by the service tools.
The failures of the ECM system are displayed.
The status of most of the inputs and the outputs are displayed.
The settings for the ECM are displayed.
Display the status of the input and output parameters in real time.
Display the clock hour of the internal diagnostic clock.
The number of occurrences and the clock hour of the first occurrence and the last occurrence is
displayed for each logged diagnostic code.
The definition for each logged diagnostic code and each event is displayed.
Load new FLASH software.
See Troubleshooting, "Diagnostic Code List" for the list of diagnostic codes for the ECM.
Active diagnostic codes
Logged diagnostic codes
Event Codes
Logged Event Codes
Typical ET screen for logged events
An indicator for logged events is provided. The indicator allows the service technician to keep track of
event codes that are intermittent. The data for the logged event will include the following information:
An event identifier (EID)
A text description of the problem
The number of occurrences of the problem
A time stamp will display the first occurrence of the problem.
A time stamp will display the last occurrence of the problem.
Status Groups For The Electronic Technician
The Status groups are lists of machine parameters. The status of the parameters are shown in real time.
Typical ET Status Screen
Gauge Cluster Module
(1) Gauge warning area
(2) Pictograph symbol
Speedometer and Tachometer Module
(3) Tachometer
(4) Pictograph symbol
(5) Ground speed readout
(6) Actual gear readout
(7) Alert indicator
(8) Data logging indicator
(9) Message area
(10) Universal gauge
(11) Gauge warning area
This section contains a brief overview of the VIMS. This section contains the information that is needed
to complete the following tasks.
Get the diagnostic codes.
Run the service procedures.
Clear the diagnostic codes.
Note: For a full description of the VIMS, see Service Manual, RENR2630, "Vital Information
Management System".
The VIMS display components show the following information to the operator and/or the service
person.
The VIMS is operating properly. The key start switch is turned to the ON position. Some of the
VIMS outputs operate briefly. The VIMS performs a self test of the system.
The VIMS displays a value for the system condition. The VIMS continuously monitors all
machine systems.
An abnormal machine system condition (data event) exists. The VIMS continuously monitors the
machine systems. When an abnormal condition exists, the alert indicator (7) FLASHES. Also, the
message area (9) shows the system parameter that has an abnormal condition. Universal gauge
(10) also shows the approximate value of the abnormal parameter. The event is stored in the main
module memory. As the severity of the problem increases the action lamp FLASHES and the
action alarm SOUNDS.
The VIMS continuously checks for electrical problems in the VIMS. The VIMS monitors the
other electronic control module systems on the machine. The VIMS continuously checks for
failures, when a failure already exists. A detected maintenance event is shown on the message
area. A detected maintenance event is stored in the memory of the main module. See "Service
Operations".
The VIMS enters normal mode when the VIMS is powered up. Initiate a service operation with the
keypad in order to exit the normal mode. See "Service Operations".
Service Operations
The operator and/or the service person can initiate numerous VIMS service operations. A service
program code (SPC) is assigned to each service operations. Use the keypad to enter the service program
code into the VIMS. The service program code initiates the corresponding server operation. Some of the
service operations are listed in this table.
Table 1
VIMS Service Operations

Service Operation Service Program Service Program
Code Code Number

Attachment Code - Configure ATTACH (1) (288224)
Data Logger - Reset DLRES (35737)
Data Logger - Start/Stop DLOG (3564)
Display Backlighting - Set BLT (258)
Display Contrast - Set CON (266)

Display Language - Set LA (52)
Display Units - Set UN (86)
Event - Configure ESET (1) (3738)
Event Acknowledged - Show EACK (3225)
Event List - Show ELIST (35478)
Event Statistics - Show ESTAT (37828)
Lubrication Interval- Set LUBSET (582738)
Lubrication Manual - Start LUBMAN (582626)
Machine Status - Show MSTAT (67828)
Odometer - Set ODO (1) (636)
Resettable Totals - Reset RESET (73738)
Resettable Totals - Show TOT (868)
Road Analysis Control Sensitivity - Set RAC (1) (722)
Service Lamp - Reset SVCLIT (782548)
Service Lamp - Set SVCSET (1) (782738)
Snapshot Trigger - Configure ERSET (1) (37738)
System Self Test TEST (8378)
Truck Payload - Calibrate PAYCAL (1) (729225)
Truck Payload - Configure PAYCONF (1) (7292663)
VIMS Snapshot - Start EREC (3732)
(1) The service tool is required to be connected and communicating with the machine before this Service Program Code will
function.
"OK" Key - This key is used to complete entries on the keypad. This key is also used to acknowledge
events. Acknowledging an event will remove the event from the display temporarily. Severe events
cannot be acknowledged.
"Gauge Key" - The VIMS displays the checked parameters when the key is pressed. Depressing the
arrow keys will scroll through the parameters. First enter the parameter number. Then press the
"GAUGE" key in order to select a parameter.
"F1" Key - The "F1" key provides additional information about the event that is being displayed. The
"MID-CID-FMI" is displayed for the maintenance events. The current parameter value is displayed for
data events.
Each service program code is a unique number of one to ten digits. The service program codes have a
equivalent letter that describes the service operation. The letter equivalent allows an easier way to
remember the service program code for the operation. The English letter equivalent for each service
program code is shown in the parentheses. Different on board languages have no effect on the codes.
After entering the service program code on the keypad, the service code must be completed by
pressing the "OK" key within five seconds after entering the last SPC character.
Note: For a full description of the VIMS, see Service Manual, RENR2630, "Vital Information
Management System".
Main Display Module of the Caterpillar Monitoring System
(1) Low Engine Oil Pressure
(2) Parking Brake
(3) Torque Converter Oil Temperature or Brake Oil Temperature.
(4) Charging System Status
(5) Service Is Required.
(6) Air Filter Restriction
(7) Display Area
(8) Steering System Status
(9) Transmission OilFilter Restriction
(10) Low Engine Coolant Flow
(11) Diagnostic code indicator ("SERV CODE")
(12) Check Engine Status
The transmission/chassis ECM uses the main display module on the Caterpillar Monitoring System for
showing diagnostic information to service personnel. Diagnostic information concerning the
transmission/chassis ECM is sent on the Cat Data Link to the Caterpillar Monitoring System. Service
personnel must be familiar with the Caterpillar Monitoring System in order to troubleshoot the
For troubleshooting the Transmission/Chassis ECM, service personnel must place the Caterpillar
Monitoring System in the Service Mode (mode Number 3). The service switches (service switch, clear
switch, and calibrate switch) are used for changing the display modes of the monitor.
Diagnostic Codes
The transmission/chassis ECM detects diagnostic codes that occur with most of the inputs and the
outputs. A diagnostic code is detected when the signal at the connector contact of the ECM is outside a
valid range. The ECM then records the diagnostic code. If the diagnostic code goes away, the
information for the diagnostic code remains stored for future reference.
If the Transmission/Chassis ECM detects a diagnostic code, the operator is informed. An indicator in the
display area tells when a diagnostic code is currently present. When diagnostic code indicator (11) is
showing "SERV CODE", a diagnostic code is currently present.
When "SERV CODE" is OFF, a diagnostic code is not currently present. Diagnostic code indicator (11)
works in the same manner for other electronic controls that are reporting a diagnostic code to the
Caterpillar Monitoring System. Therefore, to determine the diagnostic code which is responsible for the
presence of "SERV CODE", it is necessary to enter the diagnostic scrolling mode or the service mode.
See Testing and Adjusting, "Using Caterpillar Monitoring System To Determine Diagnostic Codes".
Note: When certain diagnostic codes are present, the ECM may modify machine operation in order to
provide limited operation. This will allow the machine to "limp home" for troubleshooting.
Submodes
Submode 7.6 (Inputs of the Transmission Gear Switch)
Calibration mode is mode 7. Calibration mode is used in order to perform special functions of
calibration. The operation of calibration mode will vary depending on the machine and the system that is
being calibrated. There can be more than one calibration mode per application. The Service Manual
Module for the controls that require calibration mode should be used to determine the operation.
The position of the shift lever switch will be displayed on the left side of the display area. The position
of the transmission gear switch will be shown on the right side of the display. The sixth digit will show
"L", when the lockup clutch is engaged.
The cane is in neutral. The actual gear is in neutral. The lockup clutch is off.
The cane is in first speed reverse. The actual gear is in first speed reverse. The lockup clutch is off.
The cane is in third speed forward. The actual gear is in third speed forward. The lockup clutch is engaged.
The speed of the transmission output is shown on the display area.
The output speed of the transmission is 1834 rpm.
The speed of the torque converter output is shown on the display area.
The output speed of the torque converter is 1834 rpm.
The speed of the engine output is shown on the display area.
The output speed of the engine is 1834 rpm.
This mode displays the input of the hoist lever sensor to the transmission/chassis ECM or the output of
the hoist lever sensor to the transmission/chassis ECM. The input and the output can be different. This
will depend on the hoist lever strategy. When the machine is started with the hoist lever in the FLOAT
position, the input is different from the output. The hoist lever strategy will keep the body in the HOLD
position until the lever is cycled from the FLOAT position to the HOLD position and back to the
FLOAT position. Therefore, the input can be at the FLOAT position and the output will be at the HOLD
position.
In order to change the display from the input to the output, press the operator switch. The second digit
will be a "L" when the display is showing the input. The second digit will be an "O" when the display is
showing the output.
The hoist lever is in the HOLD position.
The hoist lever is in the 40% LOWER position.
The hoist lever is in the 80% RAISE position.
The hoist lever is in the 100% FLOAT position.
The output of the hoist lever is in the HOLD position.
The output of the hoist lever is in the 40% LOWER position.
The output of the hoist lever is in the 80% RAISE position.
The output of the hoist lever is in the SNUB position.
Submode 7.6 (Inputs Of The Transmission Gear Switch)
This mode displays the input signals of the transmission gear switch to the transmission/chassis ECM.
The inputs to the transmission gear switch correspond with the following contacts on the
transmission/chassis ECM: J1-29, J1-30, J1-31, J1-32, J1-33 and J1-35. A "0" will be displayed when an
input is grounded. A "1" will be displayed when the input is open. Two of the five wires for the gears
will be grounded in a normal position of the transmission gear. Contact 35 should always be grounded.
A "0" should always be displayed in the first digit. When the transmission gear switch and the harness
are functioning properly, three "0" and three "1" should be displayed for each gear.
Table 2
Digit On The Display Contact

First Digit J1-35
Second Digit J1-33
Third Digit J1-32
Fourth Digit J1-31
Fifth Digit J1-30
Sixth Digit J1-29
The Display Area Is Showing The NEUTRAL Position.
The Display Area Is Showing The REVERSE Position.
The Display Area Is Showing The FIRST GEAR Position.
The Display Area Is Showing The SECOND GEAR Position.
The Display Area Is Showing The THIRD GEAR Position.
The Display Area Is Showing The FOURTH GEAR Position.
The Display Area Is Showing The FIFTH GEAR Position.
The Display Area Is Showing The SIXTH GEAR Position.
The Display Area Is Showing The SEVENTH GEAR Position.
This mode tells the operator whether the economy shift is ON or OFF. The operator can select better
fuel economy. Also, the operator can select faster cycle times. The torque map that is used by the engine
control changes as this feature is turned on and off. The shift points that are used by the transmission
control change as this feature is turned on and off. "ON" is economy mode. "OFF" is full power mode.
When the economy shift is on, full power is still used in first gear and second gear. The economy torque
map is used in gears higher than second gear.
Use the service switch to turn this feature ON and OFF.
The Display Area Is Showing the Feature for the Economy Shift as OFF.
The Display Area is Showing the Feature for the Economy Shift as ON.
2 #11, /"". 2 % 3 6 ."1 /, "0 9" ""/"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
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+ , * ) ,-' . '. / $ .'&'0&0.. 12 .'&'0&0..
"/0#-"#1

SMCS - 7569
Diagnostic Codes Table

When the brake ECM detects an abnormal condition for a component in the system, a diagnostic code
will be activated for the component. When the ECM activates a diagnostic code for your machine, refer
to the corresponding procedure in the Troubleshooting section of this manual for the specific
troubleshooting procedure.
The following table indicates the diagnostic codes that can be activated by the brake ECM.
Table 1
Diagnostic Codes For The Brake ECM (MID 116) (1)

CID-FMI Description
CID 0084 Speed Sensor (Machine Ground Speed)
FMI 09 Abnormal update
CID 0091 Position Sensor (Throttle)

CID 0168 Electrical System Voltage

FMI 01 Below normal range
CID 0190 Speed Sensor (Engine)

FMI 02 Incorrect signal
CID 0248 CAT Data Link

CID 0269 Sensor Power Supply

FMI 00 Above normal range
FMI 01 Below normal range
CID 0291 Solenoid Valve (Engine Cooling Fan)

FMI 03 Voltage above normal
FMI 05 Current below normal
CID 0296 Electronic Control Module (Transmission/Chassis ECM)

FMI 12 Failed device or component
CID 0541 Pressure Sensor (Differential Oil)

FMI 04 Voltage below normal
CID 0544 Speed Sensor (Engine Cooling Fan)

FMI 02 Data erratic, intermittent or incorrect
CID 0590 Electronic Control Module (Engine)

CID 0607 Speed Sensor (Left Wheel)

CID 0608 Speed Sensor (Right Wheel)

CID 0689 Solenoid Valve (Left Rear Traction Control)

CID 0690 Solenoid Valve (Right Rear Traction Control)

CID 0700 Position Sensor (Transmission Gear)

CID 0701 Speed Sensor (Transmission Output)

CID 0702 Position Sensor (Transmission Shift Lever)

CID 0704 Pressure Switch (Service Brake)

CID 0710 Solenoid Valve (Auto Retarder Supply)

CID 0711 Solenoid Valve (Auto Retarder Control)

FMI 07 Improper response
CID 0712 Indicator Lamp (Retarder)

CID 0713 Rocker Switch (Auto Retarder)

CID 0714 Pressure Switch (Auto Retarder)

CID 0715 Pressure Switch (Retarder)

CID 0719 Proportional Solenoid Valve (Traction Control)

CID 0742 Relay (Brake Lamp)

CID 0796 Solenoid (Differential Fan)

CID 0800 Vital Information Monitoring System (VIMS)

FMI 12 Bad device or component
CID 0835 Temperature Sensor (Differential Oil)

CID 0849 Pressure Sensor (Air System)

CID 0966 Indicator Lamp (Traction Control)

CID 0967 Machine Application

CID 1225 Pressure Sensor (Left Parking Brake Oil)

CID 1226 Pressure Sensor (Right Parking Brake Oil)

CID 1229 Speed Sensor (Brake Cooling Pump)

CID 1230 Solenoid ( Brake Cooling Pump)

CID 1231 Solenoid (Front Brake Cooling Diverter)

CID 1232 Solenoid (Rear Axle Diverter)

CID 1326 Incorrect Location Code

CID 1437 Solenoid (Rear Axle Supply)

(1) For the Brake ECM, the MID is 116. This chart pertains only to diagnostic codes with a MID of 116.

The Module Identifier (MID) identifies the electronic control module that detected the diagnostic code.
Each electronic control module on the machine has a unique MID. Use table 2 in order to match the
MID for each diagnostic code to a specific electronic control module. The chart for the Module
Identifier (MID) is located on the Electrical System Schematic for your machine. See the chart if the
MID is not shown on the display of your machine. After the operator determines the electronic control
module that has detected the diagnostic code, see the service manual module for that particular ECM for
more troubleshooting information. The service manual for each ECM is part of the machine's Service
Manual.
If the MID is for the brake ECM, use this service manual module. The MID for the brake ECM is 116. If
the MID is different use the appropriate module.
Table 2
Description of the Module Identifier

MID Description
027 Transmission/Chassis ECM
030 Caterpillar Monitoring System
036 Engine ECM
049 VIMS Main Module
057 VIMS Interface Module 1
058 VIMS Interface Module 2
116 Brake ECM
Component Identifier (CID)

The Component Identifier (CID) is a code that describes the component that is believed to have caused
the failure. Each component that is monitored by the ECM will have a CID.
Failure Mode Identifier (FMI)

The codes for the Failure Mode Identifier (FMI) are defined by the SAE standards. The following list
contains a CAT version of definitions.
The diagram that follows will help you understand the use of failure mode identifiers that are associated
with sensors.
Detailed FMI Explanation
FMI 00 - "Data Valid But Above Normal Operating Range." Every electronic control module sets a
high limit for the "expected" operating range of the signal. The limit includes "over range" signals such
as high converter temperatures. A sensor that is still working but sending a signal above the expected
limit will cause an FMI 00 to be stored.
Some possible causes of FMI 00 are listed here:
Signal above normal
Calibration is needed. ("FMI 13 preferred")
For example, a certain PWM sensor is expected to generate a valid signal over 80 percent duty cycle. If
the sensor generates a signal of 81 percent duty cycle, the sensor is still working but the signal is above
the expected signal limits.
FMI 01 - "Data Valid But Below Normal Operating Range." Every electronic control module sets a
low limit for the "expected" operating range of the signal. The limit includes "under range" signals such
as a low "engine oil pressure signal" from a working sensor. A sensor that is still working but sending a
signal below the expected limit will cause an FMI 01 to be stored.
Signal below normal (Sensor)
Timing is retarded.
Calibration is needed. ("FMI 13 preferred")
For example, a certain PWM sensor is not expected to generate a PWM signal below 5 percent duty
cycle even with zero air pressure. If the sensor generates a signal of 4 percent duty cycle with the engine
shutdown, the sensor is still working but the signal is below the expected signal limits.
FMI 02 - "Data Erratic, Intermittent Or Incorrect." Signal data that is received from a component is
valid. The data that is received from the component has become intermittent or erratic. Data can be
correct sometimes and the data may be incorrect at other times. The communication that occurs between
electronic control modules also relates to this condition. For example, when VIMS is looking for the
engine speed from the electronic engine control over the Cat data link. The data has been intermittent 10
times in a 10 minute period.
Loose connections in switches, harness, etc.
Intermittent/erratic signal
Programmed data has changed.
Noisy signal
The signal is out of range. ("FMI 00 or FMI 01 preferred")
A failed power or ground connection to the ECM
Failed ECM
FMI 03 - "Voltage Above Normal Or Shorted High." The voltage that is received from a component
is higher than the expected value that is identified by the "CID". FMI 03 most often relates to a signal
circuit.
Some possible causes of an FMI 03 are listed here:
A "non-duty cycle related sensor output" is stuck at the maximum output of the sensor.
A harness that has the sensor signal wire shorted to any voltage that is greater than the voltage of
the sensor power supply.
A sensor signal wire is open in the machine harness between the sensor and the ECM. When a
sensor has been disconnected from an ECM the input circuit voltage is normally "pulled" up to a
positive level ("often 5.0 DCV").
A sensor signal contact of a failed ECM that is internally shorted to a positive voltage source
A failed ECM believes that a failure exists in a circuit that is working correctly. This is unlikely.
FMI 04 - "Voltage Below Normal Or Shorted Low." The voltage that is received from a component
is lower than the expected value that is identified by the "CID". FMI 04 most often relates to a signal
circuit. FMI 04 is very similar to FMI 06. FMI 04 can be used in place of FMI 06.
Some Possible causes of FMI 04 are listed here:
The sensor (switch)
The harness
The related ECM
A "non-duty cycle related sensor output" is stuck at the minimum output of the sensor.
The signal wire is shorted to ground in the harness.
The ECM has an internal short to ground on the connector contact of the signal input.
FMI 05 - "Current Below Normal Or Open Circuit." The current of the monitored circuit is below
normal. This usually results from an open circuit. FMI 05 is generally related to the circuit of an output
driver.
Open circuit or poor harness connection
High resistance circuit in a component ("relay coil")
Component in the open position (switch)
FMI 06 - "Current Above Normal Or Grounded Circuit." The current of the monitored circuit is
above normal. This code is most commonly caused by a circuit that is shorted to ground. This is very
similar to a FMI 04. This code can be used instead of a FMI 04.
A short to ground in the harness
Low resistance ("failure") in component coil ("relay")
The ECM has an internal short to ground on the connector contact of signal input.
FMI 07 - "Mechanical System Not Responding Properly." A mechanical system does not respond in
the expected manner when electrical commands are received from the ECM.
For example, a sluggish solenoid valve causes a slow shift.
Improper response of a component
Stuck component
Component failure
The engine is shutdown.
Improper machine operation
FMI 08 - "Abnormal Frequency, Pulse Width Or Period. "The frequency of the signal or the width
of a given signal pulse is not in the expected range.
Note: The period is the time in seconds for one cycle.
An open output circuit of a sensor
A failed output circuit of a sensor
Intermittent connections in the signal circuit
Misfire.
Noisy signals that are caused by a nearby radio or magnetic field
FMI 09 - "Abnormal Update" This code relates to the communication that occurs between electronic
control modules via a data link. This code occurs when the ECM is unable to receive required
information from another ECM via the data link. FMI 08 indicates that a lack of communications to an
ECM has occurred for at least 5 seconds.
Loose connections in the harness or switches
Failed power or ground connections to the ECM
No communication is available on the data link.
Abnormal update because of a mismatch of software between electronic control modules
Failure of the ECM
FMI 10 - "Abnormal Rate Of Change." The code is related to a signal that changes at a rate that is
different from the expected rate. The RATE OF CHANGE is outside of the expected limit. This value is
not outside of the expected maximum or minimum value.
For example, The ground speed increases too fast for normal operation. The output of the transmission
speed sensor is sending the ECM data that is erratic.
FMI 11 - "Failure Mode Not Identifiable." This code is used when an electronic control module
determines that multiple FMI codes are responsible for a single failure.
Mechanical failure
Machine damage to multiple circuits
FMI 12 - "Bad Device Or Component." The code is used for the situations that are listed here:
An ECM does not receive an expected response from another ECM via the data link.
An ECM receives an expected response from another ECM but the response is not valid.
An ECM is expected to send data periodically and the ECM does not send the data.
The ECM failed.
Failure of the data link
One or more electronic control modules with the incorrect software
FMI 13 - "Out Of Calibration." This code is used when the electrical signal of a given mechanical
condition is not within the expected limits of the ECM. The sensor needs calibration, adjustment or
replacement.
The possible causes of FMI 13 are listed here:
Calibration is required.
Data out of range
FMI 14, FMI 15 and FMI 20 - Codes are Not Used.
FMI 16 - "Parameter Not Available." The ECM that is providing data does not support the requested
parameter because the parameter is "not available". This code indicates a possible software mismatch
between the electronic control modules.
FMI 17 - "Module Not Responding." This code is used when the ECM ignores a request for data. The
ECM has failed or the wire harness has failed.
FMI 18 - "Sensor Supply Failure". This code is used when a parameter error is caused by a failed
power supply within the ECM that is supplying the voltage.
FMI 19 - "Conditions Not Met." This code is used when conditions that are defined in the software are
not met. FMI 19 or the actual FMI that is responsible for the failed trend condition will be recorded.
2 #33, /"". 2 % 4 7 ."3 /, /. :" ""/"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
! " # $%& $ ' # $% ( % )# *

+ , * ) ,-' . '. / $ .'&'0&0.. 12 .'&'0&0..
"#--.//0
Using Caterpillar Monitoring System to Determine Diagnostic

Codes
SMCS - 7490; 7569
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
General Information
Component location
(1) Service tool connector for the Caterpillar ET
(2) Two service switches for use with the Caterpillar Monitoring System.
(3) 12 volt 5 ampere power port
The fuse panel is shown in illustration 1. The fuse panel is located behind the operator seat.
The two service switches (2) are used in order to access the Caterpillar Monitoring System. The
diagnostic information that is stored in the memory can then be accessed. One switch is labelled with a
"S" in order to indicate the SET function. The other switch is labelled with a "C" in order to indicate the
CLEAR function. The diagnostic mode of the message center is changed by depressing both service
switches "S" and "C". The switches can then be released when the desired mode is shown on the display.
Procedure
Display area of the Caterpillar Monitoring system (old display)
Display area of the Caterpillar Monitoring system (new display)
The display area is showing the following information: Module Identifier (MID) (116), Component Identifier (CID) (0690)
and Failure Mode (FMI) (06).
(1) First display
(2) Module identifier (MID)
(3) SERV CODE indicator "SERV CODE"
(4) Second display
(5) Component identifier (CID)
(6) Failure mode identifier (FMI)
Use the following procedure in order to troubleshoot the diagnostic codes.
1. Place the Caterpillar Monitoring System in the service mode "3" by depressing both service
switches. Release the switches when mode "3" is shown on the display.
Note: The diagnostic scrolling mode may be entered in order to see the diagnostic codes, but the
diagnostic codes can be more easily diagnosed by using the service mode. The service mode
allows the diagnostic codes to be placed on hold for further investigation. The diagnostic code
must be cleared in the service mode after the problem is corrected.
2. The diagnostic code is shown and the diagnostic code is on hold at this time. The display toggles
between showing MID (3) and CID (5) and FMI (6). While you are in the service mode, screen (1)
will show "---" only when no diagnostic codes are shown.
3. Scroll through all of the diagnostic codes by depressing the service switch "S". The display
momentarily shows MID (3), CID (5) and FMI (6) for each diagnostic code. The word "End" is
shown after the last diagnostic code in the list.
4. Display the desired diagnostic code. The diagnostic code will be placed on hold if the service
switch is released.
5. Use the information from the MID in order to determine the ECM that is generating the diagnostic
code. If the MID is not 116, see Electrical System Schematic, "Module Identifier (MID) Table" of
the machine that is being serviced. Use the table to determine the ECM that has detected the
diagnostic code and see the service manual module for that electronic control. If the MID is 116,
use this Service Manual Module to troubleshoot the diagnostic code that generated the diagnostic
code.
6. Observe SERV CODE indicator (4) .
If SERV CODE indicator (4) shows "SERV CODE", then the diagnostic code that caused
the diagnostic code that is shown is currently present.
If SERV CODE indicator (4) is OFF, then the diagnostic code that caused the diagnostic
code that is shown is not present at this time.
7. Refer to the test procedure in Troubleshooting in order to troubleshoot the diagnostic code with
the same CID and the same FMI.
8. After a diagnostic code is corrected, clear the diagnostic code by depressing the clear switch while
the diagnostic code is on hold. After clearing, the display advances to the next available diagnostic
code.
9. Repeat Steps 2 through 8 for the remaining diagnostic codes. Return to the normal mode when
you are finished. Return to the normal mode by depressing the service switches until mode "0" is
shown on the display.
1 #22, 0"". 1 % 3 6 ."2 0/ ", 9" ""0"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
! " # $%& $ ' # $% ( % )# *

+ , * ) ,-' . '. / $ .'&'0&0.. 12 .'&'0&0..
"/0/-1..
Using Caterpillar Electronic Technician to Determine Diagnostic

Codes
SMCS - 0785-UE; 7569
Connections for the Communication Adapter II and the Electronic Technician (ET)
(1) Caterpillar Electronic Technician software
(2) Cable assembly (machine control to the Communication Adapter II)
(3) 171-4400 Communication Adapter Group 2
(4) Cable assembly (serial cable to "DB-9" connector)
Note: Caterpillar Electronic Technician (ET) is a software program that can be used on an IBM
compatible personal computer.
In order to use the Caterpillar Electronic Technician (ET), order the following materials: Special
Publication, JERD2124, "ET Single Use Program License", Special Publication, JEHP1026,
"Information and Requirements Sheet", 7X-1425 Data Link Cable and the Data Subscription and Special
Publication, JERD2142, "Data Subscription". The Special Publication, JEHP1026, "Information and
Requirements Sheet" lists the required hardware and the features of the ET.
The ET can be used to view diagnostic codes and the ET can be used to clear diagnostic codes. The
process of determining the diagnostic codes is easier and faster by using the ET. The ET can also display
information on the history of a diagnostic code and the parameter status of diagnostic codes. These
features allow the ET to be a useful tool for troubleshooting.
The ET will communicate with the electronic control modules over the Cat Data Link. The service
connector is located on the panel of the circuit breaker behind the seat of the operator. For more
information and the locations of the connectors, see Testing and Adjusting, "Electrical Component and
Connector Locations" and the Electrical System Schematic in your machine's Service Manual.
Connect the ET to the machine. Turn the key start switch to the RUN position. Start the ET. The ET will
initiate communications with the electronic control modules on the machine. The ET will list the
available electronic control modules on the machine after communication has been established. Choose
the menu item "Brake". Use the ET in order to determine the diagnostic codes. Follow the
troubleshooting procedures that correspond to the diagnostic codes.
Electronic Technician Screen For Available Electronic Control Modules
Status Groups For ET
The ET will use status groups in order to display information about the status of the parameters. Select
one of the status groups (1 through 5) for the brake ECM.
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MID 116 - CID 0084 - FMI 09

SMCS - 3175-038-OJ
Typical Cat Data Link connections
Note: The illustration for the Cat Data Link connections may not represent the connections for all
components on all of the machines covered by this manual. Refer to the electrical system schematic for
your machine in order to verify the Cat Data Link connections.
This diagnostic code is recorded when the brake ECM does not receive a ground speed signal on the Cat
Data Link. This diagnostic code is also recorded when the signal is abnormal.
Note: A diagnostic code that is related to the Cat Data Link (CID 0248) is recorded when a CID 0084
FMI 09 diagnostic code is present.
Note: Ensure that the CID 0084 FMI 09 diagnostic code is present. An intermittent diagnostic code
could be caused by a poor electrical connection of the Cat Data Link. The machine harness connectors
should be checked.
Poor connection in the Cat Data Link
Some problem exists and/or the engine ECM is blank.
B. Inspect the connections of the machine harness that are related to the Cat Data Link.
D. Turn the disconnect switch and the key start switch to the ON position.
Expected Result:
Results:
OK - The diagnostic code is NO longer active.
Repair: The diagnostic code is NOT present at this time. An intermittent connection may exist in
the Cat Data Link of the machine harness. Watch for a recurrence of this diagnostic code.
Stop.
NOT OK - The diagnostic code remains active. Proceed to Test Step 2.
Test Step 2. CHECK THE CIRCUIT OF THE CAT DATA LINK.
A. Use the Electrical System Schematic in the Service Manual of the machine in order to check the
circuit of the Cat Data Link. Check the circuit in the machine harness for continuity and shorts.
B. The following wires of the machine harness should be checked for continuity and shorts: wire
893-GN and wire 892-BR. Check from the brake ECM to the transmission/chassis ECM.
Expected Result:
The Cat Data Link in the machine harness is correct.
Results:
OK - The Cat Data Link in the machine harness is correct.
Repair: It is unlikely that the brake ECM is causing the diagnostic code. Exit this procedure and
perform this procedure again. If the cause of the diagnostic code is not found, replace the brake
ECM. See Testing And Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
NOT OK - The Cat Data Link in the machine harness has failed.
Repair: Repair the machine harness or replace the machine harness. Verify that the repair corrects
the diagnostic code.
Stop.
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MID 116 - CID 0091 - FMI 09

SMCS - 1913-038
This diagnostic code is recorded when the brake ECM does not receive the throttle position signal on the
Cat Data Link. The diagnostic code is also recorded when the signal is abnormal. The electronic engine
ECM sends the throttle position signal to the brake ECM over the Cat Data Link.
FMI 09 diagnostic code is present. Clear the CID 0248 diagnostic code after correcting and clearing the
CID 0091 diagnostic code.
should be checked.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0168 - FMI 01

SMCS - 1406-038
This diagnostic code is recorded when the ECM reads the electrical system voltage that is at contact J1-1
as being below normal range (less than 18 volts for two seconds).
A charging system component has failed.
The wire harness has failed.
This diagnostic code may cause the outputs of the ECM to operate incorrectly.
Ensure that CID 0168 FMI F01 is on hold. The "SERV CODE" indicator is illuminated.
A. Run the engine at high idle.
B. Measure the voltage at the battery posts.
Expected Result:
The voltage measures battery voltage.
Results:
YES - The voltage is greater than 18 DCV. This should not cause the diagnostic code. Proceed to
Test Step 2.
NO - The voltage is less than 18 DCV. The charging system is not correct.
Repair: Check the charging system. See Special Instruction, REHS0354, "Charging System
Troubleshooting".
Stop.
Test Step 2. CHECK THE SYSTEM VOLTAGE
B. Disconnect the machine harness from the ECM.
D. Run the machine at high idle.
E. At machine harness connector J1 for the ECM, measure the voltage between contact J1-1 and
contact J1-2.
Expected Result:
The voltage measures battery voltage.
Results:
YES - The voltage is greater 18 DCV. This should not cause the diagnostic code.
Repair: Verify that the diagnostic code is still present. If the cause of the diagnostic code is not
found, replace the ECM. See Testing And Adjusting, "Electronic Control Module (ECM) -
Replace".
Stop.
NO - The voltage is less than 18 DCV. The machine harness has failed.
Repair: Check the +battery circuit and the ground circuit in the machine harness. Inspect the
connectors and clean the connectors. Repair the machine harness or replace the machine harness.
Stop.
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MID 116 - CID 0190 - FMI 02

SMCS - 1907-038
Engine speed sensor connections
Note: Some truck models that are covered by this manual may have different wiring connections to the
ECM than the above illustration. Consult the electrical system schematic for your machine in order to
verify the wiring connections.
This diagnostic code is recorded when the ECM reads the signal of the engine speed sensor as being
incorrect. The signal that is being read by the ECM has the following characteristics: erratic, intermittent
and incorrect. The ECM determines that this condition exists by comparing the engine speed sensor
signal on the Cat Data Link from the engine ECM to the speed signal that is being received from the
engine speed sensor. A failure is recorded when the ECM detects an error in the engine speed sensor
signal. The signal is below the dropout signal level.
System Response:
The engine must be running. The ECM must receive the engine speed signal from the engine ECM in
order for the ECM to show this diagnostic code as being active.
Test Step 1. CHECK THE ADJUSTMENT OF THE SENSOR
B. Check the speed sensor adjustment. See Testing And Adjusting, "Speed Sensor - Adjust".
D. Start the engine and run the engine at low idle.
E. View the status of the diagnostic code. The diagnostic code is active or the diagnostic code is
NOT active.
Expected Result:
Results:
OK - The diagnostic code is still active. Proceed to Test Step 2.
NOT OK - The diagnostic code is NOT active.
caused by a poor electrical connection or a short at one of the harness connectors that was
Stop.
Test Step 2. CHECK THE RESISTANCE OF THE SENSOR
B. Disconnect the machine harness from the engine speed sensor.
C. Measure the resistance between the two contacts of the connector of the speed sensor.
Expected Result:
The resistance measurement should be approximately 140 Ohms.
Results:
OK - The resistance measurement is approximately 140 Ohms. Proceed to Test Step 3.
NOT OK - The resistance measurement is not approximately 140 Ohms.
Repair: The speed sensor has failed. Replace the sensor. Adjust the speed sensor properly during
the installation. See Testing And Adjusting, "Speed Sensor - Adjust".
Stop.
Test Step 3. CHECK THE RETURN CIRCUIT
Note: This step should be performed if the speed sensor connector contact 2 (return circuit) on your
machine is connected to frame ground. If the speed sensor connector contact 2 (return circuit) on your
machine is connected to an ECM return contact, proceed to the next Step.
A. The machine harness remains disconnected from the sensor.
C. At the machine harness connector for the sensor, measure the resistance between contact 2 wire
and frame ground.
Expected Result:
The resistance should measure 5 Ohms or less.
Results:
OK - The return circuit is correct. Proceed to Test Step 4.
NOT OK - The return circuit wire in the machine harness has excessive resistance (open).
Stop.
Test Step 4. CHECK THE SENSOR CIRCUIT FOR AN OPEN IN THE MACHINE HARNESS.
A. Place a jumper wire between the two contacts of the machine harness connector for the speed
sensor.
B. Disconnect connectors J1 and J2 from the machine harness of the brake ECM and the
transmission /chassis ECM. .
C. Measure the resistance from the sensor signal negative contact J2-35 to the sensor signal positive
contact J2-24 at the wiring harness for the brake ECM.
D. Measure the resistance from the sensor signal negative contact J2-35 to the sensor signal positive
contact J2-24 at the wiring harness for the transmission/chassis ECM.
Expected Result:
The resistance for each measurement should be less than 5.0 Ohms.
Results:
OK - The resistance is less than 5.0 Ohms. Proceed to Test Step 5.
NOT OK - The resistance is greater than 5.0 Ohms.
Repair: The sensor circuit is open in the machine harness. Repair the machine harness or replace
Stop.
Test Step 5. CHECK THE SENSOR CIRCUIT FOR A SHORT
The jumper between the two contacts of the speed sensor from the previous Test Step remains in place.
A. At the J1 and J2 wiring harness connectors for the brake ECM, measure the resistance between
contact J2-35 and all other J1 and J2 contacts.
B. At the J1 and J2 wiring harness connectors for the transmission/chassis ECM, measure the
resistance between contact J2-35 and all other J1 and J2 contacts.
Expected Result:
Each resistance measurement should be greater than 5000 Ohms.
Results:
OK - Each resistance was greater than 5000 Ohms. Proceed to Test Step 6.
NOT OK - One or more of the resistance measurements was less than 5000 Ohms.
Repair: There is a short in the machine harness. Remove the jumper and repeat this Test Step
with both wires of the sensor circuit in order to isolate which wire is shorted. The short is between
the sensor circuit wire and the circuit with the low resistance measurement. Repair the machine
harness or replace the machine harness.
Stop.
Test Step 6. CHECK IF THE DIAGNOSTIC CODE REMAINS
A. Clean the contacts of the harness connectors.
D. Start the engine and run the engine at low idle.
E. View the status of the diagnostic code. The diagnostic code is active or the diagnostic code is
NOT active.
Expected Result:
Results:
OK - The diagnostic code is still active.
Repair: The ECM is unlikely to have failed. Perform the procedures again. If the problem
remains, replace the speed sensor.After the replacement of the speed sensor, if the problem
remains, replace the brake ECM. See Testing and Adjusting, "Electronic Control Module (ECM) -
Replace".
Stop.
NOT OK - The diagnostic code is NOT active.
caused by a poor electrical connection or a short at one of the harness connectors that was
Stop.
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MID 116 - CID 0190 - FMI 09

SMCS - 1907-038
This diagnostic code is recorded when the brake ECM does not receive an engine speed signal from the
engine ECM over the Cat Data Link. This diagnostic code is also recorded when the signal is abnormal.
should be checked.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0248 - FMI 09

SMCS - 7610-038-BRK
This diagnostic code is recorded when the brake ECM does not receive the expected information from
the Cat Data Link. A CID 0248 diagnostic code is recorded whenever a diagnostic code that is related to
the Cat Data Link occurs.
The related diagnostic codes are listed below:
CID 0084 FMI 09
CID 0091 FMI 09
CID 0190 FMI 09
CID 0627 FMI 09
CID 0700 FMI 09
CID 0701 FMI 09
CID 0702 FMI 09
CID 0704 FMI 09
CID 0967 FMI 09
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0269 - FMI 00

SMCS - 7610-038-BRK
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
Schematic of the circuit for the sensor power supply
supply as being above normal.
Contact J2-15 (wire 767-WH) is shorted to the + battery circuit.
System Response:
Possible results that may occur for this condition are listed:
The TCS operates incorrectly.
Associated sensors log diagnostic codes.
Test Step 1. CHECK FOR A SHORT TO THE +BATTERY ON THE WIRE HARNESS
B. Disconnect the connector J2 from the brake ECM.
D. Measure the voltage between contact J2-15 of the wire harness and frame ground.
Expected Result:
The voltage should be 0 volts.
Results:
OK - The voltage is 0 volts. The circuit is correct. Proceed to Test Step 2.
NOT OK - Voltage is detected.
Repair: The wire harness is shorted to battery voltage. Repair the wire harness or replace the wire
harness.
Stop.
Test Step 2. CHECK FOR ACTIVE DIAGNOSTIC CODE
B. Reconnect connector J2 to the ECM.
D. Check for an active diagnostic code (CID 0269 FMI 00).
Expected Result:
The CID 0269 FMI 00 is not active.
Results:
OK - The CID 0269 FMI 00 is not active.
Repair: The problem does not exist at this time. Check all connectors on the wire harness and
clean all contacts in the connectors.
Stop.
NOT OK - The CID 0269 FMI 00 is active.
Stop.
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MID 116 - CID 0269 - FMI 01

SMCS - 7610-038-BRK
S/N - 5SS1-UP
S/N - 6YS1-UP
S/N - 7CS1-UP
S/N - 8AS1-UP
S/N - 9XS1-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - BBB1-UP
S/N - BCA1-UP
S/N - BDA1-UP
S/N - BEC1-UP
Schematic of the circuit for the sensor power supply
supply as being below normal.
Contact J2-15 (wire 767-WH) is shorted to the ground circuit.
System Response:
Possible results that may occur for this condition are listed:
The TCS operates incorrectly.
Associated sensors log diagnostic codes.
Test Step 1. CHECK FOR A SHORT TO FRAME GROUND IN THE WIRE HARNESS
B. Disconnect the connector J1 and J2 from the brake ECM.
C. Measure the resistance between contact J2-15 of the wire harness and frame ground.
Expected Result:
The resistance should be greater than 5000 Ohms.
Results:
OK - The resistance is greater than 5000 Ohms. The circuit is correct. Proceed to Test Step 2.
NOT OK - The resistance is less than 5000 Ohms.
Repair: The wire harness is shorted to ground. Repair the wire harness or replace the wire
harness.
Stop.
Test Step 2. CHECK FOR SHORT IN SENSOR
A. Reconnect the connector J1 and J2.
B. Disconnect the sensors in the sensor power supply: Speed sensor (right wheel) and Speed sensor
(left wheel).
D. Check for an active diagnostic code (CID 0269 FMI 00).
Expected Result:
The CID 0269 FMI 00 is not active.
Results:
OK - The CID 0269 FMI 00 is not active.
Repair: One of the sensors has failed. Reconnect the sensors one at a time until the diagnostic
code becomes active. When the code becomes active, the last sensor that was reconnected has
failed. Replace the sensor.
Stop.
NOT OK - The CID 0269 FMI 00 is active.
Stop.
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MID 116 - CID 0291 - FMI 05

SMCS - 1359-038-OD
Engine cooling fan solenoid connections
This diagnostic code is associated with the engine hydraulic cooling fan. The FMI 05 means that the
ECM has determined that the current for the solenoid is below normal. An open may exist in the circuit
for the solenoid.
Some possible causes of this diagnostic code are listed below:
The energize circuit of the solenoid is open.
The return circuit of the solenoid is open.
System Response:
When the CID 0291 FMI 05 diagnostic code is active, the machine response can be:
The engine cooling fan will operate at the minimum speed or will not operate.
The engine coolant temperature may increase.
Test Step 1. CHECK THE SOLENOID
A. Disconnect the solenoid from the machine harness.
B. At the machine harness connector for the solenoid, place a jumper wire from contact 1 (wire J816-
GN) to contact 2 (wire K927-BU).
C. Turn the disconnect switch and the key start switch to the ON position. Do not start the engine.
D. Observe the status of the CID 0291 FMI 05.
Expected Result:
The CID 0291 FMI 05 remains active.
Results:
YES - The diagnostic code remains active. The jumper wire does not affect the diagnostic code.
NO - The diagnostic is no longer active. The solenoid has failed.
Repair: The solenoid has failed. Repeat this Test Step "CHECK THE SOLENOID" in order to
verify the solenoid failure. Replace the solenoid. Verify that the new solenoid corrects the
problem.
Stop.
Test Step 2. CHECK THE HARNESS FOR AN OPEN
B. Disconnect the machine harness ECM connector J2 from the ECM.
C. The jumper wire that was installed in the previous Test Step remains in place.
D. At the machine harness connector J2 for the ECM, measure the resistance from contact J2-19
(wire J816-GN) to contact J2-3 (wire K927-BU).
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The machine harness is correct. Proceed to Test Step 3.
NOT OK - The resistance is greater than 5000 ohms. The resistance measurement is not correct.
There is an open circuit in the machine harness. A resistance measurement that is much greater
than 5 ohms but less than 5000 ohms could indicate that one of the connection points in the circuit
is not open but is not a good connection.
Repair: The open or possible bad connection is in wire J816-GN or in wire K927-BU of the
Stop.
A. Inspect the contacts of the harness connectors that are used in the solenoid circuit. Ensure that the
contacts are secure. Clean all of the contacts in the harness connectors.
Expected Result:
Results:
may have failed.
Repair: It is unlikely that the ECM has failed. Replace the solenoid. After solenoid replacement,
perform this procedure again. If the diagnostic code is still active, replace the ECM. See Testing
and Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
Repair: The initial diagnostic code was probably caused by a poor electrical connection at one of
operation.
Stop.
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MID 116 - CID 0291 - FMI 06

SMCS - 1359-038-OD
Engine cooling fan solenoid connections
This diagnostic code is associated with the engine hydraulic cooling fan. The FMI 06 means that the
ECM has determined that the current for the solenoid is above normal. There may be a short to ground
in the solenoid circuit.
Some possible causes of this diagnostic code are listed:
The energize circuit of the solenoid is shorted to ground.
System Response:
When the CID 0291 FMI 06 diagnostic code is active, the machine response will be:
The engine cooling fan will not operate correctly.
The coolant temperature may increase.
B. Observe the status of the diagnostic code.
C. Disconnect the solenoid with the active diagnostic code from the machine harness.
Expected Result:
CID 0291 FMI 06 changes to CID 0291 FMI 05 when the solenoid is disconnected.
Results:
YES - CID 0291 FMI 06 changes to CID 0291 FMI 05 when the solenoid is disconnected. The
circuit is correct.
Repair: The solenoid has failed. Repeat this test "CHECK THE SOLENOID" in order to verify
the solenoid failure. Replace the solenoid.
Stop.
NO - CID 0291 FMI 06 remains active. Proceed to Test Step 2.
Test Step 2. CHECK THE ENERGIZE CIRCUIT OF THE SOLENOID FOR A SHORT TO
GROUND
B. The solenoid remains disconnected from the machine harness.
C. Disconnect the machine harness ECM connectors J1 and J2 from the ECM.
D. At the machine harness ECM connectors, measure the resistance from the signal contact J2-19
(wire J816-GN) to frame ground or to a ground contact on connectors J1 or J2. The ground
contact on connector J2 is J2-3. The ground contacts on connector J1 are J1-2, J1-5, J1-7, J1-8, J1-
15, J1-16 and J1-21.
Expected Result:
The resistance measurement is greater than 5000 ohms.
Results:
OK - The resistance measurement is greater than 5000 ohms. The machine harness is correct.
NOT OK - The resistance measurement is not greater than 5000 ohms. There is a short in the
machine harness. The short is between J2-19 (wire J816-GN) and one of the grounded wires in the
machine harness.
Stop.
E. Check the status of the CID 0291 FMI 06 code.
Expected Result:
The CID 0291 FMI 06 code is still active.
Results:
YES - The CID 0291 FMI 06 code is still active. The diagnostic code has not been corrected. The
ECM may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0296 - FMI 09

SMCS - 7610-038-DTN
Cat Data Link connections
This diagnostic code is associated with the transmission/chassis ECM.
This diagnostic code is recorded when the brake ECM does not receive expected information from the
transmission/chassis ECM for a period of more than five seconds.
System Response:
This diagnostic code results in events that are logged against an ECM that can not be explained directly.
The brake ECM cannot communicate with the transmission/chassis ECM or the ECM appears to
communicate intermittently. Prior to performing this procedure, check for an active diagnostic code
of CID 0248 FMI 09. If this diagnostic code is present exit this procedure and perform the
diagnostic procedure for CID 0248 FMI 09.
A. Verify that the following information is correct:
The part number of the flash software for the transmission/chassis ECM
The part number of the transmission/chassis ECM
The part number of the flash software for the brake ECM
The part number of the brake ECM
Note: Consult the Business Unit that produces the product for the correct part numbers of the
flash software.
Expected Result:
All the part numbers are correct.
Results:
OK - All the part numbers are correct. Proceed to Test Step 2.
NOT OK - All the part numbers are NOT correct.
Repair: The ECM has the wrong part number or the incorrect software is installed. Replace the
ECM with a module that has the correct part number. Flash the correct software. See the Testing
and Adjusting, "Electronic Control Module (ECM) - Flash Program" section of this manual.
Stop.
B. Inspect all harness connections that are related to the Cat Data Link. Make sure that the
C. Check the connectors for proper mating. Ensure that all the seals are present and in place.
D. Check the harness for signs of damage or abrasion.
E. Check the wires at the connector. Ensure that the wires are secured tightly into the connector.
Take care not to pull the wire out of the connector.
F. Check the exposed wires at the connectors for nicks or signs of abrasion.
G. Check for moisture inside the connector.
H. Check the connectors for dirty contacts or corroded contacts.
I. Check each pin and each socket of the machine harness connectors. Ensure that the contacts are
properly installed. The contacts should mate correctly when the two pieces of the connector are
placed together.
Expected Result:
Results:
OK - The machine harness connectors are tight and free of corrosion. Proceed to Test Step 3.
NOT OK - The machine harness connectors are in need of repair.
Repair: Repair the machine harness and/or the connector or replace the machine harness and/or
the connector.
Stop.
B. Disconnect the machine harness from all electronic control modules that use the CatData Link.
C. At the machine harness for the brake ECM, measure the resistance between contacts J1-9 (wire
893-GN) and J1-3 (wire 892-BR) of the Cat Data Link and frame ground.
Expected Result:
The resistance is greater than 5000 Ohms.
Results:
OK - The resistance is greater than 5000 Ohms. The harness circuit resistance is correct. Proceed
to Test Step 4.
NOT OK - The resistance is less than 5000 Ohms. The machine harness has failed.
Repair: There is a short between frame ground and the Cat Data Link circuit in the machine
Stop.
Test Step 4. CHECK THE MACHINE HARNESS FOR A SHORT TO THE +BATTERY
CIRCUIT.
C. At the machine harness connector for the brake ECM, perform the checks that are listed here:
Measure the resistance between the connector contact J1-1 and connector contact J1-9 (wire
893-GN).
Measure the resistance between connector contact J1-1 and connector contact J1-3(wire
892-BR).
Expected Result:
Results:
OK - The harness circuit resistance is correct. Proceed to Test Step 5.
Repair: There is a short between the +battery circuit and the circuits of the Cat Data Link circuit
in the machine harness. Repair the machine harness or replace the machine harness.
Stop.
Test Step 5. CHECK FOR OPEN HARNESS
C. Check the continuity of the Cat Data Link circuit in the machine harness:
Measure the resistance between connector contact J1-9 (wire 893-GN) of the brake ECM
and connector contact J1-9 (wire 893-GN) of the transmission/chassis ECM.
Measure the resistance between connector contact J1-3 (wire 892-BR) of the brake ECM
and connector contact J1-3 (wire 892-BR) of the transmission/chassis ECM.
Expected Result:
The resistance measures less than 5 Ohms.
Results:
OK - The resistance is less than 5 Ohms. The Cat Data Link circuit in the machine harness is
correct. Proceed to Test Step 6.
NOT OK - The resistance is greater than 5 Ohms. The machine harness has failed.
Repair: The Cat Data Link circuit is open in the machine harness. Repair the machine harness or
Stop.
Test Step 6. CHECK FOR ADDITIONAL DIAGNOSTIC CODES FOR THE OTHER
ELECTRONIC CONTROL MODULES.
B. One at a time, reconnect the electronic control modules that use the Cat Data Link.
D. After each of the electronic control modules has been reconnected, check the Event List for
diagnostic codes that are logged against the electronic control module.
Expected Result:
Diagnostic codes are not present for the other electronic control modules in the event list.
Results:
OK - Diagnostic codes are not present for the other electronic control modules in the event list.
Repair: The brake ECM has failed. It is unlikely that the ECM has failed. Exit this procedure.
Perform this procedure again. If the failure is not found, check the +battery contacts and ground
contacts of the ECM. If these contacts are correct, replace the ECM.
Stop.
NOT OK - Diagnostic codes are present for the other electronic control modules (ECM) in the
event list.
Repair: The transmission/chassis ECM has failed. It is unlikely that the ECM has failed. Exit this
procedure. Perform this procedure again. If the failure is not found, replace the ECM. See the
Testing and Adjusting, "Electronic Control Module (ECM) - Replace" section of this manual.
Stop.
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MID 116 - CID 0296 - FMI 12

SMCS - 7610-038-DTN
This diagnostic code is associated with the transmission/chassis ECM.
transmission/chassis ECM for a period of more than five seconds.
System Response:
The brake ECM cannot communicate with the transmission/chassis ECM or the ECM appears to
communicate intermittently. Prior to performing this procedure, check for an active diagnostic code
of CID 0248 FMI 09. If this diagnostic code is present exit this procedure and perform the
diagnostic procedure for CID 0248 FMI 09.
The part number of the flash software for the transmission/chassis ECM
The part number of the transmission/chassis ECM
flash software.
Expected Result:
Results:
Stop.
placed together.
Expected Result:
Results:
the connector.
Stop.
B. Disconnect the machine harness from all electronic control modules that use the Cat Data Link.
Expected Result:
Results:
to Test Step 4.
Stop.
CIRCUIT.
893-GN).
892-BR).
Expected Result:
Results:
Stop.
and connector contact J1-9 (wire 893-GN) of the transmission/chassis ECM.
and connector contact J1-3 (wire 892-BR) of the transmission/chassis ECM.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
event list.
Repair: The transmission/chassis ECM has failed. It is unlikely that the ECM has failed. Exit this
procedure. Perform this procedure again. If the failure is not found, replace the ECM. See the
Testing and Adjusting, "Electronic Control Module (ECM) - Replace" section of this manual.
Stop.
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MID 116 - CID 0544 - FMI 02

SMCS - 1359-038-NS
Engine cooling fan speed sensor connections
This diagnostic code is recorded when the ECM compares certain machine conditions and the data
received from the sensor. The ECM will issue this diagnostic code if the sensor data is not within certain
parameters.
Possible sensor conditions that can cause this diagnostic code are listed:
The signal circuit is shorted to ground.
The speed sensor is not installed correctly.
The speed sensor has failed.
System Response:
When the CID 0544 FMI 02 diagnostic code is active. Machine response will be:
The ECM will not control the engine cooling fan correctly.
Note: Before performing the following Test Steps, check to see that the speed sensor is mounted
securely. If the speed sensor mount is secure and the CID 0544 FMI 02 code is active, proceed to Test
Step 1.
Test Step 1. CHECK THE RESISTANCE OF THE CASE OF THE SENSOR .
A. Turn the key start switch and the disconnect switch (if equipped) to the OFF position.
B. Disconnect the sensor from the machine harness.
C. At the sensor connector, measure the resistance between contact A and the case of the sensor and
between contactB and the case of the sensor.
Expected Result:
The resistance for each measurement is greater than 10,000 ohms.
Results:
OK - The resistance is greater than 10,000 ohms. Proceed to Test Step 2.
NOT OK - The resistance is NOT greater than 10,000 ohms. The speed sensor has failed.
Repair: Replace the sensor.
Stop.
Test Step 2. CHECK FOR AN OPEN WIRE IN THE MACHINE HARNESS.
A. The key start switch and the disconnect switch (if equipped) remain in the OFF position.
C. At the disconnected machine wiring harness connector for the sensor, connect a jumper between
contact A and contact B.
D. At the machine harness ECM connector, measure the resistance from contact J2-14 (wire Y785-
YL) to J2-20 (wire Y786-PU).
Expected Result:
Results:
OK - The resistance measurement is less than 5 ohms. The circuit is correct. Proceed to Test Step
3.
NOT OK - The resistance measurement is more than 5 ohms. The circuit is open in the machine
harness or there is a faulty connection in the machine harness.
Repair: Consult the complete electrical system schematic for this machine. Check all harness
connectors that are in the speed sensor circuit. Ensure that the contacts of the connectors are clean,
connected and secure. After checking the connectors, repeat this Test Step. If the problem
remains, check the circuit wiring for a broken wire. Repair the machine harness or replace the
machine harness.
Stop.
Test Step 3. CHECK FOR A SHORT IN THE SIGNAL CIRCUIT OF THE MACHINE
HARNESS.
Note: The machine harness connectors remain disconnected from the sensor and the ECM. Remove the
jumper that was installed in the last step.
B. At the machine harness connector for the ECM, measure the resistance between contacts J2-14 to
frame ground or to a ground contact on connectors J1 or J2. The ground contact on connector J2 is
J2-3. The ground contacts on connector J1 are J1-2, J1-5, J1-7, J1-8, J1-15, J1-16 and J1-21.
Expected Result:
Results:
OK - The resistance measurement is greater than 5000 ohms. Proceed to Test Step 4.
NOT OK - One or more of the measurements is less than 5000 ohms. There is a short in the
machine harness. The short is between signal contact J2-14 (wire Y785-YL) and one of the
grounded wires in the machine harness.
Stop.
wires are connected to the contacts and are secure. Clean all of the contacts in the harness
connectors.
C. Turn the disconnect switch (if equipped) and the key start switch to the ON position.
E. Check for an active diagnostic code of CID 0544 FMI 02.
Expected Result:
The diagnostic code of CID 0544 FMI 02 is not active.
Results:
OK - The diagnostic code of CID 0544 FMI 02 is not active. The failure is no longer present.
Repair: The diagnostic code was probably caused by a poor electrical connection or a short at one
of the harness connections that was disconnected and reconnected. Resume normal machine
operation.
Stop.
NOT OK - The diagnostic code of CID 0544 FMI 02 is active. The failure has not been corrected.
The ECM may have failed.
Repair: It is unlikely that the ECM has failed. Replace the speed sensor. After sensor
replacement, check for an active diagnostic code for the sensor. If this diagnostic code is still
active, exit this procedure and perform this procedure again. If the cause of the failure is not
found, then replace the ECM. Refer to Testing and Adjusting, "Electronic Control Module (ECM)
- Replace".
Stop.
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MID 116 - CID 0590 - FMI 09

