LETCO 

Enterprises Presents:

Freightliner P‐3 Cascadia Overview 
and HVAC System Design
Cascadia P‐3 2007‐2018
 1
Cascadia Electronic Architecture
Cascadia Network Topology
 New Green Diagnostic Connector

• The new connector is backwards compatible with vehicles built

prior to model year 2016 that have a black pin receptacle.
• If the first generation USB-Link device is used a new adapter
cable with the green 9-pin connector must be used, and the
software driver must be version 9.3.1.0 or higher.

4
Vehicle Network Architecture Cascadia 2016 
Entertainment Driver Information Telematics & 3rd partiesFMS

Gauges ICU3/4Me 3rd Party 

Tablet Telematics

J1939 CTP ‐ FB
Plus VT
Radio

Backbone

DIAGNOSTICS‐CAN J1939 open
UDS CGW
J1939 CABIN‐CAN CGW
J1939‐CAN J1939‐CAN

SSR
CPC4
SAM CHAS
VRDU
VRDU2
PT‐CAN
ECAS Cummins
MCM
ECM

Assistance‐CAN
SAM CAB
MPC
SRS 3rd Party
ACM
TCM
RDF
MSF TPMS
ACC‐D TCM ABS

SWB
HVAC
FCU ACC-R
SAS
MQ‐Bus
switches HVAC
ACU PLC4Trucks
SAE J2497 ESP
SSL
HVAC
PCU
IPPC
LDWS
X 7
Trailer Trailer
ABS ABS

PT 3rd  Body &  Driver

Cabin Exterior parties Powertrain Hybrid Trailer Brake Assistance
Cabin CAN CGW03T

Department 6
500K CGW03

Department 7
250K CGW03

Department 8
 2
Power Distribution 07‐early 10
The Cascadia has two common  Power Train PDM

electrical blocks:
- +
MFJB (MEGA Fuse  + -
Starter
Junction Block)
Alternator

• Houses up to 5 fuses SAM cabin

-
• Provides cleaner power &  + +
-
higher voltage to cab and 
engine control systems than 
SAM chassis
the old method of attaching  Load Cut-off Switch

them to starter stud. +
MFJB
+ -
+
• ECU’ s supplied dedicated 
Trailer PDM (opt)
power / grounds
MGJB (Main Ground + -
Inverter (opt)
Junction Block)
• A junction for connecting  Battery + -
+ - -
grounds to the battery.
MGJB
 2
Power Distribution Components
Emergency Power Feed  Power Train PDM
Cascadia Specific Starter +
- IGN
relay
-
• Emergency power for  + SAM cab Emergency F6
Power Feed/LVD sense
F7
SAM Cab comes from 
the starter positive stud  ALT sense
-
SAM cabin

to the PTPDM fuse F7  + +
-
• SAM Cab uses power  Alternator

from F7 for LVD function 
SAM chassis
also Load Cut-off Switch

+
MFJB
+ -
• Alternator sense  +
• 2010 Fuse B in PNDB.
Trailer PDM (opt)

• 2010 Fuse D Alt Sense.  
+ -
Inverter (opt)

Battery + -
+ - -
MGJB
 Power Distribution Mid 2010‐15

– Power Distribution Modules (PDM) 
contained in SAM’s
– Additional  PowerTrain PDM 2007 
and Up. 
– Emergency power feed from 
starter stud to fuses F‐6 and F‐7 of 
PowerTrain PDM to feed SAM’s if 
Mega Fuse fails or open cut‐off 
switch.
– Auxiliary PDMs depending on 
options.
– (MFJB) MEGA Fuse Junction Block
– (MGJB) Main Ground Junction 
Block 
– Load Cut‐off Switch
 2
Emergency Power Symptoms
If the Mega fuse that feeds power to the SAM Cab fails:

