SM ADT Large+Truck Mk+7.2 Rev A

ARTICULATED DUMP TRUCK
(LARGE ADT) MK 7.2

SERVICE MANUAL
Document Part Number 872359 Rev A
THIS MANUAL IS APPLICABLE TO -
B35D 6X6 ADT
B40D 6X6 ADT
B40D 6X4 ADT Supertruck
B45D 6X6 ADT
B50D 6X6 ADT
Issue: January 2013 Rev A
IMPORTANT: Due to BELL EQUIPMENT’S policy of con-

tinuous product improvement, the information contained in this
manual was correct up to the time of printing (Revised date of
manual). Any changes after this date will only be included in
the next update of this manual. The illustrations in this manual
are pictorial and not necessarily true representations of com-
ponents. Photographs and illustrations may show optional
equipment.
Technical Services: Documentation Unit

Bell Equipment Company (Pty) Ltd
Richards Bay
SERVICE MANUAL MK 7.2 B35D-B50D
The table below is a record of amendments made to this manual after the revision 1 publication date.
AMENDMENT RECORD SHEET
AUTHORISATION AMENDMENTS AMENDED

AND DATE PAGES
2 Doc. No. 872359 : Rev A

B35D-B50D SERVICE MANUAL MK 7.2
TO THE SERVICE PERSONNEL

‹ WARNING
Do not operate the machine unless you have read the Operator’s Manual and fully understand
how to operate the machine properly.
This manual is written for an experienced technician and are on-the-job guides containing only the vital infor-
mation needed for diagnosis, analysis, testing and repair. Essential tools required in performing certain
service works are identified and in this manual and are recommended for use.
‹ WARNING
Maintenance shall only be carried out by suitably skilled personnel, using instruction in
accordance with EN 292:1992:A1.7.4.B
The safe operation of your BELL EQUIPMENT machine is very important to prevent any personal injury and/
or damage. This manual must be read and fully understood before carrying out any tests on your BELL
EQUIPMENT machine.
Right and left hand sides are determined by facing in the direction of forward travel.
This manual is divided into chapters. The information contained in the manual is in logical sequence, with the
instructions written in step by step format.
Effective maintenance on your BELL EQUIPMENT machine is achieved when personnel fully understand
the information contained in this manual.
Every effort has been made to ensure that the information contained in this manual was correct at the time of
publication. BELL EQUIPMENT Co. has a policy of continuous product development, improvement, and de-
sign. BELL EQUIPMENT Co. reserves the right to change, amend and update the design of its product at
any time without prior notice. With this policy, changes may have occurred that are not included in this
manual.
SAFETY SYMBOL
The following safety symbol is used for all safety messages. When you see the safety symbol, follow the
safety message to avoid personal injury or death.
WARNINGS and CAUTIONS must be read, fully understood and followed, before carrying out the action or
maintenance procedure concerned.
WARNINGS and CAUTIONS are always placed before any action or maintenance procedure where per-
sonal injury and/or damage to the machine could occur if that action, test or maintenance procedure is not
carried out correctly.
‹
WARNING AND CAUTION SYMBOL
Throughout this manual the word WARNING is used to alert the operator and others of the risk of personal
injury during the operation of the equipment. CAUTION indicates the possible damage to the machine.
NOTE highlights information of special interest.
Doc. No. 872359 : Rev A 3

INTRODUCTION
‹ WARNING
All specifications in this manual apply to a standard machine as supplied by the factory and any
modifications done to the machine such as greedy boards, etc. will result in different
specifications and we as OEM cannot take responsibility for this.
Read this manual carefully for it has been produced to assist you in the correct operation, maintenance and
care of your BELL EQUIPMENT machine. Failure to do so could result in personnel injury or equipment
damage.
Circuit diagrams are as per ISO 1219-1.and ISO 1219-2.
Right and left hand sides are determined by facing in the direction of forward travel.
Warranty is provided as part of BELL EQUIPMENT’S support program for customers who operate and
maintain their equipment as described in this manual. The warranty is explained on the warranty certificate
which you should have received from your dealer.
Should the equipment be abused, or modified to change its performance beyond the original factory specifi-
cations, the warranty will become void and field improvements may be denied.
This manual is divided into chapters. The information contained in the manual is in logical sequence, with the
instructions written in step by step format.
Effective maintenance on your BELL EQUIPMENT machine is achieved when personnel fully understand
the information contained in this manual.
Every effort has been made to ensure that the information contained in this manual was correct at the time of
publication. BELL EQUIPMENT Co. has a policy of continuous product development, improvement, and de-
sign. BELL EQUIPMENT Co. reserves the right to change, amend and update the design of its product at
any time without prior notice. With this policy, changes may have occurred that are not included in this man-
ual.
Whilst every endeavour has been made to provide accurate and reliable information, BELL EQUIPMENT
Co. specifically disclaims any actual or implied warranty and under no circumstances shall be liable for any
loss, damage or injury to person or property suffered, whether direct, indirect or consequential, arising from
the use of this manual. In particular and without detracting from above, the disclaimer also applies in the
event of any specification, warning, or representation contained in this manual being inadequate,
inaccurate, or unintentionally misleading.
The user is urged to strictly comply with the instructions and warnings that are given in the interests of gen-
eral safety. Please do not hesitate to contact your BELL EQUIPMENT Product Support Representative
whenever you have a query on your BELL EQUIPMENT product or this manual.
See SERVICE Manual for address list.
4 Doc. No. 872359 : Rev A

EC Declaration of Conformity
Doc. No. 872359 : Rev A 5

SERVICE MANUAL MK VI B35D-B50D
NOTES
6 Doc. No. 872359 : Rev A

TABLE OF CONTENTS
SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Material Safety Data Sheet (MSDS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Roll Over Protective Structure (ROPS) and Falling Objects Protective Structure (FOPS) . . . . . . . . 16
Loosening or Removal Of ROPS and FOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Noise Emission Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operator Qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Safety Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
General Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
SAFETY DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
TYRE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Tyres and Rims. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Tyre Pressures - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Tyre Pressures - Inflation Pressure, Hot vs. Cold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Recommended Operator Position During Tyre Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
CHAPTER 1. OPERATIONAL CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . 51

Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Ignition Button Pressed ONCE, Engine OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Ignition Button Pressed (Second Stage), Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Engine Stop Button Pressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
CHAPTER 2. ENGINE (Tier 2 & 3 Shown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

Engine Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
SCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
The Metering device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Diagnose Engine Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Valve Clearance Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Exhaust Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Cylinder Compression Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Fuel Pump Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Oil Pump Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
SCR Pump Module Accumulator Test & Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Doc. No. 872359 : Rev A 7

CHAPTER 3. ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Electrical Schematic Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Electrical Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Earth Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Fuse and Relay Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
SSM Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
CCU2 J1 Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
OEU J1 Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
ADM-Mercedes ECU Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
MR-Engine ECU Inputs and Outputs(Tier 2/3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
MR-Engine ECU Inputs and Outputs (Tier 3b). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Allison TCU Inputs & Outputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Memory Module Inputs & Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Multiple Wire Colours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Wire Colour. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
CHAPTER 3a. Fault Codes & MDU Fault Display . . . . . . . . . . . . . . . . . . . . . . . . . . 167

Engine Fault Codes (ADM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Engine Fault Codes (PLD-MR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
CCU, MDU & OEU Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
MDU3 Menu Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Default Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Accessing Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Specifications and Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
On Board Weighing (OBW) Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
CHAPTER 4. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Planetary Gears Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Transmission Cross Sectional Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Power Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Functional Description Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
8 Doc. No. 872359 : Rev A

Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
Autodetect Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Hydraulic Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Neutral to Drive Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
1st Range Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
1st Range to 2nd Range Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Torque Converter And Lube Pressure Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Exhaust Backfill Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Definitions And Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Oil Level Sensor (OLS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
Diagnostic Code Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
Identification of Potential Circuit Problems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
CHAPTER 5. PNEUMATIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

Pneumatic System Schematic (B35/40D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Pneumatic System Schematic (B45/50D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
Pneumatic System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
Adjustments and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
Pneumatic System Main Pressure Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
Park Brake Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
Park Brake Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
Grammar Seat Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
CHAPTER 6. HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

Hydraulic System Circuit Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
Hydraulic Schematic B35D and B40D Wet Disc Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
Hydraulic Schematic B35D and B40D Wet Disc Brake with Adaptive Suspension . . . . . . . . . . . . . 291
Hydraulic Schematic B35D Dry Disc Brake with Adaptive Suspension . . . . . . . . . . . . . . . . . . . . . . 292
Hydraulic Schematic B45D & B50D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
Hydraulic System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
Main Hydraulic Pump B35D/B40D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
Main Hydraulic Pump Control Valve B35/B40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
Main Hydraulic Pump B45D/B50D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
Main Hydraulic Pump Control Valve B45D/B50D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Steering Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
Secondary Steering Pump Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
Manifold Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Service Brake System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
Steering And Secondary Steering System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
Fan Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
Bin Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
Doc. No. 872359 : Rev A 9

Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
Tests and Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Digital Thermometer Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Digital Analogue Pressure / Temperature Analyser Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Hydraulic Oil Cleanup Procedure Using Portable Filter Caddy . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Hydraulic System Warm-Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Setting Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Activate the Hydraulic Pressure Setup Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Calibrate the Bin Position Sensors: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
Set the Emergency Steering Pump Pressures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
Set the Emergency Steering Pump Residual Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
Set the Emergency Steering Pump Compensating Pressure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
Set the Main Pump Residual Pressures B35/B40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
Set the Main Pump Residual Pressures B45/B50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
Set the Main Pump Compensating Pressure B35/B40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
Set the Main Pump Compensating Pressure B45/B50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Set the Steering Pressure B35/B40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
Set the Steering Pressure B45/B50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Set the Brake Circuit Pressures: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Accumulator Charge Pressure Check and Re-charge Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 339
Set the Bin Tip Pilot Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
Set the Bin Up Pressure Limiting Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
Set the Fan Drive Pressures B35/B40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
Set the Fan Drive Pressures B45/B50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Suspension Calibration Procedure B45/B50D Only. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
Calibrate the Articulation Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
Calibrate the Height Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
Cycle Time Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
CHAPTER 7. HEATING, VENTILATION AND AIR CONDITIONING . . . . . . . . . . . . 347

Air Conditioning System Cycle Of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
Heater Core Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349
HVAC Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
Operational Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
R134A Air Conditioning System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
Air Freeze Control Switch Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
Air Compressor Clutch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
Air High/Low Pressure Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
Air Expansion Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
Expansion Valve Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
Refrigerant Leak Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
10 Doc. No. 872359 : Rev A

CHAPTER 8. SERVICE SCHEDULES & LUBRICATION CHART . . . . . . . . . . . . . . 363

Hydraulic System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
De-pressurising the Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
Service Schedules - Pg 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
Service Schedules - Pg 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
CHAPTER 9. 150 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . . 375

Service Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Change Engine Oil And Replace Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Lower And Raise The Belly Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Replace Primary Fuel Filter (Water Separator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
Replace Secondary Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Replace Fuel Depth Filter B50D Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
CHAPTER 10. 500 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . 381

Change Engine Oil And Replace Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Check Engine Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Drain the Primary Fuel Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Check The Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Replace Fuel Tank Breather Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
Replace Both Fan Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
Check Tyre Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
Tilt and Lower the Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
Check Transmission Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
Check Park Brake Pad Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Check Service Brake Pad Wear (Dry Brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
Check Transfer Case Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
Check Front Axle Suspension Struts B35D & B40D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
Check Bin Shock Pad Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
General Check Drive Line & Suspension Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
Inspect, Clean And Replace Cab Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
Check Electrical Connectors, Harnesses And Looms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Check Work Lights, Reverse Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Record & Delete Fault Codes On MDU Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Check Operator Controls And Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Check The Air Conditioner Receiver Air Drier Site Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Grease All Lubrication Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Check Grease Level Of Auto Greasing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
Check Hydraulic Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391
Replace Hydraulic Reservoir Breather B50D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
Clean Hydraulic/Transmission Cooler Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
Replace Hydraulic Reservoir Breather B35D & B40D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
Doc. No. 872359 : Rev A 11

Clean Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
CHAPTER 11. 1 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 395

Adjust Engine Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Replace Fuel Depth Filter (B50D Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Replace Primary Fuel Filter (Water Separator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Replace Secondary Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Replace Fuel Tank Breather Filter (B50D Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Change Primary Air Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Check Coolant Conditioner In Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
Check The Fan Belt Condition B35D & B40D Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
Clean Crankcase Breather Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
Drain Transmission Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
Replace Transmission Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
Change The Transfer Case Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
Replace Hydraulic Reservoir Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
Check Condition Of All Drive Shafts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399
Check Axle Oil Level (Bell Brakes Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399
Check Final Drive Oil Levels (Bell Brakes Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399

Change the Secondary Air Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
Change Transfer Case Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
Change Axle Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
Change Final Drive Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
Check Service Brake Disc Thickness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Check Transfer Case Breather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Check Transmission Breather and Axle Breathers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Replace Transmission Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
Replace Wet Disc Brake Cooler Oil And Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Replace Wet Disc Brake Cooling Oil Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Check Wet Disc Brake Cooling Oil Reservoir (If Applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
Replace Pneumatic System Drier Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
Change Axle Oil (Bell Wet Brakes). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407

Change Jockey Pulley Bearing (Tensioner Pulley) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Change The Air Conditioner Pulley Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Change All Axle Driveline Cross and Rollers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Replace Suction Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
12 Doc. No. 872359 : Rev A


Replace Fan Belt B35D & B40D Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
Change Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
Change Pneumatic Block Breather Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
CHAPTER 15. AS REQUIRED SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
Check the Engine Compartment Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
Clean/Replace Primer Pump Fuel Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
Change Engine Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
Clean Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
Check for Oil and Fuel Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
Clean the Air Cleaner Pre-cleaner Bowls B35D & B40D Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
Clean Air Conditioning Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
Grease Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
Check And Clean All Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
Hydraulic Oil Cleanliness Sampling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
CHAPTER 16. MISCELLANEOUS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . 417

Inspect Serpentine Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
Change Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
Using Battery Charger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
Replace Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418
Replace Front Turn Signal Bulb, Headlight Bulb and Front Park Light Bulb . . . . . . . . . . . . . . . . . . 418
Adjust Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
Maintenance of Automatic Grease System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
CHAPTER 17. STORAGE AND PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . 423

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
Category 1 - Laid up for up to 12 months. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
Category 2 - Laid up for 12 to 36 months. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
Category 3- Laid up for up more than 36 months. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
CHAPTER 18. TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
Doc. No. 872359 : Rev A 13

NOTES
14 Doc. No. 872359 : Rev A

B35D - B50D SERVICE MANUAL MK 7.2
SAFETY
Specification
These machines comply with the relevant Regulatory and Statutory Requirements.
Safety Features
3 2 1 14 16 15 12 11
6 7 8 13 9 10
50D1000CV
B50D shown below.

1. ROPS/FOPS Cab Protection. 7. Articulation locking Bar (On Left Hand
The Roll Over Protective Structure has been Side Of The Machine).
certified to meet specified test requirements 8. Secondary Steering.
according to ISO 3471. The Falling Objects
Structure has been certified to meet Ground driven, continuously in operation.
specified test requirements according to Secondary steering indicator light will light
ISO 3449. when activated.
2. Cab with Heater/Defroster. 9. Horn.

The ventilation system circulates both 10. Halogen Lights and Turn Signals.
outside and inside air through filters for a
clean working environment. Built in defroster 11. Engine Fan Guard.
vents direct air flow for effective window 12. Bypass Start Protection.
de-fogging/de-icing.
13. Exhaust Brake and Transmission
3. Dump Body Service Lock (Bin Pole). Retarder (If Equipped).
4. Stop/Back lights. Highly visible lights. 14. Seat Belt Retractors.
5. Backup Alarm. 15. Mirrors.
6. Independent Parking Brake. 16. Large Windshield Wiper With Washer.
Doc. No. 872359 : Rev A 15

SERVICE MANUAL MK 7.2 B35D - B50D
Material Safety Data Sheet (MSDS)

The Federal Occupational, Safety and Health Administration (OSHA) Standard 29 CFR 1910.1200 and in
some cases, State and Local Right-to-Know laws, may require that specific MSDS be available to the em-
ployees prior to operating this equipment. This may include information on substances contained in this
equipment such as antifreeze, engine oil, battery acid, hydraulic fluid and Freon (if equipped with an air
conditioner).
To ensure a prompt response, please be sure to include your return address and ZIP (postal) code, along
with the model, serial number and/or VIN number of your machine.
Unauthorised Modifications of Roll Over Protective Structure (ROPS)

and Falling Objects Protective Structure (FOPS)
Do not make unauthorised modifications or alterations to the ROPS and FOPS such as: welding on extin-
guisher brackets, CB aerial brackets, fire suppression systems etc. Unauthorised modifications will affect
the structural limits of the ROPS and FOPS and will void the certification (and increase the risk of an adverse
safety incident.)
The Roll Over Protective Structure has been certified to meet specified test requirements according to ISO
3471. The Falling Objects Protective Structure has been certified to meet specified test requirements ac-
cording to ISO 3449, Level II.
Any planned modification or change must be reviewed in advance by the BELL EQUIPMENT Engineering
Department to determine if the modification or change can be made within the limits of the certifying tests. It
is important that each person in your organisation, including management, be made fully aware of these
rules involving ROPS and FOPS. Whenever anyone sees unauthorised modifications or changes to a ma-
chine’s ROPS or FOPS both the customer and manufacturer must be notified in writing. The protection
offered by ROPS or FOPS will be impaired if they are subjected to structural damage, is involved in an over-
turn incident, or is altered in any way and as such ROPS or FOPS must be replaced, not reused.
Loosening or Removal Of ROPS and FOPS

Make sure that all parts are installed correctly if the ROPS or FOPS is loosened or removed for any reason.
Once the mounting bolt and nut assembly has been removed or loosened it must be replaced with new parts
as specified in the parts manual. Tighten the mounting bolts to the correct torque specification as specified in
the parts manual. Failure to comply could compromise product safety and increase the risk to safety.
‹ WARNING
A damaged ROPS or FOPS must be replaced, not reused.
Noise Emission Levels

The sound pressure was tested according to ISO 6394 and the sound power was tested according to ISO
6393.
Operator Qualifications Safety Regulations

Operators must have been qualified by supervised Every country (State) has its own safety regula-
training and instruction before operating the ma- tions. It is the obligation of the operator to know
chine. and follow these. This also applies to local regula-
tions covering different types of work. Should the
Qualified drivers must familiarise themselves with recommendations in this manual deviate from
the job site and surroundings before operating the those of your country, your local safety regulations
machine. Test all controls and machine functions should be followed.
in an open area before starting work.
16 Doc. No. 872359 : Rev A

General Safety Maintain a three-point contact when climbing

on/off the machine or moving around on the ma-
chine exterior. (The three-point contact is both
Be sure all operators of this machine understand
hands and a foot or both feet and a hand).
every safety message. Replace operator’s manual
and safety decals immediately if missing or Never get on or off a moving machine.
damaged.
Never jump off the machine.
Accidents and injuries must be reported immedi-
ately. Site management must also be informed of Use a hand line to pull equipment up onto the plat-
any “narrow escapes” and areas and situations form, do not climb on or off the machine carrying
which may present an accident risk. tools or supplies.
If possible, after an accident, the machine must be Use extra care when mud, snow, or moisture pres-
left in position. ent slippery conditions.
Do not do anything to the machine that may ham- Keep steps clean and free of grease, oil and for-
per an investigation into the accident. eign objects.
Follow the instructions given by site management Never use machine controls as hand-holds.
and familiarise yourself with the job site and your
surroundings before operating the machine. Avoid Work Site Hazards
Know and observe all safety rules that may apply
to your work situation and your job site.
Never drive the machine with the doors open.
Keep bystanders away from the machine and in

sight at all times. Use barricades or a person nomi-
nated as the spotter to keep vehicles and
pedestrians away.
Use the spotter if moving the machine in con-

gested or restricted vision areas. Always keep the
spotter in sight and co-ordinate hand signals be-
fore starting the machine.
Lower bin during work interruptions, apply park

brake and be careful not to accidentally actuate
controls when co-workers are present.
GD0014CFM
Keep bystanders away from a raised bin.

Avoid Overhead Power Lines
Mounting And Dismounting The
Machine Never move any part of the machine within 3 m (10
ft) plus twice the line insulator length, as serious in-
jury or death may result.
Operate Only On Solid Footing
Operate only on solid footing with strength suffi-

cient to support machine. Be alert working near
embankments, excavations and with bin raised.
Avoid working on surfaces that could collapse
under machine.
Always use the handrails and steps provided to get
on and off the machine. Use both hands and al-
ways face the machine.
Doc. No. 872359 : Rev A 17

Use caution when backing up to berms before Inspect and have your extinguisher serviced as
dumping load. recommended on its instruction plate. When an
extinguisher is discharged, no matter for how long,
Avoid operating near structures or objects that it must be re-charged. Keep record of inspections
could fall onto the machine. Clear away debris that on the tag supplied with the extinguisher.
could move unexpectedly if run over.
Keep emergency numbers for doctors, ambulance
service, hospital and fire department near your
telephone.
GD0015CFM
Keep Riders Off the Machine
Do not allow unauthorised personnel on the ma- GD0016CFM - Ribless
chine.
Riders may fall from the machine, be caught in

Avoid Reversing Accidents
moving parts or be struck by objects. Riders will
also impair the operator’s view and his control of
Before moving the machine ensure that no person
the machine.
is in the path of the machine. Where conditions
The purpose of the trainer seat is for training of op- permit, raise bin for better visibility to the rear. Use
erators only and not for transporting people. mirrors to assist in checking all round machine.
Keep windows, mirrors and backup alarm clean

and in good condition. Ensure that the mirrors are
correctly adjusted.
Use a spotter when reversing if view is obstructed

and/or in close quarters. Keep spotter in view at all
times. Use prearranged hand signals to communi-
cate.
Prepare for Emergencies
Keep a first aid kit and fire extinguishers handy and

know how to use them.
18 Doc. No. 872359 : Rev A

Handle Chemical Products And Handle fuel with care, as it is highly flammable. Do
Flammable Fluids Safety not smoke or go near an open flame or sparks
while refuelling. Always stop the engine before re-
fuelling the machine and fill the fuel tank outdoors.
Keep all fuels and lubricants in properly marked

containers and away from all unauthorised per-
sons. Do not smoke in the storage areas.
Store oily rags and other flammable material in a

protective container, in a safe place, away from fire
hazards. Never store oily rags or flammable mate-
rials inside a machine compartment.
Do not weld or flame cut pipes or tubes that have

contained flammable fluids. Clean them thor-
oughly with nonflammable solvent before welding
or flame cutting them.
Starting fluid is highly flammable. Keep all sparks

and flames away when using it. To prevent acci-
Exposure to hazardous chemicals can cause seri- dental discharge when storing the pressurised
ous injury. Under certain conditions, lubricants, can, keep the cap on the can and store it in a cool
coolants, paints and adhesives used with this ma- protected place. Do not burn or puncture a starting
chine may be hazardous. fluid container.
Clean the Machine Regularly
Wait until the engine has cooled before removing

trash from areas such as the engine, radiator, bat-
teries, hydraulic lines, fuel tank and operators cab.
Remove any grease, oil or debris build-up. Keep
the machine, especially the walkways and steps,
free of foreign material, such as debris, oil, tools
and other items which are not part of the machine.
Ensure that service personnel replace hydraulic

hoses immediately if they show signs of leaking .
Clean up any oil spills. Regularly examine electri-
cal wiring and connectors for damage.
Keep a fire extinguisher available, on or near the

machine and know how to use it properly.
If uncertain about safe handling or use of these The build-up of combustible material on and
chemical products, contact your authorised dealer around high heat areas must be removed on a reg-
for a Material Safety Data Sheet (MSDS). The ular basis and the machine cleaned to prevent
MSDS describes physical and health hazards, build-up and ignition of material. Critical areas are
safe use procedures and emergency response the areas around the exhaust, turbo charger, be-
techniques for chemical substances. Follow tween the cab and the transmission
MSDS recommendations to handle chemical prod- cooler/exhaust silencer and the area on top of the
ucts safely. horizontal heat shield leading into the silencer heat
shield. It may require that from time to time the heat
Refer to Health and Safety Information on Lu- shields have to be removed by service personnel
bricants and Fluids at the end of this section for to clean this areas properly.
further information.
Doc. No. 872359 : Rev A 19

Prevent Battery Explosions and Acid

Burns
GD0013CFM
Wear Protective Equipment
Wear a hard hat, protective glasses and other pro-

tective equipment as required by the job
conditions. Do not wear loose clothing or jewellery
that can catch on controls or other parts of the
The standard battery supplied with the machine is machine.
a sealed type that does not need maintenance. When you drive connecting pins in or out, guard
Keep sparks and flames away from the batteries. against injury from flying pieces of debris by wear-
ing goggles or protective glasses.
Keep batteries clean and check that all cables are
properly secured. Prolonged exposure to loud noise can cause im-
pairment or loss of hearing. Wear a suitable
If a non-sealed battery is subsequently installed, hearing protective device such as earmuffs or ear-
keep sparks and flames away from the batteries. plugs.
Use a flashlight to check the battery electrolyte
level. Use a voltmeter to check battery charge. Wear gloves when handling wire rope cable.
Never place a metal object across the posts. Always wear protective goggles or safety glasses
Always remove the grounded (Negative -) battery and other protective equipment before striking
clamp first and replace it last. hardened parts.
Do not smoke in areas where batteries are being Hammering hardened metal parts such as pins
charged. and bucket teeth may dislodge chips at high veloc-
ity. Use a soft hammer or a brass bar between
Do not attempt to charge a frozen battery. If the hammer and object to prevent chipping.
battery temperature is below 16°C (60°F) there is a
danger it may explode while charging. Use the Seat Belt
Sulphuric acid in battery electrolyte is poisonous
and is strong enough to burn skin, eat holes in
clothing and cause blindness if splashed into the
eyes.
Avoid the hazard by:
• Filling the batteries in a well ventilated area.

• Wearing eye protection and rubber gloves.
• Avoid breathing fumes when electrolyte is
added.
• Avoid spilling or dripping electrolyte.
Use a seat belt at all times to minimise the chance
of injury in an accident.
20 Doc. No. 872359 : Rev A

The seat belt must not be altered or modified in any Replacing Hoses
way. Such changes can render the belt ineffective
and unsafe. Damaged hoses and fittings should be replaced
and not repaired.
The seat belt is designed and intended for the
seat’s occupant to be of adult build and for one oc- Replacing of high pressure hoses should only be
cupant of the seat only. done by qualified personnel.
Only original parts must be used when replacing

components/parts.
Stay Clear Of Moving Parts
Avoid High Pressure Fluids
Relieve the pressure before disconnecting hydrau-

lic or other lines. Tighten all connections before
applying pressure.
The pressure relief on pressurised vessels

must be performed by Service Personnel only
Entanglements in moving parts can cause serious

injury.
Stop engine and park the machine safely before

examining, adjusting or maintaining any part of the
machine with moving parts.
Keep guards and shields in place. Replace any

Escaping fluid under pressure can penetrate the guard or shield that has been removed for access
skin causing serious injury. as soon as service or repair is complete.
Relieve the pressure before disconnecting hydrau-

lic or other lines. Tighten all connections before
applying pressure. Keep hands and body away
from pinholes and nozzles which eject fluids under
high pressure. Use a piece of cardboard or paper
to search for leaks.
If any fluid is injected into the skin it must be surgi-

cally removed within a few hours by a doctor who is
familiar with this type of injury or gangrene may
result.
Ensure that leaking hydraulic hoses are replaced

immediately and clean up any fluid spills.
Beware of Toxic Fumes

Recommended Storage for Flexible
Hoses Prevent asphyxiation. Engine exhaust fumes can
cause sickness or death.
Store hoses in a dark, dry environment away from
electrical equipment below 33°C with sealed end Operate only in well ventilated areas. Avoid haz-
caps. ardous fumes by first removing paint on painted
surfaces before welding.
Doc. No. 872359 : Rev A 21

Wear an approved respirator when sanding or

grinding painted surfaces.
If a solvent or paint stripper is used, wash surface

with soap and water. Remove solvent or paint con-
tainers before welding and allow at least 15
minutes before welding or heating.
Guidance on Filter and Filter

Elements.
This machine should be operated in a well-venti- Avoid unexpected machine movement. Start en-
lated area. gine only while sitting in operator’s seat. Ensure all
controls and working tools are in proper position
The design intent of the Heating, Ventilation and for a parked machine.
Air Conditioning ( HVAC) system on this machine
is not to filter toxic gases. Never attempt to start engine from the ground. Do
not attempt to start engine by shorting across the
Only use a Bell Equipment approved ventilation fil- starter solenoid terminals.
ter element.
Avoid Machine Tipping Accidents
Dispose of Waste Properly
Use seat belt at all times.
Do not jump if the machine tips. You will be unlikely

to jump clear and the machine may crush you.
Use extra care when bin is raised. Machine stabil-

ity is greatly reduced when bin is raised. Drive
slowly, avoid sharp turns and uneven ground.
Know the capacity of the machine. Do not over-

load.
Before operating machine after any accident, care-

fully inspect all hydraulic and electrical lines.
Improper disposal of waste can threaten the envi-
ronment. Fuel, oils, coolants, filters and batteries
used with this machine may be harmful if not dis-
posed of properly.
Never pour waste onto the ground, down a drain or

into any water source.
Air conditioning refrigerants can damage the atmo-

sphere. Government regulations may require
using a certified service centre to recover and re-
cycle used refrigerants.
If uncertain about the safe disposal of waste, con- GD0023CFM-Ribless
tact your local environmental centre or your dealer

for more information.
Operating on Slopes
Start Only From Operator’s Seat
Avoid side slope travel whenever possible.
Never turn the ignition switch On and immediately
Check service brakes frequently when operating
OFF again. This will reset the cranking time and
on slopes.
damage to the starter motor can occur.
22 Doc. No. 872359 : Rev A

The maximum slope values are calculated with the Inspect Cooling System Safely
exhaust brake and exhaust valve brake fully func-
tional, the transmission retarder set to maximum
and the transmission locked in a specified gear.
The continuous slope values are with the exhaust
brake and exhaust valve brake fully functional.
The operator must refer to the ' speed down slope'
decal in the cab ( or in this manual) for the gear se-
lection and speed values.
The operator must also be familiar with the gradi-

ent value charts in the Operator Techniques
Chapter in this manual.
A knowledge of the site is important, especially the

altitude of the site and the maximum percentage Explosive release of fluids from the pressurised
slope liable to be encountered and also the contin- cooling system can cause serious burns.
uous slope at the site. Remember that the
Shut off the engine and only remove the filler cap
calculations on the decal were calculated at sea
when the engine is cool enough to touch with bare
level.
hands.
Also take into account the ground conditions at the
Slowly loosen cap to first stop to relieve the pres-
site when deciding upon gear selection.
sure before removing it completely.
Due to an ADT's versatility, it can be used in a wide
variety of applications. Many of these applications Leaving the Machine
present hazards related to machine stability when
operated in soft and/or slippery conditions and/or Before leaving the machine, ensure that the park
on slopes. For this reason a risk assessment must brake is applied, the transmission is in low gear,
be performed on the use of the machine per appli- the engine is switched off at the SSM. Lock the cab
cation. Whilst precautions have been taken to door and the fuel cap Switch off the battery isolator
optimise the performance and stability of the vehi- switch if the machine is to be left for an extended
cle, the risk assessment must identify and period.
prioritise all additional actions to be taken to treat,
tolerate or transfer the risks. Prepare For Maintenance and Service
In addition, there are precautions the operator can Safely
take during the operation of the machine in slip-
pery/wet conditions and/or while operating on Always install bin prop and ensure that the bin prop
slopes. These precautions include (although the is lowered down onto the bin prop ensuring it is lo-
list is not exhaustive): cated in the ring - do not power the bin down when
servicing and working on the machine
• When operating on slopes, the operator
should take special care of sliding and/or roll- The bin must be empty and the transmission in
ing hazards. These hazards are dependent on neutral before installing the bin prop.
site and operating conditions. When operator
is unsure of potential hazards, a risk assess- Always install the cab prop when the cab is raised
ment must be done. and ensure that the cab prop is in secure in one of
the stop positions when work or service is to be
• The differential locks should be engaged when done under the cab.
operating at a downhill or operating in ice or
slippery conditions. This will ensure maximum Always install suspension stops when working un-
vehicle traction is achieved. der the B45D and B50D (option for B35D and
• Full use of the retarder must be made before B40D) machines in the suspension area.
applying service brakes.
Warn others of maintenance or service work.
Park the machine on a level surface.
Doc. No. 872359 : Rev A 23

Engage the park brake. Make Welding Repairs Safely

Stop the engine.
Disable electrical power before welding.
Install the articulation locking bar.
• Turn off battery isolator switch (or disconnect
positive battery cable).
• Remove the two 5A fuses in the battery box to
protect the memory module.
• Separate harness connectors to engine, alter-
nator and vehicle microprocessors if neces-
WARNING sary.
DO NOT
OPERATE
THIS TAG MUST ONLY BE
REMOVED BY THE PERSON
SERVICING THE MACHINE.
GD0021CFM
Avoid welding near fluid lines. Do not let heat go

beyond work area near fluid lines.
Remove paint properly. Wear eye protection and

protective equipment when welding. Do not inhale
dust or fumes.
Separate the harness connectors to the engine

870050-A
and to the machine microprocessors.
Attach the “Do Not Operate” tag in full view of any- Avoid welding or heating near pressurised fluid
one entering the SERVICE station. lines. Flammable spray may result and cause se-
vere burns if pressurised lines fail as a result of
Securely support the machine and any attach- heating. Prevent heat going beyond the immediate
ments before working under the equipment. work area towards any nearby pressurised lines.
Do not support the machine with cinder blocks or Use a qualified welding technician for structural re-
wooden pieces that may crumble or be crushed. pairs.
Do not support the machine with a single jack or Ensure that there is good ventilation in the welding
other devices that may slip out of place. area.
Understand maintenance procedures before be-
ginning any maintenance. Inspect and Maintain ROPS
Keep the maintenance and service area clean and A damages roll-over protective structure (ROPS)
dry. should be replaced, not reused.
The operator should assist the service personnel If the ROPS was loosened or removed for any rea-
whenever the engine must be running during ser- son, inspect it carefully before operating the
vice or repair. machine again.
24 Doc. No. 872359 : Rev A

To Maintain the ROPS: • Steer smoothly.

• Brake smoothly.
Report missing hardware to service personnel
• Accelerate smoothly.
immediately.
• Ensure bin-float is operating correctly to pre-
Check isolation mounts for damage, looseness or vent hard cylinder end-stop impacts.
wear. Check ROPS for cracks or physical dam-
aged, report any problems to service personnel. Machine Suspension Maintenance
• Maintenance tyre pressures according to Bell

Travelling on Public Roads specification.
• Check the suspension strut heights and set
Machines which oper- the Bell specification if necessary.
ate or travel on or near
public roads must
• Check suspension linkages to ensure correct
operation.
have proper lighting
and markings to as- • Adjust the seat height so that the seat does
not hit the end-stops.
sure that they are
visible to other drivers. • Adjust the variable damper in the seat to pre-
Install additional lights, beacons, slow moving ve- vent impacts on the end-stops.
hicle (SMV) emblems or other devices as required.
General Machine Maintenance
Check state and local regulations to assure com-
pliance (refer to your local BELL EQUIPMENT
Product Support Representative for assistance).
• Ensure the bin float function is working cor-
rectly.
• Maintain bin pads and inspect bin pad clear-
Human Vibration ance.
• Maintain brake and steering systems accord-
The effect of machine vibration on the operator ing to Bell specifications.
(Whole Body Vibration) is directly related to the ve-
hicle speed as controlled by the operator. In Operator Comfort
addition, the machine should be correctly config-
ured to ensure optimum performance of the • Adjust the seat and adjust the controls in order
vibration isolation components. For this reason, to achieve good posture.
before operating machine, the operator should ad- • Adjust the mirrors in order to minimize twisted
just the seat for his/her own height and weight. posture.
The seat height should also be adjusted to the
• Provide breaks in order to reduce long periods
mid-point of total vertical suspension travel range. of sitting.
Operator exposure to whole body vibration should • Avoid jumping from the cab.
be limited by maintenance of operating terrain and
On Bell Articulated Dump Trucks the weighted root
control of vehicle speed. The following guidelines
mean square acceleration emission of the ma-
(although the list is not exhaustive) will assist in re-
chine to which the hands and arms (Hand Arm
ducing whole body vibration levels:
Vibration) are subjected to, or normal and reason-
Site/Road Maintenance able conditions of a operating cycle of laden,
unladen and standing time, does not exceed
• Remove any large rocks or obstacles. 2.5m/s².
• Fill any ditches and holes. In addition, the daily vibration exposure for the
• Provide machines and schedule time in order WBV (Whole Body Vibration) of an experienced
to maintain the conditions of the terrain. driver, who operates the machine on a level road
surface, will be less than 0.5m/s² for a combination
Machine Operation of loading, tipping, driving without a load, driving
with a load and stationary. This is based on calcu-
• Regulate vehicle speed. lations as per ISO/TR 25398
• Drive around obstacles and rough terrain.
• Slow down when it is necessary to go over
rough terrain.
Doc. No. 872359 : Rev A 25

The machine is equipped with an operator seat which ‹ IMPORTANT

meets the requirements of ISO 7096.
If uncertain about safe handling or use of
The operator seat is tested with the input spectral any lubricant, fluid or other chemical prod-
class EM1, and has a seat "transmissibility" factor of ucts, contact your authorised dealer for a
1.44 (75kg inert mass). Material Safety Data Sheet (MSDS). The
MSDS describes in detail the physical and
The whole body vibration (WBV) emission of the ma- health hazards, safe use procedures and
chine under representative operating conditions emergency response techniques for chemi-
varies from 0.5m/s2 to a maximum short term level for cal substances.
which the seat is designed in order to meet IN ISO
7096, which is SEAT x a*wP12 = 0.8976m/s2 for this The MSDS classifies the products as having no
machine when driven by a light operator significant hazard. The following First Aid mea-
sures may be applicable:
Accumulator Maintenance Eyes - Cause no more than minor irritation.
Flush eyes for 15 minutes withfresh water
Maintenance shall only be carried out by suitably Avoid by wearing safety goggles when splash-
skilled personnel as in standard EN 292:1991: Annex ing may occur.
A Paragraph 1.7.4.B
Skin - Cause no more than minor irritation.
Overhaul or re-certification for continued safe use of Aviod by washing thoroughly with soap and wa-
gas loaded accumulator shall be carried out only by ter after contact and wearing gloves and
skilled personnel. protective clothing.
Health and Safety Information on Ingestion - If swallowed, give water or milk and
DO NOT induce vomiting.
Lubricants and Fluids
Inhalation - Move the person to fresh air.
Material Safety Data Sheets (MSDS) Avoid by using the product only in a well- venti-
lated area.
If any effects continue, refer to a doctor.
Fire Hazard - Products may be combustible at

high temperatures or if pressurised.
Waste Disposal (environment protection) -

Prevent the product from contaminating soil and
from entering drainage, sewer systems and all
The MSDS is a document containing data regarding bodies of water.
the properties of a particular substance. An important
component of product management and workplace Grease
safety.
Eyes - Cause no more than minor irritation.
It is intended to provide workers and emergency per- Flush eyes for 15 minutes withfresh water
sonnel with procedures for handling or working with Avoid by wearing safety goggles when splash-
that particular substance in a safe manner, and in- ing may occur.
cludes information such as physical data (melting
point, boiling point, flash point, etc.), toxicity, health
effects, first aid, reactivity, storage, disposal, protec-
tive equipment, and spill handling procedures.
26 Doc. No. 872359 : Rev A

Skin - Cause no more than minor irritation. Extended Life Coolant

Aviod by washing thoroughly with soap and water af-
ter contact and wearing gloves and protective Ingestion - May be toxic.
clothing.
‹ This product is harmful or fatal if swallowed.
‹ IMPORTANT It can enter lungs and cause damage
Handle grease in pressure equipment carefully.
Accidental injection can cause serious tissue It may cause irritation to eyes, skin and respiratory
damage. See a doctor as soon as possible. tract, causing dizziness and drowsiness.
Eyes and Skin - Irritation, redness, tearing or burn-

Ingestion - If swallowed, give water or milk and DO
ing sensation.
NOT induce vomiting.
Avoid by washing thoroughly with soap and water
Inhalation - Move the person to fresh air. after contact and wearing safety goggles and protec-
Avoid by using the product only in a well- ventilated tive clothing when splashing may occur.
area.
Inhalation - Not volatile at ambient temperatures,
If any effects continue, refer to a doctor. spraying or heating in an enclosed space may cause
irritation.
Fire Hazard - Products may be combustible at high
temperatures or if pressurised. BELL EQUIPMENT do not assume any liability for
consequences of the use of this information since it
Waste Disposal (environment protection) - Pre- may be applied under conditions beyond our control
vent the product from contaminating soil and from or knowledge. Also, it is possible that additional data
entering drainage, sewer systems and all bodies of could be made available after this MSDS was issued.
water.
If any effects continue, refer to a doctor.
Doc. No. 872359 : Rev A 27

NOTES
28 Doc. No. 872359 : Rev A

SAFETY DECALS
There are several safety decals on your BELL EQUIPMENT machine. Their exact location and description
of the hazard are reviewed in this section. Please take the time to familiarise yourself with these safety
decals.
Keep the decals clean by using a soft cloth, water, and soap. Do not use solvent, gasoline, etc. You must re-
place a decal if it is damaged, missing or cannot be read. If a decal is on a part that is replaced, ensure a new
decal is installed on the replacement part. Contact your BELL EQUIPMENT Representative for new decals.
There are other decals on your machine, such as the BELL identification decal; only the decals of special rel-
evance to the safety of the operator are shown here. Refer to the Parts Manual for the identification decals
etc.
WARNING
NO ETHER
Fire / explosion
hazard.
WARNING Open flame in
Air intake.
207306-B
Located on the air intake. (All machines).
DO NOT WARNING
OPERATE HOT SURFACES
THIS TAG MUST ONLY BE To avoid burning
REMOVED BY THE PERSON
injury, do not
SERVICING THE MACHINE.
touch.
214428-B
Located on the left of the engine, on the radiator,

on the header tank frame and on the top cross
member of the front chassis. (All machines).
870050-A
Located on the engine fan cowling. (All machines).

Located inside the PM pack wallet.
Doc. No. 872359 : Rev A 29

WARNING WARNING
BURNING INJURY
PRESSURISED GAS
Do not touch, Avoid injury from escaping
radiator and fluid. Refer to Operator’s
Manual for correct removal,
surrounding parts installation and maintenance
are hot. procedure. Typical unladen
working pressure:
214429-A
4800 kPa (700 PSI).
207340-C
Located on the front grille plate. (All machines).

Located on each of the suspension cylinders. (All
machines).
WARNING
Crushing injury may result in
hinge area if machine is turned.
Make sure people are clear of
WARNING
machine before starting engine
or moving steering wheel. COMPRESSED AIR
Attach locking bar before RESERVOIR
performing service near center
of machine or transporting on Avoid injury, drain
a truck. completely before carrying
207336 - A
out maintenance.
Typical working pressure:
800 kPa (116 PSI).
Located on each side of the articulation area. (All
207349-A
machines).
Located on each of the air reservoirs. (All ma-

WARNING chines).
STAY CLEAR
Operator may WARNING
reverse the SPRING UNDER
machine. PRESSURE
207337-B To avoid injury, read the
Operator’s Manual
before carrying out
Located on the rear of the machine and on each maintenance in this area.
side of the bin. (All machines). 207350 - B
Located on the inside of the rear chassis. (All ma-

WARNING chines).
AVOID INJURY
Ensure propshaft
WARNING
guards are in HIGH PRESSURE
place at all times HYDRAULICS
Refer to the
207330-A
Service Manual
for correct
Located on the propshaft guard. (All machines). maintenance procedure.
214426 - B
Located on each side of the machine on the lift cyl-

inders. (All machines).
30 Doc. No. 872359 : Rev A

WARNING
Ensure that the cab
support is properly
engaged before
carrying out any
maintenance in this
area. 207383
Located at the cab support B35, 40, 45 and 50D.
CAUTION
This instructional seat has been provided for
training operators and machine diagnostics
only. No passengers permitted during
operational use of this machine.
Always wear the safety belt provided.
207339
Located in the cab. (All machines).
DANGER Located on the starter motor. (All machines).

To avoid injury or
death, ensure that the
machine transmission is
set to neutral, the bin
emptied and the bin
support pole installed,
DANGER
before any maintenance
is carried out in this area.
Serious injury or
214825-0 death can result
from contact with
Located on the left and right of the chassis at the bin electric lines.
pole. (All machines). Never move any
part of unit or load
closer than:
3m[10FT] plus twice
the line insulator
length to an
electric line.
207191
Located on the LHS rear pillar inside the cab. (All

machines)
Doc. No. 872359 : Rev A 31

INFORMATION
Max. Cont.
% % MAXIMUM SPEED
33% 29% 1 6.9 km/h 4.3 Mph
18% 14% 2 14.6 km/h 9.1 Mph
50 TON 14% 10% 3 21.2 km/h 13.2 Mph
ADT 11% 7% 4 32.4 km/h 20.1 Mph
9% 6% 5 42.4 km/h 26.3 Mph
8% 6% 6 48.2 km/h 29.9 Mph
This decal applies to the 50 Ton ADT’s descending a slope with fully laden
gross vehicle mass of 79920kg [176193lb] at sea level. Refer to Operator’s
Manual for further explanation.
214657
Located on the interior windscreen of the B50D.
Located on each side of the machine at the cab

mountings. (All machines) IMPORTANT
INFORMATION
Max. Cont.
EMERGENCY EXIT
%
31%
%
26% 1
MAXIMUM SPEED
8.0 km/h 5.0 Mph Use tool to break window
18% 13% 2 17.0 km/h 10.5 Mph
35 TON 14% 9% 3 24.6 km/h 15.3 Mph
ADT 11% 7% 4 37.5 km/h 23.3 Mph
9% 6% 5 49.1 km/h 30.5 Mph
8% 5% 6 55.9 km/h 34.7 Mph
This decal applies to the 35 Ton ADT’s descending a slope with fully laden
gross vehicle mass of 60730kg [133887lb] at sea level. Refer to Operator’s
Manual for further explanation.
214659
207411
Located on the RHS side interior window. (All ma-

chines).
214827-B

Located on the right, rear pillar of the cab. (All ma-
chines).
32 Doc. No. 872359 : Rev A

IMPORTANT
THIS MACHINE MAY NOT BE OPERATED ON WARNING
A PUBLIC ROAD.
214577- A
Located in the cab. (All machines)
To avoid injury or
214966-0
death, block wheels
to prevent machine
Located on each side of the cab, below the wing
movement before
mirrors. (All machines).
deactivating park
brake for towing.
WARNING 207338-A
CRUSHING INJURY
STAY CLEAR OF Located on the cab. (All machines).
PINCH POINTS WHEN
BONNET IS CLOSING
AS THIS MAY
RESULT IN A
CRUSHING INJURY.
214875-0 IMPORTANT
CAB TILT PROCEDURE
Located on each side of the cab at the bonnet NB: Ensure that the operator cab is
empty before service / maintenance
blocks. (All machines). work is carried out beneath the cab.
Raising:
1.Park truck on level ground with body lowered. Engage
park brake.
2.Shut engine down. Turn battery disconnect switch off.
WARNING 3.Clos e cab and right hand s ide external compartment

doors . Mirrors to be in normal operating pos ition.
4.Remove 2 retaining bolts per left hand side rubber cab
mounting.
5.Insert tilt pump lever into the pump.
6.Put directional valve lever in “Cab Raise” position.
7.Pump until cab is tilted to the up position.
8.Slowly rotate directional valve clockwise towards “Cab
Lower” position while pressing the cab pole handle
towards the engine compartment.
9.Ensure the cab support sliding bolt is properly locked into
the slot notch profile.
10.Place tilt pump lever in “Cab Raise” position.
Lowering:
1.Ensure the cab area is free of obstacles.
2.Directional valve lever to be in “Cab Raise” position.
CRUSHING INJURY 3.Ensure conditions apply as per 3 above.
4.Pump cab upward until peg has disengaged from
INSERT FRONT SUSPENSION support strut slot.
SAFETY STOP BLOCKS 5.Slowly rotate directional valve lever clockwise, while
BETWEEN AXLE AND CHASSIS. pulling cab pole handle away from engine compartment,
lowering cab until properly seated.
REFER TO OPERATORS 6.Install and torque new locking bolts. Refer to operator
MANUAL. manual and parts manual for correct fastener and torque
216203 specifications.
7.Ensure directional valve lever is in “Cab Lower” position.
207382 - E
Located on the exhaust shield at the stop blocks.

B45D and B50D.
Located on the LHS surge tank frame under bon-
Two off, located on rear chassis. (All machines). net. (All machines).
Doc. No. 872359 : Rev A 33

INFORMATION
35 Ton Articulated Dump Truck
COLD TYRE INFLATION PRESSURES
Consult tyre companies for site-specific pressures.
FRONT MIDDLE REAR
MAKE MODEL SIZE kPa psi kPa psi kPa psi
MICHELIN XADN / X-SUPER TERRAIN 26.5R25 350 51 400 58 400 58
GOODYEAR RL-2+ / TL-3A+ 26.5R25 375 54 450 65 450 65
BRIDGESTONE VLT / VLTS / VSNT 26.5R25 400 58 475 69 475 69
TECHKING ET6A 26.5R25 425 62 525 76 525 76
TRIANGLE TB516 26.5R25 400 58 475 69 475 69
212046-B
Located on the hyd/fuel tank behind cabB35D.
INFORMATION
FRONT MIDDLE REAR

GOODYEAR RL-2+ / TL-3A+ 29.5R25 350 51 400 58 400 58
BRIDGESTONE VLT 29.5R25 350 51 450 65 450 65
TECHKING ET6A 29.5R25 375 54 475 69 475 69
TRIANGLE T B 516 29.5R25 350 51 450 65 450 65
CONTINENTAL STL2+ or STL3 29.5R25 345 50 415 60 415 60
GENERAL STL2+ or STL3 29.5R25 345 50 414 60 414 60
212047-A
Located in the LHS rear pillar inside cab B35D and Located on the hyd/fuel tank behind cabB40D
B40D.
INFORMATION
FRONT MIDDLE REAR
GOODYEAR RL-2+ / TL-3A+ 29.5R25 350 51 450 65 450 65
BRIDGESTONE VLT / VLTS / VSNT 29.5R25 375 54 500 73 500 73
TECHKING ET6A 29.5R25 450 65 525 76 525 76
212028-B
Located on the hyd/fuel tank behind cab B45D
INFORMATION
* Refer to Operator’s Manual and SIB 2007 / 1050 when using 29.5R25 tyres.
FRONT MIDDLE REAR

MICHELIN XAD65 875/65R29 275 40 350 51 350 51
MICHELIN XADN / X-SUPER TERRAIN * 29.5R25 375 54 450 65 450 65
GOODYEAR GP-4D 875/65R29 350 51 425 62 425 62
GOODYEAR RL-2+ / TL-3A+ * 29.5R25 375 54 450 65 450 65
BRIDGESTONE VLT / VLTS / VSNT * 29.5R25 400 58 500 73 500 73
212037-C
Located on the hyd/fuel tank behind cab B50D

Located in the LHS rear pillar inside cab B45D and
B50D.
34 Doc. No. 872359 : Rev A

CAUTION
THIS DECAL IS APPLICABLE FOR ALL THE FOLLOWING
MACHINES: 4206D, 50, 45, 40 & 35 TON MACHINES.
DO NOT OVER SPEED MACHINE

Serious damage can result. Under NO circumstances
n/min must engine speed exceed 2400 rpm.
READ AND UNDERSTAND OPERATOR’S MANUAL

BEFORE OPERATING THIS MACHINE.
214830-0
Located on the interior windscreen of the B35D;

B40D, B45D & B50D.
207304
Located at each of the two rear lifting points. (All ma-

R134a chines
Refrigerant
PAG
Lubricant
207381
Located inside the HVACcompartment on the right

side of the cab. (All machines)
207310-A
Located at each of thefour tie down points. (All ma-

chines
Doc. No. 872359 : Rev A 35

GREASE POINTS
207305
Located at the grease points on the rear chassis at the oscillation joint on the B35D & B40D.
GREASE POINTS
207344
Located between the bin hinges on the rear chassis of the B35D & B40D.
36 Doc. No. 872359 : Rev A

GREASE
POINTS
Located at grease points to be greased every 500

hours on the B35D & B40D.
Located on the grease points. (All machines)
207347
Located on the PTO prop shaft under the cab of the

Located on the front chassis, at the right steering cyl-
B45D and B50D just behind the turbo heat shield.
inder.
Doc. No. 872359 : Rev A 37

IMPORTANT
REMOVE AND CLEAN AIRCON
FILTER DAILY, WHEN OPERATING
IN A DUSTY ENVIRONMENT.
(FILTER LOCATED BEHIND
OPERATOR'S SEAT.)
218033
Located in the cab on the air conditioner filter cover.

(All machines).
Located on the right hand front chassis next to the
automatic greaser pump of the B45D and B50D.
IMPORTANT
TO AVOID DAMAGING THE MEMORY MODULE UNIT,
PLEASE ADHERE TO THE FOLLOWING PROCEDURE
BEFORE WELDING:
1. Remove both Battery Box Fuses.

2. Isolate the truck.
3. Replace the Fuses after welding.
214301 - 0
Located inside the battery box (front). (All machines).
IMPORTANT
Oil level
is critical
Use only
approved
oils
Check oil
on level
Located inside the cab on the windscreen next to
the automatic greaser control panel on the right ground
214453-0
side pillar of the B45D and B50D.
Located at the hydraulic tank sight glass. B35D,

B40D, B45D and B50D.
38 Doc. No. 872359 : Rev A

HOT
HOT
COLD
HYDRAULIC
OIL
LEVEL
208320
COLD Located on the hydraulic tank of the B35D; B40D,

B45D & B50D.
RAISE
WDB
OIL LOWER
207897
LEVEL
217420 Located on the cab lift pump.
Located on the wet disc brake tank next to the sight

glass on the B40D only.
Doc. No. 872359 : Rev A 39

Located inside the cab on the RH C-Pillar (B35D).
Standard Blu@dvantage
214851-0
Located inside the cab on the RH C-Pillar (B40D).

Located inside the cab on the RH C-Pillar (B45D & B50D).
214850-0
40 Doc. No. 872359 : Rev A

Located inside the fuse panel lid inside the cab.
HAZARD PARK
D
IGNITION ON / IGNITION OFF / DRIVE
ENGINE START STOP ENGINE BRAKE
SHUT DOWN
Range Off.
Eng/Ing off Hazard Off Park brake request Drive not selected
Engine Shut Down off
Ignition on Range Off.
(while turbo spin down) Hazard On Drive selected
Park brake request
Engine on Eng/Ing off request FAN on Range On.
Drive selected
AIR AIR SPEED GEAR
RECIRCULATION (Holding D down toggles
CONDITIONER HOLD between min. and max.
Off range. Quick press changes
range value.)
Off Off Low Gear hold not
On On
CLIMATE CONTROL
Medium
High
applied
Gear hold applied N NEUTRAL
Neutral
AIR FLOW DIFFERENTIAL not selected
Tempreture DIRECTION LOCK Neutral selected
Min. Max.
16°C 26°C Demist
BEACON
LIGHT
HEAD
LIGHT
Demist & feet
Body
Off
Stage 1 differential
R REVERSE
Range Off.
Stage 2 differential Reverse not
Body & feet selected
Off Off Range Off.
A I - TIP
Park & tail light On WINDSCREEN Reverse selected
On Range On.
Head light and park WIPER
Reverse selected
WORKING light On
Off I-Tip Off (Quick press changes
LIGHT MIRROR range value.)
HEATER Wipe once Hard stops
Off Intermediate Driveline assist BIN UP
On Off Low Loadspreading
N/A On High No Bin Up
TRANS. RETARDER / SPEED CONTROL L.E.D KEY: Bin Up Request
Speed Control 1 Speed Control 2 Light Off BIN DOWN
Activated by Activated by Light Flashing
Retardation holding down holding down Light On
Min. Max. FOR IN DEPTH EXPLANATION No Bin Down
15% 100% OF FUNCTIONS, REFER
(Quick press of alters speed.) TO OPERATORS MANUAL
Bin Down Request
214831-A
Located on the RHS window next to the SSM.
Doc. No. 872359 : Rev A 41

MCB 60A
IGNITION
CB1 20A CB2 20A

12V PURGING UNIT
FUEL FILTER
COOLANT LEVEL
SWITCH
216065 - C
Located inside battery box (front) (B18D, B20D, B25D, B25DN and B30D).
CB2 20A CB1 20A
MCB 60A
IGNITION PURGING UNIT

FUEL FILTER 12V
COOLANT LEVEL
SWITCH
217846-E
Located inside battery box (front ) (B35D, B40D, B45D and B50D).
42 Doc. No. 872359 : Rev A

Located inside the cab on the rear pillar
0888
MANUFACTURED BY:
BELL EQUIPMENT CO.SA. (PTY) LTD.
RICHARDS BAY, SOUTH AFRICA
MACHINE
MODEL:
YEAR OF MANUFACTURE:
PIN:
CAB
SN:
ENGINE
MODEL:
SN:
NET POWER: kW
GROSS POWER: kW
TRANSMISSION
MODEL: Located on the AdBlue tank, of all Blu@dvantage
SN: models
TRANSFER CASE
MODEL:
SN:
FRONT DIFFERENTIAL
MODEL:
SN:
MID DIFFERENTIAL
MODEL:
SN:
REAR DIFFERENTIAL
MODEL:
SN:
AXLE LOADING: OFF ROAD

GVM kg
TARE kg V kg
GA1 (FR) kg A1 kg
GA2 (MID) kg A2 kg
GA3 (REAR) kg A3 kg
GCM kg D/T kg
214867 - 0
Located inside the cab on the rear pillar (B50D,

B45D, B40D & B35D).
Doc. No. 872359 : Rev A 43

Sound Level decal

Located on the LH Front Outer Cab Panel (B40D).
216423
Located on the LH Front Outer Cab Panel (B45D and B50D)
208315 - B
Standard / Blu@dvantage
Located on the LH Front Outer Cab Panel (B35D).
207201 - A
Located on the AdBlue tank, of all Blu@dvantage models
44 Doc. No. 872359 : Rev A

TYRE INFORMATION
Tyres and Rims

Unless otherwise specified, the standard tyres and rims fitted to BELL ADTs are approved for use at the
specified machine tyre loads (half of the axle loads) at a maximum speed of 50 km/hr, at the cold tyre inflation
pressures specified by each tyre supplier. Site specific investigations are required to ensure that the ma-
chines operate within the capabilities of the machines and tyres.
Tyre Pressures - General

Air under pressure, in the correct quantity, enables a tyre to carry the load in approved conditions. The quan-
tity of air necessary for optimal functioning of a tyre is determined by the tyre inflation pressure.
These tyre pressures are specially calculated for BELL ADTs to provide maximum tyre life and should be
used in all normal operating conditions. It is important to note that design axle loads are used to calculate the
Cold Inflation Pressures appearing on the vehicles' Tyre Pressure Decals. Additionally, some tyre compa-
nies have allowed for extreme conditions and have recommended higher pressures to protect the tyres from
excessive deflection. As a result of these factors, optimum performance and safe operation can only be en-
sured by determining inflation pressure from operational and site specific data, e.g. real axle loads, haul
conditions and ambient operating temperature. Both over- and under-inflation of a tyre result in decreased
tyre tread life.
Note: Pressure amendments to allow for overloads are not permitted, as it will not only result in ex-
cessive vibration during the unladen state of the vehicle, but also overload load-carrying
components which could result in premature failure.
Tyres of different manufacturers should never be used on the same vehicle. Tyres of different types and/or
from different manufacturers have different dimensions and constructions which, when mixed on a vehicle,
will have a negative impact on the drive train, as well as the safety of the machine, as the handling and stabil-
ity will be affected.
Tyre Pressures - Inflation Pressure, Hot vs. Cold

The pressures specified on the tyre pressure decals are Cold Inflation Pressures. These pressures are typi-
cally used when new machines start on a job site and/or new wheels are fitted to vehicles and/or after long
periods without operating the vehicle. In this case the tyre temperature will be the same as the ambient tem-
perature. The load/pressure tyre tables in the tyre companies' data books are usually based on a reference
ambient temperature of 18° C and indicate Cold Inflation Pressures. Here 'ambient' refers to environment at
the place and time of tyre inflation, not the work site. These tables may be used without adjustment between
0° C and 25°C. However, if ambient temperature varies significantly, adjusted cold inflation pressures must
be used.
As a general rule of thumb, for ambient (at place of inflation) temperatures exceeding 25°C, the following ap-
plies:
- from (25 to 29° C) increase the Cold Inflation Pressure by 4%
Doc. No. 872359 : Rev A 45

The adjusted Cold Inflation Pressure is a one-time change based on the recommended inflation pressure for
the vehicle/site and the temperature at the time the pressure is being checked or adjusted. This adjustment
is required to ensure that the tyre does not become under-inflated should the ambient operating tem-
perature drop below the temperature at which the tyre pressures were set. Once the vehicle starts
operating, the pressure will increase due to heat build-up inside the tyre. The increasing of pressure on an
operational vehicle should be monitored until stabilised, at which time the pressure is noted as the Hot Infla-
tion Pressure. Future pressure checks and adjustments should be done according to the Hot Inflation
Pressure with the tyre at operating temperature.
‹ WARNING
Bell Equipment has done everything in its power to source tyres suited for the ADT application.
ADT Customers and Operators are reminded that Bell Equipment cannot control the applications
in which Bell ADTs are being applied, and therefore strongly recommends that respective tyre
companies are approached to establish safe working parameters of each ADT & Tyre combination
prior to operation on any site. Inspection and maintenance of tyres needs to be conducted contin-
uously by trained tyre professionals. Failure to do so may result in unexpected tyre failure which
poses serious risk to the operators and bystanders.
DO'S DONT 'S
Do use a clip-on chuck to connect the airline Don’t use valve connectors that require the
with a quick-release coupling at the operator’s operator to hold them in place.
end (this allows tyre deflation from a safe
position if problems occur).
Do use airline hoses long enough to allow the Don’t exceed the manufacturer’s
operator to stay outside the likely explosion recommended tyre pressure for the size and
trajectory during inflation. rating of the tyre.
Do use enough bead lubricant when seating Don’t use ‘unrestricted’ airlines (ie without a
the tyre. Consider removing the valve core or gauge or pressure control device).
using a ‘beadblaster’ if seating is difficult.
Do remove the airline after use to prevent air Don’t allow the control valve to be jammed
seepage and possible overinflation. open (which could allow the operator to leave
the inflating tyre unattended).
‹ WARNING
Welding or modifying rims is strictly prohibited. Rims are manufactured in a controlled environ-
ment and any welding or other modifications to factory issued rims will immediately render the
rims unsafe. Overheating of a tyre caused by application of an external heat source, internal heat
source e.g. excessive use of brakes, or operating conditions will cause a steep rise in internal tyre
pressure. This could result in tyre explosion which could propel projectiles in excess of 500m
(1640ft) from the machine, posing a serious risk to anyone or anything in the affected area.
If tyre overheating is suspected or noticed, do not approach the tyre within any area included in
the shaded area in the draw ing and restrict access underneath the truck, until such time that the
tyre has cooled down sufficiently. Never deflate overheated tyres.
When inflating tyres, stand behind the tread and use a self attaching chuck with extension hose.
Use a safety cage on loose wheel-sets if available. Do not stand over the tyre.
46 Doc. No. 872359 : Rev A

Recommended Operator Position During Tyre Inflation
Schrader Gauge Instructions
1. Measurement Scale:0.7 to 12bar

(10 to 170psi)
2. Recommendations and first time operation:
- use only filtered. oil and water free com-
pressed air.
- Max. pressure of air source: 15bar.
- Do not use inflating or checking pressure of
hydroflated tyres or those containing corro-
sives.
- Attach a hose (7 mm interior diameter) to the
air- intake neck (fitted with an R987-2 cou-
pler)
- Insert a flexible intermediate connector:
Schrader MAST AIR gauge with 6mm Ref. R153-1 on the air-intake neck for con-
input and output hose nection to a quick-acting coupler.
Ref. 39066-67 for a 1/4 thread connection.
Check regularly to see that the hose and the

seal on the quick-acting coupler are airtight.
Doc. No. 872359 : Rev A 47

NOTES
48 Doc. No. 872359 : Rev A

PART 1
OPERATION AND TEST
Doc. No. 872359 : Rev A 49

NOTES
50 Doc. No. 872359 : Rev A

CHAPTER 1. OPERATIONAL CHECK-OUT PROCEDURE

Use this procedure to check operation of the machine. This procedure is designed so you can make a quick
check of the machine operation while performing specific checks from the operator’s seat.
Should you experience a problem with the machine, you will find helpful diagnostic information in this
check-out that will help pinpoint the cause.
A location will be required which is level and has adequate space to perform the check-out procedure. No
tools or equipment are required to perform the check-out procedure.
Complete the necessary visual checks (oil levels, oil condition, external leaks, loose hardware, linkages, wir-
ing, etc.) prior to doing the operational check-out. The machine must be at operating temperature for many of
the checks.
Start at the top of the left column and read completely down column before performing check. Follow this se-
quence from left to right. In the far right column, if no problem is found, you will be instructed to go to next
check. If a problem is indicated, you will be referred to either a chapter in this manual for specific test or the
repair manual for repair procedure.
Operational Check
All critical functions which require an operational check-out are monitored by the control units and displayed
and stored in the MDU. All faults registered must be checked and corrected as soon as possible.
Ignition Button Pressed ONCE, Engine OFF

Battery Isolator Switch ON.
Press Ignition Button ONCE
CHECKS QUESTIONS/TASKS RESULTS
MDU Did all warning/ indicator lights come on briefly? YES: Go to next
Did you hear the alarm (two beeps)? check.
Did all gauges and speedometer move to centre position NO: Check circuit
briefly? breakers and
fuses. Reset circuit
Did you observe the following after a few seconds: breakers and/or
All warning/ indicator lights go off except the following: replace fuses as
necessary.
• Park brake light stays on
Main Warning, Emergency Steering, Brake Pressure and Go to Menu
Battery Charge lights flash. Display Unit for
fault codes
NOTES:
1. Cold start indicator light will remain ON for a maximum of 20
seconds in low ambient temperature conditions.
2. Air pressure indicator (1) on the numerical display screen may
remain ON, depending on system air pressure.
Did the MDU request the driver code?

Did the MDU accept the code?
Is the Main Menu available?
Doc. No. 872359 : Rev A 51

Ignition Button Pressed (Second Stage), Engine Start
MDU Start engine. YES: Go to next

Did horn sound on start-up? check.
Do all indicator lights, except park brake indicator light, go NO: Go to Menu
OFF after the engine starts? Display Unit for
fault codes
Does the Menu Display Unit display required information in all
default screens? Correct any
recorded faults. Go
Does the needle of the coolant temp and transmission temp to Fault Codes if
gauge indicates pressure register in the green area? necessary.
Does the rpm gauge register?
Does the fuel gauge register?
Are any faults displayed on the MDU screen?
Note:
Check the Daily Checks display screens before driving and
correct any problems.
Service Brake Apply brakes repeatedly until main hydraulic pump strokes to YES: Go to next
Accumulator charge accumulators. When accumulators are fully charged, check.
pump will de-stroke. Turn engine “OFF”. NO: Go to Font
Turn key switch “ON” again and wait for indicator lights to go And Rear Brake
“OFF” Accumulators
Apply the service brakes, counting the number of applications Pressure Test And
until the accumulator low pressure light illuminates. Charge Procedure
Service Brake YES: Go to next

NOTE :Perform this check in an open area where machine can check.
travel at full speed.
NO: Go to Service
Drive machine slowly. Brake System
Malfunction.
Apply brake pedal to stop machine.
Release the brake pedal.
Does brake pedal push easily without binding?
Does brake pedal return to the released position so brakes
are not dragging?
Do brakes stop machine in a reasonable distance without
pulling to one side or making noise?
Drive machine at full speed.
Release accelerator and apply brake pedal to stop machine.
Do brakes stop machine in a reasonable distance without
pulling to one side or making noise?
52 Doc. No. 872359 : Rev A

Steering Park machine in an open area, on a hard level surface. YES: Continue
Turn inter-axle switch to the “OFF” position. Ensure that the check.
inter-axle lock switch is in the “OFF” position and the IDL NO: Go to Steering
light on the MDU is “OFF”. System
Release park brake. Malfunction
Release service brakes.
Run engine at slow idle.
Turn steering wheel fully left and then fully right.
Does machine turn smoothly in both directions.
Run engine at fast idle. YES: Continue

Turn steering wheel fully left then right. check.
Does machine turn smoothly in both directions. NO: Go to Steering
System
Malfunction
Bin YES: Continue

‹ CAUTION check.
Avoid possible serious injury from machine movement. NO: Go to
Clear area of all bystanders before performing test. Area Hydraulic System
must have enough overhead clearance to raise bin to full Malfunctions.
height of 7226 mm (23 ft. 8.5 in.). Do not perform this test
within 4 m (13ft.) of high voltage power lines.
Perform this check in an open area, clear of bystanders.

Position the machine frames straight.
Operate the bin.
Does bin raise to full height and return to full down smoothly?
Exhaust Smoke Start engine and allow to warm to normal working YES: Continue to
temperature. next check.
Operate machine under full load at fast engine speed. NO: Go to
Observe exhaust colour. Diagnose Engine
Malfunctions
No smoke is normal.
Blue smoke indicates faulty or stuck piston rings.
White or grey smoke indicates stuck piston rings, fuel cetane
too low or engine running too cold.
Heavy black smoke indicates injection nozzles faulty, engine
injection system incorrect, fuel cetane to low or air filter
element clogged.
Is engine exhaust smoke normal colour?
Engine Speed Start engine and warm to normal operating temperature. YES: Continue to
Run engine at low idle; Record rpm. next check.
Is engine speed 680 ± 20 rpm NO: Do slow and
Fast idle
Increase engine speed to high idle. Record rpm. Adjustment. See
Is engine speed 2240 ± 20 rpm Slow And Fast Idle
Adjustment
Doc. No. 872359 : Rev A 53

Engine Stop Button Pressed
Shutdown Did Turbo Spin Down display whole engine was shutting YES: Check
down? complete.
Did engine shut down? NO: Go to Menu
Did MDU shut down? Display Unit for
fault codes
54 Doc. No. 872359 : Rev A

CHAPTER 2. ENGINE (Tier 2 & 3 Shown)
Engine Description
2 3 4 5 6 7 8 9
10
14
11
12
GD501LAV
16 15 13
1. Final Fuel Filter. 9. Turbo Charger.

2. Oil Filter. 10. Camshaft.
3. Engine Exhaust Valve Rocker Arm. 11. Starter Motor.
4. Engine Intake Valve Rocker Arm. 12. Crankshaft.
5. Engine Exhaust Valve Brake. 13. Alternator.
6. Fuel Delivery Nozzle. 14. Flywheel.
7. Electronic Unit Injector (EUI). 15. Oil Pump.
8. Intake Manifold.
(OM 501 LA is shown above)
The OM 501 LA engine is a V6- and the OM 502 La is a V8 cylinder liquid cooled cast iron block and cast iron
cylinder head engine. Both engines have overhead valves, three per cylinder, two intake valves and one ex-
haust valve. Roller cam followers ride on the camshaft which move the push rods that open and close the
valves. The EUI’s (Electronic Unit Injectors) also ride on the camshaft which send pressurized fuel through a
fuel pipe to the fuel delivery nozzles, which are located directly over the top of the piston. The EUIs are elec-
tronically controlled by the EUI controller, a crankshaft position sensor, camshaft position sensor and a
solenoid.
Doc. No. 872359 : Rev A 55

Electronic Unit Injector Fuel System Fuel Delivery
Suction Stage
1 2 4 3
12
The EUI system is designed to precisely control:
• The start of injection. 11 6

• An accurate delivery of a calculated amount of
fuel.
10 7
• A sharp end of injection.
8
The fuel system consists of four sub-systems;
• Low Pressure Supply System, 13 RETURN FUEL

14 LOW PRESSURE
• High Pressure System - Unit Injectors, 9
• Fuel Delivery Nozzles, 40D3001CV
• Control System.
The electronic unit injector fuel system has these 1. Fuel Delivery Nozzle.
notable features: 2. Connector Pipe.
• Precision control of timing and fuel delivery, 3. EUI (Electronic Unit Injector).
• Field proven reliability, 4. Valve.
• Electronic control of each cylinder, 5. Solenoid.
• One unit injector per cylinder,
6. Supply Gallery in Crankcase.
• High injection pressures,
• Low emissions, 7. High Pressure Chamber.
• Compact design, 8. Pump Plunger.
• Eliminates injection pump, 9. Engine Camshaft.
• No injection timing adjustment required.
10. Pressure Relief Chamber.
11. Return Flow Gallery in Crankcase.
12. Bleed-Off Chamber.
13. Return Fuel.
14. Low Pressure.
The EUIs (3) ride on individual lobes on the engine

camshaft (9). There is one EUI per cylinder. The
EUIs are mounted in the block of the engine under
the intake manifold.
56 Doc. No. 872359 : Rev A

There are passages in the block that route fuel to 13. Return Fuel.
and from the EUIs. The fuel delivery nozzles (1) 14. Low Pressure.
are located in the cylinder head and are positioned
directly above the pistons. During the pre-delivery stage, the pump plunger
(8) moves up. As the valve (4) is not yet closed, the
A connector pipe (2) is used to direct fuel from the fuel is first forced into the pressure relief chamber
EUIs to the nozzles. Internal passages in the cylin- (10), then into the return gallery(11).
der heads allow excess fuel from the nozzles to be
bled off. Delivery Stage
A solenoid (5) controls the fuel metering valve (4).
During the suction stage, the pump plunger (8) 1 2 4 3

moves down. As a result of the constant fuel ex-
cess pressure of approximately 600kPa (6 bar) (87 5
psi) in the fuel low pressure circuit, the high pres-
sure chamber (7) of the unit pump is fitted with fuel
through the supply gallery (6).
Pre-Delivery Stage
12
1 2
4 11 6
3 5
8 7
10
13 RETURN FUEL
14 LOW PRESSURE
15 HIGH PRESSURE
9
12 40D3003CV
11 6 1. Fuel Delivery Nozzle.