SMCS - 1901-038
This diagnostic code is associated with the engine ECM.
engine ECM for a period of more than five seconds.
System Response:
The brake ECM cannot communicate with the engine ECM or the ECM appears to communicate
intermittently. Prior to performing this procedure, check for an active diagnostic code of CID 0248
FMI 09. If this diagnostic code is present exit this procedure and perform the diagnostic
procedure for CID 0248 FMI 09.
The part number of the flash software for the engine ECM
The part number of the engine ECM
flash software.
Expected Result:
Results:
Stop.
placed together.
Expected Result:
Results:
the connector.
Stop.
Expected Result:
Results:
to Test Step 4.
Stop.
CIRCUIT.
893-GN).
892-BR).
Expected Result:
Results:
Stop.
and connector contact J1-9 (wire 893-GN) of the engine ECM.
and connector contact J1-3 (wire 892-BR) of the engine ECM.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
event list.
Repair: The engine ECM has failed. It is unlikely that the ECM has failed. Exit this procedure.
Perform this procedure again. If the failure is not found, replace the ECM. See the Testing and
Adjusting, "Electronic Control Module (ECM) - Replace" section of this manual.
Stop.
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MID 116 - CID 0590 - FMI 12

SMCS - 1901-038
This diagnostic code is associated with the engine ECM.
engine ECM for a period of more than five seconds.
System Response:
The brake ECM cannot communicate with the engine ECM or the ECM appears to communicate
intermittently. Prior to performing this procedure, check for an active diagnostic code of CID 0248
FMI 09. If this diagnostic code is present exit this procedure and perform the diagnostic
procedure for CID 0248 FMI 09.
The part number of the flash software for the engine ECM
The part number of the engine ECM
flash software.
Expected Result:
Results:
Stop.
placed together.
Expected Result:
Results:
the connector.
Stop.
Expected Result:
Results:
to Test Step 4.
Stop.
CIRCUIT.
893-GN).
892-BR).
Expected Result:
Results:
Stop.
and connector contact J1-9 (wire 893-GN) of the engine ECM.
and connector contact J1-3 (wire 892-BR) of the engine ECM.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
event list.
Repair: The engine ECM has failed. It is unlikely that the ECM has failed. Exit this procedure.
Perform this procedure again. If the failure is not found, replace the ECM. See the Testing and
Adjusting, "Electronic Control Module (ECM) - Replace" section of this manual.
Stop.
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MID 116 - CID 0607 - FMI 02

SMCS - 4803-038-LT
Left rear wheel speed sensor connections
received from the left rear wheel speed sensor. The ECM will issue this diagnostic code if the sensor
data is not within certain parameters.
The power supply for the sensor is faulty.
Step 1.
Test Step 1. CHECK POWER SUPPLY CIRCUIT FOR THE SENSOR
A. Disconnect the sensor from the machines harness.
B. Turn the key start switch and the disconnect switch (if equipped) to the ON position.
C. At the machine harness connector for the sensor, measure the DC voltage between the +10 volt
supply contact A (wire 767-WH) and the ECM ground contact B (wire J767-GY).
Expected Result:
The DC supply voltage measures between 9 volts to 11 volts.
Results:
OK - The DC supply voltage is between 9 volts to 11 volts. The supply circuit is correct. Proceed
to Test Step 2.
NOT OK - The DC supply voltage is not between 9 volts to 11 volts. Proceed to Test Step 3.
Test Step 2. CHECK THE RESISTANCE OF THE CASE OF THE SENSOR
Note: The sensor remains disconnected from the machine harness.
B. At the sensor connector, measure the resistance between contact A and the case of the sensor,
between contact B and the case of the sensor and between contact C and the case of the sensor.
Expected Result:
Results:
OK - The resistance for each measurement is greater than 10,000 ohms. The sensor is not
internally shorted. Proceed to Test Step 3.
NOT OK - The resistance is NOT greater than 10,000 ohms. The speed sensor is shorted
internally.
Stop.
Test Step 3. CHECK FOR AN OPEN SIGNAL WIRE IN THE MACHINE HARNESS.
B. Disconnect the machine harness ECM connectors J1 and J2 from the ECM.
C. At the machine harness connector for the sensor, connect a jumper between contact B (wire J767-
GY) and contact C (wire 769-BU).
D. At the machine harness ECM connectors, measure the resistance from contact J1-16 (wire J767-
GY) to J1-38 (wire 769-BU).
Expected Result:
Results:
4.
NOT OK - The resistance measurement is more than 5 ohms. There is an open wire in the
machine harness or there is a faulty connection in the machine harness.
machine harness.
Stop.
HARNESS.
B. At the machine harness connector for the ECM, measure the resistance between contacts J2-38
(wire 769-BU) to frame ground or to a ground contact on connectors J1 or J2. The ground contact
on connector J2 is J2-3. The ground contacts on connector J1 are J1-2, J1-5, J1-7, J1-8, J1-15, J1-
16 and J1-21.
Expected Result:
Results:
machine harness. The short is between signal contact J2-38 (wire 769-BU) and one of the
Stop.
connectors.
Expected Result:
Results:
operation.
Stop.
The ECM has failed.
- Replace".
Stop.
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MID 116 - CID 0608 - FMI 02

SMCS - 4803-038-RI
Right rear wheel speed sensor connections
received from the right rear wheel speed sensor. The ECM will issue this diagnostic code if the sensor
data is not within certain parameters.
The power supply for the sensor is faulty.
Step 1.
Test Step 1. CHECK POWER SUPPLY CIRCUIT FOR THE SENSOR
A. Disconnect the sensor from the machines harness.
B. Turn the key start switch and the disconnect switch (if equipped) to the ON position.
C. At the machine harness connector for the sensor, measure the DC voltage between the +10 volt
supply contact A (wire 767-WH) and the ECM ground contact B (wire J767-GY).
Expected Result:
The DC supply voltage measures between 9 volts to 11 volts.
Results:
OK - The DC supply voltage is between 9 volts to 11 volts. The supply circuit is correct. Proceed
to Test Step 2.
NOT OK - The DC supply voltage is not between 9 volts to 11 volts. Proceed to Test Step 3.
Test Step 2. CHECK THE RESISTANCE OF THE CASE OF THE SENSOR
B. At the sensor connector, measure the resistance between contact A and the case of the sensor,
between contact B and the case of the sensor and between contact C and the case of the sensor.
Expected Result:
Results:
internally.
Stop.
Test Step 3. CHECK FOR AN OPEN SIGNAL WIRE IN THE MACHINE HARNESS.
B. Disconnect the machine harness ECM connectors J1 and J2 from the ECM.
C. At the machine harness connector for the sensor, connect a jumper between contact B (wire J767-
GY) and contact C (wire 770-GN).
D. At the machine harness ECM connectors, measure the resistance from contact J1-16 (wire J767-
GY) to J2-23 (wire 770-GN).
Expected Result:
Results:
4.
NOT OK - The resistance measurement is more than 5 ohms. There is an open wire in the
machine harness or there is a faulty connection in the machine harness.
machine harness.
Stop.
HARNESS.
(wire 770-GN) to frame ground or to a ground contact on connectors J1 or J2. The ground contact
on connector J2 is J2-3. The ground contacts on connector J1 are J1-2, J1-5, J1-7, J1-8, J1-15, J1-
16 and J1-21.
Expected Result:
Results:
machine harness. The short is between signal contact J2-23 (wire 770-GN) and one of the
Stop.
connectors.
Expected Result:
Results:
operation.
Stop.
The ECM has failed.
- Replace".
Stop.
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MID 116 - CID 0627 - FMI 09

SMCS - 1435-038-BRK
This diagnostic code is recorded when the brake ECM does not receive a signal for the parking brake on
the Cat Data Link. This diagnostic code is also recorded when the signal is abnormal.
should be checked.
Some problem exists and/or the transmission/chassis ECM is blank.
Expected Result:
Results:
Repair: The diagnostic code is NOT present at this time. A intermittent connection may exist in
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0689 - FMI 03

SMCS - 5479-038-BRK
Schematic of the selector solenoid valve (traction control)
This diagnostic code is associated with the left brake of the selector solenoid valve (traction control).
The FMI 03 means that the ECM has determined that the voltage of the solenoid circuit is above normal.
The energize circuit of the solenoid is shorted to the + battery circuit.
System Response:
The diagnostic code will be logged into memory and the traction control system (TCS) will be disabled.
THE +BATTERY CIRCUIT.
B. Disconnect the machine harness connectors from the solenoid and the ECM.
774-YL) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Each resistance measurement is greater than 5000 Ohms.
Results:
OK - Each resistance measurement is greater than 5000 Ohms. The machine harness is correct.
NOT OK - Each resistance measurement is not greater than 5000 Ohms. There is a short in the
machine harness. The short is between J1-11 (774-YL) and the circuit that has a low resistance
measurement.
Stop.
Expected Result:
Results:
failed.
Stop.
operation.
Stop.
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MID 116 - CID 0689 - FMI 05

SMCS - 5479-038-BRK
The FMI 05 means that the ECM has determined that the current of the solenoid is below normal.
The possible causes of this diagnostic code are listed below:
System Response:
B. Disconnect the solenoid with the active diagnostic code from the machine harness.
YL) to contact 4 (wire K952-BR).
Expected Result:
The CID 0689 FMI 05 remains active. The FMI has not changed and the "05" is still active.
Results:
problem.
Stop.
Test Step 2. CHECK THE HARNESS FOR AN OPEN.
B. Disconnect the machine harness connector(s) from the ECM.
C. The jumper wire that was installed in the previous test remains in place.
D. At the machine harness connector, measure the resistance from signal contact J1-11 (wire 774-
YL) to contact J1-7 (wire K952-BR).
Expected Result:
The resistance is less than 5.0 Ohms.
Results:
OK - The resistance is less than 5.0 Ohms. The machine harness is correct. Proceed to Test Step
3.
NOT OK - The resistance is greater than 5000 Ohms. The resistance measurement is not correct.
There is an open circuit in the machine harness.
Repair: The open is in wire 774-YL or in wire K952-BR of the machine harness. Repair the
machine harness or replace the machine harness.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0689 - FMI 06

SMCS - 5479-038-BRK
The FMI 06 means that the ECM has determined that the current of the solenoid is above normal.
System Response:
Expected Result:
Results:
circuit is correct.
Stop.
GROUND.
C. Disconnect the machine harness connector(s) from the ECM.
D. At the machine harness connector, measure the resistance from the signal contact J1-11 (wire 774-
YL) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-11 (wire 774-YL) and the circuit with the low resistance
measurement.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0690 - FMI 03

SMCS - 5479-038-BRK
This diagnostic code is associated with the right brake of the selector solenoid valve (traction control).
The FMI 03 means that the ECM has determined that the voltage of the solenoid circuit is above normal.
The energize circuit of the solenoid is shorted to the +battery circuit.
System Response:
775-BR) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-10 (775-BR) and the circuit that has a low resistance
measurement.
Stop.
Expected Result:
Results:
failed.
Stop.
operation.
Stop.
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MID 116 - CID 0690 - FMI 05

SMCS - 5479-038-BRK
The FMI 05 means that the ECM has determined that the current of the solenoid is below normal.
System Response:
BR) to contact 3 (wire K952-BR).
Expected Result:
Results:
problem.
Stop.
BR) to contact J1-7 (wire K952-BR).
Expected Result:
Results:
3.
Repair: The open is in wire 775-BR or in wire K952-BR of the machine harness. Repair the
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0690 - FMI 06

SMCS - 5479-038-BRK
The FMI 06 means that the ECM has determined that the current of the solenoid is above normal.
System Response:
Expected Result:
Results:
circuit is correct.
Stop.
GROUND.
BR) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-10 (wire 775-BR) and the circuit with the low resistance
measurement.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0700 - FMI 09

SMCS - 3061-038-PSN
This diagnostic code is recorded when the brake ECM does not receive a signal for the transmission gear
on the Cat Data Link. This diagnostic code is also recorded when the signal is abnormal.
should be checked.
Expected Result:
Results:
Repair: The diagnostic code is NOT present at this time. A intermittent connection may exist in
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0701 - FMI 09

SMCS - 3175-038-OJ
This diagnostic code is recorded when the brake ECM does not receive a signal for the transmission
output speed on the Cat Data Link. This diagnostic code is also recorded when the signal is abnormal.
should be checked.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0702 - FMI 09

SMCS - 5737-038-T3
This diagnostic code is recorded when the brake ECM does not receive a signal for the transmission
shift lever on the Cat Data Link. This diagnostic code is also recorded when the signal is abnormal.
should be checked.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0704 - FMI 09

SMCS - 1435-038-BRK
This diagnostic code is recorded when the brake ECM does not receive a service brake signal on the Cat
Data Link. This diagnostic code is also recorded when the signal is abnormal.
should be checked.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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MID 116 - CID 0710 - FMI 03

SMCS - 5479-038-BRK
Schematic of the solenoid valve (ARC supply solenoid)
This diagnostic code is associated with the solenoid valve (ARC supply solenoid). The FMI 03 means
that the ECM has determined that the voltage of the solenoid circuit is above normal.
System Response:
The diagnostic code will be logged into memory and the auto retarder system (ARC) will be disabled.
K989-BU) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-18 (K989-BU) and the circuit that has a low resistance
measurement.
Stop.
Expected Result:
Results:
failed.
Stop.
operation.
Stop.
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MID 116 - CID 0710 - FMI 05

SMCS - 5479-038-BRK
Schematic of the solenoid valve (ARC supply solenoid)
that the ECM has determined that the current of the solenoid is below normal.
System Response:
K989-BU) to contact 2 (wire K952-BR).
Expected Result:
Results:
problem.
Stop.
D. At the machine harness connector, measure the resistance from signal contact J1-18 (wire K989-
BU) to contact J1-7 (wire K952-BR).
Expected Result:
Results:
3.
Repair: The open is in wire K989-BU or in wire K952-BR of the machine harness. Repair the
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0710 - FMI 06

SMCS - 5479-038-BRK
that the ECM has determined that the current of the solenoid is above normal.
System Response:
Expected Result:
Results:
circuit is correct.
Stop.
GROUND.
D. At the machine harness connector, measure the resistance from the signal contact J1-18 (wire
K989-BU) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-18 (wire K989-BU) and the circuit with the low
resistance measurement.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0710 - FMI 12

SMCS - 5479-038-BRK
Schematic for the ARC supply solenoid
that the ECM has determined that the component has failed.
The solenoid valve has stuck open.
System Response:
When the ARC on/off switch is in the OFF position, the ECM will energize the ARC solenoid for one
second out of every five seconds. If pressure is detected, the diagnostic code of CID 0710 FMI 12 will
be set.
Test Step 1. CHECK FOR OTHER DIAGNOSTIC CODES
A. Place the ARC on/off switch in the OFF position.
B. Start the machine.
C. Verify that the diagnostic code of CID 0710 FMI 12 is active.
D. Check for diagnostic codes that are associated with the ARC system.
CID 0710
CID 0711
CID 0714
Expected Result:
There are no active diagnostic codes that are associated with the ARC system.
Results:
OK - There are no active diagnostic codes that are associated with the ARC system.
Repair: The valve for the ARC supply solenoid has stuck open. Replace the valve.If the
diagnostic code reoccurs and the valve has been replaced, the ECM may have failed. Replace the
Stop.
NOT OK - There are active diagnostic codes that are associated with the ARC system.
Repair: Perform the diagnostic code procedure for the active diagnostic code.
Stop.
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MID 116 - CID 0711 - FMI 03

SMCS - 5479-038-BRK
Schematic of the solenoid valve (ARC solenoid)
This diagnostic code is associated with the solenoid valve (ARC solenoid). The FMI 03 means that the
ECM has determined that the voltage of the solenoid circuit is above normal.
System Response:
K988-WH) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-12 (K988-WH) and the circuit that has a low resistance
measurement.
Stop.
Expected Result:
Results:
failed.
Stop.
operation.
Stop.
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MID 116 - CID 0711 - FMI 05

SMCS - 5479-038-BRK
ECM has determined that the current of the solenoid is below normal.
System Response:
K988-WH) to contact 2 (wire K952-BR).
Expected Result:
Results:
problem.
Stop.
D. At the machine harness connector, measure the resistance from signal contact J1-12 (wire K988-
WH) to contact J1-7 (wire K952-BR).
Expected Result:
Results:
3.
Repair: The open is in wire K988-WH or in wire K952-BR of the machine harness. Repair the
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0711 - FMI 06

SMCS - 5479-038-BRK
ECM has determined that the current of the solenoid is above normal.
System Response:
Expected Result:
Results:
circuit is correct.
Stop.
GROUND.
D. At the machine harness connector, measure the resistance from the signal contact J1-12 (wire
K988-WH) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-12 (wire K988-WH) and the circuit with the low
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0711 - FMI 07

SMCS - 5479-038-BRK
Schematic for the ARC solenoid
ECM has determined that the component has failed.
The solenoid valve has stuck open.
When the ECM is energizing the ARC solenoid for less than 10% of the time and pressure is detected
within the system, the diagnostic code of CID 0711 FMI 07 will be set.
System Response:
Test Step 1. CHECK FOR OTHER DIAGNOSTIC CODES
A. Place the ARC on/off switch in the OFF position.
B. Start the machine.
C. Verify that the diagnostic code of CID 0711 FMI 07 is active.
D. Check for diagnostic codes that are associated with the ARC system.
CID 0710 FMI 03
CID 0710 FMI 05
CID 0710 FMI 06
CID 0711 FMI 03
CID 0711 FMI 05
CID 0711 FMI 06
CID 0714 FMI 03
Expected Result:
There are no active diagnostic codes that are associated with the ARC system.
Results:
OK - There are no active diagnostic codes that are associated with the ARC system.
Repair: The valve for the ARC solenoid has stuck open. Replace the valve.If the diagnostic code
reoccurs and the valve has been replaced, the ECM may have failed. Replace the ECM. See
Stop.
NOT OK - There are active diagnostic codes that are associated with the ARC system.
Repair: Perform the diagnostic code procedure for the active diagnostic code.
Stop.
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MID 116 - CID 0711 - FMI 12

SMCS - 5479-038-BRK
The diagnostic code is recorded when the ECM is commanding the ARC solenoid and the ARC pressure
switch remains closed.
System Response:
Test Step 1.
A. Check for a diagnostic code that is related to the problem. The related diagnostic codes are listed:
CID 0710 FMI 05
CID 0711 FMI 05
CID 0714 FMI 03
CID 0715 FMI 03
Expected Result:
There are NO other related diagnostic codes.
Results:
OK - There are NO related diagnostic codes. Proceed to Test Step 2.
NOT OK - There are other related diagnostic codes.
Repair: Exit this procedure and perform the other related diagnostic codes.
Stop.
Test Step 2. CHECK THE FUNCTION OF THE SOLENOID.
A. Check for proper air supply pressure.
B. Check for a plugged manifold in the automatic retarder valve.
C. Check for a stuck control solenoid.
Expected Result:
The solenoid is functioning correctly.
Results:
OK - The function of the solenoid is correct.
Repair: Watch for a recurrence.
Stop.
NOT OK - The solenoid is NOT functioning correctly.
Repair: Replace the solenoid. Verify that the new solenoid corrects the problem.
Stop.
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MID 116 - CID 0712 - FMI 06

SMCS - 1408-038-LMP
Schematic of the indicator lamp (retarder)
This diagnostic code is associated with the indicator lamp (retarder). The FMI 06 means that the ECM
has determined that the current of the indicator lamp is above normal.
The energized circuit of the indicator lamp is shorted to ground.
System Response:
The diagnostic code will be logged into memory.
C. Disconnect the indicator lamp with the active diagnostic code from the machine harness.
Expected Result:
CID 0712 FMI 06 is no longer active when the indicator lamp is disconnected.
Results:
YES - CID 0712 FMI 06 is no longer active when the indicator lamp is disconnected. The circuit
is correct.
Repair: The indicator lamp has failed. Repeat this test "CHECK THE INDICATOR LAMP" in
order to verify the failure of the indicator lamp. Replace the indicator lamp.
Stop.
Test Step 2. CHECK THE ENERGIZED CIRCUIT OF THE INDICATOR LAMP FOR A
SHORT TO GROUND.
B. The indicator lamp remains disconnected from the machine harness.
GN) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-4 (wire 454-GN) and the circuit with the low resistance
measurement.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0713 - FMI 03

SMCS - 7332-038-BRK
Schematic of the rocker switch (auto retarder)
This diagnostic code is associated with the rocker switch (auto retarder). The switch is connected to two
inputs of the ECM. One contact is open and the other contact is grounded during proper operation.
This FMI 03 means that the ECM has determined that the normally open contact and the normally
closed contact are open.
Note: The following test procedure may create other diagnostic codes. Ignore these diagnostic codes and
clear the diagnostic codes when the original diagnostic code has been corrected. Ensure that the
diagnostic code of CID 0713 FMI 03 is active before performing this procedure.
System Response:
The ARC will activate when an engine overspeed condition exists.
Test Step 1. CHECK THE GROUND CIRCUIT OF THE SWITCH IN THE HARNESS.
C. Measure the resistance between contact J1-15 (wire J766-PU) of the machine harness for the ECM
and the contact 2 (wire J766-PU) .
Expected Result:
Results:
OK - The resistance is less than 5 Ohms. The circuit is correct. Proceed to Test Step 2.
NOT OK - The resistance is greater than 5000 Ohms. The circuit is open. The machine harness
has failed.
Stop.
Test Step 2. CHECK THE SWITCH CIRCUITS FOR A SHORT TO THE +BATTERY
CIRCUIT.
A. The machine harness connector(s) remains disconnected from the ECM.
B. The disconnect switch and the key start switch remain in the OFF position.
C. Disconnect contact 3 (wire K985-BR) and contact 1 (wire K986-PK) from the connector of the
switch.
D. At the machine harness connector for the ECM, measure the resistance from contact 3 (wire
K985-BR) and contact 1 (wire K986-PK) of the machine harness to all the contacts that are used
in the machine harness connectors for the ECM.
Expected Result:
Results:
OK - Each resistance measurement is greater than 5000 Ohms. The harness is correct. Proceed to
Test Step 3.
NO - One or more of the measurements were less than 5 Ohms. There is a short in the machine
harness.
Repair: The short is between wire K985-BR and the circuit with the lowest resistance
measurement or the short is between wire K986-PK and the circuit with the lowest resistance
Stop.
Test Step 3. CHECK THE SWITCH CIRCUITS IN THE HARNESS.
A. The machine harness remains disconnected from the ECM and the switch.
B. At the harness connector for the switch, connect a jumper wire between contact 3 (wire K985-BR)
and contact 1 (wire K986-PK).
C. At the harness connector for the ECM, measure the resistance from contact J1-13 (wire K985-BR)
to contact J1-14 (wire K986-PK).
Expected Result:
Results:
NOT OK - The resistance is greater than 5000 Ohms. The circuit is open.
Repair: The machine harness has failed. Repair the machine harness or replace the machine
harness.
Stop.
Test Step 4. CHECK THE OPERATION OF THE SWITCH.
A. Remove the jumper that was installed in the previous Test Step.
B. The machine harness remains disconnected from the switch.
C. Connect one lead from a multimeter to contact 2 (wire J766-PU) of the harness connector for the
switch.
D. Connect the other lead from a multimeter to contact 3 (wire K985-BR) of the harness connector
for the switch.
E. Measure the resistance between contact 2 (wire J766-PU) and contact 3 (wire K985-BR). Note the
resistance.
F. Disconnect the lead from contact 3 (wire K985-BR) and connect the lead to contact 1 (wire K986-
PK).
G. Measure the resistance between contact 2 (wire J766-PU) and contact 1 (wire K986-PK).
Expected Result:
The resistance from contact 2 to contact 1 is less than 5 Ohms, and the resistance from contact 2 to
contact 3 is greater than 5000 Ohms.
Results:
YES - The resistance from contact 2 to contact 1 is less than 5 Ohms, and the resistance from
contact 2 to contact 3 is greater than 5000 Ohms. The switch is operating correctly. Proceed to
Test Step 5.
NO - The resistance measurements do not differ for both contacts, or the measurements have not
changed from the previous Test Step. The switch has failed.
Stop.
Test Step 5. CHECK THE OPERATION OF THE SWITCH
A. The machine harness remains disconnected from the switch.
B. Press and hold the switch.
switch.
for the switch.
resistance.
PK).
G. Measure the resistance between contact 3 (wire K985-BR) and contact 1 (wire K986-PK).
Expected Result:
The resistance from contact 2 (wire J766-PU) to contact 3 (wire K985-BR) is less than 5 Ohms, and the
resistance from contact 2 (wire J766-PU) and contact 1 (wire K986-PK) is greater than 5000 Ohms.
These measurements are opposite of the measurements from the previous Test Step.
Results:
YES - The resistance from contact 2 to contact 3 is less than 5 Ohms, and the resistance from
contact 2 and contact 1 is greater than 5000 Ohms. These measurements are opposite of the
measurements from the previous Test Step. The switch is operating correctly. Proceed to Test Step
6.
Stop.
B. Reconnect all the harness connectors.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0713 - FMI 04

SMCS - 7332-038-BRK
Schematic of the rocker switch (auto retarder)
This diagnostic code is associated with the rocker switch (auto retarder). The switch is connected to two
inputs of the ECM. The inputs are "Normally Open" and "Normally Closed". One of the inputs is open
and the other input is grounded during proper operation.
The FMI 04 means that the ECM has determined that the "Normally Open" and "Normally Closed"
circuits are grounded.
Note: The following test procedure may create other diagnostic codes. Ignore these diagnostic codes and
clear these diagnostic codes when the original diagnostic code has been corrected. Ensure that the
diagnostic code of CID 0713 FMI 04 is active before performing this procedure.
System Response:
The ARC will activate when an engine overspeed condition exists.
Test Step 1. CHECK THE SWITCH
Expected Result:
The CID 0713 FMI 04 has been replaced by CID 0713 FMI 03.
Results:
OK - The CID 0713 FMI 04 has been replaced by CID 0713 FMI 03. The machine harness and
the ECM are correct. Proceed to Test Step 3.
NOT OK - The CID 0713 FMI 04 is still active. Proceed to Test Step 2.
Test Step 2. CHECK THE HARNESS
B. The machine harness remains disconnected from the switch.
D. Measure the resistance between contacts J1-13 (wire K985-BR) and J1-14 (wire K986-PK) of the
machine harness to all the contacts that are used in machine harness connectors for the ECM.
Expected Result:
Results:
YES - Each resistance measurement is greater than 5000 Ohms. The ECM has failed.
again. If the cause of the diagnostic code is not found, replace the ECM. See Testing And
Stop.
NO - One or more of the resistance measurements are less than 5 Ohms. The harness has failed.
The short is between J1-13 (wire K985-BR) and the circuit with the lowest resistance or the short
is between J1-14 (wire K986-PK) and the circuit with the lowest resistance.
Repair: Repair the wiring harness or replace the wiring harness.
Stop.
B. Connect one lead from a multimeter to contact 2 (wire J766-PU) of the harness connector for the
switch.
C. Connect the other lead from a multimeter to contact 3 (wire K985-BR) of the harness connector
for the switch.
D. Measure the resistance between contact 2 (wire J766-PU) and contact 3 (wire K985-BR). Note the
resistance.
E. Disconnect the lead from contact 3 (wire K985-BR) and connect the lead to contact 1 (wire K986-
PK).
F. Measure the resistance between contact 3 (wire K985-BR) and contact 1 (wire K986-PK).
Expected Result:
The resistance from contact 2 (wire J766-PU) to contact 1 (wire K986-PK) is less than 5 Ohms, and the
resistance from contact 2 (wire J766-PU) to contact 3 (wire K985-BR) is greater than 5000 Ohms.
Results:
YES - The resistance from contact 2 (wire J766-PU) to contact 1 (wire K986-PK) is less than 5
Ohms, and the resistance from contact 2 (wire J766-PU) to contact 3 (wire K985-BR) is greater
than 5000 Ohms. Proceed to Test Step 4.
NO - The resistance measurements do not differ. The switch has failed.
Stop.
B. Press and hold the switch.
switch.
for the switch.
resistance.
PK).
G. Measure the resistance between contact 2 (wire J766-PU) and contact 1 (wire K986-PK).
Expected Result:
The resistance from contact 2 (wire J766-PU) to contact 3 (wire K985-BR) is less than 5 Ohms, and the
resistance from contact 2 (wire J766-PU) and contact 1 (wire K986-PK) is greater than 5000 Ohms.
These measurements are opposite of the measurements from the previous Test Step.
Results:
YES - The resistance from contact 2 (wire J766-PU) to contact 3 (wire K985-BR) is less than 5
Ohms, and the resistance from contact 2 (wire J766-PU) and contact 1 (wire K986-PK) is greater
than 5000 Ohms. These measurements are opposite of the measurements from the previous Test
Step. The switch is operating correctly. Proceed to Test Step 5.
Stop.
E. Determine if CID 0713 FMI 04 is present.
Expected Result:
Results:
may have failed.
Stop.
NO - The CID 0713 FMI 04 is not active. The diagnostic code is NOT present. The diagnostic
code does not exist at this time.
operation.
Stop.
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MID 116 - CID 0714 - FMI 03

SMCS - 1435-038-BRK
Schematic for the ARC pressure switch
This diagnostic code is recorded when the ECM detects the presence of pressure for the ARC and the
system should have no pressure.
Note: Ensure that the CID 0714 FMI 03 is present and active.
System Response:
When the supply solenoid and the control solenoid have not been activated by the ECM and the pressure
switch is open, the diagnostic code will be set.
C. Disconnect the pressure switch from the machine wiring harness.
D. Temporarily jumper wire (K991-OR) to wire (J766-PU) at the machine wiring harness.
Expected Result:
Results:
OK - The diagnostic code is no longer active.
Repair: The pressure switch has failed. Replace the ARC pressure switch.
Stop.
NOT OK - The diagnostic code is still active. Proceed to Test Step 2.
Test Step 2. CHECK THE SWITCH CIRCUIT
B. The jumper of the previous Test Step remains intact.
C. Disconnect the machine harness from the brake ECM.
D. Measure the resistance between contact J1-20 (wire K991-OR) and contact J1-15 (wire J766-PU).
Expected Result:
The resistance should be less than 5 Ohms.
Results:
Repair: The resistance of the harness circuit is correct. It is unlikely that the ECM has failed. Exit
this procedure and perform the Test Steps again. Replace the brake ECM if the cause of the
diagnostic code is not found. See Testing And Adjusting, "Electronic Control Module (ECM) -
Replace".
Stop.
NOT OK - The resistance is greater than 5 Ohms.
Repair: The wire harness has an open in the circuit. Disconnect all connectors and clean all
connections. Repair the wire harness or replace the wire harness.
Stop.
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MID 116 - CID 0715 - FMI 03

SMCS - 1435-038-BRK
Schematic for the retarder pressure switch
This diagnostic code is recorded when the ECM detects the presence of pressure for the retarder system
and the system should have no pressure.
Note: Ensure that the CID 0715 FMI 03 is present and active.
System Response:
When the supply solenoid and the control solenoid have not been activated by the ECM and the pressure
switch is open, the diagnostic code will be set.
C. Disconnect the pressure switch from the machine wiring harness.
D. Temporarily jumper wire (K992-PU) to wire (J766-PU) at the machine wiring harness.
Expected Result:
Results:
OK - The diagnostic code is no longer active.
Repair: The pressure switch has failed. Replace the pressure switch.
Stop.
NOT OK - The diagnostic code is still active. Proceed to Test Step 2.
Test Step 2. CHECK THE SWITCH CIRCUIT
B. The jumper of the previous Test Step remains intact.
C. Disconnect the machine harness from the brake ECM.
D. Measure the resistance between contact J1-23 (wire K992-PU) and contact J1-15 (wire J766-PU).
Expected Result:
The resistance should be less than 5 Ohms.
Results:
Repair: The resistance of the harness circuit is correct. It is unlikely that the ECM has failed. Exit
this procedure and perform the Test Steps again. Replace the brake ECM if the cause of the
Replace".
Stop.
NOT OK - The resistance is greater than 5 Ohms.
Repair: The wire harness has an open in the circuit. Disconnect all connectors and clean all
connections. Repair the wire harness or replace the wire harness.
Stop.
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"#-/0012
MID 116 - CID 0719 - FMI 03

SMCS - 5479-038-BRK
Schematic of the proportional solenoid valve (traction control)
This diagnostic code is associated with the proportional solenoid valve for traction control. The FMI 03
means that the ECM has determined that the voltage of the solenoid circuit is above normal.
System Response:
773-GY) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-17 (773-GY) and the circuit that has a low resistance
measurement.
Stop.
Expected Result:
Results:
failed.
Stop.
operation.
Stop.
3 #00, 1"". 3 % 4 7 ."0 2" ,2 :" ""1"".

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"#-/00/-
MID 116 - CID 0719 - FMI 05

SMCS - 5479-038-BRK
Schematic of the proportional solenoid valve for traction control
means that the ECM has determined that the current of the solenoid is below normal.
System Response:
GY) to contact 2 (wire K952-BR).
Expected Result:
Results:
problem.
Stop.
GY) to contact J1-7 (wire K952-BR).
Expected Result:
Results:
3.
Repair: The open is in wire 773-GY or in wire K952-BR of the machine harness. Repair the
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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"#-/00
MID 116 - CID 0719 - FMI 06

SMCS - 5479-038-BRK
Schematic of the proportional solenoid valve for traction control
means that the ECM has determined that the current of the solenoid is above normal.
System Response:
Expected Result:
Results:
circuit is correct.
Stop.
GROUND.
GY) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-17 (wire 773-GY) and the circuit with the low
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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"/0#1-.,
MID 116 - CID 0796 - FMI 03

SMCS - 5479-038
Rear axle cooling fan solenoid connections
This diagnostic code is associated with the rear axle cooling fan (attachment) solenoid. The FMI 03
means that the ECM has determined that the voltage of the solenoid circuit is above normal.
Some possible causes of the diagnostic code are listed:
System Response:
The ECM will not control the differential cooling fan
The differential cooling fan may run at maximum speed when the key switch is ON.
THE +BATTERY CIRCUIT
B. Disconnect the machine harness connector from the solenoid. Disconnect the machine harness
connectors J-1 and J-2 from the ECM.
C. At the machine harness ECM connector J2, measure the resistance from contact J2-1 (wire C411-
OR) to all J-1 and J-2 contacts that are connected to +battery. The J-1 +battery contacts are J1-1,
J1-6, J1-28 and J1-40. No J-2 contacts are connected to +battery.
Expected Result:
Results:
machine harness. The short is between J2-1 (wire C411-OR) and the circuit that has a low
Stop.
Test Step 2. CHECK IF THE DIAGNOSTIC CODE IS STILL ACTIVE
E. Determine if the CID 0796 FMI 03 code is active.
Expected Result:
The CID 0796 FMI 03 code is active.
Results:
YES - The CID 0796 FMI 03 code is active.
Repair: Repeat this procedure. If the problem remains, replace the solenoid. After the solenoid is
replaced, repeat this Test Step again. If the diagnostic code is still active, the ECM may be faulty.
It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the
cause of the diagnostic code is not found, replace the ECM. See Testing and Adjusting,
Stop.
NO - The CID 0796 FMI 03 code is not active. The problem does not exist at this time.
operation.
Stop.
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"/0#12 2
MID 116 - CID 0796 - FMI 05

SMCS - 5479-038
means that the ECM has determined that the current for the solenoid is below normal. An open may
exist in the circuit for the solenoid.
System Response:
The differential cooling fan will operate at the minimum speed or will not operate.
B. At the machine harness connector for the solenoid, place a jumper wire from contact 1 (wire
C411-OR) to contact 2 (wire K927-BU).
Expected Result:
Results:
problem.
Stop.
D. At the machine harness connector J2 for the ECM, measure the resistance from contact J2-1 (wire
C411-OR) to contact J2-3 (wire K927-BU).
Expected Result:
Results:
Repair: The open or possible bad connection is in wire C411-OR or in wire K927-BU of the
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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"/0#121"
MID 116 - CID 0796 - FMI 06

SMCS - 5479-038
means that the ECM has determined that the current for the solenoid is above normal. There may be a
short to ground in the solenoid circuit.
System Response:
The rear axle cooling fan will not operate correctly.
Expected Result:
Results:
circuit is correct.
Stop.
GROUND
(wire C411-OR) to frame ground or to a ground contact on connectors J1 or J2. The ground
15, J1-16 and J1-21.
Expected Result:
Results:
machine harness. The short is between J2-1 (wire C411-OR) and one of the grounded wires in the
machine harness.
Stop.
Expected Result:
Results:
Stop.
operation.
Stop.
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MID 116 - CID 0800 - FMI 09

SMCS - 7601-038
This diagnostic code is recorded when the Brake ECM does not receive expected information from the
VIMS ECM for a period of more than five seconds.
System Response:
This failure results in events that are logged against an ECM that can not be explained directly. The
Brake ECM cannot communicate with the VIMS ECM or the ECM appears to communicate
intermittently.
The part number of the flash software for the Brake ECM
The part number of the flash software for the VIMS ECM
The part number of the Brake ECM
The part number of the VIMS ECM
Note: Consult your Caterpillar Dealer for the correct part numbers of the flash software.
Expected Result:
All of the part numbers are correct.
Results:
OK - All of the part numbers are correct. Proceed to Test Step 2.
NOT OK - All of the part numbers are not correct.
Repair: The installed Brake ECM or the VIMS ECM have the wrong part number or the incorrect
flash software is installed. Replace the incorrect Brake ECM or the VIMS ECM with a module
that has the correct part number. Flash the correct software. See the Testing and Adjusting,
"Electronic Control Module (ECM)-Flash Programming" section for additional information.
Stop.
I. Check each pin and check each socket of the machine harness connectors. Ensure that the contacts
are properly installed. The contacts should mate correctly when the two pieces of the connector
are placed together.
Expected Result:
Results:
Stop.
B. Disconnect the machine harness connectors from all electronic control modules that use the Cat
Data Link.
C. At the machine harness for the Brake ECM, measure the resistance between frame ground and
connector contacts J1-9 (wire 893-GN) and J1-3 (wire 892-BR) of the Cat Data Link circuit.
Expected Result:
Results:
to Test Step 4.
Repair: There is a short between frame ground and contacts J1-9 (wire 893-GN) and J1-3 (wire
892-BR) of the Cat Data Link circuit in the machine harness. Repair the machine harness or
Stop.
Test Step 4. CHECK FOR SHORT TO THE +BATTERY CIRCUIT
C. At the machine harness connector for the Brake ECM, perform the checks that are listed here:
Measure the resistance between the connector contact J1-1 (wire 176-OR) and connector
contact J1-9 (wire 893-GN).
Measure the resistance between connector contact J1-1 (wire 176-OR) and connector
contact J1-3 (wire 892-BR).
Expected Result:
Results:
Repair: There is a short between the +battery circuit and contacts J1-9 (wire 893-GN) and J1-3
(wire 892-BR) of the Cat Data Llink circuit in the machine harness. Repair the machine harness or
Stop.
C. Check the resistance of the Cat Data Link circuit in the machine harness:
Measure the resistance between connector contact J1-9 (wire 893-GN) of the Brake ECM
and connector contact J1-7 (wire 893-GN) of the VIMS ECM.
Measure the resistance between connector contact J1-3 (wire 892-BR) of the Brake ECM
and connector contact J1-6 (wire 892-BR) of the VIMS ECM.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The Cat Data Link circuit in the machine harness is
Stop.
D. After each of the electronic control modules has been reconnected, check for diagnostic codes that
are logged against that electronic control module.
Expected Result:
Diagnostic codes are not present for the other electronic control modules.
Results:
OK - Diagnostic codes are not present for the other electronic control modules. The VIMS ECM
has failed.
again. If the failure is not found, replace the ECM.
Stop.
NOT OK - Diagnostic codes are present for the other electronic control modules. The Brake ECM
has failed.
Repair: It is unlikely that the ECM has failed. Exit this procedure. Perform this procedure again.
If the failure is not found, replace the ECM. See the Testing and Adjusting, "Electronic Control
Module (ECM) - Replace" section.
Stop.
2 #11, /"". 2 % 3 6 ."1 0/ /. 9" ""/"".

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"/0/",.0
MID 116 - CID 0800 - FMI 12

SMCS - 7601-038
This diagnostic code is recorded when the Brake ECM does not receive expected information from the
VIMS ECM for a period of more than five seconds.
System Response:
This failure results in events that are logged against an ECM that can not be explained directly. The
Brake ECM cannot communicate with the VIMS ECM or the ECM appears to communicate
intermittently.
The part number of the flash software for the Brake ECM
The part number of the flash software for the VIMS ECM
The part number of the Brake ECM
The part number of the VIMS ECM
Note: Consult your Caterpillar Dealer for the correct part numbers of the flash software.
Expected Result:
All of the part numbers are correct.
Results:
OK - All of the part numbers are correct. Proceed to Test Step 2.
NOT OK - All of the part numbers are not correct.
Repair: The installed Brake ECM or the VIMS ECM have the wrong part number or the incorrect
flash software is installed. Replace the incorrect Brake ECM or the VIMS ECM with a module
that has the correct part number. Flash the correct software. See the Testing and Adjusting,
"Electronic Control Module (ECM)-Flash Programming" section for additional information.
Stop.
I. Check each pin and check each socket of the machine harness connectors. Ensure that the contacts
are properly installed. The contacts should mate correctly when the two pieces of the connector
are placed together.
Expected Result:
Results:
Stop.
B. Disconnect the machine harness connectors from all electronic control modules that use the Cat
Data Link.
C. At the machine harness for the Brake ECM, measure the resistance between frame ground and
connector contacts J1-9 (wire 893-GN) and J1-3 (wire 892-BR) of the Cat Data Link circuit.
Expected Result:
Results:
to Test Step 4.
Repair: There is a short between frame ground and contacts J1-9 (wire 893-GN) and J1-3 (wire
892-BR) of the Cat Data Link circuit in the machine harness. Repair the machine harness or
Stop.
Test Step 4. CHECK FOR SHORT TO THE +BATTERY CIRCUIT
C. At the machine harness connector for the Brake ECM, perform the checks that are listed here:
Measure the resistance between the connector contact J1-1 (wire 176-OR) and connector
contact J1-9 (wire 893-GN).
Measure the resistance between connector contact J1-1 (wire 176-OR) and connector
contact J1-3 (wire 892-BR).
Expected Result:
Results:
Repair: There is a short between the +battery circuit and contacts J1-9 (wire 893-GN) and J1-3
(wire 892-BR) of the Cat Data Link circuit in the machine harness. Repair the machine harness or
Stop.
C. Check the resistance of the Cat Data Link circuit in the machine harness:
Measure the resistance between connector contact J1-9 (wire 893-GN) of the Brake ECM
and connector contact J1-7 (wire 893-GN) of the VIMS ECM.
Measure the resistance between connector contact J1-3 (wire 892-BR) of the Brake ECM
and connector contact J1-6 (wire 892-BR) of the VIMS ECM.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The Cat Data Link circuit in the machine harness is
Stop.
D. After each of the electronic control modules has been reconnected, check for diagnostic codes that
are logged against that electronic control module.
Expected Result:
Diagnostic codes are not present for the other electronic control modules.
Results:
OK - Diagnostic codes are not present for the other electronic control modules. The VIMS ECM
has failed.
again. If the failure is not found, replace the ECM.
Stop.
NOT OK - Diagnostic codes are present for the other electronic control modules. The Brake ECM
has failed.
Repair: It is unlikely that the ECM has failed. Exit this procedure. Perform this procedure again.
If the failure is not found, replace the ECM. See the Testing and Adjusting, "Electronic Control
Module (ECM) - Replace" section.
Stop.
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MID 116 - CID 0966 - FMI 06

SMCS - 1408-038-LMP
Schematic of the indicator lamp (auto retarder)
This diagnostic code is associated with the indicator lamp (auto retarder). The FMI 06 means that the
ECM has determined that the current of the indicator lamp is above normal.
The energized circuit of the indicator lamp is shorted to ground.
System Response:
C. Disconnect the indicator lamp with the active diagnostic code from the machine harness.
Expected Result:
CID 0966 FMI 06 is no longer active when the indicator lamp is disconnected.
Results:
YES - CID 0966 FMI 06 is no longer active when the indicator lamp is disconnected. The circuit
is correct.
Repair: The indicator lamp has failed. Repeat this test "CHECK THE INDICATOR LAMP" in
order to verify the failure of the indicator lamp. Replace the indicator lamp.
Stop.
Test Step 2. CHECK THE ENERGIZED CIRCUIT OF THE INDICATOR LAMP FOR A
SHORT TO GROUND.
B. The indicator lamp remains disconnected from the machine harness.
GN) to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
machine harness. The short is between J1-4 (wire 454-GN) and the circuit with the low resistance
measurement.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 0967 - FMI 02

SMCS - 7610-038-BRK
This diagnostic code is recorded when the brake ECM receives information about the harness code from
the monitoring system. This information indicates that the serial number for the machine has changed
during machine operation. The information that was received is NOT correct.
codes.
The possible cause of this diagnostic code is listed:
The machine serial number in the monitoring system was entered incorrectly.
Results are NOT apparent to the operator (logged diagnostic code).
The actions are similar to another machine.
Note: A problem may occur, if you attempt to restart the machine. A problem can occur if the machine
has been shut down with an active CID 0967 FMI 02. If the new serial number is a valid code, the ECM
will think that the ECM is on a different machine. This condition can cause operational errors. If the new
serial number is an invalid code, the ECM will revert to the last valid code that was used.
A. Verify whether the following part number is correct:
Check the serial number in the monitoring system. The serial number must be the serial
number of the machine.
Expected Result:
Consult the Business Unit that is producing the product for the correct configuration of the machine.
Results:
OK - All part numbers are correct.
Repair: Resume normal machine operation. Watch for a recurrence.
Stop.
NOT OK - - All of the part number are NOT correct.
Repair: Obtain the correct software and flash the correct software into the ECM. See the Testing
And Adjusting, "Electronic Control Module (ECM) - Flash Program".
Stop.
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MID 116 - CID 0967 - FMI 09

SMCS - 7610-038-BRK
This diagnostic code is recorded when the brake ECM receives information about the harness code from
another ECM. The information that was received is NOT correct.
codes.
Test Step 1. VERIFY THE HARDWARE AND THE SOFTWARE PART NUMBERS
A. Verify whether the following part numbers are correct:
Software part number for the tractor's power train ECM
Software part number for the monitoring system
Expected Result:
Results:
OK - All part numbers are correct. Proceed to test step 2.
NOT OK - All of the part numbers are NOT correct.
Repair: One of the modules that are listed above may have the wrong part number and/or the
software configuration is NOT correct. See Testing And Adjusting, "Electronic Control Module
(ECM) - Flash Program".
Stop.
B. Inspect the harness connections that are related to the CAT data link. Make sure that the
C. Check the mating of the connector.
D. Check the wires at the connector.
E. Check each wire for nicks and/or signs of abrasion in the insulation.
G. Check for dirty contacts and/or corroded contacts.
Expected Result:
Results:
OK - The machine harness connectors are tight and the connectors are free of corrosion. Proceed
to test step 3.
NOT OK - The machine harness connectors require repair.
Stop.
Test Step 3. CHECK FOR ADDITIONAL RELATED DIAGNOSTIC CODES.
A. Ensure that all electronic control modules that use the CAT data link are connected.
C. Acknowledge any active diagnostic codes that are currently displayed on the message center.
D. Verify that NO related diagnostic codes are present.
Expected Result:
NO other diagnostic codes are present.
Results:
OK - NO other related diagnostic codes are present. Proceed to test step 4.
NOT OK - Other related diagnostic codes are present.
Repair: Exit this procedure and perform the other related diagnostic codes. Verify that the other
related diagnostic codes are NOT present. Observe the status of the CID 0967 FMI 09. If the CID
0967 FMI 09 remains active, perform CID 0967 FMI 09 again.
Stop.
C. At the machine harness, measure the resistance between J1-9 and frame ground.
Expected Result:
Results:
5.
NOT OK - The resistance is NOT greater than 5000 ohms. The machine harness has failed.
Repair: There is a short between frame ground and the data link circuit in the machine harness.
Repair the machine harness or replace the machine harness.
Stop.
C. Measure the resistance between contact J1-1 to contact J1-3 (wire 892-BR) and contact J1-9 (wire
893-GN).
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. proceed to test step 6.
NOT OK - The resistance is less than 5000 ohms. The machine harness has failed. There is a
short between the +battery circuit and the circuits of the CAT data link in the machine harness.
Stop.
C. Check the continuity of the data link circuit in the machine harness.
Measure the resistance from connector contact J1-3 (wire 892-BR) of the brake ECM to the
corresponding connector contacts:
Table 1
Module Contact Wire

Engine ECM J1-3 892-BR
Transmission/Chassis ECM J1-3 892-BR
Caterpillar Monitoring System J1-3 892-BR
VIMS main module J1-7 892-BR
Measure the resistance from connector J1-9 (wire 893-GN) of the brake ECM to the
corresponding connector contacts:
Table 2
Module Contact Wire

Engine ECM J1-9 893-GN
Transmission/Chassis ECM J1-9 893-GN
Caterpillar Monitoring System J1-9 893-GN
VIMS main module J1-6 893-GN
Expected Result:
Results:
OK - The resistance measures less than 5 ohms.
Repair: The CAT data link circuit is correct. It is unlikely that the ECM has failed. Exit this
procedure and perform this diagnostic code again. Replace the chassis ECM if the cause of the
Replace".
Stop.
Repair: The data link circuit is open in the machine harness. Repair the machine harness or
replace the machine harness. Verify that the repair eliminates the problem.
Stop.
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MID 116 - CID 1326 - FMI 02

SMCS - 1408-038
This diagnostic code is recorded when the software location code for the brake ECM does not match the
hardware location codes.
The probable cause of this diagnostic code is software. The wrong software has been flashed into the
ECM.
Note: Do not change the hard wired location code if you have flashed the incorrect software into the
control.
Table 1
Location Codes
Hardware Location Code Transmission/Chassis ECM Brake ECM Pin Number
"LOC Enable" +24 DCV +24 DCV J1-28
"LOC 0" Ground Open J1-22
"LOC 1" Open Ground J1-21
"LOC 2" Open Open J1-38
Test Step 1. VERIFY HARDWARE AND SOFTWARE PART NUMBERS
A. Verify whether the part number of the software for the ECM is correct.
Expected Result:
Results:
OK - All part numbers are correct for the ECM. Proceed to Test Step 2.
NOT OK - All part numbers are NOT correct. The installed ECM has the wrong part number or
incorrect configuration software is installed.
Repair: Replace the ECM with a module that has the correct part number or flash the correct
configuration software. See Testing and Adjusting, "Electronic Control Module (ECM) - Flash
Program".
Stop.
Test Step 2. VERIFY WHETHER THE LOCATION CODE MATCHES THE ET STATUS
SCREEN.
A. Check the ET status screen in order to verify the location code .
Reference: Refer to Table 1.
Expected Result:
The location codes in the ET are correct.
Results:
OK - The location codes in the ET are correct. Proceed to Test Step 3.
NOT OK - The location codes are NOT correct.
Repair: Repeat this Test Step in order to verify that the software and hardware part numbers are
correct.
Proceed to Test Step 3 if the part numbers are correct.
Test Step 3. INSPECT HARNESS CONNECTIONS
B. Inspect the harness connections that are related to the location codes. Make sure that the
connectors are clean. Make sure that the connectors are tight.
C. Check for the proper mating of the connector.
D. Check all wires at the connector.
E. Check each wire for nicks. Check each wire for signs of abrasion in the insulation.
G. Check for dirty contacts or corroded contacts.
Expected Result:
The machine harness connectors are tight and the machine harness connectors are free of corrosion.
Results:
OK - The machine harness connectors are tight and the machine harness connectors are free from
corrosion. Proceed to Test Step 4.
NOT OK - One or more of the machine harness connectors are in need of repair.
Stop.
B. Disconnect the machine harness connector from the ECM.
C. At the machine harness for the ECM, measure the resistance. Measure the resistance between the
pins for the location code and the frame ground.
Expected Result:
The resistance that is measured is greater than 5000 Ohms at contacts J1-22, and J1-38.
Results:
OK - The resistance that is measured is greater than 5000 Ohms at contacts J1-22, and J1-38. The
harness circuit is correct. Proceed to Test Step 5.
NOT OK - One or more of the resistance measurements is NOT correct. The machine harness has
failed.
Stop.
Test Step 5. CHECK FOR SHORTS TO THE +BATTERY CIRCUIT.
A. The disconnect switch remains OFF.
B. The ECM remains disconnected from the machine harness connector.
C. At the machine harness connector for the ECM, measure the resistance between J1-21, 38 and all
possible sources of the +battery circuit.
Expected Result:
Results:
OK - The resistance is greater than 5000 Ohms. The harness circuit is correct. Proceed to Test
Step 6.
Stop.
B. The ECM remains disconnected from the machine harness.
C. At the machine harness for the ECM, measure the resistance between the frame ground and J1-21.
Expected Result:
Results:
OK - The resistance is less than 5 Ohms. The location code circuit is correct. The ECM has failed.
code procedure again. If the cause of the diagnostic code is not found replace the ECM. See
Stop.
Stop.
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"/0/#,0,
MID 116 - CID 1437 - FMI 03

SMCS - 5479-038-ZX
Feedback circuit connections for the rear axle supply solenoid
The rear axle supply solenoid is controlled by the rear axle relay based on input from the brake ECM.
When the solenoid is energized by the relay, a feedback signal is sent to the ECM in order to indicate
solenoid status. This diagnostic code is associated with the rear axle supply solenoid feedback. The
ECM expects to see +battery voltage at the feedback contact when the solenoid is energized and no
voltage when the solenoid should not be energized. The FMI 03 means that the ECM has determined
that the feedback voltage for the solenoid circuit is above what is expected.
The feedback circuit of the solenoid is shorted to the +battery circuit.
Test Step 1. CHECK THE FEEDBACK CIRCUIT OF THE SOLENOID FOR A SHORT TO
C. At the machine harness ECM connector J1, measure the resistance from contact J-35 (wire J886-
GN) to all J-1 and J-2 contacts that are connected to +battery. The J-1 +battery contacts are J1-1,
Expected Result:
Results:
machine harness. The short is between J1-35 (wire J886-GN) and the circuit that has a low
Stop.
Expected Result:
Results:
Stop.
operation.
Stop.
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MID 116 - CID 1437 - FMI 06

SMCS - 5479-038-ZX
Feedback circuit connections for the rear axle supply solenoid
The rear axle supply solenoid is controlled by the rear axle relay based on input from the brake ECM.
solenoid status. This diagnostic code is associated with the rear axle supply solenoid feedback. The
ECM expects to see the energize current at the feedback contact when the solenoid is energized and no
current when the solenoid should not be energized. The FMI 06 means that the ECM has determined
that the feedback current for the solenoid circuit is above what is expected.
The feedback circuit of the solenoid is shorted to ground.
Expected Result:
Results:
circuit is correct.
Stop.
GROUND
D. At the machine harness ECM connectors, measure the resistance from the feedback contact J1-35
(wire J886-GN) to frame ground or to a ground contact on connectors J1 or J2. The ground
15, J1-16 and J1-21.
Expected Result:
Results:
machine harness. The short is between J1-36 (wire J886-GN) and one of the grounded wires in the
machine harness.
Stop.
Expected Result:
Results:
Stop.
operation.
Stop.
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Indicator Lamp for Retarder Does Not Illuminate During the

Power Up Self Test
SMCS - 1408-038-LMP
The indicator lamp should illuminate for 3 seconds upon powering up.
Schematic of the retarding indicator lamp
Test Step 1. CHANGE THE INDICATOR LAMP
B. Replace the retarding indicator lamp with a similar indicator lamp that is known to be correct.
D. Observe the retarding indicator lamp.
Expected Result:
The retarder indicator lamp illuminates during powering up.
Results:
OK - The retarder indicator lamp illuminated.
Repair: The indicator is operating properly at this time.
Stop.
NOT OK - The retarder indicator lamp did not illuminate. Proceed to Test Step 2.
Test Step 2. CHECK THE VOLTAGE AT THE ECM
B. Disconnect the machine harness from the brake ECM.
D. At the machine harness connector for the brake ECM, measure the voltage between connector J1-
1 wire (176-OR) and frame ground.
Expected Result:
The voltage should be above 20.5 VDC.
Results:
OK - The voltage is greater than 20.5 VDC. Proceed to Test Step 3.
NOT OK - The voltage is less than 20.5 VDC.
Repair: Clean all connections in the wiring harness.
Stop.
Test Step 3. CHECK THE LAMP CIRCUIT
B. Install a jumper wire from connector J1-1 wire (176-OR) to connector J1-4 wire (454-GN).
C. At the machine harness connector for the brake ECM, connect J1-15 wire (J766-PU) to frame
ground.
Expected Result:
Results:
OK - The indicator lamp illuminates.
Repair: The ECM is very unlikely to fail. Reconnect all connectors and verify that the lamp does
not illuminate. Replace the brake ECM after verifying that the problem is still existing. See
Testing And Adjusting, "Electronic Control Module (ECM) - Replace".
Stop.
NOT OK - The indicator lamp did not illuminate.
Repair: The wire harness has failed. Repair the wire harness or replace the wire harness.
Stop.
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Indicator Lamp for Retarder Is On Continuously