Note:
The lights that are activated during emergency power failure may not be the same for all 
trucks because of hard ware, soft ware, and programmable parameters.
Load Disconnect Switch 07‐09
 Load Disconnect Switch Update
07‐09 MFJB and Power Net Distribution Box
Load Disconnect Switch Cab Load Disconnect Switch
 PNDB LED’s
Cab Load Disconnect Switch Power Net Distribution Box
 2
PNDB Troubleshooting
When the Cab Load Disconnect Switch (CLDS) is in the on position, an LED on the switch and another 
on the PNDB will be illuminated. If there is an error with the PNDB, the LED will flash at a ½ second 
rate. The PNDB will make a double flash if it was not able to switch on or off when commanded by the 
CLDS.
If any of the fuses are open, conventional troubleshooting methods need to be used. The LED’s in the 
PNDB and switch are not affected by open fuses or load circuits.

LED on Cab Load Disconnect Switch (CLDS) is Flashing

Step Test Procedure Test Result Action

The PNDB failed to switch itself on or off

Does the LED make a double
1 flash for 5 seconds when the
switch is first turned on or off?
Measure continuity on the
harness between the PNDB
2 and the CLDS. Are any of the
circuits open or shorted to
ground?
Yes when commanded by the switch. Replace a
defective PNDB
Inspect the connectors in the interconnect
harness between the PNDB and the cab load
disconnect switch (CLDS). If either was not
No
correctly seated or there is corrosion in the
connections, clean and reconnect.
Otherwise, continue with step 2.
Yes Repair the wiring fault as appropriate.
Substitute a good CLDS to check if this
No repair the problem. Otherwise replace the
PNDB.
 The Cascadia has Two SAM’s

SAM Cabin SAM Chassis
 Cascadia is a Module Driven Truck Using SAM’s: (Signal 
detection & Activation Modules)

SAM’s are similar to the Main PDM used 
on the Century/Columbia they contain:

• Circuit protection and relays

• The SAM Cab and SAM Chassis control 
the basic electrical devices on the truck, 
like the BHM and CHM on an M2

• Both contain ECU’s that control vehicle  SAM Cabin

electrical system

• ECU’s are connected by a data link

• Utilizes Inputs from Switches or Data

• Many Outputs are FET controlled

SAM Chassis
 SAM Cab  Module

• Signal Detection and Actuation 
Module
• SAM Cab Located under the Glove 
Box (similar to P‐2 Main PDM 
location)
• Houses fuses, relays and FETs
• SAM Cab controls most cab 
functions
• Communicates with other modules 
via CAN
 SAM Chassis Module

• SAM Chassis Located under 
the hood on the front 
bulkhead on the drivers side 
of cab.
• Houses  fuses, relays and 
FET’s
• SAM Chassis controls most 
chassis functions
• Communicates with other 
modules via CAN
• Is part of the Multiplexed 
electrical system
 SAM Tips:
Water or Corrosion in the Sam Cabin will 
causes:
• Starter to engage when the unit is 
running down the road.
• The Engine Fan will come on without 
request.
• The A/C Clutch will engage without 
Request.

Water in the SAM Chassis or loose 
Ground:
• Bunk Lighting and Switches go Crazy SAM CABIN

• Right rear Tail Lamp on all the time
• No Trailer Lights or Fuses for turn lights 
keep blowing.

SAM Chassis
Sam Chassis and PT PDM Issues: Missing 
Covers!
 1
MSF (Modular Switch Field) 

MSF Master (ECU) ‐ connected to the CAN Datalink through Starpoint connector
MSF Sub panels ‐ uses a proprietary sub‐bus Datalink
Hard wire input to MSF Master: Stalk switch, Rotary switch Steering wheel switches
 MSF Tips D

• If Cruise Control Drops Out, Reflash
• Dome Lights Stay On Unplug Connector D for two Minutes.
• Headlamps on all the time, Check Connector E for proper 
seating.
• Four‐Way Flasher Flashes 2X Reboot Module.
 Central Gateway Module (CGW) 