7
2. Connector Pipe.
10
3. EUI (Electronic Unit Injector).
8
4. Valve.
13 RETURN FUEL
5. Solenoid.
14 LOW PRESSURE
9 6. Supply Gallery in Crankcase.
40D3002CV
7. High Pressure Chamber.
1. Fuel Delivery Nozzle. 8. Pump Plunger.
2. Connector Pipe. 9. Engine Camshaft.
3. EUI (Electronic Unit Injector). 10. Pressure Relief Chamber.
4. Valve. 11. Return Flow Gallery in Crankcase.
5. Solenoid. 12. Bleed-Off Chamber.
6. Supply Gallery in Crankcase. 13. Return Fuel.
7. High Pressure Chamber. 14. Low Pressure.
8. Pump Plunger. 15. High Pressure.
9. Engine Camshaft.
11. Return Flow Gallery in Crankcase.
12. Bleed-Off Chamber.
Doc. No. 872359 : Rev A 57

As soon as the valve (4) is closed while the pump The remaining fuel delivery by the pump plunger
plunger (8) is moving towards its top dead centre, (8) up to the apex of the camshaft (9), is again
the unit pump is in the delivery stroke. Fuel injec- forced into the pressure relief chamber (10) and
tion into the combustion chamber takes place in the return flow gallery (11).
the delivery stage. During this stage the fuel pres-
sure in the high pressure chamber (7) rises to a The pressure relief chamber serves as an expan-
pressure approximately 160 000 kPa (1600 bar) sion chamber for the pressure peaks of the unit
(23 206 psi). pump in the residual stage. This prevents the pres-
sure ratio of the adjacent unit pumps being
Residual Stage affected through the return flow gallery.
Cold Start Operation

1 2 4 3
12
11 6
10 8 7
13 RETURN FUEL
14 LOW PRESSURE
9
40D3004CV
1. Fuel Delivery Nozzle. 1. Glow Plug.

2. Connector Pipe. 2. Solenoid.
3. EUI (Electronic Unit Injector). 3. Cold Start Jet.
4. Valve. The cold start system operates only when the en-
5. Solenoid. gine coolant temperature is below 15° C (59°F).
6. Supply Gallery in Crankcase. When the key switch is tuned to the “ON” the posi-
7. High Pressure Chamber. tion, the glow plug (1) begins to heat up and the
indicator light on the dash will light up. Light will
8. Pump Plunger.
stay on and the glow plug will continue to heat up
9. Engine Camshaft. for approximately twenty seconds.
When the key switch is turned to the START posi-
11. Return Flow Gallery in Crankcase. tion, the solenoid (2) is energised, allowing fuel to
12. Bleed-Off Chamber. flow to the cold start jet (3). The fuel from the jet is
sprayed on the glow plug causing the fuel to atom-
13. Return Fuel. ize. The atomized air/fuel mixture is directed to the
14. Low Pressure. cylinders by the incoming air through the intake
manifold.
After the valve (4) has opened (end of delivery),
The fuel pressure in the high pressure chamber (7)
is collapsing.
58 Doc. No. 872359 : Rev A

SCR SCR – Components
Introduction The AdBlue Pump module
To meet the exhaust gas standards laid down for the The AdBlue Pump Module is located close to the
future in Stage 3a and Stage 3b, MK 7.2 European AdBlue tank. It is situated behind the diesel tank on
machines offer exhaust gas purification on the basis the inner side of the right hand side-wheel arch. The
of the so-called SCR technology. (Selective Catalytic task of the pump module is to filter the AdBlue and to
Reduction) deliver it under pressure to the metering device.
This water-based urea solution, AdBlue, breaks The AdBlue pump module consists of two sections:
down into ammonia (NH3) in the exhaust gas system
by means of thermolysis and hydrolysis. A spray-water resistant plastic housing
The SCR technology makes it possible to reduce • The plastic housing contains an electric diaphragm
amounts of nitrogen oxides (NOx) and particles. The pump for the AdBlue.
engine is designed for optimal combustion and a low
degree of particle emission, with the nitrogen oxides Aluminium housing.
being subsequently reduced by the catalytic
• The aluminium houses the “bubble storage” (the ni-
converter outside of the engine.
trogen filled rubber bladder), with the filling valve.
SCR System – Function • The AdBlue filter.
The AdBlue supply unit pumps AdBlue from the tank • The pump module heating channels
to the supply unit, the AdBlue is filtered and pumped
• A pneumatically operated switching valve inte-
under pressure via heat-able supply lines to the me-
grated into the AdBlue return line.
tering unit. In the metering unit, an electrically
controlled metering valve dispenses the exact dose
of AdBlue.
When the SCR system is ready for operation, a con-

tinuous stream of compressed air flows through the
metering device to the nozzle.
If AdBlue is sprayed through the metering valve in the

metering device, it is carried along by the stream of
compressed air and mixed to form a fine atomized
spray. The atomized spray is injected into the stream
of exhaust gas via a nozzle on the “exhaust pipe”.
The AdBlue, which has been injected into the ex-

haust gas flow forms ammonia (NH3) and carbon
dioxide (CO2) by a thermolysis and hydrolysis pro-
cess. The ammonia reacts with the undesired
nitrogen oxides in the SCR catalytic converter and is
converted into nitrogen (N2) and water (H2O). The
AdBlue cannot be injected until the catalytic con-
verter and exhaust has reached its operating
temperature.
The software needed to operate and diagnose the

SCR system is integrated into the engine control unit
MR. To defrost AdBlue after cold starts and to pre-
vent it from freezing while the vehicle is in operation,
the engine coolant heats the entire AdBlue circuit.
The coolant circulation is controlled by the coolant
solenoid valve dependant on the temperature.
Doc. No. 872359 : Rev A 59

The Metering device The Pressure limiting valve
The metering device is located on the engine. On the The function of the Pressure limiting valve is to sup-
small ADT it is on the right hand side of the engine ply the metering valve and pump module with
just behind the turbo. On the large ADT it is on the compressed air.
back side of the engine just in front of the turbo.
It is located in the battery box and consists of a pres-
The AdBlue metering device mixes AdBlue with com- sure reducing valve and air pressure limiting
pressed air and metres out this aerosol into the solenoid valve. (Y106) Air pressure received from
exhaust gas stream via a nozzle into the exhaust the truck main reservoirs and reduced to 5.5bar at a
pipe before the catalyst. consumption of 25l/min.
The metering device consists of a two-part, housing. AdBlue spray nozzle

One side of the housing holds the AdBlue compo-
nents and the other the compressed air components.
The AdBlue spray nozzle is situated in the exhaust
The metering valve is located internally between the pipe just after the exhaust brake assembly.
two housings. On the AdBlue side there is a gauze fil-
The AdBlue spray nozzle is required to distribute the
ter, a pressure and a temperature sensor, a
AdBlue supplied by the metering device via the feed
calibration restrictor and an electrically controlled
line as evenly as possible into the exhaust gas flow.
metering valve. On the compressed air side there is a
The spray nozzle is screwed onto the exhaust pipe.
gauze filter, a check valve, a diffuser and a mixing
At the lower end of the spray nozzle, the aerosol exits
zone underneath the diffuser where AdBlue is me-
via single hole, 1.4mm.
tered out and added to the compressed air. In the
mixing chamber, in which the mixing zone is located,
the pressure is measured via a compressed air sen-
sor.
Frame module (SCR controller)
This module is located in the battery box.
60 Doc. No. 872359 : Rev A

The SCR control unit reads sensor values from the

following SCR components.
• AdBlue tank,
• Silencer with catalytic converter
• Humidity temperature sensor
It also controls the outputs to the following
• Pressure limiting valve
• Pump module motor
These values are then digitised and sent to the en-

gine control unit (MR) via the CAN. The engine
control (MR) unit carries out the actual calculations
using the actual engine data. Using the data calcu- Small Truck
lated in the engine control unit, the SCR frame This combination sensor measures the air tempera-
module controls the electrical membrane pump in the ture and relative humidity. The measured values are
AdBlue supply unit and the compressed air restric- registered and processed by the SCR frame module
tion solenoid valve. For active sensors, the SCR and then transmitted to the engine control unit (MR).
frame module provides the power at an operating
voltage of 5V.
Tank heater solenoid valve
Diagnosis of the SCR controller and of the connected
components is carried out via the engine control unit, The heater solenoid valve (Y107) is located at the
(MR) as is storage of fault codes and configuration. rear of the engine cylinder head on the 900 series
This will be done the same way as all the D-Series and to the right hand side of the engine above the MR
ADT’s. Fault codes will be shown via the MDU which controller on the 500 series engine.
in turn can be cross referenced in the service man-
ual.
The MR also receives ambient temperature via CAN

from a temperature sensor located within the OBW
module at the rear of the truck.
Temperature/Humidity combination
sensor
If the AdBlue in the reservoir drops bellow -8°C, and

the engine coolant temperature is above 65c, the so-
lenoid valve is energized by the MR, allowing engine
coolant to heat the reservoir, AdBlue lines and the
pump module.
Large Truck
Doc. No. 872359 : Rev A 61

Temperature sensors for Catalytic converter
There are temperature sensors mounted in the inlet chamber and the outlet chamber of the silencer / inte-
grated catalytic converter.
The temperature sensors signal the actual temperature to the SCR controller.
The incoming messages are digitised and then sent to the engine control unit (MR). If the temperature
needed for the catalytic exhaust gas cleaning process has been reached (200°C min) on both sensors the
engine control can initiate the injection of the AdBlue.
Catalyst monitoring and evaluation sensor (NOx)
The sensor is mounted onto the silencer, after the integrated catalytic converter.
The NOx sensor enables the SCR system to monitor correct operation of the catalyst. It is not used as closed
loop control of the system but merely to evaluate. This sensor is installed after the catalyst.
62 Doc. No. 872359 : Rev A

AdBlue level/temperature combination SCR System – Operation

sensor
Defrosting of AdBlue reservoir and pump
The fuel level sensor is integrated into the AdBlue module
tank from the top.
The MR fitted to the engine, monitors the AdBlue
The task of the fuel level sensor is to measure the reservoir temperature via CAN, from the SCR con-
fill level and the temperature of the AdBlue. The trol module, which in turn is hardwired to the
current AdBlue temperature is measured by Level/temperature combination sensor on the res-
means of a temperature sensor, which is inte- ervoir.
grated into the underside of the fuel level sensor.
To prevent the AdBlue from freezing, the AdBlue If this temperature is bellow -8°C, the AdBlue will
lines, supply unit and tank are heated with coolant need to be heated before the system will operate.
if necessary.
The MR will monitor the engine temperature via
the engine temp sensor. When the engine temper-
ature reaches 65°C, the MR will energize the
Heater solenoid valve (Y107).
‹ Note:
Solenoid will not be energized if AdBlue is
above -8°C
When the solenoid is energized, it opens and al-

lows warm reticulating engine coolant to flow
through the valve to the SCR pump module. The
coolant moves through the heating channels,
warming the pump module. From the pump mod-
ule, the coolant flows through the heating channels
in the AdBlue reservoir and then back to the en-
1 Adblue temperature Sensor gine.
B117 Sensor for Adblue tank fill level/ ‹ Note:

temperature All external AdBlue hoses are strapped to the
coolant hoses for heating purposes. The
AdBlue reservoir AdBlue hoses do how ever allow for expan-
sion in case of freezing.
The AdBlue reservoir is situated in a void within the
diesel tank on the right front of the truck. As soon as the AdBlue temperature is greater than
-8°C, the solenoid valve (Y107) will de-energize,
This void is also purged with fresh air using airflow closing the valve, preventing any further heating
from the engine cooling fan shroud. This serves to from taking place.
insulate heat transfer from the diesel to the AdBlue
as it is desirable to keep the AdBlue bellow 30°C.
The reservoir also contains a heat exchanger ele-
ment which gets supplied with engine coolant to
defrost the AdBlue is case of cold start up as it
freezes at -11°C.
The filler neck has a smaller diameter (19mm) than

a conventional diesel tank to prevent being filled
with diesel. An integrated magnet is also situated
in the filler neck. Some AdBlue pump filling nozzles
will only allow flow if this magnet is sensed.
Doc. No. 872359 : Rev A 63

SCR System operation At the pump module, the air pressure acts as a pilot
supply on the switching valve (2), closing off the
AdBlue return line to tank. At the metering unit, air
‹ Note:
enters through a filter screen (10), through check
For the SCR system to operate, all system com- valve (9). The check valve prevents AdBlue or ex-
ponents need to be in good order. Malfunction haust gasses from entering the pneumatic system
of any component will generate a DTC and shut when not in operation. Air is then heated by the dif-
down the SCR function. The MR will however fuser heater (R28) to prevent it freezing when
not derate the engine, but change to secondary accelerated through the diffuser (Venturi effect). The
control map in the event of any failures. air pressure is then sensed by a temperature sensor
(B128) as it exits the metering unit to the injection
The following inputs are required by the MR to con- nozzle.
trol the SCR function.
This will be the case whether AdBlue is being me-
• Ambient air temperature via the OBW module tered or not, preventing a build up of AdBlue/exhaust
• Operator input via the ADM deposits in the metering unit, nozzle and the line be-
tween.
• Engine temperature
When the MR energizes the pump, based on sensor
• AdBlue level via the SCR controller val ues and operator inputs, AdBlue is drawn from the
reservoir, through the intake filter and into the pump.
• AdBlue temperature(B130)
Because of the return line being closed, AdBlue is
• AdBlue pressure(B129) pumped through the outlet filter, to the metering
valve. The pump brings the AdBlue up to an operat-
• Air pressure(B128) ing pressure of 6bar. AdBlue pressure also acts on
the pressure reservoir (4) in the pump module. The
• Intake air temperature and humidity via SCR con-
reservoir compensates for pressure fluctuations and
troller
reduces the cut in frequency of the pump.
• Inlet and outlet catalytic converter temperatures via
AdBlue now enters the metering valve through filter
SCR controller.
screen (8) to the SCR metering valve (Y109). AdBlue
• Condition of catalytic converter from NOx sensor pressure (B129) and temperature (B130) are also
through SCR controller sensed.
The following outputs are controlled by the MR to As required, the MR will proportionally control the
control the SCR function. metering valve (Y109), metering the flow of AdBlue
into the air flow. This atomizes the mixture which is
• AdBlue pump(M25) then carried to the injection nozzle.
• Air pressure limiting solenoid valve(Y106) via SCR SCR System purging
controller
• Tank heater solenoid valve To prevent any damage due to expansion when
freezing, the metering unit and pump module need to
• Diffuser heater relieved of pressure and purged from AdBlue after
the engine has shut down.
• SCR metering valve(Y109)
The purging procedure is preset in the MR and will
‹ Note continue for duration of 255sec after the engine has
Before any metering of AdBlue can take place, stopped. It is therefore important not to turn off the
the catalytic converter needs to attain a temper- battery isolator until purging is complete. A count-
ature of at least 200°C. down in also displayed on the MDU for this function.
The reverse siren will also sound once after the purg-
When all parameters are met, the pressure limiting ing process is complete.
valve (Y106) is energized. Reduced air pressure
(5.5bar) is then allowed to branch out to the pump
module and metering valve.
64 Doc. No. 872359 : Rev A

‹ Note The pressure limiting valve (Y106) and metering

valve (Y109) are then again de-energized, causing
Isolating during the purging period will log a
the switching valve to open again, relieving the com-
DTC
pressed air/AdBlue to the reservoir.
When the engine has stopped, the pressure limiting Once the system senses no pressure at the AdBlue
valve (Y106), metering valve (Y109) and pump motor pressure sensor (B129), the two solenoids will be en-
(M25)will be de-energized. ergized again.
With no air pressure acting on the pneumatic switch- This will continue repetitively for the full duration of
ing valve (2), it opens and allows pressurized AdBlue the 255sec countdown to ensure all AdBlue is purged
to drain to tank. The system will then remain in this from the system.
state until no pressure (atmospheric) is sensed at the
AdBlue pressure sensor (B129) in the metering
valve.
The pressure limiting valve (Y106) and metering

valve (Y109) will then both be energized again. This
will cause the switching valve (2) to close again. Air
will flow through the metering unit to the injection
nozzle. Because the metering valve (Y109) is open,
and a restriction is caused by the injection nozzle, air
pressure will enter the metering unit, pressurizing the
AdBlue circuit. This will continue until the same pres-
sures are sensed at pressure sensors B129 and
B128.
Doc. No. 872359 : Rev A 65

Diagnose Engine Malfunctions
Symptom Problem Solution

Starter motor turns engine too Batteries under charged Recharge or replace batteries.
slowly Poor engine ground connection. Repair, clean or secure
connections.
Loose or dirty battery terminals. Clean and tighten battery
terminals.
Worn starter motor. Perform starter load test.
Hydraulic Cut Off Solenoid Go to “Hydraulic System
Valve. Manifold Operation (Top View)”.
Hard starting when cold Defective cold start aid. See Cold Start Operation”.
Incorrect valve clearance. Adjust valve clearance (See

Valve Clearance Adjustment”.)
Compression too low. Test compression (See Cylinder

Compression Test.)
Engine turns but does not start Insufficient fuel in fuel tank. Fill tank and bleed system.
Compression Test.)
Low fuel pump pressure. Test fuel pump pressure (See

Fuel Pump Pressure Test)
Engine stops soon after starting Insufficient fuel in fuel tank. Fill tank and bleed system.
Air in fuel system. Bleed system, check and repair
air entry.
Blocked fuel filters. Replace fuel filters.
Electronic Unit Injector. Check fault codes.
Engine misfires Incorrect valve clearance. Adjust valve clearance (See

Valve Clearance Adjustment)

Compression Test.)

66 Doc. No. 872359 : Rev A


Low engine oil pressure Failed pressure gauge/sensor. Test or replace.
Incorrect grade of oil. Change oil.

Low pump output. Test oil pump pressure. Do Oil
Pump Pressure Test (See Oil
Pump Pressure Test.)
Pressure relief valve stuck. Install new pressure relief valve
Engine bearings worn. Remove, inspect and repair.
Abnormal oil consumption Crankcase breather or line Inspect and repair.

blocked.
Valve stem seals worn. Replace valve stem seals.
Valve guides worn. Replace valve guides.
Piston rings worn; cylinders Test compression (See Cylinder
scored. Compression Test.)
Excessive vibration at any Worn or broken engine Inspect, repair or replace.

speed. mountings.
Drive shaft out off balance. Balance or replace.
Black smoke from exhaust. Inlet system restricted. Service and repair inlet system.
Incorrect grade of fuel. Reset valve clearance.
Worn fuel delivery nozzles. Replace fuel delivery nozzles
White smoke from exhaust. Engine running too cold. Check that thermostats are not
stuck open.
Worn fuel delivery nozzles. Replace fuel delivery nozzles
Pistons, rings or liners scored. Test compression (See Cylinder

Compression Test.)
Coolant entering cylinder bores. Check cylinder head gasket.
Replace cylinder head gasket.
Cold start solenoid defective. Test solenoid. (See Cold Start
Circuit.)
Doc. No. 872359 : Rev A 67

Adjustments NOTE: When adjusting valve clearance, the bolt on

the valve bridge should on no account be loosened.
The tachometer on the Menu Display Unit is accurate 3. Measure the valve clearance between the rocker
enough for test work. arm and the valve bridge with a feeler gauge.
Slow and Fast Idle Adjustment OM 501 LA Engine Shown
There is no slow or fast idle adjustment. If slow or fast

idle is not within specification, check for an engine
mechanical problem or an electrical failure.
Slow Idle Speed . . . . . . . . . . 680 ± 20 rpm
Fast Idle Speed
With Load . . . . . . . . . . . . . 2240 ± 20 rpm
No Load . . . . . . . . . . . . . . 1800 ± 20 rpm
Valve Clearance Adjustment

‹ CAUTION
To prevent accidental starting of the engine
while performing valve adjustments, always
turn battery disconnect switch to “OFF”
NOTE: Check and adjust valve clearance only when

engine is COLD.
1. Remove rocker arm cover.
2. Install cranking device.
4. With number 1 cylinder on TDC (cylinder 5 over-

lap). Check the valve clearance on cylinder 1 - intake
and exhaust, cylinder 2 - exhaust, cylinder 3 - intake,
cylinder 4 - exhaust and cylinder 6 - exhaust .
5. Crank engine until cylinder 5 is on TDC (cylinder 1

valve overlap):
6. Check valve clearance on cylinder 2 - intake, cylin-

der 3 - exhaust, cylinder 4 - intake, cylinder 5 - intake
and exhaust and cylinder 6 - exhaust.
There are 37 slots (1) machined in the flywheel. One
slot has a dimple in it. This is the TDC timing mark.
Turn engine in the direction of rotation until TDC tim-
ing mark (2) on flywheel lines up in centre of the
window in timing case.
NOTE: All valves can be adjusted in two crankshaft

positions.
Rocker arms and push rods for number one cylinder

should be loose. If not, rotate engine 360°. Engine
must be at TDC on the compression stroke for num-
ber one cylinder.
68 Doc. No. 872359 : Rev A

To adjust clearance: Loosen locknut (2) and turn ad-

justing screw (1) in or out depending on gap to big or
small.
Tighten locknut to specification while holding adjust-

ing screw in position.
Adjust valves in same order used for checking.

Check clearance again after tightening locknut.
Exhaust Brake Adjustment
With number 1 cylinder on TDC (cylinder 6 overlap).

Check the valve clearance on cylinder 1 - intake and With engine off, check the clearance between the
exhaust, cylinder 2 - exhaust, cylinder 3 - intake, cyl- control arm (1) and the stop (2). In the brake valve
inder 4 - intake, cylinder 5 - exhaust, cylinder 7 - “OFF” position, the control arm should be resting on
exhaust and cylinder 8 - intake. the stop.
Crank engine until cylinder 6 is on TDC (cylinder 1 Disconnect the air line (3) from the cylinder. Connect
valve overlap): a regulated air supply line to the cylinder. Regulate
air pressure so pressure is approximately 740 - 810
Check valve clearance on cylinder 2 - intake, cylinder kPa (7.4 - 8.1 bar) (107 - 117 psi).
3 - exhaust, cylinder 4 - exhaust, cylinder 5 - intake,
cylinder 6 - intake and exhaust, cylinder 7 - intake
and cylinder 8 - exhaust.
Intake Valve Clearance . . . 0.40 mm (0.016in.)
Exhaust Valve Clearance . . 0.60 mm (0.024in.)
Locknut tightening torque . . . . 50Nm (37 lb-ft)
Doc. No. 872359 : Rev A 69

Install compression tester adapter (1) into cylinder

head.
Install hold down clamp (2) using an M10 x 1.5 x 70

mm long cap screw (3).
Check control arm (1) to stop (2) clearance. The con-
Install compression tester to adapter.
trol arm must not rest on the stop. There must be
slight clearance between the control arm and stop to Crank engine approximately ten seconds. Record
ensure that exhaust brake is fully closed. readings and compare to specification.
If adjustment is needed, loosen locknut (3), remove Engine Compression Pressure
clip (4) and disconnect cylinder from control arm. . . . . . . . . . . . 2800 kPa (28 bar) (406 psi).
Turn rod end (5) for adjustment.
Permissible Difference Between Cylinders
. . . . . . . . . . . . . 400 kPa (4 bar) (58psi).
Tests
Fuel Pump Pressure Test
Cylinder Compression Test
Specification
NOTES:
Compression pressures are affected by the Pressure At Slow Idle . . . . . . . 210 -300 kPa
cranking speed of the engine. Before beginning the . . . . . . . . . . . . . (2.1 - 3 bar) (30 - 44psi).
test, ensure that the batteries are fully charged and
Pressure At Fast Idle. . . . . . . . 500 - 600kPa
the starter motor is in a good working condition. . . . . . . . . . . . . . . (5 - 6 bar) (73 - 87psi).
Repeat procedure for all cylinders.
Disconnect fuel delivery line and blank line off. Essential Tools
Parker No. 34982-16-6: Banjo Union.
Parker No. 0502-12-12: 1 1/16 - 12M x ¾ - 14NPT
F Adapter.
Parker No. ¾ x ½ PTR: ¾ - 14
PT M x ½ - 14 NPT F Pipe Thread Reducer.
Parker No. ½ x 3/8 PTR: ½ - 14 NPT M x 3/8 - 18 NPT F
Pipe Thread Reducer.
Parker No. 30182-6-6: 3/8 - 18 NPT M x 3/8 Barb Fitting.
70 Doc. No. 872359 : Rev A

Service Equipment And Tools

Digital Hydraulic Tester.
0.5 to 15 GPM Lt. Flow Meter.
4
3
40D3005CV
Connect banjo union fittings (1) to fuel pump outlet port and fuel filter inlet.
Connect fittings (2 - 5) to flow meter and flow meter to hydraulic tester.
Run engine at slow idle and measure fuel pump pressure. Compare to specification.
Run engine at fast idle and compare to specification.
Doc. No. 872359 : Rev A 71

Oil Pump Pressure Test
Specification
Engine Oil Pressure at Slow Idle
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 50kPa (0.5 bar) (7.3psi).
Engine Oil Pressure at Fast Idle
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 250 kPa (2.5 bar) (36.3psi).
Essential Tools
Parker No. 8M16F80MX: M 16 x 1.5 M x ¾ - 16 M 37° Adapter.
¾ - 16 M 37° x ¾ - 16 F 37° Sw 90° Elbow.
7/16 - 20 M 37° x ¾ - 16 F 37° Reducer.
• 413 kPa (4.1 bar) (60psi) Gauge.
1 1000
500 1500
2000
0
40D3006CV
Remove engine oil pressure sensor.

Install adapter, elbow and reducer to engine and connect gauges to fittings.
NOTE: To achieve an accurate oil pressure reading, warm engine to 105° C (220° F).
Run engine at slow idle. Compare reading to specification.

Run engine at fast idle. Compare reading to specification.
72 Doc. No. 872359 : Rev A

SCR Pump Module Accumulator Test & Pressure
Specification
Engine Oil Pressure at Slow Idle
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 50kPa (0.5 bar) (7.3psi).
Engine Oil Pressure at Fast Idle
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 250 kPa (2.5 bar) (36.3psi).
Essential Tools
Parker No. 8M16F80MX: M 16 x 1.5 M x ¾ - 16 M 37° Adapter.
¾ - 16 M 37° x ¾ - 16 F 37° Sw 90° Elbow.
7/16 - 20 M 37° x ¾ - 16 F 37° Reducer.
• 413 kPa (4.1 bar) (60psi) Gauge.
Doc. No. 872359 : Rev A 73

74
B16
2 BK/YL 0.5 N3-1
MERCDES BENZ ADM AND PLD
1 BR/YL 0.5
PLD 15 15 15
N3-20
B15 ENGINE + GN 0.75 FUSE2-2 9 1
2 BR/VL 0.5 N3-19 164 163 162
(6)
SCHEMATIC FOR OM502 LA 6 120 OHM 3 WAY
CONTROL PL 0.35 ACCP-6 DEUTSCH CAN
1 BK/VL 0.5 N3-2
(4)
CANT1-C
TERMINATOR
CANT1-A
CABT1-B
B50D ADT UNIT 4
2 WH/YL 0.5 GN 0.35 ACCP-4 21-1
PWM
N3-3
B65 3
_
(3)
1 RD/YL 0.5 N3-34 WH 0.35 ACCP-3 OEUJ2-A1 YL 0.75 21-19
+ 5
BR/WH 0.5 RD 0.35 ACCP-5 OEUJ2-B1 GN 0.75 21-21
(5)
2 N3-15
B11 2
(2)
1 GY/BR 0.5 N3-39 YL 0.35 ACCP-2 OEUJ2 BK 0.75 21-20
PWM
1
N3-23 BN 0.35 ACCP-1 BK/YL 0.75 21-14
_
(1)
N3-5 BL/GN 0.75 21-13
B90 3 GN 0.5 N3-7 ACCELERATOR BL/YL 0.75 21-12
BL 0.5 PEDAL
SERVICE MANUAL MK 7.2
1 N3-22
BK 0.75 21-3
E3
4 VL 0.5 N3-29
TEMP RD 0.75 21-2
2 BR/BK 0.5 N3-48
B12 1 GN/BL 0.5 N3-32

BL/RD 0.75 15-5
2 GR/YL 0.5 N3-10
Engine Schematic (Tier 2/3)
MR-1 D3 - 14 YL/GN 0.75 15-13

3 BR/GY 0.5 N3-6
MR-3 D3 - 13 BK 0.75 BK 0.75 15-14
N3-8
2 YL 0.5 N3-49 MR-4 D3 - 24 BK 0.75
B14
1 WH 0.5 N3-33 MR-2 D3 - 25 BN 0.75 15-15
2 BL/WH 0.5 N3-30 MR-9 BK 2.5 RD/YL 0.75 15-6

START EE
1 RD/BK 0.5 N3-25
S10 MR-11
RD/WH 0.5 N3-35 MR-15 D3 - 5
E3 18-9
2
STOP N3-11
1 MR-5 BK 0.75 18-11
V8 S11 N3-12
MR-6 18-16
GY/BK 1.5 N3-54
Y10 5 1 Y6 MR-12
GY/BL 1.5 N3-44
MR-13 PL 1.5 D3 - 28 12-2
WH/RD 1.5 N3-46
Y11 Y7 OR/GN 1.5 N3-38

6 2 ADM - MERCEDES ECU
GY/WH1.5 N3-37 OR 0.75 DIAG-H 169 25
RD 1.5
RD 1.5
GN 2.5
GN 2.5
PL 0.75
BK/WH 1.5
OR/BL 1.5 N3-9 RD/PK 0.75 R4-87 141 12

Y12 7 3 Y8 WH/BL 1.5 N3-53
GY/YL 1.5 N3-45
EVBSOL-1 EVBSOL-2
STAR-50
DIAG-J
MCB-1
MCB-1
FUSE 17-2
FUSE 17-2
GY/GN 1.5 N3-47 2

BK 0.75
Y13 Y9 1 E5
8 4
GY/PL 1.5 N3-16
N3-17 170 3 6 5 33 32 EXHAUST BRAKE SOLENOID
N3-18 25 1 1 1 2 2
N3-21 LEGEND
N3-31 UNIT DESCRIPTION VALUE @ 20 C
N3-24 B10 FUEL TEMPERATURE SENSOR
N3-26 B11 OIL TEMPERATURE SENSOR 2260........2701 Ohm
N3-27 B12 OIL PRESSURE SENSOR 0,6...1,1 Volt
N3-28 B14 OIL LEVEL SENSOR 15........22 Ohm
B10 1 N3-4
B15 CRANK SHAFT SENSOR 1000........1385 Ohm
B16 CAM SHAFT SENSOR 1000........1385 Ohm
N3-36 B65 COOLANT TEMPERATURE SENSOR 2260........2701 Ohm
2 N3-13 B90 CHARGE AIR PRESSURE SENSOR (COMBINATION) 1,0...1,4 Volt
N3-40 CHARGE AIR TEMPERATURE SENSOR 2205........2653 Ohm
N3-41 S10 START BUTTON NORMALLY OPEN
S11 STOP BUTTON NORMALLY OPEN
N3-42
Y6 UNIT PUMP SOLENOID CYLINDER 1 0,07........0.37 Ohm
N3-43 Y7 UNIT PUMP SOLENOID CYLINDER 2 0,07........0.37 Ohm
N3-51
N3-52 TSE000100
ADT LARGE -_700437-018 MKV
Doc. No. 872359 : Rev A

B35D-B50D
Engine Schematic (Tier 3b)
Doc. No. 872359 : Rev A 75

NOTES
76 Doc. No. 872359 : Rev A

CHAPTER 3. ELECTRICAL SYSTEM
Schematics
Electrical Schematic Symbols
Doc. No. 872359 : Rev A 77

Electrical Schematics
Figure 1 : Starting & Charging Circuit
78 Doc. No. 872359 : Rev A

Figure 2 : Ignition Power - Fuses 14-28
Doc. No. 872359 : Rev A 79

Figure 3 : Ignition Power - Fuses 29-41
80 Doc. No. 872359 : Rev A

Figure 4 : 12V Circuit
Doc. No. 872359 : Rev A 81

Figure 5 : Monitor Display Unit Circuit
82 Doc. No. 872359 : Rev A

Figure 6 : Sealed Switch Module, Steering Column Switch, Air Heater, Fuel Filter & Coolant Level Circuit
Doc. No. 872359 : Rev A 83

Figure 7 :CCU2 J1 Circuit (Page 1)
84 Doc. No. 872359 : Rev A

Figure 8 :CCU2 J1 Circuit (Page 2)
Doc. No. 872359 : Rev A 85

Figure 9 :CCU2 J1 (A-F) Circuit)
86 Doc. No. 872359 : Rev A

Figure 10 : CCU2 J2 (G-M) Circuit
Doc. No. 872359 : Rev A 87

Figure 11 : CCU 2 J2 Circuit (Page 2)
88 Doc. No. 872359 : Rev A

Doc. No. 872359 : Rev A 89

90 Doc. No. 872359 : Rev A

Figure 14 : OEU J1 Circuit
Doc. No. 872359 : Rev A 91

92 Doc. No. 872359 : Rev A

Doc. No. 872359 : Rev A 93

Figure 17 : Air Conditioner Circuit
94 Doc. No. 872359 : Rev A

Figure 18 : Mercedes Engine
Doc. No. 872359 : Rev A 95

Figure 19 : Mercedes Engine (SCR Engine)
96 Doc. No. 872359 : Rev A

Figure 20: Allison Transmission
Doc. No. 872359 : Rev A 97

Figure 21: Diagnostic, Memory Module, Driver I.D. & SATC Circuits
98 Doc. No. 872359 : Rev A

Figure 22: Automatic Greaser, Electrical Seat & Interior Lights Circuits
Doc. No. 872359 : Rev A 99

Figure 23: Electrical Mirrors Circuit
100 Doc. No. 872359 : Rev A

Figure 24: On Board Weighing, Tyre Pressure Monitor & Diff-lock Switch Circuit
Doc. No. 872359 : Rev A 101

Figure 25: Expansion Module
102 Doc. No. 872359 : Rev A

Earth Connections
Fuse and Relay Layout
Doc. No. 872359 : Rev A 103

Control Units
Note: For connectors on the control units, refer to Connectors section.
104 Doc. No. 872359 : Rev A

CANBUS J1939
The Controller Area Network (CAN) is a serial communications protocol that efficiently distributes real time
control (Data) with great Data integrity. In other words it is a system that sends data (In a binary code or math
between electronic control units.)
The CAN is a means of transferring data between components, in the D- Series ADTs there is a CAN be-
tween the following components:
SSM Sealed Switch Module

MDU Monitor Display Unit
TCU Transmission Control Unit
CCU2 Chassis Control Unit
ECU Commonly known as the ADM is the
Engine control unit (Cab Mounted).
MR Engine mounted control unit (PLD).
OBW On Board Weighing
MM Memory module
OEU Output Expansion Unit.
CANBUS Schematic
Doc. No. 872359 : Rev A 105

Testing the CAN
The construction of the CAN line is of a high quality cable consisting of a CAN_H and a CAN_L cable. These
two cables carry the information in Series to and from the Control units in the system. CAN_H and CAN_L
Both send the same messages and basically check on each other.
The O’s and 1’s are created by voltages that are produced inside the control units. The two cables are pro-
tected by a shield around the outside to prevent in EMI (Electro Magnetic Interferences).This EMI can cause
false or incorrect signals in the system.
The CANBUS has two resistors connected to the end of the CAN line. These resistors are fitted to terminate
the signals in the BUS. If these resistors were not fitted the signals would reflect in the CAN line and the sys-
tem would not function.
The resistors also play an important role in the system for the technician. The resistors are connected across
the CAN_H and CAN_L lines. If you measure the resistance across any of the two lines at any of the control
units you will measure 60 Ohms. A short circuit or open circuit will cause the resistance to change.
106 Doc. No. 872359 : Rev A

Errors that may occur include:
1. CAN_H Short to ground.
2. CAN_L Short to ground.
3. CAN_H Short to CAN_L.
4. CAN_H Open circuit.
5. CAN_L Open circuit
6. CAN_H and CAN_L Open circuit.
7. CAN _H or CAN_L shorted to a Arbitrary Potential (Voltages)
Any of these errors will cause an error code to display on the MDU screen.
For example the display will show “CCU CAN ERROR” on the display.
Checking the Cables
When testing the CANBUS the most important factor will be the 60 Ohm resistance reading across the
CAN_H and CAN_L.
NOTE: A digital multimeter must be used to check any readings on the machine.
Before beginning the troubleshooting process, read and understand the following:
• Wire identification shows the connector, the terminal on the connector and the colour.
• Shut off the engine and ignition before any harness connectors are disconnected or connected.
• When disconnecting a harness connector, be sure that pulling force is applied to the connector itself
and not the wires extending from the connector.
• Inspect all connector terminals for damage. Terminals may have bent or lost the necessary tension to
maintain firm contact.
• Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality,
non-residue, non-lubricating solvent.
• When checking the CAN harness at the connectors, it is important to remember to check the CAN from
each of the pins on the different plugs that are used in the CAN circuit.
Doc. No. 872359 : Rev A 107

Checking Opens and Shorts Between Wires, and Shorts to Earth on the CAN Harness
‹ CAUTION
Always ensure that all the connectors are removed from all the control units before testing.
Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable cause of the
problems, re-connect the clean connectors and operate the vehicle normally.
If all connectors are clean and connected correctly, determine which control unit is causing the error on the
display.
Remove all the connectors on the control units and measure the resistance of the CAN BUS as shown below
(for each fault).
Each control unit has its own connector because they are manufactured by different OEM’S.
Main CAN Harness
The Main CAN Harness resistance should measure 60 Ohms. The resistance value determines if there is a
problem with the “CAN” Line.
When all the connectors have been removed each connector can be measured for 60 Ohms.
There are many faults that can occur to prevent the 60 Ohms reading from being obtained.
108 Doc. No. 872359 : Rev A

CAN Short to Earth
A short to earth on one or both CAN lines will result in continuity being read to earth.
Check the continuity on any connector as shown below.
VOLT/OHM- CAN_H or CAN_L

0
Shorted to ground
METER
Ð
(VOM)
Ð
E E
CCU CAN
ECU CAN
X18 - C
X19 - C
X18 - B
X18 - A
X19 - B
X19 - A
120 OHM 3 WAY 120 OHM 3 WAY

DEUTSCH CAN DEUTSCH CAN
TERMINATOR TERMINATOR
CANT1-A YL 1.0 CANTERM - A
CANT1-B GN 1.0 CANTERM - B
CANT1-C SHIELD CANTERM - C
CAN Short To Ground CV
Ensure that the earth is a good, clean earth connection.
Doc. No. 872359 : Rev A 109

CAN Open Circuit
An open circuit on one or both CAN lines will result in only one resistor being read which will show 120 Ohms
on the multimeter.
Check the resistance on all the connectors as shown above.
CAN_H or CAN_L
0 0
Open circuit or both

Open Circuit
VOLT/OHM-
METER
Ð
(VOM) Ð
+ +
CCU CAN
ECU CAN
X18 - C
X19 - C
X18 - B
X18 - A
X19 - B
X19 - A

CAN Open Circuit CV
Check the resistance of the individual resistors (120 Ohms).
110 Doc. No. 872359 : Rev A

CAN Short to Positive 0 -24 Volts
CAN_H or CAN_L must also be measured for a voltage at the connectors in case the lines have shorted to a
positive.
CAN_H or CAN_L
Shorted
VOLT/OHM-
0
to a Voltage
METER
Ð
(VOM)
Ð
A voltage from 0-24V
E E
CCU CAN
ECU CAN
X18 - C
X19 - C
X18 - B
X18 - A
X19 - B
X19 - A

CAN Short To + 0 -24Volts CV
Check from any connector to ground for a voltage, make sure that the ground you are using is a good clean
ground.
Doc. No. 872359 : Rev A 111

MDU3 Inputs and Outputs

MDU2J1
MDU2J2 A
B B
30 40 50
20 60
K 10 70 E
0 20 30 80
km/h 10 40
P mph 0 50 F
RPM
COOLANT
F TEMP G
G H
H J
J C
L TRANS K
FUEL
TEMP
M L
N COLD COOLANT ENGINE EMERGENCY PARK BRAKE BRAKE HYDRAULIC R

START LEVEL FAULT STEERING BRAKE PRESSURE TEMP
A S
n/min
C TYRE TRANS RETARDER ENGINE BATTERY BIN INTER-AXLE DIFF HIGH

P
PRESSURE FAULT AIR FILTER CHARGE UP DIFF LOCK LOCK RANGE
E M
D D
MDU2J2 MDU2J1
F Input from Steering Column Switch, 56a A Battery Power Supply via Isolator
Brights Switch_ISW-1, 60A MCB1, D6-U, DU-1,
Stud 1, 10A Fuse-8
G Input from Steering Column Switch, 56b
Dips C CANBUS High
H Output to Low Coolant Level Switch, K CANBUS Low
Col-1 Sig via D3-2
J Output to Cold Start Light CS8-8 L Input from Memory Module MM21C-5
(Ignition Status) via 10A Fuse-33, 10A
M Input from Park Brake Pressure Switch Fuse-36
PBPS-1 R To Steering Column Switch-SX Left
N Input from Engine Air Intake Filter Indicator
Pressure Switch via D3-30 S To Steering Column Switch-DX Right
A Input from Hydraulic Filter Pressure-2 via Indicator
D2-Q P Earth at E3
C Input from Low Accumulator Brake
Pressure-2, LABP-1 (S4) via D2-A M To Buzzer BUZ-1 (positive)
E Input from Emergency Steering-2_ES-1 D To Buzzer BUZ-2 (negative)

(SP1) via D2-B
N Fuel Sensor Signal, Fuel Sender FUEL-1
D Input from CTD Pressure Switch via D3-27
CTDPS-3
B, K, P & L - Not Used Fuel Sensor Signal, Fuel Sender FS-1
via B3-27, AFP-1 & FUEL -1
B, E, F, G, H & J - Not Used
112 Doc. No. 872359 : Rev A

SSM Inputs and Outputs
STOP
D
SSM-1
1 2 3 MENU
N SSM-2
SSM-3
4 5 6 BACK
R SSM-4
SSM-5
A SSM-6
7 8 9 NEXT
. 0
SELECT
SSM
SSM-1 Battery Supply via Isolator Switch_ISW-1, 60A MCB1, D6-U, DU-1, Stud 1, 10A
Fuse-10
SSM-2 Earth Connection E1
SSM-3 Output to Isolator Switch_ISW-2 via Ignition Solenoid IGNS-1
SSM-4 Output to CCU2J2-D2, Wake-up Signal
SSM-5 Output to CANBUS Low
SSM-6 Output to CANBUS High
Doc. No. 872359 : Rev A 113

CCU2 J1 Inputs and Outputs
A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 C4 D1 D2 D3 D4 E1 E2 E3 E4 F1 F2 F3 F4 G1 G2 G3 G4 H1 H2 H3 H4
CCU2 J1
CCU2J1 CCU2J1
A3 Output to Headlights Dip via D3-11, F1 Battery Power via CB1-20A, D6-T, D1-T,
RHL-3 & LHL-3 Relay1& Fuse 46-10A
A4 Output to Headlights Dip via D3-11, F2 Output to Steering Column Switch

RHL-3 & LHL-3 SCS12-2 (Horn)
B3 Output to Headlights Bright via D3-10, F3 Output to Left Brake/Park Lights LBP-C
RHL-2 & LHL-2 & Right Brake/Park Lights RBP-C via
D2-P (D2-E), AHP-J (AHP-C), RHP-J
B4 Output to Headlights Bright via D3-10, (RHP-C)
RHL-2 & LHL-2
F4 Output to Left Brake/Park Lights LBP-C
C1 Output to Air Pressure Sender PSEN-A & Right Brake/Park Lights RBP-C via
D2-P (D2-E), AHP-J (AHP-C), RHP-J
C2 Output to Generic Special Spare GSS-1 (RHP-C)
Tristate Input for optional component,
future use G3 Input from Driver Supply 3 via Fuse
25-20A (Ignition Supply to Outputs)
C3 Output to Reverse Light LREV-1 &
RREV-1, & Reverse Alarm BUA-A via G4 Input from Driver Supply 3 via Fuse
D2-C, AHP-A & RHP-A 25-20A (Ignition Supply to Outputs)
C4 Output to Reverse Light LREV-1 & H1 Output to Left Work Light LWL-1 via
RREV-1, & Reverse Alarm BUA-A via WLHT-A
D2-C, AHP-A & RHP-A
H2 Output to Right Work Light RWL-1 via
D2 Output to Dropbox Temperature Switch WLHT-B
DBT-1
H3 Input from Driver Supply 6 via Fuse
D3 Output to Rear Wiper Motor DOGA-4 via 26-30A (Ignition Supply to Outputs)
RWMI-4 & RWMD-4 (Low Speed)
H4 Input from Driver Supply 6 via Fuse
D4 Output to Rear Wiper Motor DOGA-4 via 26-30A (Ignition Supply to Outputs)
RWMI-4 & RWMD-4 (Low Speed)
A1&2, B1&2, D1, E1&2, G1&2 - Not Used
E3 Output to Front Wiper Motor DOGA-4
via FWMD-4 (Low Speed)
E4 Output to Front Wiper Motor DOGA-4

via FWMD-4 (Low Speed)
A1&2, B1&2, D1, E1&2, G1&2 - Not Used
114 Doc. No. 872359 : Rev A

A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 C4 D1 D2 D3 D4 E1 E2 E3 E4 F1 F2 F3 F4 G1 G2 G3 G4 H1 H2 H3 H4 J1 J2 J3 J4 K1 K2 K3 K4 L1 L2 L3 L4 M1 M2 M3 M4
CCU2-J2
CCU2J2 CCU2J2
A1 Output CANBUS High H4 Output to Flashing Beacon Light via FB-1
A4 Input from Brake Lights Switch BLS-2 via J1 Output to Air Conditioning Unit ACU-11
Fuse 10-10A (Evaporator Temp)
B1 Output CANBUS Low J2 Output to Wet Brake Temperature
Sender-G via D2-W & WBT-1
B4 Output to Inter-axle Diff Lock Solenoid
IDLSOL-1 J3 Output to Air Conditioning Unit ACU-10
(Cab, Inlet AirTemp)
C1 Output to Bonnet Fan Temp Switch-1 via
D3-31, BFL-1 & FTS-1 J4 Output to Horn Solenoid HSOL-1
C2 Output to Generic Special Spare GSS-2 K1 Output to Height Sensor Left & Right-5
Tristate Input for optional component, via D5-S & SUS-7 (B35/40 only) (comfort
future use ride option only)
C3 Input from Height Sensor Left HSL-4 (if Output to Arctic Sensor-C via D2-O &
Comfort Ride Option is installed) SUS-11 (B35/40 only)
C4 Output to Bin Pressure Reduction K2 Output to Height Sensor Left & Right-1
Solenoid BPR-1 via D5-W via D5-S & SUS-7 (B35/40 only) (comfort
ride option only)
D2 Input from Sealed Switch Module SSM-4 Output to Arctic Sensor-A via D2-L &
(Wake-up Signal) SUS-1 (B35/40 only)
D3 Input from Height Sensor Right HSR-4 (if Output to Air Conditioning Unit ACU-9
Comfort Ride Option is installed) (Inlet Air& Evaporator Temp)
Output to Air Pressure Sender PSEN-B)
D4 Output to Bin Lever BL-6 (option)
K3 Output to Bin Position Sensor-A via
E1 Signal input from Rear Wiper Motor D2-V, AHP-N & RHP-N
DOGA -1 (Park) via RWMD-1and
RWMI-1 Output to Bin Lever BL-1 (option)
E2 Signal input from Front Wiper Motor K4 Output to Bin Position Sensor-C via
DOGA -1 (Park) via FWMD-1 D2-U, AHP-M & RHP-M
Output to Bin Lever BL-2 (option)
E3 Input from Arctic Sensor-B via SUS-10 &
D2-M (B35 & B40 only) L1 Battery Power via Fuse 4-20A
E4 Output to Pneumatic Blow-off Solenoid L2 Earth at E2

PBOS-2 via D3-4 L3 Input from Driver Supply-4 via Fuse
F1 Input from Bin Position Sensor-B via 27-20A (Ignition Supply to Outputs)
RHP-L, AHP-L & D2-T L4 Input from Driver Supply-5 via Fuse
F2 Ouput to Inter-differential Lock Pressure 28-20A (Ignition Supply to Outputs)
Switch IDLPS-1 M1 Input from Ignition Status via Fuse
F4 Output to Controlled Traction Differential 29-10A
Solenoid CTDSOL-1 M2 Earth at E2
G1 Output to Bin Lever BL-3 (option) M3 Input from Driver Supply-4 via Fuse
G4 Output to Rear Wiper Motor DOGA -2 via 27-20A (Ignition Supply to Outputs)
RWMD-2and RWMI-2 (High Speed) M4 Input from Driver Supply-5 via Fuse
H1 Input from Emergency Kill Switch-D via 28-20A (Ignition Supply to Outputs)
KSW-2 (option) A2&3, B2&3, D1,F3, G2&3 & H2&3 - Not Used
Doc. No. 872359 : Rev A 115


CCU2J3
CCU2J3
CCU2J3
A1 Output to Arctic Reverse Light ARLHT-1
E1 Output to Relay 2 Overspeed-86
A2 Output to Air Conditioning Unit ACU-7
(Actuator Signal Board-4, Re-circulation E2 Output to Hydraulic Cut Solenoid HCS-1
Fan) via D2-H
Output to Cold Start HCS8-5
A3 Output to Bin Up Solenoid BD-1 via D5-H
E3 Output to Binary Switch BIN-A (Aircon
A4 Output to Cold Start Solenoid CS8-4 Clutch Solenoid)
B1 Output to Rear Wiper Washer Pump E4 Output to Hydraulic Temperature Sender
RWASH-1 HTS-A via D2-X and HTS-1
B2 Output to Front Left Indicator LIND-1 via F1 Output to Park Brake Solenoid PBSOL-1
D3-8
Output to Rear Left Indicator Light (LED) F2 Input from Air Conditioning Unit -12
INDL-2 via D2-J, AHP-F & RHP-F (Thermostat Switch)
B4 Output to Left & Right Brake/Park Lights F4 Input from Signal Ignition
LBP-B & RBP-B via D2-E, AHP-C & Supply/Hardware Detection via Fuse
RHP-C 36-10A
C1 Output to Front Wiper Motor DOGA-2 via G1 Input from Output Driver Supply 2 via
FWMD-2 (High Speed) Fuse 30-25A (Ignition Supply to Outputs)
C2 Output to Output to Front Right Indicator G2 Input from Output Driver Supply 2 via
RIND-1 via D3-9 Fuse 30-25A (Ignition Supply to Outputs)
Output to Rear Right Indicator Light (LED) H1 To Earth E2
INDR-2 via D2-K, AHP-H & RHP-H
H2 To Earth E2
C4 Output to Bin Down Solenoid BD-2 via
D5-L H3 Input from Driver Supply 1 via Fuse
D1 Output to Front Wiper Washer Pump
FWASH-1 H4 Input from Driver Supply 1 via Fuse
D2 Output to Right & Left Mirror Demisters
RMIR-2 & LMIR-2 B3, C3, F3, G3 & G4- Not Used
D3 Output to Bin Up Solenoid BD-2 via D5-J
D4 Output to Bin Down Solenoid BD-1 via

D5-K
B3, C3, F3, G3 & G4- Not Used
116 Doc. No. 872359 : Rev A

OEU J1 Inputs and Outputs
OEU J1
OEU J1 OEU J1
A3 Output to Bonnet Fan 1 via D3-19, BF1-2 F3 Output to Bonnet Fan 2 via D3-20, BF1-3
& FAN1-1 (B50 only) & FAN2-1 (B50 only)
A4 F4
B3 Output to Air Conditioner Unit ACU-1(Fan G3 Input from Driver Supply 3 via Fuse
High Speed) 18-20A (Ignition Supply to Outputs)
B4 G4
C3 Output to Air Conditioner Unit ACU-2 (Fan H3 Input from Driver Supply 6 via Fuse
Medium Speed) 19-30A (Ignition Supply to Outputs)
C4 H4
E3 Output to Air Conditioner Unit ACU-1 (Fan A&2, B1&2, C1&2, D1/2/3&4, E1&2, F1&2, G1&2
Low Speed) - Not Used
E4
A&2, B1&2, C1&2, D1/2/3&4, E1&2, F1&2,

G1&2, H1&2 - Not Used
Doc. No. 872359 : Rev A 117

G1 G2 G3 G4 H1 H2 H3 H4 J1 J2 J3 J4 K1 K2 K3 K4 L1 L2 L3 L4 M1 M2 M3 M4
OUTPUT EXPANSION UNIT - 217999 OEU J2
A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 C4 D1 D2 D3 D4 E1 E2 E3 E4 F1 F2 F3 F4
OEU J2 OEU J2
A1 To CANBUS High L1 Battery Power via Fuse 3-20A
B1 To CANBUS Low L2 To Earth E2
D4 Output to On Board Weighing Warning L3 Input from Driver Supply 4 via Fuse
Light OBWWL-1 (Yellow) 20-20A (Ignition Supply to Outputs)
E4 Output to On Board Weighing Warning L4 Input from Driver Supply 5 via Fuse
Light OBWWL-2 (Green) 21-20A (Ignition Supply to Outputs)
F4 Output to Generic Special Spare GSS-4 M1 Input from Ignition Status via Fuse 22-10A
Sourcing Output for optional component,
future use M2 To Earth E2
G4 Output to TCU-23 via TCU-8 & CAB-8 M3 Input from Driver Supply 4 via Fuse
(Lock-up Control) 20-20A (Ignition Supply to Outputs)
H4 Output to On Board Weighing Warning M4 Input from Driver Supply 5 via Fuse
Light OBWWL-3 (Red) 21-20A (Ignition Supply to Outputs)
J4 Output to Generic Special Spare GSS-3 A2/3/4, B2/3/4, C1/2/3/4, D1/2/3, E1/2/3, F1/2/3,
Sourcing Output for optional component, G1/2/3, H1/2/3, J1/2/3, K1/2/3/4 - Not Used
future use
A2/3/4, B2/3/4, C1/2/3/4, D1/2/3, E1/2/3, F1/2/3,

G1/2/3, H1/2/3, J1/2/3, K1/2/3/4 - Not Used
118 Doc. No. 872359 : Rev A

OEU J3
OEU J3 OEU J3
A1 Output to Medium Speed Solenoid MSS-1 D3 Output to Engine Cooling Fan ECF-2 via
via D5-F D3-18 (PWM Return)
A2 Output to Air Conditioning Unit ACU-4 E1 Output to Right Strut Down Solenoid
(Actuator 1, Heater Valve) (standard on B50, option on B35/40)
RSU-1 via D5-G (& SUS-5 B35/40 only)
A3 Output to Engine Cooling Fan Solenoid
ECF-1 via D3-17 E2 Output to Air Conditioning Unit ACU-5 (
Feet Actuator 2)
A4 Output to Fan Cut Solenoid FCS-1 via
D5-A F1 Output to Right Strut Up Solenoid
(standard on B50, option on B35/40)
B1 Output to Fan Low Speed Solenoid LSS-1 RSU-1 via D5-E (& SUS-4 B35/40 only)
via D5-C
G1 Input from Driver Supply 2 via Fuse
B2 Output to Emergency Steering Solenoid 23-25A (Ignition Supply to Outputs)
ESS-1 via D2-G G2
C1 Output to Left Strut Down Solenoid H1

(standard on B50, option on B35/40) To Earth E2
LSD-1 via D5-D (& SUS-3 on B35/40 only) H2
D1 Output to Left Strut Up Solenoid (standard H3 Input from Driver Supply 1 via Fuse
on B50, option on B35/40) LSU-1 via D5-B 24-15A (Ignition Supply to Outputs)
H4
(& SUS-2 B35/40 only)
B3/4, C2/3/4, D4, E3/4, F2/3/4, G3/4 - Not Used
D2 Output to Air Conditioning Unit ACU-6
(Middle/Demist Actuator 3)
B3/4, C2/3/4, D4, E3/4, F2/3/4, G3/4 - Not Used
Doc. No. 872359 : Rev A 119

ADM-Mercedes ECU Inputs and ADM-Mercedes ECU

Outputs 21-1 Input from Battery Power via Fuse
2-10A
21-19 CANBUS High

21-1
21-21 CANBUS Low
21-19
21-20 CANBUS Neutral
21-21
21-14 Input from Accelerator Pedal
21-20 ACCP-1&3
21-14 21-13 Input from Accelerator Pedal ACCP-4
21-13 21-12 Input from Accelerator Pedal ACCP-2
21-12 21-3 Earth at E3
21-3 21-2 Input via Fuse 17-10A
15-5 Input from Accelerator Pedal

21-2
ACCP-5&6
15-13 Output to MR Engine ECU MR-1via

15-5 D3-14
15-14 Output to MR Engine ECU MR3&4 via

15-13
D3-13 & D3-24
15-14 15-15 Output to MR Engine ECU MR-2 via
D3-25
15-6 Output to Exhaust Brake Solenoid

15-15 EVBSOL-1
15-6 18-9
Earth at E3
18-11
18-9 18-16 Output to Relay 2 Overspeed-87
18-11 12-2 Output to Daimler Chrysler Diagnostics

via DC-14 & Diag-H
18-16
12-2
ADM - MERCEDES ECU
120 Doc. No. 872359 : Rev A

MR-Engine ECU Inputs and Outputs(Tier 2/3)
MR-Engine ECU
MR-1 Output to ADM-Mercedes ECU

15-13 via D3-14 (IES CAN-High)

15-14 via D3-13 (IES CAN-Shield)


15-15 via D3-25 (IES CAN-Low)
MR-9
To Earth at EE
MR-11
MR-15 Ignition Supply via Fuse 17-10A &

D3-5
MR-5 Battery Power via Fuse 17-10A &

D3-5
MR-6 Battery Power via D6-X & Main

Circuit Breaker
MR-12 Output to Starter STAR-50
MR-13 Output to Daimler Chrysler

Diagnostics via DC-5 & Diag-J
Doc. No. 872359 : Rev A 121

MR-Engine ECU Inputs and Outputs (Tier 3b)
MR-Engine ECU

15-13 via D3-14 (IES CAN-High)



15-15 via D3-25 (IES CAN-Low)
MR-9
To Earth at EE
MR-11
MR-15 Ignition Supply via Fuse 17-10A &

D3-5
MR-5 Battery Power via Fuse 17-10A &

D3-5
MR-6 Battery Power via D6-X & Main

Circuit Breaker
MR-12 Output to Starter STAR-50
MR-13 Output to Daimler Chrysler

Diagnostics via DC-5 & Diag-J
MR-14 Ground supply to SCR controller
MR-16 Ground supply to SCR controller
MR-7 MR / SCR Can
MR-10 MR / SCR Can
122 Doc. No. 872359 : Rev A

Allison TCU Inputs & Outputs
28 8 49 23 32 72 41 9 69 70 10 63 2
59 39 60 40 80 20 18 37 51 33 52 36 71 74 55 11 77 76 54 16 12 ALLISON - TCU 31 15 58 75 19
Allison TCU Allison TCU

28 To CANBUS High via TCUCAN-A 33 Output to Transmission Block-9 (PCS3)
via ALL-26
8 To CANBUS Low via TCUCAN-B
52 Output to Transmission Block-5 (PCS2)
49 To CANBUS Shield via TCUCAN-C via ALL-12
23 Input from OEU J2-G4 via TCU-8 & 36 Output to Transmission Block-4 (PCS1)
CAB-8 (3rd Shift Program) via ALL-7
32 Output to Diagnostic-F via CAB-4 & 71 Output to Transmission Block-6 (HSD2)
TCU-4 via ALL-1
72 Output to Diagnostic-G via CAB-5 & 74 Output to Transmission Block-8 (Main
TCU-5 Mod) via ALL-9
41 Output to Automatic Greaser AG-3 via 55 Output to Transmission Block-2 (PCS4)
CAB-7, TCU-7 & D2-S via ALL-10
9 11 Output to Transmission Block-1 (HSD1)
Earth to E1 via ALL-26
69
70 Input from Power Supply via Main Circuit 77 Output to Transmission Block-3 (PS-1
Breaker, Fuse 1-10A, TCU-2 & CAB-2 Switch) via ALL-21
10
76 Output to Transmission Block-20 (Trans
63 Input via Fuse 15-10A (Ignition Supply) ID) via ALL-20
2 Input via Fuse 15-10A (Engine Brake 54 Output to Transmission Block-18 (Sump
Enable) Temp) via ALL-18
59 Output to Engine Speed Sensor-A via 16 Output to Transmission Block-15 (Oil
ALL-17 Level) via ALL-22
39 Output to Engine Speed Sensor-B via 12 Output to Transmission Block-16 (Oil
ALL-16 Level) via ALL-4
60 Output to Output Speed Sensor-A via 31 Output to Retarder Solenoid-B and
ALL-15 Transmission Block-11 (HSD3) and
40 Output to Output Speed Sensor-B via Retarder Accum Resistor-2 via ALL-28
ALL-23 15 Output to Retarder Solenoid-A via ALL-2
80 Output to Transmission Block-13 58 Output to Retarder Temp Sensor-B and
(Turbine Speed) via ALL-19 Transmission Block-11 (HSD3) via
20 Output to Transmission Block-14 ALL-13
(Turbine Speed) via ALL-18 75 Output to Retarder Temp Sensor-A via
18 Output to Transmission Block-17 (PS-2 ALL-25
Switch) via ALL-18 19 Output to Retarder Accum Resistor-1 via
37 Output to Transmission Block-12 (TCC ALL-24
Solenoid) via ALL-18
51 Output to Transmission Block-10 (SS1)
via ALL-11
Doc. No. 872359 : Rev A 123

Memory Module Inputs & Outputs
Memory Module
9 9 - 36 Vdc Ignition
14 9 - 36 Vdc Battery
13 Ground
1 USB +
2 USB 5V
MM 15
4 USB -
5 USB 0V
6 CAN High
3 CAN Low
124 Doc. No. 872359 : Rev A

Connectors
Multiple Wire Colours

Wires with more than one colour abbreviation will have a stripe running parallel to the wire.
The first colour abbreviation will be the main colour, the second abbreviation will be the colour of the stripe.
Example: WH/BK represents a white wire with a black stripe.
Wires with three colour abbreviations will have two stripes running parallel to the wire. The second and third
colour abbreviations will be the colour of the stripes.
Example: BK/WH/GN represents a black wire with a white and green stripe.
Wire Colour
The wire colour (Two character code) is simply an abbreviation of the wire colour.
WIRE COLOUR SCHEMATIC ABBREVIATION
Black BK
Blue BL
Brown BN
Green GN
Grey GY
Orange OR
Pink PK
Purple PL
Red RD
White WH
Yellow YL
Doc. No. 872359 : Rev A 125

Connectors ACC
12V A & 12V B
ACCP
2WR
2WR
1 2
DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
2 WAY RADIO.
(Connector as viewed from the back).
PAGE WIRE COLOUR FUNCTION

TERMINAL
? GN 1.5 ?
1 4 WHITE/RED 1.5 12V 2 Way Radio
2 4 BLACK 1.5 Earth
ABP
ACU
AFP
126 Doc. No. 872359 : Rev A

ACUE ADM 18
ADM 12
ADM 21A
ADM 15A
Doc. No. 872359 : Rev A 127

AG AGI
AGPS
AG 1
AH
AG/AG2
AS
128 Doc. No. 872359 : Rev A

AHFP/RHFP AJR
CAN1 & CAN2
AJA
CANA
Doc. No. 872359 : Rev A 129

AL 1 ALT
ALT D+
ALT B+
ALL
ALT E
ARLHT
130 Doc. No. 872359 : Rev A

AS BFI
BAT 1-2
BIN-A & BIN-B
BB FUSE 1 & BB FUSE 2

BL
BD
BLS
BLS
1 2
BRAKE LIGHT SWITCH.

TERMINAL
? GN 1.5 ?
1 9 GREEN 0.75 Battery Supply
2 9 GREY/GREEN 0.75 Brake Light Switch Signal
Doc. No. 872359 : Rev A 131

BPR BUZ
BPR
BUZ
1 2 AMP, 2 WAY, PLUG & SOCKETS - 1 2
BIN PRESSURE REDUCTION SOLENOID. (Large Trucks).
DT DEUTSH, 2 WAY, PLUG & SOCKETS -
(Connector as viewed from the front).
BUZZER.
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 9 GREEN/PURPLE 1.5 Bin Pressure Reduction Solenoid
2 9 BLACK 1.5 Earth 1 5 BLACK/RED 0.75 Buzzer Ignition Control
2 5 ORANGE/WHITE 0.75 Buzzer Earth Control
BPS
BPS
CAB
C B A DELPHI PACKARD, 3 WAY, PLUG & PINS -
BIN POSITION SENSOR.

TERMINAL
? GN 1.5 ?
A 10 BLACK/YELLOW 1.5 Bin Position Sensor Return
B 10 PURPLE/GREEN 1.5 Bin Position Sensor Signal
C 10 RED/ORANGE 1.5 Bin Position Sensor 5V Supply
BU
BU
1 2 AMP, 2 WAY, PLUG & SOCKETS -

BIN UP SOLENOID. (Not on 4206D, 2306D & T17D F/D).

CAN
TERMINAL
? GN 1.5 ?
B A
CAN
1 12 YELLOW/GREEN 1.5 Bin Up Solenoid C

2 12 BLACK/YELLOW 1.5 Bin Up Return CAN. (Pigtail 216281)

TERMINAL
BUA ? GN 1.5 ?
A 25 YELLOW 0.75 Can High
BUA
B 25 GREEN 0.75 Can Low
GHW, 4MM LUG -
C
BACK UP ALARM.
(Isometric View).
CAN A
TERMINAL
? GN 1.5 ?
A 7 YELLOW/GREEN 1.5 Back Up Alarm
B 7 BLACK 1.5 Earth
132 Doc. No. 872359 : Rev A

CAN TERM CB 2
B A
CAN TERM
C
CAN TERMINATOR.

TERMINAL
? GN 1.5 ?
A 28 YELLOW 1.5 CAN High
B 28 GREEN 1.5 CAN Low
C 28 BLACK 1.5 CAN Shield
CCU2_J1
CANT 1
A B CD E F G H
4
3 CCU2J1
2
1
B A
CANT1 G F E D C B A H
CINCH BN, 32 WAY, PLUG & SOCKETS -
CHASSIS CONTROL UNIT (J1).
C
CAN TERMINATOR 1. PAGE WIRE COLOUR FUNCTION
TERMINAL
? GN 1.5 ?
TERMINAL
A1
? GN 1.5 ? A2
A3 7 GREY/WHITE 0.75 Headlight Dips
A4 7 GREY/WHITE 0.75 Headlight Dips
A 18 YELLOW 0.75 CAN - High B1
B 18 GREEN 0.75 CAN - Low B2
C 18 BLACK 0.75 CAN - Shield B3 7 WHITE/GREY 0.75 Headlight Brights
B4 7 WHITE/GREY 0.75 Headlight Brights
C1 7 ORANGE/WHITE 0.75 System Air Pressure
C2 7 BLACK/GREEN 0.75 Start Signal
C3 7 YELLOW/GREEN 0.75 Reverse
C4 7 YELLOW/GREEN 0.75 Reverse
CB 1 D1
D2
7
7
WHITE/ORANGE 0.75
BLUE/YELLOW 0.75
Rear 2 Speed Switch
Middle 2 Speed Switch
D3 7 YELLOW/GREY 0.75 Rear Wiper Low Speed
CB1 D4 7 YELLOW/GREY 0.75 Rear Wiper Low Speed
GHW, 5MM LUG - E1 7 GREEN/WHITE 0.75 Scraper Dash Switch
CIRCUIT BREAKER 1. E2 7 PURPLE/WHITE 0.75 Pressure 2 Speed Switch
(Isometric View). E3 7 RED/ORANGE 0.75 Front Wiper Lo Speed
E4 7 RED/ORANGE 0.75 Front Wiper Lo Speed
PAGE WIRE COLOUR FUNCTION F1 7 WHITE/RED 0.75 12V Ignition Power
F2 7 GREEN/BLACK 0.75 Horn Switch
TERMINAL
F3 7 BLUE 0.75 Park Lights
? GN 1.5 ? F4
G1
7 BLUE 0.75 Park Lights
G2
G3 7 RED 1.5 Ignition Supply to Outputs
CB1-1 1 WHITE 2.5 12V Battery Supply
CB1-2 1 WHITE 2.5 12V Battery Supply
H1 7 RED/WHITE 1.5 Work Lights
H2 7 RED/WHITE 1.5 Work Lights
H3 7 RED 1.5 Ignition Supply to Outputs
CAN 1 H4 7 RED 1.5 Ignition Supply to Outputs
CALV
Doc. No. 872359 : Rev A 133

CCU2 J2 CCU2_J3
A BCDEFGH J K L M
4 A B CD E F G H
CCU2J2 4
3
2 3 CCU2J3
1 L K J HG FE DC B A M CINCH, 48 WAY, PLUG & SOCKETS - 2
CHASSIS CONTROL UNIT (J2). 1 G F E D C B A H
CINCH BL, 32 WAY, PLUG & SOCKETS -
CHASSIS CONTROL UNIT (J3).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
A1 9 YELLOW 0.75 CAN High
A2 A1 12 GREEN/BLUE 0.75 Artic Reverse Light
A3 A2 RED/BROWN 0.75 Recirculation Flap
12
A4 9 GREY/GREEN 0.75 Brake Lights Switch A3 12 YELLOW/GREEN 0.75 Bin Up Solenoid
B1 9 GREEN 0.75 CAN Low A4 12 YELLOW/BLUE 0.75 Engine Running
B2
B1 12 PURPLE/GREEN 0.75 Rear Washer Pump
B3 B2 BROWN 0.75 Left Indicator Light
12
B4 9 GREEN/BLUE 0.75 IDL Solenoid
B3
C1 9 YELLOW/PURPLE 0.75 Bonnet Fan Temperature Switch
B4 12 GREY/BLUE 0.75 Brake Light
C2 15 ORANGE/GREEN 0.75 Generic Special Spare Tristate Input
C1 12 ORANGE 0.75 Front Wiper High Speed
C3 9 PURPLE/BLUE 0.75 Left Height Position Sensor
C2 12 YELLOW 0.75 Right Indicator Light
C4 9 GREEN/PURPLE 0.75 Bin Pressure Reduction Solenoid
C3
D1
C4 12 BLACK/YELLOW 0.75 Bin Down Return
D2 9 GREEN/BLACK 0.75 Wake-Up Signal from Sealed Switch Module
D1 12 GREEN/PURPLE 0.75 Front Washer Pump
D3 9 PURPLE/YELLOW 0.75 Right Height Position Sensor D2 12 RED/GREY 0.75 Mirror Heating
D4 9 ORANGE/YELLOW 0.75 Bin Lever Latch
D3 12 BLACK/YELLOW 0.75 Bin Up Return
E1 9 PINK/BLUE 0.75 Rear Wiper Park Signal Input
D4 12 GREEN/YELLOW 0.75 Bin Down Solenoid
E2 9 PINK 0.75 Front Wiper Park Signal Input
E1 12 RED/PINK 0.75 Overspeed Control
E3 9 PURPLE/RED 0.75 Artic Angle Position Sensor
E2 12 BLACK/WHITE 0.75 Hydraulic Cut Solenoid
E4 9 YELLOW/GREEN 0.75 Pneumatic Blow Off Solenoid
E3 12 WHITE/GREEN 0.75 Aircon Clutch Solenoid
F1 9 PURPLE/GREEN 0.75 Bin Position Sensor
E4 12 GREEN/WHITE 0.75 Hydraulic Temperature Sensor
F2 9 GREEN/GREY 0.75 IDL Pressure Switch
F1 12 BROWN/YELLOW 0.75 Park Brake Solenoid
F3
F2 12 BLUE/YELLOW 0.75 Aircon Thermo Switch
F4 9 ORANGE/BROWN 0.75 CTD Solenoid
F3
G1 10 ORANGE/GREEN 0.75 Bin Lever Position Sensor
F4 12 RED 0.75 Hardware Detection
G2
G3
G4 10 ORANGE/BLUE 0.75 Rear Wiper High Speed
G3
H1 10 BLUE/GREY 0.75 Emergency Stop Kill Switch
G4
H2
H1 12 BLACK 1.5 Power Ground
H3
H2 12 BLACK 1.5 Power Ground
H4 10 ORANGE/WHITE 0.75 Flashing Beacon Light
J1 10 RED/BLACK 0.75 Aircon Evaporator Temperature
J2 10 WHITE/BLUE 0.75 Wet Disk Brake Temperature
J3 10 GREYRED 0.75 Cab Temperature
J4 10 BLUE/GREEN 0.75 Horn
K1 10 RED/YELLOW 0.75 Left/Right Height /Artic Position Sensor
K2 10 BLACK/YELLOW 0.75 Left/Right Height/Artic Position Sensor / Wet Disk Brake/
Evaporator/Cab/Hydraulic/Drop Box Temperature /
CL
System Air Pressure
K3 10 BLACK/YELLOW 0.75 Bin Position/Bin Lever Position Sensor
K4 10 RED/ORANGE 0.75 Bin Position/Bin Lever Position Sensor
L1 10 GREEN 1.5 28V Battery (KL30) CL
BLACK 1.5 Ground (KL31) 2
L2 10
L3 10 RED 1.5 Ignition Supply to Outputs
UTILUX, 2 WAY, PLUG & SOCKETS -
L4 10 RED 1.5 Ignition Supply to Outputs 1
CIGARETTE LIGHTER.
M1 10 RED 1.5 28V Ignition (KL15) (Connector as viewed from the back).
M2 10 BLACK 1.5 Ground (KL31)
M3 10 RED 1.5 Ignition SUpply to Outputs PAGE WIRE COLOUR FUNCTION
M4 10 RED 1.5 Ignition Supply to Outputs
TERMINAL
? GN 1.5 ?
CTA 1 4 WHITE/RED 1.5 12V Ignition Supply
2 4 BLACK 1.5 Earth
CTB
134 Doc. No. 872359 : Rev A

COL CSSOL
1 4
3 2
CSSOL
AMP, 4 WAY, BAYONET, PLUG & SOCKETS -

COLD START FUEL SOLENOID. (Not on JD 250/300D).
TERMINAL
? GN 1.5 ?
1 18 GREY/BLACK 2.5 Cold Start Fuel Solenoid
2 18 BLACK 2.5 Earth
CS 3
4
CSTS
1 2
CSTS
M24, 2 WAY, 90° BAYONET PLUG & SOCKETS -

COLD START TEMPERATURE SENDER. (Not on JD 250/300D).