SMCS - 1408-038-LMP
Schematic of the retarding indicator lamp
ground.
Expected Result:
The indicator lamp should not illuminate.
Results:
OK - The indicator lamp did not illuminate. Proceed to Test Step 2.
NOT OK - The indicator lamp illuminates.
harness.
Stop.
Test Step 2. CHECK THE WIRE FOR THE INDICATOR LAMP
B. Remove the lamp from the socket.
C. At the machine harness connector for the brake ECM, check the resistance from J1-15 wire (J766-
PU) to all contacts on connector J1 and J2.
Expected Result:
Results:
OK - The resistance is greater than 5000 Ohms.
Repair: The ECM is very unlikely to fail. Reconnect all connectors and verify that the lamp is
still illuminated. Replace the brake ECM after verifying that the problem is still existing. See
Stop.
NOT OK - The resistance is less than 5000 Ohms on one of the readings.
harness.
Stop.
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Indicator Lamp for Traction Control Does Not Illuminate During

the Power Up Self Test
SMCS - 1408-038-LMP
Schematic of the indicator lamp for the traction control system (TCS)
Test Step 1. CHANGE THE INDICATOR LAMP
B. Replace the TCS indicator lamp with a similar indicator lamp that is known to be correct.
D. Observe the indicator lamp.
Expected Result:
The indicator lamp illuminates during powering up.
Results:
OK - The indicator lamp illuminated.
Repair: The indicator is operating properly at this time.
Stop.
NOT OK - The indicator lamp did not illuminate. Proceed to Test Step 2.
Test Step 2. CHECK THE VOLTAGE AT THE ECM
D. At the machine harness connector for the brake ECM, measure the voltage between connector J1-
1 wire (176-OR) and frame ground.
Expected Result:
The voltage should be above 20.5 VDC.
Results:
OK - The voltage is greater than 20.5 VDC. Proceed to Test Step 3.
NOT OK - The voltage is less than 20.5 VDC.
Repair: Clean all connections in the wiring harness.
Stop.
B. Install a jumper wire from connector J1-1 wire (176-OR) to connector J1-8 wire (H901-YL).
ground.
Expected Result:
Results:
OK - The indicator lamp illuminates.
Repair: The ECM is very unlikely to fail. Reconnect all connectors and verify that the lamp does
not illuminate. Replace the brake ECM after verifying that the problem is still existing. See
Stop.
NOT OK - The indicator lamp did not illuminate.
Repair: The wire harness has failed. Repair the wire harness or replace the wire harness.
Stop.
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MID 116 - CID 1225 - FMI 03

SMCS - 429F-038-PXS
Schematic of the pressure sensor (left parking brake oil)
This diagnostic code is associated with the pressure sensor (left parking brake oil). The FMI 03 means
that the ECM has determined that the voltage of the circuit for the sensor is above normal. Refer to
Systems Operation, "Sensors" for information regarding the operation of the sensor and the location.
The pressure sensor is a PWM sensor with an operating duty cycle from 0% to 100%. The sensor has an
operating pressure range from 0 kPa (0 psi) to 5871 kPa (852 psi). The relation between the pressure and
the duty cycle is linear.
The signal circuit for the sensor is open.
The signal circuit for the sensor is shorted to the +battery circuit.
The power circuit or the ground circuit has failed.
codes and clear the diagnostic codes when the original diagnostic code has been corrected. Ensure that
the diagnostic code of CID 1225 FMI 03 is active before performing this procedure.
System Response:
Test Step 1. CHECK FOR POWER AT THE SENSOR.
A. Do not disconnect the harness connector from the sensor.
C. At the back of the harness connector for the sensor, insert a 7X-1710 Multimeter Probe along the
voltage supply wire (contact A).
D. Measure the voltage from contact A to frame ground.
Expected Result:
The voltage is +8 volts.
Results:
OK - The voltage is +8 volts. Proceed to Test Step 2.
NOT OK - The voltage is not +8 volts. The + battery circuit in the machine harness has failed.
Repair: Replace the machine harness or repair the machine harness.
Stop.
Test Step 2. CHECK FOR PROPER GROUND AT THE SENSOR.
A. The machine harness remains connected to the sensor.
C. Remove the 7X-1710 Multimeter Probe from the voltage supply wire (contact A).
D. At the back of the harness connector for the sensor, insert a 7X-1710 Multimeter Probe along the
ground wire (contact B).
E. Measure the resistance from contact B to frame ground.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The ground circuit is correct. Proceed to Test Step 3.
NOT OK - The resistance is greater than 5 ohms. The ground circuit in the machine harness has
failed.
Stop.
Test Step 3. CHECK THE WIRING HARNESS OF THE SENSOR FOR AN OPEN CIRCUIT.
C. At the harness connector for the sensor, connect a jumper wire between contact B and contact C.
D. Disconnect the machine harness connector(s) from the ECM.
E. At the harness connector for the ECM, measure the resistance between contact J2-4 (wire H428-
GY) and contact J1-2 (wire A254-BK).
Expected Result:
Results:
4.
NOT OK - The resistance is greater than 5 ohms. The circuit is not correct. There is an open
circuit in the wiring harness.
Repair: There is an open circuit in the wiring harness. Repair the wiring harness or replace the
wiring harness.
Stop.
Test Step 4. CHECK THE WIRING HARNESS OF THE SENSOR FOR A SHORT TO THE
+BATTERY CIRCUIT.
B. The machine harness remains disconnected from the sensor. Remove the jumper wire that was
installed in the previous step.
C. The machine harness connector(s) remains disconnected from the ECM.
D. At the machine harness connector for the ECM, measure the resistance from the signal contact J2-
4 (wire GY-GY) of the machine harness to all contacts that are used in the machine harness
connectors for the ECM.
Expected Result:
Results:
NOT OK - One or more resistance measurements is not correct. There is a short in the machine
harness.
Repair: The short is between signal contact J2-4 (wire H428-GY) and the circuit with the low
Stop.
Test Step 5. CHECK THE OUTPUT OF THE SENSOR.
A. Reconnect the machine harness connectors to the ECM. Reconnect the machine harness connector
to the sensor.
B. At the back of the harness connector for the sensor, insert a 7X-1710 Multimeter Probe along the
signal wire (contact C).
E. Measure the signal of the sensor. The proper signal is described at the beginning of this procedure.
Expected Result:
The signal from the sensor is valid.
Results:
OK - The signal from the sensor is valid. Proceed to Test Step 6.
NOT OK - The signal from the sensor is not valid.
Repair: The sensor has failed. Replace the sensor.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 1225 - FMI 04

SMCS - 429F-038-PXS
Schematic of the pressure sensor (left parking brake oil)
This diagnostic code is associated with the pressure sensor (left parking brake oil). The FMI 04 means
that the ECM has determined that the voltage of the circuit for the position sensor is below normal.
The signal circuit for the sensor is shorted to ground.
System Response:
Test Step 1. CHECK THE SENSOR
C. Observe the status of the diagnostic code. Disconnect the sensor from the machine harness.
Expected Result:
Results:
OK - The diagnostic code remains active. The sensor is correct. Proceed to Test Step 2.
NOT OK - The diagnostic code is no longer active. The sensor has failed.
Stop.
Test Step 2. CHECK THE WIRING HARNESS OF THE SENSOR FOR A SHORT TO
GROUND.
4 (wire H428-GY) of the machine harness to all possible sources of ground. Measure the
resistance to all contacts of the machine harness connectors for the ECM.
Expected Result:
Results:
harness.
Repair: The short is between signal contact J2-4 (wire H428-GY) and the circuit with the low
Stop.
A. Inspect the contacts of the harness connectors and clean the contacts.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 1226 - FMI 03

SMCS - 429F-038-PXS
Schematic of the pressure sensor (right parking brake oil)
This diagnostic code is associated with the pressure sensor (right parking brake oil). The FMI 03 means
that the ECM has determined that the voltage of the circuit for the sensor is above normal. Refer to
Systems Operation, "Sensors" for information regarding the operation of the sensor and the location.
The signal circuit for the sensor is open.
The signal circuit for the sensor is shorted to the +battery circuit.
The power circuit or the ground circuit has failed.
System Response:
Test Step 1. CHECK FOR POWER AT THE SENSOR.
A. Do not disconnect the harness connector from the sensor.
voltage supply wire (contact A).
D. Measure the voltage from contact A to frame ground.
Expected Result:
The voltage is +8 volts.
Results:
OK - The voltage is +8 volts. Proceed to Test Step 2.
NOT OK - The voltage is not +8 volts. The + battery circuit in the machine harness has failed.
Stop.
Test Step 2. CHECK FOR PROPER GROUND AT THE SENSOR.
A. The machine harness remains connected to the sensor.
C. Remove the 7X-1710 Multimeter Probe from the voltage supply wire (contact A).
D. At the back of the harness connector for the sensor, insert a 7X-1710 Multimeter Probe along the
E. Measure the resistance from contact B to frame ground.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The ground circuit is correct. Proceed to Test Step 3.
NOT OK - The resistance is greater than 5 ohms. The ground circuit in the machine harness has
failed.
Stop.
Test Step 3. CHECK THE WIRING HARNESS OF THE SENSOR FOR AN OPEN CIRCUIT.
C. At the harness connector for the sensor, connect a jumper wire between contact B and contact C.
D. Disconnect the machine harness connector(s) from the ECM.
E. At the harness connector for the ECM, measure the resistance between contact J2-5 (wire H429-
BU) and contact J1-2 (wire A254-BK).
Expected Result:
Results:
4.
NOT OK - The resistance is greater than 5 ohms. The circuit is not correct. There is an open
circuit in the wiring harness.
Repair: There is an open circuit in the wiring harness. Repair the wiring harness or replace the
wiring harness.
Stop.
Test Step 4. CHECK THE WIRING HARNESS OF THE SENSOR FOR A SHORT TO THE
+BATTERY CIRCUIT.
B. The machine harness remains disconnected from the sensor. Remove the jumper wire that was
installed in the previous step.
C. The machine harness connector(s) remains disconnected from the ECM.
5 (wire BU-BU) of the machine harness to all contacts that are used in the machine harness
connectors for the ECM.
Expected Result:
Results:
harness.
Repair: The short is between signal contact J2-5 (wire H429-BU) and the circuit with the low
Stop.
Test Step 5. CHECK THE OUTPUT OF THE SENSOR.
A. Reconnect the machine harness connectors to the ECM. Reconnect the machine harness connector
to the sensor.
B. At the back of the harness connector for the sensor, insert a 7X-1710 Multimeter Probe along the
signal wire (contact C).
E. Measure the signal of the sensor. The proper signal is described at the beginning of this procedure.
Expected Result:
The signal from the sensor is valid.
Results:
OK - The signal from the sensor is valid. Proceed to Test Step 6.
NOT OK - The signal from the sensor is not valid.
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 1226 - FMI 04

SMCS - 429F-038-PXS
Schematic of the pressure sensor (right parking brake oil)
This diagnostic code is associated with the pressure sensor (right parking brake oil). The FMI 04 means
that the ECM has determined that the voltage of the circuit for the position sensor is below normal.
The signal circuit for the sensor is shorted to ground.
System Response:
Test Step 1. CHECK THE SENSOR
C. Observe the status of the diagnostic code. Disconnect the sensor from the machine harness.
Expected Result:
Results:
OK - The diagnostic code remains active. The sensor is correct. Proceed to Test Step 2.
NOT OK - The diagnostic code is no longer active. The sensor has failed.
Stop.
Test Step 2. CHECK THE WIRING HARNESS OF THE SENSOR FOR A SHORT TO
GROUND.
5 (wire H429-BU) of the machine harness to all possible sources of ground. Measure the
resistance to all contacts of the machine harness connectors for the ECM.
Expected Result:
Results:
harness.
Repair: The short is between signal contact J2-5 (wire H429-BU) and the circuit with the low
Stop.
A. Inspect the contacts of the harness connectors and clean the contacts.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 1229 - FMI 02

SMCS - 4268-038-NS
received from the brake cooling motor speed sensor. The ECM will issue this diagnostic code if the
sensor data is not within certain parameters.
Step 1.
Test Step 1. CHECK THE RESISTANCE OF THE CASE OF THE SENSOR .
B. Disconnect the sensor from the machine harness.
C. At the sensor connector, measure the resistance between contact A and the case of the sensor and
between contact B and the case of the sensor.
Expected Result:
Results:
internally.
Stop.
Test Step 2. CHECK FOR AN OPEN WIRE IN THE MACHINE HARNESS.
C. At the disconnected machine wiring harness connector for the sensor, connect a jumper between
contact A and contact B.
D. At the machine harness ECM connector, measure the resistance from contact J2-30 (wire J819-
BR) to J2-36 (wire J818-OR).
Expected Result:
Results:
3.
NOT OK - The resistance measurement is more than 5 ohms. The circuit is open in the machine
harness or there is a faulty connection in the machine harness.
machine harness.
Stop.
HARNESS.
Note: The machine harness connector remains disconnected from the sensor and the ECM. Remove the
(wire J818-OR) to frame ground or to a ground contact on connectors J1 or J2. The ground
15, J1-16 and J1-21.
Expected Result:
Results:
machine harness. The short is between signal contact J2-36 (wire J818-OR) and one of the
Stop.
connectors.
Expected Result:
Results:
operation.
Stop.
The ECM may have failed.
- Replace".
Stop.
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MID 116 - CID 1230 - FMI 03

SMCS - 5479-038-BRK
Brake cooling pump solenoid connections
This diagnostic code is associated with the brake cooling pump solenoid. The FMI 03 means that the
ECM has determined that the voltage of the solenoid circuit is above normal.
System Response:
The ECM will not control the differential cooling fan
The differential cooling fan may run at maximum speed when the key switch is ON.
C. At the machine harness ECM connector J2, measure the resistance from contact J2-8 (wire J817-
WH) to all J-1 and J-2 contacts that are connected to +battery. The J-1 +battery contacts are J1-1,
Expected Result:
Results:
machine harness. The short is between J2-8 (wire J817-WH) and the circuit that has a low
Stop.
Expected Result:
Results:
Stop.
operation.
Stop.
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MID 116 - CID 1230 - FMI 05

SMCS - 5479-038-BRK
ECM has determined that the current for the solenoid is below normal. An open may exist in the circuit
for the solenoid.
System Response:
The differential cooling fan will operate at the minimum speed or will not operate.
B. At the machine harness connector for the solenoid, place a jumper wire from contact 1 (wire J817-
WH) to contact 2 (wire K927-BU).
Expected Result:
Results:
problem.
Stop.
D. At the machine harness connector J2 for the ECM, measure the resistance from contact J2-8 (wire
J817-WH) to contact J2-3 (wire K927-BU).
Expected Result:
Results:
Repair: The open or possible bad connection is in wire J817-WH or in wire K927-BU of the
Stop.
Expected Result:
Results:
may have failed.
Stop.
operation.
Stop.
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MID 116 - CID 1230 - FMI 06

SMCS - 5479-038-BRK
ECM has determined that the current for the solenoid is above normal. There may be a short to ground
in the solenoid circuit.
System Response:
The rear axle cooling fan will not operate correctly.
Expected Result:
Results:
circuit is correct.
Stop.
GROUND
(wire J817-WH) to frame ground or to a ground contact on connectors J1 or J2. The ground
15, J1-16 and J1-21.
Expected Result:
Results:
machine harness. The short is between J2-8 (wire J817-WH) and one of the grounded wires in the
machine harness.
Stop.
Expected Result:
Results:
Stop.
operation.
Stop.
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MID 116 - CID 1232 - FMI 03

SMCS - 5479-038-BY
Feedback circuit connections for the rear axle diverter solenoid
The rear axle diverter solenoid is controlled by the rear axle relay based on input from the brake ECM.
solenoid status. This diagnostic code is associated with the rear axle diverter solenoid feedback. The
ECM expects to see +battery voltage at the feedback contact when the solenoid is energized and no
voltage when the solenoid should not be energized. The FMI 03 means that the ECM has determined
that the feedback voltage for the solenoid circuit is above what is expected.
The feedback circuit of the solenoid is shorted to the +battery circuit.
C. At the machine harness ECM connector J1, measure the resistance from contact J-29 (wire K878-
WH) to all J-1 and J-2 contacts that are connected to +battery. The J-1 +battery contacts are J1-1,
Expected Result:
Results:
machine harness. The short is between J1-29 (wire K878-WH) and the circuit that has a low
Stop.
Expected Result:
Results:
Stop.
operation.
Stop.
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MID 116 - CID 1232 - FMI 06

SMCS - 5479-038-BY
Feedback circuit connections for the rear axle diverter solenoid
The rear axle diverter solenoid is controlled by the rear axle relay based on input from the brake ECM.
solenoid status. This diagnostic code is associated with the rear axle diverter solenoid feedback. The
ECM expects to see the energize current at the feedback contact when the solenoid is energized and no
current when the solenoid should not be energized. The FMI 06 means that the ECM has determined
that the feedback current for the solenoid circuit is above what is expected.
The feedback circuit of the solenoid is shorted to ground.
Expected Result:
Results:
circuit is correct.
Stop.
GROUND
D. At the machine harness ECM connectors, measure the resistance from the feedback contact J1-29
(wire K878-WH) to frame ground or to a ground contact on connectors J1 or J2. The ground
15, J1-16 and J1-21.
Expected Result:
Results:
machine harness. The short is between J1-29 (wire K878-WH) and one of the grounded wires in
Stop.
Expected Result:
Results:
Stop.
operation.
Stop.
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+ , * ) ,-' . '. / $ .'&'0&0.. 12 .'&'0&0..
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Indicator Lamp for Traction Control Is On Continuously

SMCS - 1408-038-LMP
Schematic of the indicator lamp for the traction control system (TCS)
ground.
Expected Result:
The indicator lamp should not illuminate.
Results:
OK - The indicator lamp did not illuminate. Proceed to Test Step 2.
NOT OK - The indicator lamp illuminates.
harness.
Stop.
Test Step 2. CHECK THE WIRE FOR THE INDICATOR LAMP
B. Remove the lamp from the socket.
C. At the machine harness connector for the brake ECM, check the resistance from J1-15 wire (J766-
PU) to all contacts on connector J1 and J2.
Expected Result:
Results:
OK - The resistance is greater than 5000 Ohms.
Repair: The ECM is very unlikely to fail. Reconnect all connectors and verify that the lamp is
still illuminated. Replace the brake ECM after verifying that the problem is still existing. See
Stop.
NOT OK - The resistance is less than 5000 Ohms on one of the readings.
harness.
Stop.
1 #22, 3"". 1 % 4 7 ."2 /. -# :" ""3"".

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Steering Tank and Filter

SMCS - 4332-FI
(1) Breaker relief valve
Vacuum relief cracking pressure ... 0.0 ± 2.0 kPa (0.00 ± 0.29 psi)
Pressure relief cracking pressure ... 138.0 ± 21.0 kPa (20.0 ± 3.0 psi)
Manual vent valve ... automatic reset
(2) Length of 3G-4090 Sealant ... 2700.0 ± 27.0 mm (106.30 ± 1.06 inch)
Note: Cross the ends of the sealant in order to complete the seal.
(3) Torque for the two bolts on the gauge ... 10 ± 2 N·m (89 ± 18 lb in)
(4) Torque for the four bolts ... 15 ± 3 N·m (11 ± 2 lb ft)
(5) Oil filter
(6) Torque for the plug ... 68 ± 7 N·m (50 ± 5 lb ft)
0 #11, /"". 0 % 2 #- /1 "# 8" ""/"".

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Oil Filter (Steering)

SMCS - 5068-ZH
Pressure setting for bypass to open ... 172 ± 17 kPa (25 ± 2 psi)
/ #00, 1"". / % 2 #- 10 11 8" ""1"".

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Oil Filter (Steering Pump Case Drain)

SMCS - 5068-ZH
Pressure setting for bypass to open ... 172 ± 20 kPa (25 ± 3 psi)
3 #22, /"". 3 % 4 #- /2 ,2 :" ""/"".

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Piston Pump (Steering)

SMCS - 4306-QP; 5070-ZH
Rotation of the pump is clockwise when the pump is viewed from the drive end.
Type of the pump: Variable Displacement Piston Pump
Bench test requirements:
Oil ... SAE 10W

Note: Use a bench test to accurately set the margin pressure.
Margin pressure

Pump speed ... 2000 rpm
Pump flow ... 75 L/min (20 US gpm)
Discharge pressure ... 15030 kPa (2180 psi)
Maximum standby pressure ... 3600 kPa (522 psi)
Pressure compensation at zero flow ... 21200 ± 350 kPa (3075 ± 50 psi)
Note: Maximum pump stroke is obtained by applying the discharge pressure to the load sensing port
even at standby pressure.
Test at High Idle

Discharge pressure ... Standby pressure
Pump output flow at maximum pump stroke ... 174.3 L/min (46 US gpm)
Test at Low Idle

Discharge pressure ... Standby pressure
Pump output at maximum pump stroke ... 51.75 L/min (13.67 US gpm)
(1) Assemble the inner seal onto the shaft with the spring loaded side of the seal toward the bearing.
Assemble the outer seal onto the shaft with the spring loaded side of the seal toward the splines.
(2) Cylinder
Apply 9S-3263 Thread Lock Compound to the threads.

Torque for cylinder ... 130 N·m (100 lb ft)
(3) Guide
Apply 9S-3263 Thread Lock Compound to the threads.

Torque for guide ... 130 N·m (100 lb ft)
(4) Spacer
Note: Grind spacer (4) to the required thickness. The faces of the spacer must be parallel. The tolerance
of the faces of spacer (4) is 0.05 mm (0.002 inch).
(5) Assemble the ring with the gap over the weep hole.
1 #22, /"". 1 % 3 #- /2 -, 9" ""/"".

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SMCS - 4306-QP; 5070-ZH
The type of pump is a variable displacement piston pump.
Oil ... SAE 10W

Note: Use a bench test to accurately set the pump pressure.
Pump displacement ... 110 cc (6.71 in3)
Pressure cutoff at zero flow ... 23443 kPa (3400 psi)
Note: Maximum pump stroke is obtained by blocking the load sensing port.
(1) Torque for housing ... 180 N·m (130 lb ft)
(4) Torque for piston ... 180 N·m (135 lb ft)
(5) 105-1638 Spacer
Note: Grind spacer (5) to the required thickness. The faces of the spacer must be parallel. The tolerance
of the faces of spacer (5) is 0.05 mm (0.002 inch).
(6) Torque for piston ... 180 N·m (135 lb ft)
2 #33, /"". 2 % 4 #- ," ". :" ""/"".

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Pump Control Valve

SMCS - 5455
Oil ... SAE 10W

Pump pressure ... 2510 ± 440 kPa (364 ± 64 psi)
Pressure cutoff at zero flow ... 23425 ± 350 kPa (3400 ± 50 psi)
(1) 193-3087 Spring (Outer)
Free length ... 18 mm (0.71 inch)

(2) Setscrew
(3) Spool
Note: Apply 9S-3263 Thread Lock Compound to the threads of setscrew (2). Setscrew (2) is located in
the end of the spool (3) .
(4) 6E-3276 Spring
Length under test force ... 32.6 mm (1.28 inches)

Test force ... 462 ± 71 N (104 ± 16 lb)
Free length after test ... 35.6 mm (1.40 inches)
Outside diameter ... 19.2 mm (0.76 inches)
2 #00, /"". 2 % 3 #- ," /1 9" ""/"".

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Pump Control Valve

SMCS - 5455
Oil ... SAE 10W

Pump pressure ... 2510 ± 440 kPa (364 ± 64 psi)
Pressure cutoff at zero flow ... 23425 ± 350 kPa (3400 ± 50 psi)
(1) 6E-3274 Spring (Outer)

Test force ... 81.7 ± 14.5 N (18.4 ± 3.3 lb)
(2) 6E-3275 Spring (Inner)

Test force ... 40.2 ± 2.8 N (9.0 ± 0.6 lb)
(3) Setscrew
(4) Spool
Note: Apply 9S-3263 Thread Lock Compound to the threads of setscrew (3). Setscrew (3) is located in
the end of the spool (4) .
(5) 6E-3276 Spring

Test force ... 462 ± 71 N (104 ± 16 lb)
1 #22, /"". 1 % 3 #- ," 9# :" ""/"".

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Check and Relief Valve (Steering)

SMCS - 5453-ZH
Section A-A
(1) Installation torque for pressure switch ... 75 ± 7 N·m (55 ± 5 lb ft)
Note: For more information on the pressure switch, refer to Specifications, "Pressure Switch (Steering
Pump Oil)".
(2) Installation torque for relief valve ... 65 ± 5 N·m (48 ± 4 lb ft)
Note: For more information on the relief valve, refer to Specifications, "Relief Valve (Primary Steering
Backup)".
(3) Installation torque for relief valve ... 65 ± 5 N·m (48 ± 4 lb ft)
Note: For more information on the relief valve, refer to Specifications, "Relief Valve (Secondary
Steering Backup)".
(4) Plug
Quantity ... 2
(5) Torque for the pressure reducing valve ... 65 ± 5 N·m (48 ± 4 lb ft)
Note: For more information on the pressure reducing valve, refer to Specifications, "Pressure Reducing
Valve (Steering)".
2 #//, 0"". 2 % 3 #- ," -1 9" ""0"".

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Pressure Reducing Valve (Steering)

SMCS - 4337
Stabilized oil temperature ... 49° ± 3°C (120° ± 5°F)

Pressure at 21 ± 2 L/min (5.5 ± 0.5 US gpm) ... 2070 ± 200 kPa (300 ± 29 psi)
Pressure at 0 L/min (0 US gpm) ... 2600 + 500 − 200 kPa (375 + 75 − 30 psi)
(1) Torque for nut ... 13 N·m (10 lb ft)
(2) Installation torque ... 60 N·m (44.254 lb ft)
2 #33, /"". 2 % 4 #- ,# #" :" ""/"".

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Pressure Switch (Steering Pump Oil)

SMCS - 1408-QW; 4306-QW
Contacts (A) and (C) are normally closed below the deactuation pressure of the pressure switch.
Contacts (A) and (B) are normally open below the deactuation pressure of the pressure switch.
Maximum actuation pressure at -40° to 121°C (-40° to 250°F) ... 1200 kPa (175 psi)
Deactuation pressure at -40° to 121°C (-40° to 250°F) ... 700 ± 100 kPa (100 ± 15 psi)
(1) Torque for installing the pressure switch ... 75 ± 7 N·m (55 ± 5 lb ft)
0 #11, /"". 0 % 2 #- ,# /- 8" ""/"".

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Relief Valve (Primary Steering Backup)

SMCS - 4322-PY
Test information:
Temperature ... 49° ± 3°C (120° ± 5°F)

Flow rate ... 8 ± 2 L/min (2 ± .5 US gpm)
Pressure at the outlet ... 70 ± 7 kPa (10 ± 1 psi)
(2) 4T-2741 Spring

Test force ... 242 ± 19 N (54 ± 4 lb)
Free length after test ... 61 mm (2.4 inch)
(3) Use a small amount of the lubricant that is being sealed to lubricate the seal bore.
(4) Installation torque ... 65 ± 5 N·m (48 ± 4 lb ft)
0 #11, 2"". 0 % 3 #- ,# 9" :" ""2"".

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Relief Valve (Secondary Steering Backup)

SMCS - 4322-SE
Test information:
Temperature ... 49° ± 3°C (120° ± 5°F)

Flow rate ... 38 ± 4 L/min (10.03 ± 1.06 US gpm)
Pressure at the outlet ... 70 ± 7 kPa (10 ± 1 psi)
(2) 4T-2741 Spring

Test force ... 242 ± 19 N (54 ± 4 lb)
Free length after test ... 61 mm (2.4 inch)
(3) Use a small amount of the lubricant that is being sealed to lubricate the seal bore.
(4) Installation torque ... 65 ± 5 N·m (48 ± 4 lb ft)
/ #00, 1"". / % 2 #- ,# -8 9" ""1"".

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SMCS - 3203-EA; 4354-SST
View A-A
(2) Plug
Torque for plug ... 15 ± 2 N·m (11 ± 1 lb ft)
Note: The main relief valve for the secondary steering is located behind plug (2) .
Pressure setting of the main relief valve for the secondary steering ... 17225 ± 350 kPa (2498 ± 51 psi)
(3) Hydraulic pump for secondary steering

Oil ... SAE 10W
(4) Hydraulic pump for parking and secondary brake release

Oil ... SAE 10W
(5) Electric motor for pump

Current that is required to run the hydraulic pump for secondary steering (3) ... 365 A
Current that is required to run the hydraulic pump for parking and secondary brake release (4) ...
145 A
Nominal voltage ... 24 V
0 #//, 1"". 0 % 2 #- ,1 #/ 8" ""1"".

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Shuttle Valve (Secondary Steering)

SMCS - 5079-SST
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
Test information:
Rated pressure ... 25000 kPa (3626 psi)

Rated flow ... 20 L/min (5 US gpm)
1 #//, 2"". 1 % 3 #- ,2 ,- 9" ""2"".

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Steering Gear
SMCS - 4301
(2) Apply 9S-3263 Thread Lock Compound to the threads.
(3) Apply 155-0695 Thread Lock Compound to the threads.
From the center position, the tilt steering column can be moved in either direction.
(4) Up ... 14° (5) Down ... 21°
1 #//, 0"". 1 % 2 #- ,0 -" 8" ""0"".

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Metering Pump (Steering)

SMCS - 4312
S/N - AFS1-76
S/N - AGC1-410
S/N - AGY1-UP
Note: As shown above, the pin that is in the body of the metering pump must be aligned with the
gerotor.
Displacement of oil per one revolution of the steering wheel ... 462 cc (28 in3)
Note: Apply 7M-7456 Compound to the underside of the head of bolts (1) before assembly.
(1) Bolts
Quantity ... 7
Note: Tighten all seven bolts (1) to a dry torque of 15 ± 3 N·m (133 ± 27 lb in). Then torque all seven
bolts (1) to a final torque of 30 ± 3 N·m (22 ± 2 lb ft) in the sequence that is shown in Illustration 3.
(2) Apply 4.5 grams (0.16 oz) of 1P-0808 Multipurpose Grease to the top of the cavity for the splines in
the HMU before assembly of the shaft to the HMU.
Section A-A
Location of the steering relief valves
Steering relief valves
Quantity ... 2
Relief valve setting ... 27200 kPa (3945 psi)
2 #11, /"". 2 % 3 #- ,, "- 9" ""/"".

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Steering Cylinder
SMCS - 4303
Cylinder stroke ... 441.5 mm (17.4 inch)
(2) Bore of the cylinder ... 88.90 ± 0.08 mm (3.500 ± 0.003 inch)
Diameter of piston (two lands) ... 88.40 ± 0.03 mm (3.480 ± 0.001 inch)
(3) Diameter of rod ... 63.5 mm (2.5 inch)
Bore of head (four lands) ... 63.78 ± 0.05 mm (2.511 ± 0.002 inch)
(5) Lubricate the sealing lips with a small amount of the lubricant that is being sealed.
1 #22, /"". 1 % 3 #- ,, /# 9" ""/"".

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Steering Linkage and Cylinder Mounting

SMCS - 4303-MT; 4305
Typical top view of the steering linkage
View A-A
(1) Clamp assembly
(2) Rod for the steering link
(A) 6.350 ± 1.530 mm (0.25 ± 0.06 inch)
Section C-C
(1) Clamp assembly
(2) Rod for the steering link
(3) Nut
Note: The opening for the clamp assembly (1) must be aligned with the slots in the rod (2) for the
steering link, as shown.
(3) Torque for nut ... 285 N·m (210 lb ft)
View B-B
(4) 8W-5396 Shim

Clearance between the top side of the steering arm and the frame ... 0.7 ± 0.6 mm (0.03 ± 0.02
inch)
Section D-D
Note: Use 4C-5593 Anti-Seize Compound in order to lubricate the components. Lubricate the taper and
the threads of the ball studs. Also, lubricate the washer face of the nuts.
(5) Ball stud
(6) Torque for the four nuts that are located on the ball studs (5) of the cylinder mounting ... 1360 N·m
(1000 lb ft)
(7) Install the dust cover dry.
Typical top view of the steering cylinders
View E-E
Section F-F
Note: Use 4C-5593 Anti-Seize Compound in order to lubricate the components. Lubricate the taper and
the threads of the ball joint studs. Also, lubricate the washer face of the nuts.
(8) Torque for four nuts that are located on the ball studs (10) of the steering linkage ... 1360 N·m (1000
lb ft)
(9) Install the dust cover dry.
(10) Ball stud
Note: Refer to Testing and Adjusting, "Front Wheel - Align" for additional information.
0 #11, /"". 0 % 2 #- ,, ,- 8" ""/"".

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Front Wheel
SMCS - 4201-FR
(1) Rubber toric seal
contact. Put lubricant on all other seals at assembly. The seal rings must be assembled square with the
bore. Do not bulge or twist the toric rings.
(2) Nuts
Quantity ... 20
Note: Apply 2P-2506 Thread Compound to the washer face and threads of nuts (2) .
(3) Apply 155-0695 Thread Lock Compound to the threads.
(4) Bolts
Quantity ... 8
Adjust" before you install these bolts. Apply 9S-3263 Thread Lock Compound to the treads of the bolts
(3) after the bearing adjustment.
(5) 6G-4361 Shim Thickness ... 4.49 ± 0.08 mm (.177 ± .003 inch)
Note: See the Steering System Testing and Adjusting, "Front Wheel Bearing - Adjust" in order to
determine the amount of shims to use.
(6) Lubricate the shaft and the seal slightly with the lubricant that is being sealed prior to assembly.
(7) Mounting surfaces must be free of paint and grease prior to assembly.
1 #//, 0"". 1 % 2 #- ,, -" 8" ""0"".

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Steering System
SMCS - 4300
Hydraulic Schematic
(1) Steering cylinders
(2) Steering check and relief valve
(3) Backup relief valve for the secondary steering
(4) Backup relief valve for the primary steering
(5) Secondary steering relief valve
(6) Primary steering relief valve
(7) Steering pump pressure switch
(9) Shuttle Valve
(10) Load sensing valve
(11) Secondary steering section
(13) Electric drive pump for the secondary steering and brake release
(15) Steering system filter
(16) Steering hydraulic tank
(17) Steering pump case drain filter
(19) Pressure and flow compensator valve
(20) Steering metering pump
Location of Components
Top view of the steering oil lines
Side view of the steering oil lines
Front view of the secondary steering lines
(9) Shuttle valve
(9) Shuttle valve
Primary Steering System Operation

The steering system is hydraulic. There is no mechanical connection between the steering wheel and
steering cylinders (1) that move the front wheels. The steering system is a closed center system. The
steering system is independent of all other hydraulic systems. Oil for the steering system is stored in
steering hydraulic tank (16) .
Steering piston pump (18) is a pressure compensated piston type pump. The steering piston pump is
mounted on the front side of the pump drive. Steering piston pump (18) is driven by the pump drive.
Steering piston pump (18) operates only when the engine is running. The output of the steering piston
pump is controlled by pressure and flow compensator valve (19). Metering pump (20) receives signal oil
from the pressure and flow compensator valve. The signal oil flows through shuttle valve (9) and to the
steering metering pump. The signal oil determines the pressure and the flow of the steering piston pump.
The pressure and flow compensator valve is fastened to the steering piston pump. The flow compensator
valve in the pressure and flow compensator valve causes the steering piston pump to change from low
pressure standby to full flow. The high pressure cutoff valve limits the maximum steering pressure.
Internal leakage from steering piston pump (18) is returned to steering hydraulic tank (16) through
steering pump case drain filter (17). Return oil from the steering system flows through steering oil filter
(15). The steering oil filter is bolted to the steering hydraulic tank. Normally, oil flows through steering
oil filter (15) and clean oil is returned to steering hydraulic tank (16).
If the filter element for steering oil filter (15) becomes full of debris, the restriction to flow causes a
pressure increase. The bypass valve for steering oil filter (15) will open when the pressure increases
above the setting of the bypass valve. When the bypass valve opens, oil is allowed to bypass the filter.
The oil goes directly to steering hydraulic tank (16). When the oil bypasses the filter element, debris in
the oil will cause damage to other system components. Proper maintenance must be used to ensure that
the filter element does not stop the flow of clean oil to the hydraulic system.
Steering hydraulic tank (16) supplies oil to steering piston pump (18). The steering piston pump (18)
pumps oil to primary steering relief valve (6). Primary steering relief valve (6) is mounted in steering
check and relief valve (2). The primary steering check valve prevents oil from flowing back through
steering piston pump (18) if the engine stops. From primary steering relief valve (6), the pressure oil
flows to the steering metering pump (20). When the steering wheel is turned, steering metering pump
(20) sends a fixed amount of oil to steering cylinders (1). The speed of the turn is determined by the rate
of the steering wheel rotation. The steering linkage is designed in order to use the head end of each
cylinder as a mechanical stop.
Two steering cylinder check and relief valves are located inside steering metering pump (20). Steering
cylinder check and relief valves prevent damage from high pressure oil in the cylinder circuit. This
occurs when the steering wheel is stationary and an outside force on a front wheel suddenly moves a
cylinder rod into a cylinder or out of a cylinder. When the front wheels strike a large object, pressure oil
from a steering cylinder will open one of the steering cylinder check and relief valve. This will allow oil
flow to the low pressure side of steering cylinders (1) .
Backup relief valve (4) for the primary steering is located in steering check and relief valve (2). The
backup relief valve for the primary steering protects the primary steering system if the high pressure
cutoff valve in pressure and flow compensator valve (19) fails to limit the maximum pressure of the
system.
Pressure reducing valve (8) protects the steering pump pressure switch (7) from high pressure oil. High
pressure oil will damage the switch. Pressure reducing valve (8) modulates the flow of oil when the
pressure of the steering system is above the pressure setting of the pressure reducing valve. Steering
pump pressure switch (7) now senses the pressure setting of pressure reducing valve (8). The pressure
reducing valve shifts when the steering system pressure drops below the setting of the pressure reducing
valve. The steering pump pressure switch (7) now senses the steering system pressure. Steering pump
pressure switch (7) monitors the output of the steering piston pump.
Secondary Steering System Operation
(3) Secondary relief valve
(4) Primary relief valve
(9) Shuttle Valve
(21) Plug for the main relief valve for the secondary steering
(22) Action light
(23) Secondary steering indicator
(24) Alert indicator for the secondary steering
(25) Brake release and secondary steering switch
Steering hydraulic tank (16) also supplies oil to electric drive pump (13) for the secondary steering and
the brake release. Electric drive pump (13) for the secondary steering and the brake release is located on
the frame behind the right front suspension cylinder. The electric drive pump for the secondary steering
and the brake release provides oil in order to steer the front wheels if the normal flow is lost from the
primary steering system or if the engine stops.
Electric drive pump (13) for the secondary steering and the brake release operates according to the
position of brake release and secondary steering switch (25) that is located in the cab. During normal
machine operation, brake release and secondary steering switch (25) is placed in the AUTO position.
The electric drive pump for the secondary steering and the brake release will only operate when
additional pressure oil is needed in the steering system.
When the engine is started, the Power Train Electronic Control Module (Power Train ECM) activates a
relay that is located behind the cab. The relay behind the cab activates a larger relay that is located on
the inside of the left frame rail next to the engine. Then, the larger relay activates electric drive pump
(13) for the secondary steering and the brake release. The electric drive pump for the secondary steering
and the brake release will operate for three seconds. Secondary steering indicator (23) will turn on when
the pump is operating.
Brake release and secondary steering switch (25) is moved to the MANUAL position only when the
machine is towed. This switch sends a signal to the Power Train ECM. The Power Train ECM then
activates electric drive pump (13) for the secondary steering and the brake release and the secondary
steering indicator.
The monitoring system is designed in order to alert the operator of an immediate problem or impending
problem in the steering system or other machine system.
If the steering system pressure decreases to the deactuation pressure of the pressure switch, steering
pump pressure switch (7) will send an electrical signal to the Power Train ECM. Alert indicator (24) for
the secondary steering will flash when the steering pressure is low. Secondary steering indicator (23)
will turn ON when the pump is operating. The Power Train ECM will then activate electric drive pump
(13) for the secondary steering and the brake release.
Load sensing signal pressure oil will flow through load sensing valve (10) and shuttle valve (9) to the
steering metering pump. The load sensing signal pressure moves the spool of the load sensing valve.
The load sensing valve controls the flow of oil from the electric drive pump for the secondary steering
and the brake release to steering check and relief valve (2) .
Secondary steering check valve (5) is located in steering check and relief valve (2). Secondary steering
check valve (5) prevents pressure oil from the primary steering system from flowing back through
electric drive pump (13) for the secondary steering and the brake release. Secondary steering check
valve (5) receives pressure oil from the electric drive pump for the secondary steering and the brake
release. Pressure oil opens secondary steering check valve (5) and flows to primary steering check valve
(6). The pressure oil does not open the primary steering check valve, but the oil flows behind primary
steering check valve. The operation of the secondary steering system and the primary system is identical
after the pressure oil flows past primary steering check valve (6) .
The main relief valve for the secondary steering is located in the load sensing valve (10) behind plug
(21) of electric drive pump (13) for the secondary steering and the brake release. The main relief valve
for the secondary steering controls the maximum pressure of the secondary steering system.
Backup relief valve (3) for the secondary steering is located in steering check and relief valve (2). The
backup relief valve for the secondary steering protects the secondary steering system, if the main relief
valve for the secondary steering fails to limit the maximum pressure of the secondary steering system.
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SMCS - 4306; 5070
Steering piston pump (1) is a pressure compensating variable displacement axial piston pump. The
steering piston pump is fastened to the pump drive. The pump drive is mounted to the right side of the
frame assembly. Steering piston pump (1) only operates when the engine is running. If the truck is
moving and the engine stops, the secondary steering electric drive motor will automatically activate.
When the steering wheel is moved, the secondary steering section of the secondary steering and brake
electric drive pump will send a limited amount of oil to the steering cylinders in order to turn the truck.
(3) Pump drive shaft
(4) Swashplate
(5) Swashplate piston
(6) Pistons
(7) Barrel
(8) Actuator piston
(9) Flow compensator valve
(10) High pressure cutoff valve
When the engine is started, the pump drive turns pump drive shaft (3) and barrel (7) with nine pistons
(6). The ends of pistons (6) connect to a retraction plate and slippers. The retraction plate and slippers
turn with barrel (7). The retraction plate and slippers are against swashplate (4). Swashplate (4) does not
turn. Swashplate (4) can pivot in order to change the swashplate angle.
When pump drive shaft (3) and barrel (7) turn with swashplate (4) at the maximum swashplate angle,
pistons (6) move in and out of barrel (7) as the slippers follow the angle of the swashplate. When the
swashplate (4) is at the maximum angle, the steering piston pump is at maximum flow. Since the
steering piston pump is driven by the engine, the engine rpm also affects pump output flow. As pistons
(6) move out of barrel (7), oil is pulled from the steering hydraulic tank through the inlet opening and
into the piston cylinder in the barrel. As barrel (7) turns farther, pistons (6) are moved back into barrel
(7). This pushes the oil from the piston cylinder in barrel (7). The oil flows through the outlet opening
and into the steering hydraulic system.
The steering check and relief valve receives the pressure oil from the steering piston pump (1). The
pressure oil flows through the steering check and relief valve to the steering metering pump. When the
steering wheel is turned and the steering cylinders need oil, the steering metering pump sends pressure
oil through a load sensing line to pressure and flow compensator valve (2). The oil in the load sensing
line for pressure and flow compensator valve (2) acts on flow compensator valve (9). The spool of flow
compensator valve (9) has pressure at both ends. The load sensing pressure on this spool shifts the spool
in order to allow the oil on actuator piston (8) to drain to the tank. The spring that is on swashplate
piston (5) holds swashplate (4) at the maximum position. The steering piston pump is now at full flow.
If the pressure of the steering system reaches the pressure setting of high pressure cutoff valve (10), the
oil pressure will cause the spool to shift. When the spool shifts, oil pressure flows to actuator piston (8).
The oil pressure overcomes the spring force of swashplate piston (5). This creates a minimum
swashplate angle in order to destroke the steering piston pump to a low pressure standby condition.
Pump output is equal to the pressure setting of high pressure cutoff valve (10) .
In the NO STEER position, oil in the load sensing line from the steering metering pump is at low
pressure. The oil pressure from the steering piston pump that is acting on the spool of flow compensator
valve (9) will shift the spool. When the spool of flow compensator valve (9) shifts, oil pressure flows to
actuator piston (8). The oil pressure overcomes the spring force of swashplate piston (5). This creates a
minimum swashplate angle in order to destroke the steering piston pump to a low pressure standby
condition. Pump output is equal to the pressure setting of flow compensator valve (9) .
In the NO STEER position, there is no demand for oil from the steering cylinders. The pump operates at
a minimum swashplate angle in order to supply oil for lubrication and for leakage in the steering piston
pump. This leakage is normal. This leakage from the case drain flows to the steering hydraulic tank. At
the steering hydraulic tank, the oil flows through a screen that is in a fitting on the tank.
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Check and Relief Valve (Steering)

SMCS - 5453
(1) Check valve for the primary steering system
(2) Check valve for the secondary steering system
(3) Supply hose from the secondary steering system
(5) Return hose from the steering metering pump
(7) Supply hose to the steering metering pump
(9) Pressure reducing valve
(10) Return port to the steering hydraulic tank
(11) Supply port from the steering piston pump
(12) Low oil pressure switch for the steering pump
(3) Supply hose from the secondary steering system
(5) Return hose from the steering metering pump
(7) Supply hose to the steering metering pump
(10) Return port to the steering hydraulic tank
(12) Low oil pressure switch for the steering pump
The steering check and relief valve (6) is located on the frame behind the right front suspension cylinder.
Secondary steering check and relief valve (6) acts as a manifold for the primary steering system and the
secondary steering system. Pressure oil from the steering piston pump or the electric drive pump for the
secondary steering and the brake release flows to the steering check and relief valve. The steering check
and relief valve sends pressure oil to the steering metering pump or to the steering hydraulic tank.
Pressure oil from the steering piston pump flows through the supply port (11). The pressure oil opens
primary steering check valve (1) and flows through supply hose (7) to the steering metering pump.
Backup relief valve (8) for the primary steering will open if the pressure of the oil that is flowing from
the steering piston pump is more than the pressure setting of the relief valve. The backup relief valve for
the primary steering protects the steering system if the high pressure cutoff valve in the pressure and
flow compensator valve fails. Pressure oil will then flow to the steering hydraulic tank through the
return port (10) to the steering hydraulic tank. The pressure oil from the steering piston pump also flows
to pressure reducing valve (9). Pressure reducing valve (9) protects low oil pressure switch (12) for the
steering pump from high pressure oil. High pressure oil will damage low oil pressure switch (12) for the
steering pump. Low oil pressure switch (12) for the steering pump will sense the pressure from the
steering piston pump when the pressure of the oil is below the setting of pressure reducing valve (9).
Pressure reducing valve (9) will shift if the pressure of the oil is greater than the pressure setting of the
pressure reducing valve. Pressure reducing valve (9) will modulate in order to allow the steering pump
oil pressure switch to sense the pressure setting of the pressure reducing valve.
The electric drive pump for the secondary steering and the brake release also sends pressure oil to the
steering check and relief valve. The electric drive pump for the secondary steering and the brake release
operates when steering pump oil pressure switch (12) senses low pressure or when the secondary
steering and brake release control is pressed in the cab. Pressure oil from the electric drive pump for the
secondary steering and the brake release enters the steering check and relief valve through supply hose
(3). The pressure oil opens secondary steering check valve (2). The pressure oil flows from secondary
steering check valve (2) to primary steering check valve (1). The pressure oil flows from primary
steering check valve (1) through supply hose (7) to the steering metering pump. If the pressure of the oil
from the electric drive pump for the secondary steering and the brake release is greater than the pressure
setting of backup relief valve (4) for the secondary steering, then the relief valve will open. The backup
relief valve for the secondary steering protects the secondary steering system if the main relief valve for
the secondary steering in the electric drive pump for the secondary steering and the brake release fails.
The pressure oil will flow to the steering hydraulic tank through return port (10) to the steering hydraulic
tank.
Oil from the steering metering pump returns to steering check and relief valve (6) through return hose
(5) from the steering metering pump. This oil flows out of return port (10) to the steering hydraulic tank.
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Metering Pump (Steering)

SMCS - 4312
Location of steering metering pump
The steering metering pump is located on the base of the steering column under a cover at the front of
the cab. The resilient mounting of the metering pump will prevent vibration damage and noise.
Steering metering pump
NEUTRAL position
(1) Inner spool
(2) Drain outlet to tank
(3) Left turn port
(4) Outer sleeve
(5) Right turn port
(6) Inlet
(7) Passage
(8) Stator
(9) Centering springs
(10) Rotor
(11) Pin
(12) Drive
(13) Passage
(A) Control section
(B) Metering section
The steering metering pump is made up of the following two sections:
Control section (A)
Metering section (B)
The two sections are connected by hydraulics and by mechanics.
Oil from the steering piston pump goes through inlet port (6) into control section (A). When the steering
wheel is turned, control section (A) sends oil to metering section (B). Metering section (B) produces a
specific amount of oil flow. Metered oil from metering section (B) is then directed by control section
(A) to either left turn port (3) or right turn port (5). This oil flows to the steering cylinders. As the
steering wheel is turned faster, there is an increase in the flow of metered oil. The steering cylinders will
move farther with increased speed.
Oil Flow
Control section (A) of the steering metering pump is a closed center type. When the steering wheel is in
the NO STEER position, there is no alignment between the holes in sleeve (4) and the passages in spool
(1). However, a small amount of pump oil from inlet (6) is allowed to flow through the center position
of the steering metering pump. This small amount of oil flow (internal thermal leakage) keeps the
steering metering pump full. This will give a response time that is quick to steering demands. The
internal thermal leakage also helps keep the oil lines to the steering metering pump warmed during cold
weather operations.
Right Turn
Right turn
(1) Inner spool
(4) Outer sleeve
(5) Right turn port
(6) Inlet
(7) Passage
(8) Stator
(10) Rotor
(11) Pin
(12) Drive
(13) Passage
(A) Control section
(1) Inner spool
(4) Outer sleeve
(14) Slots for centering springs
(15) Grooves for oil flow
(16) Holes for pin (11)
(17) Small holes for oil flow
When the steering wheel is turned clockwise, spool (1), pin (11) and drive (12) start to turn. Sleeve (4)
will not turn because spool (1) will turn inside sleeve (4). Small holes (17) in sleeve (4) will be in line
with grooves (15) in spool (1). The internal thermal leakage is blocked when spool (1) and sleeve (4)
rotate.
Pump oil from inlet (6) goes through small holes (17) in sleeve (4) into grooves (15) in spool (1). The oil
in grooves (15) goes out through other small holes (17) in sleeve (4) and into passage (13). Oil flows
through passage (13) into metering section (B). Then, the oil is directed into a space between stator (8)
and rotor (10) .
Rotor (10) is splined to drive (12). As drive (12) turns, rotor (10) pumps oil through passage (7). The
metered oil flows back into sleeve (4) through small holes (17) and into grooves (15) in spool (1). This
oil then leaves sleeve (4) through small holes (17). Then, the oil flows into right turn port (5). Oil from
right turn port (5) goes to the steering cylinders in order to turn the wheels.
If the steering wheel turns faster than 10 rpm, spool (1) turns farther inside sleeve (4). Now, different
holes (16) in sleeve (4) will be in line with different grooves (15) in spool (1). Now, some of the pump
oil from inlet (6) will not flow through metering section (B). This oil will flow into right turn port (5).
Oil from right turn port (5) goes to the steering cylinders in order to turn the wheels. This allows the
wheels to be turned faster for quick steering response.
When the steering wheel is not turned, spool (1), pin (11), drive (12) and rotor (10) will not turn.
Centering springs (9) will bring spool (1) and sleeve (4) back to the NEUTRAL position. Small holes
(17) in sleeve (4) are not in alignment with grooves (15) in spool (1). Metered oil to right turn port (5)
stops. This causes the wheels to stay in the current position.
Left Turn
Left turn
(1) Inner spool
(3) Left turn port
(4) Outer sleeve
(6) Inlet
(7) Passage
(8) Stator
(10) Rotor
(11) Pin
(12) Drive
(13) Passage
(A) Control section
The operation is in the opposite direction. When the steering wheel is turned counterclockwise for a left
hand turn, spool (1), pin (11) and drive (12) start to turn. Oil comes in inlet (6). Since spool (1) and
sleeve (4) are turned, a different set of holes and grooves will line up. Oil flows through spool (1) and
sleeve (4) into passage (7) and metering section (B). Metered oil is then allowed to flow through passage
(13), spool (1), and sleeve (4) to left turn port (3). Metered oil goes to the steering cylinders in order to
turn the wheels.
Pump gears in metering section (B)
(8) Stator
(10) Rotor
(12) Drive
(11) Pin
If the steering metering pump is disassembled, assemble the steering metering pump with the proper
relationship between rotor (10) and pin (11). Use Illustration 6 for reference. Erratic steering will result
if Illustration 6 is not used as a guide.
Steering Cylinder Check and Relief Valves
Two steering cylinder check and relief valves are located in the steering metering pump. Steering
cylinder check and relief valves prevent damage from high pressure oil in the steering cylinder circuit.
This occurs when the steering wheel is stationary and an outside force on a front wheel suddenly moves
a cylinder rod into a cylinder or out of a cylinder. When the front wheels strike a large object, pressure
oil from a steering cylinder will open one steering cylinder check and relief valve. This will allow oil
flow to the low pressure side of the steering cylinders.
Load Sensing
The steering metering pump has a load sensing port. The load sensing port is connected to inlet (6)
through an orifice. Oil pressure in inlet (6) is felt in the load sensing line. This signal pressure is
communicated to the pressure compensator valve and to the secondary steering solenoid valve. Refer to
Systems Operation, "Steering System" and System Operation, "Steering Piston Pump" for a more
complete explanation on the operation of the steering metering pump, the pressure compensator valve,
and the secondary steering solenoid valve.
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Pressure Switch (Steering Pump Oil)

SMCS - 1408; 4306
(1) Steering pressure switch
One pressure switch monitors the condition of the steering system.
Pressure switch (1) monitors the output of the steering piston pump. Pressure switch (1) is attached to
the steering check and relief valve that is located on the frame behind the right front suspension cylinder.
The Caterpillar Monitoring System is designed in order to alert the operator of an immediate problem or
impending problem in the steering system or other machine system.
The pressure switch is connected to the monitoring system. The alarm will sound and the action light
and secondary steering warning indicator will flash until the steering pressure reaches the deactuation
pressure. If the system pressure drops to the actuation pressure, the alarm should sound and the action
light should flash.
The steering pressure switch (1) is also connected to the Power Train Electronic Control Module (Power
Train ECM). If the system pressure is below the deactuation pressure, the Power Train ECM will
energize the secondary steering relay that is located behind the cab. The secondary steering relay behind
the cab will then energize a second larger relay that is located on the frame near the front left suspension
cylinder. The larger relay will activate the brake release and secondary steering pump. The brake release
and secondary steering pump will send oil to the steering check and relief valve.
If the alarm sounds and the alert indicator is flashing, this is an indication of a loss of primary steering
flow. The brake release and secondary steering pump will provide enough flow in order to allow the
operator to steer the machine to a safe location off the road.
Note: A warning is displayed only if the ground speed is above 8 km/h (5 mph).
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General Information
SMCS - 4300-035


1. Move the machine to a smooth horizontal location. Move to an area that is free of machines and
personnel.
2. Activate the parking and secondary brakes.
3. Lower the body to the frame.
4. Stop the engine.
5. Permit only one operator on the machine. Keep all personnel in the sight of the operator.
6. Push the button for the pressure release on the top of the breaker relief valve. The breaker relief
valve is located on the top of the steering hydraulic tank.
7. Loosen the filler cap on the tank for the steering hydraulic oil.
8. Make sure that all hydraulic pressure is released before any component is adjusted.
9. Turn steering several times in order to remove any residual pressure.
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Visual Inspection
SMCS - 4300-035
A visual inspection of the steering system and the components is the first step when you identify a
problem.
Personal injury or death can occur if personnel are trapped between the
wheel and the frame.
The steering system is hydraulically controlled and wheels can crush

personnel during movement.
Use caution when working between the wheels and the frame. If the
wheels must be turned, ensure that all personnel are clear of the
machine before any movement.
1. Check all oil lines and connections for damage.
2. Check the pump and connections for damage and leaks.
3. Follow the pump lines to the tank and valves. Check the lines for damage and leaks.
4. Check the oil tank for damage and leaks.
5. Check the tank oil level.
Sampling valve for the steering oil
6. The sampling valve for the steering oil is located on the return line for the steering pump case
drain filter. This sampling valve can be accessed on the steering hydraulic tank.
Note: The sample should be taken when the engine is at low idle and the machine is not being
steered. The sample will fill slowly. Allow the sample to fill in a normal manner.
7. Remove the filter elements. Check for particles that were removed from the oil by the filter
elements. A magnet will separate ferrous particles from nonferrous particles (piston rings, O-
rings, or seals).
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Steering System Troubleshooting