•
Central Gateway
Located under Doghouse
• Acts as a translator and router  SAE J1708
(9.6kbs)
between the Cabin CAN J1939 and 
J1708 Diagnostics CAN
(500kbps)
• Is the Interface between Service  SAE J1939-13
9-pin connector

Link and Cabin CAN ECU’s E
D
C

•
F A B

Available as a SGW (Simplified  G
H
J

Gateway Module) 2010 forward. Cabin CAN

SAE J1939

(125kbps)
 CGW Tips
No CAN present:
J1939 & J1708 present,
Truck not in Emergency Power,
Check Diagnostic Connector 
Pins H and J for 60 Ohms 
Resistance
Check Pins 18 and 23 on CGW
Check Fuse F20 in SAM Cab  (2 
AMP)
 Terminal Retention Issues At Central 
Gateway 2016
• Wire used for the data wiring is from New Gateway Modules have
supplier Champlin Cable, for both the 18 “1” resistor built inside for the
and 20 AWG. H1939 & J1939 Data links.
Only one EOL resistor is
• The insulation used on the wire is EXRAD needed.
150 FX, 20 mill wall thickness with Outer
Diameter between (1.88mm –2.08)

• The connector used at the Central Gateway

is a 23-13151-011 Micro Quadlock.

• The connector was designed to be used

with TXL style wire. The TXL has a max OD
on the insulation of 1.90mm, which mates
good with the connector.

• When DTNA changed over to OBD16 in

January, it was discovered that the new
wire has insulation that is at the max New Gateway Module
opening of the connector. A66-01045-002

• The 500k wire for H1939 is running around No Programing required

1.98 mm. which is slightly larger that of
the TXL.
 Terminal Retention Issues At Central 
•
Gateway 2016
The larger insulation diameter is
making it difficult for PKC to get the
terminal's to seat and lock into the
connector.

• Trucks have made it through the

plants process and validation testing
without seeing any issues or failures.

• Once trucks are in operation it is

possible to have a terminal that isn’t
locked into the connector shake loose
and have a weak connection or….now
you have it, but now you don’t
connection. (or no connection at all)

• This is leading to communication

errors and depending on vehicle
configuration cause no start or a
intermittent start issue.

• The SAM cabin wouldn’t get the

message that its ok to start from the
transmission because the Gateway
isn’t properly connected.
 Starpoint Connector

– Located under the dash 
on the dog house
– Connects the CAN ECU’s 
to the CAN Datalink
– Has a 60 Ohm resistor 
across data bus legs
 Starpoint Tip:
If the Starpoint Connection 
Malfunctions, all the Panel 
lights and the Front HVAC 
Controller will be flashing!

• Check each Legs for 60 Ohms 
Resistance.
CPC (Common Powertrain Controller) 
Detroit and MB Power only
 1
2010 Electronic Control Modules
ACM MCM2
1 2

CPC2+
1) Aftertreatment Control Module (ACM) 
2) Motor Control Module 2 (MCM2)            
3
3) Common Powertrain Controller 2+ 
Power Train Control Modules
EPA10 GHG14

CPC2+ CPC4

MCM2T MCM 2.1

ACM2T ACM 2.1

NA TCM01T
 Close but not the Same!
StarPoint: Black Connector SharePoint: Yellow Connector
DT‐12  12 Speed Automated 
Towing Precautions
Detroit Communications
•The ACM communicates with 
the MCM2 and CPC2+ via a 
dedicated CAN line

•Like DDEC VI modules it 
transmits data messages via 
the Unified Diagnostics 
Services protocol.  