TERMINAL
? GN 1.5 ?
1 18 GREY/WHITE 2.5 Cold Start Temperature Sender Signal
CTDPS
CSGP
CSGP
GHW, 5MM LUG
COLD START GLOW PLUG. (Not on JD 250/300D).
(Isometric View).

TERMINAL
? GN 1.5 ? CANA
CSGP 18 BLUE/WHITE 2.5 Cold Start Glow Plug Supply
Doc. No. 872359 : Rev A 135

CTDSOL D2A
D1A
D2B
K X
W
L J V
B H
M U
C A G
N T
D F D2B
O E S
D1B P
Q
R
HDP DEUTSCH, 23 WAY, PLUG & PINS -
FIREWALL, ARTIC & REAR.

TERMINAL
? GN 1.5 ?
A 5 RED/GREY 0.75 Low Brake Accumulator

B 5 ORANGE/BLACK 0.75 Emergency Steering
C 7 YELLOW/GREEN 1.5 Reverse Signal
D 26 ORANGE/GREEN 0.75 Automatic Greaser Indicator
E 13 GREY/BLUE 0.75 Brake Lights
F 7 BLUE/YELLOW 1.5 Drop Box Temperature Switch
G 16 GREEN/PURPLE 1.5 Emergency Steering Solenoid
H 12 BLACK/WHITE 0.75 Hydraulic Cut
J 13 BROWN 0.75 Left Indicator
K 13 YELLOW 0.75 Right Indicator
L 10 BLACK/YELLOW 0.75 Artic Sensor Return
M 9 PURPLE/RED 0.75 Artic Sensor Signal
N 3 RED 1.5 Signal Fuse - Exterior
O 10 RED/YELLOW 0.75 Artic Sensor 5V Supply
P 13 BLUE 1.5 Park Lights
Q 5 BLUE/WHITE 0.75 Hydraulic Filter Pressure
R 3 RED 1.5 Auto Greaser Ignition Supply
S 26 BROWN/RED 0.75 Auto Greaser Neutral Signal
T 9 PURPLE/GREEN 0.75 Bin Position Sensor Signal
U 10 RED/ORANGE 0.75 Bin Position 5V Supply
V 10 BLACK/YELLOW 0.75 Bin Position Sensor Return
W 11 WHITE/BLUE 0.75 Wet Disc Brake Temperature
X 12 GREEN/WHITE 0.75 Hydraulic Temperature
136 Doc. No. 872359 : Rev A

D3A D3B
31 20 20 31
30 8 21 8
21 30
19 9 9 19
18 2 10 10 2 18
29 7 3 22
22 3 7 29
17 1 11
11 1 17
28 6 4 23
23 4 6 28
16
15
5
13
12
D3A 12 5 16 D3B
27 14 24 13 15
26 25 24 14 27
25 26
HDP DEUTSCH, 31 WAY, RECEPTACLE & SOCKETS - HDP DEUTSCH, 31 WAY, PLUG & PINS -
FIREWALL, ENGINE. FIREWALL, ENGINE.
(Connector as viewed from the back). (Connector as viewed from the back).
PAGE WIRE COLOUR FUNCTION PAGE WIRE COLOUR FUNCTION

TERMINAL
TERMINAL
? GN 1.5 ? ? GN 1.5 ?
1 1
2 6 WHITE/BLUE 0.75 Engine Coolant Level Switch
2 6 WHITE/BLUE 0.75 Engine Coolant Level Switch
3 1 YELLOW/RED 0.75 D+
3 1 YELLOW/RED 0.75 D+
4 9 YELLOW/GREEN .075 Pneumatic Blow Off Solenoid
4 9 YELLOW/GREEN .075 Pneumatic Blow Off Solenoid
5 18 RED 1.5 MR Ignition Supply
5 18 RED 1.5 MR Ignition Supply
6 1 BLACK/WHITE 1.5 Starter Signal - KL50 (JD 250D/300D)
6 1 BLACK/WHITE 1.5 Starter Signal - KL50 (JD 250D/300D)
7 1 GREEN 0.75 Battery Supply - dedicated for Memory Module
7 1 GREEN 0.75 Battery Supply - Indipendant for Memory Module
8 13 BROWN 0.75 Left Indicator
9 13 YELLOW 0.75 Right Indicator
10 7 WHITE/GREY 1.5 Brights
10 7 WHITE/GREY 1.5 Brights
11 7 GREY/WHITE 1.5 Dips
11 7 GREY/WHITE 1.5 Dips
12 17 WHITE/GREEN 0.75 Aircon - Clutch
12 17 WHITE/GREEN 0.75 Aircon - Clutch
13 18 IES CAN: BLACK 0.75 IES CAN - Shield
18 IES CAN - High 13 18 IES CAN: BLACK 0.75 IES CAN - Shield
14 IES CAN: YL/GN 0.75
15 10 BLUE/GREEN 0.75 Horn 14 18 IES CAN: YL/GN 0.75 IES CAN - High
16 1 BLACK 0.75 Earth - dedicated for Memory Module 15 10 BLUE/GREEN 0.75 Horn
17 16 BLUE/YELLOW 0.75 Engine Hyd Cooler Fan Solenoid (B50D) 16 1 BLACK 0.75 Earth - Indipendant for Memory Module
18 16 BLACK/YELLOW 0.75 Engine Hyd Cooler Fan PWM Return (B50D) 17 16 BLUE/YELLOW 0.75 Engine Hyd Cooler Fan Solenoid (B50D)
19 14 BROWN/BLACK 0.75 Bonnet Fan 1 (B50D) 18 16 BLACK/YELLOW 0.75 Engine Hyd Cooler Fan PWM Return (B50D)
20 14 BROWN/BLUE 0.75 Bonnet Fan 2 (B50D) 19 14 BROWN/BLACK 0.75 Bonnet Fan 1 (B50D)
21 20 14 BROWN/BLUE 0.75 Bonnet Fan 2 (B50D)
22 21
23 29 YELLOW/BLUE 0.75 Hydraulic Level Switch 22
24 18 IES CAN: BLACK 0.75 IES CAN - Shield 23 29 YELLOW/BLUE 0.75 Hydraulic Level Switch
25 18 IES CAN: BROWN 0.75 IES CAN - Low 24 18 IES CAN: BLACK 0.75 IES CAN - Shield
26 8 BLUE 1.5 Park Lights 25 18 IES CAN: BROWN 0.75 IES CAN - Low
27 5 BLUE/WHITE 0.75 Fuel Level Sender 26 8 BLUE 1.5 Park Lights
28 18 PURPLE 0.75 MR Diagnostic 27 5 BLUE/WHITE 0.75 Fuel Level Sender
29 28 18 PURPLE 0.75 MR Diagnostic
30 5 PURPLE/GREEN 0.75 Engine Air Intake Filter Press SW (B50D) 29
31 9 YELLOW/PURPLE 0.75 Bonnet Fan Temperature Switch (B50D) 30 5 PURPLE/GREEN 0.75 Engine Air Intake Filter Press SW (B50D)
31 9 YELLOW/PURPLE 0.75 Bonnet Fan Temperature Switch (B50D)
Doc. No. 872359 : Rev A 137

D5A D6A
T
H
X J
U S
W K
G B
V L
F A C V R Z
U M D6A
T
E D
N
D5A W Y
S P X
R
HDP DEUTSCH, 9 WAY, PLUG & PINS -
HDP DEUTSCH, 21 WAY, RECEPTACLE & SOCKETS - BATTERY BOX INTERFACE.
FIREWALL, SPECIAL ARTIC & REAR. (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
R 1 GREEN 16.0 Battery Supply
A 16 BLUE/GREY 0.75 Fan Cut Solenoid (Large) S 1 RED 10.0 Main Ignition
B 16 PINK/GREY 0.75 Left Strut Up (B50) T 1 WHITE 2.5 Main 12V Supply
C 16 PURPLE/GREEN 0.75 Fan Low Solenoid (Large) U 1 GREEN 10.0 Main Battery Power Supply
D 16 RED/BROWN 0.75 Left Strut Down (B50) V 1 RED/BLACK 2.5 Ignition Key Signal
E 16 GREY/ORANGE 0.75 Right Strut Up (B50) W 1 GREEN 2.5 Battery Supply
F 16 BLACK/GREEN 0.75 Fan Medium Solenoid (Large) X 1 GREEN 2.5 Battery Supply
G 16 ORANGE/WHITE 0.75 Right Strut Down (B50) Y 1 RED 2.5 Ignition Supply / Ether Start Power (300D)
H 12 YELLOW/GREEN 0.75 Bin Up Solenoid Z 9 YELLOW/GREEN 2.5 Pneumatic Blow Off Solenoid (Small Trucks)
J 12 BLACK/YELLOW 0.75 Bin Up Return
K 12 GREEN/YELLOW 0.75 Bin Down Solenoid
L 12 BLACK/YELLOW 0.75 Bin Down Return
M 9 GREEN/GREY 0.75 IDL Position Switch (B50D) D6B
N
P
R
S 10 RED/YELLOW 0.75 Left/Right Height Pos Sensors 5V Supply (B50)
T 9 PURPLE/BLUE 0.75 Left Height Position Signal (B50)
T
U 9 PURPLE/YELLOW 0.75 Right Height Position Signal (B50) S U
V 10 BLACK/YELLOW 0.75 Left/Right Height Pos Sensor Return (B50)
Z R V
W 9 GREEN/PURPLE 0.75 Bin Pressure Reduction Solenoid D6B
X 3 RED 1.5 OBW/TPM Ignition Supply Y W
X
HDP DEUTSCH, 9 WAY, RECEPTACLE & SOCKETS -
BATTERY BOX (INTERIOR)
D5B PAGE WIRE COLOUR FUNCTION
TERMINAL
H
? GN 1.5 ?
J X
K B W
G
L V R 1 GREEN 16.0 Battery Supply
C A F
S 1 RED 10.0 Main Ignition
M U
D E T 1 WHITE 2.5 Main 12V Supply
N T D5B
P S
U 1 GREEN 10.0 Main Battery Power Supply
R
V 1 RED/BLACK 2.5 Ignition Key Signal
HDP DEUTSCH, 21 WAY, PLUG & PINS - W 1 GREEN 2.5 Battery Supply
FIREWALL, SPECIAL ARTIC & REAR. X 1 GREEN 2.5 Battery Supply
(Connector as viewed from the back). 1 RED 2.5 Ignition Supply, CB2
Y
Z 9 YELLOW/GREEN 2.5 Pneumatic Blow Off Solenoid (Small Trucks)
TERMINAL
? GN 1.5 ?
A 16 BLUE/GREY 0.75 Fan Cut Solenoid (Large)

B 16 PINK/GREY 0.75 Left Strut Up (B50)
C 16 PURPLE/GREEN 0.75 Fan Low Solenoid (Large)
D 16 RED/BROWN 0.75 Left Strut Down (B50)
E 16 GREY/ORANGE 0.75 Right Strut Up (B50)
F 16 BLACK/GREEN 0.75 Fan Medium Solenoid (Large)
G 16 ORANGE/WHITE 0.75 Right Strut Down (B50)
H 12 YELLOW/GREEN 0.75 Bin Up Solenoid
J 12 BLACK/YELLOW 0.75 Bin Up Return
K 12 GREEN/YELLOW 0.75 Bin Down Solenoid
L 12 BLACK/YELLOW 0.75 Bin Down Return
M 9 GREEN/GREY 0.75 IDL Position Switch (B50D)
M 9 BLACK 1.5 EARTH
N
P
R
S 10 RED/YELLOW 0.75 Left/Right Height Pos Sensors 5V Supply (B50)
T 9 PURPLE/BLUE 0.75 Left Height Position Signal (B50)
U PURPLE/YELLOW 0.75 Right Height Position Signal (B50)
V 10 BLACK/YELLOW 0.75 Left/Right Height Pos Sensor Return (B50)
W 9 GREEN/PURPLE 0.75 Bin Pressure Reduction Solenoid
X 3 RED 1.5 OBW/TPM Ignition Supply
138 Doc. No. 872359 : Rev A

D7A D8A
D7B
Doc. No. 872359 : Rev A 139

D8B DBT
DC
DAIG 2 DIAG
140 Doc. No. 872359 : Rev A

E1 E5
E1 E5
GHW, 10MM LUG - GHW, 10MM LUG -
EARTH POINT 1. EARTH POINT 5.
(Isometric view). (Isometric view).

TERMINAL
TERMINAL
? GN 1.5 ? ? GN 1.5 ?
E1 18 BLACK 2.5 Earth (Cold Start) E5 06 BLACK 1.5 Earth (Sealed Switch Module)
E1 23 BLACK 1.5 Earth (ZF TCU) E5 08 BLACK 1.5 Earth (Rear Wiper Motor)
E1 24 BLACK 1.5 Earth (Allison-TCU) E5 09 BLACK 0.75 Earth (Inter Axle Diff Lock Solenoid)
E5 09 BLACK 1.5 Earth (CTD Solenoid)
E5 10 BLACK 1.5 Earth (Horn Solenoid)
E5 10 BLACK 0.75 Earth (Bin Lever)
E2 E5
E5
5
12
BLACK 0.75
BLACK 0.75
Earth (CTD Pressure Switch)
Earth (Park Brake Solenoid)
E5 30 BLACK 1.5 Earth (IQAN circuit)
E2 E5 04 BLACK 1.5 Earth (Cigarette Lighter)
GHW, 10MM LUG - E5 17 BLACK 1.5 Earth (Airconditioner Unit)
EARTH POINT 2. E5 18 BLACK 0.75 Earth (Exhaust Brake Solenoid)
(Isometric view). E5 26 BLACK 0.75 Earth (Automatic Greaser Indicator)
E5 26 BLACK 1.5 Earth (Electrical Seat)
PAGE WIRE COLOUR FUNCTION E5 27 BLACK 0.75 Earth (Mirror Switch)
E5 15 BLACK 1.5 Earth (Generic Special Spare)
TERMINAL
? GN 1.5 ?
E2 04 BLACK 1.5 Earth (2 Way Radio)
E6
E2 04 BLACK 1.5 Earth (12V Radio)
E2 04 BLACK 1.5 Earth (Battery Balancer) E6
E2 04 BLACK 1.5 Earth (12V Power Supply) GHW, 10MM LUG -
E2 10 BLACK 1.5 Earth (CCU-J2) EARTH POINT 6.
E2 12 BLACK 0.75 Earth (CCU-J3) (Isometric view).
E2 15 BLACK 1.5 Earth (OEU-J2)
E2 16 BLACK 1.5 Earth (OEU-J3) PAGE WIRE COLOUR FUNCTION
TERMINAL
E3 ? GN 1.5 ?
E3 E6 04 BLACK 1.5 Earth (Reverse Monitor)

GHW, 10MM LUG - E6 08 BLACK 1.5 Earth (Worklight Interface)
EARTH POINT 3. E6 11 BLACK 0.75 Earth (Flashing Beacon Light)
(Isometric view). E6 15 BLACK 1.5 Earth (On Board Weighing Warning Light)
E6 12 BLACK 0.75 Earth (Arctic reverse Light)
E6 26 BLACK 0.75 Earth (Interior Light)
TERMINAL
E6 27 BLACK 0.75 Earth (Left Mirror Demister)

E6 27 BLACK 0.75 Earth (Right Mirror Demister)
? GN 1.5 ?
E3 04 BLACK 1.5 Earth (Relay 1 12V Supply)
E3 05 BLACK 1.5 Earth (MDU) ECF
E3 06 BLACK 1.5 Earth (Steering Column Switch)
E3 08 BLACK 1.5 Earth (Front Wiper Motor)
E3 12 BLACK 0.75 Earth (Rear Wiper Washer Pump)
E3 12 BLACK 0.75 Earth (Front Wiper Washer Pump)
E3 12 BLACK 1.5 Earth (Relay 2 Overspeed)
E3 18 BLACK 0.75 Earth (ADM 21)
E3 18 BLACK 0.75 Earth (ADM18)
E3 20 BLACK 1.5 Earth (JDECU-J2)
E3 25 BLACK 0.75 Earth (Diagnostic)
E4
E4
GHW, 10MM LUG -
EARTH POINT 4.
(Isometric view).

ECF
TERMINAL
? GN 1.5 ?
E4 BLACK 16 Earth - battery negative
Doc. No. 872359 : Rev A 141

ECFP ESS
ECFP
2 1
DEUTSCH, 2 WAY, RECEPTACLE & PINS -
ENGINE COOLING FAN PIGTAIL.

TERMINAL
? GN 1.5 ?
1 16 BLUE/YELLOW 1.5 Engine Hyd Cooler Fan Solenoid
2 16 BLACK/YELLOW 1.5 Engine Hyd Cooler Fan PWM Return
EH EVBSOL
EH
GHW, 1 WAY, PUSH ON TERMINAL -

ELECTRIC HOOTER.
(Isometric View).

TERMINAL
? GN 1.5 ?
1 10 BLUE/GREEN 1.5 Electric Hooter
ES 2
1 2
ES2
EBSOL
EMERGENCY STEERING 2.

TERMINAL
? GN 1.5 ?
1 5 ORANGE/BLACK 1.5 Emergency Steering Signal
2 5 BLACK 1.5 Earth
ESEAT
ESEAT
1 2
ELECTRICAL SEAT.

TERMINAL
? GN 1.5 ?
1 26 RED 1.5 Ignition Supply
142 Doc. No. 872359 : Rev A

E/A Plug FB
FB
1 2
FLASHING BEACON.
TERMINAL
? GN 1.5 ?
1 11 ORANGE/WHITE 0.75 Flashing Beacon
FBI
FBI
2 1
E/A DEUTSCH, 2 WAY, RECEPTACLE & PINS -

FLASHING BEACON INTERFACE.
TERMINAL ? GN 1.5 ?
1 11 ORANGE/WHITE 1.5 Flashing Beacon
FB-A & FB-B
FAN 1
FAN1
1 2
COOLING FAN 1. (B50D).

TERMINAL
? GN 1.5 ?
FCS
FCS
1 14 BROWN/BLACK 1.5 Bonnet Fan 1
FAN CUT SOLENOID. (Large Trucks).
FAN 2 PAGE WIRE COLOUR FUNCTION

TERMINAL
? GN 1.5 ?
FAN2
1 2
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - 1 16 BLUE/GREY 1.5 Fan Cut Solenoid
COOLING FAN 2. (B50D). 2 16 BLACK 1.5 Earth

TERMINAL
? GN 1.5 ?
1 14 BROWN/BLUE 1.5 Bonnet Fan 2
Doc. No. 872359 : Rev A 143

FDL FS
FDL FS
1 2 1 2
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
FRONT DIFFLOCK PIGTAIL. (B50D). FUEL SENDER. (B20D & B18D).
(Connector as viewed from the back). (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ? ? GN 1.5 ?
1 28 GREEN/GREY 1.5 IDL Position Switch (Dropbox) 1 5 GREY/WHITE 1.5 Fuel Sender Signal
2 28 GREEN/GREY 1.5 IDL Position Switch (Dropbox) 2 5 BLACK 1.5 Earth
FTS
FF
FTS
FF 1 2
1 2 DT DEUTSCH, 2 WAY, PLUG & SOCKETS -

FAN TEMPERATURE SWITCH. (B50D).
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - (Connector as viewed from the back).
FUEL FILTER.
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 9 YELLOW/PURPLE 1.5 Bonnet Fan Temp Switch Signal
1 RED 2.5 Ignition Supply 2 9 BLACK 1.5 Earth
6
2 6 BLACK 2.5 Earth
FUEL
FIDLP
FIDLP
2 1
DT DEUTSCH, 2 WAY, RECEPTACLE & PINS -

FRONT DIFF LOCK PIGTAIL. (B50D).

TERMINAL
? GN 1.5 ?
1 28 GREEN/GREY 1.5 IDL Switch Signal
2 28 GREEN/GREY 1.5 Earth (Via Front & Rear IDL Switch)
FIDLSW FWASH
FIDLSW
FWASH
DELPHI PACKARD, 2 WAY, PLUG & SOCKETS - 2
1 2 FRONT DIFF LOCK SWITCH. (B50D)
(Connector as viewed from the back). 1
UTILUX, 2 WAY, PLUG & SOCKETS -
FRONT WASHER.
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 28 GREEN/GREY 1.5 IDL Switch Signal
2 28 GREEN/GREY 1.5 Earth (Via Front & Rear IDL Switch)
1 12 GREEN/PURPLE 0.75 Front Wiper Washer Pump
144 Doc. No. 872359 : Rev A

FWMD GSS
GPE HCS
HCS

HYDRAULIC CUT SOLENOID.
TERMINAL PAGE WIRE COLOUR FUNCTION
? GN 1.5 ?
1 12 BLACK/WHITE 1.5 Hydraulic Cut Solenoid
HFP
DIAG 1
HLS
Doc. No. 872359 : Rev A 145

HLSA HSR
HSR
HLSA 3 2 1
6 5 4
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - HEIGHT SENSOR RHS. (B50D).
HYDRAULIC LEVEL SWITCH A. (4206D). (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 10 BLACK/YELLOW 1.5 Sensor Return
1 29 YELLOW/BLUE 1.5 Hydraulic Level Switch Signal 2
2 29 BLACK 1.5 Earth 3
4 10 PURPLE/YELLOW 1.5 Right Height Sensor Signal
5 10 RED/ORANGE 1.5 Sensor 5V Supply
6
HLSP
HLSP
2 1 HTS 1
HYDRAULIC LEVEL SWITCH PIGTAIL. (4206D).
HTS1
PAGE WIRE COLOUR FUNCTION 1 2
TERMINAL
HYDRAULIC TEMP SENDER (IN-LINE CONNECTOR - ARTIC HARNESS).

? GN 1.5 ? PAGE WIRE COLOUR FUNCTION
TERMINAL
1 29 YELLOW/BLUE 1.5 Hydraulic Level Switch Signal

2 29 BLACK 1.5 Earth ? GN 1.5 ?
1 12 GREEN/WHITE 1.5 Hydraulic Temperature Sender Signal
2 12 BLACK/YELLOW 1.5 Hydraulic Temperature Sender Return
HSL
HSL
3 2 1 HTS2
6 5 4
AMP, 6 WAY, PLUG & SOCKETS -
HEIGHT SENSOR LHS. (B50D).
(Connector as viewed from the back). HTS2
2 1
PAGE WIRE COLOUR FUNCTION DEUTSCH, 2 WAY, RECEPTACLE & PINS -
HYDRAULIC TEMP SENDER (IN-LINE CONNECTOR - ENGINE HARNESS).
TERMINAL
? GN 1.5 ? PAGE WIRE COLOUR FUNCTION

TERMINAL
1 10 BLACK/YELLOW 1.5 Sensor Return ? GN 1.5 ?

2
3 1 12 GREEN/WHITE 1.5 Hydraulic Temperature Sender Signal
4 10 PURPLE/YELLOW 1.5 2 12 BLACK/YELLOW 1.5 Hydraulic Temperature Sender Return
Left Height Sensor Signal
5 10 RED/ORANGE 1.5 Sensor 5V Supply
6
HSOL HT
146 Doc. No. 872359 : Rev A

HTS A ICSW
ICSW
1 2
IQAN CUT SWITCH.
TERMINAL
? GN 1.5 ?
2 11 RED 1.5 Ignition power to IQAN system
HTS B IDLPS
HV 1 - HV 16
IDLSOL
IGNS
IGNS

2 1
IGNITION SOLENOID.

TERMINAL
? GN 1.5 ?
1 (86) 1 RED/BLACK 2.5 Ignition Signal from SSM
2 (85) 1 BLACK 2.5 Earth
Doc. No. 872359 : Rev A 147

IGNS 30 & IGNS 87 INT

IGNS-30 & IGNS-87
GHW, 6MM LUG -
IGNITION SOLENOID.
(Isometric View).
TERMINAL
? GN 1.5 ?
ILHT A & ILHT B

ILHT-A & ILHT-B
1
BOSCH, 1 WAY, PLUG & SOCKETS -

INTERIOR LIGHT.

IQAN A
TERMINAL
? GN 1.5 ?
IQAN A
A 26 GREEN 0.75 Interior Light 1 2
B 26 BLACK 0.75 Earth DT DEUTSCH, 2 WAY, PLUG & SOCKETS -

IQAN, ELEC/HYD CONTROL INTERFACE.

INDL
TERMINAL
? GN 1.5 ?
INDL
1 2 1 29 RED 1.5 Ignition Supply
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - 2 30 BLACK 1.5 Earth
REAR INDICATOR LEFT.

IQAN
TERMINAL
? GN 1.5 ?
INDR
INDR
1 2
REAR INDICATOR RIGHT.

TERMINAL
? GN 1.5 ?
148 Doc. No. 872359 : Rev A

ISW LFS 1 & RFS 1

ISW LFS-1 & RFS-1
GHW, 13MM LUG -
ISOLATOR SWITCH.
(Isometric View). SUMITOMO, 3MM PUSH-ON -
LEFT & RIGHT FRONT SPEAKERS.
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ?
1-IN 1 GREEN 16.0 Battery Supply (Battery)
1-IN 1 GREEN 1.5 Battery Supply - Dedicated (MM)
2-IN 1 BLACK 1.5 LFS-1 4 BLACK 1.5 Left Front Speaker Return
Earth - Dedicated (MM)
1-OUT 1 GREEN 16.0 Battery Supply (Main CB) RFS-1 4 BLACK 1.5 Right Front Speaker Return
2-OUT 1 BLACK 2.5 Earth (Small Trucks Only)
KSW LFS 2 & RFS 2

KSW LFS-2 & RFS-2
1 2
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - AMP, 4.8MM PUSH-ON -
KILL SWITCH. LEFT & RIGHT FRONT SPEAKERS.
NOTE: If the Kill Switch Option is not fitted then bridging
connector 214315 is fitted to KSW that connects pin 1 to
pin2.
TERMINAL ? ?
TERMINAL
GN 1.5
? GN 1.5 ?
LFS-2 4 BLACK/BLUE 1.5 Left Front Speaker
1 11 RED 0.75 Ignition Supply RFS-2 4 BLACK/GREEN 1.5 Right Front Speaker
2 11 BLUE/GREY 0.75 Emergency Stop signal to CCU2
LHL
LABP 2
LHL
2
LABP2
1 2
1 UTILUX, 3 WAY, PLUG & SOCKETS -
LEFT HEADLIGHT.
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - 3
LOW ACC BRAKE PRESSURE 2.
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 7 BLACK 1.5 Earth
1 5 Low Acc Brake Pressure Signal 2 7 WHITE/GREY 1.5 Headlight - Bright
RED/GREY 1.5
2 3 7 GREY/WHITE 1.5 Headlight - Dips
5 BLACK 1.5 Earth
LIND
LBP
LIND
1
LBP BOSCH, 1 WAY, PLUG & SOCKETS -

B A LEFT INDICATOR.
C
LEFT BRAKE & PARK LIGHTS. PAGE WIRE COLOUR FUNCTION
TERMINAL

? GN 1.5 ?
TERMINAL
? GN 1.5 ? 1 13 BROWN 1.5 Indicator - Left

A 13 BLACK 1.5 Earth

B 13 GREY/BLUE 1.5 Left Brake Lights
C 13 BLUE 1.5 Left Park Lights
Doc. No. 872359 : Rev A 149

LMIR LSS
LSS
6 1
LMIR 1 2 AMP, 2 WAY, PLUG & SOCKETS
LOW SPEED SOLENOID. (Large Trucks).
5 2 (Connector as viewed from the front).
4 3 LEFT MIRROR.
(Connector as viewed from the back). PAGE WIRE COLOUR FUNCTION
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ? 1 16 PURPLE/GREEN 1.5 Fan Low Solenoid


2 27 RED/GREY 0.75 Mirror Demister
3 27 YELLOW/GREEN 0.75 Left Vertical
4
5
27
27
ORANGE/GREEN 0.75
GREEN/BLUE 0.75
Left Horizontal
Common
LSU
6
LSU
LPLHT 1 2
LEFT STRUT UP. (B50D).
LPLHT
TERMINAL
LEFT PARK LIGHT.
(Isometric View).
? GN 1.5 ?
1 16 PINK/GREY 2.5 Left Strut Up Solenoid

TERMINAL

? GN 1.5 ?
1 8 BLUE 1.5 Parklights - Left Parklight
2 8 BLACK 1.5 Earth
LWL
LREV LWL
1 2
LEFT WORK LIGHTS.
LREV (Connector as viewed from the back).
1 2
LEFT REVERSE LIGHT.
TERMINAL

? GN 1.5 ?
TERMINAL
1 8 RED/WHITE 1.5 Left Worklights

? GN 1.5 ? 2 8 BLACK 1.5 Earth
1 7 YELLOW/GREEN 1.5 Left Reverse Light

2 7 BLACK 1.5 Earth
L1
LSG
LSG
4 1
3 2 LEFT STRAIN GAUGE. (Not on T17D F/D).

TERMINAL
? GN 1.5 ?
1 28 PURPLE/GREEN 1.5 Right Strain Gauge Signal
2 28 GREY 1.5 +5V Excitation
3 28 BLUE/WHITE 1.5 Sensor Return
150 Doc. No. 872359 : Rev A

L2 L6
LASER
L3
LLEDS
L4
L5
LSD
Doc. No. 872359 : Rev A 151

LSIND MDU2 J1
MDU2J1
A B C D E F G H
DELPHI PACKARD, 16 WAY, PLUG & SOCKETS -

J K L M N P R S MONITOR DISPLAY UNIT (J1).
TERMINAL
? GN 1.5 ?
A 5 GREEN 0.75 Battery Power Supply
B
C 5 YELLOW 0.75 CAN High
D 5 ORANGE/WHITE 0.75 Buzzer Negative
E
F
MDM G
H
J
K 5 GREEN 0.75 CAN Low
5 BLACK 0.75 CAN Shield
L 5 RED 0.75 Ignition Supply
M 5 BLACK/RED 0.75 Buzzer Positive
N 5 BLUE/WHITE 0.75 Fuel Sensor Signal
P 5 BLACK 0.75 Earth
R 5 BROWN/RED 0.75 Left Indicator Switch
S 5 YELLOW/RED 0.75 Right Indicator Switch
MDU2 J2
A B C D E F G MDU2J2
DELPHI PACKARD, 14 WAY, PLUG & SOCKETS -

H J K L M N P MONITOR DISPLAY UNIT (J2).

TERMINAL
MCB 1 ? GN 1.5 ?
A 5 BLUE/WHITE 0.75 Hydraulic Filter Pressure
MCB1 B
GHW, 6MM LUG - C 5 RED/GREY 0.75 Low Acc Brake Pressure
MAIN CIRCUIT BREAKER 1.
D 5 ORANGE/BLUE 0.75 CTD Brake Press Switch
(Isometric View).
E 5 ORANGE/BLACK 0.75 Emergency Steering Press Switch
PAGE WIRE COLOUR FUNCTION F 5 WHITE/GREY 0.75 Headlight Bright Switch
G 5 GREY/WHITE 0.75 Headlight Dip Switch
TERMINAL
H 5 WHITE/BLUE 0.75 Engine Coolant Level Switch

J 5 ORANGE/GREEN 0.75 Cold Start Light
? GN 1.5 ? K
L 5 YELLOW/BLUE 0.75 Hydraulic Level Switch
M 5 BLUE/YELLOW 0.75 Park Brake Pressure Switch
MCB-1 1 GREEN 16.0 Battery Supply (Main Circuit Breaker) N 5 PURPLE/GREEN 0.75 Engine Air Intake Filter Press Switch
P
MCB 2
MCB2
GHW, 6MM LUG -
MAIN CIRCUIT BREAKER 2.
(Isometric View).

TERMINAL
? GN 1.5 ?
2-A 1 GREEN 10.0 Battery Supply (Main Circuit Breaker)
2-B 1 GREEN 10.0 Battery Supply (Main Circuit Breaker)
2-C 1 GREEN 4.0 Battery Supply
152 Doc. No. 872359 : Rev A

MM 15 Connector MSW
OBWWL
MR
NOX
Doc. No. 872359 : Rev A 153

NPC OEUJ1
A B CD E F G H
4
3 OEUJ1
2
1 G F E D C B A H
CINCH BR, 32 WAY, PLUG & SOCKETS -
OUTPUT EXPANSION UNIT (J1).
TERMINAL
? GN 1.5 ?
A1
A2
A3 14 BROWN/BLACK 0.75 Bonnet Fan 1
A4 14 BROWN/BLACK 0.75 Bonnet Fan 1
B1
B2
OBW B3 14 RED/GREY 0.75 Blower Speed 3
B4 14 RED/GREY 0.75 Blower Speed 3
C1
OBW C2
1 2 3 4 5 6 C3 14 RED/GREEN 0.75 Blower Speed 2
12 11 10 9 8 7 C4 14 RED/GREEN 0.75 Blower Speed 2
D1
D2
D3
D4
E1
TERMINAL
E2
? GN 1.5 ? E3 14 RED/BLUE 0.75 Blower Speed 1
E4 14 RED/BLUE 0.75 Blower Speed 1
F1
1 28 BLUE 1.5 +5V Excitation F2
2 28 GREY 1.5 Sensor Return F3 14 BROWN/BLUE 0.75 Bonnet Fan 2
3 28 BLACK 1.5 Earth 14 BROWN/BLUE 0.75 Bonnet Fan 2
F4
4 28 RED 1.5 Ignition Supply G1
5 28 WHITE/BLUE 1.5 OBW Green Light G2
6 28 WHITE/GREEN 1.5 OBW Yellow Light G3 14 RED 1.5 Ignition Supply To Outputs
7 28 WHITE/GREY 1.5 OBW Red Light G4 14 RED 1.5 Ignition Supply To Outputs
8 28 YELLOW 1.0 CAN High H1 14 BLACK/WHITE 1.5 JD Starter
9 28 GREEN 1.0 CAN Low H2 14 BLACK/WHITE 1.5 JD Starter
10 28 CAN SHIELD CAN Shield H3 14 RED 1.5 Ignition Supply To Outputs
11 28 YELLOW/GREEN 1.5 Signal (Left) H4 14 RED 1.5 Ignition Supply To Outputs
12 28 PURPLE/GREEN 1.5 Signal (Right)
OBWP
OBWP
6 1
5 2 DT DEUTSCH, 6 WAY, PLUG & SOCKETS -

ON BOARD WEIGHING PIGTAIL.
4 3

TERMINAL
? GN 1.5 ?
3 28 YELLOW 1.5 CAN High
4 28 GREEN 1.5 CAN Lo
5 28 BLACK 1.5 CAN Shield
6
154 Doc. No. 872359 : Rev A

OEU J2 OEUJ3
A BCDEFGH J K L M
4
OEUJ2 A B CD E F G H
4
3
2 3 OEUJ3
1 L K J HG FE DC B A M CINCH, 48 WAY, PLUG & SOCKETS - 2
OUTPUT EXPANSION UNIT (J2). 1
G F E D C B A H
CINCH BL, 32 WAY, PLUG & SOCKETS -
OUTPUT EXPANSION UNIT (J3).
PAGE WIRE COLOUR FUNCTION (Connector as viewed from the back).

TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ?
A1 15 YELLOW 0.75 CAN High
A2
A1 16 BLACK/GREEN 0.75 Fan Medium Solenoid
A3
A4 A2 16 BROWN/RED 0.75 Heater Valve
B1 15 GREEN 0.75 CAN Low A3 16 BLUE/YELLOW 0.75 Engine Cooler Fan Solenoid
15 BLACK 0.75 CAN Shield A4 16 BLUE/GREY 0.75 Fan Cut Solenoid
B2 B1 16 PURPLE/GREEN 0.75 Fan Low Solenoid
B3 B2 16 GREEN/PURPLE 0.75 Emergency Steering Solenoid
B4 B3
C1 B4
C2 C1 16 RED/BROWN 0.75 Left Strut Down
C3 C2
C4 C3
D1 C4
D2 D1 16 PINK/GREY 0.75 Left Strut Up
D3 D2 16 RED/ORANGE 0.75 Middle/Demist Actuator
D4 15 WHITE/BLUE 0.75 Load Light Yellow D3 16 BLACK/YELLOW 0.75 Engine Cooler Fan PWM Return
E1 D4
E2 E1 16 ORANGE/WHITE 0.75 Right Strut Down
E3 E2 16 RED/YELLOW 0.75 Feet Actuator
E4 15 WHITE/GREEN 0.75 Load Light Green E3
F1 E4
F2 F1 16 GREY/ORANGE 0.75 Right Strut Up
F3 F2
F4 15 YELLOW/PINK 0.75 Generic Special Spare Output F3
G1 F4
G2 G1 16 RED 1.5 Ignition Supply To Outputs
G3 G2 16 RED 1.5 Ignition Supply To Outputs
G4 15 GREEN/BLACK 0.75 Lockup Control G3
H1 G4
H2
H1 16 BLACK 1.5 Earth
H3 H2 16 BLACK 1.5 Earth
H4 15 WHITE/GREY 0.75 Load Light Red
H3 16 RED 1.5 Ignition Supply To Outputs
J1
H4 16 RED 1.5 Ignition Supply To Outputs
J2
J3
J4 15 PURPLE/WHITE 0.75 Generic Special Spare Output
K1
K2 OSS
K3
K4
L1 15 GREEN 1.5 28V Battery (KL30)
L2 15 BLACK 1.5 Earth (KL31) OSS
L3 15 RED 1.5 Ignition Supply To Outputs
L4 15 RED 1.5 Ignition Supply To Outputs A B DELPHI PACKARD, 2 WAY, PLUG & SOCKETS -
M1 15 RED 1.5 28V Ignition (KL15) OUTPUT SPEED SENSOR.
M2 15 BLACK 1.5 Earth (KL31)
M3 15 RED 1.5 Ignition Supply To Outputs PAGE WIRE COLOUR FUNCTION
M4 15 RED 1.5 Ignition Supply To Outputs
TERMINAL
? GN 1.5 ?
A 24 WHITE/GREY 0.85 Output Speed Sensor +
B 24 GREEN/BLUE 0.85 Output Speed Sensor -
Doc. No. 872359 : Rev A 155

PBOS PSEN_A
PSEN-A
GHW, 4MM LUG -
PNEUMATIC PRESSURE SENSOR.
(Isometric view).
2 1
3 PAGE WIRE COLOUR FUNCTION
PBOS
TERMINAL
HIRSHMANN, 4 WAY, FLUSH, SOCKETS - ? GN 1.5 ?
PNEUMATIC BLOW OFF SOLENOID.
A 7 ORANGE/WHITE 0.75 Air Pressure Sensor Signal
TERMINAL
? GN 1.5 ?
PSEN_B
1 9 YELLOW/GREEN 1.5 Pneumatic Blow Off Solenoid
2 9 BLACK 1.5 Earth
PSEN-B
3
GHW, 6MM LUG -
PNEUMATIC PRESSURE SENSOR.
(Isometric view).
PBPS
TERMINAL
? GN 1.5 ?
B 7 BLACK/YELLOW 0.75 Sensor Return (Air Pressure)
RACC
RACC
1 2
RETARDER ACC RESISTOR.

TERMINAL
PBSOL ? GN 1.5 ?
1 24 BLUE/RED 0.85 Retarder Accumulator Solenoid
2 24 BROWN/BLUE 0.85 SupplyReturn
156 Doc. No. 872359 : Rev A

RAD RBP
2 1 2 1
B A
RBP
RAD
4 3 4 3
C
6 5 6 5 RIGHT BRAKE & PARK LIGHTS.
FRAMATONE, 16 WAY, PLUG & SOCKETS -
RADIO. (Connector as viewed from the back).
8 7 8 7
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
A 13 BLACK 1.5 Earth
A1 B 13 BLACK/RED 1.5 Right Brake Lights
A2 C 13 BLUE 1.5 Right Park Lights
A3
A4 4 WHITE 1.5 12V Battery Supply (Radio)
A5
A6
A7
A8
4
4
WHITE/RED 1.5
BLACK 1.5
12V Ignition Supply (Radio)
Earth
RHL
B1
B2 RHL
B3 4 BLACK/GREEN 1.5 Right Speaker 2
B4 4 BLACK 1.5 Right Speaker Return 1 UTILUX, 3 WAY, PLUG & SOCKETS -
B5 4 BLACK/BLUE 1.5 Left Speaker RIGHT HEADLIGHT.
3
B6 4 BLACK 1.5 Right Speaker Return (Connector as viewed from the back).
B7
B8
TERMINAL
? GN 1.5 ?
RADIA
1 7 BLACK 1.5 Earth
2 7 WHITE/GREY 1.5 Headlight - Bright
3 7 GREY/WHITE 1.5 Headlight - Dips
B A
RADIA
C
RADIO INTERFACE A.

RHMP
TERMINAL
? GN 1.5 ?
H
J X
K B W
A 4 WHITE 1.5 12V Battery Supply G
L V
B 4 WHITE/RED 1.5 12V Ignition Supply C A F
C 4 BLACK 1.5 Earth M D E U
N T
P R S RHMP
HD DEUTSCH, 21 WAY, RECEPTACLE & PINS -

RADIB REAR HARNESS MALE PLUG.
RADIB
TERMINAL
A B
C
DT DEUTSCH, 3 WAY, RECEPTACLE & PINS - ? GN 1.5 ?
RADIO INTERFACE.
A 7 YELLOW/GREEN 1.5 Reverse Signal
PAGE WIRE COLOUR FUNCTION B
C 13 GREY/BLUE 1.5 Brake Lights
TERMINAL
? GN 1.5 ? E
F 13/29 BROWN 1.5 Left Indicator
G
A 4 WHITE 1.5 12V Battery Supply (Radio) H 13 YELLOW 1.5 Right Indicator
B 4 WHITE/RED 1.5 12V Ignition Supply (Radio) J 13 BLUE 1.5 Park Lights
C 4 BLACK 1.5 Earth K 13/7 BLACK 2.5 Earth
L 9 PURPLE/GREEN 1.5 Bin Position Sensor Signal
L 9 BLACK/YELLOW 1.5 Artic Sensor Earth (4206D)
M 10 RED/ORANGE 1.5 Bin Position 5V Supply
M 10 PURPLE/RED 1.5 Artic Sensor Signal (4206D)
N 10 BLACK/YELLOW 1.5 Bin Position Sensor Return
N 10 RED/YELLOW 1.5 Artic Sensor 5V Supply (4206D)
P 3 RED 1.5 Ignition Supply (OBW & TPM)
R 28 YELLOW 1.0 CAN High
S 28 GREEN 1.0 CAN Low
T 28 BLACK 1.5 CAN Shield
U 7/28 BLACK 1.5 Earth (Large)
V 26 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch
W 26 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch
X
Doc. No. 872359 : Rev A 157

RIND RREV
RIND
1
RREV
BOSCH, 1 WAY, PLUG & SOCKETS - 1 2
RIGHT INDICATOR. DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
(Connector as viewed from the back). RIGHT REVERSE LIGHT.
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 13 YELLOW 1.5 Indicator - Right
2 13 BLACK 1.5 Earth 1 7 YELLOW/GREEN 1.5 Right Reverse Light
2 7 BLACK 1.5 Earth
RM RLEDS
RM
1 2
REVERSE MONITOR.

TERMINAL
? GN 1.5 ?
1 4 WHITE/RED 1.5 12V Ignition Supply
2 4 BLACK 1.5 Earth
RMIR
RS
6 1
RMIR
5 2
4 3 RIGHT MIRROR.
RS

A B DELPHI PACKARD, 2 WAY, PLUG & SOCKETS -
RETARDER SOLENOID.
TERMINAL

? GN 1.5 ?
TERMINAL

2
3
27
27
RED/GREY 0.75
GREEN/YELLOW 0.75
Mirror Demister
Right Vertical
? GN 1.5 ?
4 27 ORANGE/BROWN 0.75 Right Horizontal
5 27 GREEN/BLUE 0.75 Common
A 24 GREEN/RED 0.85 Retarder Solenoid
6
B 24 BROWN/BLUE 0.85 Supply Return
RPLHT RSD
RPLHT
RSD
1 2
RIGHT PARK LIGHT. DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
(Isometric View). RIGHT STRUT DOWN. (B50D).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 8 BLUE 1.5 Parklights - Right Headlight
2 8 BLACK 1.5 Earth 1 16 GREY/ORANGE 2.5 Right Strut Down Solenoid
158 Doc. No. 872359 : Rev A

RSG RSIND
RSG
4 1
3 2 RIGHT STRAIN GAUGE. (Not on T17D F/D).

TERMINAL
? GN 1.5 ?
1 28 YELLOW/GREEN 1.5 Right Strain Guage Signal
2 28 BLUE/WHITE 1.5 +5V Excitation
3 28 GREY 1.5 Sensor Earth
RSOL RWASH
1 4 RWASH
2
3 2
RSOL UTILUX, 2 WAY, PLUG & SOCKETS -

1
REAR WASHER.
RETARDER SOLENOID.
(Connector as viewed from the front). PAGE WIRE COLOUR FUNCTION
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ? 1 12 PURPLE/GREEN 0.75 Rear Washer Pump

1 23 406 1.5 Retarder Solenoid
2 23 902 1.5 Earth
3
4
RWL
RWL
RSU 1 2
RIGHT WORK LIGHTS.
RSU
1 2
TERMINAL
RIGHT STRUT UP. (B50D).

? GN 1.5 ?
1 8 RED/WHITE 1.5 Right Worklights

TERMINAL
2 8 BLACK 1.5 Earth

? GN 1.5 ?
1 16 GREY/ORANGE 2.5 Right Strut Up Solenoid
RWMD
RTS 6 1
RWMD
5 2
4 3
REAR WIPER MOTOR PIGTAIL (Rear Wiper).
RTS
TERMINAL
RETARDER TEMP SENSOR.

? GN 1.5 ?
1 PINK/BLUE 0.75 Rear Wiper Motor Park

TERMINAL
8
2 8 ORANGE/BLUE 0.75 Rear Wiper High Speed
? GN 1.5 ? 3 8 RED 0.75 Ignition Supply
4 8 YELLOW/GREY 1.5 Rear Wiper Low Speed
5
A 24 ORANGE/GREY 0.85 Retarder Temperature Sensor Signal
6 8 BLACK 1.5 Earth
B 24 PURPLE/BLACK 0.85 Sensor Return
Doc. No. 872359 : Rev A 159

RWMI SCR
6 1
RWMI
5 2
4 3 REAR WIPER MOTOR INTERFACE.

TERMINAL
? GN 1.5 ?
1 8 PINK/BLUE 0.75 Rear Wiper Motor Park
3 8 RED 0.75 24V Ignition Power
5
6 8 BLACK .15 Earth
RWMP
RWMP
1 6
2 5
3 4 REAR WIPER MOTOR PIGTAIL.

TERMINAL
? GN 1.5 ?
1 8 PINK/BLUE 0.75 Rear Wiper Motor Park
5
6 8 BLACK 1.5 Earth
SCS12
160 Doc. No. 872359 : Rev A

SREV STAR - 50
SSCAN
SS A B
SSCAN
C
SHIFT SELECTOR CAN.
TERMINAL
? GN 1.5 ?
A 24 YELLOW 0.75 CAN High
B 24 GREEN 0.75 CAN Low
C 24 BLACK 0.75 CAN Shield
SSM
SSM
6 1
TVB 5 2 DT DEUTSCH, 4 WAY, PLUG & SOCKETS -

SEALED SWITCH MODULE.
4 3 (Connector as viewed from the back).

TERMINAL
? GN 1.5 ?
3 6 RED/BLACK 0.75 Ignition Output to Ignition Solenoid
4 6 GREEN/BLACK 0.75 Wake-Up signal to CCU2
5 6 GREEN 0.75 CAN Low
STUD 1
STUD1
GHW, 6MM LUG -
STUD POINT 1.
(Isometric view).

TERMINAL
? GN 1.5 ?
S1-B 1 GREEN 6.0 Battery Supply (Fuse 1)
S1-C 1 GREEN 6.0 Battery Supply (Fuse 8)
Doc. No. 872359 : Rev A 161

STUD1 & STUD 2 TCU ALLISON

STUD1
GHW, 6MM LUG - 1 20 TCU
STUD POINT 1. 40
21
(Isometric view). 41 60
61 80 AFL AUTOMOTIVE, 80 WAY, PLUG & SOCKETS -
PAGE WIRE COLOUR FUNCTION TCU. (ALLISON).
TERMINAL

? GN 1.5 ?
TERMINAL
S1-B 1 GREEN 6.0 Battery Supply (Fuse 1)
? GN 1.5 ?
S1-C 1 GREEN 6.0 Battery Supply (Fuse 8)
1 24 YELLOW/PINK 0.75 Auto Neutral
2 24 RED 0.75 Engine Brake Enable
3
4
STUD 2 5
6
7
STUD2 8 24 GREEN 0.75 CAN Low
GHW, 6MM LUG -
STUD POINT 2. 10 24 GREEN 0.75 Battery Supply
(Isometric view). 11 24 BROWN/GREEN 0.75 High Side Driver 1
12 24 GREEN/ORANGE 0.75 Oil Level Excitation
PAGE WIRE COLOUR FUNCTION 13
14
TERMINAL
15 24 GREEN/RED 0.75 Retarder Solenoid
? GN 1.5 ? 16
17
24 BLUE/WHITE 0.75 Oil Level Signal
18 24 WHITE/PURPLE 0.75 Pressure Switch 2

S2-B 1 RED 6.0 Ignition Supply (Fuse 15) 19 24 BLUE/RED 0.75 Retarder Accum Solenoid
S2-B 1 RED 6.0 Ignition Supply (Fuse 22) 20 24 BLUE/PURPLE 0.75 Turbine Speed Sensor
S2-C 1 REDN 6.0 Ignition Supply (Fuse 29) 21
S2-C 1 RED 6.0 Ignition Supply (Fuse 36) 22
23 24 GREEN/BLACK 0.75 3rd Shift Programme
24
25
SUS 26
27
29
30
31 24 BROWN/BLUE 0.75 Supply Return
32 24 YELLOW/BLUE 0.75 Diagnostic - K
33 24 GREEN/WHITE 0.75 Press Control Solenoid 3
34
35
36 24 WHITE/GREEN 0.75 Press Control Solenoid 1
37 24 WHITE/YELLOW 0.75 TCC Solenoid
38
39 24 BLACK/BROWN 0.75 Engine Speed Sensor +
40 24 GREEN/BLUE 0.75 Output Speed Sensor -
41 24 BROWN/RED 0.75 Neutral Signal
42
43
44
45
46
47
48
49 24 BLACK 0.75 CAN Shield
50
51 24 YELLOW/BROWN 0.75 S Solenoid 1
52 24 BLUE/GREEN 0.75 Press Control Solenoid 2
53
54 24 BROWN/RED 0.75 Sump Temperature
55 24 BROWN/YELLOW 0.75 Press Control Solenoid 4
TCU 56
57
58 24 PURPLE/BLACK 0.75 Sensor Return
59 24 ORANGE/GREEN 0.75 Engine Speed Sensor -
60 24 WHITE/GREY 0.75 Output Speed Sensor +
61
62
64
65
66
67
68
71 24 BROWN/BLACK 0.75 High Side Driver 2
72 24 YELLOW/BLUE 0.75 Diagnostic - L
73
74 24 ORANGE/WHITE 0.75 Main Mod
75 24 ORANGE/GREY 0.75 Retarder Temp Sensor
76 24 YELLOW/RED 0.75 Transmission ID
77 24 WHITE/BLUE 0.75 Pressure Switch 1
78
79
80 24 BLUE/ORANGE 0.75 Turbine Speed Sensor +
162 Doc. No. 872359 : Rev A

TCU CAN TC 1
TPM
TPM
TC 2
13 9 5 1
AMP 24 WAY, PLUG & SOCKETS -

26 22 18 14 TYRE PRESSURE MONITORING MODULE.

TERMINAL
? GN 1.5 ?
3 to 10
11 28 GREEN 1.5 CAN Low
13 to 24
TR
1 2 3 4 5 6
7 10
TCI 1
11 14
15 16 17 18 19 20
TR
AFL AUTOMATIVE, 20 WAY, PLUG & SOCKETS -

TRANSMISSION BLOCK.

TERMINAL
? GN 1.5 ?
1 24 BROWN/GREEN 0.85 High Side Driver 1
2 24 BROWN/YELLOW 0.85 Press Control Solenoid 4
3 24 WHITE/BLUE 0.85 Press Switch 1
4 24 WHITE/GREEN 0.85 Press Control Solenoid 1
5 24 BLUE/GREEN 0.85 Press Control Solenoid 2
6 24 BROWN/BLACK 0.85 High Side Driver 2
7
8 24 ORANGE/WHITE 0.85 Main Mod Solenoid
9 24 GREEN/WHITE 0.85 Press Control Solenoid 3
10 24 YELLOW/BROWN 0.85 S Solenoid 1
11 24 BROWN/BLUE 0.85 High Side Driver 3
12 24 WHITE/YELLOW 0.85 TCC Solenoid
13 24 Twisted Pair BL/OR 0.85 Turbine Speed Sensor +
14 24 Twisted Pair BL/PL 0.85 Turbine Speed Sensor -
15 24 BLUE/WHITE 0.85 Oil Level Signal
16 24 GREEN/ORANGE 0.85 Oil Level Excitation
17 24 WHITE/PURPLE 0.85 Pressure Switch 2
18 24 BROWN/RED 0.85 Sump Temperature
19 24 PURPLE/BLACK 0.85 Sensor Return
20 24 YELLOW/RED 0.85 Transmission ID
Doc. No. 872359 : Rev A 163

TCI 2 TT
1 4
3 2
TT

TRANSMISSION TEMPERATURE.
TERMINAL
? GN 1.5 ?
1 23 403 1.5 Temperature Sensor Retarder
2 23 904 1.5 Earth
3
4
WBT
TLT
WBT 1
WBT1
GHW, 5MM LUG -
TSS WET BRAKE TEMPERATURE 1.
(Isometric View).

TERMINAL
TSS
? GN 1.5 ?
TURBINE SPEED SENSOR.
(Connector as viewed from the back). 1 WHITE/BLUE 1.5 Wet Brake Temperature
11

TERMINAL
? GN 1.5 ?
WBT 2
A 24 BLACK/ORANGE 0.85 Turbine Speed Sensor +
B 24 BLUE/PURPLE 0.85 Turbine Speed Sensor -
WBT2
GHW, 6MM LUG -
WET BRAKE TEMPERATURE 1.
(Isometric View).
USB Connector PAGE WIRE COLOUR FUNCTION
TERMINAL
? GN 1.5 ?
2 11 BLACK/YELLOW 1.5 Signal Return
164 Doc. No. 872359 : Rev A

B35D-B50D SERVICE MANUAL MK VI
WLHT XPM (cont)
B A
WLHT
C
WORKLIGHT INTERFACE.

TERMINAL
? GN 1.5 ?
A 8 RED/WHITE 1.5 Left Work Light
B 8 RED/WHITE 1.5 Right Work Light
C 8 BLACK 1.5 Earth
XPM
Doc. No. 872359 : Rev A 165

NOTES
166 Doc. No. 872359 : Rev A

CHAPTER 3a. Fault Codes & MDU Fault Display
Engine Fault Codes (ADM)
ADM2 fault
codes ADM2 fault
Description Remedial action Pin
(J1939) codes (k-line)
SPN/FMI
45/3 10003 Decompression Open circuit - Check wiring 15/10

valve MBR_KD - Check solenoid valve
45/4 10004 Decompression Shorted to ground - Check wiring 15/10

valve MBR_KD - Check solenoid valve
84/3 10103 Vehicle speed Open circuit - Check wiring 15/03

signal C3 - Check parameter 08/01
84/4 10104 Vehicle speed Shorted to ground - Check wiring 15/03

signal C3
84/14 10114 Vehicle speed Value not plausible - Check parameter 08/01 15/03
signal C3
91/0 10200 Analog accelerator Accelerator pedal not - Restart accelerator pedal 21/11
pedal adjusted adjustment routine
- Check wiring
- Limit value idle operation
position:
5,0 V
- Limit value kickdown
position: 4,9 V
91/2 10202 Analog accelerator Voltage not plausible - Pedal unit exchange, if 21/11
pedal defective
- Check wiring
position:
5,0 V
position: 4,9 V
91/3 10203 Analog accelerator Voltage too high or - Pedal unit exchange, if 21/11
pedal shorted to battery voltage defective
- Check wiring
position:
5,0 V
position: 4,9 V
91/4 10204 Analog accelerator Voltage too low or shorted - Pedal unit exchange, if 21/11
pedal AFPS to ground defective
- Check wiring
position:
5,0 V
position: 4,9 V
98/0 10400 Oil level Oil level to high - Oil discharge with to strong PLD-MR
overstocking.
- Remark: This problem can
occur also if in PLD-MR the
false type of oil pan were
programmed.
Doc. No. 872359 : Rev A 167

ADM2 fault
codes ADM2 fault
SPN/FMI
94/0 11715 Fuel pressure High input PLD-MR

circuit - high input
94/1 11716 Fuel pressure Low Input PLD-MR

circuit - low input
94/2 11717 Fuel Pressure Value Not Recognised PLD-MR

Sender
94/3 13015 Fuel pressure Open Circuit PLD-MR

circuit -
94/4 13016 Fuel Pressure Voltage to Low or Short to PLD-MR

Sender Ground
94/14 11917 Fuel pressure Too high/too low PLD-MR

circuit
98/1 10401 Oil level Low oil level - Refill oil PLD-MR
98/2 02517 Engine Oil Level N3/33,N3/49
98/3 02515 Engine Oil Level Sender out of range high N3/33,N3/49
98/4 02516 Engine Oil Level Sender out of range Low N3/33,N3/49
98/5 02509 Engine Oil Level Sender Open Circuit N3/33,N3/49
98/14 10414 Oil level Oil level too low - Refill oil PLD-MR
- Remark: This problem can
occur also if in PLD-MR the
false type of oil pan were
programmed.
100/1 10501 Oil pressure sensor Low oil pressure - Check oil pump and oil PLD-MR
circuit
100/2 11617 Engine Oil Sender Value Not N3/33,N3/49

Pressure Recognised 3/ 06
100/3 11615 Engine Oil Sender out of range high

Pressure
100/4 11616 Engine Oil Sender out of range Low

Pressure
100/14 10514 Oil pressure sensor Oil pressure too low - Check oil pump and oil PLD-MR
circuit.
102/0 11820 Charge Air Boost Over Boost Check Waste Gate and N3/07,N3/22,
path circiut Waste gate actuator N 3/29,N3/48
102/1 11818 Charge Air Boost Under Boost Check Fuel System ( Racor N3/07,N3/22,
path circiut Filter) Check Charge Air N 3/29,N3/48
Piping, Check exhaust For
Blockage.
102/2 11417 Charge Air Sender Value Not N3/07,N3/22,

Pressure Recognised N 3/29,N3/48
102/3 11415 Charge Air Sender out of range High N3/07,N3/22,

Pressure N 3/29,N3/48
102/4 11416 Charge Air Sender out of range Low N3/07,N3/22,

Pressure N 3/29,N3/48
102/13 11875 Charge System Under boost PLD-MR

Performance
168 Doc. No. 872359 : Rev A

ADM2 fault
codes ADM2 fault
SPN/FMI
103/7 12612 Turbo Charger Time out PLD-MR

signal time out
105/0 1822 Charge Air Too High PLD-MR

Temperature
105/3 11215 Charge Air Out Of Range High N3/07,N3/22,

Temperature N 3/29,N3/48
Sender
105/4 11216 Charge Air Out Of Range Low N3/07,N3/22,

Temperature N 3/29,N3/48
Sender
107/0 10800 Air filter sensor Air pressure too high - Check wiring. 15/08
107/3 10803 Air filter sensor Open circuit - Check wiring. 15/08
107/4 10804 Air filter sensor Shorted to ground - Check wiring. 15/08
110/0 10900 Coolant High coolant temperature - Cooling-water level and PLD-MR
temperature cooling circuit check.
110/3 11515 Coolant Sender Out Of Range N3/03,N/3/34

temperature High
110/4 11516 Coolant Sender Out Of Range N3/03,N/3/34

temperature Low
110/14 10914 Coolant Coolant temperature too - Cooling-water level and PLD-MR
temperature high cooling circuit check.
111/1 11001 Coolant level Low coolant level - Refill coolant 15/07
- Check wiring
111/3 11003 Coolant level Open circuit - Check wiring 15/07

- Voltage must be larger than
2,0 V.
111/4 11004 Coolant level Shorted to ground - Check wiring. 15/07
158/0 11100 Terminal 15 Over voltage - Check battery voltage 21/02

(ignition) - Check parameter 2/08
(24V/12V selection)
158/1 11101 Terminal 15 Under voltage - Check battery voltage 21/02

(ignition) - Check parameter 2/08
(24V/12V selection)
158/2 12219 Ignition Supply Not constant between MR/15,MR/0

ADM and MR 5,MR/06
168/3 07542 Input Voltage Too High MR/15,MR/0

5,MR/06
168/4 07543 Input Voltage Too Low MR/15,MR/0

5,MR/06
174/3 11115 Fuel Temperature Sender Out of Range

High
174/4 11116 Fuel Temperature Sender Out of Range Low
175/3 01015 Engin Sender Out of Range N3/15,N3/39

OilTemperature High
Doc. No. 872359 : Rev A 169

ADM2 fault
codes ADM2 fault
SPN/FMI
175/4 01016 Engin Sender Out of Range Low N3/15,N3/39

OilTemperature
190/0 10530 Engine Rpm Out of Range High N3/1,N3/20
558/1 11701 Idle switch (analog Wiring idle validation - Check wiring 21/12 and
pedal) switch GAS1 and GAS2 - Pedal unit exchange, if 21/13 or
twisted or open circuit at defective 21/14
potentiometer ground FP-
558/5 11705 Idle switch (analog Both switches open circuit - Check wiring 21/12 and
pedal) (GAS2 + GAS1 open) - Pedal unit exchange, if 21/13
defective
558/12 11712 Idle switch (analog Both switches closed - Check wiring 21/12 and
pedal) (GAS2 + GAS1 closed) - Pedal unit exchange, if 21/13
defective
599/12 11812 Cruise control Both switches closed - Check wiring 18/04 and
switch CC+ and - Check cruise control switch 18/05
CC-
601/12 11912 Cruise control Both switches closed - Check wiring 18/04 and
switch CC+ and - Check cruise control switch 18/05
CC-
609/2 XXXXX Unknown PLD (possible internal fault - PLD/ MR

Fault starter output stage)
609/12 01315 Atmospheric Sender MR Failure Out of Internal PLD

Pressure Range High
609/12 01316 Atmospheric Sender MR Failure Out of Internal PLD

Pressure Range Low
609/12 04024 Internal Failure Emergency Run Internal PLD

Regulator Faulty onMR
609/12 14034 Internal Failure On Transistor of Bank 1 High Internal PLD

High Side Resistance Value
609/12 14035 Internal Failure On Transistor of Bank 2 High Internal PLD

High Side Resistance Value
609/12 14036 Internal Failure On Transistor of Proportional Internal PLD

High Side valve 5 High Resistance
Value
609/12 14038 Internal Failure High Resistance Internal PLD

Starter End Level
609/12 14039 Internal Failure Low Resistance Internal PLD

Starter End Level
609/12 14041 Internal Failure Proportional Valve High Internal PLD

Side Transitor
609/12 04038 Internal Failure Starter End Level High Internal PLD
Resistance
609/12 04040 Internal Failure Water Level Starter Internal PLD

Failure
609/14 04037 Internal Failure Cylinder Postion Not Internal PLD

Recognised
609/14 04047 Internal Failure Identification Failure Internal PLD
170 Doc. No. 872359 : Rev A

ADM2 fault
codes ADM2 fault
SPN/FMI
609/14 04048 Internal Failure Cylinder Postion Not Internal PLD

Recognised
609/14 14049 Internal Failure Parameter Failure Internal PLD
609/14 04050 Internal Failure Incorrect Hardware Profile Internal PLD
609/14 04051 Internal Failure EEPROM Checksum Internal PLD

Failure 1

Failure 2

Failure 3
609/12 14054 Internal Failure CAN Data Range defect Internal PLD
620/3 12103 Power supply Voltage too high - Supply voltage 21/09
analog pedal > 5,2 V.
(AFP+)
620/4 12104 Power supply Voltage too low - Supply voltage 21/09
analog pedal < 4,8 V.
(AFP+)
625/2 12202 CAN link ADM2 - No communication with - Check wiring (engine CAN) -
MR MR - Check configuration:
MR parameter (../..) And

ADM2 parameter 1/01 to be
set to equal functionality (0ne
wire capability)
625/14 12214 CAN link ADM2 - One wire mode - Check wiring (engine CAN) -
MR - check configuration:
MR parameter (../..) And
ADM2 parameter 1/01 to be
set to equal functionality (0ne
wire capability)
629/12 12312 ADM2 Internal error - -
636/1 10310 Crankshaft Sender Gap too small
636/3 10309 Crankshaft Sender Open Circuit
636/4 10308 Crankshaft Sender Short To Ground
636/7 10311 Crankshaft Sender Value not Recognised
636/8 10312 Crankshaft Sender Timeout(No Signal)
636/14 10313 Crankshaft Sender Sensor Faulty or

Polarized
639/2 14902 Loss of CAN DATA J1939 only
651/5 15027 Unit Pump Cylinder Control Fault

1
651/6 25028 Unit Pump Cylinder Short circuit

1
651/7 15026 Unit Pump Cylinder Impact Recognition

1
Doc. No. 872359 : Rev A 171

ADM2 fault
codes ADM2 fault
SPN/FMI
651/12 09044 Unit Pump Cylinder Automatic Running

1 Delimitation
651/14 09045 Unit Pump Cylinder Single Cylinder alignmen

1

2
652/6 25128 Unit Pump Cylinder Short Circuit

2

2

2 Delimitation
652/14 09145 Unit Pump Cylinder Single Cylinder alignment

2 Delimitationt

3

3

3

3 Delimitation

3 Delimitationt
654/5 15327 Unit Pump Cylinder Control Faul

4

4
654/12 09344 Unit Pump Cylinde Automatic Running

4r Delimitation

4 Delimitationt

5

5

5

5 Delimitation

5 Delimitationt

6

6
172 Doc. No. 872359 : Rev A

ADM2 fault
codes ADM2 fault
SPN/FMI

6

6 Delimitation

6 Delimitationt

7

7

7

7 Delimitation

7 Delimitationt

8

8

8

8 Delimitation

8 Delimitationt
677/3 13305 Control Relay 1 Open Circuit This function is not used on 15/12
The D Series Configuration.
677/5 13305 Output relay 1 Open circuit - Check wiring 397/97

- Check relay 1
677/6 13306 Output relay 1 Shorted to ground - Check wiring 15/12

- Check relay 1
697/3 17007 PWM Driver 1 Exhaust Brakecontrol:

Short to Positive

Open Circuit

High Side Line Short to
Ground
698/3 17307 PWM Driver 2 Exhaust Brake

control: Constant Throttle
Vlave High Side Line
Short to Positive
Doc. No. 872359 : Rev A 173

ADM2 fault
codes ADM2 fault
SPN/FMI

Vlave Low Side Line
Short to Ground or Open
circuit

Vlave High Side Line
Short toGround
699/3 17107 PWM Driver 3 Short to Positive

Proportional
Valve3: Control
Blower 1:
699/5 17109 PWM Driver 3 Open Circuit

Proportional
Valve3: Control
Blower 1:
699/6 17106 PWM Driver 3 High Side Line Short to

Proportional Ground
Valve3: Control
Blower 1:
700/3 17207 PWM Driver 4 Short to Positive

Proportional
Valve4: Control
Blower 2:
700/5 17209 PWM Driver 4 Open Circuit

Proportional
Valve4: Control
Blower 2:
700/6 17206 PWM Driver 4

Proportional High Side Line Short to
Valve4: Control Ground
Blower 2:
705/3 17405 Proportional valve Circuit High

5
705/4 17408 Proportional valve Circuit Low

5
706/3 17609 Proportional valve Circuit High

6
723/3 10409 Camshaft Sender Open Circuit
723/4 10408 Camshaft Sender Short to Ground
723/8 10412 Camshaft Sender Timeout (No Signal)
723/14 10413 Camshaft Sender Sensor Faulty or

Polarized
730/0 13900 Output relay 2 Grid heater: no increasing - Check wiring 15/09
boost temperature after - Check relay 2
activation
- Check grid heater
730/1 13901 Output relay 2 Grid heater: relay - Check wiring 15/09
permanently closed - Check relay 2
174 Doc. No. 872359 : Rev A

ADM2 fault
codes ADM2 fault
SPN/FMI
730/2 13902 Output relay 2 Grid heater: relay - Check wiring 15/09
permanently closed - Check relay 2
730/3 13903 Output relay 2 Voltage too high or - Check wiring 15/09
shorted to battery voltage
730/4 13904 Output relay 2 Voltage too low or shorted - Check wiring 15/09
to ground - Check relay 2
974/2 14202 Remote pedal HFG Supply voltage out of - limit values for the supply 18/17
range voltage of the HFG:
Minimum value: 4,8 V and
maximum value: 5,2 V.
974/3 14203 Remote pedal HFG Voltage too high or - Check wiring 18/18
shorted to battery voltage - Check remote pedal
974/4 14204 Remote pedal HFG Voltage too low or shorted - Check wiring 18/18
to ground - Check remote pedal
1004/3 14403 Output relay 4 Open circuit - Check wiring 18/01

- Check relay 4
1004/4 14404 Output relay 4 Shorted to ground - Check wiring 18/01

- Check relay 4
1005/3 14503 Output PWM pedal Open circuit - Check wiring. 15/05
supply or
transmission
1005/4 14504 Output PWM pedal Shorted to ground - Check wiring. 15/05
supply or
transmission
1006/3 14603 Exhaust brake Open circuit - Check wiring 15/06

valve MBR_BK - Check exhaust brake valve
1006/4 14604 Exhaust brake Shorted to ground - Check wiring 15/06

valve MBR_BK - Check exhaust brake valve
639/2 14902 J1939 CAN- CAN identifiers ETC#1 or - PGN ETC1 was received
interface ACC#1 missing only once and did not
disappear.
1015/1 15001 PWM accelerator No supply voltage - Check wiring 15/05

pedal
1015/2 15002 PWM accelerator Both signals missing - Check wiring

pedal (GAS1 and GAS2) - Pins 21/13, 21/12, 15/05 ,
21/14.
1015/3 15003 PWM accelerator Signal GAS2, not - Check wiring

pedal available - Pins 21/13, 15/05 , 21/14.
1015/4 15004 PWM accelerator Signal GAS1, not - Check wiring

pedal available - Pins 21/12, 15/05 , 21/14.
1015/5 15005 PWM accelerator Accelerator pedal not - Restart accelerator pedal -
pedal adjusted adjustment routine
1015/6 15006 PWM accelerator Idle position out of - Restart accelerator pedal -
pedal adjusted range adjustment routine
1015/7 15007 PWM accelerator Accelerator pedal out of - Restart accelerator pedal -
pedal adjusted range adjustment routine
Doc. No. 872359 : Rev A 175

Engine Fault Codes (PLD-MR)
Fault-codes
Fault-codes
SAE J1939 Description Repair instructions
PLD-MR
SPN/FMI
45/12 16409D Heater flange Open circuit fault (heater The heating flange becomes after
flange defective) Kl. 15 uniquely briefly switched
on. Here if no break-down of the
battery voltage is recognized, the
heating flange is classified as
defective. Error threshold and
cyclic duration are deposited in
the data record.
94/0 11715 Fuel pressure sensor or Measuring range exceeded If a fuel pressure sensor or a
fuel pressure & or short circuit to terminal 30 combination sensor fuel pressure
temperature sensor / terminal 15. & temperature is fitted to the
engine depends on the engine
make
94/1 11716 Combination input (FPS, Remains under measuring

P-DK) range or short circuit to
ground.
94/2 11717 Combination input (FPS, Signal not plausible.