SMCS - 4300-035
When a problem with the steering system is defined, use the following procedure:
1. Perform a visual inspection. Refer to Testing and Adjusting, "Visual Inspection".
2. If the problem has not been identified, do "Operation Checks".
3. If the problem is still undetermined, do "Performance Checks".
4. If the problem is still undetermined, do "Check The Warning System (Steering System)".
This procedure will help to identify the steering hydraulic system problems.
Operation Checks
The front wheels must be on a dry, smooth hard surface and the hydraulic oil in the steering system must
be warm.
Start the machine. In first gear, slowly drive the machine while you turn the steering wheel. Drive the
machine until the hydraulic oil temperature is approximately 38 °C (100 °F).
Test the steering system with the engine at high idle. Rotate the steering wheel. Measure the time that is
required to turn the front wheels from the full right turn position to the full left turn position and back to
the full right turn position. If the time is more than 6.0 seconds, there could be a problem in the steering
hydraulic system. If the time is less than 5.0 seconds, there could be a problem in the steering hydraulic
system.
Failures in the steering system can be at least one of the following items:
Broken oil line or a leak in an oil line connection
Worn steering piston pump
Pressure setting of the flow compensator valve in the pressure and flow compensator valve
Pressure setting of the high pressure cutoff valve in the pressure and flow compensator valve
Low pressure setting of the primary steering backup relief valve
Open secondary steering check valve
Worn steering metering pump
Leaking steering cylinder check and relief valves
Worn steering cylinders
Performance Checks
Performance checks of the steering system can be used for the following purposes:
Diagnosis of poor performance
Source of oil leakage inside the hydraulic system
Problem : Noisy steering piston pump
Probable Cause
Failed steering piston pump
Air in the steering hydraulic circuit
Loose connection of the oil line on the inlet side of the steering piston pump
Loose connection of the oil line at the port on the steering hydraulic tank
Low oil level in the steering hydraulic tank
Wrong oil viscosity
Problem : Turning the steering wheel requires too much force
Probable Cause
Worn spool or sticking spool in the flow compensator valve
Open primary steering backup relief valve
Low oil in the steering hydraulic tank
Tight end cover on the steering metering pump
Interference of components on steering column with shaft
Overloaded steering axle
Improper operation of steering metering pump
Improper operation of steering cylinder check and relief valves
Kinked load sensing line
Leaky load sensing line
Turning the steering wheel faster than 70 rpm at low idle
Turning the steering wheel faster than 242 rpm at high idle
Thermal shock in the steering metering pump
Note: Thermal shock occurs when the temperature of the oil in the steering metering pump is 10 °C (50
°F) colder than the temperature of the oil in the steering hydraulic tank.
Problem : The truck does not turn when the steering wheel is turned
Probable Cause
Air in system
Malfunction of the steering cylinder check and relief valves
Lack of oil in steering metering pump
Worn steering metering pump
Disengaged steering column shaft from steering metering pump
Worn steering cylinders
Problem : Erratic steering
Probable Cause
Timing of metering pump drive
(1) Pin
(2) Drive
(3) Timing Mark
(4) Gerotor star valleys
(A) Reference Line
(B) Reference Line
(C) Reference Line
Air in system
Worn steering linkage
Worn cylinder piston
Loose cylinder piston
The timing of the gerotor and the timing of the pin (1) in the steering metering pump is not
correct.
Problem : The truck turns too slowly in both directions
Probable Cause
Not enough oil flow from the steering piston pump
Low pressure setting of the flow compensator valve in the pressure and flow compensator valve
Low pressure setting of the high pressure cutoff valve in the pressure and flow compensator valve
Problem : The truck turns too slowly in one direction
Probable Cause
Restriction in steering metering pump
Problem : The steering wheel does not return to the center position correctly
Probable Cause
Tight cover on steering metering pump
Interference of components on steering column with shaft
Restriction between spool and sleeve in steering metering pump
Damaged centering springs in steering metering pump
Broken centering springs in steering metering pump
Problem : Hot oil temperature
Probable Cause
The steering piston pump does not go to standby pressure.
Wrong oil viscosity
Air in the oil
Low pressure setting of the high pressure cutoff valve
Restriction in the line circuit
Problem : Low oil pressure
Probable Cause
Low pressure setting of the flow compensator valve
Low pressure setting of the high pressure cutoff valve
Problem : The steering wheel turns with little effort from the operator
Probable Cause
The sleeve in the steering metering pump jams and the spool in the steering metering pump jams
due to foreign material.
Wrong oil line connections on the steering metering pump
Broken centering springs in the steering metering pump
Damaged centering springs in the steering metering pump
(1) Pin
(2) Drive
(3) Timing Mark
(A) Reference Line
(B) Reference Line
(C) Reference Line
Timing mark (3) that is on drive (2) must fall on the parallel line between any two gerotor star
valleys (4) .
Note: Reference lines (A), (B) and (C) are parallel.
Problem : The steering piston pump does not destroke to standby pressure
Probable Cause
Sticking spool in the flow compensator valve
High pressure setting of the flow compensator valve
(1) Pin
(2) Drive
(3) Timing Mark
(A) Reference Line
(B) Reference Line
(C) Reference Line
Timing mark (3) that is on drive (2) must fall on the parallel line between any two gerotor star
valleys (4) .
Note: Reference lines (A), (B) and (C) are parallel.
Problem : Soft steering
Probable Cause
Air in the steering hydraulic circuit
Low oil level in steering hydraulic tank
Check The Warning System (Steering System)
(5) Action light
(6) Secondary steering indicator
(7) Secondary steering alert indicator
(8) Brake release and secondary steering control
2. Turn the parking brake control to the OFF position.
Note: When the parking brake control is in the ON position, friction will not allow the secondary
steering system to turn the wheels all the way to the steering cylinder stops.
3. Turn the engine start switch key to the ON position.
4. The Caterpillar Monitoring System action light (5) should flash and the action alarm should sound
for approximately three seconds. Secondary steering indicator (6) is activated and the electric
motor for the secondary steering and brake electric drive pump must operate for three seconds.
5. The secondary steering and brake electric drive pump will operate when the secondary steering
indicator light (6) is ON. When the secondary steering system is used to steer the machine, more
steering effort will be needed. The primary steering system will require less steering effort.
6. Start the engine. Secondary steering alert indicator (7), action light (5), and the action alarm
should turn off after three seconds.
7. Operate the engine and move secondary steering and brake release control (8) to the MANUAL
position. Secondary steering indicator (6) should activate. The steering system must operate in the
same way as normal steering operation. Secondary steering alert indicator (7), action light (5), and
the action alarm should not activate.
8. Move secondary steering and brake release control (8) to the AUTO position and turn the engine
start switch key to the OFF position.
9. Turn the parking brake control to the ON in order to apply the parking brakes.
Problem : The monitoring system, the lights, the action alarm, and the starter does not
operate
Probable Cause
The battery disconnect switch is in the OFF position.
Low battery voltage
Problem : The secondary steering warning indicator, the action light, and the action
alarm are activated after the engine starts with the secondary steering indicator and
the electric motor is OFF.
Probable Cause
The Power Train Electronic Control Module (Power Train ECM) is not receiving voltage from the
"R" terminal on the alternator.
Bad Cat Data Link
Bad Power Train ECM
Bad Caterpillar Monitoring System
Problem : The secondary steering warning indicator, the action light, the action alarm,
the secondary steering indicator, and the electric motor are ON.
Probable Cause
Bad steering pump oil pressure switch
Low oil in the steering hydraulic tank
Bad Power Train ECM
Problem : The secondary steering warning indicator and the action light flashes until
the engine starts with the secondary steering indicator and the electric motor are OFF.
Probable Cause
Open circuit or shorted circuit to ground on secondary steering relay that is mounted on the frame
Open circuit or shorted circuit to ground on secondary steering relay that is mounted in the cab
The contacts are corroded or the contacts have failed to open on the secondary steering relay that
is mounted on the frame.
Open circuit type failure from the positive "+" battery terminal to the secondary steering pump oil
pressure switch terminal
Open circuit type failure from the secondary steering relay that is mounted on the frame to the
secondary steering and brake release electric drive pump
Open circuit type failure from the electric motor to the negative terminal on the battery
Failure of the electric motor
The secondary steering and brake release electric drive pump will not turn.
Bad Power Train ECM
Problem : The secondary steering warning indicator does not flash during engine start-
up.
Probable Cause
Bad Cat Data Link
Bad Power Train ECM
Bad Caterpillar Monitoring System
Bad steering pump oil pressure switch
Problem : The secondary steering warning indicator and the action light flashes, but
the secondary steering indicator and the electric motor operates after the engine starts.
Probable Cause
Bad Power Train ECM
Problem : Secondary steering indicator does not turn ON and the electric motor does
not operate when the secondary steering and brake control is placed in the Manual
position.
Probable Cause
Bad secondary steering and brake release control
Open circuit between the secondary steering fuse and the secondary steering and brake control
Open circuit between the secondary steering and brake release control and the secondary steering
relay that is located behind the cab
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Relief Valve (Primary Steering Backup) - Test and Adjust

SMCS - 4322-036
Table 1
Tools Needed Qty

198-4238 Pressure Sensor 1

(SS) Pressure tap for the steering system
Steering check and relief valve (1) is located behind the right front suspension cylinder.
(4) Pressure compensator valve
Steering piston pump (3) is located behind the engine on the front side of the pump drive.
1. Operate the engine at HI IDLE. Turn the steering wheel to the right or turn the steering wheel to
the left until the steering cylinder stop is reached. Then, continue turning the steering wheel
against the stop. Hold the steering wheel in this position for three seconds and then release the
steering wheel. Continue this step until the oil in the steering system reaches at least 38 °C (100 °
F).
2. Stop the engine.
3. Install the 198-4240 Digital Pressure Indicator with the 198-4238 Pressure Sensor at pressure tap
(SS) for the steering system. Pressure tap (SS) is located on steering check and relief valve (1)
behind the right front suspension cylinder.
(4) Pressure compensator valve
(6) Cap
(7) Locknut
(8) Setscrew
Note: Backup relief valve (2) for the primary steering has a higher pressure setting than high
pressure cutoff valve (5) .
4. Remove cap (6) from setscrew (8) on high pressure cutoff valve (5) .
5. Loosen locknut (7) of high pressure cutoff valve (5) .
Note: Do not increase the pressure setting of the relief valve too much. If the pressure setting of
the relief valve is set too high, damage to the components of the system could occur.
6. Increase the pressure setting of high pressure cutoff valve (5) by turning setscrew (8) clockwise.
Approximately 1.5 turns of setscrew (8) will increase the pressure setting of the high pressure
cutoff valve above the pressure setting of the backup relief valve for the primary steering. Count
the number of turns so that you can return setscrew (8) to the original setting.
8. Operate the engine at LOW IDLE. Check the pressure on the pressure gauge. The pressure setting
of backup relief valve (2) for the primary steering is 26000 ± 400 kPa (3771 ± 58 psi).
9. If the pressure needs to be adjusted, stop the engine.
(9) Locknut
(10) Setscrew
10. Loosen locknut (9) of backup relief valve (2) for the primary steering.
11. With an allen wrench, rotate setscrew (10) clockwise by 1/4 turn in order to raise the pressure.
Rotate setscrew (10) counterclockwise by a 1/4 turn in order to lower the pressure. Each 1/4 turn
of setscrew (10) changes the pressure approximately 1183 kPa (172 psi).
12. Repeat Steps 7 through 11 until the pressure setting is correct.
13. When the pressure setting of backup relief valve (2) for the primary steering is correct, adjust the
pressure setting of high pressure cutoff valve (5) to the original setting.
a. Turn setscrew (8) to the original setting.
b. Tighten locknut (7) .
c. Install cap (6) .
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Piston Pump (Steering) Pressure - Test and Adjust

SMCS - 4306-036; 5070-036
Table 1
Tools Needed Qty


Pressure and flow compensator valve (1) is mounted to the case of the steering piston pump. The
steering piston pump is mounted on the front side of the pump drive.
Steering check and relief valve (4) is located on the frame behind the right front suspension cylinder.
High Pressure Cutoff Valve
(5) Cap
(6) Setscrew
(7) Locknut
F).
3. Check the steering system pressure by installing a 198-4240 Digital Pressure Indicator with the
198-4238 Pressure Sensor at pressure tap (SS) for the steering system. Pressure tap (SS) is located
on steering check and relief valve (4) behind the left front suspension cylinder.
4. Operate the engine at HI IDLE. Turn the wheels to the right or the left and keep turning the
steering wheel. Check the pressure while you are turning the steering wheel. The pressure setting
of the high pressure cutoff valve is 21200 ± 345 kPa (3075 ± 50 psi).
6. Remove cap (5) from setscrew (6) on high pressure cutoff valve (3) .
7. Loosen locknut (7) of high pressure cutoff valve (3) .
Rotate setscrew (6) counterclockwise by a 1/4 turn in order to lower the pressure. Each 1/4 turn of
setscrew (6) changes the pressure approximately 1313 kPa (190 psi).
Personal injury or death can result from improperly checking for a

leak.
Always use a board or cardboard when checking for a leak. Escaping

air or fluid under pressure, even a pin-hole size leak, can penetrate
body tissue causing serious injury, and possible death.
If fluid is injected into your skin, it must be treated immediately by a

doctor familiar with this type of injury.
10. If the pressure is low, and if the pressure does not increase with this method, there is excessive
leakage in the system. Use the following steps to locate the leak.
11. Check the setting of the backup relief valve for the primary steering. Perform the Steering System
Testing and Adjusting, "Relief Valve (Primary Steering Backup) - Test and Adjust".
12. If the setting of the backup relief valve for the primary steering is correct, disassemble spool (3) of
pressure and flow compensator valve (1) for high pressure cutoff. Check spool (3) for sticking.
Replace the entire pressure and flow compensator valve (1) if the spool is damaged or the bore is
damaged.
13. If high pressure cutoff valve (3) is not sticking and the bore is not damaged, disassemble steering
check and relief valve (4).
a. Check the secondary steering check valve. Check the seat of the secondary steering check
valve in order to be sure that primary steering oil is not leaking into the secondary steering
system.
b. Check the steering pump oil pressure switch. Check the seal in order to be sure that primary
steering oil is not leaking from the steering check and relief valve.
c. Check the pressure reducing valve in order to be sure that primary steering oil is not leaking
to the steering hydraulic tank.
14. Remove the test equipment.
Flow Compensator Valve
(5) Cap
(6) Setscrew
(7) Locknut
2. Operate the engine at HI IDLE. Turn the steering wheel until the wheels stop turning. Hold the
steering wheel in this position for three seconds and then release the steering wheel.
3. Continue this step until the oil in the steering system reaches at least 38 °C (100 °F).
The steering system pressure will drop to low pressure standby when the steering wheel is not
turned.
4. Operate the engine at LO IDLE. Check the steering system pressure by installing a 8T-0860
Pressure Gauge 40000 kPa (5800 psi) at the pressure tap (SS) for the steering system. Pressure tap
(SS) is located on the steering check and relief valve behind the left front suspension cylinder.
Note: The pressure gauge needs to withstand the maximum pressure from the steering piston
pump.
5. The pressure of the steering system will drop to low pressure standby when the steering wheel is
not turned. The low pressure standby should not exceed 2510 ± 440 kPa (364 ± 64 psi).
6. If the low pressure standby is less than 2070 kPa (300 psi) after three cycles of the steering
system, stop the engine.
7. Remove cap (5) from setscrew (6) on flow compensator valve (2) .
8. Loosen locknut (7) of flow compensator valve (2) .
Rotate setscrew (6) counterclockwise by a 1/4 turn in order to lower the pressure. Each 1/4 turn of
10. Repeat Steps 1 through 9 until the pressure setting is 2510 ± 440 kPa (364 ± 64 psi).
If the pressure cannot be adjusted, check flow compensator valve (2). The spool may be sticking.
Replace the entire pressure and flow compensator valve (1) if the spool or the bore is damaged.
11. Remove the test equipment.
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Relief Valve (Secondary Steering Backup) - Test and Adjust

SMCS - 4322-036
Table 1
Tools Needed Qty


(1) Electric drive pump for the secondary steering and the brake release
(2) Plug
The main relief valve for the secondary steering is located behind plug (2) on electric drive pump (1) for
the secondary steering and the brake release.
The steering check and relief valve is located on the frame behind the right front suspension cylinder.
the left until the steering cylinder stop is reached. Then continue turning the steering wheel against
the stop. Hold the steering wheel in this position for three seconds and then release the steering
wheel. Continue this step until the oil in the steering system reaches at least 38 °C (100 °F).
2. Stop the engine.
Note: Backup relief valve (4) for the secondary steering has a higher pressure setting than the
main relief valve for the secondary steering.
Note: Do not increase the pressure setting of the relief valve too much. If the pressure setting of
the relief valve is set too high, damage to the components of the system could occur.
3. Remove plug (2) from electric drive pump (1) for the secondary steering and the brake release.
Use the setscrew that is located behind plug (2) in order to increase the pressure setting of the
main relief valve for the secondary steering. Turn the setscrew clockwise. Approximately 3 turns
of the setscrew will increase the pressure setting of the main relief valve for the secondary steering
above the pressure setting of the backup relief valve for the secondary steering. Count the number
of turns so that you can return the setscrew to the original setting.
4. Install a 198-4240 Digital Pressure Indicator with the 198-4238 Pressure Sensor at the pressure
tap (SS) for the steering system. Pressure tap (SS) is located on steering check and relief valve (3)
behind the left front suspension cylinder.
Note: When the parking brake control is in the ON position, friction from the wheel brakes will
not allow the secondary steering system to turn the wheels all the way to the cylinder stops.
NOTICE
To minimize battery drain, leave the switch in the MANUAL position
only long enough to test the secondary steering. Return the switch to
the AUTO position immediately after testing.
7. Use the secondary steering and brake release control in the cab in order to operate electric drive
pump (1) for the secondary steering and the brake release.
8. Check the pressure on the pressure gauge. The pressure setting of the backup relief valve for the
secondary steering is 20700 ± 400 kPa (3002 ± 58 psi).
(5) Locknut
(6) Setscrew
9. If the pressure needs to be adjusted, loosen locknut (5). Use setscrew (6) to change the pressure
setting.
10. With an allen wrench, rotate the setscrew clockwise by 1/4 turn in order to raise the pressure.
Rotate the setscrew counterclockwise by a 1/4 turn in order to lower the pressure. Each 1/4 turn of
the setscrew changes the pressure approximately 1183 kPa (172 psi).
12. When the pressure setting of backup relief valve (4) for the secondary steering is correct, adjust
the pressure setting of the main relief valve for the secondary steering to the original pressure
setting.
13. Install plug (2). Remove the gauge from pressure tap (SS) .
14. Turn the parking brake control to the ON position in order to apply the parking brakes.
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Relief Valve (Secondary Steering Main) - Test and Adjust

SMCS - 4322-036
Table 1
Tools Needed Qty


(1) Electric drive pump for the secondary steering and the brake release
(2) Plug for the main relief valve for the secondary steering
The electric drive pump for the secondary steering and the brake release is located on the frame behind
the right front suspension cylinder.
Location of the secondary steering and brake release control that is located in the cab
F).
2. Stop the engine.
Note: When the parking brake control is in the ON position, friction from the wheel brakes will
not allow the secondary steering system to turn the wheels all the way to the cylinder stops.
5. Install a 198-4240 Digital Pressure Indicator with the 198-4238 Pressure Sensor at the pressure
tap (SS) for the steering system. Pressure tap (SS) is located on steering check and relief valve (3)
behind the left front suspension cylinder.
NOTICE
To minimize battery drain, leave the switch in the MANUAL position
only long enough to test the secondary steering. Return the switch to
the AUTO position immediately after testing.
6. Use the secondary steering and brake release control in the cab in order to operate electric drive
pump (1) for the secondary steering and the brake release.
7. Check the pressure on the pressure gauge. The pressure setting of the main relief valve for the
secondary steering is 17225 ± 350 kPa (2498 ± 51 psi).
8. If the pressure needs to be adjusted, remove plug (2) for the main relief valve for the secondary
steering. Use the setscrew that is located behind the plug to change the pressure setting.
9. With an allen wrench, rotate the setscrew clockwise by 1/4 turn in order to raise the pressure.
Rotate the setscrew counterclockwise by a 1/4 turn in order to lower the pressure. Each 1/4 turn of
the setscrew changes the pressure approximately 1288 kPa (185 psi).
11. Replace plug (2) for the main relief valve for the secondary steering and remove the test
equipment.
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Pressure Reducing Valve (Steering) - Test

SMCS - 4337-081
Table 1
Tools Needed Qty

6V-3966 Valved Nipple Assembly 1
8J-7844 Adapter Fitting 1

(2) Steering pressure reducing valve
(3) Steering pump oil pressure switch
(1) Steering pressure reducing valve
(4) Locknut
(5) Setscrew
1. Turn the steering wheel several times in order to release any residual pressure from the steering
hydraulic system.
2. Push the button for the pressure release on the top of the breaker relief valve. The breaker relief
valve is located on the top of the steering hydraulic tank.
3. Remove steering pump oil pressure switch (3). Steering pump oil pressure switch is located
behind the right front suspension cylinder on steering check and relief valve (1). Use a 8J-7844
Adapter Fitting and a 6V-3966 Valved Nipple Assembly in order to install a 198-4240 Digital
Pressure Indicator with the 198-4238 Pressure Sensor at the location of steering pump oil pressure
switch (3) .
against the stop. Check the pressure while you are holding the steering wheel against the steering
cylinder stops. The pressure setting of pressure reducing valve (2) is 2600 + 500 - 200 kPa (377 +
73 - 29 psi).
7. Loosen locknut (4) on steering pressure reducing valve (2) .
Rotate setscrew (5) counterclockwise by 1/4 turn in order to lower the pressure. Each 1/4 turn of
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Relief Valve (Steering Cylinder) - Test

SMCS - 4312-081
Table 1
Tools Needed Qty

7X-0873 Tee 2
6V-3965 Nipple 2
3S-6224 Electric Hydraulic Pump 1
(2) Hydraulic line to the left steering cylinder
(3) Hydraulic line to the right steering cylinder
Steering metering pump (1) is located behind a cover at the front of the cab.
2. In order to test the steering cylinder relief valve for the left steering cylinder, turn the steering
wheel to the left until the wheels stop turning. Stop the engine.
3. Remove hydraulic line (2) to the left steering cylinder.
4. Install two 7X-0873 Tee. Connect hydraulic line (2) onto the second tee.
5. Install two 6V-3965 Nipples onto the two tees.
6. Connect the 198-4240 Digital Pressure Indicator with the 198-4238 Pressure Sensor onto one
nipple.
7. Connect the 3S-6224 Electric Hydraulic Pump onto the other nipple assembly.
8. Operate the pump and check the pressure on the gauge. The pressure setting of the steering
cylinder relief valve is 27200 ± 690 kPa (3945 ± 100 psi).
Note: The pressure setting of the steering cylinder relief valve should not be adjusted. If the
pressure setting of the steering cylinder relief valve is not correct, replace the steering metering
pump.
9. Remove the tools and connect hydraulic line (2) onto steering metering pump (1) .
11. In order to test the steering cylinder relief valve for the right steering cylinder, turn the steering
wheel to the right until the wheels stop turning. Stop the engine.
12. Remove hydraulic line (3) to the right steering cylinder. Follow Steps 3 through 8 in order to
check the steering cylinder relief valve for the right steering cylinder.
13. Remove the tools and connect hydraulic line (3) onto steering metering pump (1) .
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Front Wheel Bearing - Adjust

SMCS - 4201-025
S/N - AGC1-UP
S/N - AGY1-UP
(1) Axle
(2) Wheel
(3) Retainer
(4) Threaded holes in retainer
(5) Bolts
(6) Shim pack
Note: Before you proceed, tap the thread holes by hand or use a wire brush on the thread holes.
This will remove the thread lock compound.
1. Install wheel (2) and bearing assemblies (7) and (8) onto axle (1) .
2. Without using shim pack (6), use four bolts (5) to assemble retainer (3) to axle (1). Be sure that
bolts (5) are equally spaced.
3. Torque four bolts (5) to 200 N·m (148 lb ft).
4. Rotate the wheel for two revolutions in order to seat the bearings.
6. Completely loosen the four bolts (5) in order to remove the torque.
7. Rotate the wheel for two revolutions.
12. Repeat Step 10 and Step 11 until the specified torque does not cause any movement of bolts (5) .
13. Use a depth micrometer to measure the distance from the end of axle (1) to the outer face of
retainer (3). Use the two threaded holes (4) in retainer (3) for this measurement. Record the
average of the measurements.
Note: If the difference in the measurements at the two holes is more than 0.13 mm (0.005 inch),
do not continue with the wheel bearing adjustment procedure. Remove components from axle (1).
Check the axle and bearing assemblies for any interference that would prevent the correct seating
of the wheel bearings. Repeat the steps until the measurements are within specifications.
14. Remove retainer (3). Measure the thickness of retainer (3) at the two threaded holes that were
used to get the previous measurements. Record the average of the measurements.
15. Use the average distance from the end of axle (1) to the outer face of retainer (3). Subtract the
average thickness of retainer (3) from this measurement. This is the distance from the end of axle
(1) to the inner face of retainer (3) .
16. Install shim pack (6). In order to determine the shim pack thickness, add 0.127 mm (.0050 inch) to
the distance from Step 15.
Note: Apply 9S-3263 Thread Lock to bolts (5) before final assembly.
17. Install 8 bolts (5). While you rotate the wheel, torque bolts (5) to 250 ± 14 N·m (184 ± 10 lb ft).
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Front Wheel - Align

SMCS - 4201-024
Steering linkage
(1) Clamps on left side tie bar
(2) Clamps on right side tie bar
(B) Distance between the front tires at the back
(F) Distance between the front tires at the front
Use the following procedure to adjust the front wheel alignment:
1. Raise the axles until the strut rods in the suspension cylinders are fully extended.
2. Move the wheels to a straight ahead position.
3. Measure the distance between the front wheels at location (F) .
4. Mark location (F) at each tire. Rotate the tires by 180 degrees.
5. Measure the distance at location (B) between the same marks.
6. Use Table 1 to determine the correct toe-out when the front wheels are off the ground.
Table 1
Correct Toe-Out
B = F - 64.26mm (2.53 inches)
7. If the difference that was found in the previous step is not correct, adjust each link assembly by
the same number of turns.
Note: After the adjustment has been made, the tie rods must be of equal length.
8. When the Toe-Out measurement is correct, tighten clamps (1) and (2) to 285 N·m (210 lb ft) and
lower the front of the truck.
Note: The front wheel toe-in will be correct if the difference between distance (F) and distance (B) is
properly adjusted. Also, the suspension cylinders must be properly charged and the suspension cylinders
must be at the normal operating range.
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Worksheets
SMCS - 4300
Table 1
Model of the Machine Date

Technician
Table 2
Visual Checks
Oil level Air or water in the oil
Oil viscosity Debris in the suction screen
Oil leaks Debris in the filter
Component damage
Table 3
Actual
Test Specifications
Cutoff Pressure (Pressure Compensator Valve)

21270 ± 350 kPa (3100 ± 50 psi)
Low Pressure Standby (Pressure Compensator
Valve) 2510 ± 440 kPa (364 ± 64 psi)
Backup Relief Valve for the Primary Steering

26000 ± 400 kPa (3771 ± 58 psi)
Backup Relief Valve for the Secondary Steering
20700 ± 400 kPa (3002 ± 58 psi)
Main Relief Valve for the Secondary Steering

17225 ± 350 kPa (2498 ± 51 psi)
Pressure Reducing Valve 2600 + 500 - 200 kPa (375 + 73 - 29

psi)
Steering Cylinder Relief Valves

27200 ± 690 kPa (3945 ± 100 psi)
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Suspension Cylinder (Front) - Type 1

SMCS - 7201
Note: When you assemble suspension cylinder, you must fill the cylinder with the proper amount of oil.
Refer to the Testing and Adjusting, "Suspension Cylinder Oil Requirements" for the correct initial fill.
See the Testing and Adjusting, "Suspension Cylinder (Front) - Purge and Charge" for the charging
procedure and for the charging dimensions.
Note: The front suspension cylinder must be assembled in the vertical position.
(A) Outside diameter of piston (two places) ... 271.78 ± 0.13 mm (10.700 ± 0.005 inch)
(B) Inside diameter of tube ... 273.05 + 0.13 - 0.05 mm (10.750 + 0.005 - 0.002 inch)
(C) Inside diameter of gland (three places) ... 229.000 ± 0.030 mm (9.0157 ± 0.0012 inch)
(D) Outside diameter of rod ... 228.52 ± 0.05 mm (8.997 ± 0.002 inch)
(1) Use 116-2673 Shims as shims are required.
(2) 175-3184 Valve
Torque for the charging valve ... 50 ± 10 N·m (37 ± 7 lb ft)

Torque for the valve cap ... 4.25 ± 0.85 N·m (38 ± 8 lb in)
(3) Install the cap so that the lockring is down.
(5) 9D-1842 Shim Pack ... 4.47 ± 0.08 mm (0.176 ± 0.003 inch)
Note: See the Machine System Disassembly and Assembly, "Spindle (Front) - Install" in order to
determine the thickness that should be installed.
Personal injury or death can result when working with the strut rod.
Sudden release of the spindle from the strut rod or the snapping of a
bolt when removing the plate can result in injury.
Loosen all bolts one-half turn, working around the plate in a circular
pattern. Perform this again and again until the torque is released for the
bolts.
(56) Bolts
Preliminary torque for six bolts ... 205 ± 25 N·m (150 ± 18 lb ft)
Note: See the Machine System Disassembly and Assembly, "Spindle (Front) - Install" before you install
these bolts.
(7) Torque of 20 bolts
Static inspection torque of 20 bolts ... 200 N·m (148 lb ft)

Assembly torque of 20 bolts ... 475 ± 60 N·m (350 ± 44 lb ft)
(8) Apply 8T-9014 Silicone Sealant prior to assembly.
(9) Fill the lower cavity with 7X-7664 Grease after assembly.
(10) Apply a coat of 4C-5593 Anti-Seize Compound to the taper before assembly with the spindle.
(11) Apply 8T-9014 Silicone Sealant prior to assembly. Torque the bolt by hand. The amount of torque
should not cause the end to turn.
The charging medium for suspension cylinder is dry nitrogen.
Internal volume ... 13 L (795 in3)
Charged pressure ... 1520 kPa (220 psi)
Service pressure ... 5300 kPa (770 psi)
Bursting pressure ... 41600 kPa (6000 psi)
Charged safety factor ratio ... 27.3:1
Service safety factor ratio ... 7.8:1
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Suspension Cylinder (Front) - Type 2

SMCS - 7201
See the Testing and Adjusting, "Suspension Cylinder (Front) - Purge and Charge" for the charging
procedure and for the charging dimensions.
Note: The front suspension cylinder must be assembled in the vertical position.
(A) Outside diameter of piston (two places) ... 271.78 ± 0.13 mm (10.700 ± 0.005 inch)
(B) Inside diameter of tube ... 273.05 + 0.13 - 0.05 mm (10.750 + 0.005 - 0.002 inch)
(C) Inside diameter of gland (three places) ... 229.000 ± 0.030 mm (9.0157 ± 0.0012 inch)
(D) Outside diameter of rod ... 228.52 ± 0.05 mm (8.997 ± 0.002 inch)
(1) Use 116-2673 Shims as shims are required.
(2) 238-9928 Valve
Torque for the charging valve ... 14 ± 1 N·m (10.3 ± 0.7 lb ft)
Torque for the valve cap ... 7 ± 1 N·m (62 ± 9 lb in)
(3) Install the cap so that the lockring is down.
(5) 9D-1842 Shim Pack ... 4.47 ± 0.08 mm (0.176 ± 0.003 inch)
Note: See the Machine System Disassembly and Assembly, "Spindle (Front) - Install" in order to
determine the thickness that should be installed.
Personal injury or death can result when working with the strut rod.
Sudden release of the spindle from the strut rod or the snapping of a
bolt when removing the plate can result in injury.
Loosen all bolts one-half turn, working around the plate in a circular
pattern. Perform this again and again until the torque is released for the
bolts.
(6) Bolts
Preliminary torque for six bolts ... 205 ± 25 N·m (150 ± 18 lb ft)
Note: See the Machine System Disassembly and Assembly, "Spindle (Front) - Install" before you install
these bolts.
(7) Torques for 20 bolts
Static inspection torque for 20 bolts ... 200 N·m (148 lb ft)
Assembly torque for 20 bolts ... 475 ± 60 N·m (350 ± 44 lb ft)
(8) Apply 8T-9014 Silicone Sealant prior to assembly.
(9) Fill the lower cavity with 7X-7664 Grease after assembly.
(10) Apply a coat of 4C-5593 Anti-Seize Compound to the taper before assembly with the spindle.
(11) Apply 8T-9014 Silicone Sealant prior to assembly. Torque the bolt by hand. The amount of torque
should not cause the end to turn.
Internal volume ... 13 L (795 in3)
Charged pressure ... 1520 kPa (220 psi)
Charged safety factor ratio ... 27.3:1
Service safety factor ratio ... 7.8:1
1 #00, /"". 1 % 2 #- -" // 8" ""/"".

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Suspension Cylinder (Rear)

SMCS - 7201; 7213
S/N - AFS1-96
S/N - AGC1-1454
S/N - AGY1-199
See Testing and Adjusting, "Suspension Cylinder (Rear) - Purge and Charge" for the charging procedure
and for the charging dimensions.
(A) Outside diameter of rod (over chrome) ... 228.52 ± 0.05 mm (8.997 ± 0.002 inch)
(B) Inside diameter of head (two places) ... 228.68 ± 0.03 mm (9.003 ± 0.001 inch)
(C) Inside diameter of cylinder ... 266.70 + 0.13 - 0.05 mm (10.500 + .005 - 0.002 inch)
(D) Outside diameter of rod (two places) ... 266.06 ± 0.13 mm (10.475 ± 0.005 inch)
(1) Apply a coat of 4C-5593 Anti-Seize Compound to four pins prior to assembly with the bearing.
Outside diameter of pin ... 82.461 ± 0.025 mm (3.2465 ± 0.0010 inch)

Inside diameter of bearing ... 82.5373 ± 0.0127 mm (3.2495 ± 0.0005 inch)
(3) Torque for one relief valve ... 50 ± 10 N·m (37 ± 7 lb ft)
(4) Torque for one check valve assembly ... 50 ± 10 N·m (37 ± 7 lb ft)
(5) Torque for one valve ... 50 ± 10 N·m (37 ± 7 lb ft)
Internal volume ... 6.7 L (4013 in3)
Charged pressure ... 100 kPa (14.5 psi)
Charged safety factor ratio ... 61:1
Service safety factor ratio ... 8:1
1 #22, /"". 1 % 3 #- -" ,. 9" ""/"".

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Suspension Cylinder (Rear) - Type 1

SMCS - 7201; 7213
S/N - AFS97-UP
S/N - AGC1455-UP
S/N - AGY200-UP

(4) Torque for one check valve assembly ... 50 ± 10 N·m (37 ± 7 lb ft)
(5) Torque for one valve ... 50 ± 10 N·m (37 ± 7 lb ft)
2 #11, /"". 2 % 3 #- -" -0 9" ""/"".

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Suspension Cylinder (Rear) - Type 2

SMCS - 7201; 7213
S/N - AFS97-UP
S/N - AGC1455-UP
S/N - AGY200-UP

(4) Torque for two valve assemblies ... 14 ± 1 N·m (10.3 ± 0.7 lb ft)
(5) Torque to close two valve assemblies ... 7 ± 1 N·m (62 ± 9 lb in)
1 #22, /"". 1 % 3 #- -# #" 9" ""/"".

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Pressure Sensor (Front Suspension Cylinder)

SMCS - 1408
S/N - AGC1-UP
S/N - AGY1-UP
(1) Torque for pressure sensor ... 45 ± 5 N·m (33 ± 4 lb ft)
(A) Supply voltage
(B) Ground
(C) Signal voltage
The frequency range is between 200 to 1600 Hz.
The supply voltage is 24 volts.
1 #//, 2"". 1 % 3 #- -# 20 9" ""2"".

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Suspension Cylinder (Front)

SMCS - 7201
Each front wheel is held by a suspension cylinder. The suspension cylinder is an oil-pneumatic
hydraulic cylinder. The front suspension cylinders are the kingpins for the steering linkage. The front
suspension cylinders also provide the shock absorber action between the front wheels and the machine
frame.
The main components of the front suspension cylinder are a cylinder and a rod. The cylinder is fastened
to the frame of the machine. As the wheel moves up or as the wheel moves down, the rod is free to move
inside the cylinder. The rod moves with the wheel.
Rod Moves Up
Front suspension cylinder operation
(1) Cylinder
(2) Chamber
(3) Rod
(4) Orifices
(6) Cavity
(AA) Nitrogen
(LL) Oil
Orifices (4) and drain ball check (5) control the flow rate of the oil from chamber (2) to cavity (6) .
When a shock load is felt in the front wheels, the front wheel will move up. This movement causes rod
(3) to move up in cylinder (1). The movement of rod (3) compresses the nitrogen in chamber (2). Oil
flows from chamber (2) to cavity (6) through orifices (4) and through drain ball check (5) .
The compression of the nitrogen in chamber (2) provides the shock absorber action. The suspension
cylinder dampens the amount of the shock load that is felt by the machine frame.
Rod Moves Down
Front suspension cylinder operation
(1) Cylinder
(2) Chamber
(3) Rod
(4) Orifices
(6) Cavity
(AA) Nitrogen
(LL) Oil
As the shock load diminishes, the action of the suspension cylinder is reversed. The weight of the wheel
and of the front axle in addition to the pressure of the nitrogen in chamber (2) moves rod (3) out of
cylinder (1). As rod (3) moves down, the oil volume of cavity (6) decreases and the oil is put under
pressure. The flow of oil closes drain ball check (5). The oil pressure in cavity (6) holds drain ball check
(5) closed. At this time, oil can only drain to chamber (2) through orifices (4) .
As rod (3) moves down, the lower orifice is closed and the amount of oil that goes to chamber (2) is
decreased. The other orifice is slowly closed off as rod (3) moves down. This again decreases the
amount of oil that goes to chamber (2). By slowly decreasing the amount of oil that drains to chamber
(2), the suspension cylinder reduces the speed of downward movement for rod (3). This reduces the
shock load that is created when rod (3) reaches the bottom of cylinder (1) .
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Suspension Cylinder (Rear)

SMCS - 7201; 7213
The rear suspension cylinders are fastened between supports on the rear of the machine frame and to the
rear axle housing. The suspension cylinder is a oil-pneumatic hydraulic cylinder. The rear suspension
cylinders are located in line with the side rails of the frame. A support, which is fastened to the front side
of the axle housing, is connected to the frame by a ball joint. The rear suspension cylinders provide the
shock absorber action between the rear wheels and the machine frame. The rear suspension cylinders
support the rear end of the machine which includes the load.
The main components of the suspension cylinder are a cylinder and a rod. The cylinder is fastened to the
rear axle housing with a pin. The rod is fastened to the rear of the frame with a pin. As the wheel moves
up or as the wheel moves down, the cylinder is free to move outside the rod. The rear axle housing
moves with the wheel. The cylinder moves with the rear axle housing.
Cylinder Under Shock Load
Rear suspension cylinder operation
(1) Rod
(2) Chamber
(3) Cavity
(5) Orifices
(6) Cylinder
(AA) Nitrogen
(LL) Oil
Orifices (5) and drain ball check (4) control the flow rate of the oil from chamber (2) to cavity (3) .
When a shock load is felt in the rear wheels, the rear axle housing will move up. This movement causes
cylinder (6) to move up around rod (1). The movement of cylinder (6) compresses the nitrogen in
chamber (2). Oil flows from chamber (2) to cavity (3) through orifices (5) and through drain ball check
(4) .
The compression of the nitrogen in chamber (2) provides the shock absorber action. The suspension
cylinder dampens the amount of shock load that is felt by the machine frame.
Cylinder Under Normal Loads
Rear suspension cylinder operation
(1) Rod
(2) Chamber
(3) Cavity
(5) Orifices
(6) Cylinder
(AA) Nitrogen
(LL) Oil
As the shock load diminishes, the action of the suspension cylinder is reversed. The weight of the wheel
and of the rear axle housing in addition to the pressure of the nitrogen in chamber (2) moves cylinder (6)
down rod (1). As cylinder (6) moves down, the oil volume of cavity (3) decreases and the oil is put
under pressure. The flow of oil closes drain ball check (4). The oil pressure in cavity (3) holds drain ball
check (4) closed. At this time, oil can only drain to chamber (2) through orifices (5) .
As cylinder (6) moves down, the lower orifice is closed and the amount of oil that goes to chamber (2) is
decreased. The other orifice is slowly closed off as cylinder (6) moves down. This again decreases the
amount of oil that goes to chamber (2). By slowly decreasing the amount of oil that drains to chamber
(2), the suspension cylinder reduces the speed of downward movement for cylinder (6). This reduces the
shock load that is created when cylinder (6) reaches the bottom of rod (1) .
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Pressure Sensor (Payload) - If Equipped

SMCS - 1408
Location of pressure sensor on the front suspension cylinders
Location of pressure sensor on the rear suspension cylinders
There are four payload pressure sensors on the machine. One pressure sensor is located on each
suspension cylinder. The pressure sensors send a signal to the Truck Payload Measurement System. This
signal is converted into a payload weight and the data is stored.
/ #00, 1"". / % 2 # 1, 1- 8" ""1"".

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General Information
SMCS - 7201-035
Personal injury or death can result from sudden suspension cylinder

movement.
Sudden movement, up or down, can cause the clearance above your

head to change rapidly.
Read all warning labels on the suspension cylinders before servicing. Do

not check the oil in the suspension cylinder until all the nitrogen
pressure has been released.
Do not, under any condition, remove valves, cover or plugs from the
cylinder unless the rod is fully retracted and all the nitrogen pressure is
released.
Do not stand under the machine when testing or adjusting the

suspension cylinders.
The suspension system on the machines consists of four suspension cylinders. When the suspension
cylinders are charged with the proper amount of oil and nitrogen, the suspension system should provide
an easier ride for the operator.
Note: These procedures are intended to be used in order to maintain the correct suspension cylinder
charge. See Testing And Adjusting, "Suspension Cylinder Oil Requirements" for procedures for
assembly of a new suspension cylinder or of a rebuilt suspension cylinder.
Conditions For Servicing
Service your suspension cylinders when any of the following conditions exist:
A fault code that indicates that there is low pressure in a suspension cylinder is present.
Most of the chrome is wiped off by the wiper seals during normal operation.
Suspension cylinder shows signs of leakage.
The ride is harsh.
The struts are at full extension when the truck is empty.
In the analysis of a problem in the suspension cylinders, each suspension cylinder operates as a separate
unit. Also, when the left rear suspension cylinder is low, the right front suspension cylinder should be
high due to the rigid machine frame. For the same reason, when the right rear suspension cylinder is
low, the left front suspension cylinder should be high.
Note: Both of the front suspension cylinders must be charged at the same time. Both of the rear
suspension cylinders must be charged at the same time. If only one suspension cylinder needs servicing,
perform the procedure on both suspension cylinders.
0 #11, /"". 0 % 2 5 .". # /. 8" ""/"".

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Visual Inspection
SMCS - 7201-035
A visual inspection of each suspension cylinder is the first step in the analysis of a problem. Make sure
that the machine is on level ground. Do the inspection on an empty machine while the engine is stopped.
Check each suspension cylinder for oil leaks around the seals and around the valves.
Check each suspension cylinder for nitrogen leakage. It is difficult to detect leaking nitrogen. A solution
that consists of soap and of water can be used to detect leaks. Make sure that there is no leakage around
the valve cores and around the valve bodies. Make sure that the valve caps are in place. Make sure that
the valve caps are tightened to 2 to 3 N·m (18 to 27 lb in).
Check for leakage at the O-rings that are located under the manifold and under the pressure sensor.
Check for leakage at the O-rings that are located under the protective plates that are on the head. These
protective plates cover some of the head bolts in order to prevent removal of the head while there is
pressure in the suspension cylinder.
Friction between the rod and the lower wear band may cause a dark stain to appear on the chrome of the
suspension cylinder. This stain does not affect the wear life of the suspension cylinder. You can polish
the chrome in order to remove this stain. Eventually, the wear band should become soaked by oil and by
grease and the blackening should decrease.
2 #11, /"". 2 % 3 6 .". # 9 :" ""/"".

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Suspension Cylinder Oil Requirements

SMCS - 7201
When you rebuild a suspension cylinder or when you assemble a suspension cylinder, use these oil
requirements.
Table 1
Oil Requirements For Suspension Cylinders

Model Family Front Suspension Cylinder Rear Suspension Cylinder
769, 771
13.8 L (3.6 US gal) 11.2 L (3.0 US gal)
770, 772
13.8 L (3.6 US gal) 11.2 L (3.0 US gal)
773, 775
12.8 L (3.4 US gal) 12.0 L (3.2 US gal)
776, 777
34.5 L (9.1 US gal) 16.3 L (4.3 US gal)
784, 785
47.6 L (12.6 US gal) 25.9 L (6.8 US gal)
789
60.1 L (15.9 US gal) 35.6 L (9.4 US gal)
793
74.5 L (19.7 US gal) 35.6 L (9.4 US gal)
797 (1)
119 L (31.4 US gal) 48.5 L (12.8 US gal)
797 (2)
104 L (27.5 US gal) 48.5 L (12.8 US gal)
797B
104 L (27.5 US gal) 48.5 L (12.8 US gal)
(1) 5YW1-237
(2) 5YW238-Up
After the suspension cylinder contains the required amount of oil, install the suspension cylinder. After
this has been done, the normal charging procedures can be performed.
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Charging Tools
SMCS - 7201
9U-5617 Oil Refill Pump
(1) Shutoff valve for the regulator
(2) 7S-5106 Chuck
(3) Shutoff valve
(4) Charging hoses
175-5507 Nitrogen Charging Group
(5) 162-4147 Hose As
(6) 8S-4600 Fitting
(7) 8S-1506 Coupling
(8) 162-4146 Regulator
(9) 1S-8938 Chuck
(10) 7S-5106 Chuck
(11) 8T-0859 Pressure Gauge
(13) 2S-5244 Fitting
(14) 1S-8937 Needle Valve
(15) 2D-7325 Pipe Tee
(16) 1S-8941 Hose As
175-7410 Nitrogen Charging Fitting Gp
(18) 1S-8941 Hose As
(19) 7S-5106 Chuck
(20) 175-6857 Hose As
(21) 2D-7325 Pipe Tee
(22) 1S-8937 Needle Valve
(23) 5P-8998 Fitting
(24) 3D-8884 Elbow
175-7410 Nitrogen Charging Fitting Gp is used with 175-5507 Nitrogen Charging Group in order to
charge two suspension cylinders at the same time. 8T-0859 Pressure Gauge is used to check the cylinder
pressure before the charging procedure is performed.
Illustration of fabricated tool (gauge block)
(A) Height dimension
(B) Height dimension
(C) 8 ± 1 mm (0.3 ± 0.04 inch)
(D) 50 ± 2 mm (2.0 ± 0.08 inch)
(E) 40 ± 2 mm (1.6 ± 0.08 inch)
(F) 25 ± 1 mm (1.0 ± 0.04 inch)
Table 1
Front Suspension Cylinders

FT1680 Gauge Block
Height Dimension (A) And Height Dimension (B)
Model Height Dimension (A) Height Dimension (B)
769, 771 -
170.0 mm (6.69 inch)
770, 772 -
170.0 mm (6.69 inch)
773, 775 -
170.0 mm (6.69 inch)
776, 777 -
216.0 mm (8.50 inch)
Table 2

FT1975 Gauge Block
Height Dimension (A) And Height Dimension (B)
Model Height Dimension (A) Height Dimension (B)
776, 777 -
216.0 mm (8.50 inch)
784, 785 -
265.0 mm (10.43 inch)
789 -
265.0 mm (10.43 inch)
793 -
265.0 mm (10.43 inch)
797 -
265.0 mm (10.43 inch)
NOTICE
To protect the wiper seals on the front suspension cylinders from
damage when the gauge blocks are inserted, make sure the gauge
blocks include the chamfer.
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Suspension Cylinder (Rear) - Purge and Charge

SMCS - 7201-045; 7201-542
Perform Testing and Adjusting, "Visual Inspections" before you service the suspension cylinders.
The machine must be on level ground when you inspect the suspension cylinder charge. The truck body
must be empty. Coast the machine to a gentle stop without using the brakes. Check the dimensions of
the rear suspension cylinders. Compare these dimensions to the dimensions that were recorded
previously. The suspension height will be different for each machine.
When the rear suspension cylinders are properly charged, the left rear suspension cylinder will not show
as much chrome as the right rear suspension cylinder shows. This is due to the rigid frame and to the
weight of the cab.
Note: Both suspension cylinders must be charged at the same time. If only one suspension cylinder
needs servicing, perform the procedure on both suspension cylinders.
Purge the Suspension Cylinder Of Oil And Of Nitrogen

Table 1
Tools Needed Qty

9U-5617 Oil Refill Pump 1

movement.

released.

NOTICE
containing fluids.

(1) Valve cap
(2) Charging valve
1. Remove valve caps (1) from the charging valves (2) that are located on each of the rear
suspension cylinders. Disconnect the charging hoses from the rest of the 9U-5617 Oil Refill
Pump. Turn the check valves on the 7S-5106 Chucks counterclockwise in order to ensure that the
charging valves will not open during installation. Install the charging hoses to charging valves (2)
with 7S-5106 Chucks. The charging hoses will be used to drain oil into an approved container.
2. Turn the check valves on the 7S-5106 Chucks clockwise. This opens up charging valves (2). This
allows oil and nitrogen to flow through charging valves (2). When the suspension cylinders have
bottomed completely, leave the check valves in position for five minutes in order to allow the
pressure in the suspension cylinders to equalize.
3. After the pressure has equalized, turn the check valves on the 7S-5106 Chucks counterclockwise.
This closes charging valves (2) .
4. Remove the charging hoses from charging valves (2). Attach the charging hoses to the rest of the
9U-5617 Oil Refill Pump. Place the ends of the charging hoses into an approved container or into
the filler tube of the 9U-5617 Oil Refill Pump. Cycle some oil in order to ensure that the charging
hoses are full of clean oil. Attach the 7S-5106 Chucks to charging valves (2) .
Setting Up For Measurement
(3) Reference line
(4) Reference line on the cylinder
(5) Reference line for the oil charging procedure
(6) Reference line for the nitrogen charging procedure
1. Position a steel ruler or a thin strip of sheet metal on both of the suspension cylinders in order to
measure the rod extension. A magnet can be used in order to mount the measuring tool. Possible
magnets include the magnetic plug for the final drive and the magnetic base for a dial indicator.
The measuring tool can also be mounted with the clamps that are used to mount the dust boot. The
measuring tool should extend downward. The measuring tool should be parallel to the centerline
of the suspension cylinder.
2. Create reference line (3) on the steel ruler. Reference line (3) should line up with the top edge of
the cylinder head. Put a corresponding reference line (4) on the edge of the cylinder head.
3. Create reference line (5) in order to indicate the guideline for the oil charging procedure.
Reference line (5) should be 12.7 mm (0.50 inch) below reference line (3) .
4. Measure the difference between the outside ambient temperature and the temperature of the
service shop. If this temperature difference is less than 11°C (20°F), use Table 2 to create
guidelines for the nitrogen charging procedure. Table 2 shows the distance between the reference
line that is indicated and reference line (3).
Table 2
Reference line (6)

101.6 mm (4.00 inch)
Reference line (7)
114.3 mm (4.50 inch)
5. Measure the difference between the outside ambient temperature and the temperature of the
service shop. If this temperature difference is greater than 11°C (20°F), you will need to change
the location of the reference lines. Add 2.54 mm (0.10 inch) of distance for each 5.5°C (10°F) of
temperature difference.
Example
Note: Estimate the temperature difference to the nearest 5.5°C (10°F).
Temperature of the service shop ... 10°C (50°F)
Outside ambient temperature ... −40°C (−40°F)
Difference in temperatures
10°C (50°F) − (−40°C (−40°F)) = 50°C (90°F)
Additional length for temperature compensation
50°C (90°F) × 2.54 mm (0.10 in) ÷ 5.5°C (10°F) = 23.1 mm (.90 in)
Corrected guidelines for the nitrogen charging procedure
101.6 mm (4.00 mm) + 23.1 mm (0.90 in) = 124.7 mm (4.90 in)
114.3 mm (4.50 mm) + 23.1 mm (0.90 in) = 137.4 mm (5.40 in)
Oil Charging Procedure

Table 3
Tools Needed Qty


movement.


released.

Typical example of the setup for the oil charging procedure
Correct oil level
(3) Reference line
Note: Use SAE 10W oil with a service classification of CH for the oil charging procedure.
1. The charging hoses and the 7S-5106 Chucks should be connected to charging valves (2). Open the
shutoff valves. Adjust the air pressure on the regulator. The air pressure must not exceed 860 kPa
(125 psi).
2. Turn the check valves on the 7S-5106 Chucks clockwise. This opens up charging valves (2) .
3. Inject the oil into the suspension cylinder until reference line (5) lines up with reference line (4)
on the cylinder.
Note: If one suspension cylinder reaches reference line (5) before the other suspension cylinder,
close the shutoff valve for that suspension cylinder. Continue injecting oil into the other
suspension cylinder until the reference line (4) on the cylinder lines up with reference line (5) .
4. Close the shutoff valves. Turn off the air pressure at the regulator. Turn the check valves on the
7S-5106 Chuck counterclockwise. This closes charging valves (2) .
5. After the pressure has returned to zero, use the quick couplers to remove the charging hoses. If the
quick couplers are not available, you may need to remove the 7S-5106 Chucks .
Nitrogen Charging Procedure

Table 4
Tools Needed Qty

175-7410 Nitrogen Charging Fitting Gp 1
175-5507 Nitrogen Charging Group 1
Dry nitrogen is the only gas approved for use in the suspension
cylinders. Charging the suspension cylinders with oxygen gas will cause
an explosion. This danger will not happen if nitrogen cylinders with
standard CGA (Compressed Gas Association, Inc.) Number 580
Connections are used.
When you order nitrogen gas, be sure that the cylinders are equipped
with CGA No. 580 Connections. Do not use color codes or other
methods of identification to tell the difference between nitrogen
cylinders and oxygen cylinders.
Never use an adapter to connect your nitrogen charging group to a

valve outlet used on both nitrogen, oxygen or other gas cylinders. Be
sure you use dry nitrogen (99.8% purity).
Typical example of the setup for the nitrogen charging procedure
Correct nitrogen charge
(3) Reference line
1. Attach the 175-5507 Nitrogen Charging Group to the quick couplers or to the charging valves at
each suspension cylinder.
Note: To prevent oil flow into the charging hoses, do not open the charging valves at this time.
2. On the supply tank, adjust the regulated pressure to 2400 kPa (350 psi).
3. Open the shutoff valves in order to allow nitrogen to flow to the 7S-5106 Chucks. Turn the check
valves on the 7S-5106 Chucks clockwise. This opens up charging valves (2). This allows nitrogen
to flow to charging valves (2) .
4. Allow nitrogen into the suspension cylinder until the reference line (4) on the cylinder is between
reference line (6) and reference line (7) .
Note: If one suspension cylinder has extended to the correct amount before the other suspension
cylinder, close the shutoff valve for that suspension cylinder. Continue allowing nitrogen into the
other suspension cylinder until the correct extension has been reached.
5. After the suspension cylinders have extended to the proper length, close both of the shutoff
valves. Turn the check valves on the 7S-5106 Chucks counterclockwise. This closes charging
valves (2) .
6. Turn off the nitrogen pressure at the supply tank. Remove the 175-5507 Nitrogen Charging
Group. Install the valve caps to the charging valves. Torque the valve caps to 2 to 3 N·m (18 to 27
lb in).
7. After the suspension cylinders have been properly charged, measure the exposed chrome length of
each suspension cylinder. Record this measurement. Use these recorded dimensions as a reference
when you inspect the rear suspension cylinders.
This is an alternative to Step 7. Operate the machine for several load cycles after the machine has been
properly charged. Some of the exposed chrome length will be clean because of the wiper seals. Measure
this length for each suspension cylinder. Record this measurement. Use these recorded dimensions as a
reference when you inspect the rear suspension cylinder.
When the rear suspension cylinders are properly charged, the left rear suspension cylinder will not show
as much chrome as the right rear suspension cylinder shows. This is due to the rigid frame and to the
weight of the cab.
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Suspension Cylinder (Front) - Purge and Charge

SMCS - 7201-045; 7201-542
Perform Testing and Adjusting, "Visual Inspection" before you service the suspension cylinders.
The machine must be on level ground when you inspect the suspension cylinder charge. The truck body
must be empty. Coast the machine to a gentle stop without using the brakes. Check the dimensions of
the front suspension cylinders. Compare these dimensions to the dimensions that were recorded
previously. The suspension height will be different for each machine.
When the front suspension cylinders are properly charged, the left front suspension cylinder will not
show as much of the chrome as the right front suspension cylinder shows. This is due to the weight of
the cab.
Note: Both suspension cylinders must be charged at the same time. If only one suspension cylinder
needs servicing, perform the procedure on both suspension cylinders.
Purge the Suspension Cylinder of Oil and of Nitrogen

Table 1
Tools Needed Qty

movement.

released.

NOTICE
containing fluids.