•Electronic diagnostics is  done 
using the DDDL / DDRS / 
Drumroll family of 
tools/Diagnostic Link

•Programming the ACM follows 
procedures similar to MCM 
programming
P‐2 Wiring Harness
 Multiplexed Electrical System

o Electrical devices, lamps, gauges, switch 
outputs – controlled by an ECU
o Use data links to send multiple signals to 
ECUs at tremendous speeds
o System can both
– Perform tasks
– Monitor components
o The communication by Datalinks:
decreases total number of wires required. 
o By connecting switches to ECUs. The ECUs 
can then share switch information on the 
Datalink with other ECUs.
 Multiplexing Topology
Black = Hardwire

Blue = Cabin CAN

Purple = Sub Bus

LOW AIR AMBIENT

PRESSURE TEMP
SWITCH SENSOR

Orange = J1587
J15897/J1708
JUNCTION BLOCK

Red = DDC

Brown Diag CAN

D
E
C
F A B
J
G
H

TERMINATING Green = J1939 TERMINATING

RESISTOR 2 RESISTOR 1
How to Kill a Data Line! 
 Data Links – J1587/J1708

Data Links ‐ J1587/J1708
• Low speed – 9600 bps
• Twisted pair of wires
• Orange/Dark Green
• Connected to all ECUs that 
require this link (some 
through CGW)
• ECUs share data
• Engine transmits a good bit 
of data
• Typically runs dash gauges
 Datalink J1939 4
Terminating
Resistor #1
SAE J1939-13
9-pin connector
J1939 Data Link F
E
D

A
C
B

• High speed – 250K bps
J
G
H

• Twisted pair of wires
• Dark Green/Yellow
ENGINE
CONTROL
MODULE

(250kbps)
• Backbone architecture

J1939
PNEUMATIC
ABS
MODULE

• Terminating resistors
TRANSMISSION

• Cab 33 Code !
CONTROL
MODULE

INSTRUMENT
CLUSTER

HVAC CONTROL
SWITCHES · FRONT

HVAC CONTROL
SWITCHES · REAR

Terminating
Resistor #2
Datalink Cabin CAN
CAN (Controller Area Network)
► High speed – 125K bps
► Twisted pair of wires

Starpoint
► Light Blue/White
► Proprietary data link 
connecting
 SAM Cab
 SAM Chassis
 MFS Master
 CGW
► Above ECUs are connected 
at Starpoint connector that 
has 60 ohms of resistance 
► Can share information on 
both J1587/J1708 and 
J1939
► Connect to the CGW so the 
Cabin CAN ECUs can 
interface with ServiceLink
 Data Links Diagnostic CAN
Diagnostic CAN:
• 512k bps 
• Twisted pair of wires 
• Brown with a blue stripe and 
brown with a white strip 
• Connects to CGW  and goes 
to the Diagnostic connector 
• Note that this is a higher 
speed than the cabin CAN
• Point to Point Topology
Cascadia Clutch Request
29 HVAC DTC’s available through J1939 
Data Link
 Cascadia A/C System Components
• Sanden Compressor 2007‐09
• Denso Compressor 2010‐current
• Block TXV
• Receiver/Drier 
• Condenser/Evaporator
• Evaporator Temperature Sensor
• Constant Output Temperature Sensor
• Refrigerant Pressure Transducer
• Low Air Pressure Switch
• Ambient Air Temperature Sensor 2007 ‐09.
 Sanden SHD Compressor 07‐09

• Shipped with 10 Ounces SP‐
20 PAG Oil.

• Thermal fuse built into Field 
Coil for Belt Protection
 Denso Compressor 2010 Forward
Shipped with 4.4 Ounces of ND‐
8 PAG Oil
Mini Stat‐O‐Seals: 14‐16 Ft Lbs.
Red Label: DD engines
Blue Label: Cummins ISX

Thermal Sensor in Series with 
Clutch Power  for Belt 
Protection.
Cascadia Component Details
Block TXV TXV and Evaporator

3 oz. Oil
Cascadia Component Details

Condenser Use Temperature Testing to Find Problems

1 oz. Oil
Normal Temperature Drop 20-50 Degrees F
Cascadia Component Details
Receiver Drier
Lines and Fittings

Torque to 14-16 Ft Lbs.