P-DK)
94/3 13015 Combination input (FPS, Open circuit

P-DK)
94/4 13016 Combination input (FPS, Short circuit to ground

P-DK)
94/14 11917 Fuel line signal not Measured value not

plausible * plausible
98/2 02026 Engine oil circulation* Fluid level too high / too low - Message via CAN: Warning oil
level too high (=98/0) or advance
warning (=98/1) or Warning oil
level too low (=98/1)
02517 Oil level sensor (up to Measured value not - Check oil level, correct if
diagnosis version 4) plausible necessary.
- Check wire if shorted to battery,
repair or replace if necessary.
- Check oil level sensor, replace if
necessary. nominal value: 20-25
Ohm
- Perform functional check.
98/4 02515 Oil level sensor ** Measuring range exceeded - Check oil level, correct if
necessary.
- Check wire for ground short,
necessary. Nominal value: 20-25
Ohm
98/3 02516 Oil level sensor ** Measured value not - Check oil level, correct if
plausible necessary.
- Check wire for ground short,
necessary. Nominal value: 20-25
Ohm
Perform functional check.
176 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
98/5 02509 Oil level sensor ** Open circuit fault - Check oil level sensor - replace
if necessary.
- Check wire for open circuit fault,
Perform functional check
100/2 11617 Oil pressure sensor Signal not plausible - Check oil level, correct if
necessary.
- Check wire for open circuit fault,
- Check oil pressure sensor,
replace if necessary.
100/3 11615 Oil pressure sensor Measuring range exceeded - Check oil pressure sensor,
- Check wire for open circuit fault
or if shortened to battery voltage -
repair if necessary.
100/4 11616 Oil pressure sensor Remains under measuring - Check oil pressure sensor -
range replace if necessary.
- Check wire for short circuit to
ground - repair if necessary.
100/14 02020 Engine oil circulation ** Pressure too low Message via CAN: Oil pressure
advance warning or warning
102/0 11820 Booster path * Boost pressure too high - If fault codes 11415 or11417 are
also present, process them first.
- Boost pressure system (boost
air tubes, boost air cooler) visual
check
102/1 11818 Booster path* Booster path defective - Check tubes and connections
between turbo charger, boost air
cooler and the boost air tubes for
leakage.
- Check boost air cooler.
102/2 11417 Boost pressure sensor Measured value not - Check wire for open circuit fault -
plausible repair if necessary.
- Check boost pressure sensor,
- If fault code 01315 or 01316
also actual: replace and calibrate
ECU engine control (e.g.
MR-PLD).
102/3 11415 Boost pressure sensor Measuring range exceeded - Check boost pressure, replace if
necessary.
and if shorted to battery voltage,
Doc. No. 872359 : Rev A 177

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
102/4 11416 Boost pressure sensor Remains under measuring - Unplug the connector from
range combination sensor. fault codes
01215 and 11415 actual: replace
combination sensor.
ground, repair if necessary.
102/13 11873 Booster path / boost Max. output of booster

pressure control ** speed balancing governor
102/13 11874 oder Booster path / boost Set value deviation too high (with power reduction)
01874 pressure control - Check booster path fault codes
11874* - 01874**
102/13 11875 Booster path / boost Boost pressure deviation too

pressure control* high
102/13 11876 Booster path / boost Braking power too low

pressure control *
102/13 12415 Scavenging gradient (boost pressure) measuring - Check sensor - replace if
sensor (P2S-P3)** range exceeded necessary.
- Check wire for open circuit
102/13 12416 Scavenging gradient (boost pressure) remains - Check sensor - replace if
sensor (P2S-P3)** under measuring range necessary.
- Check wire for open circuit
103/7 12612 No speed booster 1** No engine speed
103/14 12712 No speed booster 2** No engine speed
105/0 01822 Booster path ** Temperature to high - Temperature of boost pressure

too high
105/3 11215 Boost temperature sensor Measuring range exceeded - Check temperature sensor -
- Nominal value: 2.4 kOhm
(corresponds to 21°C)
- Check wire if connected to
battery voltage and if open circuit
fault - repair if necessary.
105/4 11216 Boost temperature sensor Remains under measuring - Check temperature sensor -
range replace if necessary.
110/0 02122 Coolant temperature Temperature too high

sensor *
110/3 11515 Coolant temperature Measuring range exceeded - Check sensor - repair or replace
sensor if necessary.
or if shortened to battery voltage -
178 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
110/4 11516 Coolant temperature Remains under measuring - Check sensor - repair or replace
sensor range if necessary.
- Check wire for open circuit fault -
158/2 12219 Terminal 15 detection * Inconsistency MRFR - Check fuse - replace if

terminal 15 necessary.
- Check wires and plug
connectors for open circuit fault -
158/2 12319 Terminal 50 detection* Inconsistency MRFR - Check wires and plug
terminal 50 connectors for open circuit fault -
- Check wires and plug
connectors for open circuit fault -
168/3 07542 Terminal 30, battery Nominal range exceeded - 24 V-Mode: 30 V, 12 V-Mode:
voltage 16 V
- Alternator or governor defect
168/4 07543 Terminal 30, battery Remains below nominal - 24 V-Mode: 22 V, 12 V-Mode:
voltage range 10 V
- Battery defect
- Alternator, governor or fuse
defect
174/3 11115 Fuel temperature sensor Measuring range exceeded - Check wire - repair or replace if
necessary.
- Check wire if shortened to
battery voltage and if open circuit
fault - repair if necessary.
- Perform functional check
174/4 11116 Fuel temperature sensor Remains under measuring - Check sensor - repair or replace
range if necessary.
175/3 01015 Oil temperature sensor Measuring range exceeded - Check oil temperature sensor
and replace if necessary.
(corresponds to 21 °C)
- Check wire for ground short -
Doc. No. 872359 : Rev A 179

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
175/4 01016 Oil temperature sensor Remains under measuring - Check oil temperature sensor
range B11 and replace if necessary.
(corresponds to 21 °C)
- Check wire for ground short -
190/0 10530 Engine speed Engine speed too high - Inform about authorized engine
speed
- Delete fault memory
609/11 04056 Internal fault* Backup control defective* - Check all affected connectors,
plug connections and electrical
components for damage, loose
contact, corrosion etc. and repair
if necessary.
- If fault code is still present,
renew and program control unit
609/12 01315 Ambient pressure sensor Measuring range exceeded - If fault codes 11415 or 11416
are present - remove them first
- Fault code 01315 remains
present: read out actual values
014 and 015 and compare with
each other.
- Actual value should be inside
tolerance band (+/- 10%) while
engine stops.
609/12 01316 Ambient pressure sensor Remains under measuring - If fault codes 11415 or 11416
range are present - remove them first
present: read out actual values
014 and 015 and compare with
each other.
- Actual value inside tolerance
band (+/- 10%) while engine
stops: replace and program ECU
engine control (e.g. MR-PLD).
609/12 04024 Internal fault Auxiliary controller defective - Check all affected connectors,
if necessary.
609/12 14034D Internal fault** HS-transistor PVB1 Change control unit

high-resistance High
side-Transistor
609/12 14035D Internal fault** HS-transistor PVB2 Change control unit**

high-resistance
609/12 14036D Internal fault HS-transistor PV5 Change control unit**

high-resistance
180 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
609/12 04038 Internal fault* High resistance starter Present, remove this fault code
driver (redundant-/auxiliary first.
path) - Check all affected connectors,
if necessary.
609/12 14038 Internal fault** Starter driver - Check all affected plugs, plug
high-resistance (main path) connectors and electrical
if necessary.
609/12 14039 Internal fault* Starter driver low-resistance - Check all affected plugs, plug
(main path or auxiliary path) connectors and electrical
if necessary.
609/12 04040 Internal fault Level detection starter - Check all affected plugs, plug
defective connectors and electrical
if necessary.
609/12 14041 Internal fault (till diagnosis PV- High side- transistor - Check all affected plugs, plug
version 4) defective connectors and electrical
if necessary.
609/12 14054 Internal fault CAN-data area defective - Check all affected plugs, plug
connectors and electrical
if necessary.
- If fault code is still present -
replace and program control unit.
609/12 18039 Internal fault** Starter output stage with low Main branch: During the controller
impedance (main branch or initialization the two transistors of
branch of emergency) or the main branch are alternating
load (relay) also to high switched on briefly. The level at
resistance and/or to high the starter output changes
inductance. thereby on „High“, the main
branch is classified as low
impedance.
Backup branch: If that changes
for clamp 50 signal on „High“ and
follows this level change a
change of the level at the starter
output before the starter output
stage was activated, the backup
branch is classified as low
impedance.
Doc. No. 872359 : Rev A 181

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
609/14 04037 Internal fault Cylinder number implausible - Check all affected connectors,
if necessary.
609/14 04047 Internal fault Characteristic data map - Check all affected connectors,
defective plug connections and electrical
if necessary.
609/14 04048 Internal fault Cylinder number implausible - Check all affected connectors,
if necessary.
609/14 14049 Internal fault ** Parametrization fault - Check all affected plugs, plug
if necessary.
609/14 04050 Internal fault Incorrect hardware detection - Check all affected connectors,
if necessary.
609/14 04051 Internal fault EEPROM: Checksum failure - Check all affected connectors,
1 (memory fault) plug connections and electrical
if necessary.
609/14 14052 Internal fault EEPROM: CKS- fault 2 - Check all affected plugs, plug
(groups vehicle parameters) connectors and electrical
if necessary.
- If fault code is still present -
replace and program control unit.
609/14 24053 Internal fault ** EEPROM: Checksum- fault - Check all affected connectors,
3 (block production or plug connections and electric
immobilizer) components for damage, loose
contact, corrosion etc., and repair
if necessary.
- If fault code still present, renew
and calibrate control unit.
611/4 06506 Oil separator* Short circuit to ground

diagnostic line
611/12 06564 Oil separator* Oil separator defective
182 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
625/2 10102 CAN connection CAN data not plausible - Work off actual faults of SG FRE
apart from CAN data bus fault
codes 10201; 00202 and 10203.
625/2 10104 CAN connection No connection to CAN - Check CAN connection to SG

FRE
- Check cables, connectors, plug
components for damage, correct
connection, loose contact and
corrosion, repair if necessary.
- Remove engine CAN bus fault in
the SG FRE
- Communication with the ECU
engine control (e.g. MR-PLD)
restored: check calibration of
ECU engine control (e.g.
MR-PLD) for one wire capability.
625/14 10100 CAN connection CAN-High defective - Check for open circuit fault -
- Switch on ignition
- Delete fault memory in ECU
- Delete fault memory in SG FRE
625/14 10101 CAN connection CAN-Low defective - Check wire for open circuit fault,
repair of replace if necessary
- Switch on ignition
- Delete fault memory in ECU
- Delete fault memory in SG FRE
625/14 10149 CAN connection Parameter fault CAN - Check parameters and
636/1 10310 Crankshaft position sensor Crankshaft level too low - Pull out position sensor while
engine is stopped and perform
visual check.
- Remove metal pieces / shavings
if necessary.
- Replace position sensor in the
case of mechanical damage
(clear stress marks)
- Replace clamping sleeve of the
position sensor if necessary.
- Press-in speed (position) sensor
during engine standstill until
mechanical limit stop.
636/3 10309 Crankshaft position Crankshaft sensor open - Check wire and position sensor
circuit fault for open circuit fault - Replace if
necessary nominal value 1.2
kOhm
Doc. No. 872359 : Rev A 183

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
636/4 10308 Crankshaft position Crankshaft sensor ground - Check wire and position sensor
for ground short - replace if
necessary
Nominal value 1.2 kOhm
636/7 10311 Crankshaft position sensor Crankshaft/camshaft signal - Pull out position sensor during
assignment not plausible engine standstill and perform
visual check.
(clear stress marks).
- Check crankshaft and camshaft
position sensor for tight fitting -
replace clamping sleeve if
necessary.
- Check wires at plug connection
for damage, correct connection
and corrosion, repair if necessary.
- Check crankshaft- and camshaft
position sensor at plug for
interchanging.
636/8 10312 Crankshaft position Crankshaft timeout - no - Press in speed (position) sensor
crankshaft signal during engine standstill until
Timeout mechanical limit stop.
- Fault code 10309 actual: work
off this fault code.
- Fault code 10312 actual: check
crankshaft position sensor,
Nominal value 1.2 kOhm
636/14 10313 Crankshaft position Crankshaft sensor wrong - Connect the position sensor
polarity correctly
651/3 24805 Control solenoid valve** Shortened to battery voltage - Switch off solenoid valves bank
High side bank 1 1
651/3 24905 Control solenoid valve** Shortened to battery voltage - Switch off solenoid valves bank
High side bank 2 2
651/4 24806 Control solenoid valve** Ground short Low side bank - Switch off solenoid valves bank
1 1
651/4 24906 Control solenoid valve** Ground short Low side bank - Switch off solenoid valves bank
2 2
651/5 15027 Control failure Control cylinder 1 disturbed Important note:

injector-/solenoid valve - Upon removing mechanical or
electrical faults at the injector
valves, the engine-smoothness
control has to be set to zero.
651/6 25028 Solenoid valve cylinder 1** Short circuit injector Important note:
solenoid valve cylinder 1 - Upon removing mechanical or
valves, the engine smoothness
651/7 15026 contact recognition No contact cylinder 1 Important note:

injector-/solenoid valve - Upon removing mechanical or
184 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
651/12 09044 Engine-smoothness LRR-limitation cylinder 1 Important note:

cylinder 1 - Upon removing mechanical or
651/14 09045 Individual cylinder adaption EZA-limitation cylinder 1 Important note:

- Upon removing mechanical or
control has to be set to zero
652/5 15127 Injector-/solenoid valve Control cylinder 2 disturbed - Upon removing mechanical or
cylinder 2 / failure electrical faults at the injector
- The engine-smoothness control
can be set to zero in the menu
“controls” at the menu level
“check engine-smoothness
control”.
652/6 25128 Solenoid valve cylinder 2** Short circuit injector-/ - Check electrical screw
connections of the affected
injector valve for short circuit.
- Disconnect electrical screw
injector valve.
652/7 15126 Contact recognition No contact cylinder 2 - Upon removing mechanical or

injector-/solenoid valve electrical faults at the injector
cylinder 2 valves, the engine-smoothness
- The engine-smoothness control
can be set to zero in the menu
“controls” at the menu level
“check engine-smoothness
control”.
652/12 09144 Injector-/solenoid valve Engine-smoothness control: Important note:

cylinder 2 LRR-limitation cylinder - Upon removing mechanical or
652/14 09145 Injector-/solenoid valve Individual cylinder Important note:

cylinder adaptation: EZA-limitation - Upon removing mechanical or
cylinder electrical faults at the injector
653/5 15227 Injector-/solenoid valve Control cylinder 3 disturbed Important note:

cylinder 3 / failure - Upon removing mechanical or
653/6 25228 Injector-/solenoid valve Short circuit injector-/ - Check electrical screw
cylinder 3** solenoid valve cylinder 3 connections of the affected
injector valve.
Doc. No. 872359 : Rev A 185

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
653/7 15226 Injector-/solenoid valve Contact recognition Important note:

cylinder 3 injector-/solenoid valve: no - Upon removing mechanical or
contact cylinder 3 electrical faults at the injector
653/12 09244 Injector-/solenoid valve: Engine-smoothness control: Important note:

cylinder 3 LRR-limitation cylinder - Upon removing mechanical or
653/14 09245 Injector-/solenoid valve: Individual cylinder Important note:

cylinder 3 adaptation: EZA-limitation - Upon removing mechanical or
cylinder 3 electrical faults at the injector
654/5 15327 Control failure Contact recognition Important note:

injector-/solenoid valve injector-/solenoid valve: no - Upon removing mechanical or
injector valve.


cylinder 4 LRR-limitation cylinder 4 - Upon removing mechanical or
654/14 09345 Injector-/solenoid valve Individual cylinder adaption: Important note:

cylinder 4 EZA-limitation cylinder 4 - Upon removing mechanical or

cylinder 5 ** solenoid valve cylinder 5 connections of the affected
injector valve.
186 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI



656/5 15527 Injector-/solenoid valve Control failure Important note:

cylinder 6 injector-/solenoid valve: - Upon removing mechanical or
control cylinder 6 disturbed electrical faults at the injector
injector valve.


656/14 09545 Injector-/solenoid valve Individual cylinder adaption: Important note:

cylinder 6 EZA-limitation cylinder 6 - Upon removing mechanical or

cylinder 7 injector-/solenoid valve - Upon removing mechanical or
injector valve.
Doc. No. 872359 : Rev A 187

Fault-codes
Fault-codes
PLD-MR
SPN/FMI




cylinder 8 injector-/solenoid valve: - Upon removing mechanical or
control cylinder 8 disturbed electrical faults at the injector
injector valve.



677/3 18005 Starter control (PLD-MR)** Starter relay external current - Check wire - terminal 50 input of
supply starter relay if shortened to
battery voltage, repair or replace if
necessary.
- Check starter relay, replace if
necessary.
- Restore electrical connection(s)
677/5 18009 Starter control (PLD-MR)** Starter relay external current - Check of starter relay if
supply shortened to battery voltage,
necessary.
- Restore electrical connection(s)
188 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
677/6 18008 Starter control (PLD-MR)** Short circuit to ground - Check wire - terminal 50 input of
the starter relay for short circuit to
ground, repair or replace if
necessary.
necessary.
677/7 18086 Starter control (PLD-MR)** Starter does not engage - Check starter electrically and
mechanically perform functional
check.
677/14 18033 Starter control Starter relay Starter relay fixed in closed - Check starter relay, replace if
(PLD-MR)** position necessary.
- Perform functional test
697/3 17007D Proportional valve Shortened to battery voltage - Set output off
(MBR-BK) (-lead)
17705 Proportional valve bank 1 Shortened to battery voltage - Set output off 1 2 3 4
PVB (+lead)*
697/4 17708 Proportional valve bank 1 Short circuit to ground - Set output off 1 2 3 4
(PVB 1) (+lead)**
697/5 17009 Proportional valve 1 Open circuit fault** ECU - Check parametrization.
(MBR-BK) engine control (e.g. - Parameter 06 has to be set to
MR-PLD) wrong calibration. NOT ACTIVE
- If not, then the data set of ECU
engine control (e.g. MR-PLD) is
wrong
- Replace and program ECU
697/6 17006 Proportional valve 1 Short circuit to ground - Check parametrization.

(MBR-BK) (-lead) ECU engine control - Parameter 06 has to be set to
(e.g. MR-PLD) wrong NOT ACTIVE
calibration.
- If not, then the data set of ECU
engine control (e.g. MR-PLD) is
wrong
698/3 17305C Proportional valve 2 Shortened to battery voltage - Set output off
17307D (MBR-KD) (-lead) High Side
698/5 17317C Proportional valve 2 Open circuit fault Low Side - Set output off
17309D (MBR-KD)
698/6 17306 Proportional valve 2 Short circuit to ground - Check calibration, correct if
Activation: engine brake (-lead) High Side wrong necessary. Parameter 007 has to
decompression valve calibration be set to NOT ACTIVE.
(MBR-KD) - If not, then the data set of the
control unit MR is wrong.
699/3 17107D Proportional valve 3 Shortened to battery voltage - Set output off
(-lead)*
Doc. No. 872359 : Rev A 189

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
699/5 17109 Proportional valve 3 Open circuit fault wrong - Check calibration, correct if
calibration necessary. Parameter 008 has to
be set to NOT ACTIVE.
NOTE:- If a Lining-fan is installed,
the following calibration applies:
a) parameters 8 and 9 have to be
set to ACTIVE.
b) parameter 14 has to be set to
“Type 0".
699/6 17106 Proportional valve 3 Short circuit to ground - Check calibration, correct if
(-lead) ECU engine control necessary. Parameter 008 has to
(e.g. MR-PLD) wrong be set to NOT ACTIVE.
calibration / short circuit to - If the calibration is OK, check
ground wire for short circuit to ground -
- If still no fault can be detected -
replace and program ECU engine
control (e.g. MR-PLD).
700/3 17207** Proportional valve 4 Shortened to battery voltage - Set output off
(-lead)*
700/5 17209 Proportional valve 4 Open circuit fault NOTE: ECU engine control (e.g.
MR-PLD) wrong calibration / open
circuit fault
- Check calibration, correct if
necessary. Parameter 009 has to
NOTE:- If a Lining-fan is installed,
the following calibration applies:
a) parameters 8 and 9 have to be
set to ACTIVE.
b) parameter 14 has to be set to
“Type 0".
actual: check wires for open
circuit fault, repair or replace if
necessary.
- If no fault can be detected -
control (e.g. MR-PLD)
- Set output off
700/6 17206 Proportional valve 4 Short circuit to ground NOTE: ECU engine control (e.g.
(-lead) MR-PLD) wrong calibration / short
circuit to ground.
- Check calibration, correct if
- If the calibration is OK, check
wire for short circuit to ground,
- If still no fault can be detected,
control (e.g. MR-PLD).
705/3 17405 Proportional valve 5 Shortened to battery voltage - Set output off.
(+lead)*
190 Doc. No. 872359 : Rev A

Fault-codes
Fault-codes
PLD-MR
SPN/FMI
705/4 17408 Proportional valve 5 Short circuit to ground - Set output off for valve 6 and 5.
(+lead)*
705/11 17805 Proportional valve bank 2 Shortened to battery voltage - Set output off for valve 6 and 5.
PVB 2 (+lead)*
705/11 17808 Proportional valve bank 2 Short circuit to ground - Set output off for valve 6 and 5.
PVB 2 (+lead)*
706/3 17609 Proportional valve 6 Open circuit fault * - Set output off for valve 6
723/3 10409 Camshaft position Camshaft sensor open - Check wire for open circuit -
circuit fault replace if necessary
723/4 10408 Camshaft position sensor Camshaft sensor ground - Check wire and position sensor
short for ground short - replace if
necessary.
723/8 10412 Camshaft position sensor Camshaft time-out (no cam - If fault codes 10408 and 10409
shaft signal) Timeout are current, remove them first
- Pull out position sensor during
engine standstill and perform
visual check
- Remove metal pieces/shavings
if necessary.
(clear stress marks).
- Press in speed (position) sensor
during engine standstill until
mechanical limit stop.
723/14 10413 Camshaft position Camshaft sensor wrong - Position sensor correctly with pin
polarity Sensor verpolt of the ECU engine control (e.g.
MR-PLD)
986/8 17112 Fan speed No signal (timeout) Timeout Currently not fan speed detection
installed.
Check calibration, correct if
be set to “Type 0".
Doc. No. 872359 : Rev A 191

CCU, MDU & OEU Fault Codes
SPN FMI Device Line Text
97 3 33 WATER IN FUEL VOLTAGE ABOVE NORMAL
97 4 33 WATER IN FUEL VOLTAGE Below NORMAL
97 16 33 WATER IN FUEL DETECTED
237 13 23 VIN MISMATCH BETWEEN MDU2 AND CCU2
241 1 51 TIRE SECOND LEVEL ALERT
241 16 51 TIRE FIRST LEVEL HIGH PRESSURE ALERT
241 18 51 TIRE FIRST LEVEL LOW PRESSURE ALERT
242 16 51 TIRE HIGH TEMPERATURE ALERT
628 12 23 CONTROLLER IS IN BOOTMODE
630 13 23 EOL NOT PROGRAMMED CORRECTLY
639 19 23 LOSS OF ALL CAN MESSAGES
830 0 23 FUEL SENSOR ABOVE NORMAL
830 1 23 FUEL SENSOR BELOW NORMAL
841 13 251 INVALID GPS POSITION
929 12 51 TIRE SENSOR FAULT
929 31 51 TIRE EEPROM FAULT
2000 19 23 LOSS OF ECU CAN MESSAGES
2003 19 23 LOSS OF TCU CAN MESSAGES
2033 9 140 NOT RECEIVING CAN MESSAGES FROM CCU
2033 19 23 LOSS OF CCU2 CAN MESSAGES
2049 19 23 LOSS OF OEU CAN MESSAGES
2051 19 23 LOSS OF TPM CAN MESSAGES
2064 19 23 LOSS OF OBW CAN MESSAGES
2140 19 23 LOSS OF SSM CAN MESSAGES
2251 19 23 LOSS OF MM CAN MESSAGES
7000 31 23 STEERING COLUMN SUPPLY VOLTAGE: CHECK FUSE 37
7001 0 23 J1R: LEFT INDICATOR SWITCH VOLTAGE TOO HIGH
7002 0 23 J1S: RIGHT INDICATOR SWITCH VOLTAGE TOO HIGH
7003 0 23 J2C: LOW BRAKE PRESSURE SWITCH VOLTAGE TOO HIGH
7004 0 23 J2E: EMERGENCY STEERING SWITCH VOLTAGE TOO HIGH
7005 1 23 J2F: HEADLIGHT BRIGHT SWITCH VOLTAGE TOO LOW
192 Doc. No. 872359 : Rev A

7006 1 23 J2G: HEADLIGHT DIP SWITCH VOLTAGE TOO LOW
7007 0 23 J2H: ENGINE COOLANT LEVEL SWITCH VOLTAGE TOO HIGH
7008 0 23 J2J: COLD START INPUT VOLTAGE TOO HIGH
7020 0 23 LEFT FRONT TIRE PRESSURE EXTREMELY HIGH
7020 1 23 LEFT FRONT TIRE PRESSURE EXTREMELY LOW
7020 3 23 LEFT FRONT TIRE PRESSURE TOO HIGH
7020 4 23 LEFT FRONT TIRE PRESSURE TOO LOW
7020 19 23 LEFT FRONT TIRE ERROR
7020 31 23 LEFT FRONT TIRE UNDEFINED FAULT
7021 0 23 LEFT MIDDLE TIRE PRESSURE EXTREMELY HIGH
7021 1 23 LEFT MIDDLE TIRE PRESSURE EXTREMELY LOW
7021 3 23 LEFT MIDDLE TIRE PRESSURE TOO HIGH
7021 4 23 LEFT MIDDLE TIRE PRESSURE TOO LOW
7021 19 23 LEFT MIDDLE TIRE ERROR
7021 31 23 LEFT MIDDLE TIRE UNDEFINED FAULT
7022 0 23 LEFT REAR TIRE PRESSURE EXTREMELY HIGH
7022 1 23 LEFT REAR TIRE PRESSURE EXTREMELY LOW
7022 3 23 LEFT REAR TIRE PRESSURE TOO HIGH
7022 4 23 LEFT REAR TIRE PRESSURE TOO LOW
7022 19 23 LEFT REAR TIRE ERROR
7022 31 23 LEFT REAR TIRE UNDEFINED FAULT
7023 0 23 RIGHT FRONT TIRE PRESSURE EXTREMELY HIGH
7023 1 23 RIGHT FRONT TIRE PRESSURE EXTREMELY LOW
7023 3 23 RIGHT FRONT TIRE PRESSURE TOO HIGH
7023 4 23 RIGHT FRONT TIRE PRESSURE TOO LOW
7023 19 23 RIGHT FRONT TIRE ERROR
7023 31 23 RIGHT FRONT TIRE UNDEFINED FAULT
7024 0 23 RIGHT MIDDLE TIRE PRESSURE EXTREMELY HIGH
7024 1 23 RIGHT MIDDLE TIRE PRESSURE EXTREMELY LOW
7024 3 23 RIGHT MIDDLE TIRE PRESSURE TOO HIGH
7024 4 23 RIGHT MIDDLE TIRE PRESSURE TOO LOW
7024 19 23 RIGHT MIDDLE TIRE ERROR
7024 31 23 RIGHT MIDDLE TIRE UNDEFINED FAULT
7025 0 23 RIGHT REAR TIRE PRESSURE EXTREMELY HIGH
7025 1 23 RIGHT REAR TIRE PRESSURE EXTREMELY LOW
7025 3 23 RIGHT REAR TIRE PRESSURE TOO HIGH
7025 4 23 RIGHT REAR TIRE PRESSURE TOO LOW
Doc. No. 872359 : Rev A 193

7025 19 23 RIGHT REAR TIRE ERROR
7025 31 23 RIGHT REAR TIRE UNDEFINED FAULT
8000 5 33 J1-A3,A4 HEADLIGHT DIP OPEN CIRCUIT
8000 6 33 J1-A3,A4 ON HEADLIGHT DIP SHORT CIRCUIT
8000 18 33 J1-A3,A4 HEADLIGHT DIP LESS THAN NORMAL CURRENT
8001 5 33 J1-B3,B4 HEADLIGHT BRIGHT OPEN CIRCUIT
8001 6 33 J1-B3,B4 HEADLIGHT BRIGHT SHORT CIRCUIT
8001 18 33 J1-B3,B4 HEADLIGHT BRIGHTS LESS THAN NORMAL current
8002 0 33 J1-C1 SYSTEM AIR PRESSURE VOLTAGE TOO HIGH
8002 1 33 J1-C1 ON SYSTEM AIR PRESSURE VOLTAGE TOO LOW
8003 0 33 J1-C2 START SIGNAL OR GENERIC SPARE VOLTAGE TOO HIGH
8004 5 33 J1-C3,C4 REVERSE OPEN CIRCUIT
8004 6 33 J1-C3,C4 ON REVERSE SHORT CIRCUIT
8004 18 33 J1-C3,C4 REVERSE LESS THAN NORMAL CURRENT
8005 0 33 J1-D1 REAR TWO SPEED SWITCH VOLTAGE TOO HIGH
8006 0 33 J1-D2 DROP BOX TEMPERATURE SWITCH VOLTAGE TOO HIGH
8007 5 33 J1-D3,D4 REAR WIPER LO SPEED OPEN CIRCUIT
8007 6 33 J1-D3,D4 REAR WIPER LO SPEED SHORT CIRCUIT
8007 18 33 J1-D3,D4 REAR WIPER LO SPEED LESS THAN NORMAL CURRENT
8008 0 33 J1-E1 SCRAPER DASH SWITCH VOLTAGE TOO HIGH
8009 1 33 J1-E2 PRESSURE TWO SPEED SWITCH VOLTAGE TOO LOW
8010 5 33 J1-E3,E4 FRONT WIPER LO SPEED OPEN CIRCUIT
8010 6 33 J1-E3,E4 FRONT WIPER LO SPEED SHORT CIRCUIT
8010 18 33 J1-E3,E4 FRONT WIPER LO SPEED LESS THAN NORMAL current
8011 0 33 J1-F1 BATTERY IMBALANCE VOLTAGE TOO HIGH
8011 1 33 J1-F1 BATTERY IMBALANCE VOLTAGE TOO LOW
8012 0 33 J1-F2 HORN SWITCH VOLTAGE TOO HIGH
8013 5 33 J1-F3,F4 PARK LIGHTS OPEN CIRCUIT
8013 6 33 J1-F3,F4 PARK LIGHTS SHORT CIRCUIT
8013 18 33 J1-F3,F4 PARK LIGHTS LESS THAN NORMAL CURRENT
8014 1 33 J1-G3,G4 IGNITION SUPPLY VIA FUSE 25 VOLTAGE TOO Low
194 Doc. No. 872359 : Rev A

8015 5 33 J1-H1,H2 WORK LIGHTS OPEN CIRCUIT
8015 6 33 J1-H1,H2 WORK LIGHTS SHORT CIRCUIT
8015 18 33 J1-H1,H2 WORK LIGHTS LESS THAN NORMAL CURRENT
8016 1 33 J1-H3,H4 IGNITION SUPPLY VIA FUSE 26 VOLTAGE TOO LOW
8017 1 33 J2-A4 BRAKE LIGHT SWITCH VOLTAGE TOO LOW
8018 3 33 J2-B4,C4 IDL SOLENOID OR BIN PRESSURE REDUCTION SOLENOID VOLTAGE TOO HIGH
8018 5 33 J2-B4,C4 IDL SOLENOID OR BIN PRESSURE REDUCTION SOLENOID OPEN CIRCUIT OR
SHORT CIRCUIT
8019 0 33 J2-C1 BONNET FAN TEMP SWITCH VOLTAGE TOO HIGH
8021 0 33 J2-C3 LEFT HEIGHT POSITION SENSOR VOLTAGE TOO HIGH
8021 1 33 J2-C3 LEFT HEIGHT POSITION SENSOR VOLTAGE TOO LOW
8022 1 33 J2-D2 HAZARD DASH SWITCH VOLTAGE TOO LOW
8023 0 33 J2-D3 RIGHT HEIGHT POSITION SENSOR VOLTAGE TOO HIGH
8023 1 33 J2-D3 RIGHT HEIGHT POSITION SENSOR VOLTAGE TOO LOW
8024 3 33 J2-D4,E4 BIN LEVER LATCH OR PNEUMATIC BLOW OFF SOLENOID VOLTAGE TOO HIGH
8024 5 33 J2-D4,E4 BIN LEVER LATCH OR PNEUMATIC BLOW OFF SOLENOID OPEN CIRCUIT OR
SHORT CIRCUIT
8025 0 33 J2-E3 ARTIC ANGLE POSITION SENSOR VOLTAGE TOO HIGH
8025 1 33 J2-E3 ARTIC ANGLE POSITION SENSOR VOLTAGE TOO LOW
8026 0 33 J2-F1 ON BIN POSITION SENSOR VOLTAGE TOO HIGH
8026 1 33 J2-F1 ON BIN POSITION SENSOR VOLTAGE TOO LOW
8026 2 33 J2-F1 ON BIN POSITION SENSOR VOLTAGE ERRATIC
8027 3 33 J2-F4,G4 CTD SOLENOID OR REAR WIPER HIGH SPEED VOLTAGE TOO HIGH
8027 5 33 J2-F4,G4 CTD SOLENOID OR REAR WIPER HIGH SPEED OPEN CIRCUIT OR SHORT
CIRCUIT
8028 0 33 J2-G1 BIN LEVER POSITION SENSOR VOLTAGE TOO HIGH
8028 1 33 J2-G1 BIN LEVER POSITION SENSOR VOLTAGE TOO LOW
8030 1 33 J2-H1 PARK BRAKE DASH SWITCH OR EMERGENCY STOP SWITCH VOLTAGE TOO LOW
8031 0 33 J2-H2 FRONT TWO SPEED SWITCH VOLTAGE TOO HIGH
8032 3 33 J2-H4,J4 FLASHING BEACON LIGHT OR HORN VOLTAGE
8032 5 33 J2-H4,J4 FLASHING BEACON LIGHT OR HORN OPEN CIRCUIT OR SHORT CIRCUIT
8033 0 33 J2-J1 AIRCON EVAPORATOR TEMPERATURE VOLTAGE TOO HIGH
Doc. No. 872359 : Rev A 195

8033 1 33 J2-J1AIRCON EVAPORATOR TEMPERATURE VOLTAGE TOO LOW
8034 0 33 J2-J2 WET DISK BRAKE TEMPERATURE VOLTAGE TOO HIGH
8034 1 33 J2-J2 WET DISK BRAKE TEMPERATURE VOLTAGE TOO LOW
8035 0 33 J2-J3 CAB TEMPERATURE VOLTAGE TOO HIGH
8035 1 33 J2-J3 CAB TEMPERATURE VOLTAGE TOO LOW
8036 0 33 J2-K1 5 VOLT SUPPLY TO POSITION SENSORS TOO HIGH
8036 1 33 J2-K1 5 VOLT SUPPLY TO POSITION SENSORS TOO LOW
8037 0 33 J2-K4 5 VOLT SUPPLY TO BIN SENSORS TOO HIGH
8037 1 33 J2-K4 5 VOLT SUPPLY TO BIN SENSORS TOO LOW
8038 1 33 J2-L3,M3 ON IGNITION POWER VIA FUSE 27 VOLTAGE TOO LOW
8039 1 33 J2-L4,M4 ON IGNITION POWER VIA FUSE 28 VOLTAGE TOO LOW
8040 0 33 J2-M1 ON ALTERNATOR VOLTAGE VIA FUSE 29 TOO HIGH
8040 1 33 J2-M1 ON ALTERNATOR VOLTAGE VIA FUSE 29 TOO LOW
8040 17 33 J2-M1 BATTERY VOLTAGE TOO LOW
8041 3 33 J3-A1,B1 ARTIC REVERSE LIGHT OR REAR WASHER PUMP VOLTAGE TOO HIGH
8041 5 33 J3-A1,B1 ARTIC REVERSE LIGHT OR REAR WASHER PUMP OPEN CIRCUIT OR SHORT
CIRCUIT
8042 3 33 J3-A2,E3 RECIRCULATION FLAP OR AIRCON CLUTCH SOLENOID VOLTAGE TOO HIGH
8042 5 33 J3-A2,E3 RECIRCULATION FLAP OR AIRCON CLUTCH SOLENOID OPEN CIRCUIT OR

SHORT CIRCUIT
8043 5 33 J3-A3 BIN UP SOLENOID OPEN CIRCUIT
8043 6 33 J3-A3 BIN UP SOLENOID SHORT CIRCUIT
8044 3 33 J3-A4,B4 ENGINE RUNNING OR BRAKE LIGHT OUTPUT VOLTAGE TOO HIGH
8044 5 33 J3-A4,B4 ENGINE RUNNING OR BRAKE LIGHT OUTPUT OPEN CIRCUIT OR SHORT
CIRCUIT
8045 3 33 J3-B2,C2 LEFT INDICATOR LIGHT OR RIGHT INDICATOR LIGHT VOLTAGE TOO HIGH
8045 5 33 J3-B2,C2 LEFT INDICATOR LIGHT OR RIGHT INDICATOR LIGHT OPEN CIRCUIT OR
SHORT CIRCUIT
8046 3 33 J3-C1,D1 FRONT WIPER HI SPEED OR FRONT WASHER PUMP VOLTAGE TOO HIGH
8046 5 33 J3-C1,D1 FRONT WIPER HI SPEED OR FRONT WASHER PUMP OPEN CIRCUIT OR SHORT
CIRCUIT
8047 3 33 J3-D2,E2 MIRROR HEATING OR HYDRAULIC CUT SOLENOID VOLTAGE TOO HIGH
8047 5 33 J3-D2,E2 MIRROR HEATING OR HYDRAULIC CUT SOLENOID OPEN CIRCUIT OR SHORT
CIRCUIT
196 Doc. No. 872359 : Rev A

8048 5 33 J3-D4 BIN DOWN SOLENOID OPEN CIRCUIT
8048 6 33 J3-D4 ON BIN DOWN SOLENOID SHORT CIRCUIT
8049 3 33 J3-E1,F1 OVERSPEED CONTROL OR PARK BRAKE SOLENOID VOLTAGE TOO HIGH
8049 5 33 J3-E1,F1 OVERSPEED CONTROL OR PARK BRAKE SOLENOID OPEN CIRCUIT OR SHORT
CIRCUIT
8050 0 33 J3-E4 HYDRAULIC TEMPERATURE SENSOR VOLTAGE TOO HIGH
8050 1 33 J3-E4 HYDRAULIC TEMPERATURE SENSOR VOLTAGE TOO LOW
8051 1 33 J3-G1,G2 IGNITION POWER VOLTAGE VIA FUSE 30 TOO LOW
8052 1 33 J3-H3,H4 IGNITION POWER VOLTAGE VIA FUSE 31 TOO LOW
8053 0 33 J1-D2: DROP BOX SWITCH VOLTAGE TOO HIGH
8100 31 33 BOOST PRESSURE PROTECTION IS ACTIVATED
8101 31 33 FREE WHEELING EVENT DETECTED
8102 31 33 ENGINE IS IDLING FOR MORE THAN 20 MINUTES
8103 31 33 ENGINE RPM EXCEEDED ALLOWABLE LIMIT
8104 31 33 OUTPUT SHAFT SPEED EXCEEDED ALLOWABLE LIMIT
8105 31 33 BIN IS OVERLOADED
8106 31 33 HARSH BRAKING DETECTED
8107 31 33 ENGINE COOLANT TEMPERATURE TOO HIGH
8108 31 33 ENGINE OIL PRESSURE TOO LOW
8109 31 33 TRANSMISSION SUMP TEMPERATURE TOO HIGH
8110 31 23 ALLISON TCU CALIBRATION MISMATCH
8111 31 33 PARK BRAKE BURNOUT EVENT DETECTED
8112 31 33 OBW MEASUREMENT FAULT
8113 31 33 HYDRAULIC TEMPERATURE TOO HIGH
8114 31 33 WET DISK BRAKE TEMPERATURE TOO HIGH
8115 31 33 GPS SPEED AND VEHICLE SPEED MISMATCH
8116 31 33 TYRE SPEED LIMITATION EXCEEDED
8117 31 33 TURBO PROTECTION OVERRIDE
8118 31 33 DROP BOX TEMPERATURE TOO HIGH
8119 31 33 UNEXPECTED BIN DIRECTION
9018 5 49 J3-A3: ENGINE COOLER FAN OPEN CIRCUIT
9018 6 49 J3-A3: ENGINE COOLER FAN SHORT CIRCUIT
9000 5 49 J1-A3,A4: BONNET FAN 1 OPEN CIRCUIT
9000 6 49 J1-A3,A4: BONNET FAN 1 SHORT CIRCUIT
9000 18 49 J1-A3,A4: BONNET FAN 1 LESS THAN NORMAL CURRENT
9001 5 49 J1-B3,B4: BLOWER SPEED 3 OPEN CIRCUIT
9001 6 49 J1-B3,B4: BLOWER SPEED 3 SHORT CIRCUIT
Doc. No. 872359 : Rev A 197

9001 18 49 J1-B3,B4: BLOWER SPEED 3 LESS THAN NORMAL CURRENT
9002 5 49 J1-C3,C4: BLOWER SPEED 2 OPEN CIRCUIT
9002 6 49 J1-C3,C4: BLOWER SPEED 2 SHORT CIRCUIT
9002 18 49 J1-C3,C4: BLOWER SPEED 2 LESS THAN NORMAL CURRENT
9004 5 49 J1-E3,E4: BLOWER SPEED 1 OPEN CIRCUIT
9004 6 49 J1-E3,E4: BLOWER SPEED 1 SHORT CIRCUIT
9004 18 49 J1-E3,E4: BLOWER SPEED 1 LESS THAN NORMAL CURRENT
9005 5 49 J1-F3,F4: BONNET FAN 2 OPEN CIRCUIT
9005 6 49 J1-F3,F4: BONNET FAN 2 SHORT CIRCUIT
9005 18 49 J1-F3,F4: BONNET FAN 2 LESS THAN NORMAL CURRENT
9006 1 49 J1-G3,G4: IGNITION SUPPLY VOLTAGE VIA FUSE 18 TOO LOW
9007 5 49 J1-H1,H2: JD STARTER OPEN CIRCUIT
9007 6 49 J1-H1,H2: JD STARTER SHORT CIRCUIT
9007 18 49 J1-H1,H2: JD STARTER LESS THAN NORMAL CURRENT
9008 1 49 J1-H3,H4: IGNITION SUPPLY VOLTAGE VIA FUSE 19 TOO LOW
9009 3 49 J2-B4,J2-C4: GEAR HOLD OR TWO SPEED DIFF VOLTAGE TOO HIGH
9009 5 49 J2-B4,J2-C4: GEAR HOLD OR TWO SPEED DIFF OPEN CIRCUIT OR SHORT CIRCUIT
9010 3 49 J2-D4,J2-E4: LOAD LIGHT YELLOW OR LOAD LIGHT GREEN VOLTAGE TOO HIGH
9010 5 49 J2-D4,J2-E4: LOAD LIGHT YELLOW OR LOAD LIGHT GREEN OPEN CIRCUIT OR SHORT
CIRCUIT
9011 3 49 J2-F4,J2-G4: AUTOMATIC NEUTRAL OR PRE-SELECT 2ND GEAR OR LOCKUP VOLTAGE

TOO HIGH
9011 5 49 J2-F4,J2-G4: AUTOMATIC NEUTRAL OR PRE-SELECT 2ND GEAR OR LOCKUP OPEN CIR-
CUIT OR SHORT CIRCUIT
9012 3 49 J2-H4,J2-J4: LOAD LIGHT RED OR LADEN-UNLADEN VOLTAGE TOO HIGH
9012 5 49 J2-H4,J2-J4: LOAD LIGHT RED OR LADEN-UNLADEN OPEN CIRCUIT OR SHORT CIR-
CUIT
9013 1 49 J2-L3,M3: IGNITION POWER VOLTAGE VIA FUSE 20 TOO LOW
9014 1 49 J2-L4,M4: IGNITION POWER VOLTAGE VIA FUSE 21 TOO LOW
9015 0 49 J2-M1: ALTERNATOR VOLTAGE VIA FUSE 22 TOO HIGH
9015 1 49 J2-M1: ALTERNATOR VOLTAGE VIA FUSE 22 TOO LOW
9016 3 49 J3-A1,J3-B1: FAN MEDIUM SOLENOID OR FAN LOW SOLENOID VOLTAGE TOO HIGH
9016 5 49 J3-A1,J3-B1: FAN MEDIUM SOLENOID OR FAN LOW SOLENOID OPEN CIRCUIT OR
SHORT CIRCUIT
9017 3 49 J3-A2,J3-E3: HEATER VALUE VOLTAGE TOO HIGH
9017 5 49 J3-A2,J3-E3: HEATER VALUE OPEN CIRCUIT OR SHORT CIRCUIT
9018 5 49 ENGINE COOLER FAN OPEN CIRCUIT
9018 6 49 ENGINE COOLER FAN SHORT CIRCUIT
9019 3 49 J3-A4,J3-B4: FAN CUT SOLENOID VOLTAGE TOO HIGH
198 Doc. No. 872359 : Rev A

9019 5 49 J3-A4,J3-B4: FAN CUT SOLENOID OPEN CIRCUIT OR SHORT CIRCUIT
9021 3 49 J3-C1,J3-D1: LEFT STRUT DOWN OR LEFT STRUT UP VOLTAGE TOO HIGH
9021 5 49 J3-C1,J3-D1: LEFT STRUT DOWN OR LEFT STRUT UP OPEN CIRCUIT OR SHORT CIR-
CUIT
9022 3 49 J3-D2,J3-E2: MIDDLE-DEMIST ACTUATOR OR FEET ACTUATOR VOLTAGE TOO HIGH
9022 5 49 J3-D2,J3-E2: MIDDLE-DEMIST ACTUATOR OR FEET ACTUATOR OPEN CIRCUIT OR

SHORT CIRCUIT
9024 3 49 J3-E1,J3-F1: RIGHT STRUT DOWN OR RIGHT STRUT UP VOLTAGE TOO HIGH
9024 5 49 J3-E1,J3-F1: RIGHT STRUT DOWN OR RIGHT STRUT UP OPEN CIRCUIT OR SHORT
CIRCUIT
9025 1 49 J3-G1,G2: IGNITION POWER VOLTAGE VIA FUSE 23 TOO LOW
9026 1 49 J3-H3,H4: IGNITION POWER VOLTAGE VIA FUSE 24 TOO LOW
Doc. No. 872359 : Rev A 199

NOTES
200 Doc. No. 872359 : Rev A

MDU3 Menu Structure

Numbering refers to paragraph numbers in the descriptions that follow.
MDU3 Menu Structure 1 of 3
Doc. No. 872359 : Rev A 201

202 Doc. No. 872359 : Rev A

Doc. No. 872359 : Rev A 203

Default Display Fuel (litres)

Air Pressure (bar)
Hyd Temp (oC)
The default screen can be selected by the operator
Brake Temp (oC)
for his/her preference.
Payload (tons)
The default screen previously selected is always ac- Time
cessed when the operator code is entered . Date
Speed Limit (km/hr)
Default Screen (B25D Screen Shown Below) Pitch Angle (%)
Roll Angle (%)
Adblue Level(%)
Daily Checks Display
The Daily Service Checks menu should be called up

at the beginning of every shift, by the operator, imme-
diately after start-up when the Daily Walk Round
Checks are complete.
Any faults must be reported to Technical Personnel

before starting the shift.
• Top Left Corner = Machine Speed.
• Top Right Corner = Engine Speed. To access the Daily Checks display screen, press
• Centre Left = Gear Selected (start-up Neutral) and hold the MENU button from the default screen.
• Centre Right = Machine Model (B25D Mk 6)
• Bottom Of Screen = ODO Meter Reading (Total Engine Checks 1/3
Distance Travelled) and Hours (Total Hours).
The information displayed in the centre, right panel

Engine Oil Level OK
of the screen can be changed by pressing the NEXT Engine Oil Press OK
button. Continue pressing NEXT button (or BACK) to
scroll through the options until the required informa- Press Select for Detail
tion is displayed.
The following information can be displayed in the If not registering as OK, the message will be Too Low
panel: or Too High. The fault must be rectified before driving
the machine.
Machine Type
Bintip Counter Pressing SELECT (for details) will take you to the En-
Trip Odo (km) gine Values screen (para 2.1).
Trip Time (hrs)
Trip Fuel (l/hr) Press NEXT to enter the second Daily Checks
Trip Load (tons) screen.
Lockup Clutch
Current Gear Trans Checks 2/3
Sump Oil Temp (oC)
o
Convertor Oil Temp ( C) Oil Level OK
Eng Coolant Temp (oC)
Oil Qty ___._l
Eng Oil Pressure (bar)
Boost Pressure (kPa) Countdown ___min
Eng Oil Level (%) Press Select for Detail
Fuel Economy (l/hr)
Engine Torq (%)
Eng Ret Torq (%) If not registering as OK, the message will be Too Low
or Too High. The fault must be rectified before driving
the machine.
204 Doc. No. 872359 : Rev A

Pressing SELECT (for details) will take you to the • When this screen is active, the tons loaded will
Trans Values screen (para 2.2). be displayed in the right, top corner and the bin
graphic will be turning dark grey indicating the
Press NEXT to enter the third Daily Checks screen. load.
Note: If the Tyre Monitoring Pressure System • When an overload condition occurs, an error
message will flash next to the bin on the right
(TMPS) option is not installed on your machine, you
side.
will be returned to the default screen.
• At the bottom of the screen is displayed the Date
and Time.
Tyre Checks 3/3
The OBW weighs the load as it is loaded onto the bin.
Tyre Pressure OK It automatically add up the weight as it is loaded.
Tyre Temp OK The OBW measures the strain as seen by the truck’s
walking beams.
Press Select for Detail
This data is sent to the CCU) via the CAN, where the
If not registering as OK on Tyre Pressure, the mes- strain is used to calculate the payload of the truck.
sage will indicate which tyre has a fault ; LF, LM, LR,
RF, RM, RR and whether it is Too Low or Too High. The calculated payload is transmitted on the CAN
The fault must be rectified before driving the ma- BUS in the vehicle weight message, cargo weight.
chine. (See specification SAE J1939 – 71, message Vehi-
cle weight for more detail.) The OBW module uses
If not registering as OK on Tyre Temp, the message this data to determine which load light should be on.
will indicate which tyre has a fault ; the message will
read N/A, LF, LM, LR, RF, RM, RR and if it is Too The CCU determines the truck’s rated capacity (in
High. The fault must be rectified before driving the short tons) from the VIN number. The CCU module
machine. converts this value to metric tones and drive the load
lights in the following manner:
Pressing SELECT (for details) will take you to the
Tyre Diagnostic screen. • If the vehicle speed is lower than 5 km/h and the
payload is less than 75% of the truck’s rated ca-
Payload Display pac ity, the yellow light is blinking at a rate of 1
blink per second.
The Pay Load value is only displayed when an On • Irrespective of the vehicle speed, if the payload
Board Weighing System is installed on the machine, is equal or larger than 75% but less than 95% of
otherwise the values will display 0.0 T and rows of the truck’s rated capacity, the yellow light is per-
dashes ("- - - -") will be displayed. manently on.
• Irrespective of the vehicle speed, if the payload
The Pay Load is measured automatically by the is equal to 95% and less than 110% of the
On-board Weighing System. truck’s rated capacity, the green light is perma-
nently on.
• Irrespective of the vehicle speed, if the payload
Payload 0.9 T
is larger than 110% of the truck’s rated capacity,
the red light will be on.
During power-on, the CCU Module tests the load

lights. First it switches only the yellow light on for a
period of 100 ms, then only the green light for 100 ms
then only the red light for 100 ms. At the end it
switches all the lights off for 200ms.
2009 - 05 - 15 12:15:25
From the default display, press SELECT to display

the first Payload screen
Doc. No. 872359 : Rev A 205

The above sequence repeats 10 times after which Press NEXT to be returned to the default screen.
the CCU module commences with its normal opera-
tion. This power-up sequence can be used during the Press MENU button to go to MAIN MENU from de-
installation phase to confirm the wiring and light fault screen.
colours.
If the OBW function is switched off at the MDU, the

Accessing Service Mode
OBW module will complete the power-on test se-
quence but will not drive any lights during normal 1. Go to Main Menu and scroll down to 6-Service
operation. Mode.
NOTE: If the OBW is not installed, the right, top cor- Service Mode
ner will display "-----"
MENU to Exit
Press SELECT again and the second Payload
screen is displayed. BACK to Decrease
NEXT to Increase
SELECT to Store
0.9 T 3015 0000
0% 2. Enter the 4-digit service code at the bottom, right of

the screen (highlighted).
3. Press and hold SELECT for three beeps.
This screen displays the load, (0.6T in example If the code is incorrect the four zeros will display (try
above). again).
It also displays the bin position (tip angle) as a per- If the code is correct a pop-up will show briefly on the
centage. In the above example the bin is down and screen confirming that you are now in SERVICE
level, when the bin is fully up it will display 100%. The MODE. All eight digits on the screen will go to zero.
graphic display of the bin on screen will also show the
Service personnel can now go to the Main Menu
stages of the tip angle.
screen and access the Service Mode screens.
Press SELECT again and the third Payload screen is
displayed.
0%
This screen displays the roll angle as a percentage.

In the example above the machine has a zero roll an-
gle (no side slope to the ground).
206 Doc. No. 872359 : Rev A

Main Menu
There are nine sub-menus available to service
personnel in the main menu:
Main Menu 1/9

1-Counters
2-Actual Values
3-Diagnostics
4-Machine Config
5-Machine ID
6-Service Mode
7-Factory Mode
8-Security Code
9-Gear Selector
When a menu is selected, the first option will be high-

lighted.
To scroll between the options in sub-menus press

NEXT button. To go back to the previous menu,
press BACK button.
To choose an option in a menu, press the SELECT

button.
Note: Some values in the screens may be ON or

OFF, all these values will be shown as OFF in the
screens shown in this section.
Doc. No. 872359 : Rev A 207

Specifications and Tests NOTE: Before performing this part of the continuity
check, make sure the related pneumatic solenoid
and the pneumatic system is functioning properly.
Pneumatic Pressure Switches
Apply 550 kPa (5.5 bar) (79.8 psi) air pressure to the
Park Brake Pressure Switch (B18) Pressure external port of the pneumatic manifold, then perform
Contacts are closed at and above 550 kPa the following:
(5.5 bar) (79.8 psi)
‹ CAUTION
Inter-Axle Lock Pressure Switch (B25) Pressure Chock wheels to prevent machine from moving.
Contacts are closed at and above 550 kPa Park brake may disengage when performing
(5.5 bar) (79.8 psi) this test.
Differential Lock Pressure Switch (B26) Pressure
Contacts are closed at and above 550 kPa • For park brake pressure switch (B18), turn key
(5.5 bar) (79.8 psi) switch to ON position, then move park brake le-
ver to the DISENGAGE position.
System Air Pressure Sensor • For inter-axle lock pressure switch (B25), turn
key switch to ON position, then push inter-axle
lock switch to the ENGAGE position.
Air Pressure at 0 kPa (0 bar) (0 psi)
Resistance= 10 Ohms For differential lock pressure switch (B26), turn key
switch to ON position, then push differential lock
Air Pressure at 200 kPa (2 bar) (29 psi)
pressure switch to the ENGAGE position. The differ-
Resistance = 51 Ohms
ential lock circuit will energise for 30 seconds then
Air Pressure at 400 kPa (4 bar) (58 psi) will automatically de-activate.
With air pressure applied to pressure switch, continu-
Air Pressure at 600 kPa (6 bar) (87 psi) ity must NOT exist across terminals (1 and 2), but
Resistance =122 Ohms continuity must exist across terminals (1 and 3).
Air Pressure at 800 kPa (8 bar) (116 psi) System Air Pressure Sensor (B15) Test
Pneumatic Pressure Switches Test
Disconnect wire harness connector from pressure

switch to be tested.
Apply specified air pressure to sensor (at external

port of manifold) while checking resistance across
sensor terminals. Replace sensor if not to
specification.
With no air pressure applied to pressure switch, con-
tinuity must exist across terminals (1 and 2), but
continuity must NOT exist across terminals (1 and 3).
208 Doc. No. 872359 : Rev A

Pneumatic Solenoid Test With no pressure applied to pressure switch, check

for continuity across the switch terminals.
Disconnect wire harness from solenoid.
24V
2 Service Brake Low Pressure Switch (B23)
and Secondary Steering Pressure Switch (B24)
40D1002CV
Stop Light Pressure Switch (B23)

40D1003CFM
Apply 24 volts across solenoid terminals (1 and 2).
Replace solenoid if solenoid does not click when volt- For service brake low pressure switch (B23) and sec-
age is applied. ondary steering pressure switch (B24), replace
switch if no continuity is indicated.
Hydraulic Pressure Switches For stop light pressure switch (B27), replace switch if
continuity is indicated.
Service Brake Low Pressure Switch (B23) Pres-
sure Apply specified pressure to switch while checking for
continuity across the switch terminals.
B35 with no wet disk brakes
Contacts are closed at and above For service brake low pressure switch (B23) and sec-
23 00 kPa (123 bar) (1784 psi) ondary steering pressure switch (B24), replace
B35-B40 with wet disk brakes switch if continuity is indicated.
Contacts are closed at and above
120 00 kPa (120 bar) (1740 psi) For stop light pressure switch (B27), replace switch if
no continuity is indicated.
Secondary Steering Pressure Switch (B24)
Pressure
Hydraulic Temperature Sensors
Contacts are closed at and above
500 kPa (5 bar) (72.5 psi) Temperature at 40°C (104°F)
Resistance = 287.4 Ohms
Stop Light Pressure Switch (B27) Pressure
Temperature at 50°C (122°F)
Contacts are closed at and above Resistance = 193.6 Ohms
600 kPa (6 bar) (87 psi)
Hydraulic Pressure Switches Test Resistance = 134 Ohms

Remove pressure switch. Resistance = 92.5 Ohms
NOTES: Temperature at 80°C (176°F)
The normally closed contacts are used on Resistance = 69.1 Ohms
service brake low pressure (B23) and secondary
steering pressure (B24). Temperature at 90°C (194°F)
The stop light pressure switch (B27) is a nor- Resistance = 51.3 Ohms
mally open switch.
Doc. No. 872359 : Rev A 209




Hydraulic Temperature Sensors Test
Remove sensor.
Disconnect wire connector (1) and linkage (2) from

sensor lever.
NOTE: It is necessary to remove sensor from mount-

ing bracket to give the sensor lever full travel.
40D1004CFM
Apply specified heat to sensor while checking resis-

tance between sensor terminal and body of sensor.
Replace sensor if not to specification.
Bin Position Sensor Test
Check Resistance Across Terminals A and C Resis-

tance = 5000 ± 1000 Ohms Remove cap screws and nuts (3).
Check Terminals A and B (Sensor Lever Rotated Remove sensor by separating support and lever (2)
Fully Clockwise) from body position sensor (3).
Resistance = 350 ± 70 Ohms
Measure resistance across terminals A and C of
Check Terminals B and C Ohms (Sensor Lever Ro- body position sensor. Replace sensor if not to speci-
tated Fully Clockwise) fication.
Resistance = 5350 ± 1070
Insert shaft of support and lever (2) into body position
Check Terminals A and B (Sensor Lever Rotated sensor (3) and rotate lever fully clockwise (as viewed
Fully Counter clockwise) from lever side of sensor). Measure resistance
Resistance = 5350 ± 1070 Ohms across sensor terminals A and B, then across termi-
nals B and C.
Check Terminals B and C (Sensor Lever Rotated
Fully Counter clockwise) Replace sensor if resistance is not to specification.
Resistance = 350 ± 70 Ohms
With test leads of ohmmeter attached to terminals A
and B or B and C, slowly rotate sensor lever fully
counter clockwise (as viewed from lever side of sen-
sor).
210 Doc. No. 872359 : Rev A

The change in resistance from stop-to-stop must be Transmission Speed Sensors

smooth and continuous in correlation to lever move-
ment. Transmission Temperature at 40°C (-40°F)
Resistance = 200 Ohms.
Replace sensor if resistance is not to specification
when lever is fully rotated or if change in resistance is Transmission Temperature at 20°C (68°F)
uneven or stops changing as sensor lever is rotated. Resistance = 300 Ohms.
Install body position sensor (3), support and lever (2), Transmission Temperature at 110°C (230°F)
and cap screws and nuts. Make sure O-rings (1) are Resistance = 400 Ohms.
in position.
Transmission Speed Sensors Test
Connect linkage (2) and wire connector (1).
Disconnect speed sensor connector.
NOTE: The body position sensor needs to be cali-
brated whenever the sensor, CCU, or MDU is
replaced. The sensor may also need re-calibrating if
the ignition is turned ON position while sensor is dis-
connected.
Calibrate sensor to the full body down and full body

up positions.
To calibrate sensor:
• Start engine. Make sure bin is at the full down

position.
• Access bin sensor calibration (set zero) on the
MDU.
• Push and hold the SELECT button on the MDU
for a least 3 seconds to set the 0% position.
• Raise bin to the fully raised position. Measure resistance across sensor terminals (1).
Remove the steering column switch assembly. Replace sensor if not within specification.
While operating the switch functions, check for conti-
Transmission Solenoids Test
nuity across terminals as indicated in the switch
legend. Disconnect transmission control module connector.
Replace the switch assembly if continuity is not ac- Measure resistance of each solenoid across appro-
cording to the switch legend. priate terminals.
Apply the service brakes while checking for voltage
at terminal (4). With the service brakes applied, volt-
age at terminal (4) must be at maximum output
voltage (approximately 4.3 volts).
Stop engine. Install relay socket array. If specified

voltages exist at terminals (1,2, and 5) and ground
exists at terminal 3, but voltage at terminal (4) is not
to specification, replace retarder voltage regulator.
Doc. No. 872359 : Rev A 211

On / Off Solenoids On Board Weighing (OBW)

Transmission Temperature at -20°C (4°F)
Troubleshooting Guide
Resistance = 2.60 - 2.80 Ohms.
The following tools are required.
Transmission Temperature at 0°C (32°F)
Resistance = 2.75 - 3.30 Ohms. 17 mm Spanner
Transmission Temperature at 20°C (68°F) 10 mm Spanner

Resistance = 3.00 - 3.40 Ohms. Side Cutters
Transmission Temperature at 40°C (104F) Multimeter
Flat Screwdriver
Resistance = 3.50 - 4.00 Ohms.000 Diagnostic Resistor- 214871
Resistance = 3.75 - 4.25 Ohms. Parts
Transmission Temperature at 100°C (212°F) It is important that the correct parts and software lev-
Resistance = 3.90 - 4.50 Ohms. els are used. If this is not of the correct compatibility
and upgraded version levels, all troubleshooting will
Transmission Temperature at 120°C (248°F) be in vain.
OBW Module, Part Number: 214402
Resistance = 4.50 - 5.10 Ohms,
PCS Solenoids
Transmission Temperature at -20°C (4°F)

Resistance =. 4 - 4.5 Ohms.

Resistance= 4.4 - 4.9 Ohms.

Transmission Temperature at 40°C (104F)

Transmission Temperature at 60°C (140°F) Verify the part number of the OBW module on its De-
Resistance = 5.5 - 6.2 Ohms.000 cal.
Transmission Temperature at 80°C (176°F) For MK6.3 trucks the part number must be 214402.
Resistance = 5.8 - 6.6 Ohms. For MK6.3 SCR trucks the part number must be
Transmission Temperature at 100°C (212°F) BN006963, as it includes an ambient temperature
Resistance = 6.25 - 7.00 Ohms. sensor.