Section A-A
(1) Valve cap
(2) Charging valve
1. Remove valve caps (1) from the charging valves (2) that are located on each of the front
suspension cylinders. Disconnect the charging hoses from the rest of the 9U-5617 Oil Refill
Pump. Turn the check valves on the 7S-5106 Chucks counterclockwise in order to ensure that the
charging valves will not open during installation. Install the charging hoses to charging valves (2)
with the 7S-5106 Chucks. The charging hoses will be used to drain oil into an approved container.
2. Turn the check valves on the 7S-5106 Chucks clockwise. This opens up charging valves (2). This
allows oil and nitrogen to flow through charging valves (2). When the suspension cylinders have
bottomed completely, leave the check valves in position for five minutes in order to allow the
pressure in the suspension cylinders to equalize.
3. After the pressure has equalized, turn the check valves on the 7S-5106 Chucks counterclockwise.
This closes charging valves (2) .
4. Remove the charging hoses from charging valves (2). Attach the charging hoses to rest of the 9U-
5617 Oil Refill Pump. Place the ends of the charging hoses into an approved container or into the
filler tube of the 9U-5617 Oil Refill Pump. Cycle some oil in order to ensure that the charging
hoses are full of clean oil. Attach the 7S-5106 Chucks to charging valves (2) .
Setting Up For Measurement
(3) Reference line
(4) Top edge of the axle
(5) Reference line
1. Position a steel ruler or a thin strip of sheet metal on both of the suspension cylinders in order to
measure the rod extension. A magnet can be used in order to mount the measuring tool. Possible
magnets include the magnetic plug for the final drive and the magnetic base for a dial indicator.
The measuring tool should extend downward. The measuring tool should be parallel to the
centerline of the suspension cylinder.
2. Create reference line (3) on the steel ruler. Reference line (3) should line up with the top edge of
the axle (4) .
3. Create reference line (5) in order to indicate the guideline for the oil charging procedure.
Reference line (5) should be 12.7 mm (0.50 inch) below reference line (3) .
(6) FT1680 Gauge Block
One FT1680 Gauge Block (6) is required for each suspension cylinder. FT1975 Gauge Block (6) may
also be used. These gauge blocks are required for correct service of the front suspension cylinders.
Measure the difference between the outside ambient temperature and the temperature of the service
shop. If this temperature difference is greater than 11°C (20°F), you will also need to use shims. Add 5.1
mm (0.20 inch) of shims for each 5.5°C (10°F) of temperature difference.
Example
Note: Estimate the temperature difference to the nearest 5.5°C (10°F).
Temperature of the service shop ... 10°C (50°F)
Outside ambient temperature ... −40°C (−40°F)
Difference in temperatures
10°C (50°F) − (−40°C (−40°F)) = 50°C (90°F)
Shim thickness:
50°C (90°F) × 5.1 mm (0.20 in) ÷ 5.5°C (10°F) = 46.4 mm (1.80 in)
Dimension for the nitrogen charging procedure
170.0 mm (6.69 in) + 46.4 mm (1.80 in) = 216.4 mm (8.48 in)
Oil Charging Procedure

Table 2
Tools Needed Qty

movement.

released.

Note: Use SAE 10W oil with the current service classification for the oil charging procedure.
1. The charging hoses and the 7S-5106 Chucks should be connected to charging valves (2). Open the
shutoff valves. Adjust the air pressure on the regulator. The air pressure must not exceed 860 kPa
(125 psi).
2. Turn the check valves on the 7S-5106 Chucks clockwise. This opens up charging valves (2) .
3. Inject the oil into the suspension cylinder until the top edge of the axle (4) lines up with reference
line (5) .
Note: If one suspension cylinder reaches reference line (5) before the other suspension cylinder,
close the shutoff valve for that suspension cylinder. Continue injecting oil into the other
suspension cylinder until the top edge of the axle (4) lines up with reference line (5) .
4. Close the shutoff valves. Turn off the air pressure at the regulator. Turn the check valves on the
7S-5106 Chuck counterclockwise. This closes charging valves (2) .
5. After the pressure has returned to zero, use the quick couplers to remove the charging hoses. If the
quick couplers are not available, you may need to remove the 7S-5106 Chucks .
Nitrogen Charging Procedure

Table 3
Tools Needed Qty

175-5507 Nitrogen Charging Group 1
175-7410 Nitrogen Charging Fitting Gp 1
FT1680 Gauge Block or FT1975 Gauge Block 2
Dry nitrogen is the only gas approved for use in the suspension
cylinders. Charging the suspension cylinders with oxygen gas will cause
an explosion. This danger will not happen if nitrogen cylinders with

standard CGA (Compressed Gas Association, Inc.) Number 580
Connections are used.
When you order nitrogen gas, be sure that the cylinders are equipped
with CGA No. 580 Connections. Do not use color codes or other
methods of identification to tell the difference between nitrogen
cylinders and oxygen cylinders.
Never use an adapter to connect your nitrogen charging group to a

valve outlet used on both nitrogen, oxygen or other gas cylinders. Be
sure you use dry nitrogen (99.8% purity).
1. Attach the 175-5507 Nitrogen Charging Group to the quick couplers or to the charging valves at
each suspension cylinder.
Note: To prevent oil flow into the charging hoses, do not open the charging valves at this time.
2. On the supply tank, adjust the regulated pressure to 4150 kPa (600 psi).
3. Open the shutoff valves in order to allow nitrogen to flow to the 7S-5106 Chucks. Turn the check
valves on the 7S-5106 Chucks clockwise. This opens up charging valves (2). This allows nitrogen
to flow to charging valves (2) .
NOTICE
To protect the wiper seals on the front suspension cylinders from
damage when the gauge blocks are inserted, make sure the gauge
blocks include the chamfer.
4. Allow nitrogen into the suspension cylinder until gauge block (6) and any required shims can be
inserted between the axle and the suspension cylinder.
Note: If one suspension cylinder has extended to the correct amount before the other suspension
cylinder, close the shutoff valve for that suspension cylinder. Continue allowing nitrogen into the
other suspension cylinder until the correct extension has been reached.
5. After the suspension cylinders have extended and after the gauge blocks have been inserted, close
both of the shutoff valves. Turn the check valves on the 7S-5106 Chucks counterclockwise. This
closes charging valves (2) .
6. Disconnect the charging hoses at the quick couplers. Turn the check valves on the 7S-5106
Chucks clockwise. This opens charging valves (2) in order to release nitrogen from the suspension
cylinders. Continue to purge nitrogen until the suspension cylinders come down to rest on the
gauge blocks. Then, turn the check valves on the 7S-5106 Chucks counterclockwise. This closes
charging valves (2) .
7. Connect the charging hoses to the quick couplers. On the supply tank, adjust the regulated
pressure to 2400 kPa (350 psi).
8. Open the shutoff valves. Turn the check valves on the 7S-5106 Chucks clockwise. This opens
charging valves (2). Allow nitrogen to flow into both suspension cylinders. Leave the charging
valves open for approximately five minutes in order to allow the pressure to equalize. Then, turn
the check valves on the 7S-5106 Chucks counterclockwise. This closes charging valves (2). Close
the shutoff valves. Turn off the nitrogen pressure at the supply tank.
9. Remove the 175-5507 Nitrogen Charging Group. Install the valve caps to the charging valves.
Torque the valve caps to 2 to 3 N·m (18 to 27 lb in).
10. Start the engine. To remove the gauge blocks, raise the truck body and turn the steering wheel so
that the front wheels move. The suspension cylinders should raise. When the suspension cylinders
are not resting on the gauge blocks, remove the gauge blocks.
11. After the suspension cylinders have been properly charged, measure the exposed chrome length of
each suspension cylinder. Record this measurement. Use these recorded dimensions as a reference
when you inspect the front suspension cylinders.
This is an alternative to Step 11. Operate the machine for several load cycles after the machine has been
properly charged. Some of the exposed chrome length will be clean because of the wiper seals. Measure
this length for each suspension cylinder. Record this measurement. Use these recorded dimensions as a
reference when you inspect the front suspension cylinder.
The normal height of a charged suspension cylinder will be less than the height of the gauge block.
When the front suspension cylinders are properly charged, the left front suspension cylinder will not
show as much of the chrome as the right front suspension cylinder shows. This is due to the weight of
the cab.
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Worksheets
SMCS - 7201
Table 1

Component Damage
Table 2

Left Right
Oil Leaks
Nitrogen Leaks
Length Of Chrome (1)
Length Of Clean Chrome (2)
(1) This is the dimension between the top of the axle and the bottom of the cylinder housing.
(2) During operation, the wiper seals wiped off this chrome.
Table 3
Rear Suspension Cylinders

Left Right
Oil Leaks
Nitrogen Leaks
(1) This is the dimension between the centerline of the bottom mounting pin and the bottom of the cylinder housing.
Charging The Rear Suspension Cylinder

Table 4

Component Damage
Table 5
Dimensions For Charging Procedure

Reference Line For The Oil Charging Procedure
12.7 mm (0.50 inch)
Reference Line For The Nitrogen Charging Procedure (1)
101.6 mm (4.00 inch)
Reference Line For The Nitrogen Charging Procedure (1)
114.3 mm (4.50 inch)
Pressure Setting For The Oil Charging Procedure
860 kPa (125 psi)
Pressure Setting For The Nitrogen Charging Procedure
2400 kPa (350 psi)
(1) Additional length may be needed for temperature compensation. See Table 6.
Table 6
Temperature Compensation
Temperature In The Service Shop
Outside Temperature
Temperature Difference
Added Length For Temperature Compensation (1)
(1) If the temperature difference is greater than 11°C (20°F), multiply the temperature difference by 2.54 mm (0.10 inch).
Then, divide this amount by 5.5°C (10°F).
Table 7
Corrected Reference Lines For The Nitrogen Charging Procedure
Table 8
Rear Suspension Cylinders

Left Right
(1) This is the dimension between the centerline of the bottom mounting pin and the bottom of the cylinder housing.
Charging The Front Suspension Cylinder

Table 9

Component Damage
Table 10
Dimensions For Charging Procedure

Reference Line For The Oil Charging Procedure
12.7 mm (0.50 inch)
Height Of The FT1680 Gauge Block Or The FT1975 Gauge Block (1)
216.0 mm (8.50 inch)
Pressure Setting For The Oil Charging Procedure
860 kPa (125 psi)
Initial Pressure Setting For The Nitrogen Charging Procedure

4150 kPa (600 psi)
Final Pressure Setting For The Nitrogen Charging Procedure
2400 kPa (350 psi)
(1) Additional length may be needed for temperature compensation. See Table 11.
Table 11
Temperature Compensation
Temperature In The Service Shop
Outside Temperature
Temperature Difference
Shim Pack Thickness For Temperature Compensation (1)
(1) If the temperature difference is greater than 11°C (20°F), multiply the temperature difference by 5.1 mm (0.20 inch).
Then, divide this amount by 5.5°C (10°F).
Table 12

Left Right
(1) This is the dimension between the top of the axle and the bottom of the cylinder housing.
Take the measurements for Table 12 after the gauge blocks have been removed.
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General Information
SMCS - 7494
Block diagram of the Truck Payload Measurement System
The Truck Payload Measurement System (TPMS) with the Real Time Clock of the Off-Highway Truck
(OHT) performs the functions that are listed below:
Measure the weight of the material (payload).
Display the weight of the material (payload).
Record the weight of the material (payload).
In addition to payload information, the TPMS records the information that is listed below for each haul
cycle that is made:
The date and time of the cycle
Idle Time
Loading Time
Empty travel time
Loaded travel time
Empty travel distance
Loaded travel distance
The information that is listed above is stored in the memory of the TPMS during operation. The data can
be downloaded from the memory of the TPMS. The items that are listed below are required in order to
download the data:
9X-3075 cable assembly
An IBM-COMPATIBLE laptop computer
A printer
The laptop computer must be loaded with Caterpillar WinTPMS Software, EERE3600. The laptop
computer connects to the system via the 9X-3075 cable assembly and a "M-S" connector. The connector
is located in the back wall of the operator's compartment in the cab of the truck. Downloading is
normally done once a week, or the data can be downloaded at a convenient time.
The total number of cycles and the total weight that was hauled are also calculated by the Truck Payload
Measurement System (TPMS). These totals can be displayed on the operator's display. This allows the
operator to view the information that is listed below:
The total number of cycles that were performed by the operator
The total weight of the payload that was hauled by the operator
These totals can be cleared to zero by the operator at the beginning of each shift or the totals can be
cleared at any desired time.
The term "Real Time Clock" refers to an electronic clock that is contained in the TPMS. This permits
the data for each cycle to be marked with the date and the time of the cycle. This is useful when you
analyze the data. The words "bed" and "body" are used interchangeably in this manual. The time stamp
refers to the body of the truck.
A Payload Operators Display (POD) is located in the cab of the truck in the view of the operator. The
POD displays the weight of the payload to the truck operator as the material is loaded in the truck. A red
and green status indicators are located of the front panel of the POD. The lights signal the truck operator
when the target weight of the payload has been reached. Red and green loading indicator lights are
located on the side of the truck. The lights signal this information to the operator of the loader.
The TPMS should be considered more than a device which measures the weight of the payload. The
features of the system allow the accumulated data to help effectively manage your fleets. The
information that is downloaded will provide management personnel at the mine with the ability to
perform the functions that are listed below:
Calculate the fill factor for buckets between various operators.
Correlate the fill factors to various materials.
Maintain a history of the load times for the trucks.
The loading indicator lights of the TPMS minimize the amount of underloaded trucks and overloaded
trucks in the fleet. The ability to closely manage the weight of the payload results in a decrease of
downtime for the tire and the power train problems that are related to overloaded trucks. This also
lessens the amount of damage to the frame of the truck. An Underloaded truck reduces the total
production of the fleet.
The last pass indicator becomes an extremely useful tool. The load indicator lights aid the operator of
the loader in maintaining proper control of the weight of the payload as the material and the loading
conditions change.
The data of the TPMS allows the mine to plan work that is listed here:
You can estimate the future "production schedule". (This is based on the past performance of the
operator.)
Analysis of the Loader to the truck match up.
The maximum usage of the truck
Analysis of the cycle time and analysis of the haul road.
Tire Ton Mile Per Hour analysis
The components for the Truck Payload Measurement System (TPMS) are listed below:
The Payload Measurement Control Module (PMC)
The Payload Operator's Display (POD)
Suspension Cylinder Pressure Sensor
External loading Lights
In addition to the components that are listed above, the standard components for Off-Highway Trucks
that are listed below provide input signals to the TPMS.
Body Bed Raise Switch
Transmission Speed Distributor Module
Neutral Start Control Module
There are two versions of the TPMS:
An earlier version of the TPMS without "Real Time Clock"
The current version of the TPMS with a "Real Time Clock"
Note: The part number for the payload operator's display (POD) is located on the rear of the POD.
Different software is required for the laptop computer to download the data from the current TPMS. The
new Caterpillar WinTPMS Software, EERE3600 will work with either the earlier version of the TPMS
or current version of the TPMS. The former software will not work with the current version of the
TPMS.
Earlier version of the TPMS ( 8T-8582 Payload Operator's Display (POD) )
Current Version of the TPMS with "Real Time Clock" ( 9X-5308 Payload Operator's Display (POD) )
Note: The film that is used on the front of payload operator's display (POD) is different.
The differences between the earlier version of the TPMS and the current version of the TPMS are listed
below:
The current version of the TPMS has a "Real Time Clock".
The earlier TPMS stores data for 890 payload cycles.
The current TPMS stores data for 1400 payload cycles.
The components of the two systems are not interchangeable.
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Normal Operation
SMCS - 7494
The TPMS determines the weight of the truck's payload. The TPMS measures the change in pressure
that takes place in the four suspension cylinders as the truck is being loaded.
Note: The TPMS will not work properly with a conveyor or a continuous conveyor system. The weights
that are displayed and recorded with these systems may not be accurate.
The TPMS must be calibrated prior to placing the truck into service. The pressures that represent the
weight of the empty truck body are recorded in the memory of the TPMS during calibration. The TPMS
uses the weight of the empty truck body to calculate the weight of the payload. The TPMS subtracts the
weight of the empty truck body from the weight of the material that has been loaded into the truck body.
The TPMS must be recalibrated when any of the changes that are listed below occur:
Changes to the tare weight of the vehicle
Charging the suspension cylinders
You may calibrate the system via the communications port. Calibration via the communication port
requires you to use a laptop computer. The laptop computer must have the WINTPMS software
package, EERD3600. You may also calibrate the system by putting the system in the calibration mode.
This is done with the mode switch that is located on the Payload Operator's Display (POD). See the
Testing and Adjusting, "Calibration" section of this manual for detailed instructions.
The TPMS receives power when the key start switch and the On/Off switch that is located on the
Payload Operator's Display (POD) are in the ON position.
When the TPMS is turned on, the value for the empty weight of the truck body is reset to the value that
is stored for the calibration weight in the memory of the TPMS. The pressures that are stored in the
memory of the TPMS for empty weight of the truck body represent the pressures of the suspension
cylinder for a empty truck that is clean and fully equipped with properly charged suspension cylinders
that is parked on a firm level surface. The pressures that represent the empty weight of the truck body
will vary over time. Changes in pressure may occur because of the conditions that are listed below:
Fuel usage
Accumulation of mud on the body and the frame
Small amounts of material that is left in truck body
Temperature variations that affect the pressure sensors
The Payload Measurement Control (PMC) checks the pressures of the four suspension cylinders. The
PMC maintains the accuracy of the TPMS by compensating for the conditions that are listed above. The
PMC checks the pressures when the PMC detects the conditions that are listed below:
The truck has stopped and the truck body is empty.
The pressures of the suspension cylinders are stable.
The PMC compares the values of the pressures that are stored in memory of the TPMS with the
pressures that are taken when the truck has stopped. The TPMS will automatically modify the pressures
that represent empty weight of the truck body within certain limits.
Basic Weighing
The TPMS weighs a truck's payload as material is loaded into the truck. The weighing process begins
when the conditions that are listed below have been met.
The truck has come to a complete stop.
The transmission has been shifted to neutral.
The parking brake is on.
Shifting the transmission to neutral and setting the parking brake prevent the conditions that are listed
below:
Rocking of the truck
Vibrations from the transmission from generating a sufficient speed signal that would indicate that
loading is complete
When the truck is ready to load and no failures are present in the system, the POD will be blank and the
external load indicator lights will be off.
Note: The truck may be repositioned during the loading cycle after you have initiated the weighing
process if the truck does not move more than 0.16 km (0.1 miles). The TPMS will consider the loading
cycle completed if the truck moves more than 0.16 km (0.1 miles). The weight that is displayed at that
time will be the final weight that is recorded for that cycle.
Note: The accuracy of the TPMS is not affected when the first pass of the loader is dumped in the truck
body while the operator positions the truck under the loader if the operator stops the truck to complete
the load cycle.
Note: The accuracy of the total payload weight that is recorded is not affected if the first loader pass is
dumped into the truck body while the truck is being positioned for loading provided that the truck comes
to a complete stop once the truck is in position to complete the load process.
The weighing process begins when the loader dumps the first bucket load into the stopped truck's bed.
Suspension cylinder pressures will increase sharply and loading will be detected. The green external
load indicator lamps and the green LED on the POD will come on at this time. During this period of
bouncing (loading) the suspension cylinder pressures will not be stable. The POD will display dashes.
As more material is loaded the PMC monitors the pressure increases. Once the payload exceeds 60
percent of the rated payload weight and the pressures stabilize, the POD will display the payload weight.
When the payload weight reaches 95 percent or more of the target weight, the red external load lamps
and the red LED on the POD will come on continuously. This is a signal to the loader operator that
loading is complete. If desired, the TPMS can be setup with a "last-pass" indicator. With this option
active the PMC calculates the average weight of the loader bucket loads and determines when one more
bucket load will make at least 95 percent the target weight. At this time the red external indicator lamps
will flash indicating to the loader operator that the next loader pass will be the last.
Note: The "last-pass" indicator will only work correctly in loading applications that require at least three
loader passes after the truck has stopped for loading. If the first loader pass is used to spot the truck then
a minimum of four loader passes are necessary for the "last-pass" indicator to work correctly.
The weighing process completes when the truck leaves the loading site. The external lamps go off and
the final payload weight is held on the POD. If the truck leaves the loading site before the suspension
cylinder pressures have stabilized, the TPMS estimates the final payload weight and updates the POD
with this value. The payload weight calculated by the PMC will not change for the remainder of the
cycle once the truck is in gear and has travelled a distance greater than0.16 km (.1 miles).
Load Indicator Lights

The load indicators are the external red and green lamps on each side of the truck. In addition, the red
and green light emitting diodes (LED) on the POD indicate the status of the external loading lamps.
These indicators inform the loader operator and the truck operator of the loading progress toward a
target payload weight. The external lamps are active only during the loading cycle. The external lamps
are off at all other times.
Note: External load indicator lamps should light if a lamp test is initiated and the truck speed is less than
8.1 km (5 mph).
During loading, the green (continue loading) lamps will be on until the payload is 95 percent of the
setting for the target weight. Then, the red (stop loading) indicator lamp will light. The system may be
setup for last loader pass indication. In this mode, the PMC internally calculates an average loader pass
size and predicts payload weight after the next pass is to be applied. If the predicted weight after the next
loader pass will be above 95 percent of the target weight setting, the red lamps are flashed (indicating
the next loader pass should be the last pass).
Note: The "last-pass" indicator will only work correctly in loading applications that require at least three
loader passes after the truck has stopped for loading. If the first loader pass is used to spot the truck then
a minimum of four loader passes are necessary for the "last-pass" indicator to work correctly.
Cycle Data
Throughout the truck's haul cycle, several conditions are monitored. All data collected during each haul
cycle is stored into memory for later downloading through the communications port using a laptop
computer, 9X-3393 connecting cable, printer and WINTPMS software package, EERD3600. A TPMS
haul cycle begins when the truck has dumped the previous payload and ends when the new payload has
been dumped. The truck is considered empty from the time the payload has been dumped to the time
when the truck stops empty at the loading site under the loader.
Loading time and payload weights are monitored at the loading site. These values are measured in 1
second and .0907 tonnes (.1 us ton) units, up to 7200 seconds and 725.6 tonnes (800 us tons). The truck
is considered loading from the time the truck stops empty at the loading site under the loader to when
the truck begins leaving from the loading site. If the automatic broadcast feature is enabled payload
weight will be broadcast by radio transmission automatically through the communications port as the
truck moves a distance greater than 0.16 km (.1 mile) from the loading site.
Loaded stop time, travel time and travel distance are functions monitored while the truck is loaded.
These values are measured in 1 second and 0.16 km (.1 miles) units, up to 7200 seconds and 80 km (50
miles). The truck is considered loaded from the time the truck moves from the loading site to when the
payload has been dumped.
As the truck is dumping, the bed raise switch provides an input signal to the PMC, after receiving that
signal the displayed payload value is cleared from the POD and the data for that haul cycle is stored into
permanent memory.
Memory can contain up to 1400 load cycles of data. When memory space is nearing overflow (more
than 1200 load cycles stored), an indication is given on the display module by flashing a small dot near
the upper right corner of the display. If cycle data is not removed before memory limits are reached,
memory space is automatically freed up by deleting the oldest 20 load cycles. This allows new cycle
data to continue to be stored, always retaining data for the most recent 1400 load cycles.
Real Time Clock

A real time clock in the PMC logs the date and time of completion for each data cycle. The clock is
powered by the vehicle system power source while the POD is on and is powered by an internal battery
when the system is off. This battery (a small lithium cell) is located in a battery compartment mounted
on the side of the PMC unit. This battery is easily replaced and has an expected life of approximately 2
years. When the battery is discharged, the clock is held to a zero setting (00/00/00 00:00) and a
diagnostic fault "F09" is displayed. The diagnostic fault is cleared by replacing the battery and resetting
the clock.
Note: : For correct clock time the clock must be reset after the TPMS battery has been replaced.
The real time clock is set with a laptop computer through the communications port, using the download
software.
The battery backup is also used to retain the total number of cycles hauled, total payload hauled and
current payload weight after the truck is shut down (key switch turned off). If this battery should
discharge while truck is shut down it will cause loss of this data and the total cycles and total weight
hauled will remain at zero until the battery is replaced and the fault is cleared.
Payload Data
An additional feature of the TPMS is the capability to keep track of the total number of cycles ran and
the total amount of weight hauled. These totals can be displayed on the POD for the truck operator to
see. To display these totals depress and hold the Test/Set switch until totals are displayed. The system
has the capability of counting up to 1999 cycles and total up to 1,999,000 us tons or metric tons for the
785, 789 and 793, and 199,900 us tons or metric tonnes for the 777B. The system will continue to add
total cycles and total weight until these maximums are reached or the totals are cleared to zero. To
provide flexibility for mine management, these totals can be cleared at any time by the truck operator via
the POD. To manually clear these totals via the POD, perform the steps that are listed below:
1. Press and hold the "Test/Set" switch on the front of the POD.
2. Wait for the total number of cycles to be shown on the display.
3. Within ten seconds, with the Test/Set switch still depressed, activate the bed raise lever and wait
for the POD to zero the totals.
This procedure can be done at the beginning of every shift or any other time desired. The procedure
using the POD to clear these totals will not affect the cycle data stored in TPMS memory. The total
cycles and total weight hauled will automatically reset to zero when downloading and clearing this data
in memory.
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Modes of Operation
SMCS - 7494
Payload Operator's Display (POD)
(1) On/Off switch
(2) Test/Set switch
(3) Display Window
(4) Internal Load Indicator Lights
(5) Mode Select Switch
The Payload Operator's Display (POD) is mounted in the cab of the truck. The POD is equipped with the
switches and the indicators that are listed below:
On/Off switch (1)
Test/Set switch (2) (momentary rocker)
4 position LCD display (3)
Two internal load indicator lights (4) (green and red), these indicate the status of the external load
indicator lights
Mode select switch (5) (momentary push button) on the rear of the POD
A variety of data can be displayed and modified by using the pointer indicators and the mode select
switch. The functions of the POD have been designed to provide many of the same functions that are
available through the communications port. Pressing and holding the Test/Set switch Initiates the tests
that are listed below:
Test of the display of the POD
Test of the external load lights
Test of the indicators on the Payload Measurement Control (PMC)
Once the tests are complete, the display of the POD will show the total "weight hauled" and the total
"cycles hauled". Both of the totals are a cycle by cycle accumulation since the totals were last cleared.
The total "weight hauled" can be displayed in Metric tonnes or us tons. The weight that is displayed is
1000 times greater for the 785, 789 and 793. The weight that is displayed is 100 times greater for the
777B.
You can perform all the settings that are necessary to setup the TPMS via the POD. There are eight
display modes available. These modes can be used to perform the functions that are listed below:
Display the payload data
Setup the payload system.
Calibrate the system
Failure diagnoses
The normal display mode is used to display the progress of the payload weighing to the operator is
entered at the start-up of the system. The remaining seven display modes are intended for use by a
service person. The modes are accessed by removing the POD from the dash and pressing the mode
switch on the rear of the POD an appropriate number of times. When the TPMS is in one of these seven
modes, the "SET" indicator on the POD is illuminated.
Note: If a real time clock problem has been detected in the TPMS and the problem has been corrected,
the fault code can be cleared from the system by using the POD. However, a laptop computer is required
to correctly reset the clock.
Table 1
MODES OF OPERATION OF THE TPMS DISPLAY

Mode Number of Times the Mode select Switch Has
Description
Number Been Pressed from MODE 0.
0 (1) Normal payload display None (Start-up)
1 Model Setting Display 1
System units setting display
2 2
Maximum weight setting

3 3
display (2)
Truck ID code setting display
4 4
Systems option setting

5 5
display
Systems calibration display
6 6
Systems status /diagnostic

7 7
display
0 Normal payload display 8
(1) Display Mode 0 = Normal Operator Display
(2) This is the target weight for the payload.
Mode 0 Display: Normal Payload Display

When the system is turned on, a start-up sequence is displayed on the POD. A test of the display is
performed, followed by a sequential display of all settings of the system. The settings are displayed in
the order that is listed here:
Truck model setting
System units setting
Maximum (target) weight setting
Truck ID code setting
System options code setting
Once this start-up sequence is complete the POD returns to the normal payload display and the PMC
returns to the state the control was in prior to shut down. If the system was turned OFF with material in
the body, the weight of the material in the body is shown on the display of the POD when the system is
turned back ON. The system assumes that the truck is still loaded, but all other data for the cycle has
been reset to zero. If the body is empty the display of the POD will be blank. The POD generally
remains blank except when a material has been weighed in the body of the truck or a critical fault is
present in the system.
While the truck is being loaded, the pressures in the suspension cylinder will become unstable. During
this unstable period dashes are displayed on the POD. After pressures in the suspension cylinders
stabilize, weight of the payload is displayed on the POD. The system will display the units in U.S. tons
or metric tonnes. When flashing dashes are displayed on the POD the payload weight is below 60
percent of the truck's rated capacity or the system is configured not to display the weight of the payload.
After the truck leaves the load site and contains a payload that is above 60 percent of the rated truck
weight, the POD continues to show the weight of the payload. The weight is shown until the truck
dumps the payload. After the truck dumps the payload, the display on the POD will be blank if no faults
are present.
When a system fault is present, the POD will display the corresponding fault code. These fault codes are
shown as a flashing "Fxx" on the POD. A fault code may or may not override the payload weight
displayed. For critical faults, (suspension cylinder charge and pressure sensor faults), codes are
displayed continuously. Critical fault codes will override any payload weight present. Also during
loading, the external load indicator lamps will alternately flash, warning the loader operator of the
system condition.
For non-critical faults, fault codes are shown during times the POD would normally be blank. The
diagnostic indicator pointer on the POD will flash continuously until fault is cleared from the system.
Non-critical faults will not override the normal operation of the TPMS.
While in normal mode (Mode 0) depressing and holding the Test/Set switch generates a display test, an
external lamp test and a PMC LED test. This is followed by display of total weight hauled and then total
cycles.
Mode 1 Display: Truck Model Setting

Mode 1 display provides the truck model setting. Mode 1 is used to select the model of the truck. The
current model setting is displayed in code and can be changed using the Test/Set switch. The selections
for the model setting are listed in Table 2
Table 2
Mode 1 Display: Truck Model Setting

Harness Setting (1) Model Number of the Truck
00H 769C
01H 773B
02H 777B and 777C
03H 785A and 785B

04H 789A and 789B
05H 793A and 793B
06H 776B
07H 784A and 784B
08H 771C
09H 775B
10H 769D
11H 771D
12H 773D
13H 775D
14H 777D
15H 789B Coal Hauler
(1) H = Harness Code
Changing the setting for the model number forces the maximum weight setting (accessible in display
mode 3) to the value shown in Table 3 for the selected model of the truck.
Mode 2 Display: System Units Setting

The Mode 2 display provides a method of selecting the system units. This mode is used to select the
units that payload weight, total weight hauled and the maximum (target) weight setting are displayed in.
The current system units setting is displayed and can be changed using the Test/Set switch. Setting
selections are "0u" for metric tonnes and "1u" for us tons (u = units). This setting controls only the units
in which the data is displayed on POD.
Mode 3 Display: Maximum Target Weight Setting

Mode 3 display provides a means to set the maximum target weight. This setting controls the operation
of the external load indicator lights. The current target weight is displayed on the POD and can be
changed using the "Test/Set" switch that located on the POD. In TPMS controls that were released prior
to July 1991 the target weight selection can be adjusted up to the maximum rated weight capacity of the
truck. In TPMS controls that were released after July 1991 there is no limit on the target weight
selection. The target weight should also be set according to the rating of the particular tire being used.
Refer to Table 3 for the range setting of each model of the truck.
Table 3
Range Settings for the Maximum Target Weight of the Payload for The TPMS prior to July
1991
Truck Model
Rated Maximum Minimum Setting Maximum Setting
769C 36 metric tonnes (40 U.S. 23 metric tonnes (25 U.S. 36 metric tonnes (40 U.S.
tons) tons) tons)
773B 52 metric tonnes (58 U.S. 36 metric tonnes (40 U.S. 52 metric tonnes (58 U.S.
tons) tons) tons)
tons) tons) tons)
785A and
136 metric tonnes (150 95 metric tonnes (105 136 metric tonnes (150
785B
U.S. tons) U.S. tons) U.S. tons)
789A and
789B
793A and
793B
Range Settings for the Maximum Target Weight of the Payload for The TPMS after to July
1991
Truck Model
769C 32 metric tonnes (35 U.S. 0 452 metric tonnes (500

tons) U.S. tons)
769D 38 metric tonnes (40 U.S. 0 452 metric tonnes (500

tons) U.S. tons)
771C and
40 metric tonnes (44 U.S. 0 452 metric tonnes (500
771D
tons) U.S. tons)
773B and
773D
tons) U.S. tons)
60 metric tonnes (65 U.S. 452 metric tonnes (500

775B 0
tons) U.S. tons)

tons) U.S. tons)
776B 136 metric tonnes (150 0 452 metric tonnes (500

U.S. tons) U.S. tons)
777B 86 metric tonnes (95 U.S. 0 452 metric tonnes (500

tons) U.S. tons)

784 196 metric tonnes (220 0 452 metric tonnes (500

785A and
136 metric tonnes (150 0 452 metric tonnes (500
785B
789A and
789B
789B Coal
Hauler
793A and
793B
Mode 4 Display: Truck Identification Code Setting

The Mode 4 display provides the a means to enter the "truck ID" code. Mode 4 is used to assign one of
199 "ID code numbers" to the truck. The current "truck ID" code is displayed and can be changed using
the Test/Set switch on POD. Selection range for the truck ID code is "1c" to "199c" (c = code). This ID
code number allows an identification number to be assigned to each truck in a fleet. This number will
then identify the data for a particular truck. The ID code is also used by the communications port in
radio system applications. The PMC will respond only to messages containing a truck ID code matching
this setting.
Mode 5 Display: System Options Setting
The Mode 5 display provides a means to configure the options of the system. The current options code
setting is displayed on the POD and can be changed using the Test/Set switch. Range for the options
code selection is "1o" to "24o" (o = options), each of which selects a particular options pattern. This
options setting allows the user to enable or disable the options that are listed below:
Display of weight of the payload on the POD
The external load Indicator lights
Indication of the last loader pass (flashing red lamps)
Automatic broadcast of payload weight and data for the load cycle
The option setting also allows selection of the baud rate (speed) at which the communications port
receives and transmits data. The 9600 baud setting is used with the Caterpillar WINTPMS software
(EERE3600). Refer to the chart in the Set-Up Procedure section of this service manual to determine the
options for all codes.
Table 4
System Options Setting

Payload External Load One Pass Automatic Baud
Option
Display Indicator Lights Indicator Broadcast Rate (3)
Setting
Enabled (1) Enabled Enabled (2) Enabled
o01 YES YES NO NO 9800
o02 NO YES NO NO 9600
o03 YES YES YES NO 9600
o04 NO YES YES NO 9600
o05 Yes NO NO NO 9600
o06 NO NO NO NO 9600
o07 YES YES NO YES 9600
o08 NO YES NO YES 9600
o09 YES YES YES YES 9600
o10 NO YES YES YES 9600
o11 YES NO NO YES 9600
o12 NO NO NO YES 9600
o13 YES YES NO NO 1200
o14 No YES NO NO 1200
o15 YES YES YES NO 1200

o16 NO YES YES NO 1200
o17 YES NO NO NO 1200
o18 NO NO NO NO 1200
o19 YES YES NO YES 1200
o20 No YES NO YES 1200
o21 YES YES YES YES 1200
o22 NO YES YES YES 1200
o23 YES NO NO YES 1200
o24 NO NO NO YES 1200
(1) The Payload display is enabled.
(2) Th one pass indicator is enable, the red light will flash.
(3) The transmit and receive rate for the external communication device.
Mode 6 Display: System Calibration

The Mode 6 display provides a means to calibrate the system. This mode is used to start the system
calibration procedure. The message "CAL" flashes on the POD when display mode 6 is entered.
Pressing the Test/Set switch for 1 second initiates a calibration sequence. The PMC will store the current
suspension cylinder pressures into memory. Once the calibration is started, the POD will show dashes
briefly and then the message "CAL" continuously. This indicates the action is complete. Another
calibration sequence cannot be started unless the display mode is reentered.
Note: Improper calibration will cause inaccuracy in the system. Refer to the Testing and Adjusting,
"Calibration" section of this manual for additional information.
Mode 7 Display: System Status/Diagnostics

The Mode 7 display provides a means to acces diagnostic information.Mode 7 is used to obtain fault and
status information of each input to the system. When a fault or intermittent is present, the diagnostics
indicator pointer on the POD (normally on solid) will be flashing. The list of diagnostic codes can be
scrolled through by pressing and holding the "Test/Set" switch. The status of each diagnostic code
(codes 1-18) is displayed as "Axx" for no fault, "Fxx" for a fault that is present in the system and "Exx"
for an intermittent fault. For inputs requiring simple status indication, each diagnostic code (codes 19-
24) is displayed as "Axx" for input not detected and "Cxx" for input detected. An "Fxx" fault cannot be
cleared until the problem is corrected. An intermittent fault is cleared by pressing the mode switch on
the rear of the display module while the diagnostic code is displayed. Refer to the Troubleshooting,
"Diagnostic Capabilities" section for a more detailed explanation of the fault codes.
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Measurement Accuracy
SMCS - 7494
The weight of the payload that is displayed and recorded by the Truck Payload Measurement System
(TPMS) will be accurate to ± 5 percent on 95 percent of the payloads. There are some conditions that
could affect the accuracy of the TPMS weighing process. These conditions are listed below:
A truck is loaded on a sloped surface that is greater than 5 percent. Accuracy will become
progressively worse as the slope becomes greater.
A suspension cylinder is not properly charged. The suspension cylinder may not cause an event
even if the charge is correct. However, the weighing accuracy will be affected.
Note: Refer to the Special Instruction, SEHS9411, "Suspension Cylinder Servicing" for information on
servicing the suspension cylinders.
Pushing down on the load with the loading tool during the loading process (packing the load)
Moving the truck more than 0.16 km (.1 miles) in any direction between bucket loads while
loading.
Actuate the "bed raise lever" during loading.
A failure to have the TPMS calibrated after replacing system components.
A failure to have the TPMS calibrated after any substantial changes to the empty weight of the
truck.
Using a conveyor or a continuous feed system for loading
A truck leaves the loading site before the pressure in the suspension cylinders has stabilized and
the final weight has been displayed. This will cause the TPMS to estimate the weight of the final
pass of the loader and add the value to the total of the other loader passes for that load.
If a critical fault is detected by the TPMS a fault code will constantly be displayed on the POD. When a
critical fault is detected in the system recorded weights may not be accurate.
Major changes, such as the addition of wear plates to the body require you to recalibrate the TPMS.
The accuracy of the real time clock measurements will be ± 1 second. The recorded times and dates of
the real time clock will aid in identifying the causes of any unusual cycle data. The accuracy of the
distance measurements will depend on the actual effective rolling resistance of the tires. The TPMS does
not distinguish between tires of different sizes, manufacturers or tread depth. The distance
measurements that are calculated by the TPMS use the average size of the tire for each model of truck.
Distance measurements are recorded to the nearest 0.16 km (.1 miles).
Note: If the first loader pass is dumped into truck bed before the truck has completely stopped it will not
affect the accuracy of the final given payload weight total. The truck can be repositioned during loading,
but once the truck travels more than 0.16 km (.1 miles) the TPMS considers the "loading cycle"
complete.
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Payload Measurement Control

SMCS - 7494-EK2
Payload Measurement Control (PMC)
The PMC is the brain of the Truck Payload Measurement System (TPMS). The PMC processes the data
that is received from the various inputs. The PMC records the payload data. The PMC outputs
information to the Payload Operator's Display and the external load indicator lights. The PMC is located
in the compartment behind the cab of the truck.
Table 1
Description of the contacts for the connector of the Payload Measurement Control
Contact
Function Type
Number
1 24 DCV Power
2 Ground Ground
3 Red Light Output
4 Green Light Output
5 Link (Ground) Ground
6 Transmission speed Input
7 Left Front Pressure Input
8 Right Front Pressure Input
9 Left Rear Pressure Input
10 Right Rear Pressure Input
11 Transmit LCD Out Output
12 LCD (clock) Output
13 Transmit Key Output
14 Transmit Output
15 Receiver Input
16 Neutral Ground
17 LCD (Latch) Output
18 Test/Set Input
19 Mode Input
20 Position of the Bed Input
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Payload Operator Display

SMCS - 7494
Payload Operator's Display (POD)
The POD displays the weight of the load in the body of the truck that is received from the Payload
Measurement Control (PMC). The POD can display the weight of the load in metric tonnes or English
tonnes. The POD will display a diagnostic code if a failure is detected by the system. The switches that
are located on the POD are used to select the available options of the TPMS. The POD is located in the
cab of the truck. The POD is within the view of the operator.
(2) On/Off Switch
(3) Test/Set Switch
Table 1
Description of Contacts for the Connector of the Payload Operator's Display

Contact
Function Type
Number
1 Battery (24 DCV) Input
2 24 DCV Output
3 Ground Ground
4 TX LCD Out Input
5 LCD (Clock) Input
6 LCD (Latch) Input
7 Test/Set Output
8 Mode Output
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Switches
SMCS - 7332
The body up switch is located on the frame of the truck near the body pivot pin. The body up switch
signals the Payload Measurement Control (PMC) that the current payload cycle has ended. This occurs
after the body up switch is in the RAISE position for ten seconds. You may use the body up switch to
reset the information for the total number of cycles and the total weight that was hauled by the truck.
The switch is an input of the electronic transmission control.
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Sensors
SMCS - 7201-PXS
(1) Schematic Symbol
(2) Sensor
The four suspension cylinder pressure sensors provide input signals to the Payload Measurement
Control (PMC). The pressure sensors receive operating power (24 DCV) from the Payload Operator's
Display (POD). The pressure sensors send a square wave signal that increases in frequency as the
pressure in the suspension cylinders increases to the PMC. The signal voltage contains no information.
The PMC measures the frequency of signal in order to determine the weight of the payload. The sensors
are mounted at the top of the suspension cylinders.
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Load Indicator Light

SMCS - 1430-LMP
External Load Indicator Light
(1) Load Indicator Light
(2) Schematic
The output for the red load indicator light is connector contact J1-3 of the Payload Measurement Control
(PMC). The output for the green load indicator light is connector contact J1-4 of the PMC. These
outputs are connected to the load indicator lights. The load indicator lights are located outside the cab in
an area that is easily seen by the loader operator that is loading the truck. The load indicator lights can
be turned ON by the PMC at various stages of the truck loading process.
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Related Components
SMCS - 7494
Transmission Speed Distributor
Transmission speed distributor (1) is for the following tractors and off-highway trucks: 768C, 769C, 772B, 773B, 776, 777,
776B and 777B.
Transmission speed distributor (1) is located at the rear of the cab. A cover must be removed in order to
access the transmission speed distributor.
Transmission speed distributor (2) is for the following off-highway trucks: 786, 789 and 793.
Transmission speed distributor (2) is located inside the center console in the operator's compartment. A
panel on the console must be removed in order to access the transmission speed distributor.
The output of the transmission speed distributor indicates the ground speed of the truck. The Payload
Measurement Control (PMC) uses this signal to determine if the truck is moving or stopped. The signal
from the transmission speed distributor is used to determine the distance that is travelled by the truck.
The signal is produced by the transmission speed sensor. The signal is used by the modules that are
listed below: transmission control, the speedometer, and the Automatic Electronic Traction Aid.
Neutral Start
The neutral start input of the Payload Measurement Control (PMC) indicates when the transmission is in
NEUTRAL. The Neutral Start feature is a subsystem of the Transmission Electronic Control Module.
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Communication
SMCS - 7494
Introduction
The TPMS has a data communication port used to connect the TPMS to an external device such as a
laptop computer or user-supplied radio telemetry system. Caterpillar software (Form EERE3600)
provides complete instructions on the downloading of data through the communications port using a
laptop computer. Data which can be obtained through the data communication port includes:
Load cycle data which has been stored in the PMC.
Data on programmable settings.
The status of inputs to the TPMS.
Faults, including intermittent faults which occurred earlier.
Real time data (as it is actually occurring) on payload, speed, times, distance, system status, status
of inputs and faults.
The following information describes the electrical characteristics and data protocol required for another
device to interface with the TPMS.
Electrical Characteristics
The TPMS data communication port is an EIA (Electronics Industries Association) RS-232-C serial
asynchronous interface. This port operates in full duplex without modem control, 8 bits, no parity. This
interface arrangement is compatible with a variety of commercially-available devices.
Baud rate can be changed to either 1200 or 9600 baud transmit/receive rate. Selection is made from the
POD using the user options or by the device connected to the data communications port.
A transmit key output is provided for external devices which must key up before receiving data. This
output is activated 12 msec (minimum) before the TPMS transmits data. The output deactivates 500
usec (maximum) after transmission is complete.
A 5-pin MS receptacle is installed beside the operator's seat. It is used to connect the TPMS to an
external device. Pinouts for this connector are shown in the table below. The part number for the 5-pin
MS plug that will mate with this receptacle is MS 3106E-14S-5P or equivalent. Most devices with RS-
232-C interface require a 25 pin connector, such as a Cannon DB-25P or DB-9P. A four-conductor
shielded cable should be used. The 9X-3393 Cable A will connect the data communication port to either
a DB-25 and DB-9 connector.
Table 1
Pinout for the Data Communication Port

TPMS (1) Signal TPMS MS DB-9 (9- DB-25 (25- Device RS-232-C Signal
Name Connector Pin) Pin) Name
Ground Pin B Pin 5 Pin 1 & 7 Ground
Transmit Data Pin D Pin 2 Pin 3 Receive Data
Receive Data Pin C Pin 3 Pin 2 Transmit Data
Transmit Key (2) Pin A - Pin 11 Supervisory Send Data
24 VDC (3) Pin E - - -
(1) Truck Payload Measurement System
(2) This connection for devices requiring key up.
(3) 24 VDC source for external device
The PMC has a green transmit data LED and a green receive data LED, indicating transmission and
reception of characters. These LED's are used to verify communications activity. The transmit LED
flashes when a character is sent, and the receive LED flashes when a character is received.
Communications Protocol
A variety of data is accessible through the communications port, which allow control and monitoring of
the TPMS. Load cycle information, programmable settings and truck status information are available. In
addition, the TPMS can be configured to send certain data automatically.
Data is sent to and received from the payload measurement control (PMC) using messages consisting of
the following format:
[control] [data (n)] [id] [cs]< cr
where:
[control] - - 5 message control bytes which identify sender, receiver, command and data. Each byte is
defined as follows:
Byte 1 - - identifies sender of message. In this application:
$8A represents the PMC.
$89 represents the communications device.
Byte 2 - acts as a message delimiter. In this application, the delimiter is always $FE.
Byte 3 - - identifies receiver of message. In this application:
$8A represents the PMC.
$89 represents the communications device.
Byte 4 - - identifies the message command. In this application:
$70 represents a data read request command.
$80 represents a data write request command.
$90 represents a response to a data read or write request.
Byte 5 - - identifies the message data. The valid message data identifiers for this application are shown
in the Data Identifier Chart.
[id] - - 1 byte which represents the truck identification code of 1 to 199. The payload measurement
control (PMC) will only respond to messages received whose [id] matches the trucks id code
programmable setting. However when [id] = 0 the PMC ignores [id]. The PMC always sends messages
with [id] matching the id code programmable setting. The PMC sends messages with [id] = $00 should
the id code programmable setting be in error.
[cs] - - 1 byte which is the logical 2's complement of the sum of the preceding bytes in the message.
Simple message error detection can be done by summing all message bytes (including this checksum
byte). The eight bit sum will be zero for a correctly received message. The PMC always sends this
checksum byte and requires the correct checksum byte on messages received.
<CR - ASCII carriage return character ($0D) which terminates each message sent with this character
and assumes a complete message has been received when this character has been received.
When the PMC transmits a message, it converts the message bytes to a string of ASCII (American
Standard Code For Information Interchange) characters. Message bytes are represented as 2 ASCII
characters. Likewise, the PMC expects to receive messages composed as strings of ASCII characters
representing the message bytes.
For example, a message byte value $8A, (the $ indicates hexadecimal) would be converted and sent as
two ASCII characters "8" and "A". No spaces are embedded within the ASCII character string.
When receiving a message, it is recommended to only receive and buffer the incoming ASCII
characters. Avoid examining every character as it is received. Once the complete message has been
received, the ASCII characters can be converted back to the original message bytes and the message
then processed.
Likewise, when transmitting a message, it is recommended to compose the complete message, convert it
to ASCII characters and then transmit.
Data control ASCII characters XON ($10) and XOFF ($13) are recognized by the PMC for devices
which must suspend data transmission momentarily. The PMC suspends data transmission within 32
characters following reception of an XOFF character. Transmission resumes on reception of an XON.
No XON or XOFF characters are generated by the PMC.
The communications port can be reset at any time by sending the ASCII ESC (escape) character ($1B)
to the PMC. Reception of this character will clear the PMC receive buffer of any pending characters and
terminate any message transmission in progress. A minimum of 50 milliseconds is required for the soft
reset to complete.
Messages received by the PMC are handled as follows:
1. Message characters are buffered by the PMC and then processed on reception of the carriage
return character (message terminator).
2. Empty messages, that is reception of a carriage return character with no proceeding characters
received, are ignored and do not generate a PMC response.
3. Incomplete messages, messages with improper truck ID codes and messages with an incorrect
checksum are ignored and do not generate a PMC response.
4. Reception of more than 64 characters without receiving a carriage return character results in the
PMC discarding the characters. A PMC response is not generated.
5. The PMC always generates a response on reception of a valid message.
6. Valid messages received by the PMC, must contain the proper number of data bytes. The PMC
does not check the data field for this condition and will receive and process the data bytes found in
the data field up to the specified number of data bytes for the message.
Messages
The following section describes the messages recognized by the payload measurement control (PMC). It
defines their message and data format. All messages are defined in byte form before being converted to
ASCII (American Standard Code For Information Interchange). Refer to "Communication Protocol" for
a description of the general message format.
Note: There are two Truck Payload Measurement Systems (TPMS). An earlier TPMS and a current
TPMS With Real Time Clock (TPMS with RTC). The current TPMS With Real Time Clock supports all
earlier TPMS messages. The earlier TPMS DOES NOT support the current TPMS With Real Time
Clock (TPMS with RTC) messages.
Note: Each message field is indicated by brackets "[ ]" below.
Load Cycle Information Messages
Load cycle information messages provide access to truck load cycle real time data, access and
manipulation of stored load cycle data, and access and manipulation of load cycle storage identifiers.
Current Load Cycle Data
Current load cycle data can be accessed for purposes of real time monitoring. Message formats (codes)
to access this data are given for earlier TPMS systems and for TPMS with real time clock:
[$8A $FE $89 $70 $C8] [id] [cs] <CR>(earlier TPMS)
This message requests PMC to send current load cycle data.
[$89 $FE $8A $90 $FA] [data(3)] [id] [cs] <CR>
PMC response to total weight hauled.
[$8A $FE $89 $80 $FA] [$00 $00 $00] [id] [cs] <CR>
Requests PMC to reset total weight hauled.
[$89 $FE $8A $90 $FA] [$00 $00 $00] [id] [cs] <CR>
[$89 $FE $8A $90 $FA] [$00 $00 $00] [id] [cs] <CR>
Current Payload Weight
Current payload weight can be accessed for purposes of real time monitoring. The message formats to
access this data are given for earlier TPMS systems and current TPMS with real time clock (TPMS with
RTC) below:
[$8A $FE $89 $70 $D6] [id] [cs] <CR> (earlier TPMS)
This code requests PMC for current payload weight.
[$89 $FE $8A $90 $D6] [data (1)] [id] [cs] <CR> (earlier TPMS)
PMC's response to current payload weight request.
[$8A $FE $89 $70 $F6] [id] [cs] <CR> (TPMS with RTC)
This code requests payload measurement control to send current (latest) payload weight data.
[$8A $FE $8A $90 $F6] [data (2)] [id] [cs] <CR> (TPMS with RTC)
PMC response to current payload weight request
Data will read "0" when no payload weight data is available. Current payload weight data becomes
available after the truck leaves the loading area.
The data remains available until the truck is dumped.
The PMC will send current payload weight automatically when the auto-broadcast option is selected in
the options code programmed setting.
Stored Load Cycle Count
The PMC can be accessed to determine the amount of load cycles stored and to clear previously stored
load cycle data. Message formats to access this data are:
[$8A $FE $89 $70 $C9] [id] [cs] <CR>
Requests PMC to send the number of load cycles stored.
[$89 $FE $8A $90 $C9] [data (2)] [id] [cs] <CR>
Payload measurement control response of load cycle count.
[$8A $FE $89 $80 $C9] [$00 $00] [id] [cs] <CR>
Request payload measurement control to clear load cycle data.
[$89 $FE $8A $90 $C9] [$00 $00] [id] [cs] <CR>
Payload measurement control response indicating load cycle data cleared (count = 0).
Note: The storage medium used to retain load cycle information can be cleared only a limited number of
times over the life of the device. Excessive clearing will reduce storage medium life significantly.
Stored Load Cycle Data Retrieval
Stored load cycle data can be accessed to retrieve data accumulated over a period of time. Data for 1400
load cycles can be stored. Message formats to access this data for the earlier TPMS and current TPMS
With Real Time Clock (TPMS with RTC) are:
[$8A $FE $89 $70 $CA] [id] [CS] <CR> (earlier TPMS)
Requests payload measurement control to send stored load cycle data.
[$89 $FE $8A $90 $CA] [data (9)] [id] [cs] <CR> (earlier TPMS)
PMC stored load cycle data retrieval response.
[$8A $FE $89 $70 $F5] [id] [cs] <CR> (TPMS with RTC)
Requests PMC to send stored load cycle data.
[$89 $FE $8A $90 $F5] [data (22)] [id] [cs] <CR> (TPMS with RTC)
PMC stored load cycle data retrieval response.
The PMC sends a response message for each stored load cycle. When all stored load cycles are sent, a
final response message is sent with a data field containing all zeros.
For the TPMS with real time clock format, fault bit "b2" in byte "22" is set should the stored data for
that load cycle be incorrect.
Individual Load Cycle Data
Individual load cycle data provides access to data for a specific load cycle stored in memory. Message
formats to access this data are:
[$8A $FE $89 $70 $F0] [data(2)] [id] [cs] <CR>
Requests PMC to send data for a specific load cycle stored in memory. The number of the load
cycle (1 cycle/bit, 1-1400) is passed in the data field.
[$89 $FE $8A $90 $F0] [data(22)] [id] [cs] <CR>
PMC response to send data for a specific load cycle stored in memory. Should an invalid load
cycle number be requested, the response message will contain all zeros in its data field.
Total Cycles Hauled
Total cycles hauled can be accesses for purposes of real-time monitoring. Message formats to access this
data are:
[$8A $FE $89 $70 $F9] [id] [cs] <CR>
Requests PMC to send total cycles hauled.
[$89 $FE $8A $90 $F9] [data(2)] [id] [cs] <CR>
PMC response to total cycles hauled.
[$8A $FE $89 $80 $F9] [$00 $00] [id] [cs] <CR>
Requests PMC to reset total cycles hauled.
[$89 $FE $8A $90 $F9] [$00 $00] [id] [cs] <CR>
PMC response to reset total cycles hauled.
Total Weight Hauled
Total weight hauled can be accesses for purposes of real time monitoring. Message formats to access
this data are:
[$8A $FE $89 $70 $FA] [id] [cs] <CR>
Requests PMC to send total weight hauled.
[$89 $FE $8A $90 $FA] [data(3)] [id] [cs] <CR>
PMC response to total weight hauled.
[$8A $FE $89 $80 $FA] [$00 $00 $00] [id] [cs] <CR>
Requests PMC to reset total weight hauled.
[$89 $FE $8A $90 $FA] [$00 $00 $00] [id] [cs] <CR>
PMC response to reset total weight hauled.
Load Cycle Status
Load cycle status can be accessed for purposes of monitoring truck activity as it progresses through its
haul cycle. Message formats to access this data are:
[$8A $FE $89 $70 $F1] [id] [cs] <CR>
Requests for PMC to send real time load cycle status.
[$89 $FE $8A $90 $F1] [data(23)] [id] [cs] <CR>
PMC response to real time load cycle status.
Payload Weight Status
Payload weight status can be accessed for purposes of monitoring payload weight as the truck is being
loaded. Message formats to access this data are:
[$8A $FE $89 $70 $F7] [id] [cs] <CR>
Requests PMC to send real time payload weight status.
[$89 $FE $8A $90 $F7] [data(2)] [id] [cs] <CR>
PMC response to real time payload weight status.
Real Time Clock (Current TPMS)
The real time clock can be accessed for purposes of reading or setting the clock. Message formats to
access this data are:
$8A $FE $89 $70 $F2] [id] [cs] <CR>
Requests PMC to send clock time.
[$89 $FE $8A $90 $F2] [data(5)] [id] [cs] <CR>
PMC payload measurement control response to clock time.
[$8A $FE $89 $80 $F2] [data(5)] [id] [cs] <CR>
Requests PMC to set clock time.
[$89 $FE $8A $90 $F2] [data(5)] [id] [cs] <CR>
PMC response to setting clock time.
Stored Load Cycle Data Start Date
The user can mark the load cycle data with a specific date. This date should be set when the load cycle
data is cleared. This date is neither used nor changed by the PMC. A suggested data format for the
stored load cycle data start date is defined in the Data Identifier Chart. Message formats to access and
modify this date are:
[$8A $FE $89 $70 $CC] [id] [cs] <CR>
Requests PMC to send the start date.
[$89 $FE $8A $90 $CC] [data (4)] [id] [cs] <CR>
PMC response to start date.
[$8A $FE $89 $80 $CC] [data (4)] [id] [cs] <CR>
Requests PMC to change start date.
[$89 $FE $8A $90 $CC] [data (4)] [id] [cs] <CR>
PMC response to start date change.
Stored Load Cycle Data Start Time
The user can mark the load cycle data with a specific time. This time should be set when the load cycle
data is cleared. This time is neither used nor altered by the PMC. A suggested data format for the stored
load cycle start time is defined in the Data Identifier Chart. Message formats to access and change this
time are:
[$8a $FE $89 $70 $CD] [id] [cs] <CR>
Requests PMC to send the start time.
[$89 $FE $89 $90 $CD] [data (3)] [id] [cs] <CR>
PMC response to start time.
[$8A $FE $89 $80 $CD] [data (3)] [id] [cs] <CR>
Requests PMC to change start time.
[$89 $FE $8A $90 $CD] [data (3)] [id] [CS] <CR>
PMC response to start time change.
User-Defined Data Areas
An area is provided for 4 user-defined data areas within PMC. Each data area is 10-bytes wide. Data
format is defined by the user. These data areas may be used to store information such as operator, truck,
material etc. The user-defined data is neither used nor changed by PMC. It is retained on removal of
power. A data format for the user-defined data areas is defined in the User-Defined Data Area 1-4 Data
Format chart. Message formats to access and change these areas are:
User-Defined Data Area 1
[$8A $FE $89 $70 $D7] [id] [cs] <CR>
Requests PMC to send user-defined area 1 data.
[$89 $FE $8A $90 $D7] [data (10)] [id] [cs] <CR>
PMC response to send user-defined area 1 data.
[$8A $FE $89 $80 $D7] [data (10)] [id] [cs] <CR>
Requests PMC to change user-defined area 1 data.
[$89 $FE $8A $90 $D7] [data (10)] [id] [cs] <CR>
PMC response to user-defined area 1 data change.
[$8A $FE $89 $70 $D8] [id] [cs] <CR>
[$89 $FE $8A $90 $D8] [data (10)] [id] [cs] <CR>
[$8A $FE $89 $80 $D8] [data (10)] [id] [cs] <CR>
[$89 $FE $8A $90 $D8] [data (10)] [id] [cs] <CR>
PMC response to user-defined area 2 data change.
[$8A $FE $89 $70 $D9] [id] [cs] <CR>
[$89 $FE $8A $90 $D9] [data (10)] [id] [cs] <CR>
[$8A $FE $89 $80 $D9] [data (10)] [id] [cs] <CR>
[$89 $FE $8A $90 $D9] [data (10)] [id] [cs] <CR>
PMC response to user-defined area 3 data changes.
[$8A $FE $89 $70 $DA] [id] [cs] [$8A $FE $89 $70 $DA] [id] [cs]
[$89 $FE $8A $90 $DA] [data (10)] [id] [cs] <CR>
PMC response to user-defined area 4 data.
[$8A $FE $89 $80 $DA] [data (10)] [id] [cs] <CR>
[$89 $FE $8A $90 $DA] [data (10)] [id] [cs] <CR>
PMC response to user-defined area 4 data changes.
Programmable Settings Messages
Various programmable settings are provided which configure the payload measurement control (PMC)
to a particular application. These settings are also accessible through the payload operator's display
(POD). They are retained during removal of power. A brief summary of the programmable settings is
shown below.
Truck Model Setting
System Units Setting
Maximum Weight Setting
Truck Identification Code Setting
Options Code Setting
Calibration Setting
Note: The storage medium used to retain programmable settings can only be cleared a limited number of
times over the life of the device. Excessive clearing will reduce storage medium life.
Truck Model Setting
The programmable truck model setting can be accessed to identify or select the truck model. Message
formats to access and modify this setting are:
[$8A $FE $89 $70 $CE] [id] [cs] <CR>
Requests PMC to send the truck model setting.
[$89 $FE $8A $90 $CE] [data (1)] [id] [cs] <CR>
PMC response to request for truck model setting.
[$8A $FE $89 $80 $CE] [data (1)] [id] [cs] <CR>
Request PMC to change the truck model setting.
[$89 $FE $8A $90 $CE] [data (1)] [id] [cs] <CR>
PMC response to truck model setting change.
Changes to the truck model setting outside of its valid data range will be forced to truck model 789.
Diagnostic fault 10 (system setting fault) will be displayed by the system.
System Units Setting
The programmable system units setting can be accessed to identify or select the display's payload weight
units. Message formats to access and change this setting are:
[$8A $FE $89 $70 $CF] [id] [cs] <CR>
Requests PMC to send the system units setting.
[$89 $FE $8A $90 $CF] [data (1)] [id] [cs] <CR>
PMC response to send system units setting.
[$8A $FE $89 $80 $CF] [data (1)] [id] [cs] <CR>
Requests PMC to change the system units setting.
[$89 $FE $8A $90 $CF] [data (1)] [id] [cs] <CR>
PMC response to system units setting change.
Maximum Target Weight Setting
The programmable maximum target weight setting can be accessed to identify or select the weight at
which a full load is indicated. Message formats to access and change this setting are:
[$8A $FE $89 $70 $D0] [id] [cs] <CR>
Requests PMC to send the maximum weight setting.
[$89 $FE $8A $90 $D0] [data (2)] [id] [cs] <CR>
PMC response to request for maximum weight setting.
[$8A $FE $89 $80 $D0] [data (2)] [id] [cs] <CR>
Requests PMC to change the maximum weight setting.
[$89 $FE $8A $90 $D0] [data (2)] [id] [cs] <CR>
PMC response to maximum weight setting change.
Table 2
Maximum Weight Setting Ranges (1) TPMS Controls Prior To July 1991
Truck Model Truck Model Rated Maximum Wieght Lower Maximum Wight Upper
Setting Weight Limit LImit
769C 34 (40) 23 (25) 36 (40)
773B 52 (58) 36 (40) 52 (58)
777B 86 (95) 59 (65) 86 (95)
785A/B 136 (150) 95 (105) 136 (150)
789A/B 177 (195) 127 (140) 177 (195)
793A/B 217 (240) 154 (170) 217 (240)
(1) Numbers shown are in metric tonne. Numbers in parenthesis are U.S. ton.
Table 3
Maximum Weight Setting Ranges (1) TPMS Controls After July 1991
Truck Model Truck Model Rated Maximum Weight Maximum Weight
Setting Weight Lower Limit Upper Limit
769C 32 (35) 0 (0) 452 (500)
769D 36 (40) 0 (0) 452 (500)
771C 49 (44) 0 (0) 452 (500)
771D 40 (44) 0 (0) 452 (500
773B 53 (58) 0 (0) 452 (500)
773D 60 (65) 0 (0) 452 (500)
775B 62 (69) 0 (0) 452 (500)
775D 136 (150) 0 (0) 452 (500)
776B 86 (95) 0 (0) 452 (500)
777D 91 (100) 0 (0) 452 (500)
784 199 (220) 0 (0) 452 (500)
785A/B 136 (150) 0 (0) 452 (500)
789A/B 177 (195) 0 (0) 452 (500)
789B Coal Hauler
262 (290) 0 (0) 452 (500)
793A/B 217 (240) 0 (0) 452 (500)