1 oz. Oil per line

3 oz. Oil
Refrigerant Oil for Replacement 
Components Summary
 Refrigerant Charge 
Typical Charge:
Cab Cab: 3.00 lbs.
Sleeper: 4.12 lbs.
Refer to Label on Unit or 
use ServicePro for exact 
amount.
Confirm with Temperature 
Drop Test.
 Cascadia HVAC Module Details

Valeo ‐ blend air
Direct drive actuators (No external drive gears)
Barrel doors instead of Flapper design
Same blower motor used for the Front box and Bunk
 Cascadia Temperature and Air Delivery 
Controls
• Control Head
• 4 Electric Stepper Motors
• 4 Doors: Defrost, Floor, Blend, and Recirculation
• 2 Temperature Sensors: Evaporator and Duct 
• Recirculation Filter
• Fresh Air Filter (outside of Front wall)
• Brushless Blower Motor
 Front Control Unit (FCU) 
Front Control Unit (FCU) – ECU 
for front HVAC system
FCU communicates with other 
ECUs on J1939.
FCU controls the four stepper 
motors.
Day Cab
FCU determines when the A/C 
compressor should operate and 
sends request to SAM CAB
FCU can remotely control the 
bunk HVAC unit (bunk over‐
ride).

SLEEPER CAB
 Recirculation Mode

20 minute time out Must push to return to Recirculation

Front Control Panel Layout
 Stepper Motors
Same Motor All Locations

Must Calibrate If Disconnected or Replaced

Actuator Motor DTC
 Stepper Motor Recalibration

• Ignition On/ Engine Off
• Blower mode to Off (CCW)
• Temperature mode  to Full Heat (CW)
• Mode selector to Face (CCW)
• Press A/C and Recirc together until LED’s begin to flash.
• Recalibration complete when the LED’s stop flashing.
Temperature Sensors

Evaporator
COTC
 Sensor Detail
COTC Sensor Evaporator Sensor

One Step Two Steps

 Sensor Bench Test

Evaporator @ 32 F: COTC @ 32 F:
8910‐9090 Ohms   31254‐34046 Ohms
 Cabin Filters
Recirculation Filter Cabin Filter
 Brushless Blower Motor 
Same Motor in M2 Permanent Magnets (6)

Cage

Brushless Motor ‐ Coils
Cascadia Compressor Clutch  Operation
 Air Pressure 
Reads Off Primary Air Tank
N.O. Switch in Series with
Secondary Tank Switch
Chopped signal from SAM
Cab Connector-Pin X13-10 to
X13-11.
 Ambient Temperature Sensor
Bumper Mounted Sensor Driver Side Mirror 2014 Up
Ambient Temperature DTC
 ACP

Air Conditioning Pressure 
Transducer:
Schrader Mounted
.05 volts to 4.8 Volts normal 
operating range.
Open circuit = No clutch and Full 
time engine fan.
Pressure Transducer DTC
HVAC ServiceLink Template
 No Clutch Engagement Tips:
ACP Connection backed out
Connecter C‐22, Pin 1 
broken wire at terminal
Clutch Ground wire on mag 
switch connection at 
starter
 Auxiliary Control Unit (ACU)
• ACU communicates over the 
J1939 with other ECUs.
• The auxiliary control unit 
(ACU) – ECU for bunk HVAC 
system.
• ACU controls the stepper 
motor in the bunk HVAC to 
operate a temperature mix 
door.
• ACU controls the bunk unit 
blower motor.
• ACU can remotely control the 
front HVAC when the parking 
brake is set.
 J1939 Data Line Missing

Condensation from duct dripping into Sub Control Panel

HVAC Auxiliary Unit
Rear Control Panel Layout
Cascadia ParkSmart Auxiliary HVAC System
Introduction
275 AMP Alternator

Pre-2011 Box
Battery Separator Switch

Heater

4 Additional Batteries
 ParkSmart
• The temperature control knob has 21 
positions, each of which correspond to 
a desired cabin temperature between 
60 and 85 degrees F.
• A sensor in the climate control panel 
monitors the cabin temperature.
• Dependent upon cabin temp and 
desired temp, the controller will either 
turn on  the auxiliary A/C system or the 
fuel‐operated coolant heater.
• The fan speed is manually selected; 0 is 
off, and 8 is maximum.
• The blower must be on a position 
other than “off” for the system to 
operate.
Unit Location
 1