Resistance = 7.00 - 7.8 Ohms,
212 Doc. No. 872359 : Rev A

Electrical Schematic
Doc. No. 872359 : Rev A 213

Testing Procedure 2. Unplug Right and Left strain gauge to test:
Left
Ensure that the OBW is activated on the CCU and
Pin 1 and 2 = 120 ohm
MDU and that it is being displayed on the MDU.
Ignition ON Pin 2 and 3 = 240 ohm
Remember that power saving kicks in after 10 Right

minutes so make sure that these tests below are Pin 1 and 2 = 120 ohm
done within 10 minutes. Pin 1 and 3 = 120 ohm
1.Voltage measurement at the 6-way DT connector
(OBWP) between pin 1 and 2 must be 24V. Unplug When the preceding wiring tests are done and all
the OBW 12 way connector for testing voltage be- checks are good and if the readings of the OBW ton-
tween pin 3 and 4. Voltage must be 24V. nage on the MDU fluctuates, there is a possibility that
the strain gauge that’s mounted to the walking beam
If the voltage is found to be wrong refer to machine’s could be faulty.
schematics to troubleshoot problem before going on
to the next steps. Fluctuation of OBW Tonnage Reading on MDU.
2. Measuring Resistance of the CAN : Right Strain Gauge must be plugged on.
Unplug can terminator and measure between posi- Unplug Left Strain Gauge and plug in Resistor part
tion A and B of can terminator 3 way plug, socket and number 214871 to LSG to simulate strain gauge. If
the reading must be 60 ohms. fluctuation stops, the left strain gauge is faulty.
Measure the can terminator and the can terminator If fluctuation persists test the Right Strain Gauge.
must read 120 ohms between pin position A and B.
Do the same as above to test the Right strain gauge
If CAN measurements are wrong refer to machine’s with Left strain gauge plugged in.
schematics to trouble shoot problem before going on
to the next steps.
Once the above tests are done and all checks are
good as above proceed to the next tests.
Ignition OFF
1. Unplug OBW 12 way plug of OBW Module to test

wiring that goes to the left and right strain gauge from
plug.
Pin 11and 1 = 90 ohm

Pin 1and 2 = 120 ohm
214 Doc. No. 872359 : Rev A

Reference of a Typical Strain Gauge mounting onto a Walking Beam
Refer SIB 2009/1039 for installation procedure of a Strain Gauge.
Doc. No. 872359 : Rev A 215

NOTES
216 Doc. No. 874116 : Rev 5

CHAPTER 4. TRANSMISSION
General Description
Allison 4500 ORS
• Automatic Truck Transmission

• 4 - 4th Generation
• 500 - Wide Ratio 6 Speed
• R - Output Retarder
• ORS - Off Road Series
4500 ORS Transmission
1. Output Shaft 7 Turbine Speed Sensor

2. Cooler Ports 8. Engine Speed Sensor
3. Retarder Solenoid 9. Breather (Allison)
4. Transmission Harness Connector 10. Retarder Temperature Sensor
5. Identification Plate 11. Output Speed Sensor
6. Filler Tube 12. Retarder
Doc. No. 872359 : Rev A 217

Transmission Identification Torque Converter Operation
The HD torque converter has four main

General Motors Powertrain components:
Hungary Ltd.
• Pump.
06F28 • Stator.
TIDA • Turbine.
• Lock-up clutch.
S/N xxxxxxxxxx The converter’s pump is bolted to the converter
cover.
The pump rotates at engine speed

The transmission identification plate is located on the
right hand side of the transmission. • As the pump rotates, fluid enters from
around the pump hub.
The identification plate shows the transmission serial • Centrifugal force causes fluid to be thrown
number, part number (assembly number), and model around the outside of the pump and over to
number. the converter turbine.
• Once the force reaches a certain point, the
Use all three numbers when ordering parts. fluid begins to spin the turbine.
The converter’s turbine is splined to the trans-

mission turbine shaft.
• Fluid from the converter pump strikes the

turbine’s vanes and eventually forces the
turbine to rotate.
• Since the turbine is splined to the turbine
shaft, the turbine shaft rotates and supplies
input to the transmission’s gearing.
• Fluid exits the turbine near its hub and flows
to the stator.
The stator redirects fluid back to the converter

pump.
• When fluid from the turbine hits the front of

the stator blades, the stator locks against its
one-way clutch.
• Fluid leaving the locked stator is directed
back to the pump at an accelerated rate,
Torque Converter increasing torque.
• As the turbine gains speed, it directs oil to
1. Pump. the back side of the stator blades, causing
the stator to “freewheel”.
2. Stator.
• Fluid flowing through the freewheeling stator
3. Turbine. is no longer accelerated and does not
4. Lock-up Clutch. increase torque.
• As turbine speed increases, flow through the
stator becomes smoother and eventually
Operational Overview stops.
The torque converter provides a hydro-mechanical
coupling that supplies rotational input from the
engine to the transmission’s gearing.
218 Doc. No. 872359 : Rev A

Stator One-way Clutch Operation • This helps the pump increase torque by
adding an extra “push.”
Rotary Flow (Fluid Coupling)
The stator’s one-way clutch provides locking and

freewheeling action.
Rotary flow occurs when the stator is in the free-
• A series of rollers and springs are located inside wheeling position.
the stator.
• When fluid strikes the front of the stator blades, • As the turbine begins to rotate and its speed
the stator tries to rotate in a counter clockwise di- increases, the fluid exiting the turbine strikes
rection. the back of the stator blades.
• This wedges the rollers into the small side of the • This frees the one-way clutch and allows the
tapered cavity, the stator is locked and can’t ro- stator to rotate.
tate that direction. • The fluid flow through the stator becomes
• When fluid strikes the back side of the stator much smoother and slowly ceases.
blades, the stator begins to rotate in a clockwise • This eliminates the torque increase.
direction.
• The wedged rollers are released, and the Lock-Up Clutch Operation
one-way clutch’s design allows the stator to ro-
tate in a clockwise direction.
Vortex Flow (Torque Multiplication)
The torque converter’s fluid coupling will never

allow turbine speed to equal engine speed.
• Vortex flow occurs when the stator is in the
locked position.
• Once rotary flow has been achieved and
• The turbine is still stalled or moving slowly. certain speed and range requirements are
• Fluid exiting the turbine strikes the front face of met, the torque converter attains “lock-up.”
the stator blades. • This physical connection between the
• This locks the stator converter turbine and pump allows the
• The locked stator directs fluid back to the pump turbine to rotate at engine speed.
at an accelerated rate. • Lock-up clutch components include:
Doc. No. 872359 : Rev A 219

• The backing plate always rotates at engine Stall Test Procedure

speed.
• A torsional damper and lock-up clutch plate To bring oil temperature up to stall testing
assembly - located next to the backing plate. temperature:
It’s splined directly to the turbine.
1. Before starting check that the oil on the dipstick
• The lock-up clutch piston - located inside the is within the safe operating band.
converter front cover.
• It’s splined to the converter front cover and 2. Place chocks in front and behind wheels.
always rotates at engine speed.
• Hydraulic fluid forced between the front cover 3. Ensure that no person is working on or under the
and lock-up clutch piston causes the piston to machine.
move. This “sandwiches” the clutch plate
4. Start the engine and let it idle.
between the piston and backing plate, forcing
the clutch plate to rotate at engine speed.
• If Prolink is available connect it, select Diag-
• Since the clutch plate is splined to the turbine, nostic Data and scroll to “Sump Temperature”.
the transmission’s input equals engine RPM.
• MDU2 can be used by selecting “Transmis-
sion Temp”. The transmission sump tempera-
Stall Testing ture must be monitored at all times during stall
test.
Stall testing is performed to determine whether a
power complaint is due to an engine problem or 5. Apply the park brake.
transmission malfunction.
6. Let the air pressure build up until the low pres-
Stall speed is the maximum engine RPM sure buzzer goes off.
attainable when the engine is at full throttle and
7. Push the service brake pedal down and keep it
when the torque converter turbine is not moving, or
down.
“stalled.”
8. Press D on the SSM.
During stall test, compare actual engine speed at
full throttle stall with established engine 9. Push accelerator pedal until engine is running at
manufacturer’s specifications. 1000RPM and keep at this RPM for no longer than
15 - 20 seconds. (This will allow the oil to circulate,
Stall Protection preventing a large temperature difference within
the pump, thus preventing any damage to the
The D Series machines have been fitted with stall pump).
protection software to protect the transmission
Torque convertor / oil Pump from Damage. 10. Remove foot from accelerator pedal and select
neutral.
The Software installed allows the operator to stall
only when certain conditions have been met. 11. Repeat steps 9 to 13 until the sump tempera-
Firstly the vehicle must be in the stationary position ture stabilises around 70 ºC - 80 ºC (160 ºF- 175
for more than 6 seconds. The Engine torque must ºF).
be more than 50 % for 6 Seconds.
Checking of stall RPM:
The Park brake or service brake must be applied
(Or Both) for more than 6 seconds If these param- 1. Bring sump temperature as described above.
eters are active for more than 6 seconds the CCU
2. Select D on the SSM and apply foot brake pedal
Knows that the vehicle is in a stall condition and
and keep it down.
will allow the stall to continue up till a total of 15
seconds have past. 3. Push accelerator pedal all the way down.
After 15 seconds the CCU will command the ADM 4. After 10 - 15 seconds the RPM will stabilise.(Do
to 0% Torque or Low Idle for 50 Seconds. If Neu- not exceed 20 seconds).
tral is selected while in the 50 Second cool off
period is active the CCU will command a speed re- 5. This stabilised RPM will be the stall RPM. (Refer
striction of 1250 rpm for the remainder of the 50 to table:1)
Seconds.
220 Doc. No. 872359 : Rev A

6. Remove foot from accelerator pedal. • The engine may be down on power.
• The engine may not be attaining full fuel.
7. Select neutral. Accelerate to 1500RPM for 2
minutes to cool the transmission. If stall test readings are extremely low (about 30%
lower than specifications)
8. Let engine idle for at least 1 minute before
switching off. • The engine may be severely down on power.
NOTE: Never stall for longer than 20 seconds. If • The engine may not be attaining full fuel.
you have a Allison Doc available the optimum • The converter stator may be freewheeling.
range to stall in is fourth range.
If stall test readings are 200 RPM or more above
Always refer to latest service bulletin for stall
specifications.
speed specifications.
• The transmission may have slipping clutches.
Stall Speeds (Standard) • Transmission oil level might be too low or high.
• Converter out pressure may be too low due to
Model Transmission
Converter
Stall speed internal transmission problem.
Ratio
• The converter stator may be stuck.
Allison 4500
B35D 1.897 1606 rpm
ORS If stall test readings are normal, but there are high
converter out temperatures after cool down.
Allison 4500R
B40D 1.897 1654 rpm
ORS
• The transmission cooling system may not be
Allison 4600R operating properly.
B45D 1.578 1570 rpm
ORS
• The engine cooling system may not be
B50D
Allison 4600R
1.578 1606 rpm
operating properly.
ORS
Trouble Shooting A Freewheeling

Stall Speeds (SCR) Stator
A freewheeling stator can cause extremely low

Converter
Model Transmission Stall speed stall speeds.
Ratio
B35D
Allison 4500
1.897 1627 rpm • To verify a freewheeling stator prior to tear
ORS
down, road test the vehicle.
B40D
Allison 4500R
1.897 1643 rpm • If the vehicle has no power at low speed, but
ORS performs normally at high speeds, the stator
Allison 4600R may be freewheeling.
B45D 1.578 1606 rpm
ORS • Elevated oil temperatures or no full-throttle
Allison 4600R up-shifts can also indicate a freewheeling
B50D 1.578 1606 rpm stator.
ORS
Troubleshooting A Stuck Stator

Analysing Stall Test Results
A stuck stator can cause high converter out
If stall test readings are 150 RPM higher or lower temperatures after cool down, despite normal stall
than specifications. test readings.
• The stall test readings are acceptable. • A stuck stator can also prevent the vehicle
• Stall test readings may vary slightly above or from reaching its top speed and/or
below specifications, depending on ambient transmission overheating at highway speeds.
temperature, altitude, tachometer variations • To verify a stuck stator prior to tear down, stall
and other conditions. test as follows:
If stall test readings are 200 RPM or more below • Stall until converter out temperature reaches
specifications. 120 - 130°C (250 - 270 ° F.)
Doc. No. 872359 : Rev A 221

• Place the transmission in neutral, then P3 Planetary configuration:

accelerate the engine to between 1200 and
1500 - RPM for 2 to 3 minutes. • The P3 carrier is connected directly to the out-
• If the converter out temperature doesn’t drop, put shaft.
the stator may be stuck or the engine/ • The P3 sun gear is part of the main shaft mod-
transmission cooling system may be ule.
malfunctioning.
• The P3 ring gear is connected directly to the
If tests confirms that the converter stator is sus- P2 carrier.
pect, remove the transmission, disassemble the
torque converter and inspect the stator, springs, P2 Planetary configuration:
rollers and race.
The P2 carrier is connected directly to the P3 ring
gear.
Planetary Gears Sets
The P2 sun gear is part of the main shaft module.
The P2 ring gear is connected directly to the P1

carrier.
Clutch pack
Ring Gear P1 Planetary configuration:
The P1 carrier is connected directly to the P3 ring

gear.
Planetary Carrier The P1 sun gear is connected directly to the rotat-

ing clutch module (it always rotates at turbine
speed).
Sun Gear Planetary Gears x 4
TR000013 The P1 ring gear is not connected to any planetary
components.
Clutches
The Gen 4 transmission uses three sets of plane-

tary gears.
Gen - 4 Transmission Planetary

Configuration
TR000041
Clutches provide the input and holding power,

planetary gear sets require for operation.
Clutches in the transmission can be either rotating

or stationary.
Rotating clutches supply rotational input to other

shafts or components.
The Gen 4's planetary gear sets are labelled P1, • The Gen 4 transmission’s rotating clutches are
P2 and P3. located in the rotating clutch module.
222 Doc. No. 872359 : Rev A

If both components splined to the clutch plates are Transmission Clutch Configuration
capable of rotating the clutch is a “rotating
clutch.”
Stationary clutches hold components in place,

allowing other components to be input and output.
• The Gen 4 has three stationary clutches that

hold planetary gear components.
• Clutches consist of two intertwined sets of
clutch plates and a piston.
• Two kinds of plates are used - fibre, “fric-
tion,” plated and steel, “reaction” plates.
• Plates are alternated in the clutch assembly so
that they sandwich each other.
• One set of clutch plates is splined to an inner
• Each ring gear has a corresponding stationary
clutch.
component, the other is splined to an outer
component (The housing). • Clutches labelled C5 (holds the P3 ring gear),
C4 (holds the P2 ring gear) and C3 (holds the
• Even though the plates are intertwined, they
P1 ring gear).
rotate independently, when not applied.
• The clutch assembly has a piston and spring
• Two rotating clutches are located inside the ro-
tating clutch module.
assembly.
• When the clutch is applied, the piston forces
The intertwined plates together as one unit.
• When the clutch is released, the spring as-
sembly returns the piston.
• If one of the components splined to the clutch
plates is stationary, the clutch is a “stationary
clutch”.
Doc. No. 872359 : Rev A 223

Transmission Cross Sectional Diagram
224 Doc. No. 872359 : Rev A

B35D-B50D
Power Flow
Doc. No. 872359 : Rev A

C3 C4 C5
C2
C1
LINE DRAWING
P1 P2 P3
INPUT(ROTATING CLUTCH MODULE AND P1 SUN GEAR)
MAIN SHAFT
P2 PLANETARY SET AND P3 RING GEAR
P1 PLANETARY SET AND P2 RING GEAR
P1 RING GEAR
OUTPUT
40D3009CFM
CLUTCHES C1-C5
225
SERVICE MANUAL MK 7.2
Functional Description Hydraulic The main pressure regulator valve controls the
pressure in this circuit. The main-pressure regula-
System tor valve converts charging pump pressure to main
pressure and regulates main pressure based upon
The hydraulic system generates, directs, and con- input from the converter flow valve, and controls
trols the pressure and flow of transmission fluid the main pressure, lock-up solenoid valve and
(hydraulic fluid) within the transmission. main modulation valve.
Transmission fluid is the power-transmitting me- The main-pressure regulator valve is held upward
dium in the torque converter. Its velocity drives the by spring force at the bottom of the valve.
converter turbine. Main-pressure flows to the top of the regulator
valve.
Its flow cools and lubricates the transmission. Its
pressure operated the various control valves that The main-pressure regulator valve is pushed
apply the clutches. downward when the main fluid pressure reaches a
level high enough to overcome the spring force,
The primary components of the transmission hy- pressing downward the main-pressure regulator
draulic system are the transmission fluid, the valve and permitting excess fluid to exhaust, re-
charging pump, three integral filters, the control ducing main pressure.
module, the breather, the cooler, and the PS1
pressure switch. This regulated main pressure is routed to seven ar-
eas in the hydraulic system. Passages in the
The hydraulic system circuits are the main pres- control module direct main pressure to the input
sure circuit, the main control circuit, the torque side of each of the five-solenoid regulator valves
converter circuit, the cooler lubrication circuit, the and to the control main regulator valve.
clutch-apply circuits, the exhaust circuit, and the
exhaust backfill circuit. Pressure at the output side of each solenoid regu-
lator valve is “clutch feed pressure.” Pressure at
The charging pump, via the main regulator valve, the output side of the control main regulator valve
supplies transmission pressure and flow through- is “control main pressure.”
out the hydraulic system.
The charging pump draws fluid through the suction Regulator Valves
filter from the transmission sump, and pumps the
fluid into the hydraulic system through the main fil- The TCU controls the PCS solenoids in the control
ter. module and the solenoids control the regulator
valve.
Solenoids and valves, located in the transmission
control module, control the flow and pressure of The PCS solenoids (either N/O or N©) direct con-
the hydraulic fluid. trol main pressure to the top of a solenoid regulator
valve, causing it to move against its spring.
Transmission fluid flows to specific clutches to
achieve range shifts. Fluid for the cooler/ lubrica- Control main pressure blocks off the exhaust back-
tion circuit flows through the lubrication filter. fill circuit, and allows main pressure to move
through the valve passage into the clutch feed cir-
The diagnostic pressure switch PS1 verifies the cuit, applying the clutch.
position of the C1 and C2 latch valves.
When control main pressure is cut off from the top
Main-Pressure Circuit of the regulator valve, the valve spring forces the
valve back to the top of its travel allowing the
The main pressure circuit supplies the primary clutch-apply circuit to be exhausted to sump
source of fluid pressure to the transmission hy- through passages in the exhaust backfill circuit
draulic system. and the clutch is released.
226 Doc. No. 872359 : Rev A

Clutch Application
Two clutches must be applied to attain a forward or reverse range. The clutch application chart lists the
clutches that are applied in each of the forward ranges, neutral, and reverse, the corresponding energised
solenoids, the C1 and C2 latch valve positions, and the converter flow valve position.
The C1 and C2 latch valves have been designed
into the clutch circuits to provide this default fea-
ture.
PCS1 and PCS2 solenoids are normally open (closed when energised).
PCS3, PCS4, TCC and SS1 solenoids are normally closed (open when energised).
Hydraulic Operation During Electrical Latch Valves

Interruption
When a clutch is applied, clutch feed pressure is
The PCS regulator valves are controlled by sole- routed through the latch valve to the clutch piston.
noids that control transmission clutch applications.
Clutch-apply pressure against the lands of the
The TCU electrically controls the PCS solenoids, latch valve hold the latch valve in place or, in nor-
which control the regulator valves. Interruption of mally closed valve, allows the fluid to simply flow
electrical power results in the regulator valves through the valves.
locking in their normally open or closed
state/positions. During an electrical interruption, the latch valve
cause the transmission to engage specific
To minimise the impact of an electrical interruption, clutches based on the range in which transmission
GEN 4 incorporate a system that enables the was operating when the interruption occurred.
transmission to default to totally hydraulic
operation. The latch valves are activated by normally closed
solenoid SS1. When solenoid SS1 is energised,
control main pressure flows to the top of the C1
and C2 latch valves.
Doc. No. 872359 : Rev A 227

This pressure forces the valves downward to con- Downward movement of a solenoid regulator
nect the necessary flow passages for clutch valve opens passages that allow main pressure
engagement. to flow past the valve to the clutch circuits.
During an electrical interruption, the latch valves and

Torque Converter Circuit
the two normally open solenoids (PCS1 and PCS2)
enable the transmission to operate in a “limp home”
When the torque converter is operating as a hy-
mode allowing the operator to drive the vehicle to a
draulic coupling, (i.e. rotary flow) a high,
location where it can be repaired.
constant flow of fluid is required to cool and fill
The default system enables the transmission to re- the converter. [Converter regulator valve]
vert to total hydraulic operation and provides safe
During lockup operation, cooling is no longer re-
operation during a electrical power interruption by
quired and high flow is unnecessary. [TCC +
shifting to a specific pre-determined range.
converter flow valve]
The following lists the operating range and the
The converter flow valve, located in the control
pre-determined default range the transmission will
module, opens to release the fluid pressure in
shift to in the event of an electrical interruption:
the converter, allowing the fluid to flow from the
converter into the cooler/lubrication circuit.
Range Operating Limp Home Range
To attain lockup, pressurized fluid must flow to
Neutral - C3 only the lockup piston. The lockup solenoid regulator
Reverse
applied valve in the control module directs fluid pressure
Neutral - C3 only to the lockup clutch piston.
Neutral
applied Movement of the solenoid regulator valve allows
regulated main pressure to be delivered to the
First Third
lockup piston and engage the clutch.
Second - Fifth Fourth
If a critical transmission malfunction or electrical
Sixth Fifth interruption occurs, the ECU disengages the
lockup clutch.
NOTE: The lockup clutch will always disengage dur-

Converter-In Pressure Circuit
ing an electrical interruption or during critical
transmission malfunction.
The converter regulator valve is located in the
torque converter in circuit and ensures the con-
Control Main Circuit verter receives correct pressure from the main
pressure regulator.
The control main circuit supplies the steady pressure
necessary to actuate the regulator valves. Low (Below Normal) Converter-in Pressure
The control main circuit receives its pressure from The converter regulator valve remains seated
the main pressure circuit and, when needed, helps due to converter-in pressure being less than the
lower main pressure. valve spring force.
The main module solenoid valve removes/gives The converter-in fluid flows through the con-
pressure to control main valve which provides verter flow valve, through the converter, back
smooth, consistent control main pressure which aids through the converter flow valve, through the ori-
accurate solenoid regulator valve movement. fice in the valve body separator plate, and
through the converter regulator valve to the
Control main pressure is directed to each regulator cooler.
valve.
The orifice in the valve body separator plate al-
When control main pressure is directed to the top of lows increased converter pressure at low
the regulator valve, control main pressure pushes charging pump (engine) speed.
against the valve, overcomes spring force and;
moves the valve downward.
228 Doc. No. 872359 : Rev A

Normal Converter-in Pressure Exhaust Circuit
Converter-in pressure is sufficient to move the The exhaust circuit is the return circuit for the
converter regulator valve slightly against its spring transmission hydraulic system.
force.
Pressure in this circuit is minimal and the fluid flow-
This slight movement allows converter-out fluid to ing through the exhaust circuit is returned to the
flow through the converter regulator, regulator sump.
valve from both the separator plate orifice and the
converter flow valve. Fluid flows into the exhaust circuit from the main
pressure circuit and the exhaust backfill circuit
Fluid flow to the cooler is increased, reducing con- when the pressures exceed the levels maintained
verter-out pressure. by the regulator valves.
Excessive Converter-in Pressure Exhaust Backfill Circuit
Converter-in pressure in excess of approximately When a clutch is disengaged, pressure in the

900kPa (130 psi) moves the converter regulator clutch circuit is exhausted to sump through the ex-
valve far enough against its spring to route exces- haust backfill circuit.
sive pressure to the suction side of the charging
pump. Low exhaust backfill pressure connects to the
clutch feed passage. When a clutch is released
Converter-out fluid continues to flow through the pressure in the exhaust backfill circuit is controlled
converter flow valve, through both fluid passages, by the exhaust backfill valve.
and to the cooler.
The low pressure keeps the clutch feed passages
Lubrication and Coding Circuits free of air. The absence of air in the system is vital
for controlling clutches since air compresses,
Transmission fluid not only transmits torque and causing a shift to be either too hard or too soft.
pressure but also lubricates and cools the trans-
mission, protecting it from wear, rust, and failure
due to overheating.
Heat and wear-control is essential to ensuring the

transmission will perform satisfactorily throughout
its service life.
The cooler/lubrication circuit is fed by the con-

verter flow valve as fluid is directed to and from the
torque converter.
A lubrication regulator valve in the cooler/ lubrica-

tion circuit ensures sufficient lubrication pressure.
The lubrication pressure, fed through the converter

flow valve, overcomes lubrication regulator valve
spring force.
Fluid is directed through the cooler/lubrication cir-

cuit to the cooler unit, it is then moved through the
cooler/lubrication circuit to lubricate and cool bear-
ings, planetary gears, clutches, shafts, support
equipment and all other moving components of the
transmission.
Doc. No. 872359 : Rev A 229

PCS1 (C1) OIL LEVEL

LUBE SENSOR
FILTER
TCC
LOCK-UP EXTERNAL
PS1 WIRING
PRESSURE SWITCH CONNECTORS
MAIN
INTERNAL
FILTER
HARNESS
SUCTION
FILTER
MAIN MODULATION PCS2 (C2)
PCS4
SS1
PCS3 (C3/C5)
LATCH VALVE
SOLENOID
ON/OFF
ALUMINIUM
SUMP VALVE
BODY
TD0005557
NOTE: The HD's hydraulic system utilises six sole-

noids and regulator valve assemblies. 5. Solenoid TCC controls the lock-up clutch apply
circuit.
• Each solenoid is labelled.
• Solenoids PCS1 and PCS2 are normally open. 6. Solenoid SS1 controls the latching valves. (C1
and C2)
• All other solenoids are normally closed.
• Each solenoid and solenoid regulator valve 7. Solenoid PCS5 (external) controls the retarder
controls a clutch applied circuit. function.
1. Solenoid PCS1 controls the C1 clutch apply cir- The system uses two general solenoid types of
cuit. PCS solenoids (Pressure Control Solenoids).
2. Solenoid PCS2 controls the C2 clutch apply cir- N/O - Normally Open.
cuit.
N/C - Normally Closed.
3. Solenoid PCS3 controls the C3 clutch apply cir-
cuit.
4. Solenoid PCS4 controls the C4 clutch apply cir-

cuit.
230 Doc. No. 872359 : Rev A

Clutch and Solenoid Apply Chart
Neutral Operation
• Normally open solenoids PCS1 and PCS2 are energised and normally closed solenoid PCS3 is
energised.
• Main pressure is blocked at the PCS1 and PCS2 solenoid regulator valves.
• Main pressure flows through the PCS3 solenoid regulator valve, through the C2 latch valve and to the
C5 clutch.
• C5 pressure positions the diagnostic pressure switch (PS1) valve against spring pressure.
• This aligns PS1 with exhaust and the switch closes)
• The normally closed Main Pressure Modulation solenoid is energised to lower main pressure.
Doc. No. 872359 : Rev A 231

General Description
The Allison Gen 4, Controls feature closed-loop clutch control to provide superior shift quality over a wide
range of operating conditions. The transmission configuration has six forward ranges, neutral, and one re-
verse range.
The diagram below shows the basic system inputs and outputs.
Transmission Electronic Control

Figure 1–2 Allison Gen 4 electronic control components.
The Electronic Controls consist of the following:
• Remote 12/24V Max Feature Sealed Transmission Control Unit (TCU)
• Remote Pushbutton
• Electronic engine throttle data or PWM signal via CAN from ADM
• Engine, Turbine, and Output Speed Sensors
• Control Module (Electro-Hydraulic Valve Body - inside sump)
• Wiring Harnesses
• Autodetect program Feature
• TransID Feature
• Retarder Controls via CAN from SSM
• Engine Coolant Temperature Input via CAN from ADM
232 Doc. No. 872359 : Rev A

Allison Cab Harness
CAB TRANSMISSION TRANSMISSION

INTERFACE CONTROL
UNIT
TRANSMISSION CONTROL
UNIT CAN INTERFACE
AL1-ALLISON FIREWALL
CONNECTS TO ALL TRANSMISSION HARNESS
(Next Drawing)
Doc. No. 872359 : Rev A 233

Allison Transmission Harness
ALL-ALLISON HARNESS
CONNECTS TO AL1 CAB HARNESS
(Previous Drawing)
RACC-RETARDER
ACC RESISTOR
EARTH
CABLE
TSS-TURBINE
SPEED OSS-OUTPUT
SENSOR SPEED SENSOR
RS-RETARDER
SOLENOID
RTS-RETARDER
ESS-ENGINE TEMP SENSOR
SPEED
SENSOR
TB-TRANSMISSION BLOCK
234 Doc. No. 872359 : Rev A

Speed Sensors The TCU issues commands to various solenoids in

the two valve bodies to govern fluid flow to the
clutches (including torque converter clutch). The
solenoids produce an output pressure that is pro-
portional to current from the TCU. Hence, the
solenoids are referred to a pressure"proportional"
control solenoids.
ENGINE 4000 PRODUCT OUTPUT The main valve body assembly contains the follow-
(EXTERNAL) FAMILY TURBINE (EXTERNAL) ing:
(EXTERNAL)
TD0005520 • Main pressure regulator valve
• Control main regulator valve
• Converter flow valve
Three speed sensors—engine speed, turbine
• Lube regulator valve
speed, and output speed—provide information to
the TCU. The engine speed signal is generated by • Converter regulator valve
ribs on the shell of the torque converter pump. The • Exhaust backfill valve
turbine speed signal is generated by the rotat- • Two latching logic valves
ing-clutch housing spline contours. • On/Off solenoid SS1.
The output speed signal is generated by a toothed The solenoid valve body assembly contains the
member attached to the output shaft. The speed following:
ratios between the various speed sensors allow
the TCU to determine if the transmission is in the • PCS - Pressure Control Solenoid MAIN MOD
selected range. • PCS1 (A trim)
• PCS2 (B trim)
Speed sensor information is also used to control
• PCS3 © trim)
the timing of clutch apply pressures, resulting in
the smoothest shifts possible. Hydraulic problems
• PCS4 (D trim)
are detected by comparing the speed sensor infor- • TCC - Torque Converter Clutch (lockup)
mation for the current range to that range’s speed • Diagnostic pressure switch PS1
sensor information stored in the TCU memory. • Five solenoid regulator valves
The Allison Gen 4 control system includes a main

Control Module modulation solenoid. Modulated main pressure re-
sults in improved cooler flow and reduced pump
losses when throttle position and output speed is
low. The Allison 4th Generation TCU commands
the main mod solenoid ON when all of the following
conditions are simultaneously met:
Sump temperature is greater than 35ºC and less

than 145ºC.
• Engine speed less than 1200 rpm in all ranges

except Neutral. There are no restrictions on
engine speed in Neutral.
• Throttle percentage less than 18 percent in
Reverse, First, or Second range. Main mod
may be commanded ON in Neutral at any
throttle position.
• Output speed is less than 250 rpm in Neutral,
Reverse, First, or Second range.
The Allison Gen 4 transmission control module • The PTO input to the TCU indicates the PTO
contains a main body assembly and solenoid valve is OFF.
body assembly, which are mounted to an alumi- • Shift not in progress.
num channel plate.
Doc. No. 872359 : Rev A 235

The TCU may activate the main mod solenoid for improved clutch control and transmission response during
other unusual operating situations.
A temperature sensor (thermo-resistor) is located in the internal wiring harness. Changes in sump fluid
temperature are indicated by changes in sensor resistance, which changes the signal sent to the TCU.
The oil level sensor (OLS) is a float type device mounted on the control module channel plate. The OLS
senses transmission fluid level by electronically measuring the buoyancy forces on the float. The sensor op-
erates on 5V DC supplied by the TCU.
The diagnostic pressure switch (PS1) is mounted on the solenoid valve body assembly and performs the
following two functions:
• Monitors application and exhaust of clutch pressure in the C3 clutch apply pressure passage when
shifting into and out of reverse
• Verifies the position of the C1 and C2 logic latch valves.
The turbine speed sensor is directed at the rotating-clutch housing. The turbine speed sensor on the Gen 4
transmission is located on the outside of the main housing.
Wiring Harnesses
External Wiring Harness (Figure 1-6)
The TCU uses a single 80-way connector, which is Internal Wiring Harness
used to receive input from the following:
The internal wiring harness provides connection
Transmission TPS via Diagnostic between the following:
CAN from tool
ADM connector • External harness
• Pressure control and shift solenoids (PCS)
Engine Retarder • Oil level sensor
Turbine Retarder Retarder
• Diagnostic pressure switch (PS1)
control temperature • Temperature sensor
module via sensor • Turbine speed sensor.
CAN from
SSM
Output Shift
Speed selector
Sensor
Harness will include a bulkhead fitting to separate

cab and chassis components.
236 Doc. No. 872359 : Rev A

Allison Gen 4 Internal Wiring Harness
Doc. No. 872359 : Rev A 237

LEFT FRONT RIGHT
PS1 PRESSURE SWITCH
TCC LOCKUP
MAIN MOD PCS1 (C1)
PCS4 (C4)
PCS3 (C3/C5)
PCS2 (C2/C3)
SS1 (FORWARD–ON
MAIN VALVE BODY)
BACK TD0005523
Control Module Solenoid Location
238 Doc. No. 872359 : Rev A

Autodetect Feature Retarder
Function performed by TCU Autodetect searches for the presence of pressure

control solenoid 5 (PCS5) to the retarder during
Autodetect is active on the first 25 engine starts the first 35 engine ignition cycles. Retarder
and, in the case of throttle source detection logic, autodetect will countdown for a maximum of 35 ig-
may continue past 25 ignition cycles until a valid nition cycles while recording detections of a
source is determined (details follow in A through D retarder.
below). Autodetect takes place within the first 30
seconds of each engine start monitored. A retarder will be identified as present and the re-
Autodetect searches for the presence of the fol- tarder autodetect logic will stop once it is detected
lowing transmission components or data inputs in for three consecutive ignition cycles. If the ignition
the priority listed: cycle counter completes the 35 cycles before there
are three consecutive detections of a retarder, the
software will log that there is no retarder and the
Retarder
retarder autodetect logic will stop. If the autodetect
Present/Not Present logic is not satisfied during the first 35 engine
starts, the retarder is not detected and will not
Oil Lever Sensor (OLS) function on subsequent engine starts.
Present/Not Present
‹ WARNING:
Throttle If a retarder is present but is not detected by
TPS, J1939 (CAN) autodetect, the retarder will not function. Be
sure to check for proper functioning immedi-
Engine Coolant Temperature ately after the 35th engine start. If the retarder
Sensor, J1939 is not functioning, check PCS5 solenoid for
an open, short-to-ground, or short-to-battery
condition. Use Allison DOC to reset
Even after autodetect has been completed, it can autodetect or to manually select the presence
be reset to monitor an additional group of engine of the retarder after the PCS5 circuit is
starts. Reset may be necessary if a device known repaired.
to be present is not detected or if an auto-detect-
able component or sensor was added after the
Oil Level Sensor (OLS)
initial vehicle build. Reset is accomplished by us-
ing the Allison DOC diagnostic tool. Using the
NOTE: If an OLS is known to be present, but has
Allison DOC diagnostic tool, select “RESET
not been detected, a possible cause is that the
AUTODETECT” or “RESET TO BASE
transmission fluid level is too low. Check the fluid
CALIBRATION.”
level before beginning the OLS troubleshooting.
The Allison DOC diagnostic tool can also be used
Oil level sensor autodetect will countdown for a
to override autodetect and manually enter the
maximum of 25 engine starts while recording de-
component or sensor to be recognized by the TCU
tections of an OLS. The TCU monitors the OLS
by changing appropriate “customer modifiable
input voltage on wire 144. OLS input voltage must
constants” (CMC). The four items above are the
exceed a predetermined level for the TCU to re-
only CMCs that are auto-detectable. Other CMCs
cord a detection. Additionally, OLS detection must
can be changed at any time and are not related to
occur within 12.5 seconds on any given engine
autodetect. Consult the Allison DOC TM User’s
start. An OLS will be identified as present and the
Guide, GN3433EN, for, detailed instructions re-
OLS autodetect logic will stop once it is detected
lated to Allison 4th Generation Controls CMC.
during any single engine start.
Additional details for each of the four auto-detect-
able features are given below.
Doc. No. 872359 : Rev A 239

If the engine start counter completes 25 cycles be- TransID (TID)

fore TCU records one detection of an OLS, the
software will log that there is no OLS present and The TransID feature enables the TCU to recognize
the OLS autodetect logic will stop. Then the TCU various transmission hardware configurations and
concludes that no OLS is present. select an appropriate software calibration. How-
ever, if a matching calibration does not exist in
No OLS diagnostics take place until the OLS is de-
memory, the TCU registers a diagnostic code. Fur-
tected. Frequently check for the presence of oil
thermore, TID only works when the controller and
level diagnostics if the transmission is known to
transmission have the same generation controls.
contain an OLS. If an OLS is known to be present,
Thus, TID will not allow an Allison 4th Generation
but has not been detected, troubleshooting the
TCU to recognize a transmission with MK1 to MK
OLS circuit is required.
III controls, nor will TID allow a MK1 to MK IIII TCU
After the OLS circuit is repaired, reset autodetect to recognize a transmission with Allison 4th Gener-
or manually select the OLS function using the ation Controls. The TCU senses the transmission
Allison DOC diagnostic tool. configuration using TID wire 176. In initial versions
of Allison 4th Generation Controls, wire 176 is con-
nected to high side driver 1 (HSD1), wire 111, in
Throttle Source the internal wiring harness. HSD1 supplies power
to PCS4 and MAIN MOD solenoids. This wiring
Throttle autodetect will increment a counter for a configuration is designated TID A.
throttle source on each engine start during which
the possible throttle source is detected. When the Whenever a TID level change is to be made, the
counter for any of the sources indicates five con- new TID level calibration will be added to the
secutive detections, the software will set a PROM Calibration Configuration System (PCCS)
“confidence flag” to indicate that this is an available before the change (s) is (are) made in production
throttle source. Multiple throttle sources can be de- to the transmissions. All TCUs programmed and
tected on a single engine start and multiple sold after that date will be loaded with the new TID
confidence flags can be set. There is no limit to the calibration. These TCUs will contain calibrations
number of engine starts for auto-detection of the for the new level transmission and all previous TID
throttle source until a confidence flag is set for a levels and will automatically load the correct cali-
source. Once a confidence flag is set for any one of bration for the transmission based on the TID
the sources, a counter begins to countdown for 15 signal sensed by Autodetect during the first 25
additional engine starts. During the entire engine starts.
autodetect period, the software will use the highest
priority source as the throttle source if multiple
sources are detected before any confidence flags
are set. Once a confidence flag is set, that source
is used as the source for the throttle signal.
When the countdown period is complete, the soft-

ware will use the highest priority throttle source
having a confidence flag set and the autodetect
logic will stop.
Engine Coolant Temperature
Engine coolant temperature sensor autodetect will

countdown for a total of 25 engine starts while re-
cording detections of engine coolant temperature
sources. A “confidence flag” will be set once a
source is detected for five consecutive engine
starts. Multiple sources detected before a confi-
dence flag is set or multiple confidence flags will
result in the highest priority source being used as
the engine coolant temperature source. Multiple
sources can be detected on a single engine start
cycle.
240 Doc. No. 872359 : Rev A

Hydraulic Circuits
Neutral
Doc. No. 872359 : Rev A 241

First
242 Doc. No. 872359 : Rev A

Neutral to Drive Transition
• Normally closed solenoid SS1 is momentarily energised.

• This directs control main pressure to the tops of the C2 and C1 latch valves.
• The C2 latch valve remains up due to C5 clutch pressure.
• The C1 latch valve is positioned down against spring pressure.
1st Range Operation
• Normally open solenoids PCS2 and PCS3 remain energised, but PCS1 is de-energised.
• Main pressure flows through the PCS1 solenoid regulator valve, through the C1 latch valve and to the
C1 clutch.
• C5 pressure positions the Diagnostic Pressure Switch (PS1) valve against spring pressure.
- This aligns PS1 with exhaust and the switch remains closed.
• C5 pressure keeps the C1 latch valve down and C2 latch valve up.
• The normally closed Main Pressure Modulation solenoid may be energised to lower main pressure.
Doc. No. 872359 : Rev A 243

1st Range to 2nd Range Transition

• Normally closed solenoid PCS3 is de-energised.
- C5 clutch exhausts.
- C1 clutch pressure keeps the C1 latch valve down.
• Normally closed solenoid PCS4 is energised.
- Main pressure flows through the solenoid regulator valve and to the C4 clutch.
• The normally closed Main Pressure Modulation solenoid is de-energised.
First to Second (Step 1)
First to Second (Step 2)
244 Doc. No. 872359 : Rev A

2nd Range Operation
• After 2nd Range is attained, normally closed solenoid SS1 is energised.

- Control main pressure is directed to the tops of the C2 and C1 latch valves.
- C2 latch valve is positioned down against spring pressure.
- The exhaust passage to PS1 is blocked.
- Control main pressure flows to and opens the PS1 switch.
• The normally closed Main Pressure Modulation solenoid may be energised.
Second Range Lockup Operation
• Normally closed solenoid TCC is energised.

- Main pressure flows through the solenoid regulator valve into the lockup feed passage.
- The lockup feed passage directs pressure to the torque converter clutch, the converter flow valve
and the main regulator valve.
Doc. No. 872359 : Rev A 245

2nd Range to 3rd Range Transition

• The normally closed Main Pressure Modulation solenoid is de-energised.
3rd Range Operation
• Normally closed PCS3 is energised.

- Main pressure flows through the solenoid regulator valve, through the C1 and C2 latch valves and
to C3 clutch.
- PS1 remains open.
- Normally closed solenoid TCC is energised and the torque converter clutch is applied.
Third - Lockup
246 Doc. No. 872359 : Rev A

3rd Range to 4th Range Transition

4th Range Operation
• Normally open solenoid PCS2 is de-energised.

- Main pressure flows through the solenoid regulator valve, through the C2 latch valve and to the C2
clutch.
- C2 pressure also flows to the lube regulator valve.
- PS1 remains open.
Doc. No. 872359 : Rev A 247

4th Range to 5th Range Transition
• Normally open solenoid PCS1 is energised.

5th Range Operation

- Main pressure flows through the solenoid regulator valve, through the C1 and C2 latch valves and
to the C3 clutch.
- C2 pressure flows to the lube regulator valve.
- PS1 remains open.
Fifth - Lockup
248 Doc. No. 872359 : Rev A

5th Range to 6th Range Transition

- Main pressure flows through the solenoid regulator valve and to the C4 clutch.
Fifth to Sixth (Step 1)
Fifth to Sixth (Step 2)
Doc. No. 872359 : Rev A 249

6th Range Operation
• Normally closed solenoid SS1 is de-energised.

- C1 latch valve is positioned up by spring pressure.
- C2 latch valve remains positioned down due to C2 pressure.
- Control main pressure to PS1 is exhausted.
- The PS1 switch closes.
Sixth - Lockup
Reverse Operation
• Normally open solenoid PSC2 is de-energised.

- Main pressure flows through the solenoid regulator valve, through the C2 latch valve and to the C3
clutch.
- Control main pressure flows through the PS1 valve.
- The PS1 pressure switch opens.
- The normally closed Main Pressure Modulation solenoid may be energised.
• Both the C1 and C2 latch valves are positioned up.
Neutral to Reverse
250 Doc. No. 872359 : Rev A

Reverse
Doc. No. 872359 : Rev A 251

Solenoid Designations and Modulated Main Pressure
Modulated main pressure improves cooler flow and reduces transmission charging pump losses.
• Modulated main pressure is activated when throttle position and output speed are low.
• Modulated main pressure also becomes active during unusual operating situations to improve clutch
control.
• The TCU commands the main modulated solenoid On when all of the following conditions are met:
- Sump temperature must be between 95 and 293 degrees F (35 and 145 degrees C).
- Engine rpm must be less than 1200 in all ranges except Neutral (no restrictions in Neutral).
- Throttle position must be less than 18% in all ranges except Neutral (no restrictions in Neutral).
- Transmission output speed must be below 250 rpm in Reverse, Neutral, Low (7-speed models), 1st
range or 2nd range.
- The PTO input must be Off.
- Main modulation is “Off” when the PTO is enabled and engaged.
- A shift must not be in progress.
Main Modulation Solenoid
252 Doc. No. 872359 : Rev A

Diagnostic Pressure Switch (PS1) • Latch valve positions:

- Neutral - C1 up and C2 up.
The Diagnostic Pressure Switch (PS1) verifies - 1st Range - C1 down and C2 up.
the position of the C1 and C2 latch valves. - 2nd, 3rd, 4th and 5th Ranges -
- C1 down and C2 down.
• PS1 is a normally closed switch which moni- - 6th Range - C1 up and C2 down.
tors PCS2 solenoid regulator valve position • PS1 is mounted on the solenoid valve body
when C5 clutch is applied and exhausted. assembly.
Neutral & Reverse 1st
2nd, 3rd, 4th and 5th 6th
Doc. No. 872359 : Rev A 253

Electrical Failure • In 1st Range, the transmission fails to 3rd

Range.
The latch valves control hydraulic flow and • In 2nd, 3rd, 4th and 5th Ranges, the transmis-
command specific ranges during vehicle sion fails to 4th Range.
electrical failures. • In 6th Range, the transmission fails to 5th
Range.
• In Neutral and Reverse, the transmission fails
to Neutral (C3 applied).
Neutral & Reverse Fail to Neutral 1st Range Fails to Third
2nd, 3rd, 4th & 5th Fail to Fourth

6th Fails to Fifth
254 Doc. No. 872359 : Rev A

Torque Converter And Lube Transmission Retarder

Pressure Circuits P3 PLANETARY
STATOR
As the main pressure regulator valve moves down, it

allows pressure into the torque converter circuit. ROTOR
• Pressure flows from the main pressure regulator,

through the converter flow valve and is regulated
out the converter regulator valve, through the
converter and back to the converter flow valve.
• Pressure exiting the converter flow valve is di-
rected into the lube circuit via the converter regu- HOUSING
lator.
• Here, pressure flows through the cooler, the lube FLOW CONTROLVALVE
filter, out to lubricated parts, then “deadheads”

at the converter flow valve.
• The lube circuit’s pressure is controlled by the
TR000052
lube pressure regulator. The transmission retarder mechanical system

consists of the following components:
Converter Flow Valve Operation
• Retarder flow control valve body.
• The converter flow valve’s position is controlled • Housing.
by the lock-up clutch apply circuit. • Rotor.
• When solenoid TCC is energised the main pres- • Stator.
sure enters the lock-up clutch apply circuit, the • P3 Planetary.
converter flow valve is forced down.
• While the converter flow valve is down (during The retarder section of the transmission in-
lock-up), pressure from the lock-up circuit can cludes the P3 carrier of the P3 planetary gear
bleed-off into the lube circuit. set, output shaft assembly, C5 clutch piston,
speed sensor and the output flange.
Exhaust Backfill Pressure The rotor is splined to the output shaft and is
driven at output shaft speed. The retarder stator,
Exhausted clutch apply circuits are charged with ex- rotor and housing all have integral vanes. The
haust backfill pressure. rotor rotates between the stationary stator and
retarder housing.
• This low pressure ensures clutches are applied
smoothly, with no delays. Retardation occurs when the retarder housing is
• Exhaust backfill pressure is maintained by the filled with transmission oil and pressurized,
exhaust backfill valve. causing the rotor, output shaft and drive train to
• The exhaust backfill circuit is initially charged slow down.
through the control main pressure regulator
valve’s exhaust port. Retarder intensity is determined by the position
of the retarder control button on the SSM, trans-
• When the exhaust backfill valve needs to relieve,
mission output speed, retarder oil temperature
it moves down against its spring, exhausting to
and the transmission gear attained.
sump.
• Once backfill pressure is sufficient, the valve The retarder control on SSM sends a CAN sig-
moves back to its seat. nal to the transmission control unit (TCU) which
controls the flow control valve assembly
mounted on the outside of the retarder housing
via the retarder pressure control solenoid
(PCS5).
Doc. No. 872359 : Rev A 255

The flow control valve sends the proper amount of As the regulator valve moves, an exhaust passage
transmission oil to the retarder for the intensity of opens to release, retarder applies pressure into
retardation selected by the retarder control on the the exhaust backfill circuit.
SSM.
When main oil pressure is no longer acting on the
flow valve, the flow valve moves due to spring
Retarder Circuit Components
force acting upon the valve.
1. Retarder Housing.
2. Temperature Sensor. Definitions And Abbreviations
3. Flow Control Valve.
Check Trans Light
4. Relay Valve.
5. Transmission Cooler. When the TCU detects a serious fault, the CHECK
TRANS light (usually located on the vehicle instru-
6. Regulator Valve.
ment panel) illuminates and action is automatically
7. Retarder Pressure Control Solenoid (PCS5). taken to protect operator, vehicle, and the trans-
8. Retarder Charge Pressure Test Port. mission. A diagnostic trouble code (DTC) will
nearly always be registered when the CHECK
9. Control Oil. TRANS light is on; however, not all diagnostic
10. Main Oil. codes will turn on the CHECK TRANS light. Codes
related to the CHECK TRANS light are detailed in
When retarder operation is requested, the TCU ac- the diagnostic trouble code chart.
tivates the retarder pressure control solenoid,
dependent on the intensity selected by the control Illumination of the CHECK TRANS light indicates
on the SSM. that a condition was detected that requires service
attention. Operation may or may not be restricted.
Control main oil pressure moves the regulator Even when operation is restricted, the vehicle can
valve down against spring force into the open posi- be operated to reach a service assistance location.
tion. Depending upon the cause for the CHECK TRANS
light illumination, the TCU may or may not respond
Control main is directed to the relay valve also
to shift selector requests. The transmission may
moving it down (open) against spring force.
be locked in a range. That range will be shown on
Main pressure oil is directed from the relay valve to the shift selector display. Both upshifts and down-
activate the retarder via the regulator valve. shifts may be restricted when the CHECK TRANS
light is illuminated. Seek service assistance as
Main oil pressure from the relay valve also pushes soon as possible.
against the flow control valve to regulate the cool-
ing (closed loop) circuit while the retarder function Each time the engine is started, the CHECK
is active. TRANS light illuminates briefly and then goes off.
This momentary lighting shows the light circuit is
Transmission oil used in the retarder is sent to the working properly. If the light does not come on dur-
cooler and then returned to the retarder housing. ing engine start, request service immediately.
During retarder operation, torque converter oil is
routed directly to the lube circuit.
When the retarder is de-activated, the process is

reversed. During the de-activating process, the re-
tarder pressure control solenoid is de-activated.
The regulator valve closes due to spring force. As

a result, the relay valve also closes.
256 Doc. No. 872359 : Rev A

Allison Transmission Diagnostic Tool • Data Bus Viewer allows the user to capture
(see and save) the raw data transmitted on the
Allison DOC (Diagnostic Optimized Connection) various vehicle data buses supported by
For PC is a PC-based diagnostic tool for use with Allison DOC For PC tool (J1939).
4000 Product Families transmissions. The Allison
Adobe Acrobat 5.0 bundled on the CD for reading
DOC for PC is a full-feature diagnostic software
the Troubleshooting Manual.
application supporting the Allison 4th Generation
Control System. When installed on the PC, it will Microsoft Media Player 6.4 and 7.0 bundled on the
allow the technician to acquire data from the trans- CD for displaying various and updated training vid-
mission’s control system and through the use of eos (available from the application Help menu).
embedded troubleshooting manuals, conduct sys-
tematic troubleshooting of transmission PC Platform Definition
complaints.
Allison DOC For PC–Service Tool has been tested
Basic Features with and is known to operate on PCs with the fol-
lowing configurations*:
Allison DOC For PC uses a Windows style graphi-
cal user interface (GUI) and includes: • Operating System: Microsoft Windows XP Pro-
fessional, and Windows 2000 (SP4 or later).
• User selected views of transmission parame- • CPU: Pentium III, 800MHz, or Pentium 4, 2.0
ters GHz (Recommended)
• Active and historical diagnostic trouble codes • RAM: 128MB RAM, or 256MB RAM or greater
(DTCs) (Recommended)
• Graphical instrument panel view of transmis- • Internet connection capability (Internet Ex-
sion parameters plorer 5.0 or greater)
• Strip chart function • Hard Drive: 20GB ATA, or 40GB ULTRA
• User configurable Snapshot function ATA/66 or greater (Recommended)
• User configurable Print function • One USB port V1.1, or USB 2.0 (Recom-
• Code driven links to embedded Allison 4th mended)
Generation Control System Troubleshooting • CD-ROM: 16x, or 48x Max. Speed or greater
Manuals (Recommended)
• Reprogramming capability (Restricted access)
• Demo Mode which allows the user to practice *NOTE:
the program without being connected to a ve-
hicle 1. The Allison DOC For PC–Service Tool will not
function correctly on PCs not meeting the above
• New animated screen by screen help support
listed definition and will not be supported.
• Application Configuration: This menu function
serves as the platform for three different fea- 2. PCCS does not support Windows, NT, or ME
tures: when re-calibrating 3000 and 4000 Product Fami-
lies transmissions.
(1) General tab, which allows the user to select
language (English only at this time), and unit of 3. PCCS is a separate, stand-alone software appli-
measure. cation.
(2) TCU Reprogramming tab, used to enable
the reprogramming capability of the Allison
DOC For PC diagnostic tool.
(3) Update Application tab, will access a web

URL that will contain minor updates for the
diagnostic tool to support changes in the
various transmission control systems.
Doc. No. 872359 : Rev A 257

Abbreviations
A/N Assembly Number
ABS Anti-lock Brake System-OEM-provided means to detect and prevent wheel stoppage to enhance vehi-
cle handling. Retarder and engine brakes will not apply when ABS is active.
Amp Unit of electrical current
API Application Program Interface
AT Allison Transmission
CAN Controller Area Network-A network for all SAE J1939 communications in a vehicle
(engine, transmission, ABS, etc.)
CIN Calibration Identification Number
CMC Customer Modified Constant
CPA Connector Position Assurance
CT Closed Throttle
DMM Digital Multimeter
DNA Does Not Adapt-Adaptive shift control is disabled
DNS DO NOT SHIFT-Refers to the DO NOT SHIFT diagnostic response during which the CHECK TRANS
light is illuminated and the transmission will not shift and will not respond to the Shift Selector
DOC Diagnostic Optimized Connection
DPA Dearborn Protocol Adapter
DTC Diagnostic Trouble Code
DVOM Digital volt/ohmmeter
EMI ElectroMagnetic Interference
FBO Feature Based Ordering
FCC Federal Communications Commission
GPI General Purpose Input-Input signal to the TCU to request a special operating mode or condition
GPO General Purpose Output-Output signal from the TCU to control vehicle components (such as PTOs,
backup lights, etc.) or allow a special operating mode or condition
GUI Graphical User Interface
J1587 Engine/transmission serial data communications link
J1939 High-speed vehicle serial data communications link
LED Light-Emitting Diode-Electronic device used for illumination
LRTP Low Range Torque Protection
MB Mega Byte
NNC Neutral No Clutches-Neutral commanded with no clutches applied
NVL Neutral Very Low-The TCU has sensed turbine speed below 150 rpm when output speed is below 100
rpm and engine speed is above 400 rpm when N (Neutral) was selected. This is usually caused by a
dragging C1 or C3 clutch or a failed turbine speed sensor. NVL is attained by turning D solenoid "ON"
(in addition to E solenoid) and the C4 and C5 clutches are applied to lock the transmission output.
OEM Original Equipment Manufacturer-Maker of vehicle or equipment
Ohm Unit of electrical resistance
258 Doc. No. 872359 : Rev A

OL Over Limit or Oil Level-For Over Limit see "8". Indicates Oil Level is being displayed on a shift selector
OLS Oil Level Sensor-Electronic device (optional) on control module for indicating transmission fluid level
PC Personal Computer
PCCS PROM Calibration Configuration System
PCS Pressure Control Solenoid
PLR Primary Lock Reinforcement (Connector)
P/N Part Number
PROM Programmable Read Only Memory
PSS Primary Shift Selector-Main shift selector in a two-selector control system.
PTO Power Takeoff
PWM Pulse Width Modulation
RELS Reduced Engine Load at Stop
RFI Radio Frequency Interference
RMR Retarder Modulation Request-Signal from a retarder control device
RPR Return to Previous Range-Diagnostic response in which the transmission is commanded to return to
previously commanded range
SCI Serial Communication Interface-Used to transmit data and messages between the diagnostic tool and
the TCU and other systems such as electronically-controlled engines.
SCTI St. Clair Technologies, Inc.
SEM Shift Energy Management
S/N Serial Number
SOL OFF All Solenoids OFF
SPI Serial Peripheral Interface-The means of communication between the microprocessor and the interface
circuits
SS Shift Solenoid
SSS Secondary Shift Selector-Alternate shift selector in a two-selector control system
TCC Torque Converter Clutch
TCU Transmission Control Unit
TFT Transmission Fluid Temperature
TID TransID-A feature which allows the TCU to know the transmission configuration and provide the corre-
sponding calibration required
TPA Terminal Position Assurance
TPS Throttle Position Sensor-Potentiometer for signalling the position of the engine fuel control lever
V Version-Abbreviation used in describing TCU software levels
VDC Volts Direct Current (DC)
VF Vacuum Fluorescent
VIM Vehicle Interface Module-A watertight box containing relays and fuses-interfaces the transmission elec-
tronic control system with components on the vehicle
VIW Vehicle Interface Wiring-Interfaces TCU programmed input and output functions with the vehicle wiring
Volt Unit of electrical force
Doc. No. 872359 : Rev A 259

WOT Wide Open Throttle
¥ Infinity-Condition of a circuit with higher resistance than can be measured, effectively an open circuit
System Overview
Allison 4th Generation Control functions are controlled by the TCU. The TCU reads the following to deter-
mine when to command a shift:
• Shift selector range selection

• Output speed
• Throttle position.
In order to control the oncoming and off-going clutches during a shift, the TCU monitors:
• Turbine speed
• Output speed
• Throttle position.
When the TCU detects an electrical fault, it logs a diagnostic code indicating the faulty circuit and may alter
the transmission operation to prevent or reduce damage.
When the TCU detects a non-electrical problem while trying to make a shift, the TCU may try that shift a sec-
ond or third time before setting a diagnostic code.
Once that shift has been retried, and a fault is still detected, the TCU sets a diagnostic code and holds the
transmission in a fail-to-range mode of operation.
260 Doc. No. 872359 : Rev A

Troubleshooting ‹ CAUTION:
Care should be taken when welding on a vehi-
Before beginning the troubleshooting process, cle equipped with electronic controls.
read and understand the following:
• Diagnostic codes displayed after system
• Allison Transmission recommended wire num- power is turned on with a harness connector
bers (i.e. 158) all use a “1” for the first digit and disconnected, can be ignored and cleared
the pinout information at the TCU for the sec- from memory.
ond and third digits.
• Shut off the engine and ignition before any NOTE: Whenever a transmission is overhauled,
harness connectors are disconnected or con- exchanged, or has undergone internal repairs, the
nected. TCU MUST BE “RESET TO UNADAPTED
• Remember to do the following when checking SHIFTS”.
for shorts and opens:
1. Begin troubleshooting by checking the transmis-
Minimize movement of wiring harnesses sion fluid level and TCU input voltage. Remember
when looking for shorts. Shorts involve that some problems may be temperature related.
wire-to-wire or wire-to-ground contacts and mov- Do troubleshooting at the temperature level where
ing the harnesses may eliminate the problem. the problem occurs. Check diagnostic codes by:
Wiggle connectors, harnesses, and • Using the shift selector display.

splices when looking for opens. This simulates ve- • Using the Allison DOC diagnostic tool.
hicle movements which occur during actual
operation. 2. When a problem exists but a diagnostic code is
not indicated, refer to the listing of various electri-
• When disconnecting a harness connector, be cal and hydraulic problems, their causes, and
sure the pulling force is applied to the connec- remedies.
tor itself and not the wires extending from the
connector. 3. If a diagnostic code is found in the TCU memory,
• Resistance checks involving wiring between record all available code information and clear the
the TCU connector and other components active indicator.
adds about one Ohm of resistance to the com-
ponent resistance shown. 4. Test drive the vehicle to confirm a diagnostic
• Inspect all connector terminals for damage. code or performance complaint.
Terminals may have bent or lost the necessary
tension to maintain firm contact. • If the code reappears, refer to the Diagnostic
Code section and the appropriate code chart.
• Clean dirty terminals or connectors with The Diagnostic Code section lists diagnostic
isopropyl alcohol and a cotton swab, or a good codes and their description. Locate the appro-
quality, non-residue, non-lubricating, cleaning priate troubleshooting chart and follow the in-
solvent such as LPS Electro Contact Cleaner structions.
or LPS NoFlash Electro Contact Cleaner.
• If the code does not reappear, it may be an in-
‹ CAUTION: termittent problem. Use the Allison DOC diag-
nostic tool and the code display procedure.
The cleaning solvent must not be; Chlorine The code display procedure will indicate the
based, contain petroleum distillates or con- number of times the diagnostic code has oc-
duct electricity. curred. Refer to the troubleshooting chart for
the possible cause(s) of the problem.
The cleaning solvent should evaporate
quickly to prevent the possibility of conden-
• Appendix A deals with the identification of po-
tential circuit problems. Refer to Appendix A if
sation within the connectors. Always blow or
a circuit problem is suspected.
shake any excess cleaner from the connector
before assembling it to its mating connector
or hardware. Cleaner trapped in the connector
can affect the connector seal.
Doc. No. 872359 : Rev A 261

TCU Diagnostic Procedure
• Use the Allison DOC diagnostic tool to verify

the current calibration information number
(CIN) and record or print a report of the current
modifiable constants (CMC).
• Remove the 80-way connector from the sus-
pect TCU; inspect the connector for damaged
or bent pins.
• Replace the TCU with a known, good TCU
from a similar vehicle.
NOTE: The TCU Must be set to unadapted shifts

and the vehicle MUST BE driven carefully to adapt
the shifts to the test vehicle. Be sure to reset the
TCU to unadapted shifts when it is installed in the
original vehicle. TD0005549
• If the replacement TCU corrects the original

complaint, reinstall the original TCU to verify NOTE: The OLS is standard on the 4000 MH
that the complaint returns. If the complaint is
confirmed. install a new TCU. Figure 5–2 shows the position and orientation of
• If the complaint does not return, leave the orig- the OLS on the control modules of the 3000 and
inal TCU installed. Disconnecting and recon- 4000 Product
necting the TCU can often correct faulty wiring
Families transmissions. The OLS must be cor-
harness connections that may have been
rectly positioned, so the internal harness
present.
connector reaches the connector on the sensor.
• Clear any diagnostic codes that may be pres- The control module must fit onto the transmission
ent and test drive the vehicle to confirm the re-
main case without interference. The one piece de-
pair.
sign reduces the complexity of the manufacturing
NOTE: All Allison 4th Generation Controls TCUs and installation of the sensor. The current OLS
are designed to be isolated from the vehicle chas- uses shoulder bolts and Viton ferrules to provide
sis ground. Be sure that the TCU case is not vibration dampening in the mounting.
contacting the vehicle or any other point that might
provide a ground connection. OIL LEVEL SENSOR
Oil Level Sensor (OLS)

The oil level sensor (Figure 5–1) provides a means
of electronically checking the transmission fluid
level from:
• The MDU display

• Allison DOC diagnostic tools
Figure 5-1. Oil Level Sensor
The Allison 4th Generation Controls oil level sen- 6-SPEED

4000 CONTROL MODULE
sor (OLS) is a one-piece unit with a moulded
3-terminal connector built into the sensor housing TD0005550
(Figure 5–1). The internal wiring harnesses have

been designed to include the 3-terminal connector Figure 5-2. Oil Level Sensor Orientation
for the OLS.
262 Doc. No. 872359 : Rev A

Electronic Fluid Level Check (Allison Table 5-2. Diagnostic Message

Doc For Pc–Service Tool)
OL - SETTLING TIME (8 down to 1)
Allison DOC diagnostic tools can also be used to OL - ENGINE SPEED LO
electronically check the transmission’s fluid level.
OL - ENGINE SPEED HI
‹ CAUTION
OL - SELECT N (NEUTRAL)
A low or high fluid level causes overheating
OL - SUMP TEMP LO
and irregular shift patterns and, if not cor-
rected, can damage the transmission. OL - SUMP TEMP HI
Fluid Level Check Procedure OL - OUTPUT SPEED HI
OL - CHECK CODES
1. Connect the Allison DOC diagnostic tool to the
diagnostic tool connector (Figure 1–2).
2. Scroll down the Diagnostic Data List to “OIL

LVL” display.
3. Read the fluid level, repeat the check to confirm

the first reading.
NOTE: The TCU may delay the fluid level check

until the following conditions are met:
• The fluid temperature is between 60°C and

104°C .
• The transmission is in N (Neutral).
• The vehicle has been stationary for approxi-
mately two minutes to allow the fluid to settle.
• The engine is at idle.
The reason for a delayed fluid level check is indi-
cated on the Allison DOC diagnostic tool by one of
the following diagnostic messages.
Doc. No. 872359 : Rev A 263

Diagnostic Trouble Codes (DTC)
Diagnostic Code Memory

Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most re-
cently occurring code first and logging all active and inactive codes. The codes contained in the list have
information recorded as shown in the table below (codes are examples). Access to the code list position,
DTC, and active indicator is through the shift selector display. The shift selector will display only five codes,
beginning with the most recent active followed by the most recent inactive DTCs.
Access to DTC, Active indicator, Historic indicator, Check Trans indicator, Failure Record indicator, and De-
scription is through the Allison DOC diagnostic tool.
Table 6-1. Code List
Code
Active Historic Check Failure
List DTC Description
** Trans Record
Position*
d1 P0880 Y Y N Y TCU Power Input Signal
d2 P2723 Y Y Y Y Pressure Control Solenoid 1 Stuck

Off
d3 P0727 N Y N Y Engine Speed Input Circuit No Signal
d4 P0610 N Y N Y TCU Vehicle Options (TransID) Error
d5 — — — — — —
* Displayed on shift selector only, d = diagnostic
** On shift selector, Y = Mode indicator (LED) illuminated
The following paragraphs define the different parts of the code list.
A. Code List Position (shift selector only). D. Historic Indicator.
The position which a code occupies in the code Indicates when the DTC has met sufficient criteria
list. Positions are displayed as “d1” through “d5” to be stored in long term memory. “Sufficient crite-
(Code List Position 1 through Code List Position ria” may mean the DTC occurred over a specific
5). span of time or over multiple test cycles.
B. DTC. E. Check Trans Indicator.
The diagnostic trouble code number referring to Indicates when the TCU is requesting the CHECK
the general condition or area of fault detected by TRANS light as a result of the DTC.
the TCU. “Double click” on the numerical code in
the DTC column to link to the specific troubleshoot- F. Failure Records Indicator.
ing instructions for the DTC.
Indicates when Failure Records are present. “Dou-
C. Active Indicator. ble click” on Y in the Failure Records column to
display failure record information. (Allison Doc
Indicates when a diagnostic code is active. The only)
MODE indicator LED on the shift selector is illumi-
nated or the diagnostic tool displays Y when DTC G. Description.
is active.
Provides a brief description of the DTC. “Double
click” on the DTC description to link to the specific
troubleshooting instructions for the DTC.
264 Doc. No. 872359 : Rev A

Code Reading and Code Clearing To view the second, third, fourth, and fifth positions
(d2, d3, d4, and d5), momentarily press the MODE
Diagnostic codes can be read and cleared by the button as explained above.
following methods:
Momentarily press the MODE button after the fifth
• Allison DOC™ For PC diagnostic tools position is displayed to restart the sequence of
code list positions.
• Diagnostic display mode on the MDU.
An active code is indicated by the illumination of
The use of Allison DOC™ diagnostic tools are de-
the LED indicator when a code position is dis-
scribed in Allison publications.
played while in the diagnostic display mode. In the
The diagnostic display mode may be entered for normal operating mode, the LED indicator illumi-
viewing of codes at any speed. Active codes can nates to show a secondary mode operation.
only be cleared when the output speed = 0 and no
Any code position which does not have a diagnos-
output speed sensor failure is active.
tic code logged will display “–” for the DTC. No
Reading Codes. diagnostic codes are logged after an empty code
position.
Enter the diagnostic display mode by pressing the
Clearing Active Indicators.
(Up) and ¯ (Down) arrow buttons at the same
time on the pushbutton selector.
A diagnostic code’s active indicator can be
NOTES: cleared, which allows the code inhibit to be cleared
but remains in the queue as inactive.
If a DO NOT SHIFT condition is present
(CHECK TRANS light illuminated) at this time, the The active indicator clearing methods are:
shift selector may or may not respond to requested 1. Power down—All active indicators are cleared
range changes. at TCU power down.
If an oil level sensor is present, then fluid
level will be displayed first. Diagnostic code display 2. Self-clearing—Some codes will clear their active
is achieved by simultaneously depressing the indicator when the condition causing the code is no
(Up) and ¯ (Down) arrow buttons a second time. longer detected by the TCU.
The code list or queue position is the first item dis- 3. Manual—Some active indicators can be cleared
played, followed by the DTC. Each item is manually, while in the diagnostic display mode, af-
displayed for about one second. The display cy- ter the condition causing the code is corrected.
cles continuously until the next code list position is
accessed by pressing the MODE button. The fol- ‹ CAUTION
lowing example shows how DTC C1312 is If an active indicator is cleared while the
displayed on the pushbutton monitor shift selector: transmission is locked in a forward range or
Reverse (fail-to-range), the transmission will
Example: Monitor
remain in the forward range or Reverse after
the clearing procedure is completed. Neutral
d 1 c must be manually selected.
1 3 1
2 d 2
p 2 7
2 3 d
3 p 0
8 8 0
Doc. No. 872359 : Rev A 265

Manually Clearing Codes and Active SOLenoid OFF (SOL OFF) Response
Indicators from the Code List.
• All Solenoids are commanded off (turning So-
To clear active indicators or all codes: lenoids PCS1 and PCS2 off electrically causes
them to be on hydraulically).
1. Enter the diagnostic display mode.
2. Press and hold the MODE button for approxi-

mately ten seconds until the LED indicator flashes. • Return to Previous Range (RPR) Response
All active and inactive indicators are cleared. All - When the speed sensor ratio or PS1
active indicators will be cleared at TCU power pressure switch tests associated with a shift
down. are not successful, the TCU commands the
same range as commanded before the
3. Codes that cannot be manually cleared will re- shift.
main.
Exiting the diagnostic display mode. • Neutral No Clutches (NNC) Response

- When certain speed sensor ratio or PS1
Exit the diagnostic display mode using one of the
pressure switch tests are not successful,
following procedures:
the TCU commands a neutral condition with
no clutches applied.
1. On a pushbutton shift selector, press the (Up)
and ¯ (Down) arrow buttons at the same time or
press any range button, D , N, or R. The shift (D, N,
or R) is commanded if not inhibited by an active
code.
2. Wait until timeout (approximately 10 minutes)

and the system will automatically return to the nor-
mal operating mode.
3. Turn off power to the TCU.
DIAGNOSTIC CODE RESPONSE
The following TCU responses are to a fault to pro-

vide for safe transmission operation:
Do Not Shift (DNS) Response
• Release lockup clutch and inhibit lockup oper-

ation.
• Inhibit all shifts.
• Turn on the TRANS FAULT light.
• Display the range attained.
• Ignore any range selection inputs from the
pushbutton shift selector.
Do Not Adapt (DNA) Response
• The TCU stops adaptive shift control while the

code is active. Do not adapt shifts when a
code with the DNA response is active.
266 Doc. No. 872359 : Rev A

Diagnostic Code List and Description
Table 6–2. Diagnostic Troubleshooting Codes (DTC) and Descriptions
CHECK
DTC Description TRANS Inhibited Operation Description
Light
Retarder Request Sensor Failed Low May inhibit retarder operation if not using J1939
C1312 No
datalink
C1313 Retarder Request Sensor Failed High No May inhibit retarder operation if not using J1939 datalink
P0122 Pedal Position Sensor Low Voltage No Use default throttle values. Use brake switch for retarder
P0123 Pedal Position Sensor High Voltage No Use default throttle values. Use brake switch for retarder
Transmission Fluid Over Temperature Use hot mode shift schedule. Inhibits upshift above a
P0218 No
calibrated range. Activate sump overtemp indicator
P0602 TCU Not Programmed Yes Lock in Neutral
P0610 TCU Vehicle Options (TransID) Error Yes None
P0613 TCU Processor No None
Torque Control Data Mis- Inhibits some shifts to range

P0614 Yes
match-ECM/TCU
P0634 TCU Internal Temperature Too High Yes DNS, SOL OFF (hydraulic default)
Auto Configuration Throttle Input Not Use default throttle values

P063E Yes
Present
Auto Configuration Engine Coolant Use default throttle values

P063F No
Temp Input Not Present
P0658 Actuator Supply Voltage 1 (HSD1) Low Yes DNS, SOL OFF (hydraulic default)
P0659 Actuator Supply Voltage 1 (HSD1) High Yes DNS, SOL OFF (hydraulic default)
Transmission Control System Perfor- None

P0701 No
mance
Transmission Control System Electrical None

P0702 Yes
(TransID)
Brake Switch Circuit Malfunction No Neutral to Drive shifts for Auto Neutral for refuse
P0703 No
packer
Transmission Range Sensor Circuit Ignore defective strip selector inputs

P0708 Yes
High Input
Transmission Fluid Level Sensor Cir- None

P070C No
cuit-Low Input
Transmission Fluid Level Sensor Cir- None

P070D No
cuit-High Input
Transmission Fluid Temperature Sensor Use default sump temp

P0711 Yes
Circuit Performance

P0712 Yes
Circuit Low Input

P0713 Circuit High Input
Yes
Turbine Speed Sensor Circuit Perfor- DNS, Lock in current range

P0716 Yes
mance
Doc. No. 872359 : Rev A 267

CHECK
Light
P0717 Turbine Speed Sensor Circuit No Signal Yes DNS, Lock in current range
P0719 Brake Switch ABS Input Low No TCU assumes ABS is OFF
P071A RELS Input Failed On Yes Inhibit RELS operation
P071D General Purpose Input Fault Yes None
Output Speed Sensor Circuit Perfor- DNS, Lock in current range

P0721 Yes
mance
P0722 Output Speed Sensor Circuit No Signal Yes DNS, Lock in current range
Engine Speed Sensor Circuit Perfor- Default to turbine speed

P0726 No
mance
P0727 Engine Speed Sensor Circuit No Signal No Default to turbine speed
P0729 Incorrect 6th Gear Ratio Yes DNS, Attempt 5th then 3rd
P0731 Incorrect 1st Gear Ratio Yes DNS, Attempt 2nd, then 5th
P0732 Incorrect 2nd Gear Ratio Yes DNS, Attempt 3rd then 5th
P0733 Incorrect 3rd Gear Ratio Yes DNS, Attempt 4th then 6th
P0734 Incorrect 4th Gear Ratio Yes DNS, Attempt 5th then 3rd
P0735 Incorrect 5th Gear Ratio Yes DNS, Attempt 6th, then 3rd, then 2nd
P0736 Incorrect Reverse Gear Ratio Yes DNS, Lock in Neutral
Torque Converter Clutch System Stuck None

P0741 Yes
Off
P0776 Pressure Control Solenoid 2 Stuck Off Yes DNS, RPR
P0777 Pressure Control Solenoid 2 Stuck On Yes DNS, RPR
P0796 Pressure Control Solenoid 3 Stuck Off Yes DNS, RPR
P0797 Pressure Control Solenoid 3 Stuck On Yes DNS, RPR
Transmission Pressure Switch 1 Circuit DNS, Lock in current range

P0842 Yes
Low
Transmission Pressure Switch 1 Circuit DNS, Lock in current range

P0843 Yes
High
P0880 TCU Power Input Signal No None
P0881 TCU Power Input Signal Performance No None
P0882 TCU Power Input Signal Low Yes DNS, Sol OFF (hydraulic default)
P0883 TCU Power Input Signal High No None
P0894 Transmission Component Slipping Yes DNS, Lock in first
Pressure Control Solenoid Main Mod None

P0960 Yes
Control Circuit Open
Pressure Control Solenoid Main Mod DNS, Sol OFF (hydraulic default)
P0962 Yes
Control Circuit Low
268 Doc. No. 872359 : Rev A

CHECK
Light
Pressure Control Solenoid Main Mod None
P0963 Yes
Control Circuit High
Pressure Control Solenoid 2 (PCS2) DNS, Sol OFF (hydraulic default)

P0964 Yes

P0966 Yes
Control Circuit Low

P0967 Yes

P0968 Yes

P0970 Yes
Control Circuit Low

P0971 Yes
Shift Solenoid 1 (SS1) Control Circuit DNS, Sol OFF (hydraulic default)
P0973 Yes
Low
Shift Solenoid 1 (SS1) Control Circuit DNS, Sol OFF (hydraulic default)
P0974 Yes
High
Shift Solenoid 2 (SS2) Control Circuit 7-speed: Allow 2 through 6, N, R.