(1) Numbers shown are in metric tonne. Numbers in parenthesis are U.S. ton.
Changing the maximum weight setting to outside of its valid data range will force the setting to its upper
limit value for the truck model selected. Diagnostic fault 10 (system setting fault) will be displayed by
the system.
Truck Identification Code Setting
The programmable truck ID code setting can be accessed to identify or assign a unique ID number for
each truck. There are 199 possible ID numbers. This ID code is used to match load cycle data to a
particular truck. It is also used by the PMC to identify and respond to specific messages received
through its communications port. Message formats to access and change this setting are:
[$8A $FE $89 $70 $D1] [id] [cs] <CR>
Requests PMC to send the truck ID code setting.
[$89 $FE $8A $90 $D1] [data (1)] [id] [cs] <CR>
PMC response to truck ID code setting.
[$8A $FE $89 $80 $D1] [data (1)] [id] [cs] <CR>
Requests PMC to change the truck ID code setting.
[$89 $FE $8A $90 $D1] [data (1)] [id] [cs] <CR>
PMC response to ID code setting change.
Changing the the truck ID code setting to outside of its valid data range will result in the setting being
forced to zero ("$00"). Diagnostic fault 10 (system setting fault) will be displayed by the system.
Options Code Setting
The programmable options code setting can be accessed to identify or select the code number used to
instruct the PMC of a specific options arrangement. Message formats for this setting are:
[$8A $FE $89 $70 $D2] [id] [cs] <CR>
Requests PMC to send options code setting.
[$89 $FE $8A $90 $D2] [data (1)] [id] [cs] <CR>
PMC response to send options code setting.
[$8A $FE $89 $80 $D2] [data (1)] [id] [cs] <CR>
Requests PMC to change options code setting.
[$89 $FE $8A $0 $D2] [data (1)] [id] [cs] <CR>
PMC response of options code setting change.
Table 4
Options Code Selections

Option Display External Final Pass Data Auto Baud
Code Payload Lamp Inication Broadcast Rate
1 Yes Yes No No 9600
2 No Yes No No 9600
3 Yes Yes Yes No 9600
4 No Yes Yes No 9600
5 Yes No No No 9600
6 No No No No 9600
7 Yes Yes No Yes 9600
8 No Yes No Yes 9600
9 Yes Yes Yes Yes 9600
10 No Yes Yes Yes 9600
11 Yes No No Yes 9600
12 No No No Yes 9600
14 No Yes No No 1200
17 Yes No No No 1200
18 No No No No 1200
Changing the options setting outside its valid data range will result in the setting being forced to 1.
Diagnostic fault 10 (system setting fault) will be displayed by the system.
Calibration Setting
The calibration setting can be accessed to calibrate the TPMS. This is required when first installed or
when a suspension cylinder(s) is serviced. Refer to "Calibration Procedure" in this manual for additional
information on calibration. Message formats for this setting are:
[$8A $FE $80 $DC] [$FF] [id] [cs] <CR>
Requests PMC to calibrate the system.
[$89 $FE $8A $90 $DC] [$FF] [id] [cs] <CR>
PMC response indicating that system is calibrated.
System Status Messages
Data which provides information about the condition and status of the truck and PMC are available
through the communications port. Accessible status items are shown below.
System Diagnostics
Suspension Cylinder Pressures
Truck Speed
Truck Operating Mode
System Diagnostics
System diagnostic information can be looked at to inspect or reset any of the payload measurement
controls (PMC) diagnostic codes. These diagnostic codes are also accessible through the dash display
(POD). Refer to System Status Display Mode for information on truck payload measurement system
(TPMS) diagnostic codes. Message formats to access and modify this data are:
[$8A $FE $89 $70 $D3] [id] [cs] <CR>
Requests PMC to send the system diagnostics.
[$89 $FE $8A $90 $D3] [data (6)] [id] [cs] <CR>
PMC response to system diagnostics request.
Note: Specific intermittent faults can be cleared by sending a clear bit "0" for each corresponding
intermittent fault to be cleared. Set "1" bits will leave the corresponding intermittent fault bits
unchanged.
[$8A $FE $89 $80 $D3] [$00 $00 $00 data (3)] [id] [cs] <CR>
Requests PMC to clear specific intermittents.
[$89 $FE $8A $90 $D3] [data (6)] [id] [cs] <CR>
PMC response to clearing specific intermittents.
Refer to the Examples portion for additional information.
Table 5
System Diagnostic Data Definitions

Diagnostic
Byte No. Bit No. Code Diagnostic Name
1 7 F 01 LF (1) suspension cylinder charge fault

6 F 02 RF (2) suspension cylinder charge fault
5 F 03 LR (3) suspension cylinder charge fault
4 F 04 RR (4) suspension cylinder charge fault
3 F 05 LF pressure sensor fault
2 F 06 RF pressure sensor fault
1 F 07 LR pressure sensor fault
0 F 08 RR pressure sensor fault
2 7 F 09 Battery backup/clock fault

6 F 10 System setting/load storage fault
5 Reserved
4 Reserved
3 F 13 Green lamp ckt open/gnd short fault
2 F 14 Green lamp ckt batt short fault
1 F 15 Red lamp ckt open/gnd short fault
0 F 16 Red lamp ckt short to batt fault
3 7 Reserved
6 Reserved
5 C 19 Bed raise switch detected
4 C 20 Transmission sensor signal detected
3 C 21 Neutral switch detected
2 Reserved
1 Reserved
0 Reserved
LF suspension cylinder charge intermittent
4 7 E 01 RF suspension cylinder charge intermittent

6 E 02
5 E 03 LR suspension cylinder charge intermittent
4 E 04
3 E 05 RR suspension cylinder charge intermittent
2 E 06
1 E 07 LF pressure sensor intermittent
0 E 08 RF pressure sensor intermittent
LR pressure sensor intermittent
RR pressure sensor intermittent
5 7 E 09 Batter backup/clock intermittent

6 E 10 Sys setting/load storage intermittent
5 Reserved
4 Reserved
3 E 13 Grn lamp open/gnd short intermittent
2 E 14 Green lamp ckt batt short intermittent
1 E 15 Red lamp open/gnd short intermittent
0 E 16 Red lamp ckt batt short intermittent
6 7 Reserved
6 Reserved
5 Reserved
4 Reserved
3 Reserved
2 Reserved
1 Reserved
0 Reserved
(1) LF = Left Front
(2) RF = Right Front
(3) LR = Left Rear
(4) RR = Right Rear
Suspension Cylinder Pressures
Suspension cylinder pressure information can be accessed for purposes of real time monitoring of the
four pressures. Message formats to access this are:
[$8A $FE $89 $70 $D4] [id] [cs] <CR>
Requests PMC to send suspension cylinder pressures.
[$89 $FE $8A $90 $D4] [data (8)] [id] [cs] <CR>
PMC response to suspension cylinder pressures request.
Truck Speed
Truck speed information can be accessed for purposes of real time monitoring of truck speed. Message
formats to access this data are:
[$8A $FE $89 $70 $D5] [id] [cs] <CR>
Requests PMC to send truck speed.
[$89 $FE $8A $90 $DB] [data (2)] [id] [cs] CR>
PMC response to truck speed request.
Truck Operating Mode
Truck operating mode information can be accessed for purposes of real time monitoring of the truck.
Message formats to access this data are:
[$8A $FE $89 $70 $DB] [id] [cs] <CR>
Requests PMC to send the truck operating mode.
[$89 $FE $8A $90 $DB] [data (1)] [id] [cs] <CR>
PMC response to truck operating mode request.
Examples
A data removal process for a typical application is shown in the example that follows. After the number
of load cycles stored and the date, time and operator are determined, the PMC is requested to transmit
the stored load cycle data. Data transmission ends after all the stored load cycle data is sent. The load
cycle data is then cleared and the date, time and operator are updated. In this particular application, the
truck identification code is 17.
Table 6
Message Sent To PMC Message Reply From PMC Comments
User requests payload

measurement control to send
number of load cycles
8AFE8970C911A5<CR>
stored.
89FE8A900900231162<CR>
PMC replies. indicating data
for 35 ($0023) load cycles is
stored.
User requests date since

cycle data was last read.
8AFRE8970CC11A2<CR>
PMC replies with date stored
89FE8A90000110070211AB<CR>
during last load cycle data
dump session (data = Jan 16,
1986)
User requests time since load

cycle data was last read.
8AFE8970CD11A1<CR>
PMC replies with time stored
89FE8A90C00714001166<CR>
during last load cycle data
dump session
(time = 07:20:00).
User requests the operator

name stored in user-defined
D area 1.
8AFE8970071197<CR> 89FE8A9007422E20534
49544800001182<CR> PMC replies with data in
user-defined area 1.
(user data = B. SMITH).
User then requests PMC to

dump the stored load cycle
data.
8AFE8970CAA11A4<CR>
PMC sends data, cycle by
89FE8A90CAAA1419323C
cycle.
05231ED411F5<CR>
89RE8A90CAB421133C42
Load cycle 1 data
1128180011C7<CR>
thru
Load cycle 2 data
89RE8A90CAAF1C213039
6C2F100F1168<CR>
thru
89RE8A90CA0000000000
Loadcycle 35 data
000000001184<CR>
PMC sends last message
with 0 data.
User requests PMC to clear

8AFE8980C900001195
load cycle data.
<CR>
89FE8A90C900001185 <CR> PMC replies. indicating load
cycle data cleared.
User requests PMC to

modify date since load cycle
8AFE8980CC011107C211
data was last read.
B7<CR>
89FE8A90CC011107C211A7
PMC replies with data
<CR>
modification (date = Jan 17,
1986).
User requests PMC to

modify time since load cycle
8AFE8980C0071E141158
data was last read.
<CR>
89FE8A9000071E141148 <CR> PMC replies with time
modification (time =
07:30:20).
User requess PMC to modify

8AFE8980074A23204A4F operator name in user-
4E455300001170<CR> defined area 1.
88FE8A90D74A2E204A4F
4E455300001160<CR> PMC replies with user area 1

modification (user data = J.
Jones).
The following example illustrates use of the system diagnostics messages. This example also illustrates
communication with the PMC in which the truck identification code is ignored.
Table 7
Message Sent To PMC

Message Reply From PMC Comments
User requests PMC to send

system diagnostic.
PMC replies wit system

diagnostic code
Data indicated a fault is

8AFE89700300AC<CR> present in the left front
89FEBZ90C3080020080130026<CR>
pressure sensor of cuirt, (dash
display is showing fault F5),
and the red lamp circuit has
an intermittent short to
battery. Data also indicates
the bed raise switch is
detected activated and no
transmission output speed is
detected. Byte 6 of the data is
reserved and is ignored.
User sends request to clear

8AFE8980D30000000800 the bit indicating the red
lamp circuit is intermittent.
300D64<CR> B9RE8A9003080020080030
002C<CR> PMC replies with system
diagnostics modification.
An intermittent bit is set when the fault occurs; therefore an intermittent bit cannot be cleared while the
fault is present. An intermittent bit can be reset through the diagnostic mode of the dash display (POD).
Table 8
DATA IDENTIFIER CHART
DATA DATA RESOLUTION

DATA BYTE
NAME DATA COUNT BYTE
I.D. NUMBER DESCRIPTION SCALING RANGE
Current
.907
Payload 0-227 tonnes
$D6 1 1 payload weight tonne/bit
Weight (0-250 US
(1 US
(earlier tons)
ton/bit)
TPMS)
Current
.0907 0-726.6
Payload
$F6 2 1-2 payload weight tonne/bit tonnes
Weight
(0.1 US (0-800.0 US
(TPMS with
ton/bit) tons)
RTC)
0-227 tonnes
(0-250 US
.907 tons)
payload weight
tonne/bit 0-25.0 min
Current $C8 9 1 (1 US 0-50.0 min
loading time
Load Cycle ton/bit) 0-50.0 min
empty stop time
Data 2 0.1 min/bit 0-40 km
empty travel time
(earlier 3 0.2 min/bit (0-25.0 mile)
empty travel
TPMS) 4 0.2 min/bit
distance
5 0.16 km/bit 0-50.0 min
(0.1 mile/bit) 0-50.0 min
loaded stop time
6 0-40 km
loaded travel time
7 0.2 min/bit (0-25.0 mile)
8 0.2 min/bit
loaded travel
0.16 km/bit b7-external
distance
9 (0.1 mile/bit) lamp
b6-memory
system faults
binary storage
b5-pressure
sensor
b4-strut
charge
b3-reserved
b2-reserved
b1-reserved
b0-reserved
1-12 mohths
1-31 days
0-99 years
0-23 hours
1 month/bit 0-59 min
1 day/bit 0-725.6
1 year/bit tonnes
1 hour/bit (0-800.0 US
Current month 1 min/bit tons)
Load Cycle day .0907 0-7200 sec
$F4 22 1
Data year tonnes/bit 0-7200 sec
2
(TPMS with hour (0.1 US 0-7200 sec
3
RTC) minute ton/bit) 0-80.0 km
4
payload weight 1 sec/bit (0-50.0 mile)
5
6-7 1 sec/bit
loading time 1 sec/bit 0-7200 sec
empty stop time 0.16 km/bit 0-7200 sec
8-9
empty travel time (0.1 mile/bit) 0-80.0 km
10-11
empty travel (0-50.0 mile)
12-13
distance 1 sec/bit
14-15
1 sec/bit b7-external
loaded stop time 0.16 km/bit lamp
16-17
loaded travel time (0.1 mile/bit) b6-memory
18-19
20-21 storage
loaded travel binary b5-pressure
distance format sensor
22
b4-strut
system faults charge
20
b3-batt
backup/clk
b2-bad cycle
data
b1-reserved
b0-reserved
Table 9

DATA BYTE
DATA COUNT BYTE
NAME I.D. NUMBER DESCRIPTION SCALING RANGE
Total Cycles 1 cycle/bit
$F9 2 1-2 total cycles 0-1999 cycles
Hauled
Total .0907 0-1451200.0

Weight $FA 3 1-3 total weight tonne/bit tonnes
Hauled (0.1 US (0-1600000.0
ton/bit) US tons)
Stored Load
Cycle Count 1 cycle/bit

$C9 2 1-2 cycles stored 0-1400 cycles
Individual
same data format as current load cycle data
Load Cycle $F0 22 1-22
(TPMS with RTC)
Data
Stored
Cycle Data same data format as current load cycle data
$CA 9 1-9
Retrieval (earlier TPMS)
(earlier
TPMS)
Stored
Cycle Data same data format as current load cycle data
$F5 22 1-22
Retrieval (TPMS with RTC)
(TPMS with
RTC)
Stored
1-31 days
Cycle Data $CC 4 1 start date 1 day/bit
1-12 months
Start Date 2 start month 1 month/bit
0-65535 years
3-4 start year 1 year/bit
Stored 1 hour/bit
Cycle Data $CD 3 1 start hour 1 minute/bit 0-23 hours
Start Time 2 start minute 0-59 minutes
3 start second 1 second/bit 0-59 seconds
User
Defined
Data 1 custom data area containing ASCII dat define by
User user
$D7
Defined 10 1-10 custom data area containing ASCII dat define by
$D8
Data 2 10 1-10 user
$D9
User 10 1-10 custom data area containing ASCII dat define by
$DA
Defined 10 1-10 user
Data 3 custom data area containing ASCII dat define by
User user
Defined
Data 4
Real Time real time month 1 month/bit

$F2 5 1 1-12 months
Clock real time date 1 day/bit
2 1-31 days
real time year 1 year/bit
3 0-99 years
real time hour 1 hour/bit
4 0-23 hours
real time minute 1 minute/bit
5 0-59 minutes
same data format as current load cycle data

(TPMS with RTC)
Load Cycle
$F1 23 1-22
Status $00=stopped
23
empty
binary $01=traveling
truck operating
format empty
mode
$02=loading
$03=stopped
loaded
$04=traveling
loaded
$05=dumping
Payload .0907
0-725.6 tonnes
Weight $F7 2 1-2 payload weight tonne/bit
(0-800.0 US
Status (0.1 US
tons)
ton/bit)
Truck
binary $00H=769C
Model $CE 1 1 truck model
format $01H=773B/C
Setting
$02H=77B/C
$03H=785A/B
$04H=789A/B
$05H=793A/B
$06H=776B
$07H=784A/B
$08H=771C
$09H=775B
$10H=769D
$11H=771D
$12H=773D
$13H=775D
$14H=777D
$15H=769B
Coal Hunter
Table 10

DATA RESOLUTION
DATA
DATA BYTE
DATA NAME COUNT BYTE RANGE
I.D. NUMBER DESCRIPTION SCALING
set=weigth not useable due

b15 weight value to sys fault
status set=weight value is
1-2 b14 departing departing value
status set=weight value is final
b13 final weight value
status
b12-0 payload 0-800.0
Remote Display $FB 6 wt display 0.1 US tons/bit US tons
Data
00=grn 01=grn fish 10=red

b15-14 fish 11=red
indicators status
3-4
b13-10 reserved
b9-0 target wt see
setting 1 US tons/bit setting
chart
b15 loading set= loading is in process

status set= cycle data storage
b14 data storage nearing capacity
5-6 set= us display selected;
stat
b13 display units cir=metric
b12-0 loading 0-7200

1 sec/bit
time sec
b7 fault code set= disable display of

display faults to operator
System $FC 1 1
b6 carryback set=disable carryback
Configuration
adjustment adjust
b5 strut collapse set= disable strut collapse
detect detection
b4 reserved
b3 reserved
b2 reserved
b1 reserved
b0 reserved
b7 write set= disable response on

Communications 1
$FD 2 response date write request
b6-0 reserved
Configurations
2 1x key/delay delay=nx0.125s 0-3.2 sec
time delay
b7 truck set= enable broadcast of

operating mode parameter $DB
b6 system fault set= enable broadcast of
Broadcast $FE 1 1
status parameter $D3
Enables
b5 final cycle set= enable broadcast of
data parameter $F4
b4 final payload set= enable broadcast of
weight parameter $F7
b3 remote set= enable broadcast of
display data parameter $FB
b2 reserved
b1 reserved
b0 reserved
1-12
months
1-31
Calibration $DE 5 1 month 1 month/bit
days
Date 2 day 1 day/bit
0-99
3 year 1 year/bit
years
4 hour 1 hour/bit
0-23
5 minute 1 minute/bit
hours
0-59
mins
Control Version
Control Version $F3 1 1 1 version/bit
Number
Number
Table 11

DATA DATA BYTE
NAME COUNT BYTE
I.D. NUMBER DESCRIPTION SCALING RANGE
$00=metric
System Units binary
$CF 1 1 system units units
Setting format
$01-$FF =US
units
Maximum .907 see maximum

maximum
(Target) $D0 2 1-2 tonnes/bit (target)
(target)
Weight (1 US weight range
weight
Setting ton/bit) chart
Truck I.D. binary

$D1 1 1 truck I.D. 1-199
Code Setting format
code number
System
system options binary 1-24
Options $D2 1 1
code format (see options
Code Setting
chart) (1) (2)
System $DC do system

1 1 refer to documentation
Calibration calibration
System hard faults
$D3 6 1-3 refer to documentation
Diagnostics intermittent faults
4-6 refer to documentation
6.895
LF cylinder
kPa/bit
Suspension pressure
(1 psi/bit)
Cylinder $D4 8 1-2 0-28500 kPa
6.895
Pressures RF cylinder (0-4125 psi)
kPa/bit
3-4 pressure 0-28500 kPa
(1 psi/bit)
(0-4125 psi)
6.895
5-6 LR cylinder 0-28500 kPa
kPa/bit
pressure (0-4125 psi)
(1 psi/bit)
7-8 0-28500 kPa
6.895
RR cylinder (0-4125 psi)
kPa/bit
pressure
(1 psi/bit)
0.18
Vehicle 0-122.0 kph
$D5 2 1-2 vehicle speed kph/bit
Speed (0-70.0 mph)
(0.1
mph/bit)
$00=stopped
empty
Truck
truck operating binary $01=traveling
Operating $DB 1 1
mode format empty
Mode
$02=loading
$03=stopped
loading
$04=traveling
loaded
$05=dumping
(1) (earlier TPMS) corresponds to data format used by TPMS

(2) (TPMS with RTC) corresponds to data format used by TPMS with real time clock
1 #22, 0"". 1 % 3 #9 / /2 :" ""0"".

4 4 5 3
5 & !6 7% 78 4 43
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"# - //
Configuration
SMCS - 7494-025
An initial start-up test should first be done in order to check for any faults in the system. The
recommended check follows.
Turn the disconnect ON and turn the key start switch ON. DO NOT start the engine.
Turn ON the power switch (left rocker switch) on the POD. The display should briefly show a
display test. This is followed by a sequence of the current system that is setting values. After the
sequence is completed (approximately 10 seconds), the POD should be blank. If various
diagnostic codes are flashed, refer to the troubleshooting section of this manual to correct the
problems. Do this before proceeding. If the diagnostic "F10" is displayed, a system setting fault is
present and will be corrected in the next step.
In order to provide flexibility to the user, a number of system features can be configured and modified
for specialized use. The configuration and modification of the TPMS is accomplished by using the mode
switch on the back of the POD or through the communications port with a laptop computer. This manual
will describe the configuration features using the POD method only.
Note: All TPMS features can be set-up and modified through the communications port with a laptop
computer. This method does not require the use of the POD. A complete instructions manual and list of
necessary equipment is contained in theCaterpillar WinTPMS Software, EERE3600.
To access the mode switch, the POD must be removed from the dash. With the key switch off, remove
the bolt at each corner of the POD. The mode switch is a momentary pushbutton switch in the back of
the POD. After the POD has been removed turn the key switch ON and the TPMS power ON. Each time
the mode switch is depressed, the POD advances to the next display mode. When TPMS is turned on,
the POD will turn on in mode 0 (normal operating mode). Depressing the mode switch once advances
the POD to display Mode 1. Depressing it again advances the POD to display Mode 2, and so on. The
function of the POD and the Test/Set switch will then vary for each display mode as detailed below.
Each time the POD is advanced to the next mode, the mode number will be displayed. For example, the
display shows "-1-" when the mode switch is depressed to select Mode 1. When the mode switch is
released, the Mode 1 function is displayed.
With the POD in Mode 1, the truck model code that is currently selected will flash on the POD's display.
If it is necessary to change the truck model from the currently selected model, depress and hold the
Test/Set switch to allow scrolling through the available code selections. Select the desired code by
releasing the switch at the desired selection. This will enter that model truck into TPMS memory. This
will also automatically change the maximum (target) weight setting to the selected model's maximum
rated capacity.
Depress the mode switch again to advance to Mode 2. The POD will flash the current system units
setting. Depress and hold the Test/Set switch to alternate between U.S. units or metric units. Select the
desired system units by releasing the switch at the desired selection. When the system units setting is
changed, the maximum (target) weight setting automatically adjusts to the units selected.
Depress the mode switch again to advance to Mode 3. The POD will flash the current maximum (target)
weight setting. Depress and hold the Test/Set switch to scroll through the weight range available for the
particular truck model and the system units selected. Select the desired target weight by releasing the
switch at the desired selection.
Depress the mode switch again to advance to Mode 4. The POD will flash the current truck ID code
setting. Depress and hold the Test/Set switch to scroll through the available range of ID numbers. Select
the desired ID code for the truck by releasing the switch at the desired selection. This will set the
selected truck ID in TPMS memory.
Depress the mode switch again to advance to Mode 5. The POD will flash the current system options
code setting. Depress and hold the Test/Set switch to scroll through the available range of codes.Select
the desired system options code by releasing the switch when the desired code is displayed. This will set
the selected options in TPMS memory. The following table lists the options for each code.
Depress the mode switch again to advance to Mode 6. The POD will be in calibration mode, flashing
"CAL". This completes the system configuration and the truck is now ready for calibration.
Table 1
Options Code Selections

Option Display External Final Pass Data Auto Baud
Code Payload Lamp Inication Broadcast Rate
2 No Yes No No 9600
5 Yes No No No 9600
6 No No No No 9600

14 No Yes No No 1200
17 Yes No No No 1200
18 No No No No 1200
0 #11, 2"". 0 % 3 6 .". "/ /# 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
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Previous Screen
! """"# $ %
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' !! ! "# ( )
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"# /" 0
Calibration
SMCS - 7494-524
The system must be calibrated after any of the following procedures take place.
system installation
suspension cylinder recharging
truck modifications that affect the empty weight of the truck
Improper calibration will affect the accuracy of the system. The calibration procedure is listed in the
following steps.
1. Prepare the truck by doing the following steps.
a. Any large accumulation of dirt and mud must be washed off the truck. The calibration
procedure will be most accurate when the truck is cleaned well.
b. All optional attachments that affect the empty weight of the truck must be on the truck.
c. All the trucks' fluids must be at full capacity.
d. The suspension cylinders must be properly charged according to the Service Manual
procedure.
Note: For the correct strut charging procedure refer to the suspension cylinder manual.
e. No TPMS system faults should be present.
2. Operate the truck at 3 km/h (2 mph) to 4 km/h (3 mph) on a HARD LEVEL surface. Shift the
transmission toNEUTRAL and coast the truck to a stop. Do not apply the brakes or set the parking
brake. Leave the truck in NEUTRAL. Turn the key switch off.
3. Remove the POD from the dash.
4. Turn the key switch and the TPMS on. Wait for the start-up sequence to complete.
5. Slowly depress the mode switch 6 times to select display "Mode 6". The POD should be flashing
"CAL". Depress and hold the Test/Set switch. The POD will momentarily show dashes, followed
again by "CAL"
6. Return the display mode to Mode 0 by depressing the mode switch 2 times slowly.This can also
be done by turning the system power switch off and then back on.
7. Turn the key switch off and install the POD in the dash. This completes the calibration procedure.
Note: The calibration procedure may be done through the communications port using a laptop
computer without using the POD.
1 #22, 3"". 1 % 4 7 .". "- ", :" ""3"".

5 5 6 4
6 & !7 8% 89 5 54
Shutdown SIS
Previous Screen
! """"# $ %
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"# /#,/
Functional Test
SMCS - 7494-081
Perform the following function check when the TPMS is installed, and the TPMS is setup. Also, the
TPMS must be calibrated.
1. Verify that the suspension cylinders are properly charged.
2. Turn on the TPMS. The POD readout will perform a display test for 2 seconds then display the
system settings in sequence. Then the POD will go blank. The POD and PMC transmit LEDs' and
receive LED's should be on for the total 2 second period.
Note: Step 2 contains the TPMS start-up self test. The operator should perform the start-up self
test on a daily basis. This should be done to verify that the TPMS is functioning properly. No
faults should be displayed on the POD at this time.
3. To perform a light test, depress the Test/Set switch on the POD. The readout should go blank
for .5 seconds, and then display for 1.5 seconds. This is followed by the total cycles and the total
weight hauled. The POD and PMC LED's along with the external load indicator lights should
come on when the Test/Set switch is depressed.
4. After successful completion of Steps 1, 2 and 3 take the truck through a complete load cycle.
Verify that the POD and external lights work. There should be no faults displayed on the POD
during or after completion of the cycle. The steps for executing one complete load cycle are listed
below.
a. Drive the truck to the site where loading is to be done. Come to a complete stop. Place the
transmission in NEUTRAL and set the parking brake before loading begins.
b. Load the truck. To see if the POD is operating correctly, go to the Payload Operator's
Display Operation section in this manual. To see if the external load lights are operating
correctly, go to the Truck Payload Measurement System Operation section in this manual.
c. Drive the truck to the dump site and dump the load. Verify that the weight shown by the
POD is cleared from the display a few seconds after the bed raise lever is actuated.
5. Optional: An accuracy check using certified scales may be done as part of the normal functional
check procedure. If scales are used, the weight of the truck empty should be subtracted from the
weight of the truck fully loaded. The difference should agree with the POD readout within ± 5%.
Note: All portable and platform scales are subject to some error, which may vary with different
load ranges. Unless portable or platform scale accuracy can be verified by calibration with a
known weight, the readings from that scale should be considered inaccurate by an unknown
amount. The fact that the platform or portable scale returns to zero when unloaded is not an
indication of its accuracy at high loads. Complaints of TPMS inaccuracy, as a result of a weight
study, are not conclusive unless the portable or platform scale can be calibrated against an
independent standard over the load ranges encountered in the study.
0 #11, 2"". 0 % 3 6 .". "- 29 :" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
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! "#$ ! " %! &

' !! ! "# ( )
% * +
, - +. ! * -/ 0 ( .)" % 0&$0 $100 23 0&$0 $100
"#.," ./

SMCS - 7494-591-EK2
Use the WinTPMS program to flash the TPMS software into the PMC. Refer to the WinTPMS
documentation for additional information.
0 #11, /"". 0 % 2 5 .". "- ,. 8" ""/"".

3 3 4 2
4 & !5 6% 67 3 32
Shutdown SIS
Previous Screen
! """"# $ %
&'(
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! "#$ ! " %! &

' !! ! "# ( )
% * +
, - +. ! * -/ 0 ( .)" % 0&$0 $100 23 0&$0 $100
"#.," /.

SMCS - 7494-510-EK2
Prior to replacement of the PMC, ensure that replacement is absolutely necessary. The PMC is seldom
the cause of a failure. Always check that power is available to the PMC.
1. Turn the disconnect switch and the key start switch to the OFF position.
2. Disconnect the machine harness from the PMC.
3. Ensure that the part number of the control is correct prior to replacement.
4. Install the PMC.
5. Connect the machine harness to the PMC.
6. Turn the disconnect switch and the key start switch to the ON position.
7. When the PMC is replaced, the off-board service tool must be used to install the TPMS software.
0 #11, 2"". 0 % 3 6 .". "- -- 9" ""2"".

4 4 5 3
5 & !6 7% 78 4 43
Shutdown SIS
Previous Screen
! """"# $ %
&'(
)' ' *+,-".* '
! "#$ ! " %! &

' !! ! "# ( )
% * +
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"#.," ./
Glossary of Terms
SMCS - 7494
Active - This pertains to the status of a fault or to the status of a service code. When the fault is active,
the fault is currently present.
Alert Indicator - An alert indicator is a red indicator lamp. The alert indicator is located on the top
portion of the monitoring system display. The alert indicator notifies the operator of an abnormal
condition. When only the alert indicator is illuminated, a Warning Category 1 is indicated.
+Battery - This pertains to any of the harness wiring which is part of the circuit that connects to the +
battery post.
Cat data link - The Cat data link is an electrical connection for communication with onboard devices
that use the Data Link (ECM, CMS, VIMS, electronic power train, electronic dashboards and service
tools such as Caterillar Electronic Technician). The Cat data link is also the medium that is used for
programming with Caterpillar service tools and for troubleshooting with Caterpillar service tools.
Clear - This refers to removing diagnostic information from the memory of the ECM. Before clearing a
diagnostic code, the diagnostic code must be on hold and the diagnostic code must be inactive.
Component Identifier (CID) - A CID is a code that is used to identify a particular component.
Connector Contact - A connector contact is the component that actually makes the electrical
connection between the harness connector and another connector plug.
Detected Fault - This is a fault that has been found by the ECM. The fault is recorded and diagnostic
information is available in the service mode.
Diagnostic - This pertains to the monitoring of information that is abnormal and/or the recording of
information that is abnormal. Diagnostic information can be accessed from the service, the status, the
tattletale or the numeric readout mode.
Diagnostic Code - This is a code which describes a problem in a system.
Digital Sensors - Digital sensors produce PWM signal (duty cycle signal). These sensors are powered
from a power supply of 8 to 28 DCV.
Digital Signal - This signal is a PWM signal (duty cycle) that has a variable width and a constant
amplitude. Also see "Pulse Width Modulation (PWM)".
Display - Display refers to the gauges, the indicators, or the readouts within the Caterpillar Monitoring
System display area.
Fault - A fault is a failure of a component in an electronic system. An FMI and a CID identify the type
of fault.
Flash Programming - This is a means of reprogramming the personality module in the ECM without
needing to replace the module.
occurred. The FMI consists of two digit code which is preceded by a decimal point ".". This code is
shown on the display area when the main display module is in service mode.
Fuse - A fuse is a replaceable safety device for an electrical circuit.
Ground - A ground is any part of a wiring circuit that accidentally touches a part of the machine frame.
Grounded Circuit - A grounded circuit is a connection of any electrical unit to any part of the machine.
In a grounded circuit, the electrical circuit is completed to the power source.
Harness - A harness is the bundle of wiring that connects components in the system.
Harness Code - The harness code provides the characteristics of the machine such as the size of the
engine, idle speed, tire size and attachments. The message display uses the data link to provide the
harness code to the implement ECM.
Hertz (Hz) - Hz is a measurement of frequency in cycles per second.
Hold - When in service mode, diagnostic information is displayed on the digital display. This diagnostic
information that is being displayed can be frozen. The diagnostic information must be on hold before
troubleshooting or clearing.
Indicator - An indicator is any of the items within the Caterpillar Monitoring System display area
which operate in an ON, FLASHING or OFF manner in order to bring attention to a machine condition.
Jumper - A jumper is a piece of wire that is used to make an electrical connection during
troubleshooting.
Machine Code - The machine code is a two-digit number. The machine code is assigned to a particular
harness code for a particular machine by the ECM. Each sales model has a specific harness code.
Machine Service Connector - This is a socket that is used to connect a service tool to the onboard
electronic systems such as the implement ECM or the power train ECM. The machine service connector
is mounted on the machine and the Cat data link is used for the connection.
Module Identifier (MID) - An MID is a diagnostic code that identifies the ECM which diagnosed the
fault. The two-digit code is displayed in the message area of the message display when the machine is in
the service mode.
Ohm - An ohm is the standard unit for measuring resistance to the flow of electrical current.
Open Circuit - If an electrical wire or a connection is broken, the flow of electrical current through the
circuit is interrupted.
Present - This pertains to the status of a fault or to the status of a service code. When a fault is present,
the fault is currently active.
Scroll - When you scroll through information in the display area, all available sets of diagnostic
information are shown by one set at a time. A set of diagnostic information is shown briefly. Then, the
display automatically advances to the next set. After all sets have been shown, the sets are repeated.
Sensor - A sensor is a device that measures conditions such as pressure, temperature, or movement. This
information is sent as an electrical signal that can be interpreted by the ECM.
Service Code - A service code describes a condition in an electrical control system. This code is stored
in the control for the service technician.
Short Circuit - If one part of a circuit contacts another part of the same circuit, the flow is diverted from
the desired path.
Signal - This pertains to the condition of the control inputs that are sent to the ECM. A ground signal
has continuity with the frame ground. An open signal is not connected to the frame ground and the
voltage is approximately 5 DCV. A +battery signal is at the same voltage as the battery (25 to 30 DCV).
Signal Wire - The signal wire is the harness wire that connects a sensor or the harness wire that
connects a switch to the ECM.
Signal Wire - The signal wire is the harness wire that connects the sensor or the switch to the ECM.
Solenoid - A solenoid is a coil that is used to produce a magnetic field. The solenoid usually performs
some type of mechanical work.
Supply Voltage - Supply voltage is a constant voltage that is supplied to a component in order to
provide electrical power for the operation of the component. Supply voltage may be generated by the
ECM. Also, supply voltage may be battery voltage that is supplied by machine wiring.
Switch Input - Switch input is any ECM input which is expecting a ground signal, an open signal or a
+battery signal.
System Voltage - System voltage is the actual voltage that exists between the + battery post and the
frame ground. System voltage is also known as +battery voltage.
Undetected Fault - This is a fault that is not detected by the main display module, but the fault is found
by the operator or by a service technician. The many diagnostic functions of the main display module
assist with the troubleshooting of undetected faults.
Wiring Harness - A wiring harness is the bundle of individual wires that form an electrical circuit.
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System Schematic
SMCS - 7566
This is a simplified electrical schematic of the Truck Payload Measurement System (TPMS). The
schematic is electrically correct but the schematic does not show all possible harness connections.
Refer to the Electrical System Schematic for the complete schematic of a particular machine.
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Licensing
SMCS - 7000
Table 1
Licensed Under One or More of the Following Letters Patent

United States Patents
4,831,539
4,839,835
5,327,347
5,416,706
5,528,499 Australia Patents
5,631,832 599.568
5,631,835 611,636
5,644,489
5,650,928
5,650,930
5,742,914
5,995,888
Germany Patents Canada Patents
3,565,498 1,255,797
3,789,730 1,302,567
European Patent Office Patents
Japan Patents
3,002,469 0 162 608
0 249 487
Republic of South Africa Patents
85/3133
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General Information
SMCS - 7494
The Truck Payload Measurement System (TPMS) provides a built in system of diagnostics that simplify
the troubleshooting of the system.
This section describes the use of diagnostics in troubleshooting the TPMS. A description of the
diagnostics is provided along with a description of the "fault" displays that can occur during the normal
operation of the system. The description includes instructions on the use of the "system status display"
mode. A complete guide to fault isolation and diagnostic troubleshooting is also provide in the following
sections.
When the TPMS is in the "system status display" mode, most faults in the system can be isolated and
fixed in minimal time with existing service tools.
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Service Tools
SMCS - 0785
Table 1
Service Tools
Part Number Part
6V-7070
Digital Multimeter
9U-7330
8T-3224 Needle Tip Group
8T-8726 Adapter Cable
8T-5201 Signal Generator/Counter
the use of the 6V-7070 Digital Multimeter, see Special Instruction, SEHS7734. Use the 7X-1710
Multimeter Probe Group to measure the voltage at the wire connectors without disconnecting the wire
connectors. The probe cables are pushed into the back of the connector along the wire. The 8T-8726
Adapter Cable has a three pin DT breakout. The adapter cable is used for measurements in the sensor
circuits.
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SMCS - 7553-546
(1) Payload Measurement Control (PMC)
(2) Payload Operator's Display (POD)
(3) Left Front Suspension Cylinder Pressure Sensor
(4) Left Rear Suspension Cylinder Pressure Sensor
(5) Right Front Suspension Cylinder Pressure Sensor
(6) Right Rear Suspension Cylinder Pressure Sensor
(7) Right External Indicator Lights
(8) Left External Indicator Lights
(9) Body Up Switch
(10) Transmission Speed Distributor
(11) Transmission Control
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SMCS - 7494
The TPMS has diagnostic capabilities that are used to detect failures. These failures may have occurred
in the past or the failures are active now. The type of failure determines the manner in which the system
displays the problem to the operator. The system groups the faults into the three categories that are listed
below:
Critical faults
Noncritical faults
Intermittent faults
A critical failure will be an incorrectly charged suspension cylinder or a fault in one of the suspension
cylinder pressure sensors. When a critical failure is detected in the system by the Payload Measurement
Control (PMC), the actions that are listed below will take place:
A fault will be displayed on the POD to the operator by a flashing code. The code will appear on
the digital readout of the POD as "FXX" with the "xx" being a number between "01" and "08".
This code will flash constantly whether the truck is loaded or truck is empty. No payload weight
will be displayed and the weight that is recorded with a critical failure present in the system may
not be accurate
The red and green external load lamps and the red and green internal load indicator lights on the
POD will alternately flash ON and OFF. The external load indicator lights flash in order to inform
the operator of the loader that a critical failure has occurred. The lights flash in order to get the
operator's attention.
When a critical failure is detected in the TPMS and the diagnostic code is being displayed no other
information will be displayed until the failure is cleared from the system.
Note: Fault codes F01-F04 indicate an incorrectly charged suspension cylinder. Structural damage to the
truck can result from operating a truck with a collapsed suspension cylinder.
When a noncritical failure is detected by the PMC, the TPMS will display a flashing code on the digital
display of the POD. This code is in the format"FXX". The "XX" represents a number from "09" to "18".
This code will only be displayed when the truck is empty. A noncritical failure will not affect the
external load indicator lights or the internal load indicator lights on the POD. This does not prevent the
system from operating accurately. The proper weight of the payload will be displayed when the data is
available. If an intermittent failure is detected in the system, the failure will be stored in memory as an
intermittent fault. Failures in the TPMS can be diagnosed quickly. The service technician can
troubleshoot manually via the POD or the service technician can use a laptop computer and software
program via the communications port. Using either method, the status and the failures of the major
components and circuits that are listed here can be inspected:
The charge condition of each suspension cylinder (this is collapsed cylinder detection)
Condition of the circuits of the pressure sensor
Condition of the battery backup and real time clock
Condition of the system memory and the system settings
Condition of the circuits for the external load indicator lights
Status of the bed raise signal
The status of the vehicle speed signal
The status of the transmission neutral signal
Refer to the diagnostic code procedures in this manual for detailed troubleshooting information of the
TPMS.
If a fault should occur that is detectable by the payload measurement control (PMC), warning is given to
the operator by the payload operator's display (POD). The manner in which the fault is displayed on the
POD depends on the nature of the fault.
NOTICE
Diagnostic codes (F01-F04) for the suspension cylinders should be
checked as soon as possible. Continued operation of a truck with a
suspension cylinder that is incorrectly charged could cause mechanical
damage to the truck. With all other fault indications, the truck
operation can continue until it is convenient to repair the problem.
The failures that can be detected by the system are listed below:
The left front suspension cylinder is charged incorrectly.
The right front suspension cylinder is charged incorrectly.
The left rear suspension cylinder is charged incorrectly.
The right rear suspension cylinder is charged incorrectly.
The pressure sensor for the left front suspension cylinder has failed.
The pressure sensor for the right front suspension cylinder has failed.
The pressure sensor for the left rear suspension cylinder has failed.
The pressure sensor for the right rear suspension cylinder has failed.
The transmission output speed sensor has failed.
An error with a system setting or a memory problem.
A failed circuit for the Green lamp.
The circuit for the green lamp is shorted to 24 volt supply.
A failed circuit for the Red lamp
The circuit for the red lamp circuit shorted to 24 volt supply.
The internal backup battery has discharged or the real time clock needs to be set.
If a fault occurs during operation, the operator is alerted by the POD. The diagnostic codes will flash on
the display of the POD as "FXX", where "XX" is a number between "01" and "18". This number
indicates which type of failure that has been detected. In addition to the flashing diagnostic code on the
display of the POD, the two internal load indicator lights on the POD will be alternately flash ON and
OFF. This will help attract the operator's attention.
System Status Display Mode

The TPMS provides a built-in service tool in the system status display mode. It is possible to identify
critical, non-critical and intermittent faults in the system.
If a fault code appears and remains on the POD, it would indicate the presence of a critical fault. A fault
code that appears only at times when the display would normally be blank indicates the presents of a
non-critical fault. If a fault code appears and then disappears later, an intermittent fault is indicated. In
either case, the fault cause can be identified using the system status display mode. To access this display
mode, remove the POD from the dash and slowly depress the mode select switch 7 times. When the
switch is pressed the seventh time, the display should show "-7-". After releasing the mode select
switch, the display will then show "A00", indicating that the POD is now in the system status display
mode.
Payload Operators Display (POD)
(1) On/Off switch
(2) Test/Set switch
(3) Display Window
(4) Internal load indicator lights
Once into the system status display mode, press the Test/Set switch to scroll through the status codes for
each input/output circuit. The first code, "A00", is not assigned to any input/output circuit. It is used
only as an entry point to the status display mode. Upon depressing the Test/Set switch once, the POD
will show "X01". The letter "X" refers to the status of that particular input/output circuit. The character
"X" will be "A", "E", "F" or "C". The description of each letter is provided in.
Table 1
Status Characters and corresponding Circuit Code Numbers

Circuit Code Number Status
A01 thru A18 No failure is detected in the circuit.
E01 thru E18 A failure is intermittent in the circuit.
F01 thru F18 A failure is present in the circuit.
A19 thru A24 No signal is present in the circuit.
C19 thru C24 A signal is present in the circuit.
The number that follow the letter represents a particular input/output circuit. The description for each
number is defined in the chart that follows.
Table 2
Circuit Code Numbers and the Associated Circuits

Circuit Code Wire Description of the Circuit
X00 Entry and exit point from the "system status display" mode.
X01 Left front suspension cylinder charge.
X02 Right front suspension cylinder charge.
X03 Left rear suspension cylinder charge.
X04 Right rear suspension cylinder charge.
X05 Left front suspension cylinder pressure sensor circuit
X06 Right front suspension cylinder pressure sensor circuit
X07 Left rear suspension cylinder pressure sensor circuit
X08 Right rear suspension cylinder pressure sensor circuit
X09 Battery backup/Real time clock setting.
X10 System setting/memory
X11 Not used
X12 Not used

X13 Green lamp open circuit or shorted circuit
X14 Green lamp short to +battery
X15 Red lamp open circuit or shorted circuit
X16 Red lamp short to +battery
X17 Not used
X18 Not Used
X19 Bed raise status
X20 Transmission output speed sensor
X21 Transmission neutral status
X22 Not Used
X23 Not Used
X24 Not Used
Note: 1-18 are fault descriptions. 19-24 are signal descriptions.
Pressing the Test/Set switch again advances the POD to the next status code "X02" and so on. If the
Test/Set switch is held in the depressed position, the POD will automatically advance through all of the
circuit status codes. To leave the status display mode, the POD must be returned to "A00". Pressing the
mode select switch once will then return the POD to the normal operation display mode "-0-".
Clearing Diagnostic Codes (System Display Mode -7-)

Pressing the mode select switch when the failure is displayed clears the diagnostic indicators "FXX" and
"EXX", if the failure is not present.
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Initial Troubleshooting Procedure

SMCS - 7569
If a failure occurs in the TPMS, use the following troubleshooting steps to isolate the failure.
1. PERFORM THE SELF TEST OF SYSTEM.
a. Turn the disconnect switch, the key switch and the ON/OFF switch of the POD to the ON
position.
b. Verify that the POD, the PMC and the external indicator lights have adequate power. The
POD, the PMC and the external indicator lights are functioning correctly.
c. Press the Test/Set switch on the POD.
Expected Results:
The readout on the POD will be blank for about 0.5 seconds. A test of the display will
follow for approximately 1.5 seconds and the external load indicator lights are turned on.
YES - The sequence occurs. The POD, the PMC and the external load indicator lights have
adequate power and the POD, the PMC and the external load indicator lights are
functioning properly. Proceed to Step 7.
NO - The sequence does not occur. Proceed to Step 2.
Location of the indicators on the Payload Measurement Control (PMC)
2. CHECK THE POWER INDICATOR OF THE PMC.
a. Check the green power indicator on the PMC.
Expected Results:
The green power indicator is ON.
YES - The green power indicator is ON. Proceed to Step 3.
NO - The green power indicator is NOT ON. Refer to Troubleshooting, "Indicator Lamp
For Power Does Not Illuminate".
3. CHECK THE MICROPROCESSOR IN THE PMC.
a. Check the fault indicator (red) for the microprocessor on the PMC.
Expected Results:
The fault indicator for the microprocessor is ON.
YES - The fault indicator for the microprocessor is ON. Proceed to Step 4.
NO - The fault indicator for the microprocessor is flashing.
Repair: Replace the PMC. Refer to the Testing and Adjusting, "Electronic Control Module
(ECM) - Replace" section of this manual.
4. CHECK THE OPERATION OF THE POD.
a. Verify that the POD is operating correctly.
Expected Results:
The POD is operating correctly.
YES - The POD is operating correctly. Proceed to Step 5.
NO - The POD is NOT operating correctly. Refer to Troubleshooting, "POD Does Not
Illuminate".
5. CHECK THE OPERATION OF THE GREEN EXTERNAL LOAD INDICATOR

LIGHTS.
a. Check the green external load indicator lights for proper operation.
Expected Results:
The green load indicator lights are operating correctly.
YES - The green load indicator lights are operating correctly. Proceed to Step 6.
NO - The green load indicator lights are NOT operating correctly. Refer to the
troubleshooting procedures that are listed in Table 1.
Table 1
Troubleshooting Procedures That Are Associated With The Green External Load
Indicator Lights
Description of Problem Associated Procedure
Refer to the Troubleshooting, "Payload F13 Both Load
Both green external load
Indicator Lights (Green) Do Not Illuminate" or the
indicator lights do not
Troubleshooting "Payload F14 Both Load Indicator Lights
illuminate.
(Green) Do Not Illuminate".
Both green external load Refer to the Troubleshooting, "Payload F13 Both Load
indicator lights are ON Indicator Lights (Green) Are On Continuously" section of
continuously. this manual.
The right hand green
Refer to the Troubleshooting, "Load Indicator Light
external load indicator
(Green) For The Right Side Does Not Illuminate" section
light does not illuminate.
of this manual.
The left green external Refer to the Troubleshooting, "Load Indicator Light
load indicator light does (Green) For The Left Side Does Not Illuminate" section of
not illuminate. this manual.
6. CHECK THE OPERATION OF THE RED EXTERNAL LOAD INDICATOR LIGHTS.
Expected Results:
The red load indicator lights are operating correctly.
YES - The red load indicator lights are operating correctly. Proceed to Step 7.
NO - The red load indicator lights are NOT operating correctly. Refer to the troubleshooting
procedures that are listed in Table 4.
Table 2
Troubleshooting Procedures That Are Associated With The Red External Load Indicator
Lights
Description of Problem
Associated Procedure
Refer to the Troubleshooting, "Payload F15 Both Load Indicator

Both Red external load
Lights (Red) Do Not Illuminate" or refer to the Troubleshooting
indicator lights do not
"Payload F16 Both Load Indicator Lights (Red) Do Not
illuminate.
Illuminate" sections of this manual.
Both Red external load
Refer to the Troubleshooting, "Payload F15 Both Load Indicator
indicator lights are ON
Lights (Red) Are On Continuously" section of this manual.
continuously.
The right hand red
external load indicator Refer to the Troubleshooting, "Load Indicator Light (Red) For
light does not illuminate. The Right Side Does Not Illuminate" section of this manual.
The left red external load

Refer to Troubleshooting, "Load Indicator Light (Red) For The
indicator light does not
Left Side Does Not Illuminate"
illuminate.
7. VERIFY THE SETTING OF THE OPTIONS.
a. Verify that the system options settings are in accordance with Table 3.
Table 3

External
Option Payload Load One Pass Automatic Baud
Settings Display Indicator Indicator Broadcast Rate (3)
Enabled (1) Lights Enabled (2) Enabled
Enabled
01o YES YES NO NO 9800
02o NO YES NO NO 9600
03o YES YES YES NO 9600

04o NO YES YES NO 9600
05o Yes NO NO NO 9600
06o NO NO NO NO 9600
07o YES YES NO YES 9600
08o NO YES NO YES 9600
09o YES YES YES YES 9600
10o NO YES YES YES 9600
11o YES NO NO YES 9600
12o NO NO NO YES 9600
14o No YES NO NO 1200
17o YES NO NO NO 1200
20o No YES NO YES 1200
(2) The one pass indicator is enable, the red light will flash.
(3) The transmit and receive rate for the external communication device.
Expected Results:
The settings are correct.
YES - The settings are correct. Proceed to Step 8.
NO - The settings are NOT correct. Refer to the Testing and Adjusting, "Configuration"
section of this manual.
STOP.
8. CHECK FOR DIAGNOSTIC CODES
a. Check the POD for diagnostic codes. When a failure has occurred, a diagnostic code will
flash on the POD and the internal load indicator lights (red and green) will flash alternately.
Expected Results:
YES - No diagnostic codes are present. Refer to Table 4 for additional troubleshooting
information.
NO - Diagnostic codes are present. Refer to the troubleshooting procedure for the
diagnostic codes that are displayed on the POD.
Table 4
Additional Troubleshooting Information