Relay/Fuse Panel

(Relocated to side of
unit mid-summer
2011)

Actuator

Heater Core Access

 ParkSmart System Operation

• Important Note: The system is designed to maintain a desired cabin temperature for a given period of 
time which depends heavily on ambient outside temperature and solar load.
• The unit does not have the capacity to raise or lower the cabin temperature significantly.
• The vehicle should be brought to desired temperature with the engine driven HVAC system prior to 
shutting down and entering parked mode.
To operate the ParkSmart unit in engine running mode simply select the desired temperature and blower 
speed.
For parked‐mode operation, set the desired temperature and a blower speed other than zero then push the 
Park button. The LED on the Park button will then illuminate and the unit will start running. 
External Components
Internal Components
 ParkSmart Revision ‐ Rev5
Revision 5 July 2011 

The condenser was relocated from under

the cab to the back of the sleeper in order
to improve airflow to the condenser and
get it away from the radiant heat of the
pavement.

This change required hoses and

connections for manufacturing and has a
single service port on the high side line.

R134a Charge: 2.00 LBS. POE Oil Required!

 ParkSmart Revision ‐ Rev5

Electronics Moved in to 
Storage Bin
 ParkSmart Revision ‐ Rev5
ESPAR heater fuel pump and 
filter relocated to fuel tank

Auxiliary PNDB with Optimized 
Idle System, No Battery 
Separator
 Cascadia

Some Additional Tips
 2
Wiring Diagram Notes
Wiring Diagram Types:
A = Assembly
D = Installation
G = Subsystem
L = Layout
06 = Electrical
12 = Air System
24 Volts vs AGM Batteries!
GHG2014 Change
DiagnosticLink is here
RUN SMART!
Thank You for Your Attention!

Larry can be reached at:
LTURAY1974@aol.com
 P2 Century/Columbia Class
• HVAC Controls
 Century Class Inputs, Outputs, and Control 
Inputs Control Outputs
_ Aux HVAC Data Link +
Duct Door
Sensor Actuators

Blower Speed Mode Temp Mode

Recirc/Fresh
Temp

Bunk
over ride
RECRIC A/C
Evaporator
Sensor Thermistor
Blower Motor
Variable voltage
A/C Clutch signal
Binary Switch
 Century Class Cab Blend Air Unit
Recirc. Actuator

Mode Actuator

Temperature Actuator

Heater Core Cover

Evaporator Core Cover

Recirc. Air Inlet (Filter not shown)

 Century Class Cab Blend Air
(front wall view) Face Louver Outlet
Evaporator Tubes

SWD Outlet
Outside Air Inlet

Defrost Outlet

Floor Outlet

Heater hose
Connections

Drain Tube

Expansion Valve
Cabin Filter P‐2
 Century Class Clutch Control

ECU monitored
controls temp 37 – 44 degrees
A/C clutch on @ 44 degree or higher
to get FCU to request A/C clutch on.

Evaporator Sensor
 Century Class CDTC Sensor

ECU monitored to control
temperature by moving blend 
air door

Constant Discharge Temperature Control Sensor

P‐2 Switches
P‐2 Blower Motor
Century Blower Motor runs, No A/C Clutch
P‐2 Template
 P2 Recalibration

• Key On,  Engine Off
• Blower: Off
• Mode: Defrost
• Temp: Full Heat
• Press: Recir and A/C together, hold until LED’s start to Blink
• Blower runs on high speed, mode doors will cycle, Recir door opens and closes
• Process complete when LED’s turn off.
Refrigerant and Oil Specs
No A/C Clutch
TSB
M‐2
DD‐5
DD‐5
DD‐5
M‐2
M‐2
M‐2
M‐2
M‐2