P0975 Yes
Open
Shift Solenoid 2 (SS2) Control Circuit Allow 2 through 6, N, R. Inhibit TCC operation
P0976 Yes
Low
P0977 Shift Solenoid 2 Control Circuit High Yes 7-speed: Allow 2 through 6, N, R.
P0989 Retarder Pressure Sensor Failed Low No None
P0990 Retarder Pressure Sensor Failed High No None
P1739 Incorrect Low Gear Ratio Yes DNS, command 2nd and allow shifts 2 through 6, N, R
Throttle Position Sensor PWM Signal Use default throttle value

P1891 No
Low Input
Throttle Position Sensor PWM Signal Use default throttle value

P1892 No
High Input
Engine Coolant Temperature Sensor Use default engine coolant value

P2184 No
Circuit Low Input
P2185 Engine Coolant Temperature Sensor Use default engine coolant value
No
Circuit High Input
P2637 Torque Management Feedback Signal Inhibit SEM

Yes
(SEM)
P2641 Torque Management Feedback Signal Inhibit LRTP

Yes
(LRTP)
Doc. No. 872359 : Rev A 269

CHECK
Light
P2714 Pressure Control Solenoid 4 (PCS4) DNS, RPR
Yes
Stuck Off
P2715 Pressure Control Solenoid 4 (PCS4) DNS, SOL OFF (hydraulic default)
Yes
Stuck On
Yes
Yes
Control Circuit Low
Yes

Yes
Stuck Off

Yes
Stuck On
Yes
Yes
Control Circuit Low
Yes
P2736 Pressure Control Solenoid 5 (PCS5) Inhibit retarder operation

Yes
P2738 Pressure Control Solenoid 5 (PCS5) Allow 2 through 6, N, R. Inhibit

Yes
Control Circuit Low
P2739 Pressure Control Solenoid 5 (PCS5) Inhibit retarder operation

Yes
P2740 Retarder Oil Temperature Hot No None
P2742 Retarder Oil Temperature Sensor Cir- Use default retarder temp values
No
cuit-Low Input
P2743 Retarder Oil Temperature Sensor Cir- Use default retarder temp values
No
cuit-High Input
P2761 TCC PCS Control Circuit Open Yes Inhibit TCC operation
P2763 TCC PCS Control Circuit High Yes Inhibit TCC operation
P2764 TCC PCS Control Circuit Low Yes Allow 2 through 6, N, R. Inhibit TCC operation
P278A Kickdown Input Failed ON No Inhibit kickdown operation
P2793 Gear Shift Direction Circuit Yes None

Yes
Stuck Off

Yes
Stuck On
Yes
Yes
Control Circuit Low
270 Doc. No. 872359 : Rev A

CHECK
Light
Yes
U0001 Hi Speed CAN Bus Reset Counter Over- Use default values, inhibit SEM
No
run (IESCAN)
U0010 CAN BUS Reset Counter Overrun No Use default values, inhibit SEM
U0100 Lost Communications with ECM/PCM use default throttle values

Yes
(J1587)
U0103 Lost Communication With Gear Shift Maintain range selected, observe gear shift direction cir-
Yes
Module (Shift Selector) 1 cuit
U0115 Lost Communication With ECM Yes Uses throttle default values
U0291 Lost Communication With Gear Shift Maintain range selected, observe gear shift direction cir-
Yes
U0304 Incompatible Gear Shift Module 1 (Shift Ignore shift selector inputs
Yes
Selector ID)
U0333 Incompatible Gear Shift Module 2 (Shift Ignore shift selector inputs
Yes
Selector ID)
U0404 Invalid Data Received From Gear Shift Maintain range selected, observe gear shift direction cir-
Yes
U0592 Invalid Data Received From Gear Shift Maintain range selected, observe gear shift direction cir-
Yes
Identification of Potential Circuit Problems

Intermittent codes are a result of faults that are detected, logged, and then disappear, only to recur later. If,
when troubleshooting, a code is cleared in anticipation of it recurring and it does not, check the items in the
following list for the fault’s source.
Circuit Inspection
Intermittent power/ground problems—can cause voltage problems during TCU diagnostic checks which can
set various codes depending upon where the TCU was in the diagnostic process.
• Damaged terminals.
• Dirty or corroded terminals.
• Terminals not fully seated in the connector. Check indicated wires by uncoupling connector and gently
pulling on the wire at the rear of the connector and checking for excessive terminal movement.
• Connectors not fully mated. Check for missing or damaged lock tabs.
• Screws or other sharp pointed objects pushed into or through one of the harnesses.
• Harnesses which have rubbed through and may be allowing intermittent electrical contact between two
wires or between wires and vehicle frame members.
• Broken wires within the braiding and insulation.
Doc. No. 872359 : Rev A 271

Finding an Intermittent Fault Condition Another cause of intermittent codes is good parts
in an abnormal environment. The abnormal envi-
To find a fault, like one of those listed, examine all ronment will usually include excessive heat,
connectors and the external wiring harnesses. moisture, or voltage. For example, an TCU that re-
ceives excessive voltage will generate a
Harness routing may make it difficult to see or feel diagnostic code as it senses high voltage in a cir-
the complete harness. However, it is important to cuit. The code may not be repeated consistently
thoroughly check each harness for chafed or dam- because different circuits may have this condition
aged areas. Road vibrations and bumps can on each check. The last step in finding an intermit-
damage a poorly installed harness by moving it tent code is to observe if the code is set during
against sharp edges and cause some of the faults. sudden changes in the operating environment.
If a visual inspection does not identify a cause,
move and wiggle the harness by hand until the Troubleshooting an intermittent code requires
fault is duplicated. looking for common conditions that are present
whenever the code is diagnosed.
The next most probable cause of an intermittent
code is an electronic part exposed to excessive vi- Recurring Conditions
bration, heat, or moisture. Examples of this are:
A recurring condition might be:
(1) Exposed harness wires subjected to moisture.
• Rain
(2) A defective connector seal allows moisture to
enter the connector or part. • Outside temperature above or below a certain
temperature
(3) An electronic part (TCU, shift selector, sole- • Only on right-hand or left-hand turns
noid, or throttle sensor) affected by vibration, heat, • When the vehicle hits a bump, etc.
or moisture may cause abnormal electrical condi-
tions within the part. If such a condition can be related to the code, it is
easier to find the cause. If the time between code
When troubleshooting Item 3, eliminate all other occurrences is very short, troubleshooting is eas-
possible causes before replacing any parts. ier than if it is several weeks or more between code
occurrences.
272 Doc. No. 872359 : Rev A

CHAPTER 5. PNEUMATIC SYSTEM
Pneumatic System Schematic (B35/40D)
Doc. No. 872359 : Rev A 273

Pneumatic System Schematic (B45/50D)
274 Doc. No. 872359 : Rev A

1. Air Compressor. 16. Spare.
2. Cooler Pipe. 17. Control Traction Differential Lock

Solenoid.
3. Air Dryer and Unloader Valve.
18. CTD Pressure Switch.
4. Purging Reservoir.
19. Park Brake Solenoid.
5. Air Reservoir.
20. Park Brake Pressure Switch.
6. Drain Solenoid.
21. Park Brake Actuator.
7. Seat Lever Control Valve.
22. IDL Solenoid
8. Seat Cylinder.
23. IDl Pressure Switch
9. EV and EVB Solenoid.
24. CTD Actuator.
10. EVB Valves.
27. IDL Actuator.
11. Exhaust Brake Cylinder.
12. Pneumatic Exhaust Silencer.
13. Horn Solenoid.
14. Horn.
15. System Air Pressure Sensor

(VDO Sender).
Doc. No. 872359 : Rev A 275

Pneumatic System Operation

All pneumatic functions are supplied pressurised air by the engine driven compressor.
Air from the compressor passes through the air dryer to remove moisture and avoid contamination of pneu-
matic components.
The air dryer contains an unloader valve that regulates system pressure.
After air leaves the dryer it goes to the pneumatic manifold and is throughout the pneumatic system.
Air Pressure Supply Circuit Operation
1
2
5
6 7
As an option, this drain

is routed to blow off on
the hydraulic fan for
cleaning purposes.
TD0005466
1 Air Compressor. 5 Air Reservoir.
2 Cooler Pipe. 6 Moisture Drain Solenoid.
3 Air Drier and Unloader Valve. 7 Pneumatic Blow Off System.
4 Purging Reservoir.
276 Doc. No. 872359 : Rev A

Compressor The unloader valve, acting as a relief valve, main-

tains system pressure in the regeneration air
The compressor (1) is gear driven off the engine reservoir.
and is a single cylinder piston-type compressor.
The regeneration air reservoir air supply is used to
Air is drawn into the compressor through the en- blow backwards through the desiccant cartridge
gine air filter, compressed and sent through a and purge collected moisture from the cartridge.
cooling pipe (2), then delivered to the air drier and
unloader valve (3). Supplying The Pneumatic Manifold
The drain solenoid (6) is controlled by the CCU. Af- System pressure air is sent to the pneumatic mani-
ter each new engine start the CCU timer is set. fold for distribution to all pneumatic circuits.
After the timer reaches 10 minutes the drain sole-
noid valve is activated for a half second. Air Drier and Unloader Valve
An option is available to route the pneumatic Charging The Pneumatic System
blow-off system (7) to a blade-cleaning nozzle that
is activated for 2 seconds every 15 minutes to
clean these blades. If this option is not fitted then 3
the standard pneumatic blow off will still be
activated.
A new engine start is when the key switch is set to

the OFF position and it has been at least 10 min- 4
utes from the last engine start.
Air Drier and Unloader Valve

2
5
The air drier and unloader valve has four functions. B
1 1
A 6
C 21
Drying The Air: 7
As air from the compressor comes into the air drier 22

8
and unloader valve it passes through a fine screen 11
filter and desiccant.
9
Moisture collects on the surface of the desiccant
10 GD4035CV
and is prevented from going to the air system com-
ponents.
1. Port 1
Unloading The Compressor: 2. Filter.
When air pressure reaches a specified amount, 3. Bypass Spring.

the unloader valve acts as a relief valve and will 4. Desiccant.
“BLOW OFF”, out port 3, regulating air system
5. Check Valve.
pressure.
6. Port 21.
Charging The Regeneration Air 7. Unloader Valve.
Reservoir 8. Regeneration Air Reservoir.
9. Port 22.
Air coming into the air drier and unloader valve is
sent out port 22 to the regeneration air reservoir. 10. Port 3.
11. Purge Valve.
Doc. No. 872359 : Rev A 277

Compressed air from the compressor goes to port 4. Desiccant.

1 (1) into chamber A. Air passes through a fine 5. Check Valve.
screen filter (2) and along the outside of the
desiccant cartridge (4). 6. Port 21.
7. Unloader Valve.
Air passes through the desiccant, moisture is re-
moved and collects on the outside of the desiccant 8. Regeneration Air Reservoir.
cartridge. 9. Port 22.
Air flows through the desiccant, unseats check 10. Port 3.

valve (5) then goes out port 21 (6) to the air reser- 11. Purge Valve.
voir.
During the charging cycle, moisture is removed
From the reservoir air flows to the pneumatic mani- from the air going to the system and collects on the
fold where it is distributed to the pneumatic fine screen filter and the outside of the desiccant
system. cartridge.
Air also flows out port 22 (9) and pressurizes the System air pressure is sensed through chamber C
regeneration air reservoir (8). on the unloader valve (7). As the system is charg-
ing, pressurized air is also being sent to the
If the desiccant cartridge becomes clogged, filter regeneration air reservoir (8) through port 22 (9).
bypass spring (3) will compress, allowing the
desiccant cartridge to move up. When system pressure reaches 810 kPa (8.1 bar)
(117 psi), air pressure on the diaphragm of the un-
Air would then come in port 1 through chamber A, loader valve forces the diaphragm against the
flow under the cartridge through chamber B and spring, which opens a port to allow pressure to as-
out port 21 to the reservoir. The air will not be dried, sist in opening the purge valve (11).
but the system will function.
As the pure valve is opening it allows air pressure
Purging The Air drier from the regeneration air reservoir to escape up to
chamber B and passes through the desiccant and
filter, carrying the collected moisture with it.
3
Any additional moisture collected in chamber A is
also picked up, sent by purge valve and then out
exhaust port 3.
When the pressure in chamber B drops below 810

4 kPa (8.1 bar) (117 psi), check valve (5) will close
maintaining system pressure in chamber C and in
the air reservoir.
2 When purge valve (11) is open, compressed air

5 from compressor entering through port 1 into
1 1 6 chamber A is sent directly out exhaust port 3 (10).
21
7 There is zero pressure in regeneration air reservoir

while system is in the “unloading” stage. When
22 8 system pressure drops approximately 48 kPa
11
(0.48 bar) (7 psi), check valve (5) opens, spring in
unloader valve (7) pushes against the diaphragm,
9 closing the port to purge valve (11) and starts the
charging cycle again.
10 GD3036CV
1. Port 1
2. Filter.
3. Bypass Spring.
278 Doc. No. 872359 : Rev A

Pneumatic Manifold When the park brake is engaged, park brake pres-
sure switch (20) causes the MDU park brake light
The pneumatic manifold receives pressurized air to illuminate.
from the air reservoir and distributes it throughout
If the engine is started with the park brake switch in
the pneumatic system.
the OFF position, even if the system air pressure
Exhaust air is routed through the pneumatic mani- specification has been met, the park brake switch
fold and exits out the exhaust silencers and orifice must be cycled to the ON position for the park
outside the cab. brake to release.
Inter-Axle Lock circuit for B35D and B40D

Pneumatic Circuit
NOTES:
Exhaust Brake and Exhaust Valve Brake
Circuit The inter-axle diff locks are air applied,
spring released.
Air from the pneumatic manifold goes to the ex- IDL Engaged: Pressure switch is in closed
haust brake solenoid (9). The solenoid is position: MDU IDL Light ON.
energised when all the following conditions occur: IDL Disengaged: Pressure switch is in
open position: MDU IDL Light OFF.
• Accelerator pedal is in the slow idle position. IDL “Engaged” status detected by CCU
• Torque converter is in lock-up. when IDL pressure switch is closed.
• There must be no electrical failure.
The inter-axle lock is located in the transfer case.
If any of the above items change while the exhaust The purpose of the inter-axle lock is to lock the
brakes are applied, the exhaust brake solenoid will front and rear axles together so power is applied
de-energise, the quick release valve will open to evenly to all axles.
vent and the exhaust valve system will disengage.
The inter-axle lock cannot be engaged unless the
Park Brake Circuit accelerator pedal is in the low idle position (Less
than 10% throttle position and output shaft speed
The park brake is spring applied and air pressure less than 60 rpm.)
released. The function of the park brake circuit is to
When the inter-axle lock switch is pushed to the
engage and disengage the park brake by control-
ling the flow of the compressed air to park brake ENGAGE position, the inter-axle lock solenoid
actuator (21). (22) is energised, allowing compressed air to flow
to the inter-axle lock actuator and the inter-axle
System air pressure from the pneumatic manifold lock will be applied.
is available at park brake solenoid valve (19).
The compressed air between the inter-axle lock
When the park brake switch is switched to the OFF solenoid and the inter-axle lock actuator closes the
(brake disengage) position, the CCU sends power contacts of the inter-axle lock pressure switch (23).
to energise park brake solenoid (19). The valve will
open and allow compressed air to flow into the
DISENGAGE position, the inter-axle lock solenoid
park brake actuator, releasing the park brake.
de-energises. The de-energised solenoid allows
When the park brake switch is switched ON (brake the compressed air to vent via the exhaust of the
engaged), the CCU de-energised the park brake IDL solenoid to the atmosphere and the spring will
solenoid (19) and compressed air in the park brake release the inter axle differential lock.
pneumatic circuit vents to atmosphere through the
park brake exhaust causing the park brake to Inter-Axle Lock circuit for B45/B50D
engage.
NOTES:
In the event of the system air pressure dropping
below 600 kPa (6bar) (87psi), the CCU will The inter-axle diff locks are spring applied,
de-energise the park brake solenoid, causing the air released.
park brake to engage. IDL Engaged: Pressure switch is in closed
position: MDU IDL Light ON.
IDL Disengaged: Pressure switch is in
open position: MDU IDL Light OFF.
Doc. No. 872359 : Rev A 279

IDL “Engaged” status detected by CCU In the event that the CTD is selected and the IDL is
when IDL pressure switch is closed. not, the IDL light on the SSM will also illuminate.
Once the conditions have been met for IDL engage-
The inter-axle lock is located in the transfer case. ment and the pressure feedback switch indicates
The purpose of the inter-axle lock is to lock the front proper engagement, the CTD will also engage. (Pro-
and rear axles together so power is applied evenly to vided the accelerator pedal is still below 10%). The
all axles. CDT's will only be engaged for 30 seconds and will
then be turned off.
The inter-axle lock cannot be engaged unless the ac-
celerator pedal is in the low idle position (Less than When the CTD switch is pushed to the ENGAGE po-
10% throttle position and output shaft speed less sition, axle lock solenoid (17) is energised, allowing
than 60 rpm.) compressed air to flow to the axle lock actuator (24)
and the axle lock will be applied.
ENGAGE position, the inter-axle lock solenoid The compressed air between the CTD solenoid valve
de-energises. The de-energised solenoid allows the and the CTD actuator closes the contacts of the CTD
compressed air to vent via the exhaust of the IDL so- pressure switch (18).
lenoid to the atmosphere and the spring will engage
the inter-axle differential lock. When the CTD switch is pushed to the DISENGAGE
position, the CTD solenoid de-energises. The
The loss of compressed air between the inter-axle de-energised solenoid allows the compressed air to
lock solenoid and the inter-axle lock actuator opens vent via the exhaust of the CTD solenoid valve to the
the contacts of the inter-axle lock pressure switch atmosphere and the spring will release CTD's axle
(23). differential lock.
When the inter-axle lock switch is pushed to the Air Circuit Air Horn (Optional)
DISENGAGE position, the inter-axle lock solenoid
(22) is energised, allowing compressed air to flow to Pushing the horn button, energises air horn solenoid
the inter-axle lock actuator and the inter-axle lock will (13), which causes compressed air to flow to air horn
be disengaged. (14).
Control Traction Differential (CTD) B35D-B50D Releasing the horn button de-energises the horn so-
lenoid, causing the compressed air to vent to
NOTES: atmosphere through the air horn solenoid.
The inter-axle diff locks are air applied, Seat Height Circuit
spring released.
CTD Engaged: Pressure switch is in closed When the seat lever is in the neutral position, there is
position: MDU CTD Light ON. no air flow from or to the seat cylinder.
CTD Disengaged: Pressure switch is in open
position: MDU CTD Light OFF. When the seat lever is raised, to the seat cylinder (8)
CTD "Engaged" status detected by CCU activating the cylinder to lift the seat.
when CTD pressure switch is closed.
While the seat lever is held in this position, air will
The axle diff locks are located in the differential hous- continue to flow to the cylinder until seat lever is re-
ing. The purpose of the axle diff lock is to lock the left leased.
and right wheels together so power is applied evenly
to both wheels. Raise and hold seat lever until desired height is
reached and then release the seat lever.
The CTD's cannot be engaged unless the pressure
feedback switch indicates that IDL is activated and To lower the seat, push the seat lever down and hold
accelerator pedal is in the low idle position (Less than until desired height is reached. Release the seat le-
10% throttle position). ver.
While the seat lever is held in the lower position, air

from the seat cylinder (8) will be allowed to vent via
the seat lever solenoid (7) to the atmosphere.
280 Doc. No. 872359 : Rev A

Fault Finding
System Does Not Reach Air drier and unloader valve not Adjust air drier and unloader
Operating Pressure. adjusted correctly. valve. Do Pneumatic System
Main Pressure Test And
Adjustment (See Pneumatic
System Main Pressure Test And
Adjustment.
Leakage at fittings or from lines. Tighten fittings. Repair lines.
Air reservoir drain valve. Check drain valve for leakage.
Repair or replace drain valve.
Hoses and lines connected to Connect hoses and lines to the
wrong ports. correct ports. (See Pneumatic
Manifold.
System air pressure sensor. Test sensor. Do Pneumatic
System Solenoids, Pressure
Switches And Sensor Tests.
Park brake actuator. Check park brake pressure.
(See Park Brake Pressure Test.
Unloader valve. Check pressure setting. Do
Pneumatic System Main
Pressure Test And Adjustment.
(See Pneumatic System Main
Air compressor. Repair or replace compressor.
(See remove and install air
compressor'
Park Brake Light Does Not Go Park brake pressure switch Test park brake pressure switch.
Off. failed. Do Pneumatic System
Solenoids, Pressure Switches
and Sensor Tests.
Park Brake Does Not Hold. Park brake calliper adjustment. Adjust park brake calliper. Do
Park Brake Adjustment.
Park brake disc and pads. Checks thickness of pads. See
Check Park Brake Pad Wear.
Park brake solenoid. Test park brake solenoid. Do
Pneumatic System Solenoids,
Pressure Switches and Sensor
Tests.
Park brake valve. Test park brake pressure. See
Park Brake Pressure Test.
Doc. No. 872359 : Rev A 281

Engine Valve Brakes or Exhaust Exhaust brake solenoid. Test exhaust brake solenoid. Do
Brakes Not Operating Correctly. Pneumatic System Solenoids,
Tests
Engine valve brakes. Check engine valve brakes for
binding, not opening.
Exhaust brakes. Check engine exhaust brake
adjustment. Do Exhaust Brake
Adjustment (See Exhaust Brake
Adjustment).
Horn not Working. Horn solenoid. Test horn solenoid. Do

Pneumatic System Solenoids,
Tests.
Horn switch. Test horn switch. Do Steering
Column Switch Test (See
Steering Column Switch Test).
High range not engaging. Actuator or diff. Failure. Check pneumatic system for
leaks and pressure.
Low or no air pressure. Repair or replace faulty
components.
Inter axle diff. lock not releasing. Low or no air pressure. Check pneumatic system for
leaks and pressure.
Actuator leaking. Repair the leak or replace
actuator.
282 Doc. No. 872359 : Rev A

Adjustments and Tests Connect pressure gauge to tee fitting.
Start engine and observe air pressure on gauge.

Pneumatic System Main
Record pressure when unloader valve “unloads”.
Pressure Test and Adjustment
Adjust pressure that unloader valve “unloads” by
Pneumatic System Main Specification turning adjusting screw (2) with a 3mm hex.
wrench. Turning screw clockwise will increase un-
Pneumatic System Pressure loading pressure.
. . . . . . . . . . . 810 kPa {8.1 bar (117 psi)}.
If pressure cannot be adjusted within specification,
Adjusting Screw ½ Turn Equals replace air drier and unloader valve.
. . . . . . . . . . . . . 50 kPa {0.5 bar (7 psi)}.
Essential Tools
Park Brake Pressure Test
Tee fitting ‹ WARNING

. . . . . . . . 202862 ¾-16 M 37° x ¾-16 F 37° 1. Install articulation locking bar before work-
. . . . . . . . . . . . . . . . Sw x 7/16-20 M 37° ing in pivot area.
2. Discharge pneumatic system completely
Service Equipment and Tools before removing any fittings or components.
Gauge . . . . . . 2068 kPa {20.6 bar (300 psi)}. Install articulation lock bar.
Stop machine and lower front bottom guard. ‹ WARNING

Always install the bin prop when working un-
‹ WARNING
der the raised bin. Personal injury may result
Discharge pneumatic system completely be- if the body lowers unexpectedly.
fore removing any fittings or components.
Discharge air pressure from front pneumatic sys-

tem by pulling the drain plug ring on the
regeneration air reservoir.
Disconnect air line from port 21 of air drier and un-

loader valve.
Raise the bin and install the bin prop and ensure it
is in the ring (1).
Move park brake switch to the ON position to en-

gage park brake and relieve system pressure from
park brake circuit. Shut off engine.
Connect “T” fitting (1) to drier/unloader valve and

air line.
Doc. No. 872359 : Rev A 283

Park Brake Adjustment
Park Brake Adjustment Specification

Air System Pressure
. . . . . . . . . . . . 807 kPa {8.1 bar (117 psi)}
Actuator Rod Travel Distance
. . . . . . . . . . . . . . . . 50.8 mm (2”)} max.
Equipment and Tools
• 6mm Allen Key

Move the machine to a level surface.
‹ WARNING
Always install the bin prop when working un-
der the raised bin. Personal injury may result
if the bin lowers unexpectedly.
Disconnect line from park brake actuator and in-
stall tee fitting (1). Connect gauge to fitting. Raise bin and install bin prop.
Start engine and observe pressure on gauge. ‹ WARNING
Pressure must remain at zero with park brake
switch ON. If pressure is more than zero, park Machine may roll when park brake is re-
brake valve is leaking internally and must be released. Chock all wheels in front of and be-
hind wheels to keep machine from rolling
placed.
when park brake is released.
With engine running, release park brake and ob-
serve pressure on gauge. Release park brake.
Observe system pressure on gauge.
Park Brake Pressure Specifications

Park Brake Switch ON
. . . . . . . . . . . . . . . 0 kPa {0 bar (0 psi)}.
Park Brake Switch OFF . . . . 810 kPa {8.1 bar)
. . . . . . . . . . . . . . . . . . . . . (117 psi)}.
Essential Tools
Tee fitting . . . 202862 ¾-16 M 37° x ¾-16 F 37° Remove release stud (1), nut (2) and washer (3)
. . . . . . . . . . . . . . . . Sw x 7/16-20 M 37° from storage position (4).
Service Equipment and Tools Install release stud in hole at rear of park brake ac-
tuator housing and rotate a ¼ turn to lock into
Gauge . . . . . . 2068 kPa {20.6 bar (300 psi)}. place.
Park the machine on a level surface and chock the

wheels to prevent machine from rolling.
If pressure is low, go to Pneumatic System Main

284 Doc. No. 872359 : Rev A

Install washer and nut onto release stud and NOTE: A clicking sound is heard as adjusting
tighten until park brake releases. screw is turned.
Turn allen key clockwise until resistance is felt.
Finally turn allen key anti-clockwise seven clicks.
Remove Allen Key and install adjuster plug and

washer.
Remove park brake release stud from actuator.
Start engine. Allow air system to increase to nor-

mal operating pressure (See specification).
Remove plug and washer (1) covering the adjust-

ing screw.
NOTE: Plug is located on the rear of the park brake

actuator bracket.
Release the park brake. Measure from bottom of

park brake actuator to centre of clevis on actuator
rod. This distance should be approximately 37mm
(1.46 inches).
Record measurement.
Apply park brake. Measure from bottom of park

brake actuator to centre of clevis on actuator rod.
Subtract smallest measurement from the largest to

get actuator rod travel.
If actuator rod travel is more than 51mm (2 inches),

start engine; release and apply park brake 20
times to help seat parts.
Insert a 6 mm allen key into the adjusting screw
and turn anti-clockwise until resistance is felt.
Doc. No. 872359 : Rev A 285

Re-take actuator rod travel measurements. If

travel is still more than 51mm (2 inches), actuator
has failed and must be replaced.
If actuator rod travel is less than 22mm (0.88

inches), readjust the brake.
Park brake Test
‹ CAUTION
Perform test in an open area away from peo-
ple and other machines. Machine may move
unexpectedly during this test.
Apply park brake.
Apply inter-axle lock to prevent wheel slippage.
Move shift selector to D (Drive).
Release service brakes. Measure park brake pad thickness. Change park
brake pads when they are less than specification.
Increase engine speed to fast idle for a few sec-
onds.
Grammar Seat Functional Test
Park brake must not let machine move.
If machine moves, check pad brake thickness and Height Adjustment Test
park brake adjustment. (See Park Brake Pad
Thickness and Park Brake Adjustment Procedure Pull the handle for height adjustment upwards and
in this section). keep it in this position (max. 1 minute).
Park Brake Pad Thickness Check • The seat moves upwards until the maximum
height is reached.
‹ WARNING Release the handle.
Always install bin prop when working under
the raised bin. Personal injury may result if • The seat must move downwards by 30 cm af-
the bin lowers unexpectedly. ter the maximum height is reached.
Press the handle for height adjustment downwards

Raise bin and install bin prop.
and keep it in this position.
Park Brake Pad Thickness Specification
• The seat moves downwards until the minimum
Park Brake Pad Thickness Min. . 3mm (0.118 “). height is reached.
Release the handle for height adjustment.
• The seat remains in the set position.
286 Doc. No. 872359 : Rev A

Compressor Check Checking the cable Vehicle power

connector / Connector plug.
Pull the handle for seat height adjustment upwards.
Disconnect the plug-in connection (Vehicle power
• Compressor is active (Yes/No). connector Suspension - Vehicle) and measure
resistance.
Operate the micro-switch manually.
• Compressor is active (Yes/No). • Resistance: > 4.6 W or £4.6 W

Pull the handle for seat height adjustment upwards
Pull the handle for seat height adjustment upwards or
and measure resistance.
push down.
4.6 W correct
• The height level valve activated (Yes/No).
< 4.6 W (short-circuit) or
Operate the electric switch manually. > 4.6 W (break)
• Seat moves upwards (Yes/No).

Pull the handle for seat height adjustment upwards
and then release it.
• The seat remains in the set position (Yes/No).

Check the pneumatic spring for abrasion.
• Pneumatic spring is tight/loose.

Apply load to the seat.
• Compressed-air escapes from the height level

control (Yes/No).
• The height level control is tight (Yes/No).
• The air tank for additional air supply is tight
(Yes/No).
Doc. No. 872359 : Rev A 287

NOTES
288 Doc. No. 872359 : Rev A

CHAPTER 6. HYDRAULIC SYSTEM
Hydraulic System Circuit Symbols
Doc. No. 872359 : Rev A 289

Hydraulic Schematic B35D and B40D Wet Disc Brakes
290 Doc. No. 872359 : Rev A

Hydraulic Schematic B35D and B40D Wet Disc Brake with Adaptive
Suspension
Doc. No. 872359 : Rev A 291

Hydraulic Schematic B35D Dry Disc Brake with Adaptive Suspension
292 Doc. No. 872359 : Rev A

Hydraulic Schematic B45D & B50D
Doc. No. 872359 : Rev A 293

7 9
6
5
1
10
11
12
13
19
14
18
16 15
17
TD0005467-A
1. Wet Disc Brake Housing (Meritor) 10. Wet Disc Brake Oil Reservoir, B40D.
(Front and Middle Axles). 11. Bin Control Valve.
2. Foot Brake Valve. 12. Emergency Steering Pump.
3. Steering Valve. 13. Wet Disc Brake Cooling Pumps, B40D.
4. Right Steering Cylinder. 14. Left Steering Cylinder.
5. Hydraulic System Manifold (VOAC). 15. Hydraulic Reservoir Return Manifold.
6. Transmission Coolers, B40D. 16. Front And Rear Brake Accumulators
(B35D, 2 used, B40D, 4 used).
7. Hydraulic Oil Cooler.
17. Hydraulic Reservoir.
8. Hydraulic Fan Motor.
18. Return Filter.
9. Bin Tip Cylinders.
19. Main Hydraulic Pump.
294 Doc. No. 872359 : Rev A

Hydraulic System Operation The bin control valve (11) is a closed-centre valve
with a load sense passage. The valve is mounted
on the hydraulic system manifold.
The articulated dump truck hydraulic system is a
closed-centre, load-sensing system and consists The function of the bin control valve is to route hy-
of the steering circuit, secondary steering circuit, draulic oil to the right and left bin cylinders (9).
bin control circuit and service brake circuit.
The bin tip cylinders are double-acting cylinders
The system oil is stored in the hydraulic reservoir which raise and lower the bin. The load sense pas-
(17). The suction strainer removes any large parti- sage is used to send a signal from the work ports
cles that may have collected in the hydraulic through the hydraulic system manifold to the pump
reservoir before the oil is sent to the main hydraulic regulator valve when the valve is actuated.
pump (19).
The load sense passage is open to return when
The B35/40 main hydraulic pump consists of two, the valve is in neutral. The valve also contains a
in-line, variable displacement, axial-piston pumps bin raise circuit relief valve and bin lower circuit re-
with load sensing and pressure compensating reg- lief valve.
ulator valves.
The orbital valve (3) is a closed-centre valve with a
The B45/50 main hydraulic pump consists of one load sense passage. The valve is a wide angle,
variable displacement, axial piston pump with load variable displacement (flow amplification) with in-
sensing and pressure compensating regulator tegrated anti-cavitation and relief valves.
valves.
The effective displacement of the steering valve
The regulator valves control pump flow rate by depends on the speed at which the valve is turned.
changing swash plate angle to meet load demand The steering valve routes and controls hydraulic oil
of functions actuated and to de-stroke the pump to to the left steering cylinder (14) and right steering
residual (low stand-by) pressure when all functions cylinder (4).
are in neutral.
The load sense passage is used to send a signal
The pumps are driven by a drive shaft connected from the work port to the hydraulic system manifold
to the engine accessory drive. The pump is and then to the pump regulator valve when the
mounted to the frame with the drive shaft con- valve is actuated.
nected to the pump through a dampener.
The load sense passage is open to return when
The pumps provide hydraulic oil flow to the steer- the valve is in neutral. The steering cylinders are
ing, service brake, fan drive and bin control double-acting cylinders that steer the truck by ar-
circuits. ticulating the front and rear frames.
The main hydraulic pump provides oil flow to the A ground driven secondary steering system is
steering, service brake and bin control circuits. used to provide supply oil flow for the steering cir-
cuit while the machine is still moving in the event
The hydraulic oil cooler (7) is mounted behind the
there is a malfunction of the engine or main hy-
cab and utilises an hydraulic fan motor (8) to turn
draulic pump.
the cooling fan. Oil from the hydraulic fan motor
outlet flows into the hydraulic cooler, through the The B45/50 system consists of the secondary
return filter (18) and then into the hydraulic steering pump (12), check valve manifold mounted
reservoir. on the pump to provide secondary steering in re-
verse and two check valves located in the system
The hydraulic system manifold (5) controls and
manifold.
distributes hydraulic oil through outlet ports to all
components in the hydraulic system. The B35/40 system consists of the secondary
steering pump (12), check valve manifold mounted
The manifold is a replaceable cartridge-valve-type
on the pump to prevent cavitation when reversing
manifold. The steering and brake accumulator
and two check valves located in the system mani-
charging circuits are given priority by a valve lo-
fold. Reverse secondary steering is available as
cated in the manifold.
an option.
Doc. No. 872359 : Rev A 295

The pump is a variable-displacement, axial-piston The accumulators are not serviceable. The func-
pump with a load sensing and pressure compen- tion of the brake accumulator is to provide a signal
sating regulator valve. to the brake accumulator charge valve, regulating
load sense signal to main hydraulic pump to main-
The residual pressure setting for the secondary tain the pressure of brake accumulators between a
steering pump is lower than the residual pressure lower and upper charge limit.
setting for the main hydraulic pump. The pump is
mounted on the transfer case and is ground driven The front and rear brake accumulators are used to
as long as the gear train is being turned by the store brake oil under pressure which is then used
moving machine. to apply the service brakes when the brake valve is
actuated. The brake valve (2) is a dual circuit,
The check valves in the hydraulic manifold are modulated valve.
used to isolate the main hydraulic circuit and the
secondary steering circuit. The secondary steering The function of the valve is to control the charged
pump anti-cavitation valve on B35/40 provides a brake oil from the accumulators to actuate the ser-
path for oil flow from the suction side of pump to the vice brake callipers or internal brake pistons.
outlet side when the machine is moving in reverse.
The valve contains two separate circuits, each
The secondary steering pump check valve on supplied by its own accumulators (B35 with dry
B45/50 changes the oil flow of the pump suction to disc brakes uses two accumulators, the B35/40
pump outlet, allowing for secondary steering when uses four and the B45/50 uses six accumulators.
the machine is moving in reverse.
The top valve section is for the front axle brakes
The small brake accumulator, which is attached to and the bottom valve section is for the rear axle or
the hydraulic system manifold is a diaphragm type, axles. The brake valve supplies charged brake oil
nitrogen charged accumulator and the front and to the rear brake callipers or internal brake pistons
rear brake accumulators (13), are piston type, ni- first and then to the front brake callipers or internal
trogen charged accumulators. brake pistons.
Only machines with wet disc brakes have the A4 The return filter (5)is used to filter return oil before
accumulator, this is due to the volume of oil entering the hydraulic reservoir.
required to apply the brakes.
296 Doc. No. 872359 : Rev A

Main Hydraulic Pump B35D/B40D

3 15 14 2
1
7
5 6
4
TO HYDRAULIC
5 SYSTEM MANIFOLD
10 RESIDUAL COMPENSATOR
SPOOL 11 SPOOL PORT P1 12 LOAD SENSE
X
X
CHECK VALVE
MANIFOLD BLOCK
B B
CONTROL
M 3 PISTON
SERVICE PUMP ( 1 ) SERVICE PUMP ( 2 ) S L
7 BIAS
SPRING
1 Hydraulic Pump Housing

8 Input Shaft
2 Pump Control Valve
9 Swash Plate
3 Control Piston
10 Residual Spool
4 Pumping Piston
11 Compensating Spool
5 High Pressure Outlet
12 Load Sense Port
6 Suction Port
14 Residual Pressure Adjusting Screw
7 Bias Spring and Piston
15 Compensating Pressure Adjusting Screw
Doc. No. 872359 : Rev A 297

Main Hydraulic Pump Control Valve B35/B40
12 13
10 14
11
15
16
19
18 17
High Pressure Oil
Return Oil
Load Sense Oil Pump Control Valve
10 - Residual Pressure spool

The first pump is driven via a drive shaft by the en-
11 - Compensating Pressure Spool gine accessory drive. Pump 1 has a through a
drive shaft, driving the second pump.
12 - Load Sense Pressure
The pumps have a common check valve manifold
13 - Residual Pressure Spring which incorporates suction and pressure ports.
14 - Residual Pressure Adjusting Screw The main hydraulic pumps are variable-displace-
ment, axial-piston pumps with load-sensing.
15 - Compensating Pressure Adjusting Screw
Pump displacement is varied by the angle of
16 - Compensating Pressure Spring swash plate (9). Swash plate angle is controlled by
the control Bias spring (7) and control piston (3).
17 - Outlet to Control Piston
The swash plate has spring pressure applied to it
18 - Pump Pressure Inlet at all times trying to keep the pump at maximum
19 - Drain to Pump Case displacement.
B35/40 Main Hydraulic Pump Operation Supply oil is applied to or released from the control
piston by the residual valve spool (10) varying
The main hydraulic pumps are axial-piston, vari- pump displacement per load demand. At full sys-
able-displacement pumps capable of varying tem pressure the compensator spool(11) shifts to
output flow from zero to maximum displacement. route supply oil to the control piston via port(17)
The amount of pump flow produced is dependent de-stroking the pump.
upon the length of stroke of the pumping pistons
(4) and rotation speed of the input shaft (8)
The pump features compact design and low noise,

which provides a quiet and smooth-operating
pump.
298 Doc. No. 872359 : Rev A

As the angle of swash plate is increased, the pis- The pump will maintain this residual pressure until
tons (4) move in and out of their bores and displace the hydraulic system’s needs are greater.
oil as the rotating group is turned by the pump shaft
(8). When hydraulic functions are not actuated the
pump produces only enough flow to maintain the
The pistons move into their bores during the first residual pressure.
half of each revolution, and out of their bores dur-
ing the last half of the revolution. The piston bores The load sense oil (12) at this time is at a minimal
are filled with oil through the inlet port(6) as the pis- pressure because the load sense circuits are open
tons move out of their bores. to return.
The pistons moving into their bores push oil out to Working Pressure
the pump control valve and outlet port(5) to the hy-
When a function is actuated, load sense oil pres-
draulic system manifold.
sure (12) to the pump control valve (2) rises.
Pressure compensation is a constant pressure
This rising load sense pressure and the force of
system that requires a closed-centre hydraulic
the residual spring (13) work together to overcome
system.
the pressure of the supply oil on the opposite side
As soon as the engine is started, supply oil flows of the residual spool (10).
from the pump to the closed-centre valves. The
The spool will then slide over (away from spring),
pressure in the hydraulic system increases and
opening the control piston (3) to case drain, strok-
causes the residual valve to de-stroke the pump at
ing the pump and increasing flow as required.
residual pressure.
Compensating Pressure
The residual pressure ensures that immediate sys-
tem pressure is available on demand when a As the hydraulic system needs are met and the
function is actuated. Load sense system pressure supply oil (5) and LS oil(12) pressure continues to
is used to regulate the residual valve to stroke or rise, the high pressure load sense oil, plus the
de-stroke the pump as needed. force of the residual spring will keep the residual
spool shifted away from the residual spring, thus
No matter what the load demand is, even when us-
keeping the control piston open to case drain, and
ing more than one function, as long as the total
the pump remains stroked.
demand does not exceed the pump’s capability,
the pump will deliver the exact amount of oil re- As the pressure further rises, it starts to overcome
quired to move the load. the compensator spring (16), sliding the compen-
sator spool (11) toward the spring.
B35/B40 Main Pump Control Valve Operation
The spool will then direct the high pressure supply
Residual Pressure
oil into the control piston (3) de-stroking the pump
As soon as pump is driven, supply oil (5) flows in- but providing enough flow to maintain compensat-
ternally to the pump control valve (2)and enters at ing pressure in the system.
port(18).
Compensating pressure is set lower than the sys-
As the supply oil pressure rises, the residual spool tem relief valve pressure. The system relief valve
(10) having the smaller spring will start to shift. is used to protect the system against sudden pres-
sure spikes.
The spool will shift toward the residual spring (13)
until it allows supply oil to be directed into the con-
trol piston (3) via port (17), de-stroking the pump
and reducing flow until the pressure at the pump
outlet (5) is equal to the residual pressure setting.
Doc. No. 872359 : Rev A 299

Main Hydraulic Pump B45D/B50D
1 - Hydraulic Pump Housing

7 - Bias Spring
2 - Hydraulic Pump Control Valve
8 - Input Shaft
3 - Control Piston
9 - Swash Plate
4 - Pumping Piston
10 - Residual Spool
5 - Hydraulic Outlet Port
11 - Compensating Spool
6 - Hydraulic Suction Port
12 - Load Sense Port
300 Doc. No. 872359 : Rev A

Main Hydraulic Pump Control Valve B45D/B50D
10 - Residual Pressure spool The pump features compact design, low-pressure

ripple, and high self-priming speed, which provides
11 - Compensating Pressure Spool
a quiet and smooth-operating pump.
12 - Load Sense Port
The pump is driven by the engine accessory drive
13 - Residual Pressure Spring through a drive shaft. The input shaft is supported
by a spherical roller bearing in the hydraulic pump
14 - Residual Pressure Adjusting Screw housing (1) and a bushing in the rear cover
15 - Compensating Pressure Adjusting Screw The main hydraulic pump is a variable-displace-

ment, axial-piston pump with load-sensing.
16 - Compensating Pressure Spring
Pump displacement is varied by the angle of
17 - Outlet to Control Piston swash plate (9). Swash plate angle is controlled by
the control bias spring (7) and control piston (3).
18 - Pump Pressure Inlet
The swash plate has spring pressure applied to it
19 - Drain to Pump Case
at all times trying to keep the pump at maximum
B45/B50 Main Hydraulic Pump Operation displacement.
The main hydraulic pump is an axial-piston, vari- Supply oil is applied to or released from the control
able-displacement pump capable of varying output piston by the residual valve spool (10) varying
flow from zero to maximum displacement. The pump displacement per load demand. At full sys-
amount of pump flow produced is dependent upon tem pressure the compensator spool(11) shifts to
the length of stroke of the pumping pistons (4) and route supply oil to the control piston via port(17)
rotation speed of the input shaft (8) de-stroking the pump.
Doc. No. 872359 : Rev A 301

As the angle of swash plate is increased, the pis- Working Pressure

tons (4) move in and out of their bores and displace
oil as the rotating group is turned by the pump shaft When hydraulic functions are not actuated the
(8). pump produces only enough flow to maintain the
residual pressure.
The pistons move into their bores during the first
half of each revolution, and out of their bores dur- The load sense oil (12) at this time is at a minimal
ing the last half of the revolution. The piston bores pressure because the load sense circuits are open
are filled with oil through the inlet port(6) as the pis- to return.
tons move out of their bores.
When a function is actuated, load sense oil pres-
The pistons moving into their bores push oil out to sure (12) to the pump control valve (2) rises.
the pump control valve and outlet port(5) to the hy-
This rising load sense pressure and the force of
draulic system manifold.
the residual spring (13) work together to overcome
Pressure compensation is a constant pressure the pressure of the supply oil on the opposite side
system that requires a closed-centre hydraulic of the residual spool (10).
system.
The spool will then slide over (away from spring),
As soon as the engine is started, supply oil flows opening the control piston (3) to case drain, strok-
from the pump to the closed-centre valves. The ing the pump and increasing flow as required.
pressure in the hydraulic system increases and
causes the residual valve to de-stroke the pump at
residual pressure. As the hydraulic system needs are met and the
supply oil (5) and LS oil(12) pressure continues to
The residual pressure ensures that immediate sys-
rise, the high pressure load sense oil, plus the
tem pressure is available on demand when a
force of the residual spring will keep the residual
function is actuated. Load sense system pressure
spool shifted away from the residual spring, thus
is used to regulate the residual valve to stroke or
keeping the control piston open to case drain, and
de-stroke the pump as needed.
the pump remains stroked.
No matter what the load demand is, even when us-
As the pressure further rises, it starts to overcome
ing more than one function, as long as the total
the compensator spring (16), sliding the compen-
demand does not exceed the pump’s capability,
sator spool (11) toward the spring.
the pump will deliver the exact amount of oil re-
quired to move the load. The spool will then direct the high pressure supply
oil into the control piston (3) de-stroking the pump
B45/B50 Main Pump Control Valve Operation
but providing enough flow to maintain compensat-
Residual Pressure ing pressure in the system.
As soon as pump is driven, supply oil (5) flows in- Compensating pressure is set lower than the sys-
ternally to the pump control valve (2)and enters at tem relief valve pressure. The system relief valve
port(18). is used to protect the system against sudden pres-
sure spikes.
As the supply oil pressure rises, the residual spool
(10) having the smaller spring will start to shift.
The spool will shift toward the residual spring (13)

until it allows supply oil to be directed into the con-
trol piston (3) via port (17), de-stroking the pump
and reducing flow until the pressure at the pump
outlet (5) is equal to the residual pressure setting.
The pump will maintain this residual pressure until

the hydraulic system’s needs are greater.
302 Doc. No. 872359 : Rev A

Steering Valve Operation

1
2
5
6
11
7 8 8
10
L R 9
13
3 12
19
LS 14
4
15
9 11
16
T P
1 NEUTRAL 17
18 STEERING VALVE
1 Neutral. 10 From Hydraulic System Manifold Port P3.

2 Steering Cylinder. 11 Inlet Check Valve.
3 Gerotor. 12 Anti-Cavitation Valve.
4 Load Sense Port to Hydraulic System 13 Relief Valve.
Manifold Port L3.
14 Supply Oil.
5 Sleeve.
15 Work Pressure Oil.
6 Spool.
16 Trapped Oil.
7 Steering Shaft.
17 Return Oil.
8 Return.
18 Steering Valve.
9 Make-Up Check Valve. 19 Orifice.
Doc. No. 872359 : Rev A 303

The steering valve (18) is a variable-displacement As steering operation is stopped, the centring
(flow amplification), closed-centre valve. Main spring and gerotor continue to turn the sleeve until
valve components are the spool (6) inside a sleeve the sleeve and spool are in alignment, stopping the
(5) within a housing and the gerotor (3). flow of oil through the spool to the gerotor. At this
point, the valve is in neutral and remains there until
Also included are the make-up check valve (9), in- the steering wheel and shaft are turned again.
let check valve (11), anti-cavitation valves (12),
and relief valves (13). The valve’s variable-displacement (flow amplifica-
tion) is proportional to the speed at which the
When the steering wheel is not being turned, the steering wheel is turned.
valve is in neutral (1). In neutral, the spool and
sleeve are held in alignment by the centring spring When the steering wheel is turned slowly, the
blocking the flow of supply oil (14) through the valve only measures oil through the gerotor to the
sleeve to the spool and gerotor. steering cylinders and thus the effective displace-
ment is equal to the gerotor displacement.
Oil at the left and right work ports to the steering
cylinders is trapped (16) by the sleeve holding the When the steering wheel is turned rapidly, the
machine frames stationary. spool moves more, relative to the sleeve opening
passages, so additional oil is allowed to bypass the
Turning the steering wheel and shaft (7) left or right gerotor, thus increasing the effective valve dis-
turns the spool relative to the sleeve, opening pas- placement, hence flow amplification occurs.
sages so supply oil flows from the hydraulic
system manifold port P3 (10) through the sleeve Relief valves (13) are used to relieve high pressure
into the spool. oil from a pressure spike created in the steering
cylinders while steering is in neutral. In neutral, the
From the spool, work pressure oil (15) flows to the steering valve blocks the flow of oil to and from the
gerotor (3) causing the gerotor gear and sleeve to cylinders.
turn. Work pressure oil flow is measured by the
gerotor back into the spool where it is routed A pressure spike is created by the impact of the
through the sleeve and out the left or right work front or rear wheels against an obstacle, which is
port to the respective ends of the steering cylinders transmitted to the steering cylinders causing slight
turning the machine. cylinder movement.
Work pressure oil also flows out the load sense The cylinder movement that caused the pressure
port (4) and orifice (19), sending a load sense sig- spike also causes a pressure drop and a void in the
nal back through the hydraulic system manifold opposite end of the cylinders. Because of the pres-
port L3 to the main hydraulic pump regulator valve sure differential across the anti-cavitation valve
to regulate pump flow. Load sense signal also (12), the pressure in the return passage pushes
goes to the spring chamber of the priority valve and the valve open and oil flows into the void prevent-
to the steering load sense relief valve. ing cavitation.
Return oil (17) flows back from steering cylinders, Oil not used flows out port T and then back to the
through the right or left work port, through the hydraulic reservoir.
sleeve and spool to the return circuit (8).
304 Doc. No. 872359 : Rev A

Secondary Steering Pump Operation
5 7
6 X
B
4
3 4
1 2
S L
10
9
10
11
8
5
12 4
13
17
18
19
16
14 15
Hy40D0013CFM
1 From Pump Outlet. 10 Control Piston.

2 To Control Piston. 11 Pump Regulator Valve.
3 To Case Drain. 12 Swash Plate.
4 Compensator Valve. 13 Spring.
5 Residual Valve. 14 Piston.
6 To Hydraulic System Manifold Port P2. 15 Cylinder Block Oil.
7 From Hydraulic System. 16 Valve Plate.
8 From Main Hydraulic Pump Manifold 17 Supply Oil.
Port L2.
18 Load Sense Oil.
9 Transfer Case.
19 Return or Pressure-Free Oil.
Doc. No. 872359 : Rev A 305

The secondary steering hydraulic pump is a The piston bores are filled with oil through the
load-sensing, pressure-compensating, vari- valve plate (16) as the pistons move out of the
able-displacement axial-piston pump. bores.
Pump displacement is varied by the angle of the The pistons moving into their bores push oil out
swash plate (12). The swash plate angle is con- through the valve plate, through the secondary
trolled by the control piston (10) and spring (13). steering pump anti-cavitation valve, and to the hy-
draulic system manifold port P2 (6).
Spring pressure is applied to the swash plate at all
times, trying to keep the pump at maximum dis- The pump displacement is regulated by the com-
placement. Secondary supply oil (17) is applied to pensator valve and residual valve (load sensing).
or released from the control piston by the residual
valve (5) in response to load sense signal from hy- Normal leakage to the pump case through clear-
draulic system manifold port L2 to load sense port ance between the pistons, valve plate and cylinder
X, varying displacement per load demand. block provides cooling and lubrication before flow-
ing back to the hydraulic reservoir.
At full system pressure, the compensator valve (4)
is shifted to route secondary supply oil to the con- The secondary steering pump is mounted on the
trol piston, de-stroking the pump. transfer case (9) and is ground driven as long as
the gear train is being turned by the moving ma-
As the angle of the swash plate is increased, the chine.
pistons (14) move in and out of their bores and dis-
place oil as the cylinder block (15) is turned. When the machine is not moving, there is no sec-
ondary steering pump flow. The secondary
The pistons move into their bores during the first steering pump will not operate when machine is
half of each revolution, and out of their bores dur- moving in reverse.
ing the last half of the revolution.
306 Doc. No. 872359 : Rev A

Hydraulic System Manifold (Top View)
SP 1
S4
‹ WARNING
No repairs or welding to be done on the VOAC block.
1. Pressure Reducing Valve (XB) S4. Low Brake Pressure Switch
6. Brake Pressure Charge Valve (X4) SP1. Emergency Steering Pressure Switch
10. Priority Valve MR. Pilot Pressure Reducing Valve Test Point
13. Shuttle Valve Access MP1. Main Pump Pressure Test Point
(Remote access behind cab)
15. Steering Load Sense Relief Valve (3)
MP2. Secondary Steering Pump Pressure
16. Bin Up Solenoid (Remote access behind cab)
17. Bin Down Solenoid MP3. Main Pump Pressure Test Point
18. A4 Accumulator Charge Orifice Access MP3. Steering Load Sense Test Point
(Ã 0.6 mm)
ML1 Load Sense to Pump Test Point
28. Bin Pressure Reduction Relief Valve (X1)
53. A4 Accumulator Charge Orifice Access

(Ã 0.6 mm)
Doc. No. 872359 : Rev A 307

Hydraulic System Manifold (Front View)
12. Secondary Steering Check Valve L1. Load Sense Port to Main Pump
24. Fan Low Speed LS Relief Valve L2. Load Sense Port to Secondary Steering
Pump
25. Fan Medium Speed LS Relief Valve
P1. Pressure Supply Port from Main Pump
26. Fan High Speed LS Relief Valve
P2. Pressure Supply Port from Secondary
30. Bin Load Sense Bleed Orifice Access
Steering Pump
33. Plug
P4. Pressure Outlet to Adaptive Suspension
(if equipped)
308 Doc. No. 872359 : Rev A

Hydraulic System Manifold (Right View)
29
22 23 19 21 20
11 4
M6
P3 09
14
M4
L3
27
9
5
4. Flow Fuse Shuttle Valve

22. Fan Low Speed Solenoid
5. Pilot Pressure Reducing Valve
23. Fan High Speed Solenoid
9. Brake Charge Load Sense Orifice(Ø0,7mm)
27. Bin Pressure Reduction Solenoid
11. Secondary Steering Check Valve
29. Bin Load Sense Signal Orifice(Ø1,0mm)
14. Shuttle Valve Access
P3. Outlet Supply To Orbital Valve(Steering)
19. Shuttle Valve Access
L3. Load Sense Input From Orbital Valve
20. Fan Cut Solenoid(Normally Open)
M4. Brake Pressure Test Port(Remote Behind
21. Fan Logic Valve (Pilot Operated Cab)
Reducing Valve)
M6. Brake Accumulator Test Point
Doc. No. 872359 : Rev A 309

Hydraulic System Manifold (Rear View)
2 3 8
7 32
31
2. Brake Accumulator Charge Orifice A5. Pressure Outlet To Rear Brake

Access(Ø2,0mm) Accumulators
3. Brake Accumulator Check Valve A6. Pressure Outlet To Front Brake

Accumulators
7. Main Pressure Relief Valve
B5. Pressure Outlet To Foot Brake Valve
8. Hydraulic Cut Solenoid
B6. Pressure Outlet To Foot Brake Valve
31. Plug
M5. Brake Accumulator Pressure Test Point
32. Plug
FD. Pressure Outlet To Hydraulic Fan Motor
A4. Brake Charge Signal Accumulator Port
310 Doc. No. 872359 : Rev A

Manifold Schematic
19- Shuttle Valve

1- Pressure Reducing Valve (XB)
20- Fan Cut Solenoid(Normally Open)
2- Brake Accumulator Charge Orifice (Ø2,0mm)
21- Fan Logic Valve (Pilot Operated
3- Brake Accumulator Check Valve
Reducing Valve)
4- Flow Fuse Shuttle Valve
22- Fan Low Speed Solenoid
5- Pilot Pressure Reducing Valve
23- Fan High Speed Solenoid
6- Brake Pressure Charge Valve (X4)
24- Fan Low Speed Ls Relief Valve
7- Main Pressure Relief Valve
25- Fan Med Speed Ls Relief Valve
8- Hydraulic Cut Solenoid
26- Fan High Speed Ls Relief Valve
9- Brake Charge Load Sense Orifice(Ø0,7mm)
27- Bin Pressure Reduction Solenoid
10- Priority Valve
28- Bin Pressure Reduction Relief Valve (X1)
11- Secondary Steering Check Valve
29- Bin Load Sense Signal Orifice(Ø1,0mm)
12- Secondary Steering Check Valve
30- Bin Load Sense Bleed Orifice(Ø1,0mm)
13- Shuttle Valve
31- Bin Spool
14- Shuttle Valve
32- Bin Down Relief And Anti Cavitation Check
15- Steering Load Sense Relief Valve (3)
Valve
16- Bin Up Solenoid
33- Bin Up Relief And Anti Cavitation Check Valve
17- Bin Down Solenoid
34- Logic Valves
18- A4 Accumulator Charge Orifice (Ø 0.6mm)
Doc. No. 872359 : Rev A 311

General Description During bin raise operation the priority valve re-
mains open if the pressure to operate the brake
accumulator charging and steering circuits is less
The hydraulic system manifold controls and dis-
than that of the bin raise circuit.
tributes hydraulic oil through outlet ports to all
components in the hydraulic system. Oil takes the path of least resistance, meeting the
load demand of charging and steering circuits.
The hydraulic system manifold is a replaceable
cartridge-valve type manifold. The bin control When pressure to operate the brake accumulator
valve is mounted on the hydraulic system mani- charging or steering circuits is higher, their higher
fold. load sense signal assists the priority valve spring
to move the valve spool, reducing the flow of oil to
Numbers and letters are stamped on the manifold
the bin control valve.
to help locate and identify components and ports.
The illustrated views given are with the hydraulic The main hydraulic pump can now meet the charg-
system manifold installed in the machine. ing or steering circuit load demand.
Test ports ML1, ML3, MP3, M5, and M6 are The priority valve signal shuttle valve (13) routes
equipped with high pressure quick couplers for the higher load sense signal from the steering
making test connections to hydraulic system. valve or brake accumulator charging circuit to the
spring chamber of the priority valve and to the main
Supply oil flows from the secondary steering pump
hydraulic pump signal shuttle valve.
to the secondary steering pump port, P2.
The steering load sense relief valve, X3 (15) re-
The secondary steering pump check valve (12)
lieves excess load sense signal from the steering
blocks supply oil flow from the main hydraulic
valve.
pump to the secondary steering pump.
The secondary steering pressure switch, SP1, is a
It also functions as the closed-centre valve for the
normally open switch and closes when the main
secondary steering pump.
hydraulic pressure reaches 5 bar. The switch ac-
The check valve will open when the main hydraulic tuates the secondary steering indicator light. The
pump flow is low enough so that pressure drops brake accumulator charge valve, X4 maintains
below the pressure of the secondary steering brake charge in the main accumulators between
pump, allowing the secondary steering pump to an upper and lower charge band. The small A4 ac-
supply oil to the steering valve as long as the ma- cumulator provides X4 with a signal to maintain
chine is moving. this charge band.
The load sense signal from the main hydraulic The brake accumulator pressure reducing valve,
pump load sense port, L1 to the main hydraulic XB (1) limits pressure to the brake accumulators.
pump port, X causes the pump to go into stroke. The brake accumulator charge check valve (3)
holds charge pressure in the brake charge accu-
The load sense signal from the secondary steering mulator so oil does not flow to the steering and bin
load sense port, L2 to the secondary steering hy- control circuits when system pressure is less than
draulic pump port, X. charge pressure.
Test ports MP1, MP2, and M4 are connected by

hydraulic lines to a test port manifold located be- Service Brake System Operation
hind the cab.
Charging System
The brake low pressure switch, S4 closes when
brake accumulator pressure decreases below 123 When operating the service brake valve, charge oil
bar. pressure in the front brake accumulators and rear
The switch actuates the brake low pressure indica- brake accumulators decreases.
tor light. The priority valve (10) gives priority to the The decrease of charge oil pressure in the brake
steering valve and brake accumulator charging cir- accumulators is sensed by the accumulator
cuit over the bin control valve if supply oil flow from charge valve (6).
main hydraulic pump is not enough to satisfy the
load demand.
312 Doc. No. 872359 : Rev A

When the accumulator charge oil pressure de- The pressure setting of the accumulator charge
creases below the lower pressure setting of the valve and accumulator pressure reducing valve is
accumulator charge valve, the charge valve spring critical to operation of the main hydraulic pump. If
shifts the spool, blocking the flow of load sense oil pressure setting of accumulator charge valve is
to the return circuit. higher than accumulator pressure reducing valve,
the load sense signal to the main hydraulic pump
System oil continues to flow through the brake ac- will remain high because the charge oil pressure
cumulator charge orifice (9), increasing load sense from brake accumulator cannot open the charge
pressure. valve allowing load sense oil to flow to return.
The increasing load sense pressure shifts the pri- The pump will remain in stroke and not return to
ority valve signal shuttle valve (13) and main low stand-by (residual) pressure when all functions
hydraulic pump signal shuttle valve (14) sending are in neutral.
the load sense signal out of port L1 to the main hy-
draulic pump port X, stroking the pump, increasing
Brake Valve - Neutral
flow, causing supply oil pressure to increase.
This supply oil then flows through the accumulator The service brake valve is a dual circuit, modu-
pressure reducing valve (1), accumulator orifice lated valve. The function of this valve is to control
(2), and accumulator charge check valve (3) the charge oil from the rear and front brake accu-
charging the brake accumulator. mulators to actuate the service brakes.
As pressure increases, accumulators are charged The brake valve contains two separate circuits,
via flow valve (4). Pressure to the accumulators is each supplied by their own set of accumulators.
limited by accumulator pressure reducing valve. The top valve is for the front axle brakes and the
The accumulator orifice controls the rate of oil flow bottom valve is for the rear axle brakes.
to charge the accumulators.
The brake valve supplies charged oil to the rear
When brake accumulator charge oil pressure in- brakes first and then the front brakes. In neutral,
creases to the upper pressure setting of charge oil is blocked by the brake valve spools and
accumulator charge valve (6), the charge valve the brake pistons are open to return.
spool shifts to the open position allowing load
sense oil to flow to return, decreasing the load Brake Valve - Actuated
sense signal to the main hydraulic pump. The
pump de-strokes decreasing supply oil flow to the When service brakes are actuated, the charge oil
accumulators. in the accumulators flows through the brake valve
to the brake pistons, applying the brakes.
To prevent pump from stroking in during machine
start up, causing excess strain on the starter mo- The pressure applied at the pistons and the force
tor, the generated load sense signal through orifice applied to the spring by the brake pedal act on op-
(9) is released to return through Hydraulic cut sole- posite ends of the spools in the brake valve.
noid (8).
Charged System The pressure to the pistons is proportional to the

force applied to the brake pedal (pressure to the
When all accumulators are charged, charge oil pistons increases as the force on the brake pedal
pressure in the brake accumulators holds the ac- increases).
cumulators charge check valve (3) closed. The
brake accumulator charge oil pressure keeps the The pressure on the end of the spools balances
accumulator charge valve (6) open allowing pump against the spring force modulating the pressure to
load sense oil to flow back to tank. the pistons. The charge oil pressure is reduced by
the amount of oil it takes to move the pistons.
The rear and front brake accumulator circuits are
separated by the flow fuse shuttle valve (4) and Each application of the brake pedal reduces the
hold charge oil in the rear and front brake accumu- charge pressure until the brake accumulator
lators and brake valve. The flow fuse shuttle valve charge circuit is actuated by the accumulator
enables the circuits to work independently of each charge valve (6).
other in the event of a malfunction in either circuit.
Doc. No. 872359 : Rev A 313

Steering And Secondary Flow from the secondary steering pump, via port
P2, eventually supplements the flow from the main
Steering System Operation hydraulic pump to the steering valve via port P3.
The function of the steering system is to route sup- The rpm of the secondary steering pump is de-
ply oil from the main hydraulic pump to the steering pendent on the machine travel speed. Supply oil
orbital valve. The steering orbital valve then con- flow available to steer the machine is reduced pro-
trols the oil flow used to extend and retract the portionately as the travel speed decreases.
steering cylinders.
The secondary steering pump is a variable-dis-
When the steering wheel is turned, the load sense placement, axial-piston pump with a load sensing
signal from the steering valve enters the hydraulic and pressure compensating regulator valve.
system manifold at port L3. The load sense signal
is then sensed at the secondary steering pump via Operation of the secondary steering pump is simi-
port L2. lar to the main hydraulic pump. The residual valve
pressure setting for the secondary steering pump
At the same time, the load sense signal shifts the is lower than the residual valve pressure setting for
shuttle valves (13 & 14), pressurizes the spring the main hydraulic pump.
chamber of priority valve (10), and sends a signal
to the main hydraulic pump via port L1. When the machine is moving, the pressure at test
port MP2 remains just below the pressure at test
The load sense signal will not exceed the steering port MP1. The secondary steering pump is
load sense relief valve (15) pressure setting. The mounted on the transfer case and is
main hydraulic pump supplies the required flow ground-driven.
rate through port P1, main hydraulic pump check
valve (11), and out of port P3 to steering valve port The secondary steering pump check valve (12) is
P. used to block oil flow from the main hydraulic pump
to the secondary steering pump circuit.
When the steering wheel is not being turned, the
load sense signal is open to hydraulic reservoir In the event of a malfunction, main hydraulic pump
through the steering valve and the main hydraulic check valve (11) blocks flow from the secondary
pump will return to residual pressure. steering pump to the main hydraulic pump, fan
drive valve, bin control valve, and brake accumula-
The oil in the steering cylinders is trapped and the tor charging circuit.
machine is held at that relative position. The
ground driven secondary steering pump will assist Fan Drive System
with oil flow to steer the machine if main hydraulic
pump cannot deliver the flow required. (Machine
The Fan drive circuit controls the speed of the hy-
must be moving for secondary steering pump to
draulic fan that is used for cooling hydraulic oil,
work.)
transmission and transmission retarder oil. The
B40 has extra cooling for wet disc brake oil (If the
meritor brakes are used) and the B50 has a drop
Low oil flow may occur during an attempt to rapidly box cooler.
steer machine at slow engine speed.
The following temperatures are monitored to con-
Under normal steering operation, the pressure of trol the fan speeds.
secondary steering pump at port P2 is just below
that of the main hydraulic pump at port P1 creating • Transmission sump oil temperature,
a differential pressure across secondary steering • Retarder oil temperature and
pump check valve (12). • Wet disk brake temperature for the Meritor
Brakes only.
The load sense signal to the secondary steering
pump via port L2 is the same as that of the main The hydraulic cooler within the cooling package
hydraulic pump at port L1, enabling the pressure of only cools the return oil from the fan motor itself
the secondary steering pump at port P2 to in- and has no effect on the fan speed control.
crease and overcome the pressure differential
across secondary steering pump check valve (12). The extra cooling for the B50 drop box oil also has
no effect on the fan speed control.
314 Doc. No. 872359 : Rev A

The fan speeds are varied by the energising and The reduced LS pressure also acts on the logic
de-energising of the following solenoids valve (21), causing it to shift and allow a reduced
flow to the hydraulic motor to turn at Low Speed.
• Fan cut solenoid (20)
• Low speed solenoid (22) and Medium Speed
• Medium speed solenoid (23)
When any of the monitored temperatures exceed
These three solenoids will in turn control the oil
850 C but not more than 950 C, the following oc-
flow through
curs:
• Low speed LS relief valve (24) • The fan cut solenoid is de-energised and
• Medium speed LS relief valve (25) and • The medium speed solenoid is energised.
• High speed relief valve (26)
System oil will now flow through FCS valve (20)
The fan cut solenoid valve is normally open and in and fan logic valve (21) to the fan motor. A LS sig-
the event of electrical failure, the fan would there- nal is also generated through an orifice in the logic
fore default to high speed. valve. This LS signal then flows through shuttle
valves (19) and (14) and out of L1 to stroke the
When the bin on the machine is raised, priority will
pump. Because the medium speed solenoid is
be given to the bin and the fan will stop.
energised, the LS is relieved to tank at a reduced
Machines with an activated noise reduction pack- pressure by medium speed relief valve (25).
age will reduce fan speed to low when the machine
The now higher LS pressure also acts on the logic
is stopped and at idle to reduce noise, irrespective
valve (21), causing it to shift more and allow a
of the fact that one of the monitored temperatures
higher flow to the hydraulic motor to turn at Me-
may require a higher speed.
dium Speed.
Cold Operation
High Speed
System oil reaches the fan control circuit at the Fan
cut solenoid valve (20) after passing through the
950 C, NO solenoids are energised.
Priority valve (10). The Fan cut solenoid valve is a
normally open control valve but remains energised System oil will now flow through FCS valve (20)
when any of the system temperatures are below and fan logic valve (21) to the fan motor. A LS sig-
700 C. The valve would therefore be closed and no nal is also generated through an orifice in the logic
flow would enter the fan control system and the fan valve. This LS signal then flows through shuttle
would remain off. valves (19) and (14) and out of L1 to stroke the
pump. Because no speed solenoids are ener-
Low Speed gised, the LS is relieved to tank through the High
speed relief valve (26).
700 C but not more than 850 C, the following oc- The high LS pressure also acts on the logic valve
curs: (21), causing it to shift even more and allow a high
flow to the hydraulic motor to turn at High Speed.
• The fan cut solenoid is de-energised and
• The low speed solenoid is energised. Bin Operation
System oil will now flow through FCS valve (20)
and fan logic valve (21) to the fan motor. A LS sig- The bin control valve assembly is mounted on the
nal is also generated through an orifice in the logic hydraulic system manifold.
valve. This LS signal then flows through shuttle
The dump body lower circuit relief and anti-cavita-
valves (19) and (14) and out of L1 to stroke the
tion valve (32) relieves pressure in the dump body
pump. Because the low speed solenoid is
cylinder rod end circuit.
energised, the LS is relieved to tank at a reduced
pressure by low speed relief valve (24). The relief valve pressure setting is lower than the
pressure setting for dump body raise circuit relief
valve.
Doc. No. 872359 : Rev A 315

The anti-cavitation valve prevents cavitation from As the logic valve shifts, system pressure passes
occurring when lowing the dump body with the en- through and becomes a load sense signal. This
gine not running. load sense signal will then flow through shuttle
valves (19,14) and out through port L1 to stroke
Port B is connected to the dump body cylinder rod the pump.
end. Return oil flows from port T2 to hydraulic res-
ervoir return filter. When the bin spool returns to neutral, the pilot sig-
nal to the logic valve is cut off and the LS pressure
In neutral, the load sense circuit for the dump body is released to tank via orifice (30), causing the
control valve is connected to return port T2 so pump to de-stroke.
there is no load sense signal.
When the bin reaches 700, bin pressure reduction
Port A is connected to the dump body cylinder solenoid valve (27) is energised and the LS is re-
head end. The dump body raises circuit relief and lieved through relief valve X1 (28). A reduced
anti-cavitation valve (33), relieves pressure in the signal is now sent to the pump, allowing the pump
dump body cylinder head end circuit. to de-stroke at a lower pressure. At this point, the
bin is almost empty and nearing its fulcrum, so full
The anti-cavitation valve prevents cavitation in the
pressure is not required. It also serves to protect
circuit if the cylinder is extended while the control
the chassis and bin pivots in the event of material
valve is in neutral.
being trapped between the bin and chassis.
Two logic valves (34) are incorporated in the bin
If a lower current is applied to the bin up solenoid,
control valve assembly. They are controlled via a
the bin spool will only shift to the first position.
pilot signal from the control spool (31) when
Standby oil pressure will now flow through the
shifted. They are supplied with system pressure
spool and out of port A to the bottom of the bin tip
before the spool and this is then used as a load
cylinders. Return oil from the rod end will flow into
sense signal to the main pump. The purpose of
port B, through the bin spool to tank. A reduced
these valves is to prevent a pressure drop of the
flow pilot signal will also be sent to the logic valve
LS signal across the spool if it were taken after the
(34). Due to the weaker pilot signal, the logic valve
spool. A much larger signal is therefore sent to the
will shift less, creating a weaker load sense signal
pump.
to the pump. The pump will not stroke in fully and
The bin control spool (31) is a spring-centred, the bin will move slower.
five-positions, and pilot-operated spool. The
When full current is applied to the bin down sole-
movement of the spool is determined by varying pi-
noid (17), the spool will move all the way across to
lot pressure on each end, and this is controlled by
the 2nd bin down position. Standby oil pressure
two proportional solenoid valves (16,17). Reduced
will now flow through the spool and out of port B to
pilot pressure is supplied to these solenoid valves
the rod end of the bin tip cylinders. Return oil from
via a pressure reducing valve (5). The movement
the rod end will flow into port A, through the bin
of the spool is then proportional to the current ap-
spool to tank. A pilot signal will also be sent to the
plied to the solenoid valves. Two positions of the
logic valve (34). As the logic valve shifts, system
spool would then be used for Bin-up function and
pressure passes through and becomes a load
two for Bin-down.
sense signal. This load sense signal will then flow
When full current is applied to the bin up solenoid through shuttle valves (19,14) and out through port
(16), the spool will move all the way across to the L1 to stroke the pump and power the bin down.
2nd bin up position. Standby oil pressure will now When the bin spool returns to neutral, the pilot sig-
flow through the spool and out of port A to the bot- nal to the logic valve is cut off and the LS pressure
tom of the bin tip cylinders. Return oil from the rod is released to tank via orifice (30), causing the
end will flow into port B, through the bin spool to pump to de-stroke.
tank. A pilot signal will also be sent to the logic
valve (34).
316 Doc. No. 872359 : Rev A

If a lower current is applied to the bin up solenoid, The spool is self-centring into the neutral position
the bin spool will only shift to the first position. In whenever the solenoids are not actuated.
this position, no signal is sent to the logic valves to
stroke the pump. The oil from the bottom end of the When the dump body is lowered or stopped at ap-
tip cylinders is allowed to pass, restricted, through proximately the last 5% (3. °) of travel, the bin
the bin spool to tank. A negative pressure is down solenoid energises, moving the bin valve
formed in the rod end of the cylinders and this is re- spool to it's first position, allowing bin cylinder head
plenished by return oil through the bin lower circuit end circuit to dump oil to the tank through an ori-
relief and anti cavitation check valve (32). The bin fice.
is then allowed to float down under its own weight.
The dump body will then float down until it contacts
This function is used during the last 50 of bin down
the frame.
movement and while the machine is driving.
The pilot hydraulically actuated spool valve (4)

uses a hydraulic signal from the bin up or bin down
solenoid valve pressure to shift the spool to the
raise or lower position.
Doc. No. 872359 : Rev A 317

Fault Finding
NOTE: Fault finding charts are arranged from most probable and simplest to verify. Remember the following
steps when troubleshooting a problem:
Step 1. Operational Check-out Procedure.