Description of Problem Associated Procedure
Refer to the Troubleshooting, "Intermittent
Intermittent failures are present.
Problem".
The payload will not clear from the POD Refer to the Troubleshooting, "Payload on POD
when the load is dumped. Does Not Clear when Load Is Dumped".
Payload does not register on the POD when
Refer to the Troubleshooting, "Payload on POD IS
the load is added to the body or the display
not Displayed".
always shows flashing dashes.
The external indicator lights do not turn OFF Refer to the Troubleshooting, "Load Indicator Lights
after the truck is loaded and pulls away from (Green) and Status Indicator (Green) Turn Off
the load site. During Loading" section of this manual.
Refer to the Troubleshooting, "Last Loader Pass is
The last pass of the loader is not weighed.
Not Weighed" section of this manual.
Refer to the Troubleshooting, "Laptop Computer
Troubleshooting the RS-232-C serial data
Does Not Communicate with PMC" section of this
communication port
manual.
The telemetry system is not communicating. Refer to the Troubleshooting, "Modem is Not
Initialized" section of this manual.
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Intermittent Problem
SMCS - 7569
Intermittent failures are stored in the memory of the Payload Measurement Control (PMC). The
intermittent failures are retained until the diagnostic code has been cleared. Refer to System Operation,
"Diagnostic Capabilities"for additional information. Intermittent failures are indicated by the Diagnostic
codes "E01" to "E18". The "E" indicates an intermittent failure. The numbers identify the same circuits
as the diagnostic codes "F01" to "F18". To troubleshoot an intermittent failure, use the diagnostic
procedure for the intermittent components. In order to identify the failed component, visually inspect the
items that are listed below :
The harnesses
Harness connectors
Components that are associated with the circuit
Note: Failures of the PMC and POD are unusual. Most failures will be in the wiring or lamps or
due to incorrectly charged suspension cylinder.
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SMCS - 7569
Table 1
Diagnostic Codes for the Truck Payload Measurement System

Diagnostic Code Description
F01 Suspension Cylinder (Left Front) Incorrect Charge.
F02 Suspension Cylinder (Right Front) Incorrect Charge
F03 Suspension Cylinder (Left Rear) Incorrect Charge
F04 Suspension Cylinder (Right Rear) Incorrect Charge
F05 Pressure Sensor of Suspension Cylinder (Left Front)
F06 Pressure Sensor of Suspension Cylinder (Right Front)
F07 Pressure Sensor of Suspension Cylinder (Left Rear)
F08 Pressure Sensor of Suspension Cylinder (Right Rear)
F09 Back up battery Low
F10 System Setting Incorrect or Memory Error
F13 Both Load Indicator Lights (Green) Are on Continuously
F13 Both Load Indicator Lights (Green) Do Not Illuminate
F14 Both Load Indicator Lights (Green) Do Not Illuminate
F15 Both Load Indicator Lights (Red) Are on Continuously

F15 Both Load Indicator Lights (Red) Do Not Illuminate
F16 Both Load Indicator Lights (Red) Do Not Illuminate
The following sections provide detailed troubleshooting information of the input/output circuits of the
Payload Measurement Control.
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Payload F01 - Suspension Cylinder (Left Front) Incorrect Charge

SMCS - 7201-038
This diagnostic code is associated with the suspension cylinder (left front). This diagnostic code
indicates that the PMC has determined that the suspension cylinder is bottoming out during the
operation of the truck. The PMC determines that the suspension cylinders are bottoming out by
comparing the pressures in the suspension cylinders. This indicates that the suspension cylinder is
incorrectly charged.
Note: The PMC may not detect all incorrectly charged suspension cylinders. Do not use this diagnostic
code as a substitute for normal maintenance of the suspension cylinders.
There are four diagnostic codes that are associated with the charging of the suspension cylinders. The
diagnostic codes are listed below:
F01 - Suspension Cylinder (Left Front)
F02 - Suspension Cylinder (Right Front)
F03 - Suspension Cylinder (Left Rear)
F04 - Suspension Cylinder (Right Rear)
The PMC continually monitors the pressure changes that occur among the four suspension cylinders as
the truck is traveling in the "loaded" state.
System Response:
When this diagnostic code is active the external load indicator lights will flash alternately while the
truck is in the "loading" state.
The flashing load indicator lights are used to inform maintenance personnel that a problem exists. This
will prevent the TPMS from properly weighing the payload. This condition may also cause damage to
the frame or suspension cylinder.
Test Step 1. CHECK FOR ACTIVE DIAGNOSTIC CODES
A. Turn the key start switch and the ON/OFF switch on the POD to the On position.
B. Check for any of the diagnostic codes that are listed below:
Expected Result:
The diagnostic codes are not active or intermittent.
Results:
OK - The diagnostic codes are not active or intermittent.
Repair: Return the truck to service.
Stop.
NOT OK - The diagnostic codes are active or the diagnostic codes are intermittent.
Repair: The suspension cylinders need to be serviced. Service the suspension cylinders.
Stop.
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Payload F02 - Suspension Cylinder (Right Front) Incorrect

Charge
SMCS - 7201-038
This diagnostic code is associated with the suspension cylinder (right front). This diagnostic code
System Response:
Expected Result:
Results:
Stop.
Stop.
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"# /0--,
Payload F03 - Suspension Cylinder (Left Rear) Incorrect Charge

SMCS - 7201-038
This diagnostic code is associated with the suspension cylinder (left rear). This diagnostic code indicates
that the PMC has determined that the suspension cylinder is bottoming out during the operation of the
truck. The PMC determines that the suspension cylinders are bottoming out by comparing the pressures
in the suspension cylinders. This indicates that the suspension cylinder is incorrectly charged.
System Response:
Expected Result:
Results:
Stop.
Stop.
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"# /0--
Payload F04 - Suspension Cylinder (Right Rear) Incorrect

Charge
SMCS - 7201-038
This diagnostic code is associated with the suspension cylinder (right rear). This diagnostic code
System Response:
Expected Result:
Results:
Stop.
Stop.
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"# /#0/#
Payload F05 - Pressure Sensor of Suspension Cylinder (Left

Front)
SMCS - 7201-038-PXS
Schematic of the suspension cylinder pressure sensors
This diagnostic code is associated with the left front suspension cylinder pressure sensor. This
diagnostic code is recorded when the Payload Measurement Control (PMC) determines that the signal
from the sensor is not valid and/or there is no output from the sensor. The possible causes of this
diagnostic code are listed below:
The signal wire is open.
The signal wire is shorted to ground.
The signal wire is shorted to other circuits in the machine harness.
The signal wire is shorted to the +battery circuit.
The Payload Measurement Control (PMC) has failed. This is unlikely.
Use this procedure to troubleshoot the suspect performance of suspension cylinder pressure sensors or
any failure that is associated with the suspension cylinder pressure sensors.
Note: This test checks for sensor voltages at the sensor when all the circuits are connected. You should
not disconnect any electrical connectors, unless you are directed to disconnect a connector in the
procedure that is provided below. Troubleshoot the diagnostic code before disconnecting any circuits.
Disconnecting the sensor from the harness before measuring the voltage may alter a poor connection.
This will make the proof of cause difficult or impossible.
Locate the suspect sensor. Identify the sensor wires and connector contacts. DO NOT DISCONNECT
ANY HARNESS CONNECTORS AT THIS TIME. Turn the key start switch to the ON position. It is
recommended that the engine be shut off, unless it is necessary for the engine to be running. The truck
can be empty or the truck can be loaded.
Test Step 1. CHECK THE SENSOR SUPPLY VOLTAGE.
A. At the sensor connector, identify the +V and ground circuits.
B. Insert the 7X-1710 Multimeter Probe leads into the back of the sensor's connector along side of
the +V and the ground circuit wires.
C. Measure the system voltage.
Expected Result:
The voltage is between 22.0 DCV and 29.5 DCV.
Results:
YES - The voltage is between 22.0 DCV and 29.5 DCV. The system voltage is present. proceed to
test step 2.
NO - The voltage is less than 22.0 DCV. The circuit is not correct.
Repair: Trace the +V and ground circuits in the machine harness. Repair the machine harness or
replace the machine harness. If the machine harness has not failed the sensor is the cause of the
failure. Replace the sensor. A failed sensor is unlikely.
Stop.
Test Step 2. CHECK THE SENSOR SIGNAL VOLTAGE.
A. At the sensor connector, identify the signal and ground circuits.
B. Insert the 7X-1710 Multimeter Probe leads into the back of the sensor's connector along the side
of the signal and ground circuit wires.
C. Measure the signal voltage.
Expected Result:
The signal voltage is between approximately 1.0 DCV and 5.0 DCV.
Results:
The voltage is greater than 5.0 DCV - The signal voltage is not correct. Proceed to test step 3.
The voltage is less than 1.0 DCV. - The signal voltage is not correct. Proceed to test step 4.
The voltage is between 1.0 DCV and 5.0 DCV - The signal circuit is correct. Proceed to test step
5.
Test Step 3. CHECK THE SIGNAL CIRCUIT FOR A SHORT TO THE +BATTERY.
A. Disconnect the sensor from the machine harness.
B. At the machine harness connector for the sensor, measure the voltage between the signal contact
and the ground contact.
Expected Result:
The voltage is above 5.0 DCV.
Results:
YES - The voltage is above 5.0 DCV.
Repair: The signal circuit is shorted to +battery circuit or the PMC has failed. Trace the signal
circuit and the ground circuits in the harness. Repair the harness or replace the harness. If the
harness is correct, the PMC has failed. Replace the PMC.
Stop.
NO - The voltage is between 1.0 and 5.0 DCV. The voltage is correct.
Stop.
Expected Result:
The voltage is less than 1.0 DCV.
Results:
YES - The voltage is less than 1.0 DCV.
Repair: The signal circuit is shorted to ground in the machine harness or the PMC has failed.
Verify the possible causes in the order that is listed below:
Verify the signal circuit and the ground circuit in the harness. Repair the harness or replace
the harness.
If the harness is correct, the PMC has failed. Replace the PMC.
Stop.
Stop.
Test Step 5. CHECK THE FREQUENCY OF THE SENSOR SIGNAL.
A. Remove the SENSOR from the suspension cylinder. This is done so the sensor can not sense the
pressure within the suspension cylinder. DO NOT DISCONNECT THE HARNESS
CONNECTOR.
B. At the machine harness connector of the sensor, identify the signal and ground circuits. DO NOT
DISCONNECT THE HARNESS CONNECTOR OR RECONNECT THE HARNESS
CONNECTOR.
C. Insert the 7X-1710 Multimeter Probe leads into the back of the sensor's connector along the side
of the signal and ground circuit wires.
D. Measure the frequency between the signal and the ground contacts.
Expected Result:
The frequency is between 186 Hz and 214 Hz.
Results:
YES - The frequency is between 186 Hz and 214 Hz when ambient temperature is between 10 °C
(50 °F) and 40 °C (104 °F). The sensor is generating a valid frequency. If the problem of incorrect
payload measurement persists proceed to test step 6.
NO - The frequency is NOT between 186 Hz and 214 Hz. The sensor is generating an incorrect
frequency.
Stop.
Test Step 6. MOVE THE SENSOR.
A. substitute the suspect sensor with a sensor that is functioning correctly. For example, substitute a
good left rear suspension cylinder pressure sensor with the suspect right rear suspension cylinder
pressure sensor.
B. Verify that the problem followed the suspect sensor to the other suspension cylinder. The service
technician can verify that the problem followed the suspect sensor by riding in the truck during
the loading operation. The service technician can observe the performance of the four suspension
cylinder pressure sensors by using the "View Real Time" option in the WinTMPS program.
Compare the signal outputs of the four sensors. Verify that the suspect sensor does not respond to
the loading of the truck in the same manner as the other sensors.
Expected Result:
The problem followed the sensor to the other suspension cylinder.
Results:
YES - The problem followed the sensor to the other suspension cylinder. The sensor has failed.
Stop.
NO - The problem did not follow the sensor to the other suspension cylinder. The suspension
cylinder is causing the failure. Proceed to test step 7.
Test Step 7. CHECK THE SUSPENSION CYLINDERS.
Verify that the conditions that are listed below are not present.
The suspension cylinders are NOT sticking when the truck is empty.
The suspension cylinders are NOT bottoming out when the truck is loaded.
The service technician can verify that the conditions that are listed above are present by riding in the
truck during the loading operation. The service technician can observe the operation of the four
suspension cylinder pressure sensors with the "View Real Time" option of the WinTPMS program.
Compare the signal outputs of the four sensors. Verify that the sensor respond to the loading of the truck
in the same manner as the other sensors.
Expected Result:
The conditions that are listed above are not present.
Results:
YES - The conditions that are listed above are not present.
Repair: Perform the Troubleshooting, "Payload System" procedure that is located in this manual.
Stop.
NO - The conditions that are listed above are present.
Repair: Service the suspension cylinder in accordance with the Special Instruction, SEHS9411,
"Suspension Cylinder Charging".
Stop.
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"# /0/ "
Payload F06 - Pressure Sensor of Suspension Cylinder (Right

Front)
SMCS - 7201-038-PXS
This diagnostic code is associated with the right front suspension cylinder pressure sensor. This
+V and ground circuit wires.
Expected Result:
Results:
test step 2.
Stop.
the signal and ground circuit wires.
Expected Result:
Results:
5.
Test Step 3. CHECK THE SIGNAL CIRCUIT FOR A SHORT TO +BATTERY.
Expected Result:
Results:
Repair: The signal circuit is shorted to +battery or the PMC has failed. Trace the signal circuit
and the ground circuits in the harness. Repair the harness or replace the harness. If the harness is
correct, the PMC has failed. Replace the PMC.
Stop.
Stop.
Expected Result:
Results:
the harness.
Stop.
Stop.
CONNECTOR.
CONNECTOR.
C. Insert the 7X-1710 Multimeter Probe leads into the back of the sensor's connector along side of
Expected Result:
Results:
frequency.
Stop.
pressure sensor.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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"# /0/."
Payload F07 - Pressure Sensor of Suspension Cylinder (Left

Rear)
SMCS - 7201-038-PXS
This diagnostic code is associated with the left rear suspension cylinder pressure sensor. This diagnostic
code is recorded when the Payload Measurement Control (PMC) determines that the signal from the
sensor is not valid and/or there is no output from the sensor. The possible causes of this diagnostic code
are listed below:
Expected Result:
Results:
test step 2.
Stop.
Expected Result:
Results:
5.
Expected Result:
Results:
Stop.
Stop.
Expected Result:
Results:
the harness.
Stop.
Stop.
CONNECTOR.
CONNECTOR.
Expected Result:
Results:
frequency.
Stop.
pressure sensor.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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"# /0/.
Payload F08 - Pressure Sensor of Suspension Cylinder (Right

Rear)
SMCS - 7201-038-PXS
This diagnostic code is associated with the right rear suspension cylinder pressure sensor. This
Expected Result:
Results:
test step 2.
Stop.
Expected Result:
Results:
5.
Expected Result:
Results:
Stop.
Stop.
Expected Result:
Results:
the harness.
Stop.
Stop.
CONNECTOR.
CONNECTOR.
Expected Result:
Results:
frequency.
Stop.
pressure sensor.
Expected Result:
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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"#./.,0.
Payload F09 - Backup Battery Is Low

SMCS - 1401-038
101-1785 Battery
This fault code indicates that battery backup power was low, possibly resulting in an incorrect real time
clock setting and/or loss of any total cycles and total payload data.
System Response:
This failure may result in an incorrect real time clock setting and/or loss of any total for number of
cycles and the total payload data. Battery failure or replacement may cause loss of the date and time
setting. Power up after replacement will cause the date and time to default to a date of 01/01/95 and a
time of 01:01.
Always replace a lithium battery with another lithium battery. Care

must be taken in handling a lithium battery to prevent short circuiting
the terminals on the battery. Improper handling of a lithium battery
may cause an explosion that may result in personal injury from caustic
burns.
Test Step 1. REPLACEMENT OF THE BATTERY
A. Turn the key switch to the OFF position.
B. Remove the access panel on the compartment behind the operator's cab.
C. Remove round cover (1) located on top of the PMC.
D. Remove the battery, may be used.
Note: The battery is held in a socket by clips that are part of the socket. Use a small blade screw
driver pry on the battery sides next to the clips. When the battery is separated from the socket
remove battery.
Note: Care must be taken while removing and installing the battery to insure that the O-ring
seal surface is not scratched or gouged.
E. Orient the new battery in such a way that the positive ("+") indicator on the battery is over the
positive ("+") indicator of the socket. The notch in the battery will also help to orient the device.
F. Install the battery by pressing in the center with enough force to push the battery past the clips to
lock in place.
G. Check the O-ring cover seal. Make sure it is properly placed and not damaged. Install cover (1)
and tighten securely against the battery holder housing.
Expected Result:
The fault is no longer present.
Results:
OK - The fault is no longer present. Return the machine to service. Stop.
NOT OK - The fault is still present. The Payload Measurement Control (PMC) has failed.
Repair: Replace the Payload Measurement Control (PMC)
Stop.
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"#./ 01/
Payload F09 - Backup Battery Is Low

SMCS - 1401-038
9X-5402 Battery
This fault code indicates that battery backup power was low, possibly resulting in an incorrect real time
clock setting and/or loss of any total cycles and total payload data.
Always replace a lithium battery with another lithium battery. Care

must be taken in handling a lithium battery to prevent short circuiting
the terminals on the battery. Improper handling of a lithium battery
may cause an explosion that may result in personal injury from caustic
burns.
Test Step 1. REPLACEMENT OF THE BATTERY
A. Turn the key switch to the OFF position.
B. Remove the access panel on the compartment behind the operator's cab.
C. Remove the round cover of the battery holder located on the side of the PMC.
D. Remove the battery.
E. Insert a new 9X-5402 battery, insert the positive (+) end first.
Note: If the new battery has a plastic covering, remove the covering before installing the battery.
Proper electrical contact will not be made with the covering on the battery. Be careful not to short
the metal case (-) to the positive (+) post.
F. Install the round battery cover and hand tighten only.
G. Install the access compartment cover.
H. Turn the key switch and the TPMS On/Off switch to the ON position
I. Connect the laptop computer and follow the appropriate steps to set the clock to the correct time.
Note: For users who do not need the real time clock data, but desire total cycles and total weight
hauled data only, this fault code can be cleared (after the battery is replaced) without the use of a
computer. Access the system status display mode. Scroll to diagnostic code "F09" and depress the
mode switch to clear the fault. The total cycles and total hauled weight values will then
accumulate.
Expected Result:
Setting the clock cleared the fault code.
Results:
OK - Setting the clock cleared the fault code. Stop.
NOT OK - Setting the clock did not clear the fault code.
Repair: The Payload Measurement Control (PMC) has failed. Replace the PMC.
Stop.
2 #00, /"". 2 % 3 6 ."0 - ,# 9" ""/"".

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"# /0-"#
Payload F10 - System Setting Incorrect or Memory Error

SMCS - 7494-038
This diagnostic code indicates that a programmable setting is in error or there is a problem with the
memory in the Payload Measurement Control (PMC) that has resulted in the loss of data.
Test Step 1. CHECK THE PROGRAMMABLE SETTING
A. Verify that the system options settings are in accordance with Table 1.
Table 1

External Load
Settings Payload "One Pass" Automatic Baud
Indicator
for the Display is Indicator is Broadcast is Rate (3)
Lights are
Option Enabled. (1) Enabled. (2) Enabled.
Enabled.
02o NO YES NO NO 9600
05o Yes NO NO NO 9600

08o NO YES NO YES 9600
14o No YES NO NO 1200
17o YES NO NO NO 1200
20o No YES NO YES 1200
(2) The "one pass" indicator is enabled, the red light will flash.
(3) The transmit rate and the receive rate for the external communication device.
Expected Result:
The settings are correct.
Results:
YES - The settings are correct. Proceed to Test Step 2.
NO - The settings are NOT correct.
Repair: Refer to the Testing and Adjusting, "Configuration" section of this manual.
Stop.
Test Step 2. CHECK THE PMC
A. Reset the diagnostic code.
Expected Result:
The diagnostic code is no longer present.
Results:
YES - The diagnostic code is no longer present. Return the truck to service. Stop.
NO - The diagnostic code has not been reset, the failure is still present. The PMC has failed.
Repair: Replace the PMC. Refer to the Testing and Adjusting, "Electronic Control Module
(ECM) - Replace" section of this manual.
Stop.
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"# /, "
Payload F13 - Both Load Indicator Lights (Green) Are On

Continuously
SMCS - 1430-038-LMP
Schematic of the indicator lights
Test Step 1. CHECK THE MACHINE HARNESS
A. Turn the key start switch and the disconnect switch to the "Off" position.
B. Disconnect the machine harness connector from the PMC.
C. At the connector for the PMC, measure the resistance between contact 2 (wire 251-BK) and
contact 4 (wire 636-GN) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The PMC has failed.
Repair: It is unlikely that the PMC has failed. Exit this procedure and perform this procedure
again. If the cause of the failure is still unknown replace the PMC. Refer to the Testing and
Adjusting, "Electronic Control Module (ECM) - Replace" section.
Stop.
NOT OK - The resistance is less than 5000 ohms. The harness is shorted.
Stop.
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"# /011,
Payload F13 - Both Load Indicator Lights (Green) Do Not

Illuminate
SMCS - 1430-038-LMP
Note: If the diagnostic code F14 is active, troubleshoot diagnostic code F14 prior to troubleshooting this
diagnostic code.
Test Step 1. CHECK THE GREEN indicator lights.
B. Replace the green indicator lights with known working lamps.
D. Verify that the diagnostic code F13 is no longer present.
Expected Result:
The diagnostic code F13is no longer present.
Results:
OK - The diagnostic codeF13 is no longer present. The lamps were open.
Repair: Replace the green indicator lights.
Stop.
NOT OK - The diagnostic code F13 is still active. The action lamp is not causing the failure.
A. Turn the disconnect switch and the key start switch to the Off position.
B. Disconnect the machine harness connector for the PMC.
C. Place a jumper wire between contact 2 (wire 251-BK) and contact 4 (wire 636-GN) of the
machine harness connector for the PMC.
D. Turn the disconnect switch and the key start switch to the On position.
Expected Result:
The green indicator lights are ON.
Results:
OK - The green indicator lights are ON. The PMC has failed.
again. If no fault is found, replace the PMC. Refer to the Testing and Adjusting, "Electronic
Control Module (ECM) - Replace" section.
Stop.
NOT OK - The green indicator lights do not turn ON. The harness has failed. Proceed to Test
Step 3.
Test Step 3. CHECK THE GROUND CIRCUIT OF THE MACHINE HARNESS.
B. The machine harness connector remains disconnected from the PMC.
C. Remove the jumper wire that was used in the previous step.
D. Disconnect the machine harness connector from the left hand green indicator light.
E. Measure the resistance between contact 2 (wire 636-GN) of the connector for the left hand green
indicator light and contact 4 (wire 636-GN) of the machine harness connector for the PMC.
Expected Result:
The resistance is approximately 5 ohms.
Results:
OK - The resistance is approximately 5 ohms. The harness is correct. Proceed to Test Step 4.
NOT OK - The resistance is greater than 5000 ohms. The harness circuit is open.
Stop.
Test Step 4. CHECK THE POWER CIRCUIT IN THE MACHINE HARNESS CONNECTOR
C. The machine harness connector remains disconnected from the left hand green indicator light.
D. Measure the resistance between contact 1 (wire 799-WH) of the connector for the left hand green
indicator light and contact 1 (wire 799-WH) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is approximately 5 ohms. The harness is correct.
Repair: Inspect the light sockets for the left and right green indicator lights and the associated
wiring. Replace any broken hardware or damaged hardware.
Stop.
Stop.
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"# //,.-
Payload F14 - Both Load Indicator Lights (Green) Do Not

Illuminate
SMCS - 1430-038-LMP
A. Turn the key start switch to the Off position.
C. Disconnect the connector for the left green indicator light and the right green indicator light from
the machine harness connector.
D. Turn the key start switch and the ON/OFF switch of the POD to the On position.
E. At the machine harness connector for the PMC, measure the voltage between contact 2 (wire 251-
BK) and contact 4 (wire 636-GN).
Expected Result:
The voltage is approximately 0 DCV.
Results:
OK - The voltage is approximately 0 DCV. The voltage is correct. Proceed to Test Step 2.
NOT OK - The voltage is approximately 24 DCV. The voltage is not correct. The machine
harness has failed.
Stop.
Test Step 2. CHECK THE SOCKET OF THE INDICATOR LIGHTS
B. Remove the green lights from the sockets.
C. At the machine harness connectors of the green indicator lights, measure the resistance between
contact 1 (wire BK) and contact 2 (wire RD).
Expected Result:
The resistance is approximately 5000 ohms for both connectors.
Results:
OK - The resistance is approximately 5000 ohms for both connectors. the resistance is correct.
The PMC has failed.
Stop.
NOT OK - The resistance is less than 5 ohms. The resistance is incorrect. The socket or the
connector have failed.
Repair: Repair the socket and the connector or replace the socket and the connector.
Stop.
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"# //00-
Payload F15 - Both Load Indicator Lights (Red) Are On

Continuously
SMCS - 1430-038-LMP
C. At the connector for the PMC, measure the resistance between contact 2 (wire 251-BK) and
contact 3 (wire 635-BU) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The PMC has failed.
Stop.
NOT OK - The resistance is less than 5000 ohms. The harness is shorted.
Stop.
1 #22, 0"". 1 % 3 6 ."2 -. -0 9" ""0"".

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"# /,"0
Payload F15 - Both Load Indicator Lights (Red) Do Not

Illuminate
SMCS - 1430-038-LMP
Note: If the diagnostic code F16 is active, troubleshoot diagnostic code F16 prior to troubleshooting this
diagnostic code.
Test Step 1. CHECK THE RED INDICATOR LIGHTS.
B. Replace the red indicator lights with known working lamps.
D. Verify that the diagnostic code F14 is no longer present.
Expected Result:
The diagnostic code F14is no longer present.
Results:
OK - The diagnostic codeF14 is no longer present. The lamps were open.
Repair: Replace the red indicator lights.
Stop.
NOT OK - The diagnostic code F14 is still active. The action lamp is not causing the failure.
A. Turn the disconnect switch and the key start switch to the Off position.
C. Place a jumper wire between contact 2 (wire 251-BK) and contact 4 (wire 636-GN) of the
Expected Result:
The red indicator lights are ON.
Results:
OK - The red indicator lights are ON. The PMC has failed.
again. If no fault is found, replace the PMC. Refer to the Testing and Adjusting, "Electronic
Control Module (ECM) - Replace" section.
Stop.
NOT OK - The red indicator lights do not turn ON. The harness has failed. Proceed to Test Step
3.
Test Step 3. CHECK THE GROUND CIRCUIT OF THE MACHINE HARNESS.
C. Remove the jumper wire that was used in the previous step.
D. Disconnect the machine harness connector from the left hand red indicator light.
E. Measure the resistance between contact 2 (wire 251-BK) of the connector for the left hand red
indicator light and contact 4 (wire 635-BU) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is approximately 5 ohms. The harness is correct. Proceed to Test Step 4.
Stop.
Test Step 4. CHECK THE POWER CIRCUIT IN THE MACHINE HARNESS CONNECTOR
C. The machine harness connector remains disconnected from the left hand red indicator light.
D. Measure the resistance between contact 1 (wire 799-WH) of the connector for the left hand red
indicator light and contact 1 (wire 799-WH) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is approximately 5 ohms. The harness is correct.
Repair: Inspect the light sockets for the left and right red indicator lights and the associated
wiring. Replace any broken hardware or damaged hardware.
Stop.
Stop.
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Payload F16 - Both Load Indicator Lights (Red) Do Not

Illuminate
SMCS - 1430-038-LMP
C. Disconnect the connector for the left red indicator light and the right red indicator light from the
machine harness connector.
D. Turn the key start switch and the ON/OFF switch of the POD to the On position.
BK) and contact 3 (wire 635-BU).
Expected Result:
The voltage is approximately 0 DCV.
Results:
OK - The voltage is approximately 0 DCV. The voltage is correct. Proceed to Test Step 2.
NOT OK - The voltage is approximately 24 DCV. The voltage is not correct. The machine
harness has failed.
Stop.
Test Step 2. CHECK THE SOCKET OF THE INDICATOR LIGHTS
B. Remove the red lights from the sockets.
C. At the machine harness connectors of the red indicator lights, measure the resistance between
contact 1 (wire BK) and contact 2 (wire RD).
Expected Result:
The resistance is approximately 5000 ohms for both connectors.
Results:
OK - The resistance is approximately 5000 ohms for both connectors. the resistance is correct.
The PMC has failed.
Stop.
NOT OK - The resistance is less than 5 ohms. The resistance is incorrect. The socket or the
connector have failed.
Repair: Repair the socket and the connector or replace the socket and the connector.
Stop.
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Payload System
SMCS - 7494-038
NOTICE
Prior to performing this procedure verify that there are no conditions
present that could affect the payload measurements. Some examples of
conditions that would affect the payload measurements are listed here:
the body up switch, the body raise switch, the transmission control,
incorrectly charged suspension cylinders and any other condition that
is payload related.
Test Step 1. PAYLOAD WEIGHT DOES NOT SEEM CORRECT FOR A GIVEN TRUCK.
The monitoring system does not indicate that a diagnostic code is present for one or more of the
suspension cylinder pressure sensors.
Expected Result:
No active diagnostic codes are present for one or more of the suspension cylinder pressure sensors.
Results:
YES - The monitoring system does not indicate that a diagnostic code is present for one or more
of the suspension cylinder pressure sensors. proceed to test step 2.
NO - Diagnostic codes are present for one or more of the suspension cylinder pressure sensors.
Repair: Exit this procedure and perform the diagnostic procedure for suspension cylinder(s)
indicatated by the diagnostic code(s).
Stop.
Test Step 2. PAYLOAD WEIGHTS ONLY APPEAR TO BE INCORRECT OCCASIONALLY.
Verify that SOME of the payload measurements appear to be correct.
Expected Result:
Some of the payload measurements seem correct.
Results:
YES - Some of the payload measurements appear to be correct. Proceed to test step 3.
NO - All payload measurements appear to be incorrect. proceed to test step 6.
Test Step 3. CHECK FOR DIAGNOSTIC CODES
Verify that no "active diagnostic codes" or "intermittently active diagnostic codes" are present for the
suspension cylinder pressure sensors or other components of the payload system.
Expected Result:
No active "diagnostic events" are present for the suspension cylinder pressure sensors and there are no
"diagnostic events" listed in the event list for the suspension cylinder pressure sensors.
Results:
YES - No active diagnostic codes are present for the suspension cylinder pressure sensors and
there are no diagnostic codes listed in the event list for the suspension cylinder pressure sensors.
NO - There are active diagnostic codes present for the suspension cylinder pressure sensors or
there are diagnostic events logged for the suspension cylinder pressure sensors.
Repair: Perform the Troubleshooting, "Suspension Cylinder Pressure Sensor" procedure that is
located in this manual.
Stop.
Test Step 4. CALIBRATE THE PAYLOAD SYSTEM.
A. Ensure that the truck body is empty. Carryback weight in the truck body can affect the payload
measurements.
B. Operate the empty truck to a minimum ground speed between 3 km/h (2 mph) and 4 km/h (3 mph)
on hard level ground.
C. Move the transmission gear selector to the neutral position and allow the truck to coast to a stop.
Do not use the service brakes or the retarder.
D. Turn the key start switch to the OFF position.
E. Remove the POD from the dash.
F. Turn the key start switch to the ON position. Wait for the start up sequence to complete.
G. Slowly press the mode switch 6 times in order to select "Mode 6" "Cal" should be flashing on the
display on the POD.
H. Press and hold the "Test/Set" switch. The display on the POD will display dashes monetarily and
then "Cal" will be displayed on the POD.
I. Return the display to "Mode 0" by pressing the mode switch 2 times slowly.
J. Turn the key start switch to OFF position.
K. Install the POD in the Dash.
L. Load the truck and verify the system is weighing correctly.
Expected Result:
The payload weights for a given truck seem correct after performing the calibration of the payload
system.
Results:
YES - The payload weights for a given truck seem correct after performing the calibration of the
payload system.
Repair: The condition that was responsible for the incorrect payload measurement has been
eliminated. Return the truck to service.
Stop.
NO - The payload weights for a given truck remain incorrect after performing the calibration of
the payload system. Proceed to test step 5.
Test Step 5. CHECK FOR THE CORRECT PLACEMENT OF THE LOAD
Observe the loading operation. Ensure that the operator of "loading tool" is placing the load in the "truck
body" in the proper area.
The 175-2624 Center of Load Markers are available via MSO through the machine order system. For information on proper
placement of the marker on the body, contact "Decatur CMT Product Support. Product Support" will need the information
that is listed here: the serial number of the truck, the part number of the truck body, the sequence number of the truck body
and information on modifications that have been made to the body (such as side board or tail extensions).
(1) Center of Load Marker
Expected Result:
The operator is loading the truck correctly. Refer to Illustration 1.
Results:
YES - The operator of the loading tool is positioning the load correctly. Proceed to test step 6.
NO - The operator of the loading tool is not positioning the load correctly in the body.
Repair: Provide the operator of the loading tool with training/supervision in order to ensure that
the load will be placed properly.
Stop.
Test Step 6. CHECK FOR SERVICE WORK THAT MAY HAVE AN AFFECT ON THE
MEASUREMENT OF THE PAYLOAD
Check the maintenance records of the suspect truck for any work that was performed on the suspension
CYLINDERS or payload related components. This includes replacement of the body raise switch, the
truck body or any other payload related component.
Expected Result:
No work that is related to the payload system was performed on the machine.
Results:
YES - No work that is related to the payload system was performed on the machine. Proceed to
test step 7.
NO - Work was performed on the truck that is related to the payload system. If the payload
system was not calibrated after the components were replaced, proceed to test step 8. Otherwise,
analyze the possible effects that the service work could have had on payload accuracy.
Test Step 7. CHECK FOR DIAGNOSTIC CODES
Verify that no active diagnostic codes or intermittent diagnostic codes are present for the suspension
cylinder pressure sensors or other components of the payload system.
Expected Result:
No active diagnostic events are present for the suspension cylinder pressure sensors and there are no
diagnostic events listed in the event list for the suspension cylinder pressure sensors.
Results:
YES - No active diagnostic codes are present for the suspension cylinder pressure sensors and
there are no diagnostic codes listed in the event list for the suspension cylinder pressure sensors.
NO - There are active diagnostic events present for the suspension cylinder pressure sensors or
there are diagnostic events shown in the event list for the suspension cylinder pressure sensors.
Stop.
Test Step 8. CALIBRATE THE PAYLOAD SYSTEM.
A. Ensure that the truck body is empty. Carryback weight in the truck body can affect the payload
measurements.
B. Operate the empty truck to a minimum ground speed between 3 km/h (2 mph) and 4 km/h (3 mph)
on hard level ground.
C. Move the transmission gear selector to the neutral position and allow the truck to coast to a stop.
Do not use the service brakes or the retarder.
D. Turn the key start switch to the OFF position.
E. Remove the POD from the dash.
F. Turn the key start switch to the ON position. Wait for the start up sequence to complete.
G. Slowly press the mode switch 6 times in order to select "Mode 6" "Cal" should be flashing on the
display on the POD.
H. Press and hold the "Test/Set" switch. The display on the POD will display dashes monetarily and
then "Cal" will be displayed on the POD.
I. Return the display to "Mode 0" by pressing the mode switch 2 times slowly.
J. Turn the key start switch to OFF position.
K. Install the POD in the Dash.
L. Load the truck and verify the system is weighing correctly.
Expected Result:
The payload weights for a given truck seem correct after performing the calibration of the payload
system.
Results:
YES - The payload weights for a given truck seem correct after performing the calibration of the
payload system.
Repair: The condition that was responsible for the incorrect payload measurement has been
eliminated. Return the truck to service.
Stop.
NO - The payload weights for a given truck remain incorrect after performing the calibration of
the payload system. Proceed to test step 9.
Test Step 9. CHECK THE PAYLOAD CONFIGURATION SETTING
A. Check the maximum payload weight of the truck.
a. Turn the Key start switch to the OFF position.
b. Remove the POD from the dash.
c. Turn the key start switch to the ON postion.
d. Press the mode switch 3 times.
B. Verify that the payload weight is correct for the suspect truck. Refer to the Table 1
Table 1
Range Settings for the Maximum Target Weight of the Payload for The TPMS prior to July
1991
Truck Model
36 metric tonnes (40 U.S. 23 metric tonnes (25 U.S. 36 metric tonnes (40 U.S.
769C
tons) tons) tons)
tons) tons) tons)
tons) tons) tons)
785A and
785B
789A and
789B
793A and
793B
Range Settings for the Maximum Target Weight of the Payload for The TPMS after to July
1991
Truck Model
769C 32 metric tonnes (35 U.S. 0 452 metric tonnes (500

tons) U.S. tons)

tons) U.S. tons)
771C and
771D
tons) U.S. tons)
773B and
773D
tons) U.S. tons)

tons) U.S. tons)

tons) U.S. tons)


tons) U.S. tons)

784 196 metric tonnes (220 0 452 metric tonnes (500

785A and
785B
789A and
789B
789B Coal
Hauler
793A and
793B
Expected Result:
The payload configuration is correct.
Results:
YES - The payload configuration is correct. Proceed to test step 10.
NO - The payload configuration is incorrect.
Repair: Perform the "Payload Configuration" procedure that is located in the Systems Operation,
SENR4733, "Mode 3 Display Maximum Taget Weight Setting" section.
Stop.
Test Step 10. CHECK THE PART NUMBER OF THE TPMS SOFTWARE.
Verify that the correct TPMS Software is installed in the PMC. Contact the Product Support staff of the
appropriate Business Unit for the correct TPMS software or reference the Service Magazine
announcement.
Expected Result:
The correct software is installed on the machine.
Results:
YES - The correct software is installed on the machine. Proceed to test step 11.
NO - The software is incorrect.
Repair: Install the correct TPMS Software and then perform the Payload Calibration.
Stop.
The suspension cylinders are not bottoming out when the truck is loaded.
Expected Result:
Results:
YES - The conditions that are listed above are not present. The cause of this failure is likely a
failed sensor.
Stop.
NO - The conditions that are listed above are present. The cause of the failure is likely related to
an incorrectly charged suspension cylinder.
Repair: The service technician can verify that the conditions that are listed above are present by
any of the means listed below:The service technician can ride in the truck during the loading
operation. During the loading operation the service technician observes the operation of the four
suspension cylinder pressure sensors. This is done with the view real time option in the
WINTPMS program.Compare the signal outputs of the four sensors. Verify that the suspect sensor
or the suspect suspension cylinder does not respond to truck loading in the same manner as the
other sensors or suspension cylinders.Service the suspension cylinder in accordance with the
Special Instruction, SEHS9411-01 04 1992, "Charging Procedure for Front and Rear Suspension
Cylinders".
Stop.
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SMCS - 7201-038-PXS
Table 1
Tools Needed
9U-7330 or Equivalent Multimeter 1

7X-1710 Multimeter Probe 1
Note: This test checks for sensor voltages at the sensor when all the circuits are connected.
DISCONNECT NOTHING, unless you are directed to do so. Troubleshoot the circuit "as is" before
disconnecting any circuits. Disconnecting the sensor from the harness before measuring the voltage may
alter a poor connection. This will make the proof of cause difficult or impossible.
Expected Result:
Results:
test step 2.
Stop.
Expected Result:
Results:
5.
Expected Result:
Results:
Stop.
Stop.
Expected Result:
Results:
Repair: The incorrect TPMS software is installed, the signal circuit is shorted to ground in the
machine harness and the PMC has failed. Verify the possible causes in the order that is listed
below:
Verify that the correct TPMS software is installed. Install the correct TPMS software.
If the software is correct, trace the signal circuit and the ground circuit in the harness.
Repair the harness or replace the harness.
Stop.
Stop.
CONNECTOR.
CONNECTOR.
Expected Result:
Results:
frequency.
Stop.
pressure sensor.
cylinder pressure sensors by using the " View Real Time" option. Compare the signal outputs of
the four sensors. Verify that the suspect sensor does not respond to the loading of the truck in the
same manner as the other sensors.
Expected Result:
Results:
Stop.
suspension cylinder pressure sensors with the "View Real Time" option. Compare the signal outputs of
the four sensors. Verify that the sensor respond to the loading of the truck in the same manner as the
other sensors.
Expected Result:
Results:
Stop.
"Charging Procedure for Front and Rear Suspension Cylinders".
Stop.
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Indicator Lamp for Power Does Not Illuminate

SMCS - 7494-038-IND
Power circuit
This failure is associated to the power circuit of the TPMS. The power indicator on the Payload
Measurement Control does not illuminate.
Test Step 1. CHECK THE +BATTERY CIRCUIT
A. Turn the disconnect switch and the key start switch to the "ON" position.
B. At the back of the connector of the POD, insert a 7X-1710 Multimeter Probe along contact 1 (wire
138-GN) and contact 3 (251-BK).
C. Measure the voltage between contact 1 (wire 138-GN) and contact 3 (251-BK).
Expected Result:
The voltage is approximately 24 volts.
Results:
OK - The voltage is approximately 24 volts. Proceed to Test Step 2.
NOT OK - The voltage is not approximately 24 volts.
Repair: The +battery circuit has failed. Replace the fuse or repair the wiring of the +battery
circuit.
Stop.
Test Step 2. CHECK FOR +BATTERY VOLTAGE AT THE PMC
A. The disconnect switch and the key start switch remain in the "ON" position.
C. Turn the On/Off switch on the POD to the "ON" position.
D. At the machine harness connector for the PMC, measure the voltage between contact 1 (wire 799-
WH) and contact 2 (wire 251-BK).
Expected Result:
Results:
OK - The voltage is approximately 24 volts. The PMC has failed.
again. If the cause of the failure is still unknown replace the PMC.
Stop.
NOT OK - The voltage is not approximately 24 volts. Proceed to Test Step 3.
Test Step 3. CHECK THE ON/OFF SWITCH OF THE POD
A. Turn the On/Off switch of the POD to the "Off" position.
B. Turn the key start switch and the disconnect switch to the "Off" position.
C. Disconnect the connector of the POD from the machine harness connector.
D. Measure the resistance between contact 1 and contact 2 of the connector of the POD with the
On/Off switch in the "On" position. Record the value of the resistance measurement.
E. Measure the resistance between contact 1 and contact 2 of the connector of the POD with the
On/Off switch in the "Off" position. Record the value of the resistance measurement.
Expected Result:
The resistance is less than 5 ohms when the On/Off switch is in the "On" position. The resistance is
greater than 5000 ohms with the On/Off switch in the "Off" position.
Results:
OK - The resistance is less than 5 ohms when the On/Off switch is in the "On" position. The
resistance is greater than 5000 ohms with the On/Off switch in the "Off" position. The switch is
working correctly. Proceed to Test Step 4.
NOT OK - The resistance is greater than 5000 ohms with the On/Off switch in the On position.
The resistance is greater than 5000 ohms with the On/Off switch in the Off position. The On/Off
switch has failed.
Repair: Replace the On/Off switch of the POD.
Stop.
Test Step 4. CHECK THE WIRING OF THE MACHINE HARNESS
A. The connector for the POD and the PMC remain disconnected from the machine harness.
B. Place a jumper wire between contact 1 (wire 799-WH) and contact 2 (wire 251-BK) of the
C. Measure the resistance between contact 1 and contact 3 of the machine harness connector for the
POD.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The circuit is correct.
Repair: The initial failure was probably caused by a poor electrical connection at one or more of
the electrical connectors that was disconnected and reconnected. Resume normal operation.
Stop.
NOT OK - The resistance is greater than 5000 ohms. The circuit has failed.
Repair: Repair the wire harness or replace the wire harness.
Stop.
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Load Indicator Light (Green) for Left Side Does Not Illuminate
SMCS - 1430-038-LMP
Test Step 1. CHECK THE LAMP
A. Remove the left side green lens.
B. Inspect the lamp and the socket for damage. Ensure that the lamp is secured in the socket.
Expected Result:
The lamp and the socket are correct.
Results:
OK - The lamp and the socket are correct. Proceed to Test Step 2.
NOT OK - The lamp and the socket are not correct.
Repair: Replace the lamp and/or the socket.
Stop.
Test Step 2. CHECK THE POWER CIRCUIT
A. Disconnect the connector of left green light.
B. Turn the key switch and the "TPMS On/Off" switch to the ON position.
C. Measure the voltage between pin 1 of the harness connector and frame ground.
Expected Result:
The voltage is 24 volts.
Results:
OK - The voltage is 24 volts. Proceed to Test Step 3.
NOT OK - The voltage is not 24 volts. Wire 799-WH is open.
Stop.
Test Step 3. CHECK THE GROUND CIRCUIT
A. Turn the key switch and the "TPMS On/Off" switch to the OFF position.
B. Disconnect the machine harness connector from the Payload Measurement Control.
C. Measure the resistance between contact 4 of the machine harness connector for the Payload
Measurement Control and socket 2 of the machine harness connector for the green lamp.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The machine harness is correct. Stop.
NOT OK - The resistance is greater than 5000 ohms. Wire 636-GN is open.
Repair: Repair the machine harness.
Stop.
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Load Indicator Light (Green) for Right Side Does Not Illuminate
SMCS - 1430-038-LMP
A. Remove the right side green lens.
Expected Result:
Results:
Stop.
A. Disconnect the connector of right green light.
Expected Result:
Results:
Stop.
Measurement Control and socket 2 of the machine harness connector for the green lamp.
Expected Result:
Results:
NOT OK - The resistance is greater than 5000 ohms. Wire 636-GN is open.
Stop.
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Load Indicator Light (Red) for Left Side Does Not Illuminate
SMCS - 1430-038-LMP
A. Remove the left side red lens.
Expected Result:
Results:
Stop.
A. Disconnect the connector of left red light.
Expected Result:
Results:
Stop.
Measurement Control and socket 2 of the machine harness connector for the red lamp.
Expected Result:
Results:
NOT OK - The resistance is greater than 5000 ohms. Wire 635-BU is open.
Stop.
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Load Indicator Light (Red) for Right Side Does Not Illuminate
SMCS - 1430-038-LMP
A. Remove the right side red lens.
Expected Result:
Results:
Stop.
A. Disconnect the connector of right red light.
Expected Result:
Results:
Stop.
Measurement Control and socket 2 of the machine harness connector for the red lamp.
Expected Result:
Results:
NOT OK - The resistance is greater than 5000 ohms. Wire 636-BU is open.
Stop.
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Load Indicator Lights Do Not Turn Off

SMCS - 1430-038-LMP
The external lamps should go out when the truck is moving. If the external lamps do not go out, the
cause is probably that the PMC is not receiving a speed signal.
Test Step 1. CHECK THE SPEED SENSOR
A. Observe the speedometer while accelerating the truck to about 16 km/h (10 mph).
Expected Result:
The speedometer indicates speed normally.
Results:
OK - The speedometer indicates speed normally. The speed sensor is working correctly. Proceed
to Test Step 2.
NOT OK - The speedometer does not indicate speed normally.
Repair: Check the the speed sensor, the speed distributor, the Transmission ECM, and the
associated wiring.
Stop.
Test Step 2. VERIFY THE SPEED SIGNAL
A. Press the mode switch until mode "-7-" is shown on the display of the POD.
B. Press the "Test/Set" switch until circuit "A20" (transmission output speed) is shown on the display
of the POD.
C. Accelerate the truck to about 5 to 8 km/h (3 to 5 mph).
Expected Result:
"A20" changes to "C20" on the display of the POD.
Results:
OK - "A20" changes to "C20" on the display of the POD. The PMC is receiving a good speed
signal.
Repair: Check the lamp circuits for a short to the +battery circuit. Repair the harness or replace
the harness. If no fault is found, replace the PMC.
Stop.
NOT OK - "A20" does not change to "C20". Proceed to Test Step 3.
Test Step 3. CHECK THE SPEED DISTRIBUTOR
B. Connect a jumper wire between socket 6 and pin 3 of the connector for speed distributor.
C. Start the truck.
D. Accelerate the truck to about 5 to 8 km/h (3 to 5 mph).
Note: The speedometer will not work when the speed distributor has been bypassed.
Expected Result:
"A20" changes to "C20" on the display of the POD.
Results:
OK - "A20" changes to "C20" on the display of the POD. The speed distributor has failed.
Repair: Replace the speed distributor.
Stop.
NOT OK - "A20" does not change to "C20" on the display of the POD. Proceed to Test Step 4.
C. Measure resistance between socket 6 of the machine harness connector for the PMC and pin 3 of
the machine harness connector for the speed distributor.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The circuit is correct. Proceed to Test Step 5.
NOT OK - The resistance is greater than 5000 ohms. Wire 794-YL is open in the harness.
Stop.
C. Measure resistance between the socket 6 of the machine harness connector for the PMC and all
other contacts in the connector and frame ground.
Results:
OK - All measurements are greater than 5000 ohms. The circuit is correct. Proceed to Test Step 6.
NOT OK - One or more of the measurements are less than 5 ohms.
Repair: Wire 794-YL is shorted in the harness.
Stop.
Test Step 6. CHECK THE NEUTRAL START STATUS
This step determines if the neutral start control is correctly signalling the PMC when the transmission is
in NEUTRAL.
A. Turn the key switch to the ON position.
B. Press the mode switch to Mode "-7-" (system status display).
C. Press the "Test/Set" switch until circuit "X21"(transmission neutral status) is shown on the display
of the POD. Place the shift lever in the FIRST position. If "C21" is displayed on the display of the
POD, disconnect the 3 pin harness connector from the neutral start control. If "A21" is then
displayed, the PMC is working correctly. Troubleshoot the neutral start control system.
D. Move the shift lever from the NEUTRAL position to the FIRST position.
Expected Result:
The display on the POD shows "C21" when the shift lever is in the NEUTRAL position. The display on
the POD shows "A21" when the shift lever is in any other position.
Results:
OK - The display shows "C21" when the shift lever is in the NEUTRAL position and "A21" when
the shift lever is in any other position. This function of the PMC is functioning correctly. Verify
that the original fault is still present. If the original fault is still present exit this procedure and
perform this procedure again. If no fault is found replace the PMC. Stop.
NOT OK - The display shows "A21" when the shift lever is in all positions. Proceed to 7.
A. Press the "Test/Set" switch until circuit "X21" (transmission neutral status) is shown on the
display of the POD.
B. With the shift lever in the first position and "C21" is shown on the display of the POD, disconnect
the 3 pin harness connector from the neutral start control.
Expected Result:
The code that shown on the display of the POD changes from "C21" to "A21" when the 3 pin connector
is disconnected.
Results:
OK - The code that shown on the display of the POD changes from "C21" to "A21" when the 3-
pin connector is disconnected. The PMC is operating correctly. Proceed to Test Step 8.
NOT OK - The code does not change. The PMC has failed.
Repair: Replace the PMC.
Stop.
C. Measure the resistance between socket 2 and 16 of the machine harness connector for the PMC. If
continuity is found, line 891-BU is shorted to 251-BK or to vehicle ground.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The Neutral Start control system has failed.
Repair: Troubleshoot the Neutral Start control system.
Stop.
Stop.
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Load Indicator Lights (Green) and Status Indicator (Green)

Turn Off during Loading
SMCS - 1430-038-LMP; 7490-038-IND
This problem will occur if the truck's transmission is not left in NEUTRAL and the parking brake on
while the truck is loading. The fault could also occur if the neutral start system indicates to the PMC that
the transmission is not in NEUTRAL, when the transmission is actually in NEUTRAL. Make sure that
the operator is leaving the transmission selector in NEUTRAL with the parking brake on during loading.
in NEUTRAL.
Expected Result:
Results:
display of the POD.
Expected Result:
is disconnected.
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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POD Does Not Illuminate

SMCS - 7494-038
Power Circuit
Use this troubleshooting procedure for any of the problems that are listed below:
The POD is blank with no backlighting.
The POD is blank and the backlighting is functioning.
Test Step 1. VERIFY THE PROBLEM
A. Observe the operation of the POD.
Expected Result:
The POD is operating normally.
Results:
NORMAL OPERATION - The system is operating normally. Exit this procedure. Stop.
BLANK W/O BACKLIGHT - The POD is blank with no backlighting. Proceed to Test Step 2.
BLANK WITH BACKLIGHT - The POD is blank and the backlighting is functioning. Proceed
to Test Step 5.
A. Turn the disconnect switch and the key start switch to the "On" position.
Expected Result:
Results:
circuit.
Stop.
Test Step 3. CHECK THE +BATTERY CIRCUIT OF THE WIRING HARNESS OF THE POD
A. The disconnect switch and the key start switch remain in the "On" position.
B. Measure the voltage between contact 2 (wire GN) of the On/Off switch on the POD and frame
ground.
Expected Result:
Results:
Repair: The +battery circuit of the wiring harness of the POD has failed. Repair the harness or
Stop.
B. Turn the On/Off switch to the "On" position.
C. Measure the voltage between contact 3 (wire WH) of the On/Off switch on the POD and frame
ground.
Expected Result:
Results:
OK - The voltage is approximately 24 volts. The On/Off switch is working correctly.
Repair: Replace the POD.
Stop.
NOT OK - The voltage is not approximately 24 volts. The On/Off switch has failed.
Stop.
A. Turn the disconnect switch and the key start switch to the "On" position.
Expected Result:
Results:
circuit.
Stop.
Test Step 6. CHECK THE +BATTERY CIRCUIT OF THE WIRING HARNESS OF THE POD
B. Measure the voltage between contact 2 (wire GN) of the On/Off switch on the POD and frame
ground.
Expected Result:
Results:
Repair: The +battery circuit of the wiring harness of the POD has failed. Repair the harness or
Stop.
B. Turn the On/Off switch to the "On" position.
C. Measure the voltage between contact 3 (wire WH) of the On/Off switch on the POD and frame
ground.
Expected Result:
Results:
OK - The voltage is approximately 24 volts. The On/Off switch is working correctly. Proceed to
Test Step 8.
NOT OK - The voltage is not approximately 24 volts. The On/Off switch has failed.
Stop.
Test Step 8. CHECK THE "TRANSMIT LCD" SIGNAL
A. The disconnect switch and the key start switch remain in the On position.
B. Turn the On/Off switch on the POD to the Off position.
C. Disconnect the machine harness connector from the PMC. The machine harness connector for the
POD remains connected.
D. Turn the On/Off switch on the POD to the On position.
BK) and contact 11 (wire 863-BU) .
Expected Result:
The voltage is between 7 DCV and 7.5 DCV.
Results:
OK - The voltage is between 7 DCV and 7.5 DCV. The voltage is correct. Proceed to Test Step 9.
NOT OK - The voltage is not between 7 DCV and 7.5 DCV. The voltage is not correct. Proceed
to Test Step 11.
Test Step 9. CHECK FOR AN OPEN IN THE "TRANSMIT LCD" CIRCUIT
A. Turn the key start switch and the disconnect switch to the Off position.
B. Disconnect the machine harness connector from the POD. The machine harness connector
remains disconnected from the PMC.
C. Measure the resistance between contact 4 (wire 863-BU) of the machine harness connector for the
POD and contact 11 (wire 863-BU) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The resistance is correct. Proceed to Test Step 10.
NOT OK - The resistance is greater than 5000 ohms. The resistance is not correct.
Stop.
Test Step 10. CHECK THE "TRANSMIT LCD" CIRCUIT FOR A SHORT
A. The disconnect switch and the key start switch remain in the Off position.
B. The machine harness connectors for the PMC and the POD remain disconnected.
POD and all other contacts in the connector and frame ground.
Expected Result:
The resistance is greater than 5000 ohms for all of the measurements.
Results:
OK - The resistance is greater than 5000 ohms for all of the measurements. The circuit is correct.
NOT OK - The resistance is less than 5 ohms for one or more of the measurements. The circuit is
shorted to other circuits in the machine harness or frame ground.
Stop.
Test Step 11. CHECK THE "TRANSMIT LCD"CIRCUIT OF THE PMC
A. Reconnect the machine harness connector to the PMC.
B. The POD remains disconnected from the machine harness.
C. Connect a jumper wire between contact 1 (wire 138-GN) and contact 3 (wire 799-WH) of the
machine harness connector for the POD.
E. At the machine harness connector for the POD, measure the voltage between contact 2 (wire 251-
BK) and contact 4 (wire 863-BU).
Expected Result:
The voltage is between .025 DCV and .5 DCV.
Results:
OK - The voltage is between .025 DCV and .5 DCV. The voltage is correct.
Stop.
NOT OK - The voltage is not between .025 DCV and .5 DCV. The voltage is not correct. The
PMC has failed.
again. If the cause of the failure is still unknown then replace the PMC.
Stop.
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All Display Segments of POD Are On Continuously

SMCS - 7494-038
Power Circuit
This procedure is used when the display segments of the POD are on and the display segments do not
change. The display segments appear to be frozen.
Test Step 1. CHECK THE "TEST/SET" CIRCUIT
C. Measure the resistance between contact 2 (wire 251-BK) and contact 18 (wire 866-PK) of the
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The resistance is correct. Proceed to Test Step 3.
NOT OK - The resistance is less than 5000 ohms. The resistance is incorrect. Proceed to Test
Step 3.
Test Step 2. CHECK THE "TEST/SET" CIRCUIT OF THE MACHINE HARNESS
A. The disconnect switch and the key start switch remains in the Off position.
B. Disconnect the machine harness connector from the POD.
C. Measure the resistance between contact 2 (wire 251-BK) and contact 18 (wire 866-PK) of the
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The resistance is correct. The POD has failed.
Stop.
NOT OK - The resistance is less than 5000 ohms. The resistance is incorrect. The harness has
failed.
Repair: Repair the machine harness or Replace the machine harness.
Stop.
Test Step 3. CHECK THE "TEST/SET" CIRCUIT OF THE PMC
A. The disconnect switch and the key start switch remains in the Off position.
C. Measure the resistance between contact 2 and contact 18 of the connector on the PMC.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. The resistance is correct.
Repair: The failure was probably caused by a poor electrical connection or a short at one of the
harness connectors that was disconnected and then reconnected. Inspect the machine harness and
the associated harness connectors. Refer to the Testing and Adjusting, "Electrical Connector -
Inspect" section in this manual.
Stop.
NOT OK - The resistance is less than 5000 ohms. The resistance is incorrect. The PMC has
failed.
Adjusting, "Electronic Control Module - Replace" section in this manual.
Stop.
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Payload on POD Does Not Clear when Load Is Dumped