Step 2. Diagnose System Malfunction Charts in this group.
Step 3. Tests.
Hydraulic System Malfunctions
No Hydraulic Functions Low or no oil. Check oil level in hydraulic

reservoir. Add hydraulic oil.
Pump suction strainer restricted. Clean pump Suction Strainer.
All Hydraulic Functions Slow Oil level low. Check oil level in hydraulic
Wrong oil in system. Wrong oil in system. Use
recommended hydraulic oil.
Speed too slow. Check engine Slow and Fast
Idle Adjustment.
Cold hydraulic oil. Do Hydraulic System Warm-up.
Air leak in pump suction line. Check for air bubbles in oil.
Tighten clamps, replace
“O”-rings as necessary.
All Hydraulic Functions Slow Pump suction strainer restricted. Clean pump suction strainer.
Residual valve pressure setting Check residual valve pressure
too low or malfunctioning. setting. Do Main Hydraulic Pump
Residual and Compensator
Valves Test and Adjustment.
Inspect Residual Valve.
Compensator valve pressure Check compensator valve
setting too low or malfunctioning. pressure setting. Do Main
Hydraulic Pump Residual and
Compensator Valves Test and
Adjustment.
System relief valve pressure too Inspect Compensator Valve.
low or malfunctioning.
Main hydraulic pump worn. Check system relief valve
pressure setting (not adjustable).
Do System Relief Valve and Bin
Raise Circuit Relief Valve Test.
Inspect System Relief Valve.
Check cycle times. Do Cycle
time Test.
318 Doc. No. 872359 : Rev A

Hydraulic Oil Overheats. Oil level too low. Check oil level in hydraulic
Wrong oil in system. Use recommended hydraulic oil.
Return filter plugged. Replace Hydraulic System Oil
Return Filter.
System relief valve. Check system relief valve
pressure setting (Not
adjustable). Do System Relief
Valve and Bin Raise Circuit
Relief Valve Test.
Main hydraulic pump Inspect System Relief Valve.
compensator valve setting too
high.
Brake accumulator charge valve Check compensator valve
pressure setting too high. pressure setting. Do Main
Hydraulic Pump Residual and
Adjustment.
Cylinder leakage. Check brake accumulator
charge valve pressure setting.
Do Brake Accumulator Charge
Valve Test and Adjustment.
Main hydraulic pump stuck at Check cylinders for hot spot
maximum displacement. indicating oil bypassing piston.
Main hydraulic pump worn. Disassemble and inspect main
hydraulic pump.
Check using cycle times. do
Cycle Time Test.
Hydraulic Fan Motor Not Fan drive solenoid valve. Check fan drive solenoid valve.
Working.
Do Component Checks.
Fan drive controller. Check fan drive controller.
Doc. No. 872359 : Rev A 319

The fan speed does not change The harness has been Connect the harness correctly.
as you cycle through the menu connected incorrectly.
options. Hoses are connected incorrectly. Connect hoses correctly.
The fan drive Solenoids are not Do the following to check the
getting a signal from the CCU. input signals to the Solenoids:
1.Select “Fan Low Speed” in
the “Hyd Press Setup” menu.
2. Press the MENU button.
3. Scroll down through the
MENU options using the NEXT
button until “Diagnostics” is
highlighted. Press the SELECT
button.
4. Scroll down until “OEU
Outputs” is highlighted. Press
the SELECT button.
5. A screen with “Test Outputs”
should appear. Press the NEXT
button.
6. Scroll through the screens
using the SELECT button.
7. Screen 1 of 7 should display
the following information if the
“Fan Low Speed” option has
been selected:
Fan Cut Solenoid OFF
Fan Low Solenoid ON
Fan Med Solenoid OFF
The MDU will only give an “ON”
value if there is actually current
flowing through the coil of the
solenoid. If the value is on
“OFF”, there is a harness
continuity problem, or a software
problem.
8. Repeat the process for the
“Med Fan Speed” and “High
Fan Speed” selections to see if
those Solenoids are receiving an
input from the CCU.
9. For the “High Fan Speed”
selection, all three selections
should be on “OFF”.
The pressures don’t change The harness has been Connect harness correctly.
when the adjustment screw is connected incorrectly.
being turned. The incorrect MDU setting has Select correct MDU2 settings
been selected.
Hoses are connected incorrectly. Connect Hoses correctly.
320 Doc. No. 872359 : Rev A

Main Hydraulic Pump Noisy. Oil level low. Check oil level in hydraulic
reservoir. Add hydraulic oil
Wrong oil in system. Use recommended hydraulic oil.
Pump suction strainer restricted. Clean pump suction strainer
Air leak in pump suction line. Check for air bubbles in oil.
Tighten clamps, replace
“O”-rings as necessary.
Main hydraulic pump drive shaft Check oil seal.
oil seal.
Bin Will Not Rise. Hoses are connected incorrectly. Check and correct hose
connections.
Main hydraulic pump Check compensator valve
compensator valve setting too pressure setting. Do Main
low. Hydraulic Pump Residual and
Adjustment.
System relief valve. Check system relief valve
pressure setting (Not
adjustable). Do System Relief
Valve and Bin Raise Circuit
Relief Valve Test.
The bin tip lever is not sending a If pressure is low, replace
signal to the CCU. system relief valve. If pressure is
still low, replace bin raise circuit
relief valve.
On MDU, Scroll to "MENU CCU
Analog" and press "SELECT":
Screen 1 of 6 should display the
following information (mV values
are estimates and might differ
slightly from machine to
machine) if the bin tip lever is
pulled all the way back and the
bin is all the way down:
Bin Position 0.0%
Bin Position 150mV
Bin Lever Pos 100%
Bin Lever Pos 5000mV
• If the Bin Position is not at 0%
and a low mV value, the “Bin
Zero” position has not been set
and needs to be calibrated.
• If the Bin Lever Position value
is 0% or a very low mV value,
the bin tip lever has been con-
nected incorrectly and needs to
be corrected.
Doc. No. 872359 : Rev A 321

Bin Will Not Rise. The proportional bin tip On MDU, Scroll to "MENU CCU
Solenoids are not getting a Output" and press "SELECT":
signal from the CCU. Scroll to screen 5 of 8: The
following information if the bin
lever is pulled back:
Bin Up Solenoid 720mA
Bin Down Solenoid 0mA
If the values are 0 mA for all posi-

tions of the bin tip lever, there is a
continuity problem with the har-
ness which needs to be
investigated.
If the Bin Down Solenoid value re-

mains at 320 mA for all bin tip lever
positions, there is a problem with
the bin tip lever and it needs to be
investigated.
Bin Will Not Rise. The priority valve might be Set the main hydraulic pump’s
faulty/sticking. residual pressure higher until
you can hear the pump is
labouring the engine – usually
happens at about 100 Bar. Turn
the pressure down slightly and
try to lift the bin. If this works, set
the pump residual pressure back
to 25 Bar.
The bin doesn’t lift all the way to The “Hyd Pump” setting has Ensure that the “Hyd Pump”
the top. not been activated. If the setting is active. Re-calibrate
calibration of the Bin Position and reset values.
Sensor is out (and the “Hyd
Pump” setting has not been
activated), the CCU might
“think” that the bin has reached
its 100% position and will not
allow the bin to move up further.
The bin goes all the way to the The “Hyd Pump” setting has Ensure that the “Hyd Pump”
top, but the hydraulic pressure not been activated, and the CCU setting is active. Re-calibrate
does not increase when the bin has told the bin tip spool to and reset values.
tip lever is kept in the bin up “kick out” at the 100% position.
position.
322 Doc. No. 872359 : Rev A

Service Brake System Malfunction
Poor or no Service Brakes. Service brake pedal. Check brake pedal for
obstructions around and under
pedal. Check that the pedal can
be pushed down to the end of its
stroke and returns to released
position.
Air in system. Check for foamy oil. Tighten
loose fitting. Replace damaged
lines and O-rings. Bleed Service
Brake Hydraulic System. Check
Low or no oil pressure. brake accumulator pressure
reducing valve and brake
accumulator charge valve.
Service Brake Discs Wearing Driving technique - constantly Allow the exhaust brake to slow
Excessively. using service brakes to slow the the machine.
machine.
Exhaust brake. Check exhaust brake operation.
Service brake valve. Spools sticking or binding in
valve housing. Repair or replace
brake valve
Restriction in service brake Check return lines for restriction.
valve return lines.
Time Between Brake Brake accumulators. Gas charge in brake

Accumulator Charging Cycles accumulators too low. Check
Too Short accumulator operation. Do
Brake Low Pressure Switch and
Brake, Accumulator Test, Brake
Accumulator Charge Valve Test
and Adjustment, Front and Rear
Brake Accumulators Pressure
Test and Charge Procedure
Charge pressure can not be set Pump is stroking in all the time. Check for a load signal from
somewhere.
Hoses are connected incorrectly. Correct.
The pump compensating Check that the pump is set to
pressure is set too low and the the correct pressure.
pump does not provide enough
pressure to reach the upper limit
of the charge band.
The pressure on the brake Set the pressure on XB.
circuit’s pressure limiting valve
(Valve XB) is set lower than the
upper limit of X4.
X4 valve be faulty. Replace X4.
Doc. No. 872359 : Rev A 323

The pump strokes rapidly after Orifice 18 has not been installed. Install.
each application of the foot The brake charge accumulators Check their charge and replace
valve. have a very low charge or recharge them if necessary.
pressure.
The brakes don’t recharge at all. The pump compensating Set pressures.
pressure is set below the
residual pressure.
Orifice 9 might be blocked. Remove and clean it/replace it if
necessary.
The hydraulic cut solenoid could Unplug the connector to see if it
be energised or jammed open. makes a difference. If it does,
there might be a software
problem.
324 Doc. No. 872359 : Rev A

Steering System Malfunctions
Slow or No Steering Function Articulation locking bar installed. Disconnect articulation locking
bar and place in storage
position.
Oil level low. Check hydraulic oil level. Add
hydraulic oil.
Steering load sense relief valve Check steering load sense relief
pressure setting too low or valve pressure.
malfunctioning.
Inspect steering load sense
Steering lines damaged. relief valve.
Priority valve in hydraulic system Inspect and replace lines.

manifold.
Steering valve. Check priority valve operation.
Do Priority Valve Test.
Steering cylinders piston seals. Remove priority valve and
inspect.
Check steering cylinder for
leakage.
Check steering cylinder for
leakage.
Replace piston seals as needed.
Constant Steering to Maintain Air in steering system. Check for foamy oil. Tighten
Straight Travel. loose fittings. Replace damaged
lines. .
Steering cylinder piston seals. Check steering cylinders for
leakage.
Replace piston seals as needed.
Steering valve. Disassemble steering valve and

inspect.
Erratic Steering. Air in steering system. Check for foamy oil. Tighten
loose fittings. Replace damaged
lines.
hydraulic oil.
Cylinder piston loose. Disassembly cylinder and
inspect.
Steering valve. Disassemble steering valve and
inspect.
Spongy or Soft Steering. Air in steering system. Check for foamy oil. Tighten
loose fittings. Replace damaged
lines.
hydraulic oil.
Doc. No. 872359 : Rev A 325

Free Play at Steering Wheel. Steering wheel-to-shaft nut Tighten nut.

loose.
Splines on steering shaft or Inspect and replace worn or
valve worn or damaged. damaged parts.
Steering Locks Up. Large particles of contamination Inspect return filters for
in steering valve. contamination. Repair cause of
contamination. Replace
Hydraulic System Oil Return
Filter.
Flush hydraulic system.
Disassemble steering valve and
inspect.
Abrupt Steering Wheel Steering valve gerotor not Time gerotor gear.
Oscillation. limited correctly.
Steering Wheel Turns by Itself. Lines connected to wrong ports. Connect lines to correct ports.
Machine Turns in Opposite Lines to steering cylinders Connect lines to correct ports.
Direction. connected to wrong ports at
steering valve.
Machine Turns When Steering Steering valve leakage. Disassemble steering valve and
Valve is in Neutral. inspect.
The pressure does not want to The pump compensating Check that the pump is set to
rise to 195 Bar. pressure is set too low and the the correct pressure.
pressure to reach the upper limit
of the charge band.
X3 valve might be faulty. Replace X3.
The steering is very heavy. The pump compensating Check that the pump is set to
pressure is set too low and the the correct pressure.
pressure to turn the steering
wheel.
X3 is set very low. Turn X3 in (clockwise) all the
way and see if this lightens up
the steering.
X3 valve might be faulty. Replace X3.
Hoses are connected incorrectly. Correct.
The steering orbitrol is faulty. Replace the orbitrol.
326 Doc. No. 872359 : Rev A

Tests and Adjustments

NOTES:
The ambient temperature operating range
of the hydraulic system is -20°C to 45°C.
Hydraulic pressure at the three fan speeds
will ensure sufficient cooling medium flow for all
the large trucks
‹ WARNING
Use only apparatus and procedures as per
this manual.
Test for gas leakages after checking pres-

sure. Use the digital pressure/temperature analyser (1)
No leakage allowed. Use soap water test and transducers (2) in place of analog gauges and
to test for gas leaks a separate temperature reader.
Oil leaks - No leakage shall be visible other than Transducers are temperature sensitive. Allow
slight wetting, insufficient to form a drop. transducer to warm to system temperature.
After transducer is warmed and no pressure

Digital Thermometer Installation applied, push sensor zero button for one second to
set the true zero point.
When using for different pressures, turn selector to

OFF for two seconds and then to the pressure
range. Readings are inaccurate if proper range for
transducer is not used.
Transducers:
3400 kPa (35 bar) (500 psi)
34 000 kPa (350 bar) (5000 psi)
70 000 kPa (700 bar) (10,000 psi)
1. Temperature Probe
2. Cable
Hydraulic Oil Cleanup Procedure
3. Digital Thermometer
Using Portable Filter Caddy
Fasten temperature probe (1) to a bare metal
hydraulic line using a tie band. Specifications
Wrap temperature probe and line with a shop
Hydraulic Reservoir Capacity
towel.
= 185 L (49 USGAL)
Digital Analogue Pressure / Hydraulic Reservoir Filtering Time

= 16 minutes approximate.
Temperature Analyser
Installation Engine Speed =2240 ± 30 rpm.
1. Digital Pressure/Temperature Hydraulic System Capacity

Analyser. = 299 L (79 USGAL)
2. Transducers. Hydraulic System Filtering Time
= 47 minutes approximate.
Doc. No. 872359 : Rev A 327

Service Equipment And Tools Each function must go through a minimum of three
complete cycles for a thorough cleaning of oil.
• Portable Filter Caddy
• Two 3658 mm (12 ft) x ¾ in. ID 100R1 Hoses with
NOTE: Filtering time for complete hydraulic sys-
¾ M NPT Ends tem is 0.158 minute x number of litres (0.6 minute x
number of gallons). Filtering time for machines
• Quick Disconnect Fittings
with auxiliary hydraulic functions must be in-
• Suction Wand
creased because system capacity is larger.
• Discharge Wand
Stop engine. Remove filter caddy.
This procedure must be used to clean complete
hydraulic system after any major component Install new return filter elements.
failure.
Check oil level in hydraulic reservoir; add hydraulic
Install new return filter elements. oil if necessary.
NOTES:
Hydraulic System Warm-Up
For a failure that creates a lot of debris, re- Procedure
move access cover from hydraulic reservoir. Drain
the hydraulic reservoir. Connect filter caddy suc-
tion line to drain port. Add a minimum of 19 L (5 Service Equipment And Tools
gal) of oil to the hydraulic reservoir. Operate filter
caddy and wash out the hydraulic reservoir. • Digital Thermometer
The minimum ID for a connector is ½ in. to
prevent cavitation of filter caddy pump. NOTE: If machine temperature is below – 18°C
(0°F), start procedure with engine running at ½
Put filter caddy suction and discharge wands into speed. Failure to do this could cause pump cavita-
the hydraulic reservoir filler hole so ends are as far tion. Once oil temperature is above -18°C (0°F) the
apart as possible to obtain a thorough cleaning of engine speed can be increased to fast idle.
oil.
Below -18°C (0°F) an extended warm-up period
Start the filter caddy. Check to be sure oil is flowing may be necessary. Hydraulic function will move
through the filters. Operate filter caddy until all oil in slowly and lubrication of parts may not be
the hydraulic reservoir has been circulated through adequate with cold oil.
the filter a minimum of four times.
Do not attempt normal machine operation until
NOTES: Filtering time for hydraulic reservoir is hydraulic functions move at or close to normal
0.089 minute x number of litres (0.33 minutes x cycle times.
number of gallons).
Operate functions slowly and avoid sudden
Leave filter caddy operating for the next step. movements until engine and hydraulic oils are
thoroughly warmed.
Start the engine and run it at specification.
Operate a function by moving it a short distance in
Specification each direction. Continue operating the function
increasing the distance travelled in each cycle until
full stroke is reached.
Engine - Speed = 2240 ± 20 rpm.
For faster warm-up, restrict air flow through oil
NOTE: For the most effective results, cleaning pro-
cooler using cardboard or other similar material.
cedure must start with the smallest capacity circuit
Use correct viscosity hydraulic oil to minimize
then proceed to the next larger capacity circuit.
warm-up period.
Starting with the smallest capacity circuit, operate
Connect digital thermometer. Install temperature
each function through a complete cycle.
probe on hydraulic reservoir-to-pump inlet line.
Repeat procedure until the total system capacity
has circulated through filter caddy seven times.
328 Doc. No. 872359 : Rev A

‹ WARNING Do not loosen any hoses, connectors or fittings

while the machine is running. Switch off the ma-
Avoid possible serious injury from machine
chine and depressurise the hydraulic system by
movement during warm-up procedure. Clear
the area of all bystanders before doing the pressing the brake valve until it goes soft, before
warm-up procedure. loosening any hose or connector in the hydraulic
system.
Clear the area of all bystanders to allow for ma-
chine movement. Equipment Required
Start engine. Do not accelerate engine rapidly Spanners:
during warm-up. Run engine at ½ speed for
approximately 5 minutes before operating any 2 x 24 mm - To loosen cab bolts
functions. 1 x 19 mm
2 x 17 mm
Ensure that the park brake is engaged. 1 x 10 mm
1 x 13 mm
‹ CAUTION 1 x 11/16
Holding a function over relief for more than 10
seconds can cause damage to control valve. Allen Keys:
Operate steering and bin raise and lower functions 1 x 6 mm

over relief to heat hydraulic system. 1 x 3 mm
1 x 3/16 "
Once oil temperature is above -18°C (0°F),
increase engine speed to fast idle. Pressure Gauge:
Stop periodically and operate all hydraulic 1 x 10 to 300 Bar

functions to distribute the heated oil.
Activate the Hydraulic Pressure
Setting Hydraulic Pressure Setup Mode:
‹ WARNINGS Activate Service Mode.
Ensure that the machine is parked on level
Press the MENU button.
ground and away from any overhead objects
that might interfere with the movement of the Scroll down through the MENU options using the
bin. NEXT button until Machine Config is highlighted.
Do not wear loose clothing which may be Press the SELECT button.
caught up in the prop shaft. Also ensure that
all tools and equipment is stored safely away Scroll down until Hyd Press Setup is highlighted.
from the prop shaft area. Press the SELECT button. If you can’t find the Hyd
Ensure that the cab stay is secured before Pres Setup menu line, then you are not in Service
working under the tilted cab. Mode
Ensure that the articulation lock is installed
while doing the steering pressure checks and The different options can be selected by scrolling
adjustments. to it with the NEXT button. To select an option hold
down the SELECT button for 3 seconds or until
Check that the hydraulic oil is at the correct level you’ve heard 3 beeps.
before starting the pressure checks and adjust-
ments.
Ensure that the inter axle lock is de-activated and

the park brake is applied while doing the checks
and adjustments.
Doc. No. 872359 : Rev A 329

Calibrate the Bin Position 2. Remove the pneumatic hose of the IDL actuator
on the drop box
Sensors:
3. Start the truck.
Note: Bin float is deactivated in this function
4. Connect the pressure gauge to Test point MP2
1. Start the truck.
5. Ensure that the inter-axle diff lock is not acti-
2. Activate Service Mode. vated
3. Press the MENU button. 6. While applying the service brake, select "Drive"
on the transmission shift selector. Release the
4. Scroll down through the MENU options park brake and use the gear hold button to hold the
using the NEXT button until Machine Config is transmission in second gear when it reaches sec-
highlighted. Press the SELECT button. ond gear.
5. Scroll down until Position Sensors is 7. At full rpm in second gear the speed on the MDU
highlighted. Press the SELECT button. should read +-16kph, the gauge should read the
pump residual pressure of 22 Bar (+-1). If the pres-
6. The first item Set Zero is highlighted. sure is incorrect, the pump needs to be adjusted.
7. Ensure the bin is all the way down by using 8. Remove the cap on the residual pressure ad-
the bin tip control. justment screw of the pump controller. Be careful
not to lose the dowty washer.
8. Press and hold the SELECT button for 3
seconds or until you've heard 3 beeps. 9. Loosen the locking nut on the adjustment screw.
9. Scroll down until Set Bin Full is high- 10. At 16kph read off the MDU, turn the screw
lighted. clockwise to increase the pressure and anti-clock-
wise to decrease the residual pressure.
10. Move the bin all the way up by using the
bin tip control. 11. Lock the screw with the locking nut once the
correct pressure has been set.
11. Press and hold the SELECT button for 3
seconds or until you've heard 3 beeps. 12. Select Neutral for the transmission and only
then apply the park brake
Set the Emergency Steering 13. Connect the pneumatic hose onto the IDL on
Pump Pressures the drop box.
Note: Main pump pressures and steering pressure Fault Finding

will need to be re set after setting the emergency
Fault:
steering pump.
Can't set the residual pressure.
Set the Emergency Steering Possible Causes:
Pump Residual Pressure
1. The compensating pressure is set below the re-
‹ WARNINGS sidual pressure. Turn the compensator set screw
in (clockwise) all the way to increase the compen-
This procedure requires coming into close sating pressure. Follow the steps detailed in next
proximity of rotating prop shafts ensure cor-
procedure to set the correct compensating pres-
rect PPE is used.
sure once the residual pressure has been set.
Ensure the truck is on level ground and that
the wheels are secure from rolling as the park 2. Confirm that the transmission is in "Drive" when
brake will need to be released. the pressures are being measured.
1. Uncouple the rear output shaft from the drop 3. Ensure that X3 (steering relief valve) is not set
box. too low.
330 Doc. No. 872359 : Rev A

4. The pump controller might be faulty. Replace 14. While holding the steering against the arctic
the pump controller. lock, and revving the engine to full rpm with the
transmission held in second gear, turn the screw
clockwise to increase the pressure and anti-clock-
Set the Emergency Steering wise to decrease the residual pressure.
Pump Compensating Pressure:
15. Lock the screw with the locking nut once the
‹ WARNINGS correct pressure has been set.
This procedure requires coming into close 16. Select Neutral for the transmission and only
proximity of rotating prop shafts ensure cor- then apply the park brake
rect PPE is used.
Ensure the truck is on level ground and that 17. Connect the Pneumatic hose onto the IDL on
the wheels are secure from rolling as the park the drop box.
brake will need to be released.
18. The Main Steering will now need to be set, see
1. Uncouple the rear output shaft from the drop next procedure, before proceeding ensure that the
box. main pump compensator pressure is reset to its
correct set point.
2. Remove the pneumatic hose of the IDL actuator
on the drop box Fault Finding
3. Start the truck. Fault:
4. Activate service mode Can't set the compensating pressure.
5. Follow procedure to set the compensating pres- Possible Causes:

sure on the main pump, but set the pressure down
to 120 Bar. 1. Confirm that the transmission is in "Drive" when
the pressures are being measured.
6. Loosen the lock nut on Valve X3 and turn the ad-
justing screw clockwise until it bottoms out (do not 2. Ensure that X3 (steering relief valve) is not set
apply excessive force once it has bottomed out) too low.
7. Ensure that the park brake is applied and that 3. The pump controller might be faulty. Replace
the inter axle diff lock is not activated. the pump controller.
8. Install the articulation lock. 4. The anti-cavitation check valve on the pump is
not seating correctly and is allowing oil to by-pass.
9. Connect the pressure gauge to Test Point MP2.
10. While applying the service brake, select "Drive" Set the Main Pump Residual
on the transmission shift selector. Release the Pressures B35/B40
park brake and use the gear hold button to hold the
transmission in second gear when it reaches sec- 1. Start the truck.
ond gear by revving the engine.
2. Activate Service Mode and go to Hyd Press
11. Turn the steering wheel to the left and hold it Setup. Select Hyd Pump .
against the articulation lock, take the engine to full
rpm. The gauge should read the pump compensat- 3. Connect the pressure gauge to Test Point MP1.
ing pressure of 210 Bar (+-3bar). If the pressure is
incorrect, the compensator pressure needs to be 4. The gauge should read the pump residual pres-
adjusted. sure of 30 Bar (+-1 bar). If the pressure is incorrect,
the pumps need to be adjusted.
12. Remove the cap on the compensator pressure
adjustment screw of the pump controller. Be care- 5. Remove the cap on the residual pressure ad-
ful not to lose the dowty washer. justment screw of the pump controllers. Be careful
not to lose the dowty washers.
13. Loosen the locking nut on the adjustment
screw.
Doc. No. 872359 : Rev A 331

6. Loosen the locking nuts on the adjustment 6. The electrical bin float signal to the bin down
screws. proportional valve is too high and causing the bin
to power down onto the rear chassis. Unplug the
7. At Idle, turn the residual adjusting screw on the bin down connector to set the residual pressure.
front pump (closest to the drive coupling)
anti-clockwise until the pressure stops dropping. Fault:
At this point give it one more full turn anticlockwise
Can't set the residual pressure.
8. Now start adjusting the residual screw on the
rear pump clockwise to increase the pressure and Possible Causes:
anti-clockwise to decrease the pressure. Set the
1. The compensating pressure is set below the re-
pressure to 25 bar (+- 1 bar). (if the pressure will
sidual pressure. Turn the compensator adjustment
not drop when turning the screw anti-clockwise re-
screw in (clockwise) all the way to increase the
peat the last part of step 7- "1 full turn on front
compensating pressure. Follow the steps detailed
pump residual screw")
in procedure to set the correct compensating pres-
9. Lock the screw with the locking nut once the sure once the residual pressure has been set.
pressure has been set
2. One or both of the pump controllers might be
10. Set the residual pressure on the front pump faulty. Turn both residual adjustment screws out all
now by turning the residual screw in clockwise until of the way, and try to set the pressure on each of
the pressure is 30 bar (+- 1bar). them to see which controller is at fault. Once the
faulty controller has been found, replace the con-
11. Lock the screw with the locking nut once the troller.
12. Put back the caps on the residual pressure ad- Set the Main Pump Residual
justment screws and tighten. Pressures B45/B50
Fault Finding
1. Start the truck.
Fault:
Can't set the residual pressure because the pump Setup. Select Hyd Pump .
is stroking to a higher pressure all the time.
Possible Causes:
4. The gauge should read the pump residual pres-
1. Hoses are connected incorrectly. sure of 30 Bar. If the pressure is incorrect, the
pumps need to be adjusted.
2. The Hyd Pump setting has not been activated.
5. Loosen the locking nut on the adjustment screw.
3. If the bin is moving up by itself, the proportional
valves that activate the bin have been connected 6. At idle, turn the screw clockwise to increase the
incorrectly. Swap the connectors. pressure and anti-clockwise to decrease the resid-
ual pressure.
4. The brake charge valve pressure could be set
higher than the pump compensating pressure. Ei- 7. Lock the screw with the locking nut once the cor-
ther try to set the brake charge pressure lower by rect pressure has been set.
turning the X4 valve anti-clockwise (see "Setting
8. Put back the cap on the residual pressure ad-
the Brake Pressures for more info), or turn the
justment screw and tighten.
compensator set screw clockwise until the pump
stops stroking - see Set the Main Pump Compen- Fault Finding
sator Pressure for more info.
Fault:
5. The steering wheel is turned slightly. Give the
steering wheel a slight tug to see if the pump Can't set the residual pressure because the pump
de-strokes. is stroking to a higher pressure all the time.
332 Doc. No. 872359 : Rev A

Possible Causes: 5. Using the bin tip control lift the bin all the way the
up and bring it all the way down. This calibrates the
1. Hoses are connected incorrectly. bin pole protection software
2. The Hyd Pump setting has not been activated. 6. The trucks software will limit the bins controller
(lowering the bin) until step 5 is done
3. If the bin is moving up by itself, the proportional
valves that activate the bin have been connected 7. Use the bin tip control to move the bin all the way
incorrectly. Swap the connectors. up until the cylinders bottom out.
4. The brake charge valve pressure could be set 8. While holding the cylinders in the fully extended
higher than the pump compensating pressure. Ei- position, read the pressure on the gauge. The
ther try to set the brake charge pressure lower by gauge should read the pump compensating pres-
turning the X4 valve anti-clockwise (see "Setting sure of 250 bar (+-2 bar). If the pressure is
the Brake Pressures for more info), or turn the incorrect, the compensating pressure needs to be
compensator set screw clockwise until the pump adjusted.
stops stroking - see Set the Main Pump Compen-
sator Pressure for more info. 9. Remove the caps on the compensator pressure
adjustment screws of the pump controllers. Be
5. The steering wheel is turned slightly. Give the careful not to lose the dowty washers.
steering wheel a slight tug to see if the pump
de-strokes. 10. Loosen the locking nuts on the adjustment
screws.
6. The electrical bin float signal to the bin down
proportional valve is too high and causing the bin 11. At Idle, turn the compensating adjusting screw
to power down onto the rear chassis. Unplug the on the front pump (closest to the drive coupling)
bin down connector to set the residual pressure. anti-clockwise until the pressure stops dropping.
At this point give it 2 more full turns anticlockwise
Fault:
12. Now start adjusting the compensating screw
Can't set the residual pressure. on the rear pump clockwise to increase the pres-
sure and anti-clockwise to decrease the pressure.
Possible Causes: Set the pressure to 245 bar (+- 2 bar). (if the pres-
1. The compensating pressure is set below the re- sure will not drop when turning the screw
sidual pressure. Turn the compensator adjustment anti-clockwise repeat the last part of step 11- "2 full
screw in (clockwise) all the way to increase the turns on the front pump compensators screw")
compensating pressure. Follow the steps detailed 13. Lock the screw with the locking nut once the
in procedure to set the correct compensating pres- pressure has been set
sure once the residual pressure has been set.
14. Set the compensating pressure on the front
2. The pump controller might be faulty. Replace pump now by turning the compensating screw in
the controller. clockwise until the pressure is 250 bar (+- 2bar).
Set the Main Pump 15. Lock the screw with the locking nut once the
B35/B40 16. Put back the caps on the compensating pres-
sure adjustment screws and tighten.
1. Start the truck. Fault Finding
2. Activate Service Mode and go to Hyd Press Fault:
Setup. Select Hyd Pump.
The bin won't lift at all.
4. Set the pump residual pressure.
Doc. No. 872359 : Rev A 333

Possible Causes: • Press the MENU button.

• Scroll down through the MENU options using
1. Hoses are connected incorrectly.
the NEXT button until Diagnostics is high-
2. The Hyd Pump setting has not been activated. lighted. Press the SELECT button.
• Scroll down until Diagnostics is highlighted.
3. The pump compensating pressure pre-set is too Press the SELECT button.
low and the pump does not provide enough pres- • Scroll down until Output is highlighted. Press
sure for the bin to lift. Complete steps 9 and 10 as the SELECT button.
detailed above. Turn the screw clockwise to in- • Scroll through the screens using the SELECT
crease the pump's compensating pressure. button.
• Screen 5 of 15 should display the following in-
4. Ensure that the bin tip valve pilot pressure is set
formation if the bin lever is pulled back:
(see procedure)
Bin Up Solenoid 720mA
5. If the bin lifts when the bin tip control is pressed
down, the proportional valves that activate the bin Bin Down Solenoid 0mA
have been connected incorrectly and the connec-
tors need to be swapped. If the values are 0 mA for all positions of the bin tip
lever, there is a continuity problem with the har-
6. The bin tip control is not sending a signal to the ness which needs to be investigated.
CCU (bin tip lever option). Do the following to
check the bin tip lever output: If the Bin Down Solenoid value remains at 320 mA
for all bin tip lever positions, there is a problem with
• Press the MENU button. the bin tip lever and it needs to be investigated.
• Scroll down through the MENU options using Check Possible Cause no 2 for help.
lighted. Press the SELECT button. 8. The priority valve might be faulty/sticking. Set
• Scroll down until Analog Diag is highlighted. the main hydraulic pump's residual pressure
Press the SELECT button. higher until you can hear the pump is labouring the
engine - usually happens at about 100 Bar. Turn
Screen 1 of 7 should display the following the pressure down slightly and try to lift the bin. If
information (mV values are estimates and might this works, set the pump residual pressure back to
differ slightly from machine to machine) if the bin 25 Bar.
tip lever is pulled all the way back and the bin is all
the way down: Fault
Bin Position 0.0% The bin doesn't lift all the way to the top.
Bin Position 800mV +-300mV Possible Cause:
Bin Lever Pos 100% The "Hyd Pump" setting has not been activated. If
the calibration of the Bin Position Sensor is out
Bin Lever Pos 4500mV (and the "Hyd Pump" setting has not been acti-
vated), the CCU might "think" that the bin has
If the Bin Position is not at 0% and a low mV value, reached its 100% position and will not allow the bin
the "Bin Zero" position has not been set and needs to move up further. Ensure that the "Hyd Pump"
to be calibrated. setting is active and follow steps 3 to 11 of Proce-
dure 2.3 to set the calibration.
If the Bin Lever Position value is 0% or a very low
mV value, the bin tip lever has been connected in- Fault
correctly and needs to be corrected.
The bin goes all the way to the top, but the hydrau-
If the values are as indicated above, and the bin is lic pressure does not increase when the bin tip
still not moving, check Possible Cause no 3. control is kept in the bin up position.
7. The proportional bin tip Solenoids are not get-
ting a signal from the CCU. Do the following to
check the input signals to the Solenoids:
334 Doc. No. 872359 : Rev A

Possible Cause Fault Finding:
1.Calibration of the bin pole protection software Fault:

has not been carried out (Using the bin tip control
lift the bin all the way the up and bring it all the way The bin won't lift at all.
down).
Possible Causes:
2. The Hyd Pump setting has not been activated,
and the CCU has told the bin tip spool to "kick out"
at the 100% position. 2. The Hyd Pump setting has not been activated.
3. The pump compensating pressure pre-set is too

Set the Main Pump low and the pump does not provide enough pres-
Compensating Pressure sure for the bin to lift. Complete steps 9 and 10 as
B45/B50 detailed above. Turn the screw clockwise to in-
crease the pump's compensating pressure.
1. Start the truck.
4. Ensure that the bin tip valve pilot pressure is set.
5.If the bin lifts when the bin tip control is pressed
down, the proportional valves that activate the bin
3. Connect the pressure gauge to Test Point MP1. have been connected incorrectly and the connec-
tors need to be swapped.
4. Set the pump residual pressure.
6. The bin tip control is not sending a signal to the
5. Using the bin tip control lift the bin all the way the CCU (bin tip lever option). Do the following to
up and bring it all the way down. This calibrates the check the bin tip lever output:
bin pole protection software
• Press the MENU button.
6. The trucks software will limit the bins controller • Scroll down through the MENU options using
(lowering the bin) until step 5 is done the NEXT button until Diagnostics is high-
lighted. Press the SELECT button.
7. Use the bin tip control to move the bin all the way
• Scroll down until Analog Diag is highlighted.
up until the cylinders bottom out. Press the SELECT button.
8. While holding the cylinders in the fully extended • Screen 1 of 7 should display the following in-
position, read the pressure on the gauge. The formation (mV values are estimates and might
gauge should read the pump compensating pres- differ slightly from machine to machine) if the
sure of 250 bar. If the pressure is incorrect, the bin tip lever is pulled all the way back and the
compensating pressure needs to be adjusted. bin is all the way down:
9. Remove the caps on the compensator pressure Bin Position 0.0%

adjustment screws of the pump controllers. Be Bin Position 800mV +-300mV
careful not to lose the dowty washers.
Bin Lever Pos 100%
10. Loosen the locking nuts on the adjustment
screws. Bin Lever Pos 4500mV
11. While holding the cylinders in the fully ex- If the Bin Position is not at 0% and a low mV value,
tended position. Turn the screw clockwise to the "Bin Zero" position has not been set and needs
increase the pressure and anti-clockwise to de- to be calibrated.
crease the pressure.
If the Bin Lever Position value is 0% or a very low
12. Lock the screw with the locking nut once the mV value, the bin tip lever has been connected in-
correct pressure has been set. correctly and needs to be corrected.
If the values are as indicated above, and the bin is

still not moving, check Possible Cause no 3.
Doc. No. 872359 : Rev A 335

7. The proportional bin tip Solenoids are not get- Possible Cause
ting a signal from the CCU. Do the following to
check the input signals to the Solenoids: 1. Service Mode not activated
• Press the MENU button. 2. The Hyd Pump setting has not been activated,
• Scroll down through the MENU options using and the CCU has told the bin tip spool to "kick out"
the NEXT button until Diagnostics is high- at the 100% position.
• Scroll down until Diagnostics is highlighted. Set the Steering Pressure
Press the SELECT button.
B35/B40
• Scroll down until Output is highlighted. Press
the SELECT button.
1. Start the truck.
• Scroll through the screens using the SELECT
button. 2. Activate Service Mode and go to Hyd Press
• Screen 5 of 15 should display the following in- Setup. Select Hyd Pump.
formation if the bin lever is pulled back:
3. Ensure that the pump pressures have been set
Bin Up Solenoid 720mA using the procedures detailed above.
Bin Down Solenoid 0mA 4. Connect the pressure gauge to Test Point MP1.
If the values are 0 mA for all positions of the bin tip 5. Turn the steering wheel to the left and hold it
lever, there is a continuity problem with the har- against the arctic lock. The pressure on the gauge
ness which needs to be investigated. should rise to 220 bar (+-3 bar). If it doesn't, the
pressure needs to be adjusted on the steering LS
If the Bin Down Solenoid value remains at 320 mA relief valve - Valve X3 on the main hydraulic mani-
for all bin tip lever positions, there is a problem with fold.
the bin tip lever and it needs to be investigated.
Check Possible Cause no 2 for help. 6. Loosen the locking nut on X3.
The priority valve might be faulty/sticking. Set the 7. While holding the steering against the stop, ad-
main hydraulic pump's residual pressure higher just the steering LS relief setting by turning the
until you can hear the pump is labouring the engine adjustment screw clockwise to increase the pres-
- usually happens at about 100 bar. Turn the pressure and anti-clockwise to reduce the pressure.
sure down slightly and try to lift the bin. If this
works, set the pump residual pressure back to 25 8. Lock the screw with the locking nut once the cor-
bar. rect pressure has been set.
Fault Fault Finding
The bin doesn't lift all the way to the top. Fault:
Possible Cause: The pressure does not want to rise to 220 bar.
The Hyd Pump setting has not been activated. If Possible Causes:
the calibration of the Bin Position Sensor is out
(and the Hyd Pump setting has not been acti- 1. The pump compensating pressure is set too low
vated), the CCU might "think" that the bin has and the pump does not provide enough pressure
reached its 100% position and will not allow the bin to reach the upper limit of the charge band. Check
to move up further. Ensure that the Hyd Pump set- that the pump is set to the correct pressure.
ting is active and set the calibration. 2. X3 valve might be faulty. Replace X3.
Fault Fault:
The bin goes all the way to the top, but the hydrau- The steering is very heavy.
lic pressure does not increase when the bin tip
control is kept in the bin up position.
336 Doc. No. 872359 : Rev A

Possible Causes: Fault:
1. The pump compensating pressure is set too low The steering is very heavy.
and the pump does not provide enough pressure
to turn the steering wheel. Check that the pump is Possible Causes:
set to the correct pressure.
1. The pump compensating pressure is set too low
2. X3 is set very low. Turn X3 in (clockwise) all the and the pump does not provide enough pressure
way and see if this lightens up the steering. to turn the steering wheel. Check that the pump is
set to the correct pressure.
3. X3 valve might be faulty. Replace X3.
2. X3 is set very low. Turn X3 in (clockwise) all the
4. Hoses are connected incorrectly. way and see if this lightens up the steering.
5. The steering orbital is faulty. Replace the orbital. 3. X3 valve might be faulty. Replace X3.

Set the Steering Pressure
B45/B50 5. The steering orbital is faulty. Replace the orbital.
1. Start the truck. Set the Brake Circuit Pressures:

Set X4:
1. Start the truck.
using the procedures detailed above. 2. Activate Service Mode and go to Hyd Press
Setup. Select Hyd Pump
5. Turn the steering wheel to the left and hold it
using the procedures detailed above.
against the arctic lock. The pressure on the gauge
should rise to 220 bar. If it doesn't, the pressure 4. Connect the pressure gauge to Test Point M4.
needs to be adjusted on the steering LS relief valve
- Valve X3 on the main hydraulic manifold. 5. Push the service brake repeatedly until the ac-
cumulators start to charge. The gauge should read
6. Loosen the locking nut on X3. 165 bar (+- 3 bar) when the accumulators stop
charging. If the pressure is incorrect, the pressure
7. While holding the steering against the stop, ad-
needs to be adjusted on the accumulator charge
just the steering LS relief setting by turning the
valve - Valve X4 on the main hydraulic manifold.
adjustment screw clockwise to increase the pres-
sure and anti-clockwise to reduce the pressure. 6. Loosen the locking nut on X4.
8. Lock the screw with the locking nut once the cor- 7. Adjust the brake charge pressure by turning the
rect pressure has been set. adjustment screw clockwise to increase the pres-
sure and anti-clockwise to reduce the pressure. It
Fault Finding
is important to note that the pressure on the gauge
Fault: will not change during the adjustments. The brake
accumulators first need to be discharged to see
The pressure does not want to rise to 220 bar. the effect of each adjustment. The charge band for
the accumulators should be from approximately
Possible Causes: 130 bar to 165 bar. The lower limit of the charge
band is not adjustable.
1. The pump compensating pressure is set too low
and the pump does not provide enough pressure 8. Lock the screw with the locking nut once the cor-
to reach the upper limit of the charge band. Check rect pressure has been set.
that the pump is set to the correct pressure.
2. X3 valve might be faulty. Replace X3.
Doc. No. 872359 : Rev A 337

Fault Finding 3. The hydraulic cut solenoid could be energised or

jammed open. Unplug the connector to see if it
Fault: makes a difference. If it does, there might be a soft-
ware problem.
The desired charge pressure cannot be set be-
cause the pump is stroking in all the time. 4. X4 valve might be faulty. Replace X4.
Possible Causes: Set XB
The pump will only stay stroked in if it is receiving a 1. Start the truck.
load signal from somewhere. Check the following
to try and resolve the problem: 2. Activate Service Mode and go to Hyd Press
2. The Hyd Pump setting has not been selected. using the procedures detailed above.
3. The pump compensating pressure is set too low 4. Connect the pressure gauge to Test Point M4.
and the pump does not provide enough pressure
to reach the upper limit of the charge band. Check 5. Install the articulation lock.
that the pump is set to the correct pressure. An-
other check could be to turn the pressure on X4 6. Turn the steering wheel to the left. The pressure
lower, If the pump stops stroking, you know that on the gauge should rise to 190 bar (+- 3 bar). If it
you need to adjust the pump pressure. does not, the pressure needs to be adjusted on the
brake pressure reduction valve - Valve XB on the
4. The pressure on the brake circuit's pressure lim- main hydraulic manifold.
iting valve (Valve XB) is set lower than the upper
limit of X4. Set the pressure on XB and then try to 7. Loosen the locking nut on XB.
set X4's pressure.
8. While holding the steering against the stop, ad-
5. X4 valve might be faulty. Replace X4. just the brake reduction setting by turning the
adjustment screw clockwise to increase the pres-
Fault sure and anti-clockwise to reduce the pressure. If
the pressure was higher than 190 bar, the pres-
The pump strokes rapidly after each application of sure in the brake circuit needs to be released first.
the foot valve. This is done by pushing the service brake repeat-
edly. Once the pressure has been released, turn
Possible Causes: XB anti-clockwise and steer against the stops
1. Orifice 18 has not been installed. again. If the pressure is still higher than 190 bar,
repeat the steps detailed above until a lower pres-
2. The brake charge accumulators have a very low sure is achieved. To set the pressure higher,
charge pressure. Check their charge and replace simply turn XB clockwise, (while the steering is
or recharge them if necessary. held against the stop) until 190 bar is reached. If
the pressure is set past 190 bar, the steps detailed
3. X4 valve might be faulty. Replace X4. above need to be followed to set the pressure
lower again.
Fault
9. Lock the screw with the locking nut once the cor-
The brakes don't recharge at all. rect pressure has been set.
Possible Causes: Fault Finding
1. The pump compensating pressure is set below Fault:
the residual pressure. Set the pump pressures.
The pressure does not rise to 190 bar.
2. Orifice 9 might be blocked. Remove the orifice
and clean it/replace it if necessary.
338 Doc. No. 872359 : Rev A

Possible Causes: Specifications
1. The pump compensating pressure is set too low All Brake Accumulators:
and the pump does not provide enough pressure 8 000 kPa +- 350 kPa (80 bar +-3.5 bar)
to reach the upper limit of the charge band. Check
that the pump is set to the correct pressure. B50D Suspension (1.5 liter):
1 100 kPa +- 100 kPa (11 bar +- 1 bar)
2. XB valve might be faulty. Replace XB.
B50D Suspension (2.6 liter):
4 100 kPa +- 350 kPa (41 bar +- 3.5 bar)
Accumulator Charge Pressure
Check and Re-charge Procedure B35D/B40D CR Suspension (1.5 liter):
900 kPa +- 100 kPa (9 bar +-1 bar)
Notes: B35D/B40D CR Suspension (2.6 liter):
3 200 kPa +- 350 kPa (32 bar +- 3.5 bar)
Check accumulator charges on the sus-
pension system when the ride becomes IMPORTANT NOTES:
uncomfortable
Check accumulator charges on the brake 1. Only use dry Nitrogen to charge accumu-
system when performing the service brake accu- lators. Do not use any type of gas that could cause
mulator routine test oxidation inside the accumulator or that is combus-
tible under pressure (eg. compressed air).
‹ WARNINGS
Overhaul or recertification for continued 2. Before checking accumulator gas pres-
safe use of gas loaded accumulator shall be sures ensure that the hydraulic pressure has been
carried out only by skilled personnel. removed from the brake and / or suspension sys-
Do not disassemble accumulators, return tem. See procedure in Chapter 8.
to the supplier for servicing.
3. For the military valve spec ensure that
only the outer nut on the valve is turned. Turning
If an accumulator is checked according to this ac-
the thicker inner nut will remove the valve from the
cumulator charge check and re-charge procedure
accumulator.
and found to have lost charge, the accumulators
can be re-charged. 4. In the event that accumulators have lost
their pre-charge they may be re-charged. How-
Once this has been done the machine should be
ever, if the accumulator is recharged it must be
started up and some hydraulic functions activated
checked to ensure that it can maintain that charge.
to get the pistons in the accumulators moving (eg
When the accumulator has been re-charged, start
suspension up and down on the suspension accu-
the machine and operate the brake and / or sus-
mulators and brake pumping on the brake
pension system a few times to get the accumulator
accumulators).
pistons moving within their bores. Remove the hy-
Once this has been done, the accumulator charge draulic pressure and re-check the accumulator
should be re-checked, if any charge has been lost charge. If any pre-charge has been lost, the accu-
then the accumulator should be replaced. If not, mulator needs to be replaced.
then the accumulator is fine to carry on running.
Procedure for Threaded End Accumulators
with Military Valve Specifications
1. Remove valve protection bracket.
2. Remove the yellow safety cap.
Doc. No. 872359 : Rev A 339

6. Unscrew pin on charging adaptor to seal

off accumulator.
7. Close off compressed nitrogen.
8. Remove charging adaptor.
9. Replace black safety cap.
Set the Bin Tip Pilot Pressure

1. Start the truck.

Setup. Select Hyd Pump
3. Connect the pressure gauge to test point MR on

3. Connect charging adaptor Nitrogen
the main hydraulic block
charge kit (280257), Adapter (121463) and Nitro-
gen gas reservoir to the charge valve. (See Figure 4. Use the bin tip control to move the bin all the way
1 and 2) up until the cylinders bottom out. While holding the
cylinders in the fully extended position, read the
4. Undo the outer nut on the charge valve un-
pressure on the gauge. The gauge should read a
til gas flows out and pressurises the pressure
Pilot Pressure of 35 bar (+-1bar). If the pressure is
gauge.
incorrect it will need to be adjusted.
5. Check charge pressure.
5. Loosen the lock nut on Valve No. 5
6. Add compressed nitrogen if necessary un-
6. For a pressure that was too high turn the adjust-
til charge specification is reached.
ment screw on valve No. 5 out anticlockwise
7. Tighten outer nut on charge valve. reducing the pressure. For pressures too low go to
step 7
8. Close off compressed nitrogen.
7. Gradually increase the pilot pressure to the set
9. Remove charging adaptor. point of 35 bar by turning the adjustment screw in
clockwise.
10. Replace yellow safety cap.
8. Once the correct pressure of 35 bar is achieved
11. Replace valve protection bracket. lock the screw with the locking nut.
Procedure for Crimped End Accumulators Fault Finding
with Standard Valve Specifications
Fault:
1. Remove black safety cap.
The pressure does not change when adjusting the
2. Connect Nitrogen charge kit (280257), screw
Adapter (121463) and Nitrogen gas reservoir
charging adaptor to the charge valve. (See Figure Possible Cause:
1 and 2)
The Hyd Pump setting has not been activated,
3. Screw pin on charging adaptor into charge and the CCU has told the bin tip spool to "kick out"
valve to allow the pressurised gas to pressurise at the 100% position.
the pressure gauge.
4. Check charge pressure.
5. Add compressed nitrogen if necessary un-

til charge spec is reached.
340 Doc. No. 872359 : Rev A

Set the Bin Up Pressure Limiting 3. If the machine is in the Normal mode in the Hyd
Press Setup menu, the bin tip Solenoids will be
Pressure switched off at the bin's 100% position, which
means that the pressure reading will be very low or
1. Start the truck. equal to the residual pressure - the same will hap-
pen if you attempt to set X1 directly after start-up,
2. Ensure that the bin position has been calibrated. without having selected the correct MDU setting.
3. Ensure that the pump pressures have been set. 4. Valve No. 27 is not being energised or the valve
4. Activate Service Mode and go to Hyd Press is faulty.
Setup. Select Bin Up Reduc.
Set the Fan Drive Pressures
B35/B40
6. Use the bin tip control to move the bin all the way
up until the cylinders bottom out. Note: The pressure is dependent on the fan motor
being used. You need to identify the motor before
7. While holding the cylinders in the fully extended setting the pressure. The standard motor used has
position, read the pressure on the gauge. The a round body and is painted grey, the alternate mo-
gauge should read the bin pressure reduction tor has a square body is painted black. The
pressure of 110 bar (+-2). If the pressure is incor- procedure below applies to both motors with refer-
rect, the bin pressure reduction needs to be ence to the standard motor pressures.
adjusted, Valve X1 (valve No. 28), on the main hy-
draulic manifold The alternate fan motor pressures are as follows:
8. Loosen the locking nut on X1. • Low fan speed 60 bar
9. Adjust the bin up pressure limiting pressure by • Med Fan speed 120bar
turning the adjustment screw clockwise to in- • High Fan speed 170 bar
crease the pressure and anti-clockwise to reduce
1. Start the truck.
the pressure.
2. Ensure that the pump pressures have been set.
correct pressure has been set. 3. Connect the pressure gauge to Test Point MP1.
Fault Finding 4. Activate Service Mode and go to Hyd Press
Setup. Select Low Fan Speed.
Fault:
5. The pressure on the gauge should rise to 50 Bar
The pressure does not change while X1 is being
(+-3 bar). If the pressure is incorrect, the low fan
adjusted.
speed pressure needs to be adjusted.
Possible Causes:
6. Loosen the locking nut on the low fan speed ad-
1. The Bin Up Reduc setting has not been se- justment screw.
lected:
7. Adjust the low fan speed pressure by turning the
2. If the MDU is still in Hyd Pump mode, the pres- adjustment screw clockwise to increase the pres-
sure gauge will read the pump compensating sure and anti-clockwise to reduce the pressure.
pressure and not the bin up pressure reduction
8. Lock the screw with the locking nut once the cor-
pressure.
rect pressure has been set.
9. Select Med Fan Speed.
10. The pressure on the gauge should rise to 110

Bar (+- 3 bar). If the pressure is incorrect, the me-
dium fan speed pressure needs to be adjusted.
Doc. No. 872359 : Rev A 341

11. Loosen the locking nut on the medium fan • Screen 9 of 15 should display the following in-
speed adjustment screw. formation if the Fan Low Speed option has
been selected:
12. Adjust the medium fan speed pressure by turn-
ing the adjustment screw clockwise to increase the Fan Cut Solenoid OFF
pressure and anti-clockwise to reduce the
pressure. Fan Low Solenoid ON
13. Lock the screw with the locking nut once the Fan Med Solenoid OFF
The MDU will only give an "ON" value if there is ac-
14. Select High Fan Speed. tually current flowing through the coil of the
solenoid. If the value is on "ERR", there is a har-
15. The pressure on the gauge should rise to 160 ness continuity problem, or a software problem.
Bar (+- 3 bar). If the pressure is incorrect, the high
fan speed pressure needs to be adjusted. Repeat the process for the Med Fan Speed and
High Fan Speed selections to see if those Sole-
16. Loosen the locking nut on the high fan speed noids are receiving an input from the OEU. For the
adjustment screw. High Fan Speed selection, all three selections
should be on "OFF"
17. Adjust the high fan speed pressure by turning
the adjustment screw clockwise to increase the Fault:
pressure and anti-clockwise to reduce the pres-
sure. The pressures don't change when the adjustment
screw is being turned.
correct pressure has been set. Possible Causes:
19. Select "Normal" to stop the fan from turning. 1. The harness has been connected incorrectly.
Fault Finding 2. The incorrect MDU setting has been selected.
Fault: 3. Both controllers (DFR1 valve) on the main pump

(tandem pump) are not set correctly. A quick way
The fan speed does not change as you cycle to verify this is to rev the engine if the fan speed in-
through the menu options. creases with engine rpm then it indicates that one
pump is de-stroking early (i.e. not set correctly).
Possible Causes:
4. Shuttle valve 19 is faulty.
1. The harness has been connected incorrectly.
Fault
2. The fan drive Solenoids are not getting a signal
from the OEU. Do the following to check the input The pressure measurement goes to a value on or
signals to the Solenoids: near one of the other settings when the menu se-
lection on the MDU is made.
• Select Fan Low Speed in the Hyd Press
Setup menu. Possible Cause:
The harness is connected incorrectly.
• Scroll down through the MENU options using
• Scroll down until Output Diag is highlighted.
• A screen with Test Outputs should appear.
Press the NEXT button.
• Scroll through the screens using the NEXT
button.
342 Doc. No. 872359 : Rev A

General 1. Start the truck.
2. Ensure that the pump pressures have been set.

In the "Normal" condition (i.e. the condition the ma-
chine will be in just after start-up) there should be a 3. Connect the pressure gauge to Test Point MP1.
signal on the Fan Cut Solenoid. This solenoid
prevents the fan from turning when it is not re- 4. Activate Service Mode and go to Hyd Press
quired. If the fan is not turning, it means that the Setup. Select Low Fan Speed.
Fan Cut Solenoid has 24 Volts over it. To check if
the various fan Solenoids are operational, simply 5. The pressure on the gauge should rise to 50 bar
unplug the harness to the Fan Cut Solenoid (har- (+-3 bar) for both the B50D and B45D. If the pres-
ness connector FCS - Item No. 20). The fan should sure is incorrect, the low fan speed pressure needs
spool up to maximum pressure (170 bar). Connec- to be adjusted.
tor FCS can then be connected to the Fan Low
6. Loosen the locking nut on the low fan speed ad-
Solenoid - Item No. 22, to see if that solenoid is
justment screw.
operational (60 bar), and then to the Fan Med So-
lenoid - Item No 23, to see if that solenoid is 7. Adjust the low fan speed pressure by turning the
operational (120 bar). adjustment screw clockwise to increase the pres-
sure and anti-clockwise to reduce the pressure.
This check is not advised for setting the pressures.
Only do this if there is any doubt about the opera- 8. Lock the screw with the locking nut once the cor-
tional status of the various fan drive Solenoids rect pressure has been set.
9. Select Med Fan Speed.

Set the Fan Drive Pressures
B45/B50 10. The pressure on the gauge should rise to 125
bar (+- 3 bar) for the B50D and 100 bar (+- 3 bar)
Note: The pressure is dependent on the fan motor for the B45D. If the pressure is incorrect, the me-
being used. You need to identify the motor before dium fan speed pressure needs to be adjusted.
setting the pressure. The standard motor used has
11. Loosen the locking nut on the medium fan
a round body and is painted grey, the alternate mo-
speed adjustment screw.
tor has a square body is painted black. The
procedure below applies to both motors with refer- 12. Adjust the medium fan speed pressure by turn-
ence to the standard motor pressures. ing the adjustment screw clockwise to increase the
The alternate fan motor pressures are as follows:
sure.
B45D
• Low fan speed 50 bar correct pressure has been set.
• Med Fan speed 100 bar 14. Select High Fan Speed.
• High Fan speed 200 bar
15. The pressure on the gauge should rise to 210
B50D bar (+- 3 bar) for the B50D and 200 bar (+- 3 bar)
for the B45D . If the pressure is incorrect, the high
• Low fan speed 50 bar fan speed pressure needs to be adjusted.
• Med Fan speed 125 bar
• High Fan speed 205 bar 16. Loosen the locking nut on the high fan speed
adjustment screw.
17. Adjust the high fan speed pressure by turning

the adjustment screw clockwise to increase the
sure.
19. Select Normal to stop the fan from turning.
Doc. No. 872359 : Rev A 343

Fault Finding Possible Causes:
Fault: 1. The harness has been connected incorrectly.
The fan speed does not change as you cycle 2. The incorrect MDU setting has been selected.
through the menu options.
3. The pump compensator pressure is set lower
Possible Causes: than the required fan pressure.
1. The harness has been connected incorrectly. 4. Shuttle valve 19 is faulty.
2. The fan drive Solenoids are not getting a signal Fault

from the OEU. Do the following to check the input
signals to the Solenoids: The pressure measurement goes to a value on or
near one of the other settings when the menu se-
• Select Fan Low Speed in the Hyd Press lection on the MDU is made.
Setup menu.
Possible Cause:
• Scroll down through the MENU options using The harness is connected incorrectly.
General
• Scroll down until Output Diag is highlighted.
In the "Normal" condition (i.e. the condition the ma-
• A screen with Test Outputs should appear. chine will be in just after start-up) there should be a
Press the NEXT button.
signal on the Fan Cut Solenoid. This solenoid
• Scroll through the screens using the NEXT prevents the fan from turning when it is not re-
button. quired. If the fan is not turning, it means that the
• Screen 9 of 15 should display the following in- Fan Cut Solenoid has 24 Volts over it. To check if
formation if the Fan Low Speed option has the various fan Solenoids are operational, simply
been selected: unplug the harness to the Fan Cut Solenoid (har-
ness connector FCS - Item No. 20). The fan should
Fan Cut Solenoid OFF
spool up to maximum pressure (210 bar). Connec-
Fan Low Solenoid ON tor FCS can then be connected to the Fan Low
Solenoid - Item No. 22, to see if that solenoid is
Fan Med Solenoid OFF operational (50 bar), and then to the Fan Med So-
lenoid - Item No 23, to see if that solenoid is
The MDU will only give an "ON" value if there is ac- operational (125 bar).
tually current flowing through the coil of the
solenoid. If the value is on "ERR", there is a har- This check is not advised for setting the pressures.
ness continuity problem, or a software problem. Only do this if there is any doubt about the opera-
tional status of the various fan drive Solenoids
Repeat the process for the Med Fan Speed and
High Fan Speed selections to see if those Sole-
noids are receiving an input from the OEU. For the Suspension Calibration
High Fan Speed selection, all three selections Procedure B45/B50D Only
should be on "OFF"
Visual Inspection of Height Sensors
Fault:
The pressures don't change when the adjustment The brackets used for mounting the height sensors
screw is being turned. need to be oriented correctly. This needs to be
checked before proceeding with calibration. This is
done as follows:
1. Climb under the truck from the bin side of the

cab next to the front wheel, just behind the axle.
344 Doc. No. 872359 : Rev A

2. The height sensor will be mounted to the axle 7. Articulate the machine left until it stops against
and the chassis. the arctic stops. Make sure that there is no gap be-
tween the stop pad and the steel where it is
3. The chassis mounting MUST point downward to supposed to touch. Keep pulling the steering
the point where the height sensor joins it. wheel to the left so that the articulation angle will
not drift away from full left while the sensor is being
4. If not, the mounting bracket needs to be
set up.
changed.
8 . Press and hold SELECT button. After three
5. Repeat for the opposite side.
beeps the left position is calibrated.
Checking Left/Right Up/Down Solenoids - 9 . Articulate the truck back to centre position and
Pre-Calibration insert the locking pin.
1. Start the machine 10. Scroll 1 down on the MDU. Just below the
heading Arctic Sensor, there should be a line
2. Activate Service Mode on the MDU
stating SELECT to set Middle.
3. In the Main Menu, select Machine Config.
11. Press and hold SELECT button. After three
4. Using the Down button, move to Sus Setup and beeps the middle position is calibrated.
press SELECT
12. Remove the locking pin.
5. Move the left strut fully up by pressing and hold-
13. Scroll 1 down on the MDU. Just below the
ing the Select button on the Left Up menu item.
heading Arctic Sensor, there should be a line
6. Move the right strut up in the same way as the stating SELECT to set Right.
left strut above.
14. Articulate the machine right until it stops
7. Move the left strut down by pressing and holding against the arctic stops. Make sure that there is no
the Select button on the Left Down menu item. gap between the stop pad and the steel where it is
supposed to touch. Keep pulling the steering
8. If any of the functions do not work as anticipated, wheel to the right so that the articulation angle will
please refer to the fault finding section of this docu- not drift away from full right while the sensor is be-
ment. ing set up.
15. Press and hold SELECT button. After three

Calibrate the Articulation Sensor beeps the right position is calibrated
1. Start the truck.

Calibrate the Height Sensors
2. Activate Service Mode.
1. Ensure that the machine is articulated to the
3. Press the MENU button. centre position, ie. the articulation angle is 0º.
4. Scroll down through the MENU options using 2. In the Machine Config menu on the MDU, scroll
the NEXT button until Machine Config is high- down and select Position Sensors.
3. Scroll down to Height Sensor.
5. In the Machine Config menu on the MDU, scroll
down and press Select when on Position Sen- 4. The mV reading should be between 1500mV
sors. and 4500mV.
6. Scroll down to Arctic Sensor. Just below the 5. Press and hold Select for 3 beeps and then re-
heading Arctic Sensor, there will be a line stating lease Select button. The suspension should rise
SELECT to set Left. on both sides to the fully up/extended position.
While it is moving the mm and mV readings should
change. Once it is fully up, wait for 5 seconds. If no
error messages are displayed, the height sensor
calibration should be successful.
Doc. No. 872359 : Rev A 345

6. Press Back Test is used as an indication of hydraulic circuit

performance. A slow cycle time is an indication of a
7. Scroll down to Sus Setup and press SELECT. restriction or leakage in that circuit.
8. Scroll to Normal and press Select. Cycle times are also a general indication of hy-
draulic pump performance. Always record the
9. The suspension should adjust to the correct
average of at least three complete cycle times us-
height and the machine can now be operated.
ing a stop watch.
Cycle Time Test Do Hydraulic System Warm-Up Procedure to heat

hydraulic oil to specified temperature. Use monitor
display menu to monitor hydraulic oil temperature.
Specifications
‹ WARNING
Hydraulic Oil Temperature
= 50 ± 5°C (120± 10°F). Avoid possible serious injury from machine
movement. Clear area of all bystanders before
Engine Speed = 2240 ± 50 rpm. performing test. Area must have enough over-
head clearance to raise bin to full height of
Bin Raise (New Pump) Cycle Time B35D/B40D
7226 mm (23 ft. 8.5 in.). Do not perform this
= 13 sec.
test within 4 m (13 ft.) of high voltage power
Bin Raise (New Pump) Cycle Time B50D lines.
= 14 sec
Bin Lower (New Pump) Cycle Time B35D/B40D
= 7 sec.
Bin Lower (New Pump) Cycle Time B50D
= 9 sec.
Engine Speed (Slow Idle) = 600 ± 20 rpm.
Steering Wheel Stop-to-Stop Cycle Time
= 7 - 8 sec.
Steering Wheel Stop-to-Stop = 4.7 Turns
346 Doc. No. 872359 : Rev A

CHAPTER 7. HEATING, VENTILATION AND AIR CONDITIONING
Air Conditioning System Cycle Of Operation
1 Evaporator Core.
The compressor is belt driven and engaged by an
2 Compressor. electromagnetic clutch. The air conditioning circuit
3 Condenser Core. automatically controls compressor engagement or
4 Circulation Blower Motor. disengagement when system is in operation.
5 Expansion Valve. Compressor draws low pressure gas from evapo-

6 Receiver-drier. rator and compresses it into high pressure gas.
This causes temperature of refrigerant to rise
7 High Pressure Liquid. higher than that of outside air.
8 High Pressure Gas.
• High pressure gas leaves compressor and
9 Low Pressure Liquid. flows through condenser where heat is re-
10 Low Pressure Gas. moved and transferred to outside air being
drawn through condenser core by engine fan.
11 Air Flow. Cooling refrigerant causes it to condense and
refrigerant leaves condenser as high pressure
liquid.
Doc. No. 872359 : Rev A 347

• If bin is fully lowered, hydraulic pressure is au- This prevents the evaporator from becoming cold
tomatically relieved. When raised and bin prop enough to freeze moisture that condenses on
is installed, move bin tip lever forward and evaporator coil. Condensed moisture is drained
rearward 3 times to ensure that the weight of away through drain tubes connected to drain pan
the bin is securely settled onto the bin prop. under evaporator.
• Relieve pneumatic pressure.
System pressure is monitored by high/low pres-
• Install wheel chocks to ensure that the ma-
sure switch, located on high pressure side of
chine cannot move backwards or forwards
during the service. expansion valve. If pressure becomes too high or
too low the switch opens and stops compressor,
High pressure liquid flows into receiver-drier where interrupting the cycle.
moisture and contaminants (acid, solids, etc.) are
removed. Accumulator (if equipped) is located between
evaporator and compressor in low pressure gas
Receiver-drier contains a colour moisture indica- hose to retain a quantity of oil to protect compres-
tor. Blue indicates no moisture is present. Pink sor from a dry start after long periods of not being
indicates moisture is present. used.
Should moisture be combined with refrigerant, hy-

drofluoric and hydrochloric acids are formed. Heater Core Operation
These acids are very corrosive to metal surfaces
and leakage will eventually develop. The heater core is located near evaporator in heat-
ing and air conditioning module on right side of
Receiver-drier also stores refrigerant allowing a cab.
longer period of time before additional refrigerant
is needed. Refrigerant hoses allow a small amount Filtered air flows through evaporator removing
of refrigerant to migrate through their walls. Refrig- moisture before flowing though heater core.
erant flows from receiver-drier through expansion
The heater core uses warm engine coolant to heat
valve to evaporator.
a mixture of inside cab air as well as outside air
Expansion valve senses refrigerant temperature pulled across heater core.
and pressure to modulate refrigerant flow. Expan-
Coolant flow through the heater core is regulated
sion valve changes refrigerant to low pressure
by the heater valve. The heater valve is regulated
liquid entering evaporator.
by an actuator which is controlled by the heater
Actual cooling and drying of cab air takes place at valve control module in response to the position of
evaporator. Heat absorbed by evaporator and temperature control switch.
transferred to refrigerant causes refrigerant to
vaporise into low pressure gas.
Low pressure gas is drawn from evaporator by

compressor and cycle is repeated. A freeze control
switch senses temperature of evaporator coil
through a capillary tube.
348 Doc. No. 872359 : Rev A

Fault Finding
Diagnostic charts are arranged from most probable and simplest to verify, to least likely more difficult to ver-
ify.
Air Conditioning System Does Air - heater blower fuse. Replace fuse.
Not Operate Blower motor switch. Check switch.
Air - heater ON/OFF switch. Check switch
Air - freeze control switch. See Air Freeze Control Switch
Test.
Air - high/low pressure switch. See Air High/Low Pressure
Switch Test.
Air compressor clutch. See Air Compressor Clutch
Test.
Wiring harness. Check engine and side console
harness wiring.
Drive belt is broken. Replace drive belt.
Air Conditioner Does Not Cool Fresh air filter restricted. Clean or replace filter.
Interior of Cab. Condenser fins restricted witch Clean condenser fins.
debris.
Re circulating air filter restricted. Clean or replace filter.
Compressor belt loose. Check Belt
Refrigerant hose kinked, Re-route or re-index hoses.

pinched or collapsed. Replace collapsed hoses.
Heater or evaporator core fins Clean heater or evaporator core
restricted with dirt or dust. fins.
Air heater blower motor failed or Check blower motor.
operating too slowly.
Compressor clutch slipping or Inspect and/or replace

failed. compressor clutch.
Warm outside air leaking into Inspect, repair or replace door
cab. and rear cab shield.
Air Conditioner Does Not Cool Cab heat deflectors missing or Inspect, repair or replace cowl
Interior of Cab (Continues). damaged. baffle and rear cab shield.
Heater valve remains open. Inspect, repair, adjust or replace
heater valve or cable.
System refrigerant (R134A) Do “R134A Air Conditioning
charge low. System Test”.
Evaporator fins frosting or Freeze control switch capillary

freezing. tube not positioned correctly in
evaporator coil.
Do Air Freeze Control Switch
Test.
Doc. No. 872359 : Rev A 349

Air Conditioner Runs Constantly, Temperature control switch. Inspect, replace temperature
Too Cold. control switch.
Heater valve. Valve is stuck closed,. Inspect.
Freeze control switch, capillary Replace heater valve.
tube not positioned in evaporator
properly.
Compressor clutch engaged Reposition capillary tube in
constantly. evaporator coil. See“Air Freeze
Control Switch Test.
Interior Windows Continue To Fresh air filter restricted. Clean or replace filter.
Fog. Air system off. Move Air - heater ON/OFF
switch to Air position.
350 Doc. No. 872359 : Rev A

HVAC Component Location
9 10
11
6
8
5
2 3
AirGD0001CV
1 Compressor. 7 Low Pressure Charging Port.

2 Condenser. 8 Expansion Valve Heater Core.
3 Heater Return Line. 9 Heater Control Valve.
4 Heater Supply Line. 10 Heater Core.
5 Receiver-drier. 11 Evaporator Core.
6 Air Conditioning High/Low Pressure Switch.
Doc. No. 872359 : Rev 0 351

18
17
10
11
12
16
15
14
13
AirGD0002CV
8 Expansion Valve. 14 Blower Motor and Housing.

9 Heater Control Valve. 15 Floor Vent Actuator.
10 Heater Core. 16 Defrost Actuator.
11 Evaporator Core. 17 Freeze Control Switch.
12 Air Intake Filter. 18 Relay Box.
13 Re circulating Damper.
352 Doc. No. 872359 : Rev A

Tests Are compressor mounting brackets in good condi-

tion, and bracket mounting cap screws tight?
Operational Checks Are electrical connections to compressor clutch

clean and tight? Is wiring to compressor in good
condition?
Visual Inspection of Components
Yes: Check complete.
NOTE: Do visual inspection of component checks
prior to diagnosis and component tests. These No: Repair or replace components as required.
conditions may affect diagnostic and test results.
Condenser Check
All Lines and Hoses
Inspect condenser core.
Inspect all lines and hoses.
Is condenser core free of dirt or debris?
Are all lines and hoses straight, NOT kinked, worn
from rubbing on other machine parts or “weather Does condenser show signs of leakage, dust ac-
checked"? cumulation or oily areas?
Are hose and line connections clean, NOT show- Are condenser fins straight, not bent or damaged?
ing signs of leakage, such as oil or dust
Inspect condenser fan or fan blade.
accumulation at fittings?
Are fan blades in good condition, not worn, bent,
All hose and line clamps must be in place and tight.
broken or missing?
Clamps must have rubber inserts or cushions in
place to prevent clamps from crushing or wearing Yes: Check complete.
into hoses or lines.
No: Clean, repair or replace condenser core. Re-
Yes: Check complete. place condenser fan or fan blade.
No: Reposition hoses or lines and tighten or re-
place clamps. Tighten fittings or replace O-rings in Heater/Evaporator Core Check
fittings. Replace hoses or lines as required.
Inspect core.
Air Conditioner Compressor Check Are fins straight?
Inspect compressor. Is core free of dirt and debris?
Is compressor drive belt tight? Are evaporator drain tubes plugged?
Is belt in good condition, NOT frayed, worn or Yes: Check complete.

glazed?
No: Repair, replace or clean heater/evaporator
Is belt tensioner worn or damaged? core and drain tubes.
Is compressor belt pulley in good condition and in

line with engine pulley?
Doc. No. 872359 : Rev A 353

Freeze Control Switch Capillary Tube Service Equipment And Tools

Check
• Prism Pro Refrigerant Identification Instrument
Inspect freeze control switch capillary tube. • Thermometer
Is capillary tube straight, NOT kinked or broken? ‹ WARNING
Is capillary tube properly positioned and inserted Use correct refrigerant recovery, recycling
securely in place in evaporator core? and charging stations. Never use refrigerant,
hoses, fittings, components or refrigerant oils
Yes: Check complete. intended for R12 refrigerant systems. Identify
refrigerant before recovering, recycling and
No: If capillary tube is kinked, replace freeze con- charging system.
trol switch.
Stop the engine.
No: If capillary tube is positioned in evaporator in-
correctly, see Air Freeze Control Switch Test.356 Follow refrigerant cautions and proper handling
procedures.
Cab Door and Window Seals Check Identify refrigerant type using refrigerant identifica-
tion instrument.
Open and close door and windows. Inspect seals.
Connect refrigerant recovery, recycling and charg-
Do door and windows contact seals evenly? ing station.
Are seals in position and in good condition? Open both low and high pressure valves on refrig-
erant recovery, recycling and charging station.
Open cab doors and windows.
No: Adjust door and windows to close against
seals properly. Replace seals as necessary. Follow manufacturer’s instructions when using the
refrigerant recovery, recycling and charging
Filter Check system.
Inspect fresh air filter and re circulating filter. Start engine and run at rated engine high idle
speed.
Are filters clean and free of debris?
Move A/C-heater switch to Air position.
Turn temperature control switch to maximum cool-
No: Clean or replace filters. ing position.
Turn blower switch to high speed.