SMCS - 7494-038
The PMC receives a signal from the bed raise switch, when the bed raise switch opens. This indicates
that the payload is being dumped from the body of the truck.
Test Step 1. CHECK THE STATUS OF THE BED RAISE SWITCH
A. Turn the key start switch and the power switch on the POD to the ON position.
B. Press the Mode switch on the POD until "- 7 -" is shown in the display of the POD.
C. Press the "Test/Set " switch until "X19" is shown on the display of the POD.
Note: The display of the POD show the status of the bed raise switch.
D. Move the bed raise lever from "RAISE" to "FLOAT" several times.
Expected Result:
The status that is shown on the display of the POD alternates from "A19" to "C19".
Results:
OK - The status that is shown on the display of the POD alternates from "A19" to "C19". There is
no failure present at this time. If this failure reoccurs troubleshoot the bed raise switch and the
associated wiring immediately. Stop.
NOT OK - The status that is shown on the display of the POD does not alternate from "A19" to
"C19". Proced to Test Step 2.
Test Step 2. CHECK THE BED RAISE SWITCH
A. Place the hoist lever in "Float" position.
B. Start the engine and put the shift lever in the reverse position.
Expected Result:
The transmission goes into reverse.
Results:
OK - The transmission goes into reverse. The bed raise switch is operating correctly. Proceed to
Test Step 5.
NOT OK - The transmission does not go into reverse. The bed raise switch is not operating
correctly. Proceed to Test Step3.
Test Step 3. CHECK THE ADJUSTMENT OF THE BED RAISE SWITCH
A. Check the bed raise switch for proper adjustment.
Note: Refer to the Service Manual for the truck that you are troubleshooting for the proper
procedure.
Expected Result:
The switch adjustment is correct.
Results:
OK - The switch adjustment is correct. Proceed to Test Step 4.
NOT OK - The switch adjustment is not correct.
Repair: Adjust the switch according to the specifications in the truck's Service Manual.
Stop.
A. Verify the connections to the bed raise switch, refer to the truck's Electrical Schematic.
B. Disconnect wire 202-BK from terminal 3 on the bed raise switch.
C. Measure the resistance between terminal 3 and 4 of the bed raise switch as you move the switch
from the RAISE to the FLOAT position.
Expected Result:
The resistance changes from greater than 5000 ohms to less than 5 ohms as the bede raise lever is moved
Results:
OK - The resistance changes as the position of the switch changes. the switch is operating
correctly. Proceed to Test Step 5.
NOT OK - The resistance does not change. The switch has failed.
Repair: Replace the bed raise switch.
Stop.
A. Disconnect the harness from the PMC and the bed raise switch.
B. Measure the resistance from pin 3 (wire 707-PU) of the 4 pin connector of the bed raise switch to
socket 20 (wire 707-PU) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The harness is correct. The PMC has failed.
Stop.
NOT OK - The resistance is greater than 5000 ohms. the harness has failed.
Stop.
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Payload on POD Is Not Displayed

SMCS - 7494-038
Schematic of the circuit for the switch (bed raise)
If the POD is completely blank at all times, refer to Troubleshooting, "POD Does Not Illuminate".
Test Step 1. INCREASE THE LOAD IN THE TRUCK'S BODY
A. Increase the payload by 9 metric tonne (10 u s ton) or more.
Expected Result:
Dashes are shown on the display of the POD while the truck is rocking from the load that was placed in
the truck and the payload registers on the display of the POD when the rocking stops.
Results:
OK - Dashes are shown on the display of the POD while the truck is rocking from the load that
was placed in the truck and the payload registers on the display of the POD when the rocking
stops. The payload system is functioning correctly. Exit this procedure. Stop.
NOT OK - The payload did not register on the display. Proceed to Test Step 2.
Test Step 2. CHECK THE SUSPENSION CYLINDERS
Compare the signal outputs of the four sensors. Verify that all of the sensors respond to the loading of
the truck in the same manner.
Expected Result:
Results:
YES - The conditions that are listed above are not present. Proceed to 3.
Stop.
A. Place the hoist lever in "Float" position.
B. Start the engine and put the shift lever in the reverse position.
Expected Result:
The transmission goes into reverse.
Results:
OK - The transmission goes into reverse. The bed raise switch is operating correctly. Proceed to
Test Step 6.
NOT OK - The transmission does not go into reverse. The bed raise switch is not operating
correctly. Proceed to Test Step4.
Test Step 4. CHECK THE ADJUSTMENT OF THE BED RAISE SWITCH
A. Check the bed raise switch for proper adjustment.
Note: Refer to the Service Manual for the truck that you are troubleshooting for the proper
procedure.
Expected Result:
The switch adjustment is correct.
Results:
OK - The switch adjustment is correct. Proceed to Test Step 5.
NOT OK - The switch adjustment is not correct.
Repair: Adjust the switch according to the specifications in the truck's Service Manual.
Stop.
A. Verify the connections to the bed raise switch, refer to the truck's Electrical Schematic.
B. Disconnect wire 202-BK from terminal 3 on the bed raise switch.
C. Measure the resistance between terminal 3 and 4 of the bed raise switch as you move the switch
Expected Result:
The resistance changes from greater than 5000 ohms to less than 5 ohms as the bede raise lever is moved
Results:
OK - The resistance changes as the position of the switch changes. the switch is operating
correctly. Proceed to Test Step 6.
NOT OK - The resistance does not change. The switch has failed.
Repair: Replace the bed raise switch.
Stop.
A. Disconnect the harness from the PMC and the bed raise switch.
B. Measure the resistance from pin 3 (wire 707-PU) of the 4 pin connector of the bed raise switch to
socket 20 (wire 707-PU) of the machine harness connector for the PMC.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. The harness is correct. The PMC has failed.
Stop.
NOT OK - The resistance is greater than 5000 ohms. the harness has failed.
Stop.
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Payload on POD Does Not Change

SMCS - 7494-038
Power Circuit
Use this procedure when the data that is displayed on the POD is not updated.
This problem may be caused by suspension cylinders that are not properly charged. Before you
perform this procedure verify that the suspension cylinders have been charged correctly. If the
POD does not update after you charge the suspension cylinders use this procedure to troubleshoot
the problem.
Test Step 1. TEST THE PAYLOAD SYSTEM
A. Record the weight of the payload that is displayed on the POD.
B. Observe the display of the POD while a load of material that is greater than 9 tonnes (10 ton) is
dumped into the truck's body.
Expected Result:
The display on the POD shows "---" while the truck is rocking from the load that was added to the
truck's body.
Results:
OK - The display on the POD shows "---" while the truck is rocking from the load that was added
to the truck's body. Proceed to Test Step 2.
NOT OK - The display on the POD does not show "---" while the truck is rocking from the load
that was added to the truck's body.
Repair: Verify that the suspension cylinders are properly charged. Refer to Special Instruction,
SEHS9411, "Suspension Cylinder Servicing".
Stop.
C. Turn the key start switch to the On position.
D. At the machine harness connector for the PMC, measure the voltage between the contacts that are
listed here: contact 2 (wire 251-BK) and contact 12 (wire 864-BR) and contact 2 (wire 251-BK)
and contact 17 (wire 865-GY).
Expected Result:
The voltage for both measurements is between 7 DCV and 7.5 DCV.
Results:
OK - The voltage for both measurements is between 7 DCV and 7.5 DCV. The voltage is correct.
NOT OK - The voltage for both measurements is not between 7 DCV and 7.5 DCV. The voltage
is incorrect. Proceed to Test Step 3.
Test Step 3. CHECK THE "LCD CLOCK" CIRCUIT OF THE HARNESS
B. Disconnect the machine harness connector from the connector of the POD.
C. Measure the resistance between contact 5 (wire 864-BR) of the machine harness connector for the
POD and contact 12 (wire 864-BR) of the machine harness connector for the PMC.
Expected Result:
Results:
NOT OK - The resistance is greater than 5000 ohms. The resistance is incorrect. The machine
harness has failed.
Stop.
Test Step 4. CHECK THE "LCD LATCH" CIRCUIT OF THE HARNESS
A. The disconnect switch and the key start switch remain in the "Off" position.
B. The machine harness connectors remain disconnected from the POD and the PMC.
C. Measure the resistance between contact 6 (wire 865-GY) of the machine harness connector for the
POD and contact 17 (wire 865-GY) of the machine harness connector for the PMC.
Expected Result:
Results:
NOT OK - The resistance is greater than 5000 ohms. The resistance is incorrect. The machine
harness has failed.
Stop.
Test Step 5. CHECK FOR A SHORT IN THE "LCD CLOCK" CIRCUIT OF THE HARNESS
C. Measure the resistance between contact 5 (wire 864-BR) of the machine harness connector for the
Expected Result:
Results:
Stop.
Test Step 6. CHECK FOR A SHORT IN THE "LCD LATCH" CIRCUIT OF THE HARNESS
C. Measure the resistance between contact 56 (wire 865-GY) of the machine harness connector for
the POD and all other contacts in the connector and frame ground.
Expected Result:
Results:
Stop.
Test Step 7. CHECK THE "LCD CLOCK" CIRCUIT AND THE "LCD LATCH" CIRCUIT OF
THE PMC
BK) and contact 5 (wire 864-BR) and measure the voltage between contact 2 (wire 251-BK) and
contact 6 (wire 865-GY).
Expected Result:
The voltage is between .025 DCV and .5 DCV for both of the measurements.
Results:
OK - The voltage is between .025 DCV and .5 DCV for both of the measurements. The voltage is
correct.
Stop.
NOT OK - The voltage is not between .025 DCV and .5 DCV. The voltage is not correct for both
of the measurements. The PMC has failed.
Stop.
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Data Displayed on POD Is Erratic

SMCS - 7494-038
Power Circuit
Use this procedure when the data that is shown on the POD is erratic.
Test Step 1. CHECK THE "LCD LATCH" SIGNAL
A. The disconnect switch and the key start switch remain in the On position.
B. Turn the On/Off switch on the POD to the Off position.
C. Disconnect the machine harness connector from the PMC. The machine harness connector for the
POD remains connected.
D. Turn the On/Off switch on the POD to the On position.
BK) and contact 17 (wire 865-GY) .
Expected Result:
The voltage is between 7 DCV and 7.5 DCV.
Results:
OK - The voltage is between 7 DCV and 7.5 DCV. The voltage is correct. Proceed to Test Step 2.
NOT OK - The voltage is not between 7 DCV and 7.5 DCV. The voltage is not correct. Proceed
to Test Step 4.
Test Step 2. CHECK FOR AN OPEN IN THE "LCD LATCH" CIRCUIT
B. Disconnect the machine harness connector from the POD. The machine harness connector
remains disconnected from the PMC.
POD and contact 17 (wire 865-GY) of the machine harness connector for the PMC.
Expected Result:
Results:
NOT OK - The resistance is greater than 5000 ohms. The resistance is not correct.
Stop.
Test Step 3. CHECK THE "LCD LATCH " CIRCUIT FOR A SHORT
C. Measure the resistance between contact 6 (wire 865-GY) of the machine harness connector for the
Expected Result:
Results:
Stop.
Test Step 4. CHECK THE "TRANSMIT LCD"CIRCUIT OF THE PMC
BK) and contact 6 (wire 865-GY).
Expected Result:
The voltage is between .025 DCV and .5 DCV.
Results:
OK - The voltage is between .025 DCV and .5 DCV. The voltage is correct.
Stop.
NOT OK - The voltage is not between .025 DCV and .5 DCV. The voltage is not correct. The
PMC has failed.
Stop.
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Last Loader Pass Is Not Weighed

SMCS - 7494-038
This fault will occur if any of the following conditions occur:
The operator shifts the truck out of NEUTRAL before the truck has stopped rocking from the last
pass of the loader.
The neutral start system is not signalling the status of the transmission to the PMC.
One or more of the suspension cylinders are fully collapsed as a result of improper servicing of
the suspension cylinders.
Prior to performing this procedure ensure that the suspension cylinders have been serviced and the
suspension cylinders are functioning correctly.
in NEUTRAL.
Expected Result:
Results:
display of the POD.
Expected Result:
is disconnected.
Results:
Stop.
Expected Result:
Results:
Stop.
Stop.
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Laptop Computer Does Not Communicate with PMC

SMCS - 0785
Test Step 1. CHECK THE BAUD RATE
The WinTPMS software automatically sets the baud rate of the TPMS to 9600. Some computers have
alternate settings. Only one of these settings will work. Check the manuals for the computer and
software.
Expected Result:
The baud rate is set correctly.
Results:
OK - The baud rate is set correctly. Proceed to Test Step 2.
NOT OK - The baud rate is not set correctly.
Repair: Set the baud rate to the correct setting in accordance with the computer and software
manuals.
Stop.
Test Step 2. CHECK THE 9X-3393 CABLE
Check the resistance of each wire in the cable that is used to connect the laptop computer to the data
communication port.
Expected Result:
The resistance is correct.
Results:
OK - The resistance is correct. Proceed to Test Step 3.
NOT OK - The resistance is not correct.
Repair: Make the correct connection using the schematic of the 9X-3393 Cable Assembly that is
provided.
Stop.
Test Step 3. CHECK THE COMPUTER
Confirm that the computer is operating correctly.
Expected Result:
The computer works correctly.
Results:
OK - The computer works correctly. Proceed to Test Step 4.
NOT OK - Connect the computer to a compatible device such as a modem or a printer through
the RS-232-C port. Stop.
Test Step 4. CHECK THE DATA COMMUNICATION VOLTAGE
With the key switch in the ON position, measure the voltage between the data communication port
socket E and socket B.
Expected Result:
Results:
NOT OK - If the voltage is less than 18 volts, wire 799-WH is open. Stop.
Test Step 5. CHECK THE DATA COMMUNICATION CIRCUIT
With keyswitch in the OFF position, disconnect the PMC connector and check the resistance between
socket B of the data communication port and socket 5 of the PMC harness connector.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. Proceed to Test Step 6.
NOT OK - The resistance is greater than 5 ohms, wire (250-BK) is open. Stop.
Test Step 6. CHECK THE PMC CONNECTOR
Measure the resistance between connector pin 5 and pin 2.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms. Proceed to Test Step7.
NOT OK - The resistance is less than 5 ohms. Replace the PMC. Stop.
Test Step 7. CHECK THE CONNECTION OF THE COMPUTER
Request data from the TPMS with the computer.
Expected Result:
The green "RX" LED light blinks.
Results:
OK - The green "RX" LED blinks. Proceed to Test Step8.
NOT OK - Connect the computer's "RS-232-C" port to the data communications port and request
information from the TPMS with the computer. Stop.
Test Step 8. CHECK THE RESISTANCE BETWEEN THE PMC AND SOCKET 15 OF THE
HARNESS
With the key switch in the OFF position, check the resistance between the PMC socket 15 of the harness
connector and socket C of the data communication port.
Expected Result:
Results:
OK - The resistance is less than 5 ohms. Proceed to step 9.
NOT OK - The resistance is greater than 5 ohms. Wire 819-GY is open. Stop.
Test Step 9. CHECK THE RESISTANCE BETWEEN ALL SOCKETS AND VEHICLE
GROUND
Check the resistance between socket 15 of the PMC harness connector and all other sockets and frame
ground.
Expected Result:
The resistance is greater than 5000 ohms for all measurements.
Results:
OK - The resistance is greater than 5000 ohms for all measurements. Proceed to Test Step 10.
NOT OK - The resistance is less than 5000 ohms. Wire 819-GY is shorted to another wire or to
frame ground. Stop.
Test Step 10. CHECK COMPUTER PMC CONNECTION
Request data from the PMC with the computer.
Expected Result:
Green "TX" LED blinks.
Results:
OK - Green TX LED blinks. Proceed to Test Step11.
NOT OK - If the green TX LED does not blink, replace the PMC. Stop.
Test Step 11. CHECK THE RESISTANCE BETWEEN SOCKET 13 OF THE PMC AND ALL
OTHER CONNECTIONS
Measure the resistance between socket 13 of the PMC harness connector and all other sockets of the
PMC harness connector and frame ground.
Expected Result:
Results:
OK - The resistance is greater than 5000 ohms.
Repair: The circuit is correct.
Stop.
NOT OK - The resistance is less than 5 ohms. Wire 818-BR is shorted to another wire or to frame
ground.
Stop.
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Modem Is Not Initialized

SMCS - 0785
Test Step 1. CHECK RF MODEM BAUD RATE
Check to see if the RF modem interface is set to communication at the correct baud rate.
Expected Result:
Baut rate is set correctly.
Results:
OK - Baud rate is set correctly. Proceed to Test Step2
NOT OK - Check manuals and set baud rate to correct settings. Stop.
Test Step 2. CHECK RF MODEM INTERFACE
Check modem interface with a compatible computer or other device that is known to be good.
Expected Result:
Modem inteface works correctly.
Results:
OK - Modem interface works correctly. Proceed to Test Step3
NOT OK - Check manuals to set interface to work correctly. Stop.
Test Step 3. CHECK CONTINUITY OF WIRES
Check continuity of wires between the user-supplied device to the data communication port.
Expected Result:
Continuity in wires exists.
Results:
OK - Continuity in wires exists. Proceed to Test Step
NOT OK - If continuity does not exist replace wires. Stop.
Test Step 4. CHECK FOR CONTINUITY BETWEEN SOCKET B AND PMC SOCKET 5
With the key switch OFF, disconnect the PMC check for continuity from the data communication port
connector socket B to the PMC harness connector socket 5.
Expected Result:
Continuity between sockets exists.
Results:
OK - Continuity between sockets exists. Proceed to Test Step5
NOT OK - If there is no continuity, line 250-BK is open. Stop.
Test Step 5. CHECK PMC CONNECTOR
Check continuity between PMC connector, pin 5 and pin 2.
Expected Result:
Continuity between pins exists.
Results:
OK - Continuity between pins exists. Proceed to Test Step6
NOT OK - If there is no continuity, replace the PMC. Stop.
Test Step 6. CHECK THE RF MODEM
Reconnect the PMC connector and connect the RF modem port to the data port and request data from
the PMC with the RF modem interface.
Expected Result:
Green RX LED blinks when the request is made.
Results:
OK - Green RX LED blinks when the request is made. Proceed to Test Step7
NOT OK - If RX LED does not blink check manuals and connections. Stop.
Test Step 7. CHECK CONTINUITY BETWEEN SOCKET 15 AND SOCKET C
Turn the key switch OFF and disconnect PMC and RF connectors. Check for continuity between PMC
socket 15 and data communication port socket C.
Expected Result:
Continuity betweens sockets exists.
Results:
OK - Continuity betweens sockets exists. Proceed to Test Step8
NOT OK - If there is no continuity, wire 819-GY is open. Stop.
Test Step 8. CHECK ALL SOCKETS CONTINUITY
Check for continuity between PMC harness socket 15 and all other pMC harness sockets and vehicle
ground.
Expected Result:
Continuity is not found in any other socket or vehicle ground.
Results:
OK - Continuity is not found in any other socket or vehicle ground. Proceed to Test Step9
NOT OK - If continuity is found with any other socket or vehicle ground, find and repair the
short.
Repair: Otherwise: Replace the PMC.
Stop.
Test Step 9. CHECK PMC AND RF MODEM CONNECTION
Request data from the PMC with the RF modem interface.
Expected Result:
Green TX LED blinks.
Results:
OK - Green TX LED blinks. Proceed to Test Step
NOT OK - If the green TX LED does not blink, replace the PMC. Stop.
Test Step 10. CHECK PMC SOCKET 14 AND DATA PORT SOCKET A
Check for continuity between PMC harness connector socket 14 and data communication port socket A.
Expected Result:
Continuity between sockets exists.
Results:
OK - Continuity between sockets exists. Proceed to Test Step11
NOT OK - If there is no continuity, line 820-BU is open. Stop.
Test Step 11. CHECK CONTINUITY BETWEEN SOCKET 14 AND ALL OTHER SOCKETS
AND VEHICLE GROUND
Check for continuity between PMC harness connector socket 14 and all other PMC harness connector
sockets and vehicle ground.
Expected Result:
No continuity exists between sockets and grounds.
Results:
OK - No continuity exists between sockets and grounds. Stop.
NOT OK - If continuity is found with any other socket or vehicle ground, find and repair the
short. Stop.
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SMCS - 1802
S/N - 11W1351-UP
S/N - 1HL102-UP
S/N - 2BW1-UP
S/N - 2PZ1-UP
S/N - 2TK79-UP
S/N - 2YW1-UP
S/N - 3PR1-UP
S/N - 3TZ83-UP
S/N - 4AR1-UP
S/N - 4GZ1-UP
S/N - 4XJ376-UP
S/N - 5AZ1-UP
S/N - 5ER1-UP
S/N - 5RK1-UP
S/N - 5ZL1-UP
S/N - 61M5358-UP
S/N - 6HK265-UP
S/N - 72V15940-UP
S/N - 7EK231-UP
S/N - 7LL1-UP
S/N - 7TJ1-UP
S/N - 87V9732-UP
S/N - 93U3516-UP
S/N - 96U9075-UP
S/N - AFS1-UP
S/N - AGC1-UP
S/N - AGY1-UP
S/N - APX1-UP
S/N - ATY1-UP
S/N - CBR1-UP
S/N - FKR1-UP
S/N - JSM1-UP
(1) Relief valve
Opening pressure of relief valve ... 3309 kPa (480 psi)

Sealing pressure of relief valve ... 2964 kPa (430 psi)
(3) Oil capacity ... 310.0 ± 14.5 mL (10.50 ± 0.50 fl oz)
(4) Torque for oil plug ... 10 ± 2 N·m (89 ± 18 lb in)
Note: Oil plug (4) is pressurized.
(5) V-belt tension
New V-belt ... 712 ± 22 N (160 ± 5 lb)

Used V-belt ... 489 ± 22 N (110 ± 5 lb)
Note: Used belt tension is for a belt that has been operated for at least 30 minutes at the rated speed.
Operate the air conditioner for 30 minutes. Then, adjust the tension of the drive belt to 489 ± 22 N (110
± 5 lb). The belt should not run below 400 N (90 lb).
Note: Use a Caterpillar 144-0235 Belt Tension Gauge .
Torque for Fittings
Torque for 3/4 inch threaded fitting ... 17 N·m (150 lb in)
Note: The 3/4 inch fitting is located on the metal tube which has an internal diameter of 12.7 mm (0.50
inch).
Torque for 7/8 inch threaded fitting ... 25 N·m (18 lb ft)
Note: The 7/8 inch fitting is located on the metal tube which has an internal diameter of 15.8 mm (0.62
inch).
Torque for 3/8 inch retaining bolt ... 25 ± 7 N·m (18 ± 5 lb ft)
R-134a Refrigerant
DuPont ... SUVA TRANS A/C HFC134a
ICI ... KLEA 134a
Refrigerant Oil
Poly Alkaline Glycol Oil (PAG)
Cat 9U-7551 Air Conditioner Lubricant
Oil capacity ... 310.0 ± 14.5 mL (10.50 ± 0.50 fl oz)
Magnetic Clutch
Clutch 24 DCV coil resistance ... 12.5 ohms
Minimum voltage for engagement ... 16 DCV
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System Capacities for Refrigerant (Off-Highway Trucks)

SMCS - 1809
ReferenceFor the proper procedure to handle refrigerant, refer to Testing and Adjusting, "Refrigerant
System - Charge".
Note: Refrigerant capacities for models 69D and 73D are for underground machines.
69 Refrigerant Capacities
69D
9XS1-Up ... 1.8 kg (4 lb)

9SS1-Up ... 1.3 kg (2.9 lb)
73D
9YS1-Up ... 1.8 kg (4 lb)

1GW1-Up ... 1.3 kg (2.9 lb)

768C
02X371-Up ... 1.9 kg (4.2 lb)

769C
01X6362-Up ... 1.9 kg (4.2 lb)
769D
5TR1-969 ... 1.8 kg (4.0 lb)

5TR970-Up ... 1.8 kg (4.0 lb)
BBB1-Up ... 3.0 kg (6.5 lb)
5SS1-Up ... 1.8 kg (4.0 lb)

770
BZZ1-Up ... 2.0 kg (4.4 lb)

771C
3BJ100-Up ... 1.9 kg (4.2 lb)
771D
6JR1-Up ... 1.8 kg (4.0 lb)

BCA1-Up ... 3.0 kg (6.5 lb)
6YS1-Up ... 1.8 kg (4.0 lb)

772
RLB1-Up ... 2.0 kg (4.4 lb)
772B
64W195-Up ... 1.9 kg (4.2 lb)
773 Refrigerant capacities

773B
63W4011-Up ... 1.9 kg (4.2 lb)
773D
7ER1-Up ... 1.8 kg (4.0 lb)

7CS1-Up ... 1.8 kg (4.0 lb)
NBJ1-Up ... 1.8 kg (4.0 lb)
773E
BDA1-Up ... 2.5 kg (5.5 lb)
773F
EED1-Up ... 2.4 kg (5.3 lb)

775B
7XJ124-Up ... 1.9 kg (4.2 lb)
775D
6KR1-Up ... 1.8 kg (4.0 lb)

8AS1-Up ... 1.8 kg (4.0 lb)
775E
BEC1-Up ... 1.8 kg (4.0 lb)
775F
DLS1-Up ... 2.4 kg (5.3 lb)

776C
2TK79-Up ... 1.9 kg (4.2 lb)
776D
5ER1-Up ... 1.8 kg (4.0 lb)

AFS1-Up ... 1.8 kg (4.0 lb)

777C
4XJ367-Up ... 1.9 kg (4.2 lb)
777D
3PR1-Up ... 1.8 kg (4.0 lb)

AGC1-Up ... 1.8 kg (4.0 lb)
AGY1-Up ... 1.8 kg (4.0 lb)

2YW1-Up ... 1.8 kg (4.0 lb)
FKR1-Up ... 1.8 kg (4.0 lb)
777F
JRP1-Up ... 2.4 kg (5.3 lb)

784B
5RK1-Up ... 2.1 kg (4.6 lb)
784C
2PZ1-Up ... 2.1 kg (4.6 lb)

785B
6HK265-Up ... 2.1 kg (4.6 lb)
785C
5AZ1-Up ... 3 kg (6.6 lb)

APX1-Up ... 3 kg (6.6 lb)

789B
7EK231-Up ... 2.1 kg (4.6 lb)
789C
2BW1-Up ... 3 kg (6.6 lb)

793B
1HL102-Up ... 2.1 kg (4.6 lb)
793C
4AR1-Up ... 2.1 kg (4.6 lb)

ATY1-243 ... 2.1 kg (4.6 lb)
ATY244-Up ... 3 kg (6.6 lb)
CBR1-Up ... 3 kg (6.6 lb)
4GZ1-Up ... 2.1 kg (4.6 lb)
793D
FDB1-Up ... 2.7 kg (6 lb)

797
5YW1-Up ... 2 kg (4.5 lb)
797B
JSM1-Up ... 2.7 kg (6 lb)
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General Information
SMCS - 7309
The air conditioning system is a closed circuit that uses the refrigerant, which is under pressure, to cool
the operator compartment.
The five components of the expansion valve system are the compressor, the condenser coil, the
receiver-dryer, the expansion valve and the evaporator coil.
The six components of the manual orifice tube system are the compressor, the condenser coil, the
accumulator, the dryer, the orifice tube and the evaporator coil.
The seven components of the electronic orifice tube system are the compressor, the condenser
coil, the accumulator, the dryer, the orifice tube, the evaporator coil and the heater valve.
Note: Some orifice tube systems use an accumulator with a desiccant instead of a separate dryer.
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Identifying the Air Conditioning System

SMCS - 1808; 7320-ZJ; 7322
The type of air conditioning system must be identified before the system is serviced. The refrigerant
must be identified so that the correct service manual can be selected.
By examining charging ports (2), you can determine if the air conditioning system contains R-134a
refrigerant.
(1) Compressor block fittings
(2) R-134a charging ports
If the machine has R-134a charging ports (2), a tag should identify the type of refrigerant oil that is used
in the system. The tag will be located inside the cab or near the compressor. The tag will identify the
type of refrigerant oil that is present in the air conditioning system. The tag will also show the amount of
refrigerant that is needed in the air conditioning system.
Machines that have factory installed R-134a air conditioning systems will contain Poly Alkaline Glycol
oil in the air conditioning system.
If the machine has been retrofitted with a R-134a air conditioning system, the identification tag will
indicate ESTER oil as the type of refrigerant oil. The identification tag will be located in the cab or near
the compressor.
When a new R-134a compressor is required in order to retrofit a R-134a air conditioning system onto a
machine with the R12 air conditioning system, the Poly Alkaline Glycol Oil must be replaced with
ESTER oil.
(3) Receiver-dryer for the expansion valve system
(4) Accumulator for an orifice tube system
The R-134a air conditioning system must be identified as an orifice tube system or an expansion valve
system. If the system has a receiver-dryer (3), the system is an expansion valve system. If an
accumulator (4) is present the system is an orifice tube system.
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Refrigerant Expansion Valve System

SMCS - 7320
Refrigerant Flow Through Air Conditioning System
(1) Compressor
(2) Condenser Coil
(3) Receiver-Dryer
(4) Expansion Valve
(5) External Equalizer Line
(6) Evaporator Coil
(A) Air conditioner refrigerant as a high pressure, high temperature vapor
(B) Air conditioner refrigerant as a high pressure, high temperature liquid
(C) Air conditioner refrigerant as a low pressure and low temperature liquid
(D) Air conditioner refrigerant as a low pressure and low temperature vapor
The air conditioner refrigerant begins to flow in the air conditioning system at the air conditioning
compressor (1). The primary purpose of the compressor (1) is changing the air conditioner refrigerant
from a vapor that has low pressure into a vapor that has high pressure. Also, the compressor (1) changes
the air conditioner refrigerant to a vapor with high temperature. An increase in the pressure from the
compressor (1) causes the increase in the temperature of the refrigerant. The refrigerant is sent through
the condenser coil (2). In the condenser coil, the refrigerant loses a small amount of heat. This changes
the air conditioner refrigerant to a high temperature and high pressure liquid.
In the condenser coil (2), heat is transferred from the refrigerant to the outside air. From the condenser
coil (2), the refrigerant moves to the receiver-dryer (3). In the receiver-dryer, moisture is removed from
the refrigerant. The air conditioner refrigerant moves from the receiver-dryer (3) to the expansion valve
(4). In the expansion valve, the air conditioner refrigerant is changed from a high pressure and high
temperature liquid. The refrigerant expands in the evaporator coil (6). The refrigerant becomes a low
pressure and low temperature liquid. When the refrigerant expands in the evaporator coil, the refrigerant
absorbs heat from the cab. This changes the refrigerant to a low pressure and low temperature vapor.
The refrigerant returns to the compressor (1) as a low pressure and low temperature vapor. This marks
the end of the cycle. The cycle is repeated continuously.
Note: In an expansion valve system, frost can be used as an indication of blockage in the air
conditioning system.
Refrigerant Expansion Valve
Expansion Valve in the open position (typical example)
(4) Expansion valve
(5) External equalizer line
(7) Capillary tube
(8) Diaphragm
(9) Ball and rod
(10) Metered restriction
(11) Spring
(12) Inlet
(13) Outlet
Expansion valve (4) converts the liquid refrigerant from a high pressure high temperature liquid to a low
pressure low temperature liquid/vapor. The expansion valve provides a metered restriction (10). The
expansion valve allows the high pressure liquid to be reduced to a low pressure liquid. When the
pressure of the refrigerant is reduced, the boiling temperature of the refrigerant will also be reduced. The
refrigerant will enter the evaporator coil (6). Heat from the cab will be absorbed by the refrigerant.
The liquid refrigerant with high pressure and high temperature enters the expansion valve (4) at the inlet
(12). Only a small amount of the liquid refrigerant is allowed to flow through the metered restriction
(10) and into the outlet. The size of the metered restriction (10) is controlled by a ball and rod (9). The
spring (11) moves the ball and rod (9) up the expansion valve. This makes the restriction (10) smaller.
The diaphragm (8) moves the ball and rod (9) down the expansion valve. This makes the restriction (10)
larger. A temperature sensing bulb with a capillary tube (7) is connected to the evaporator coil outlet
pipe. The temperature sensing bulb measures the temperature at the outlet of the evaporator coil. If the
temperature increases, the pressure in the capillary tube (7) increases. The pressure in the capillary tube
(7) pushes down on the diaphragm (8). The diaphragm pushes down on the ball and rod (9). When the
ball and rod are pushed down by the diaphragm the size of the restriction (10) increases. The pressure
that pushes on the diaphragm allows more liquid refrigerant to flow into the evaporator coil (6). When
the temperature decreases, the pressure decreases on the diaphragm (8). The spring (11) pushes up the
ball and rod (9) and this makes the restriction (10) smaller. As a result, less liquid refrigerant flows into
the evaporator coil (6) .
The external equalizer line (5) connects the low pressure from the outlet of the evaporator coil (6) to the
underside of the expansion valve (4) and the diaphragm (8). The pressure from the external equalizer
line pushes up against the bottom of the diaphragm. The pressure that is created by the temperature
sensing bulb in the capillary tube (7) pushes down the top of the diaphragm (8). The pressures on each
side of the diaphragm act against each other. The variation of pressure on each side of the diaphragm
will help to regulate the refrigerant flow by moving the ball and rod (9) up and down. Regulating the
refrigerant flow will prevent the flooding of the evaporator coil (6) with refrigerant.
Receiver-Dryer
Typical Receiver-Dryer
(3) Receiver-dryer
(14) Low pressure cutoff switch
(15) Quick coupler
(16) Relief valve
(17) Filter
(18) Desiccant
Top View of Receiver-Dryer
(3) Receiver-dryer
(14) Low pressure cutoff switch
(15) Quick coupler
(16) High pressure relief valve
(19) Sight glass
(20) Moisture indicator
The liquid refrigerant under high pressure and under high temperature leaves condenser coil (2) and
passes through receiver-dryer (3). The liquid refrigerant inside the receiver-dryer passes through filter
(17) and desiccant (18). The desiccant will absorb a small amount of moisture.
Receiver-dryer (3) will also store a small amount of refrigerant. This stored refrigerant is used in order
to compensate for the changing system demands. The demands can result from different speeds of the
compressor and small losses of refrigerant.
Some receiver-dryers are equipped with quick couplers (15). Receiver-dryers that have quick couplers
can be removed and installed without recovering the refrigerant in the air conditioner system. Refer to
Disassembly and Assembly, "Receiver-Dryer - Remove and Install".
High pressure relief valve (16) is located on most receiver-dryers. The valve allows the refrigerant to be
released to the atmosphere if the pressure increases to approximately 3450 kPa (500 psi).
Most receiver-dryers (3) will have low pressure cutoff switch (14). If the system pressure lowers to
approximately 175 kPa (25 psi), the switch will open. This will open the electric circuit to the magnetic
clutch and the compressor will not operate.
Moisture Indicator
Some air conditioning systems will have moisture indicator (20). This moisture indicator is used in order
to determine the relative moisture in the system.
In order to check for moisture, the air conditioning system must be operated for two to three hours. The
moisture indicator may indicate a problem that is false. The system must be operated for 2 to 3 hours
before the system is checked for moisture. Look at moisture indicator (20). If the moisture indicator is
blue, the system is dry. If the moisture indicator is pink or white, the system is full of moisture.
If the system is full of moisture, the moisture must be removed. Refer to Disassembly and Assembly,
"Receiver-Dryer - Remove and Install".
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Refrigerant Orifice Tube System

SMCS - 7320-QT
Typical Refrigerant Orifice Tube System
(1) Compressor
(2) Condenser coil
(3) In-Line dryer
(4) Evaporator coil
(5) Accumulator
(A) Refrigerant is shown as a gas with high pressure and high temperature.
(B) Refrigerant is shown as a liquid with high pressure and high temperature.
(C) Refrigerant is shown as a low pressure and low temperature liquid.
(D) Refrigerant is shown as a gas with low pressure and low temperature.
Note: In an orifice tube system that is properly charged, frost may form between the orifice tube and the
compressor. The frost may be present if the system is operating properly and if the system is properly
charged.
Note: In an orifice tube system, a combination of abnormal pressure and frost may indicate blockage in
the system.
Typical In-Line Dryer
(6) Quick coupler
(7) Orifice tube assembly
(8) Desiccant
The orifice tube system uses an orifice tube in place of the expansion valve. The accumulator (5) and the
in-line dryer with orifice tube (3) replace the receiver-dryer.
The orifice tube assembly (7) is located in one end of the in-line dryer (3). The in-line dryer (3) is
located in the line that goes from the condenser coil (2) to the evaporator coil (4). Quick couplers enable
the in-line dryer (3) to be replaced without recovering the system. (6) .
In models without an in-line dryer, the desiccant is located in the accumulator (5). The accumulator is
located in the line that extends from the evaporator coil (4) to the compressor (1). The orifice tube
assembly (7) may be located before the inlet of the evaporator coils or the orifice tube may be located at
the inlet of the evaporator coils.
NOTICE
The orifice tube systems do not have a sight glass for determining
whether the system is low on refrigerant.
Orifice Tube
Typical Orifice Tube Assembly
(7) Orifice tube assembly
(10) Orifice tube
(11) O-Ring seal
(12) Tab
(13) Screens
The orifice tube assembly (7) has a plastic body, two screens (13) and a small brass tube (10) that is
located in the center of the body. The O-Ring seals (11) are positioned on the body of the orifice tube to
seal against leakage. The orifice tube assembly (7 ) is contained in the dryer. The orifice tube assembly
is used in place of the thermostatic expansion valve.
The orifice tube assembly (7) changes the refrigerant from a high pressure and high temperature
refrigerant into a low pressure and low temperature liquid. The orifice tube (10) has a restriction. The
restriction in the orifice tube assembly allows the liquid refrigerant to be reduced from a high pressure to
a low pressure. The flow rate is controlled by pressure differences across the orifice. The flow rate is
also controlled by the temperature of the liquid refrigerant that is in the bottom of the condenser. The
flow rate is sensitive to temperature differences and pressure differences. The flow rate is more sensitive
to temperature differences.
Refrigerant Accumulator
(5) Accumulator
(14) Inlet
(15) Desiccant
(16) Liquid refrigerant
(17) Oil drain hole
(18) Outlet
The accumulator (5) is located at the outlet of the evaporator coil (4). The accumulator (5) separates the
liquid refrigerant from the refrigerant vapor that passes through the evaporator coil (4). The accumulator
(5) retains the liquid refrigerant (16) that is separated. Also, the accumulator (5) releases the vapor to the
compressor (1) .
The oil drain hole (17) is located in the bottom of the accumulator (5). The oil drain hole will drain
refrigerant oil that is separated. The oil drain hole will also drain some of the liquid refrigerant. This
liquid refrigerant will go back to the compressor.
The flow of refrigerant out of the accumulator (5) to the compressor (1) is mostly vapor. The vapor
contains a small amount of liquid refrigerant. This liquid refrigerant comes from the oil drain hole (17) .
When a dryer is not used in the system, desiccants (7) are located in the base of the accumulator (5). The
desiccant is a moisture collection agent.
In an orifice tube system that has an in-line dryer (3), there is no desiccant (15) in the accumulator (5) .
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SMCS - 1802
(1) Compressor
(2) Magnetic clutch and pulley assembly
(2) Magnetic clutch and pulley assembly
(3) Coil assembly
(4) Drive plate
(5) Bearing
(6) Compressor shaft
The compressor is driven by the engine. A belt connects the engine to the clutch and pulley assembly
(2) . The pulley assembly is located on the clutch. The drive plate (4) is fastened to the shaft of the
compressor. The clutch and pulley assembly (2) turns on the bearing (5) . The clutch and pulley
assembly (2) are not connected to the shaft (6) . The electric current from the thermostat controls a
magnetic field in the coil assembly (3) .
The magnetic field pulls the drive plate (4) against the clutch and pulley assembly (2) . The clutch and
the pulley assembly (2) turns the shaft (6) that operates the compressor. When the current to the coil
assembly (3) is stopped, the magnetic field is removed. This allows the drive plate (4) to move away
from the clutch and pulley assembly (2) . The clutch and the pulley assembly (2) will turn freely on the
bearing (5) . The sequence of connecting and disconnecting the pulley to the compressor shaft (6) is
called compressor cycling. The compressor cycling is controlled by the thermostat . The thermostat is
controlled by the capillary tube, which is installed between the fins of the evaporator coil.
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Refrigerant Condenser
SMCS - 1805
Typical Condenser
Typical Condenser
When the refrigerant leaves the compressor, the refrigerant is a vapor. The temperature of the refrigerant
is high and the pressure of the refrigerant is high when the refrigerant leaves the compressor. The
increase in pressure of the refrigerant causes an increase in temperature of the refrigerant. The
refrigerant vapor leaves the compressor and the refrigerant enters the condenser (1) .
The refrigerant must be converted into a liquid that has high temperature and high pressure. The
refrigerant must be converted into a liquid in order to increase the efficiency of the air conditioning
system. The condenser (1) converts the refrigerant vapor into a liquid that has high temperature and high
pressure.
When the refrigerant vapor leaves the compressor, the refrigerant vapor enters the condenser. The
condenser is in a location that is exposed to outside air. In order to convert the refrigerant into a liquid,
the refrigerant must lose heat. The refrigerant must reach the temperature of saturation. At the
temperature of saturation, the refrigerant vapor will become a liquid. The temperature of saturation of
the refrigerant depends on the pressure of the refrigerant.
As the high temperature, high pressure refrigerant vapor passes through the condenser (1), the condenser
absorbs heat from the refrigerant vapor. The condenser transfers the heat to the outside air. The
temperature of the refrigerant and the pressure of the refrigerant decrease until the temperature of
saturation is reached. When the temperature of the refrigerant vapor is equal to the temperature of
saturation, the refrigerant becomes a high temperature, high pressure liquid. When the refrigerant is
converted into a liquid, the refrigerant leaves the condenser (1).
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Evaporator Coil
SMCS - 7343
(1) Typical evaporator coil
In an expansion valve system, the evaporator coil receives liquid refrigerant from the expansion valve.
In an orifice tube system, the evaporator receives liquid refrigerant from the orifice tube assembly. The
liquid refrigerant that is received by the evaporator has low pressure and low temperature. Since the
pressure of the liquid refrigerant is low, the temperature of saturation of the refrigerant is low. At the
temperature of saturation, the refrigerant changes from a liquid into a vapor. The temperature of
saturation of a fluid increases when the pressure of a fluid increases.
The evaporator coil is exposed to the air that is inside of the cab. The heat from the air that is inside of
the cab is absorbed by the evaporator. The evaporator transfers the heat to the refrigerant. The amount of
heat that is required to reach the temperature of saturation is called the latent heat of vaporization. When
this heat is absorbed by the refrigerant, the temperature of the refrigerant will reach the temperature of
saturation. The refrigerant will change from a liquid into a vapor. The vaporized refrigerant will leave
the evaporator. The vaporized refrigerant will carry away the heat from the cab. The vaporized
refrigerant will return to the compressor when the refrigerant leaves the evaporator. This process is
repeated continuously.
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Heating and Air Conditioning Control System

SMCS - 1802; 7309; 7337; 7343
Adjustable Thermostat
An adjustable thermostat contains two temperature control knobs. The temperature control knob for the
air conditioning system is connected to an adjustable thermostat. A thermostat is a switch. Changes in
the temperature will open the thermostat. Changes in the temperature will also close the thermostat.
When the temperature control knob is in the OFF position, the electric circuit that connects the
adjustable thermostat and the magnetic clutch is OPEN. In the OFF position, the compressor does not
operate. The temperature of the air and the position of the temperature control knob determines if the
switch is CLOSED. When the switch is CLOSED, current moves through the thermostat to the coil
assembly in the magnetic clutch and the compressor operates. The temperature of the air through the
evaporator coil is monitored by a capillary tube that is placed between the fins of the evaporator coil.
The temperature control knob for heating is connected to the heater control valve. The temperature of
the cab is maintained by the position of the air conditioning and heating temperature control knobs.
Nonadjustable Thermostat (Freeze Control System)
A nonadjustable thermostat contains one temperature control knob. The temperature control knob is
connected to the heater control valve, which controls the flow of coolant through the heater coil. The
temperature of the air across the evaporator coil is preset by the nonadjustable thermostat. The
temperature of the cab is maintained by the position of the temperature control knob on the heater.
Condensation that is frozen will restrict the air flow through the evaporator coils. The compressor will
continue operating only if the condensation does not freeze. In order to prevent the condensation from
freezing, the thermostat switch opens at a temperature of approximately -1.1°C (30°F). Also, the
thermostat switch closes at approximately 2.2°C (36°F). When the switch opens, the electric circuit that
connects the switch to the magnetic clutch is OPEN and the compressor does not operate. When the
switch is CLOSED, the current moves through the switch to the coil assembly in the magnetic clutch
and the compressor operates.
In order to operate the system in the correct manner, the heater core supply must not be closed. Also, in
order to operate the system in the correct manner, the return coolant line valve must not be closed.
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Heating System Schematic

SMCS - 7304
Heating System
(1) Heater coil
(2) Heater Control Valve
(3) Outlet supply connection for the coolant
(4) Return connection for the coolant
The heating system uses the coolant from the engine cooling system. The heater control valve (2) is
connected to the temperature control knob in the cab. With the temperature control knob in the OFF
position, the heater control valve prevents the flow of the coolant through the heater coil (1). When the
control knob is moved from the OFF position the control valve (2) will open. The control valve allows
coolant that is warm to flow from the outlet (3) through the control valve (2) to the heater coil (1). As
the warm coolant flows through the heater coil, the temperature of the air flow across the heater coil
increases.
The temperature of the heater is controlled by the amount of coolant that flows through the heater coil.
The increase of the coolant flow through the heater coil will increase the temperature of the air that
flows across the heater coil. The coolant from the heater coil will flow to the return connection (4).
Then, the coolant is sent back through the engine cooling system.
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Preparation of Air Conditioner Units for Seasonal Use

SMCS - 7320
In order to improve the performance of the air conditioning units, regular maintenance must be
performed before the air conditioning units are used. In order to decrease downtime, troubleshoot the air
conditioning units before use. Failure to inspect the air conditioning units will cause the air conditioning
units to fail prematurely. In order for the air conditioning unit to operate at optimum efficiency, all
inspections must be performed.
1. Clean the fresh air filters or install new fresh air filters. Clean the recirculating air filters or install
new recirculating air filters.
2. Inspect the condenser coils. Inspect the evaporator coils. If necessary, clean the coils. Do not
steam clean the coils. In order to straighten the fins, use the 208-1350 Radiator Tool Gp (Fin
Straightener).
3. Inspect the drain lines for flow of condensate. Check for the proper location of the drain valve. If
necessary, flush the lines with water and relocate the valve. The valve should be located between
0.0 mm (0.00 inch) and 76 mm (3 inch) from the end of the drain line.
4. Inspect the wire connections for the compressor. If necessary, clean the wire connections for the
compressor. To check clutch operation on systems with adjustable thermostats, turn the thermostat
on and off. On some other systems, turn the A/C switch on and off. Systems that have the
compressor protection system will need up to 30 seconds before the clutch engages.
For systems that are not used for extended periods, run the compressor monthly for a minimum of
30 seconds. This will keep the shaft seal from drying out, leaking oil, and leaking refrigerant.
5. Check the condition and tension of the compressor drive belt. For compressors that are driven by a
V-belt, use 144-0235 Belt Tension Gauge .
6. Check all hoses and connections for refrigerant leaks. Leaks can be identified by the following
items: accumulation of oil, accumulation of dust and accumulation of dye. Check hoses for
damaged areas. Replace hoses that are damaged. As required, add protection to the hoses or
relocate the hoses.
7. Do the performance check in this manual. The outside temperature needs to be at least 10 °C (50 °
F) for R12 systems. The outside temperature needs to be at least 21 °C (70 °F) for R134a systems.
If the performance check shows a low charge and the system has been used for two or more years
(R12) or one year (R134a) then perform the following steps:
a. Inspect the system for leaks.
b. Recover the system charge.
c. Change the receiver-dryer, the dryer, the in-line dryer and the accumulator with desiccant .
d. Evacuate the system for 30 minutes.
e. Recharge the system according to the specifications.
f. Inspect the system for leaks.
g. Do the performance check again after the system has been charged.
8. Remember that charging an R134a system is different from charging an R12 system. An R134a
system requires an exact charge by weight. The charge must be within 0.01 kg (0.022 lb) of the
listed charge. The R12 method of determining a blockage is frost, but frost is acceptable on an
R134a system's low side. Frost on the R134a high side indicates that the R134a charge is low. Use
the evaporator temperatures to determine the condition of the R134a system charge.
9. Replace the dryer annually.
10. Inspect the dust caps in order to ensure that the dust caps that are on the service ports are in place
and that the dust caps are tight. Use 2L-1224 Air Conditioner Valve Cap for the high side or 8C-
5248 Air Conditioner Valve Cap for the low side on R12 systems. Use 3E-4052 Seal Cap for the
high side or 3E-4051 Seal Cap for the low side on R134a systems. Some Excavators require using
the 150-2174 Cap and 203-7888 Cap on the R134a system.
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Cab Air Filters

SMCS - 7342
Most Caterpillar machines with the R134a system have two cab air filters. One type of air filter is the
fresh air filter and the other type of filter is a recirculation filter inside the cab. Some of the machines
have a third air filter that is made of foam. The third filter is designed to remove large debris before the
air reaches the fresh air filter.
Some Caterpillar machines are equipped with a precleaner for the cab. The system is designed to remove
excessive dust and dirt from the air that is entering the cab. The precleaner is part of the pressurized cab.
ReferenceFor D9R, see Operation and Maintenance Manual, SEBU7228, "Maintenance Section", "Cab
Air Filter (Pressurized Assembly) - Replace If Equipped".
ReferenceFor D10R, see Operation and Maintenance Manual, SEBU7244, "Maintenance Section",
"Cab Air Filter (Pressurized Assembly) - Replace If Equipped".
ReferenceFor D11R, see Operation and Maintenance Manual, SEBU7185, "Maintenance Section",
"Cab Air Filter (Pressurized Assembly) - Replace If Equipped".
The cab air filters are designed to provide clean air to the air conditioning and the heating coils. The cab
air filters are designed to pressurize the cab. If the filters are not properly maintained, the coils will be
coated with dirt. Dirty coils will result in loss of heating. Dirty coils will result in loss of cooling. Dirty
coils could also result in failure of the compressor.
Cab air filters should be inspected weekly. Inspect the filter for holes. Look through the filter toward a
bright light. Check for damaged gaskets or dented metal parts. Do not use damaged filters.
In moderate dust conditions, the cab air filters should be cleaned weekly. In extreme dust conditions, the
filters should be inspected daily. In extreme dust conditions, clean the filters whenever it is necessary.
Remove loose dirt with compressed air. Do not exceed 690 kPa (100 psi) from an air nozzle that is an
eighth inch in diameter. Keep the air nozzle at least 2 inches away from the filter.
The filters that are made of foam can be blown out with low pressure air. The filters can be gently
washed with a mild detergent. After washing the filters, dry the filters with low pressure air.
If the carbon is still active, the carbon impregnated filters may be blown out with low pressure air. Do
not wash the carbon impregnated filters.
Standard filters or high efficiency filters may be blown out with low pressure air. Do not wash the
standard filters. Do not wash the high efficiency filters.
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Glossary of Terms
SMCS - 7320
Accumulator - The accumulator is a component of an air conditioning system that has an orifice tube.
The accumulator separates liquid refrigerants from the circuit. The accumulator is used to store a small
amount of liquid refrigerant. The accumulator may also contain a desiccant which will remove moisture
from the system.
Ambient air - Outside air
Charge - The charge is a predetermined amount of refrigerant that is put into the air conditioning
system. The charge is measured in units of weight.
Compressor - The compressor is a component in the system that increases the pressure of the
refrigerant. The compressor increases the pressure of the refrigerant in the system by pumping.
Condenser - The condenser is a component in the system that changes the refrigerant from a vapor to a
liquid.
Contaminants - Dirt, water, and air
Desiccant - The desiccant is used in the receiver-dryer and in the accumulator. The desiccant removes
moisture from the air conditioning system.
Detecting - Detecting is finding the source of the problem in the system.
Diaphragm - The diaphragm is a rubber-like material. The diaphragm divides the upper chamber and
the lower chamber in the thermostatic expansion valve.
Discharge - Discharge is the removal of some of the refrigerant or the removal of all the refrigerant
from the air conditioning system.
Discharge side - The discharge side is the outlet from the compressor to the condenser coil.
Evacuating - Evacuating is the removal of air and moisture from the air conditioning system.
Evaporation - Evaporation is the process of changing a liquid to a vapor.
Evaporator - The evaporator is the component in the air conditioning system that changes the
refrigerant from a liquid to a vapor. The evaporator transfers heat to the liquid refrigerant in order to
convert the refrigerant into a vapor.
Expansion Valve - The expansion valve is a component in the air conditioning system that regulates the
flow of liquid refrigerants into the evaporator.
Fluid - Fluid is a liquid or a gas.
Flush - Flushing is the removal of foreign material and oil from the air conditioning system. You must
flush the system with fluid that is approved. The fluid must be approved by S.A.E. and I.S.O. standards.
Freeze - Freezing causes a liquid to become a solid.
Gas - A gas is a substance that contains very small particles which float in the air. A gas does not
contain liquid or solid particles.
Graduated Container - A graduated container is a glass container with markings on the side of the
container. The markings are used in order to measure the amount of fluid in the container. The markings
normally have units of ounces or units of milliliters.
Heat - Thermal energy
Identifier - The identifier is an instrument that is used for testing the system. The identifier is used for
determining the type of refrigerant that is in the system. The identifier is also used for determining the
percentage of air that is in the system.
In-line Dryer - The in-line dryer is a component in the air conditioning system that removes moisture
from the system. The in-line dryer will have air conditioner quick disconnect in the system. The in-line
dryer will have an orifice tube in the system.
Latent heat of evaporation - The quantity of heat that is absorbed by a liquid as the liquid is changed
from a liquid into a vapor at a constant temperature.
Leak detector - The leak detector is a device that is used to locate leaks in the air conditioning system.
Liquid line - The liquid line is the line that connects the condenser coil, the dryer receiver, and the
expansion valve together in an expansion valve system. The liquid line is also the line that connects the
condenser coil and the orifice tube together in an orifice tube system.
Magnetic clutch - The magnetic clutch is a device which is used as a coupling between the pulley and
the compressor. The magnetic clutch turns the compressor on and off. An electr

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777D Off-Highway Truck AGC00001-UP (MACHINE) POWERED BY 3508B Engine(...

Fuel Filter (Primary)

(1) Torque for the nut ... 25 ± 6 N·m (18 ± 4 lb ft)

(2) 7S-9323 Spring

Length under test force ... 27.9 mm (1.10 inch)

2 #11, /"". 2 % 3 #9 91 /9 :" ""/"".

Fuel Filter Base - Spin-on Filter

1 #//, 0"". 1 % 2 #8 8/ 8 9" ""0"".

Fuel Pressure Regulator

(1) Fuel manifold adapter

(3) Valve plunger

(2) 9N-4053 Spring

Length under test force ... 28.5 mm (1.12 inch)

0 #11, /"". 0 % 2 #8 -" "/ 9" ""/"".

Fuel Transfer Pump

(4) Bypass valve

Minimum output ... 21 L/min (5.5 US gpm)

Minimum output is attained under the following conditions:

Pump pressure ... 415 kPa (60 psi)

Pump speed ... 2400 rpm

(1) Dimensions for terminal bushing

(2) Dimensions for drive shaft assembly

Diameter of the shaft ... 12.6875 ± 0.0125 mm (0.49951 ± 0.00049 inch)

(5) Dimensions for idler gear assembly

Diameter of the gear ... 29.801 ± 0.006 mm (1.1733 ± 0.0002 inch)

(6) 1W-4655 Relief Valve Spring

Free length ... 28.4 mm (1.12 inch)

3 #00, /"". 3 % 4 #1 -" #. :" ""/"".

Fuel Injector Mechanism

(2) 100-3878 Injector Spring

Length under test force ... 85.00 mm (3.346 inch)

(C) Dimensions for the unit injector lifter assembly

1 #00, /"". 1 % 2 #8 -" ,, 9" ""/"".

(1) Torque for the bolt ... 65 ± 7 N·m (48 ± 5 lb ft)

(A) Timing dimension ... 64.34 ± 0.20 mm (2.533 ± 0.008 inch)

(2) Valve assembly

Torque for valve assembly ... 165 ± 10 N·m (120 ± 7 lb ft)

3 #00, /"". 3 % 4 #2 -# "- :" ""/"".

(2) Right hand camshaft assembly

(D) Dimensions for the journal surface

Diameter of bearing journal ... 91.88 ± 0.02 mm (3.617 ± 0.001 inch)

(E) Specified camshaft lobe lift

Inlet lobe ... 12.7500 mm (0.50197 inch)

1. Measure camshaft lobe height (F) .

2. Measure base circle (G) .

1 #00, /"". 1 % 2 #8 -# // 9" ""/"".

Camshaft Bearing Position

For engines that have 20 cylinders, use all of the dimensions.

(A) ... 2740.0 ± 1.5 mm (107.87 ± 0.06 inch)

2 #00, /"". 2 % 3 #1 -# ,. 9" ""/"".

(1) Torque for the locknut ... 70 ± 15 N·m (50 ± 11 lb ft)

(2) Torque for the locknut ... 30 ± 4 N·m (22 ± 3 lb ft)

(4) Guide springs

(A) Rocker arm shaft

(B) Valve lash

Inlet ... 0.50 mm (0.020 inch)

(D) Valve lifter

(5) Torque for the locknut ... 70 ± 15 N·m (50 ± 11 lb ft)

(6) Guide springs

(E) Rocker arm shaft

(F) Valve lash

Inlet ... 0.50 mm (0.020 inch)

(G) Valve lifter

1 #22, /"". 1 % 3 #9 -# -0 :" ""/"".