R134A Air Conditioning System
Check sight glass (if equipped) in receiver-drier.
Test
Run unit for at least 5 minutes.
Specifications
Measure and record air temperature at condenser
R134a Air Conditioner System Test - Engine air inlet and at air ducts in air conditioning unit.
Speed High Idle
Observe low-side pressure and high-side pressure
Low Side Refrigerant - Pressure on gauges.
. . . . . . . 80 kPa (0.8 bar) (11.6 psi) minimum
. . . . . . . . 200 kPa (2 bar) (29 psi) maximum Compare pressures and air duct temperature to
specifications.
High Side Refrigerant - Pressure
. . . . . . . 800 kPa (8 bar) (116 psi) minimum
. . . . 2 100 kPa (21 bar) (304.5 psi) maximum
354 Doc. No. 872359 : Rev A

NOTE: Because low pressure switch is located on high pressure side of expansion valve, the low pressure
gauge reading shown does not affect the low pressure switch operating range.
• Air conditioner set at maximum cooling.
• Air conditioner compressor clutch engaged.
• Operate at maximum setting for minimum of 12 minutes.
• Air duct temperature should be below 12° C (53.5° F) with ambient temperature at 26° C (79° F) and
60% relative humidity. Refrigerant pressure within specification.
Diagnose malfunction using the following Diagnostic Chart.
Low Side High Side

Sight Suction Receiver-D Liquid Discharge Discharge
Condition kPa (bar) kPa (bar)
Glass Line rier Line Line Air
(psi) (psi)
Lack of Very Low Very Low Clear Slightly Slightly Slightly Slightly Warm
Refrigerant Cool Warm Warm Warm
Loss of Low Low Bubbles Cool Warm to Warm Warm to Slightly

Refrigerant Hot Hot Cool
High Side Low Low Clear Cool Cool, Cool, Hot to Point Slightly
Restriction Sweating Sweating of Cool
or Frosting or Frosting Restriction
Expansion Low Low Clear Cold, Warm Warm Hot Slightly

Valve Sweating Cool
Closed or Frosting
Heavily at
Valve
Outlet
Loose Belt Low Low Clear Cool Warm Warm Hot Slightly
or Cool
Compressor
Failure
Condenser High Low Clear Slightly Hot Hot Hot Warm

Malfunction Cool to
Warm
Refrigerant High High Clear to Warm to Warm Warm Hot Warm

Contaminate Occasional Hot
d and Air in Bubbles
System
Expansion High High Clear Cold, Warm Warm Hot Slightly

Valve Open Sweating Cool
or Frosting
Heavily
Plugged High High Clear Cool Warm Warm Hot Slightly

Condenser, Cool
Overcharge
of
Refrigerant
Moisture in Normal Normal Clear Cool Warm Warm Hot Cool to

System (May (May Warm
Drop) Drop)
Heater Normal Normal Clear Cool Warm Warm Hot Warm

Valve Stuck
Open
Lack of Normal Normal Occasional Warm to Warm Warm Warm Slightly

Refrigerant (May Bubbles Hot Cool
and Air in Drop)
System
Doc. No. 872359 : Rev A 355

Air Freeze Control Switch Test Air Compressor Clutch Test
Specifications Disconnect harness from clutch.
Freeze Control Switch Opens (Normally Closed) -

Temperature Drops Temperature
. . . . . . . . . . . . . . . 1 - 3°C (34 - 37.5°F)
Freeze Control Switch Closes (Normally Closed)
- Temperature Rises Temperature
. . . . . . . . . . . . . . . 1 - 3°C (34 - 37.5°F)
Ignition switch OFF.
Mark position of capillary tube. Tube should be

near centre of evaporator.
Disconnect and remove freeze control switch.
Connect battery voltage to connector terminal for

orange wire. Ground terminal for black wire.
Does clutch “click”?
Yes: Clutch coil is good. Check wiring harness.
No: Replace clutch coil.
Air High/Low Pressure Switch

Test
With freeze control switch at room temperature,
connect terminals to ohmmeter and measure con- Specifications
tinuity between terminals.
Air Low Pressure Switch (Normally Open) -
Is continuity measured? Closes on Increasing Pressure
. . . 207 ± 30 kPa (2.1 ± 0.3 bar) (30.5 ± 4.4 psi)
Yes: Switch is good. Check wiring harness.
Air Low Pressure Switch (Normally Open) -
No: Replace freeze control switch. Opens on Decreasing Pressure
. . . . 200 ± 20 kPa (2.0 ± 0.2 bar) (29 ± 2.9 psi)
Put freeze control switch in freezer. Temperature
Air High Pressure Switch (Normally Closed) -
must be below 1° - 3°C (34° - 37.5°F). Switch must
Opens on Increasing Pressure
be open and continuity must not be read. . . 2700 ± 200 kPa (27 ± 2 bar) (391.6 ± 29 psi)
Remove switch from freezer and put sensing tube Air High Pressure Switch (Normally Closed) -
into a glass of warm water. As switch warms it Closes on Decreasing Pressure
must close and continuity must be read. . . 2100 ± 200 kPa (21 ± 2 bar) (304.6 ± 29 psi)
356 Doc. No. 872359 : Rev A

Service Equipment And Tools Connect an air conditioning gauge set to service
fittings at compressor. Cover condenser with pa-
• Hydraulic Hand Pump per or plastic to stop air flow.
• Volt-Ohm-Amp Meter Operate air conditioner on maximum cooling. Note
• Volt-Ohm-Amp Meter high-side pressure when Air high pressure switch
• Air Conditioning Gauge Set opens and then closes.
NOTE: The line that attaches Air high/low pressure

switch has a valve under it to prevent discharging Air Expansion Valve Test
air conditioning system when switch is removed.
Specifications
Engine Speed . . . . . . . . . . . . . High Idle
Blower Speed . . . . . . . . . . . . . . . . High
Temperature Control Switch Position
. . . . . . . . . . . . . . . . Maximum Cooling
Essential Tools
• Refrigerant Recovery, Recycling and Charging

System
• Thermometer
‹ WARNING
Use correct refrigerant recovery/recycling and
charging stations. DO NOT mix refrigerant,
Remove Air high/low pressure switch (1). hoses, fittings, components or refrigerant
oils.
Connect a portable pressure source, such as a
regulated air supply or a hydraulic hand pump, to
Follow Refrigerant Cautions and Proper Handling
Air high/low pressure switch.
procedures.
Switch must not have continuity between terminals
Connect refrigerant recovery, recycling and charg-
until pressure increases to low pressure switch
ing system.
specification.
Recover R134a Refrigerant.
Slowly release pressure. Switch must have conti-
nuity until pressure decreases to switch opening Remove insulating tape from expansion valve
pressure specification. sensing bulb.
Switch must have continuity between terminals un-
til pressure increases to high pressure opening
specification.
Slowly release pressure. Switch must not have

continuity until pressure decreases to switch clos-
ing pressure specification.
NOTE: The switch can also be checked when in-

stalled in air conditioning system; however,
pressure is slow to increase to test specification.
Doc. No. 872359 : Rev A 357

• Air Conditioning Gauge Set

Follow Refrigerant Cautions and Proper Handling
procedures .
Remove expansion valve. See Remove and Install

Expansion Valve.
Remove sensing bulb (1).
Start engine and run at high idle.
Turn blower motor switch on high. Turn tempera-

ture control switch to maximum cooling.
Warm sensing bulb in the hand for one minute.

Note low-side pressure.
Cool sensing bulb in ice water. Note low-side pres-

sure. If low-side pressure decreases when
sensing bulb is cooled, expansion valve is operat-
ing. If low-side pressure does not decrease, do
Expansion Valve Bench Test.
Before fastening sensing bulb to evaporator outlet

line, make sure line and bulb are not corroded.
Fasten sensing bulb to side of line with clamp. In-
stall insulating tape to completely cover sensing
bulb and line.
Expansion Valve Bench Test

Connect Air expansion valve to air conditioning
Specifications gauge set using fittings (A - C).
High-Side Valve Pressure Setting Pressure Connect yellow hose to a regulated air supply.
. . . . . . . . . . . . 520 kPa (5.2 bar) (75 psi)
Close low-side valve and open high-side valve.
Expansion Valve - Opens on increasing Pressure
. . . . 280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi) Adjust pressure on high-side valve to 520 kPa (5.2
bar) (75 psi) using a pressure regulator or by ad-
Expansion Valve - Closes on Decreasing
justing high-side valve.
Pressure . . . . . . 140 - 170 kPa (1.4 - 1.7 bar)
. . . . . . . . . . . . . . . . . . . . (20 - 25 psi)
Hold sensing bulb in hand until pressure on
low-side gauge stops increasing. Pressure must
Essential Tools be 280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi).
• Air Conditioning Service Fitting Kit Put sensing bulb in a container of ice water until
pressure on low-side gauge stops decreasing.
Pressure must be 140 - 170 kPa (1.4 - 1.7 bar) (20

- 25 psi).
358 Doc. No. 872359 : Rev A

Refrigerant Leak Test
Specifications
Leak Detector Probe Movement Speed
. . . . . . . . . . . . . 25 mm (1 in.) per second
Inspect all lines, fittings, and components for oily or

dusty spots. When refrigerant leaks from system, a
small amount of oil is carried out with it.
A soap and water solution can be sprayed on the

components in system to form bubbles at source of
leak.
If a leak detector is used, move leak detector probe

under hoses and around connections at a rate of
25 mm (1 in.) per second.
Some refrigerant manufacturers add dye to refrig-

erant to aid in leak detection.
Avoid breathing in the air conditioner refrigerant

and lubricant vapour or mist. Exposure may irritate
the eyes, nose and throat.
The refrigerant is under high pressure and the sys-

tem must be serviced by qualified personnel only.
Improper service methods may cause injury.
If accidental system discharge occurs, ventilate

the work area before resuming work.
Additional health and safety information may be

obtained from your refrigerant and lubricant manu-
facturers.
Doc. No. 872359 : Rev A 359

NOTES
360 Doc. No. 872359 : Rev A

PART 2
SERVICE AND MAINTENANCE
Doc. No. 872359 : Rev A 361

NOTES
362 Doc. No. 872359 : Rev A

CHAPTER 8. SERVICE SCHEDULES & LUBRICATION CHART
Scheduled services are to be performed by BELL De-pressurising the Hydraulic

EQUIPMENT Product Support. System
‹ WARNING
‹ WARNINGS
Maintenance must only be carried out by suit-
ably skilled personnel, using instruction in ac- The hydraulic system is pressurised when
cordance with EN 292:1992:A1.7.4.B the engine is running, the brake charging sys-
tem also automatically raises the system
pressure when the charge circuit reaches the
Hydraulic System Overview lower point of the brake charge band without
warning!
The ambient temperature operating range of the Ensure that the correct PPE is worn when
hydraulic system is -20°C to 45°C. working on the hydraulic system. Many hoses
may still be under pressure even when the
The working pressure range: machine is switched off.
Main system: 30 Bar to 250 Bar
Refer to the Hydraulic System Schematics to iden-
Hydraulic pressure at the three fan speeds will en- tify all the pressurised lines. Pressure lines are
sure sufficient cooling medium flow for all the large marked in RED.
trucks
‹ WARNING
‹ CAUTIONS
The following procedure must be carried out
When replacing pipes, hoses and hydraulic to depressurise the hydraulic system before
components, ensure that all the pipes hoses any work can commence on the hydraulic
and hydraulic components are free from for- system
eign matter before installation
Pressurised Systems
Replace all flexible hoses after 5 years
Store all flexible hoses with end caps installed, in a Systems identified that can have pressurised com-
dark, dry environment away from electrical equip- ponents are the following:
ment at a temperature of below 33°C.
• Bin Hoisting System: which includes all
‹ WARNING hoses, cylinders and control valves
• Suspension System which includes all hoses,
Use only apparatus and procedures as per
struts and control valve
this manual.
• Steering System which includes all hoses,
Test for gas leakages after checking pressure. cylinders and control valves
• Cab Tilting System
No leakage allowed. Use soap water test to test for • Brake Charging System which includes all
gas leaks hoses, accumulators and control valves
Oil leaks - No leakage shall be visible other than

slight wetting, insufficient to form a drop.
Procedure
‹ WARNINGS Bin Hoisting System

Overhaul or re-certification for continued ‹ WARNING
safe use of gas loaded accumulator shall be
carried out only by skilled personnell. Always ensure that the bin is either resting on
Do not to disassemble accumulators, re- the chassis or on the bin pole, Never work on
turn them to the supplier for servicing. the hydraulic system if the bin is only sup-
ported by the hydraulic cylinders.
Doc. No. 872359 : Rev A 363

Bin Low ering Without Engine Power Turn in the adjusting screw (B) until it bottoms out
against the spool (approximately fifteen turns),
Should the bin need to be lowered after engine The bin may start to lower before the adjustment
and/or pump failure use the following procedure: screw has completely bottomed out against the
spool. Again it is very important to note how many
‹ WARNINGS turns of the screw are required to return the adjust-
Ensure that there are no obstructions in ment screw back to its original position when the
the bin's path and that it is safe to lower the bin is lowered.
bin
Ensure that the cab stay is secured before Return the adjustment screws back to their original
working under the tilted cab. positions and tighten the lock nuts when the bin
Do not make any adjustments while the has fully lowered.
machine is running.
Suspension System
Tools and Equipment Required
The pressure can be released from the suspen-
• 2 x 24 mm spanners (to loosen the cab bolts) sion system in two ways, the first is on the MDU in
• 13 mm spanner the cab and the second is using the manual over-
• 4 mm Allen key ride underneath the truck.
‹ WARNING
Procedure
When low ering the suspension, the suspen-
Note: The bin goes over centre when hoisted fully sion safety stops must be inserted between
on level ground, this means that the bin cannot be the axle and the axle bumpstop on the chas-
lowered without assistance from an external sis. This will prevent the chassis from drop-
source when a pump or engine failure is experi- ping too far when lowering and will also leave
enced. The procedure below applies to a bin more space for working underneath the truck.
hoisted to 85% or less of its full tip angle.
Suspension Pressure Removal on MDU
Lock nut and adjusting screw A
1. Turn on the ignition.
2. Go into "Service Mode" on the MDU.
3. Under the main menu go to option "4 - Vehicle

Config"
4. Page down to option "13 - Suspension Setup"

and press "Select".
5. Page down to "Left Down".
6. Press and hold "Select". The left side of the ma-

Lock nut and adjusting screw B chine will drop down steadily. When the left side of
the machine has stopped moving continue holding
in the "Select" button for 1 minute.
Tilt the cab to gain access to the main hydraulic
control valve. 7. Page down to "Right Down".
Loosen the lock nuts (A and B) on each side of the 8. Press and hold "Select". The right side of the
bin tip valve. machine will drop down steadily. When the right
side of the machine has stopped moving continue
Turn out the adjusting screw (A) two turns. It is holding in the "Select" button for 1 minute.
very important to accurately adjust the screw, as it
will need to be returned to its exact position when 9. Go back to main display and turn off the ignition.
the lowering of the bin is complete.
364 Doc. No. 872359 : Rev A

Suspension Pressure Release with Manual 7. Repeat steps 1 to 6 above for the other side of
Override Underneath the Truck the machine.
‹ WARNINGS Steering System

This procedure can be dangerous as the
chassis of the truck will be coming down to- With the engine switched off, Turn the steering
wards the axle whilst the person doing the wheel both left and right with the same input force
lowering is underneath the truck. as if steering the machine while it is running. The
It is preferable to lower the truck onto the steering valve should bottom out in both directions.
safety stops using the MDU controls and then Be aware that the truck may steer a small amount
the manual override can be used to double due to pressure being released in the cylinders.
check that all pressure has been released. Once this is done the steering system should have
released all pressurised oil within its system.
1. Inside the wheel arch remove the lower, rear-
most flap of the wheel arch curtain. The Cab Tilting System
suspension down valve is located on the lower
Always ensure that the cab is either resting on its
face of the control manifold.
mounts or securely supported by the cab stay,
‹ WARNING
Never work on the cab tilt system system if
the cab is only supported by the hydraulic cyl-
inder.
Brake Discharge System
Shut off the engine before performing the

brake discharge system.
To release the brake discharge system, pump the

brake pedal at least 20 times (20 applications).
2. Remove the steel cap that is on the suspension Engine Oil

down valve. Underneath this cap is a red knurled
nut. See figure above. The engine oil is an important, integral design fac-
tor, which affects the operation and the service life
3. Activate the manual override by turning the of the engine.
knurled nut anti-clockwise. If the truck is not resting
on the safety stops the chassis will come down The oil must be constantly optimised in accor-
onto the safety stops. dance with the engine's most up-to-date technical
quality standard. For this reason, only service
‹ WARNING products that have been tested and approved by
Be very careful to keep out of the way of any Daimler Chrysler may be used.
pinch or crush points.
The scope and frequency of maintenance work de-
4. If the system is pressurised, oil will be heard pend primarily on the engine's operating
"swishing" out of the down valve. When the "swish- conditions and the oil grade used.
ing" noise stops the suspension is de-pressurised.
Another factor that affects the frequency of mainte-
5. Turn the knurled nut clockwise to close off the nance is the sulphur content of the fuel that is
manual override. used. If the fuel used has a sulphur content ex-
ceeding 0.3% by weight, the replacement intervals
6. Replace the cap that sits over the down valve for engine oil and filters should be halved. If the
and torque to 7 Nm. Do not over-tighten. sulphur content exceeds 0.8% by weight, the re-
placement intervals should be reduced to 30% of
the values listed.
Doc. No. 872359 : Rev A 365

If a different oil grade is used to top up to the cor- The table below is a description of the service in-
rect capacity, the replacement interval is tervals on all D Series ADT’s:
determined by the lower oil grade. This is why you
should always only use engine oils of the same Recommended Oil Change interval on D Series ADT's
grade. 500 Series and 900 Series Engines
Sulphur content in Parts Per Million (PPM)
Engine Oil and Filter Replacement 0 - 3000PPM, 3000 PPM - 8000PPM, Greater Than
8000PPM
The engine oil change and filter replacement inter- Oil Change Interval with MB228.5 Oil : 500 hrs, 250 hrs,
val depends on the: 165 hrs
Oil Change Interval with MB228.3 Oil :250hrs, 125hrs, 85
• Engine oil grade hrs
• Fuel: Diesel/FAME (bio-diesel fuel) and fuel Oil change interval is Halved if the Sulpur PPM count is
sulphur content greater than 3000 PPM
• Engine load Oil change interval is one Third if the Sulpur PPM count is
greater than 8000 PPM
The maximum oil change interval is only achieved
if engine oils of a particularly high grade are used
(such as oils complying with 228.5 of the Diesel Change
Mercedes-Benz Specifications for Service
Products). Diesel is continually changing. Low sulphur diesel
should be used where possible. If low sulphur die-
The maximum oil change interval is reduced if a sel is not used, it is imperative to use the
lower grade engine oil is used for the oil change or highest-grade oil suitable for the engine.
for topping up (e.g. oil complying with 228.3).
Lower sulphur diesel is cleaner, safer and allows
The intervals for the other maintenance items are new engine technologies to be used. Many new
not affected. The SAE class (viscosity) of the en- engine emission technologies require lower sul-
gine oil must be selected according to the average phur diesel in order to operate. These new
ambient air temperature for the time of year. The technologies will help to reduce several harmful
use of non-approved engine oils will limit your war- emissions and increase engine efficiency.
ranty entitlement. Information is available from any
Bell Service Centre. Diesel currently contains large amounts of sulphur
in it. That sulphur, when used in a diesel engine,
Before operation with any FAME fuel, the oil spec produces sulphur oxides and particulate. Both sul-
sheet must be referred too. (SIB2008/1079) phur oxides and particulate are absorbed by the
oil. The oil can only absorb a certain amount of sul-
Use only engine oils complying with Bell Specifica- phur oxides and particulate. If a lower grade oils is
tions for Service. used, then these sulphur oxides and particulate
cannot be absorbed at the correct rate, thus break-
• 228.3= This is a multigrade oil that is approved ing down and sludging occurs.
for Mercedes engines that are not in an appli-
cation where the engine is under extreme load
and the fuel sulphur content must be low. The Effects of Sulfur in Diesel
quality level of this oil is similar to ACEA
B2/E3. The effect that sulfur has on diesel and how
• 228.5= This is a multigrade oil that is approved this affects the engine.
by Mercedes for diesel engines that are oper-
ating under extreme conditions. The require- During the combustion process in a diesel engine,
ments include engine wear, sludge, and oil the presence of sulfur in the fuel can give rise to
protection in both pre Euro 2 and Euro 2 en- corrosive wear. This can be minimised by working
gines. in suitable operating conditions.
366 Doc. No. 872216 : Rev A

Considerable work has been undertaken by the What happens to oil in its damaging process
various engine manufacturers to ensure the cylin-
der liner surfaces do not approach the dew point. Petroleum-based motor oils (not the synthetics)
This is the temperature at which acidic gases from are very stable, high molecular mass hydrocarbon
combustion condense into liquid. mixtures to which additives are incorporated to en-
hance the lubricity and anti-wear properties of the
In a diesel engine, the sulfur in the fuel first burns to blend. Motor oil molecules are fairly tough and re-
SO2, then combines with excess oxygen to form sistant to breakdown.
SO3. In the presence of water vapour the SO3 is
converted to sulfuric acid, which then forms on the The oil becomes contaminated with water from
cylinder walls if the temperature is below the dew combustion of the fuel. The water dissolves acids
point for the condensation of acid at the prevailing from the sulfur in the fuel and from air-derived ni-
pressure. trogen oxides. Acids are detrimental to engine life.
This dew point is a function of the fuel’s sulfur con- Finally, motor oils accumulate toxic metal particles
tent and the pressure in the cylinder. Only a from the normal wear of engine bearings and
relatively small proportion of sulfur is normally con- scrubbing surfaces. There are many guides as to
verted in this way and the remaining sulfur oxides the sulfur values in different countries but the only
pass out of the cylinder with the exhaust gases. accurate way to find out the sulfur content of the
fuel being used on site is to send a fuel sample to
Variation in the sulfur level will affect the rate of be analysed.
corrosive wear. High sulfur levels will increase the
rate of TBN depletion, especially for engine de-
signs that have a low oil consumption rate.
Doc. No. 872359 : Rev A 367

RECOMMENDED TORQUE SETTINGS

The following tables detail the recommended torque settings:
The torques recommended below are for HAND TIGHTENING unplated fasteners
with no lubrication.
When using a bolt or screw in a tapped hole it is assumed that there is sufficient thread
engagement to accept the applied torque. Discretion must be used when torqueing
into a shallow hole or into soft or brittle materials.
Always adhere to engine / gearbox / BELL Equipment etc. manufacturer's specified

torques.
1 lb ft = 1.35582 Nm 1 Nm = 0.737561lb ft
1 lb in = 0.112985 Nm 1 Nm = 8.85073 lb in
METRIC SIZES
METRIC BOLT GRADE INTERPRETATION
8x100=800 Mpa 10x100=1000 Mpa 12x100=1200 Mpa
(Ultimate Tensile Stress) (Ultimate Tensile Stress) (Ultimate Tensile Stress)
8.8 10.9 12.9
8x8x10=640 Mpa 10x9x10=900 Mpa 12x9x10=1080 Mpa
(Yield Stress or Stress (Yield Stress or Stress (Yield Stress or Stress
at 0.2% permanent set) at 0.2% permanent set) at 0.2% permanent set)
METRIC NUT GRADE INTERPRETATION
CURRENT STANDARD :
Nuts which are 0.8xD high.
|8| 8x100=800 Mpa Proof Stress
FUTURE STANDARD :
(Subject to international agreement) ISO Grade 8.8 Manufacturer's
Mark
8 8x100=800 Mpa Proof Stress
Nuts which are 1.0xD high. 800 MPa (51.80 tsi) 8.8 Grade
ISO Grade 4.6 Manufacturer's ISO Grade 10.9 Manufacturer's

Mark
Mark
400 MPa (25.90 tsi) 4.6 Grade (Optional) 1000 MPa (64.75 tsi) 10.9 Grade
ISO Grade 6.9 Manufacturer's ISO Grade 12.9 Manufacturer's

Mark
Mark
600 MPa (38.85 tsi) 6.9
Grade (Optional) 1200 MPa (77.70 tsi) 12.9 Grade
ISO Metric Coarse -Torques [Nm]

Size M5 M6 M8 M10 M12 M14 M16 M18 M20 M22 M24 M27 M30 M36
Pitch (mm) 0.8 1 1.25 1.5 1.75 2 2 2.5 2.5 2.5 3 3 3.5 4
2
T/Stress area (mm ) 14.2 20.1 36.6 58 84.3 115 157 193 245 303 353 459 561 817
ISO Gr. 4.6 2 4 10 19 34 58 85 115 165 220 285 420 560 980
ISO Gr. 6.9 5 8.5 21 41 72 115 180 245 345 465 600 890 1200 2118
ISO Gr. 8.8 6 10 25 49 86 135 210 290 410 550 710 1050 1450 2520
ISO Gr. 10.9 8 14 35 69 120 190 295 400 580 780 1000 1500 2000 3430
ISO Gr. 12.9 10 17 41 83 145 230 355 485 690 930 1200 1800 2400 4100
ISO Metric Fine -Torques [Nm]
Size M8 M10 M12 M12 M14 M16 M18 M20 M22 M24 M27 M30
Pitch (mm) 1 1.25 1.25 1.5 1.5 1.5 1.5 1.5 1.5 2 2 2
2
T/Stress area (mm ) 39.2 61.2 92.1 88.1 125 167 216 272 333 384 496 621
ISO Gr. 6.9 23 44 80 76 125 190 275 385 520 650 970 1350
ISO Gr. 8.8 27 52 95 90 150 225 325 460 610 780 1150 1600
ISO Gr. 10.9 38 73 135 125 210 315 460 640 860 1100 1600 2250
ISO Gr. 12.9 45 88 160 150 250 380 550 770 1050 1300 1950 2700
RESEARCH AND DEVELOPMENT Drawing Number 700999/1 rev A 24/6/96
X000386
368 Doc. No. 872359 : Rev A

Imperial Sizes
IMPERIAL SIZES BS GRADES
BS Grade A Manufacturer's
Mark
BS Grade T Manufacturer's
Mark
Coarse Coarse
28 tsi (432 Mpa) or Fine CA Grade 55 tsi (849 Mpa) or Fine CT Grade
BS Grade S Manufacturer's
Mark
BS Grade V Manufacturer's
Mark
Coarse Coarse
50 tsi (772 Mpa) or Fine
FA Grade 65 tsi (1004 Mpa) or Fine
FV Grade
Unified Coarse (UNC) - Torques in Nm.

Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 20 18 16 14 13 12 11 10 9 8 7 7 6 6
T/Stress area (mm2) 20.5 33.8 50 68.6 91.5 117.4 146 215 298 391 492 625 745 906
BS Grade A 4 9 16 25 38 56 78 138 221 335 467 670 861 1148
BS Grade S 12 24 43 66 108 150 209 371 586 885 1256 1735 2333 3051
BS Grade T 12 26 45 72 114 162 221 383 646 957 1376 1914 2512 3290
BS Grade V 16 31 55 90 138 191 263 479 766 1148 1615 2273 2991 4008
Unified Fine (UNF) up to 1", and UN-8 TPI for dia 1 1/8" and above. Torques in Nm.
Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 28 24 24 20 20 18 18 16 14 12 8 8 8 8
T/Stress area (mm2) 23.5 37.4 56.6 76.6 103 131 165 241 328 428 510 645 795 963
BS Grade A 5 10 18 29 43 60 90 150 239 359 490 670 933 1196
BS Grade S 13 26 48 78 114 167 233 407 646 957 1316 1794 2452 3230
BS Grade T 14 29 51 84 126 179 239 431 694 1029 1376 1974 2632 3529
BS Grade V 17 35 60 96 150 215 299 526 837 1256 1675 2393 3230 4247
IMPERIAL SIZES - SAE GRADES

Manufacturer's Manufacturer's
SAE Grade 1 Mark SAE Grade 5 (1/4" - 1") Mark
26.8 tsi (414 Mpa) 53.6 tsi (828 Mpa)
Manufacturer's
SAE Grade 5 (1 1/8" - 1 1/2") SAE Grade 8 Mark
46.9 tsi (724 Mpa) Manufacturer's 67 tsi (1035 Mpa)
Mark
Unified Coarse (UNC) - Torques in Nm.

Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 20 18 16 14 13 12 11 10 9 8 7 7 6 6
2
T/Stress area (mm ) 20.5 33.8 50 68.6 91.5 117.4 146 215 298 391 492 625 745 906
SAE Grade 1 4 9 16 25 38 56 78 138 221 335 467 670 861 1148
SAE Grade 5 11 22 40 62 101 140 196 348 550 830 1347 1860 2501 3270
SAE Grade 8 16 32 57 92 142 197 271 493 789 1184 1665 2343 3083 4131
Unified Fine (UNF) up to 1", and UN-8 TPI for dia 1 1/8" and above. Torques in Nm.
Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 28 24 24 20 20 18 18 16 14 12 8 8 8 8
T/Stress area (mm2) 23.5 37.4 56.6 76.6 103 131 165 241 328 428 510 645 795 963
SAE Grade 1 5 10 18 29 43 60 90 150 239 359 490 670 933 1196
SAE Grade 5 12 25 45 73 107 157 219 382 606 898 1411 1924 2629 3463
SAE Grade 8 17 36 62 99 154 222 308 543 863 1295 1726 2466 3329 4378
RESEARCH AND DEVELOPMENT Drawing Number 700999/2 rev A 24/6/96 X000385
Doc. No. 872359 : Rev A 369

Service Schedules - Pg 1 of 2
370 Doc. No. 872359 : Rev A

Service Schedules - Pg 2 of 2
Doc. No. 872359 : Rev A 371

NOTES
372 Doc. No. 872359 : Rev A

Lubrication Chart
BELL EQUIPMENT RECOMMENDED LUBRICANT AND FLUIDS CHART

D-SERIES ARTICULATED HAULERS AND DUMP TRUCKS
Recommended Lubricant Viscosities and Fluids suitable for use at Ambient Temperatures from
-10O C (14O F) to 50O C (122O F)
Ambient O
O
F -40 -22 -4 14 32 50 68 86 104 122
C -40 -30 -20 -10 0 10 20 30 40 50
Temperature
ENGINE - M-BENZ
500 & 900 SERIES ENGINES SAE 10W - 40
OILS TO MEET M-BENZ 228.5 SPECIFICATIONS
PREFERRED: - CALTEX DELO XLD SAE 10W-40 SAE 15W - 40
COOLANT - M-BENZ
EXTENDED LIFE COOLANT TO MEET M-BENZ 325.3 CALTEX EXTENDED LIFE COOLANT PRE-MIX 50/50
PREFERRED: - CALTEX EXTENDED LIFE COOLANT PRE-MIX 50/50
ALLISON TRANSMISSION
USE ONLY CASTROL CASTROL TRANSMAX Z or S (SAE 70W-80W)
TRANSMAX Z or TRANSYND
ZF TRANSMISSION
TRANSMAX Z
TRANSFER CASE (DROP BOX)

TRANSMAX Z
DRIVE AXLES - BELL SAE 80W - 90
OILS TO MEET
API GL-5 and ZF-TE-ML05C SPECIFICATION SAE 85W - 90
PREFERRED: - CALTEX GEAR OIL ZF SAE 80W-90 SAE 85W - 140
BELL AXLE: ZF LIMITED SLIP SAE 80W - 90

DIFFERENTIAL AND ALL ZF AXLES
OILS TO MEET SAE 85W - 90
ZF TE-ML 05 CLASS 05C OR 05D SPECIFICATION
SAE 85W - 140
PREFERRED: - GEAR OILS WITH LIMITED SLIP ADDITIVES
BELL AXLE: EATON

DIFFERENTIAL with BELL WET DISC
BRAKES (B30D WDB; B35D-optional & B50D) THF
OILS TO MEET
API GL-4 Borate THF SPECIFICATION
PREFERRED: - CALTEX BORATE TRACTOR FLUID
WET DISC BRAKE OIL

MERITOR WET DISC BRAKE (B40D)
OILS TO MEET SAE 10W - 30
JOHN DEERE J20C AND FORD M2C134D SPECIFICATION
HYDRAULICS ATF
HYDRAULIC SYSTEM
TO COMPLY WITH VICKERSM-2950-S THF
OR
API CD SPECIFICATION SAE 10W
SAE 30
GREASE
Application Specification NOTE
GENERAL CHASSIS LITHIUM BASE EP NLGI 2 On machines equipped with automatic greasing system* the grease may
not contain Teflon or Graphite.
LITHIUM BASE EP NLGI 2
PINS AND BUSHES The use of molybdeendisulphide (MoS2) is permitted only if the following
TIMKEN OK LOAD 25+
conditions are met :
WHEEL BEARINGS & DRIVE TRAIN LITHIUM COMPLEX NLGI 2 1. The grease may not contain more than 5% MoS2.
2. The greasing system must regularly be checked for proper operation -
HIGH TEMPERATURE PROPSHAFT (B50D PTO) DIN51825 KP2-R-20** refer to Bell Technical personnel.
3. The primary grease lines must be flushed through at least once a year.
* Optional on 4206D, 35 and 40 ton D series ADT’s.
** Must be compatible with polyalphaolefin base greases such as Castrol Firetemp XT2 and Viscotemp 2, and may not contain any solids such as
Graphite or Molybdeendisulphide.
RECOMMENDED SERVICE FILLS

COMPONENT B50D, B40D/B35D, 4206D B20D, B25D, B30D, 2306D, 2406D, 2806D
ENGINE CALTEX DELO XLD SAE 10W-40 (Part No : 910276) CALTEX DELO XLD SAE 10W-40 (Part No : 910276)
TRANSMISSION :
HD4560 CASTROL TRANSMAX Z / TRANSYND (Part No : 910208 / 910302)
HP592C CASTROL TRANSMAX Z (Part No : 910208) CASTROL TRANSMAX Z (Part No : 910208)
TRANSFER BOX CASTROL TRANSMAX Z (Part No : 910208) CASTROL TRANSMAX Z (Part No : 910208)
AXLES CALTEX GEAR OIL ZF SAE 80W90 - See Note 1 (Part No : 910284) CALTEX GEAR OIL ZF SAE 80W90 (Part No : 910284)
HYDRAULICS CALTEX TEXAMATIC TYPE G (Part No : 910083) CALTEX TEXAMATIC TYPE G (Part No : 910083)
WET DISC BRAKES CALTEX TEXTRAN TDH (Part No : 910328)
GREASE :
GENERAL (PINS, CALTEX ULTRA DUTY GREASE 2 (Part No : 910336) CALTEX ULTRA DUTY GREASE 2 (Part No : 910336)
BUSHES, ETC)
DRIVETRAIN
(BEARINGS, CALTEX MULTIFAK EP2 - See Note 2 (Part No : 910026) CALTEX MULTIFAK EP2 (Part No : 910026)
PROPSHAFTS, ETC)
NOTES
1. For B35D axles with Wet Disc Brakes and B50D axles use Caltex Borate oil (THF) only, Bell P/N 910382.
2. For B50D PTO propshaft use only high temperature PAO type greases as stipulated above.
Doc. No. 872359 : Rev A 373

Service personnel must check that the daily lubrication has been performed, if in doubt, lubricate all grease
points(see OM)
Daily Oscillation Joint Procedure
1. Park machine on level ground.
2. Apply the park brake
3. Raise the bin fully
4. Switch off the engine
5. Wipe grease nipple.
6. Fill the oscillation joint with grease until ejected grease is visible at o-ring seals A and B.
7. Start the engine and lower the bin.
8. Fill the oscillation joint with grease until ejected grease is visible at o-ring seals C and D.
374 Doc. No. 872359 : Rev A

CHAPTER 9. 150 HOURS SERVICE AND CHECKS
Service Instructions Lower And Raise The Belly Plate

Ensure that the machine is in the service position. To perform some maintenance tasks it is neces-
sary to lower the belly plate for access.
Use the correct lubricants when topping-up, re-
placing and greasing. Refer to the Lubrication The belly plate assembly has two access hatches
Chart at the beginning of this section. that allow access to certain areas.
The complete assembly can be lowered if it is re-

Change Engine Oil And Replace quired.
Filter
Lower the Belly Plate Assembly
NOTE: For further engine information or details not
shown in this manual, refer to the Mercedes-Benz The following procedures must be used to lower
Manual OM 501LA. the belly plate:
‹ WARNING
Be careful when draining Hot engine oil. Hot
engine oil can cause burns to unprotected
skin.
NOTE: The engine oil will drain easier when the

engine is warm.
Run engine to warm oil slightly. Stop engine.
• Loosen the three belly plate securing bolts (1).

• Loosen the catch bolt (2) but do not remove it.
‹ WARNING
The belly plate is now only resting on the
catch. If the catch is moved the Belly Plate
will fall to the ground.
Open the bonnet. • One person should support the belly plate.
• A second person should then remove the
Remove engine oil filler cap (1). Clean and inspect
catch (3) and then assist the first person with
the seal ring. Replace seal ring if necessary. lowering the belly plate (4) to the ground.
‹ WARNING
The belly plate is very heavy. Be careful when
lowering the belly plate as it can cause injury
or even death.
Doc. No. 872359 : Rev A 375

Raise the Belly Plate Assembly Remove the oil filter cap from the element. Re-
move the O-ring from engine oil filter cap.
The following procedures must be used to raise
Install new O-ring on oil filter cap. Install new oil fil-
the belly plate:
ter onto filter cap. Place filter element and cap
‹ WARNING assembly into filter housing and tighten to specifi-
cation.
Be careful when raising the belly plate as it
can cause injury or even death if it slips off ‹ CAUTION
the trolley jack.
Do not overfill the engine with oil.
• Manoeuvre a trolley jack under the belly plate Add the new oil at the fill port.
so that the belly plate can be safely raised.
• Install the bolts and remove the trolley jack. Replace engine oil filler cap.
Start engine and let it run at slow idle for 1 minute.

Stop the engine and check for leaks at filler cap
and drain valve. Tighten only enough to stop leaks.
Check engine oil level.
Raise and tighten belly plate.
Replace Primary Fuel Filter

(Water Separator)
Open the bonnet.
Attach a hose (1) to drain valve (2) with a hose
clamp (3). Place the end of the hose in a container.
Loosen nut (4) and valve stem (5). Drain oil into
container.
NOTE: Dispose of waste properly.
Tighten valve stem and nut. Remove hose clamp

and hose. Wipe drain valve clean.
Remove engine oil filter cap (1) and element (2).
Lift slowly to allow residual oil to drain from ele-

ment. Clean dirt and debris from primary fuel filter (1) and
surrounding area.
Do not clean inside surfaces of engine oil filter
housing. Remove retaining screw (2) and lid (3).
376 Doc. No. 872359 : Rev A

Remove element (3) and O-ring (2) from filter cap.

Discard element and O-ring.
Inspect filter cap and filter housing (4) for damage.

Replace if necessary. (Refer to BELL
EQUIPMENT Product Support).
Install new O-ring and element on filter cap.
Apply a thin layer of fuel to O-ring.
Install element and filter cap. Tighten to specifica-

tion.
Remove element (1). Final filter cap tightening torque: 25Nm (18 ft.lb.).
Install new element with seal and ensure element Prime fuel system.
is properly seated.
Start engine and let it idle for 1 minute. Check for
Fill primary fuel fitter with clean fuel. leaks at filter cap. tighten only enough to stop
leaks.
Ensure O-Ring is in positioning the lid.
Install lid and retaining screw. Replace Fuel Depth Filter B50D
Prime fuel system.
Only
Start engine and let it idle for 1 minute. Check for
leaks around lid. Tighten lid only enough to stop
leaks.
Replace Secondary Fuel Filter

Open the bonnet.
Clean dirt and debris from final fuel filter cap (1)
and surrounding area.
Remove the filter cap (1) and element (3). Lift

slowly to allow excess fuel to drain from element.
Loosen and unscrew the nut (1) on top of the filter
cover.
Carefully lift the filter lid allowing fuel to be spilled

and caught into the catch tray.
Doc. No. 872359 : Rev A 377

Remove the washers and filter end from the return

tube.
Remove old filter element pack (1) from the filter

bowl and discard at a proper disposal facility.
Remove the filter element from the return tube.
Unscrew and remove the compression knob from

the return tube
Clean the upper filter end and ensure that there is

no damage.
378 Doc. No. 872359 : Rev A

Ensure that the upper filter end and washer are still
fitted to the return tube.
Re-fit the filter end onto the return tube ensuring

that it is properly located into the lower filter ele-
ment.
Check the return tube for damage.
Inspect O-ring and lid gasket (1). Replace if neces- Re-fit the sealing washer, then the flat washer onto
sary. the return tube.
Fit the new filter element to the return tube ensur-

ing that the filter end is properly located into the
filter element. Insert new filter element pack unit (1) into the filter
bowl.
Doc. No. 872359 : Rev A 379

Carefully screw the return tube into the bottom of You need to re move the access plate by re mov
the filter bowl. ing the four mount ing bolts.
Re-fit the lid by hand rotate lid, ensuring that the

seal fits centrally over the housing.
Torque the lid bolt to 21 Nm (4.7 ft lb.) 20. Clean

and check for leaks.
Bleed the system of air before restarting the en-

gine.
AdBlue Instructions For Maintenance

and Repair:
The bubble storage can be filled up via a valve. Fill

ing is only pos si ble if the AdBlue cir cuit is de pres
su rised.
Every 3 years, the pres sure should be checked

and ad justed to approx. 3 bar with oil-free com
pressed air.
Replacing The Filter:
The AdBlue fil ter change is sched uled to coincide

with the en gine oil ser vice. There fore the filter
should be replaced every 500hrs if the cor rect oil
spec ifica tionis be ing used (MB 228.5) To pre vent
si phon ing the Replacing the SCR tank breather filter:
AdBlue tank empty when the fil ter is re moved, the This filter should be replaced every 500hrs in dry
AdBlue re turn flow to the pump mod ule could be and dusty conditions and every 1000hrs in wet and
clamped off. muddy condi tions.
To change the fil ter you need to gain ac cess to the

pump module
Large truck SCR tank breather location
380 Doc. No. 872359 : Rev A

CHAPTER 10. 500 HOURS SERVICE AND CHECKS
Service Instructions Drain the Primary Fuel Filter

Ensure that the machine is in the service position. (B40D Shown)
NOTE: The engine must be running when the wa-
placing and greasing. Refer to the Lubrication
ter is drained from the Primary Fuel Filter.
Chart at the beginning of this section.
Change Engine Oil And Replace

Filter
‹ WARNING
Be careful when draining Hot engine oil. Hot
engine oil can cause burns to unprotected
skin.
Check engine oil level.
Check for oil, fuel and water leaks.
Check Engine Air Intake System
Check The Air Cleaner Service

Indicator
Connect a pipe to the outlet of catch (2) and hang

the other point in a container.
Loosen the nut (1) on the fuel filter.
Drain the accumulated water.
Tighten the nut (2) when fuel flows out.
Remove the pipe.

Check the indication window (1) on the air cleaner
service indicator.
Check The Coolant Level
If the window shows a red flag, the air cleaner filter
element must be changed. Refer to OM.
Check rubber elbows, clamps and pipes for tight-

ness, cracks or damage.
Doc. No. 872359 : Rev A 381

Replace Fuel Tank Breather

Filter
B50D Only
Loosen the three bolts securing the fan to the wa-

ter pump.
Remove the bolts and move the fan forward.
Slacken the belt being replaced and move it off the

pulleys.
Manoeuvre it between the fan and the water pump.
Replace the new fan belt the same way.

Clean surrounding area and unscrew the breather
filter (1).Clean sealing surface and replace with Assemble in reverse order.
new breather filter.
Check Tyre Pressures
Replace Both Fan Belts
Refer to OM.
B50D Only
Tilt and Lower the Cab
Open the bonnet.
‹ WARNING
Never re-use loosened cab mounting bolts.
Always replace bolts after loosening.
Close the cab and right hand side external com-

partment door and open the bonnet.
Mirrors to be in normal operating position.
The machine’s cab is hinged so that it may be tilted

for access to the hydraulics and transmission sys-
tems below.
Loosen cab mounting bolts front and rear, left side
Loosen bolts (1) and remove the fan guards.
382 Doc. No. 872359 : Rev A

Insert the wheel spanner into the cab tilt pump and
start pumping.
Install the cab prop (2).
Change the directional valve handle to the lower-

ing position and lower the cab till cab is secure.
‹ WARNING
Do not work under the raised cab unless the
cab prop is fitted.
Lower The Cab
Ensure that the area is free of obstructions.
Ensure all doors are closed and mirrors are in op-

erating position.
Turn the directional valve to the “Cab Raise” posi-

tion and operate the pump to lift the cab until peg
has disengage from cab prop.
Pull the cab prop away from engine compartment.
Unscrew the mounting bolts (1) on the left hand Turn the directional valve handle to the “lower-
side front and rear of cab. ing” position.
NOTE: The cab tilt pump is located on the left hand Lowering cab until properly seated.
side under the bonnet on the bonnet catch cross Install and torque new locking bolts. (Refer to OM
bar.
for correct torque specifications).
Ensure directional valve handle is in “Cab Lower”

position.
Stow the wheel nut spanner.
‹ WARNING
Ensure both mountings are locked into posi-
tion with new mounting bolts and nuts. Never
re-use loosened mounting bolts and nuts.
The cab can be raised to two different heights:
Place directional valve lever (1) in “Cab Raise”

position.
Doc. No. 872359 : Rev A 383

A cold check must be performed before start-up.

The sump fluid temperature is then typically 16°C
to 49°C (60°F to 120°F)
0
GD0033CFM
• Ensure that the machine is parked on a level

surface and the park brake is applied.
• Ensure that the transmission is in Neutral (N)
for approximately 1 minute.
• Shift to D (Drive) and then to R (Reverse) to
expel all air from the transmission circuits and
fill the system with fluid.
Half raised (1) - for quick access to Main Hydraulic
Pump, etc. and fully Raised (2) - for full access to • Shift to N (Neutral) and leave engine at idle.
the area underneath the cab.
Check Transmission Fluid Level

Always check the fluid level at least twice. If the
readings are not consistent, check and clean the
transmission breather.
Check transmission fluid level as follows:
• The dipstick check when the transmission fluid

is cold.
• The dipstick check when the transmission fluid
is Hot.
• With the engine running unscrew and remove
Dipstick Check - Transmission Fluid the dipstick (1) from the tube and wipe clean.
COLD (Cold Check) • Clean the end of the tube before inserting the
dipstick.
‹ CAUTION
• Insert the dipstick into the tube and remove to
check the fluid level.
Do not start the engine until the presence of • Repeat the check procedure to verify the read-
transmission fluid has been confirmed. ing.
The Cold Check determines if the transmission NOTE: Ensure to hold the dip stick in an upright
has sufficient fluid to be operated safely until a Hot position with point pointing down when checking
Check can be made. oil level.
384 Doc. No. 872359 : Rev A

• If the fluid level is on the ENGINE STOP mark The safe operating fluid level is between mark (2)
(1) the transmission may be operated until the and mark (3).
fluid is Hot enough to perform a “Hot Check”.
• If the fluid level is not on the ENGINE STOP If the fluid level is not between mark (2) and (3),
mark, add or drain transmission fluid as neces- add or drain transmission fluid as necessary to
sary to bring it to this mark. bring it to the mark.
‹ CAUTION
Check Park Brake Pad Wear
1. The fluid level rises as the fluid temperature
increases. DO NOT fill above the “Hot” mark if
the transmission fluid is below normal operat- Raise the bin and install the bin prop.
ing temperatures. Normal operating tempera-
ture is 80°C to 95°C (176°F to 203°F). The oil
level at 80°C (176°F) is valid and must not be
exceeded.
2. The transmission must not be operated for
extended periods until a “Hot Check” has
verified proper fluid level.
Dipstick Check - Transmission Fluid

HOT (Hot Check)
The Hot Check verifies proper fluid level.
• Ensure that the transmission fluid has reached

normal operating temperature; 85°C to 95°C
(176°F to 203°F)
• Check the transmission fluid temperature on
the master display unit.
• Ensure that the machine is parked on a level
surface and the park brake is applied. Measure the thickness of the park brake pads.
• Allow the engine to run at idle (500 to 700 rpm)
in N (Neutral).
• Unscrew and remove the dipstick from the Replace both park brake pads if one has worn to
tube and wipe clean.
minimum specified thickness. (Refer to BELL
• Clean the end of the tube before inserting the EQUIPMENT Product Support).
dipstick.
• Insert the dipstick into the tube and remove to Minimum thickness of pads: 3mm (0.118”).
check the fluid level.
Minimum thickness of disc: 22.5mm (0.886”). Re-
Repeat the check procedure to verify the reading. place disc before disc reach the minimum size.
Doc. No. 872359 : Rev A 385

Check Service Brake Pad Wear Drain or add oil as necessary.
(Dry Brakes)
Check Front Axle Suspension
NOTES: Struts B35D & B40D
If operating in wet or muddy conditions,
check wear indicators every 250 hours.
Front axles have two sets of inner and
outer wear indicators per side while the rear axles
have only one set per side. Only the inner wear in-
dicator is visible with tire installed. Inner and outer
pads wear normally evenly. Checking the inner
wear indicator is a good indication of the wear of
both pads.
Remove guards (3) on illustration below
for increased visibility if necessary.
Clean boot (1) and surrounding area. Inspect boot

for damage. Replace if necessary.
Loosen upper boot clamp (2).
Slide boot off of strut barrel shoulder (3) to expose

strut rod.
Measure height from strut barrel shoulder (3) to

strut rod shoulder (4). If height is not within specifi-
cation.
Slide boot onto strut barrel shoulder and tighten

upper boot clamp.
Check inner wear indicator (1) on all axles. Pull in- Barrel shoulder to rod shoulder height: 141mm
dicator inwards to ensure it is properly seated. If (5.5” ).
indicator is flush with the wear indicator cover (2),
pads are at minimum specified thickness and must
Check Front Axle Suspension Struts
be replaced.
Minimum pad thickness: 2mm (0.08”).
Check Transfer Case Fluid Level
Clean boot (1) and surrounding area. Inspect boot

for damage. Replace if necessary.
Check pipe (2) and fittings (3) for leaks and secu-
Check the transfer case fluid level (1) at the sight rity.
glass (2).
386 Doc. No. 872359 : Rev A

Check Bin Shock Pad Clearance If smaller, add shims to back spacer blocks. If big-
ger, add shims to front bin pads.
‹ WARNING When dimension ”A” is correct, lift bin and install
Before working on the bin and/or machine, bin prop.
carefully follow the safety precautions stipu-
lated in the OM in the Safety Section and NOTES:
Pre-Service Instructions. All the spacers used with the spacer
blocks must be used with the relevant bin pad.
Install the bin prop and remove the cap screws se- When the bin is now lowered the
curing the bin pads to the bin on both the left and clearance between the front bin pads and the
right hand side front and rear. chassis will be slightly less then measured due to
the rear bin pads now being compressed.
Place spacer blocks with mounting plates (LHS &

RHS) in position on the chassis as well as front bin
pads in front position. Lower the bin fully. Check if Remove the bin spacer blocks and install rear bin
the bin rest equally on the spacer blocks (LHS & pads (1).
RHS).
If not, lift the bin and add/remove the required

amount of shims to ensure equal pressure after bin
is lowered.
Install bin pads front (1).
General Check Drive Line &

Suspension Fasteners
Check drive line and suspension fasteners condi-
tion and security.
Measure the distance between front bin pads (1)
LHS and RHS to the bin (2). Torque specification for breathers: 12 - 16 Nm
(106 - 142 lb.in.).
Clearance must be equal on LHS and RHS.
Dimension “A” . . . . . . . . . . . . . . 14mm.
Doc. No. 872359 : Rev A 387

Inspect, Clean And Replace Cab

Air Filter
Move the seat forward.
Remove element (1). Inspect element for dust, de-

bris, moisture and damage.
Replace element if damaged.

Turn latches (1) ¼ turn counter clockwise.
‹ CAUTION
Use compressed air to 207kPa (30psi) to
clean filter element. Do not use high pressure
air, element may be damaged or personal in-
jury may result.
Clean element if necessary. Remove large debris

by hand. Blow compressed air through element
from opposite direction of normal air flow.
If element is moist, allow to dry before re-installing.

Do not apply heat to element.
Install element. Ensure that “Air Flow” decal is at

top and arrows point towards front of machine.
Close access door. Turn latches ¼ turn clockwise

and ensure latches are locked.
Close parts catalogue compartment door.
Open the access door (1).
388 Doc. No. 872359 : Rev A

Check Electrical Connectors, Oscillation Tube And Oscillation Tube

Harnesses And Looms Through Drive Shaft Bearing Rear
And Bin Tip Cylinders Bottom
Check for worn, frayed and damaged harnesses.
Check for loose, corroded and damaged electrical

connections.
Check Work Lights, Reverse

Buzzer
Check the work lights and reverse buzzer func-
tioning.
Check the operator controls, buzzers and instru-

ments.
Record & Delete Fault Codes On

MDU Display
Check Operator Controls And

Instruments
Check the function operator controls and instru- Remove cover and grease each point (1 to 4) until
ments. grease escapes from joint.
Check The Air Conditioner

Receiver Air Drier Site Glass
Replace the air drier when indicated.
Grease All Lubrication Points
Lubricate Bin Pivots
Grease each point (1 and 2) until grease escapes

from joint.
Doc. No. 872359 : Rev A 389

Articulation Joints, Oscillation Tube Replace Auto Greasing System Filter

Through Drive Shaft Bearing Front
And Steering Cylinders Front And Notes:
Rear Pivot Points It is very important to replace the filter element ev-
ery 500 hrs, as per the RSG, for the following
reasons:
• When the filling filter gets blocked it could

break if the pressure of the grease gun (used
to fill the pump) is high. The bits of the rup-
tured filter will then (if not removed in time) be
pumped into the greasing system. Firstly en-
tering the pump with a high possibility of dam-
aging the pump. If it gets through the pump it
will certainly block the metering units, which
have very fine operating clearances.
• As the filter starts to get blocked, it will slow
down the rate at which the grease pump will fill
up, thus requiring more time for a pump to get
re-filled.
Grease each point (1, 2, 3, 4, 5, 6 and 7) until

grease escapes from joint.
Grease Tailgate Pivot Points (If

Equipped)
Add 1 shot of grease at each pivot point (1).

Remove the cover (1) to gain excess to auto
Check Grease Level Of Auto greasing system.
Greasing System Unscrew the grease nipple.
Check the grease level in the auto greasing sys- Loosen lock nut.
tem.
Unscrew and remove filter housing and filter as-
sembly (2).
390 Doc. No. 872359 : Rev A

‹ CAUTION
Be careful not to damage the O-ring.
Fit new filter and filter housing assembly.
Tighten lock nut.
Replace grease nipple.
Fill automatic greasing system.
Replace cover and tighten.
Grease PTO Drive Shaft Front

Universal Coupling(If not fitted with
grease for life Crosses)
NOTE: Grease to be used must be a high temp. EP

grease typically:
1. Castrol Viscotemp NLGI 2 or
2. Castrol Firetemp XT2.
Open the bonnet and tilt the cab.
Fit grease gun to the grease nipple (1) and grease

universal coupling until grease just start pressing
out of the coupling.
Remove the engine cranking tool and replace the

cover. Tighten the cover screws.
Reinstall the exhaust shield and tighten the

Loosen the bolts (1) securing exhaust shield. screws.
Lift shield upwards and tighten to prevent it from

coming down while greasing the PTO drive shaft.
Check Hydraulic Oil Level
Open the belly plate on the truck. Switch off the engine.
Remove the cover (1) on the engine to install the

engine cranking tool.
Crank engine until grease nipple is in line with the

opening in the PTO Drive shaft cover.
Doc. No. 872359 : Rev A 391

Open hydraulic access door (1). Catch lever is lo-

cated inside battery compartment at top edge.
Unscrew hydraulic reservoir breather (2) and re-

move from machine.
Install new hydraulic reservoir breather.

Check the hydraulic fluid level in the sight
Hand-tighten.
glass (1).
Close hydraulic reservoir access door. Close the
The fluid level must be on the mark (2) with the en-
bonnet.
gine shut down and the machine parked on level
surface and hydraulic oil cold.
Clean Hydraulic/Transmission
If the machine has been standing for a while or has
not worked over-night, the hydraulic oil level might Cooler Fan
lie at the “HOT” oil level mark. This is normal.
Once the machine has been started, the level Refer to OM.
should drop to the “Cold” oil level mark.
Service Brake Accumulator Routine
If necessary replenish the fluid in the hydraulic
Test
tank.
NOTE. If less than two full applications, check out
Replace Hydraulic Reservoir the system
Breather B50D • Start engine. Wait until main pump has fully
charged the accumulators (Listen to the tone
NOTE: Hydraulic reservoir breather should be re- of the engine, while charging the engine revo-
placed at scheduled intervals or whenever found lutions will be lower).
to be damaged or clogged. • Apply the service brakes repeatedly to make
the pump re-charge a few times. Discontinue
Open bonnet.
applying the brakes in a re-charge cycle while
Open battery access door. the pump is still charging (to ensure the brakes
are not consuming oil after the pump stops,
wait 4 seconds while listening to the engine.
Engine revolutions must go up after pump
stops).
• Switch off the engine.
• Switch the ignition on an wait until the warning
lights extinguishes.
• Fully apply the service brakes and count the
number of applications before the accumulator
low pressure light illuminates.
392 Doc. No. 872359 : Rev A

Replace Hydraulic Reservoir Clean Headlights

Breather B35D & B40D
Inspect the headlights for dirt and/or moisture be-
NOTE: Hydraulic reservoir breather should be re- hind the lens. Clean the headlights if required, as
placed at scheduled intervals or whenever found follows:
to be damaged or clogged.
Open battery access door.
1. Unscrew and remove the two cover retaining

bolts (1) and remove the cover.
Pull lever inside battery box and open hydraulic ac-
cess door (1).
Unscrew hydraulic reservoir breather (1) and re-

move from machine. 2. Unscrew and remove the four lens clip retaining
screws (1) and remove the lens.
Install new hydraulic reservoir breather.
Hand-tighten. 3. Clean the headlight lens and inside the head-
light with a clean cloth.
Install access panel and cap screws.
Install clamp and nuts to bin heater support and

pipe, if equipped.
Doc. No. 872359 : Rev A 393

4. Ensure that the seal (1) is undamaged and in

place.
5. Install the lens with the clips and screws.
6. Install the cover with the two retaining bolts.
7. Test the headlights to ensure that they are oper-

ating correctly.
394 Doc. No. 872359 : Rev A

CHAPTER 11. 1 000 HOURS SERVICE AND CHECKS
Service Instructions Change Primary Air Filter

Element
Ensure that the machine is in the service position.

NOTE :For further engine information or details not

shown in this manual, refer to the Mercedes-Benz
Manual OM 501LA.
Adjust Engine Valve Clearance

See Valve Clearance Adjustment.
Replace Fuel Depth Filter (B50D

Only)
See Replace Fuel Depth Filter
Replace Primary Fuel Filter

(Water Separator)
See Replace Primary Fuel Filter. Loosen clips (1) and remove the end cover from
the air cleaner housing.
Replace Secondary Fuel Filter
See Replace Secondary Fuel Filter.
Replace Fuel Tank Breather

Filter (B50D Only)
See, Replace Fuel Tank Breathe Filter.
Remove the primary air filter element (1) from the

air cleaner housing.
Discard the primary filter element, do not re-use.
Clean the air filter housing inside and the end

cover with a damp cloth and inspect for damage.
Doc. No. 872359 : Rev A 395

Check the end cover to ensure that it is fitted cor- Check The Fan Belt Condition
rectly and secure with clips.
B35D & B40D Only
Check Coolant Conditioner In Open the bonnet.
Radiator
Check coolant every 1000 hours or 6 months or
when replacing 1/3 or more of coolant. Add coolant
conditioner as necessary.
Open the bonnet.
‹ WARNINGS
Explosive release of fluids from pressurised
cooling system can cause serious burns.
Remove fill cap only when engine is cold or
when cool enough to touch with bare hands.
Slowly loosen cap to first stop to relieve pres-
sure before removing completely.
Check fan belt (1) condition.
Clean Crankcase Breather Filter
Remove the filler cap (1) and test the coolant in the
coolant tank.
Use a 3-way heavy duty coolant test kit to test the

coolant. Follow the instructions on the kit.
‹ WARNING
To prevent machine damage, ensure that all
coolant additives are compatible with coolant Clean dirt and debris away from breather cover (1)
that the system is currently filled with. and surrounding areas.
Unscrew the two hex-head screws (2) and remove

Add coolant conditioner or equivalent non-chro-
the breather cover (1).
matic conditioner/rust inhibitor as necessary.
Follow instructions on the container for amount.
Install fill cap.
396 Doc. No. 872359 : Rev A

Remove the drain plug (1) and allow oil to drain

into container.
Inspect cover seal ring (1) for damage. Replace if After cooler has been drained completely, replace
necessary. the drain plug and tighten.
Remove element (4).

Replace Transmission Filters
Inspect seal rigs (2 & 3) on the element (4) and re-
place if necessary.
NOTE :Dispose of waste properly.
Install element and ensure that element seal ring

(3) is properly seated.
Do not install fill cap. Start engine. Run engine at

slow idle for 3 minutes to purge air pockets from
engine cooling system. Stop engine.
Replace the cover and tighten the screws.
Drain Transmission Oil Cooler

Lower the belly plate.
Place container under the cooler.
‹ WARNING
Be careful when draining Hot transfer case
oil. Hot oil can cause burns to unprotected
skin.
Remove cap screws and washers (1).
Remove guard (2).
Remove cap screws (3) and filter assemblies (4).
Drain oil into a container.
Doc. No. 872359 : Rev A 397

Remove gasket (7) and filter elements (8) from fil- Replace Hydraulic Reservoir
ter heads (5). Discard old elements and gaskets.
Breather
Clean and inspect filter heads and seal rings (6).
Replace if necessary. Replace Hydraulic Oil Return Filter
Clean and inspect seats and gasket contact sur-
faces on the transmission housing. Open the bonnet.
Install new gaskets and filter elements on filter

heads.
Install filter assemblies and cap screws. Tighten to

specification.
Oil Filter Cap Screw Torque: - 51 - 61 Nm (36 - 45

lb.ft.)
Install guard, cap screws and washers. Tighten.
Fill transmission with oil.
Check oil level. Clean area around return filter access cover (1).
‹ WARNING
Change The Transfer Case Filter Avoid personal injury. Remove return filter el-
ement cover carefully. Spring is under load.
Loosen and remove opposite sets of cap screws

and washers (2) in sequence to keep spring load
distributed evenly. Hold return filter access cover
securely in place while removing last 2 cap screws
and washers. Release slowly to relieve spring
load.
Clean area around the filter (1). Unscrew the filter

(1) and remove.
Clean the sealing surface. Apply a thin layer of

clean oil to the sealing ring.
Fit the new filter and hand tighten. Start the truck
and drove around for a short distance.
Stop the truck and check for oil leaks. (If any,
tighten just enough to stop oil leaking).
Wipe the filter and surrounding area clean. Check Inspect access cover seal ring (1) for damage and
oil level at the sight glass. wear. Replace if necessary.
398 Doc. No. 872359 : Rev A

Grasp spring (2) and remove spring and return fil- Check Axle Oil Level
ter assembly (3).
(Bell Brakes Only)
Clean filter seat. Do not allow dirt, debris or foreign
objects to fall into hydraulic reservoir. (NOTES:
Perform this procedure for all axles.
Remove retaining screw (4) and remove filter ele- Dispose of waste properly.
ment (5).
Inspect shoulder seal ring (6) and face seal ring (7)
for damage and wear. Replace if necessary.
‹ CAUTION
Use only recommended filters which have the
correct micron filtration rating for the hydrau-
lic system.
Install new element. Install retaining screw. Ensure

that element is centred on face seal ring.
Install spring and filter assembly. Ensure that

Clean axle housing around check and fill plug (1).
shoulder seal ring is properly seated in filter seat.
Remove check and fill plug from axle housing.
Install return filter access cover and washers and
cap screws. Ensure that return filter access cover Oil must be level with bottom of check and fill port.
is free of dirt and debris before installing. Tighten
opposite cap screws and washers in sequence to Add oil through check and fill port if necessary.
ensure that access cover seal ring is compressed (Refer to Change Axle Oil).
uniformly.
Install check and fill plug.
Close hydraulic reservoir access door.
Close hood. Check Final Drive Oil Levels

(Bell Brakes Only)
Grease Propshaft Slip Joint (Shaft
Between Dropbox And Osc. Joint NOTE: Perform this procedure for each final drive.
Between Park Brake And Mid Diff) The procedure is the same for all final drives.
Refer to OM.
Check Condition Of All Drive

Shafts
Rotate wheel until check and drain plug (1) is in a

horizontal position.
Remove the plug and check the oil level. Oil level
must be level with bottom edge of check plug.
If necessary, add oil.
Install check and drain plug tightly.
Doc. No. 872359 : Rev A 399

NOTES
400 Doc. No. 872359 : Rev A

Service Instructions Change Transfer Case Oil

Ensure that the machine is in the service position. ‹ WARNING
Use the correct lubricants when topping-up, re- Be careful when draining Hot transfer case
placing and greasing. Refer to the Lubrication oil. Hot oil can cause burns to unprotected
skin.
NOTE: For further engine information or details not NOTE: Dispose of waste properly.
Manuals OM 501LA and OM 502 LA.
Change the Secondary Air Filter

Element
NOTE : At minimum, secondary element must be
replaced every third time primary filter is replaced.
Remove primary filter first.
Remove fill plug (1) and seal ring. Clean fill plug
and seal ring.
Inspect seal ring and replace if necessary.
Remove and inspect secondary element (1). Re-

place the element.
Wipe housing clean with a lint free cloth. Squeeze

unloader valve to empty air cleaner housing of dust
and debris.
Install secondary filter element, ensure that it is

evenly and firmly seated.
Place a container under the drain plug (1). Clean
Install primary filter element, ensure that it is firmly drain plug and surrounding area. Remove the
and evenly seated. drain plug and drain oil into the container.
Install air cleaner cover and fasten clasps. Replace the drain plug.
Press top of service indicator to reset flag. Remove the container.
Tighten the drain plug.
Fill the transfer case with oil, through the FILL hole.
Doc. No. 872359 : Rev A 401

Remove check and fill plug (1) from axle housing.
Place a container under the drain plug (2) and re-

move drain plug.
Drain oil into the container
Replace the drain plug and tighten
Remove the container and wipe the drain plug and

axle housing clean.
Add oil through check and fill port.
Fill until oil just starts to flow from fill port.
Install check and fill plug and wipe clean.

Check the oil level at the sight glass (1). Oil should
be level with the sight glass.
Change Final Drive Oil
‹ CAUTION
Do not overfill NOTES:
Perform this procedure for all axles.
Replace the fill plug and seal. Dispose of waste properly.
Start the engine and drive the machine in 1st gear

for one minute. Stop the machine and re-check the
oil level.
Add or remove oil to get the right oil level.
Check for oil leaks at the drain and fill plugs.
Tighten only enough to stop leaks.
Change Axle Oil

NOTES:
Perform this procedure for all axles. Rotate wheel until drain plug (1) is at lowest point
Dispose of waste properly. and fill/check plug (2) is in horizontal position.
Place a container under the drain plug.
Remove the drain plug from the final drive and al-
low oil to drain into the container.
Clean final drive housing.
Replace drain plug and tighten.
Remove the fill plug (2) and fill final drive with clean
oil.
Oil must just begin to flow from fill/check plug.

Clean boot axle housing around check and fill plug
Replace fill plug and tighten.
(1) and drain plug (2).
Wipe final drive housing clean.
402 Doc. No. 872359 : Rev A

Check Service Brake Disc Check Transfer Case Breather

Thickness
‹ WARNING
Wheels are heavy and special care must be
taken not to hurt one self. Use suitable jack.
Chock all wheels. Loosen wheel nuts.
Jack the relevant wheel up and remove the wheel.
Clean dirt and debris away from breather (1) and

surrounding areas.
Inspect breather for clogging, damage and proper

installation. If necessary, remove clogged breath-
ers from machine and clean with water. Dry
thoroughly before re-installing.
Replace damaged breathers and breathers that

cannot be cleaned. Tighten to specification.
Check Transmission Breather

and Axle Breathers
Measure the service brake disc thickness (A).
Transmission and Front Axle
Specification
Raise the cab and install cab support securely.
Minimum Thickness A . . . . . 23mm (0.91inch)
Replace the disc when thickness is out of
specification.
‹ WARNING
Torque wheel nuts to specification.
Replace wheel when finished and repeat

procedure for other wheels.
Clean dirt and debris away from front axle breather

(1) and transmission breather (2) and surrounding
areas.
Doc. No. 872359 : Rev A 403

Inspect breathers for clogging, damage and proper Inspect breather for clogging, damage and proper
installation. If necessary, remove clogged breath- installation. If necessary, remove clogged breath-
ers from machine and clean with water. Dry ers from machine and clean with water. Dry
thoroughly before re-installing. thoroughly before re-installing.
Replace damaged breathers and breathers that Replace damaged breathers and breathers that
can not be cleaned. Tighten to specification. can not be cleaned. Tighten to specification.
Middle Axle Breather Replace Transmission Oil

Raise the bin and install the bin prop securely. ‹ WARNING
Be careful when draining Hot transfer case
oil. Hot oil can cause burns to unprotected
skin.
NOTES:
It is not necessary to change the trans-

mission oil until a contaminated sample is
indicated. Draw sample from transmission oil at
drain plug. For convenience, install a sampling
valve in the drain port.
Samples should be taken initially at 1 000
hours, followed by every 500 hours of operation.
Dispose of waste properly.
Clean dirt and debris away from middle axle
breather (1) and surrounding areas.

installation. If necessary, remove clogged breath-
ers from machine and clean with water. Dry
thoroughly before re-installing.
Replace damaged breathers and breathers that

can not be cleaned. Tighten to specification.
Rear Axle Breather

Remove drain plug (1) and drain oil into a con-
Raise the bin and install the bin prop securely.
tainer.
Install drain plug and remove container.
Wipe drain plug and transmission clean.
Clean dirt and debris away from rear axle breather

(1) and surrounding areas.
404 Doc. No. 872359 : Rev A

Replace Wet Disc Brake Cooler

Oil And Filter
Front wheels combined capacity: 27 litres (7.1

USGAL);
Middle wheels combined capacity: 27 litres (7.1
USGAL)
Wipe drain plugs clean and install drain plugs.
Loosen all bleed screws (2) to allow air to escape

while filling the system with new oil.
Unscrew the two bolts (1) on the cover and re-
move.
Replace Wet Disc Brake Cooling
Remove cover (2) on top of wet disc brake tank.
Oil Filter
‹ WARNING
Remove return filter cover carefully. Cover is
under spring load and can cause personal in-
jury.
Attach hose (1) to the drain valve (2) with a hose

clamp (3). Put the end of the hose in a container.
Loosen nut (4) and valve stem (5). Drain oil into the
container.
Tighten the valve stem and the nut. Remove the Loosen and remove opposite sets of cap screws
hose and hose clamp. (1).
Wipe excess oil from the drain valve. Remove the return filter access cover. To keep
spring load distributed evenly, hold return filter ac-
Reservoir capacity: 45.3L (12 USGAL). cess cover securely in place while removing the
last two cap screws and washers. Release slowly
NOTE: More oil will drain from the first wheel to relieve spring load.
drained on each axle than the second wheel, as oil
drains from the wet disc brake oil cooler.
Remove drain plugs (1) and allow oil to drain into a

container. Drain oil from front and middle wheels.
Doc. No. 872359 : Rev A 405

Release service brakes. Stop engine when oil be-

gins to leak from bleed screws.
Tighten all bleed screws.
Check oil level of wet disc brake cooling oil level.
Check for leaks at access cover and bleed screws.

Tighten enough to stop leaks. Wipe clean.
Install cover, washers and bolts.
Grease Transmission To Transfer

Case Drive Shaft
Refer to OM.
Check Wet Disc Brake Cooling

Oil Reservoir (If Applicable)
Inspect access cover seal ring (1) for damage and

wear. Replace if necessary.
Remove spring (2) and filter assembly (3).
Clean filter seat. Do not allow dirt, debris or foreign

objects to fall into wet disc brake cooling oil Reser-
voir.
Remove retaining screw (4).

Clean dirt and debris away from breather (1) and
Remove filter element (5).
surrounding areas.
Wipe metallic sediment from magnet assembly (6).
Inspect shoulder seal ring (7) and face seal ring (8) installation. If necessary, remove clogged breath-
for damage and wear. Replace if necessary. ers from machine and clean with water. Dry
thoroughly before re-installing. Replace damaged
Install new element and retaining screw. Ensure and breathers that can not be unclogged. Tighten
that element is centred on face seal ring. to specification.
Install spring and filter element assembly. Ensure

that the shoulder seal ring is properly seated in fil- Replace Pneumatic System Drier
ter seat. Filter
Fill the system with new oil through the return filter.
Relieve Pneumatic Pressure
Install return filter access cover and cap screws.
Ensure that return filter access cover is free of dirt Open and lower belly plate.
and debris before installing. Tighten opposite cap
screws and washers in sequence to ensure that Push and hold stem of drain valve on pneumatic
access cover seal ring is compressed uniformly. reservoir. Air will discharge through drain valve un-
der pressure. Hold stem until “hiss” stops
Start the engine and let it run at slow idle. Apply completely.
service brakes.
406 Doc. No. 872359 : Rev A

Remove the cover.
Change Axle Oil

(Bell Wet Brakes)
Clean air drier filter and surrounding area. NOTES:
Remove old element (1) from head. Discard old el- Perform this procedure for all axles.
ement. Dispose of waste properly.
Inspect O-ring on head for damage and wear.

Clean or replace O-ring if necessary.
Apply thin layer of oil to O-ring on head and O-ring

on new element.
Install new element. Tighten until O-rings make

contact, then turn an additional ½ turn.
Start engine and let it run. When pneumatic sys-

tem has reached operating pressure, stop the
engine and check for air leaks at head and ele-
ment. Tighten element only enough to stop leaks.
Clean axle housing around check and fill plug (1)

and drain plug.
Remove check and fill plug (1) from axle housing.
Place a container under each wet disc brake hous-

ing on the axle being drained.
Doc. No. 872359 : Rev A 407

Unscrew and remove the plug (1) on one housing Place a container under the drain plug (1) and re-
and then on the other one. Allow to drain until it just move drain plug.
drips.
Drain oil into the container
Place suitable container under the drain plug.
Replace the drain plug and tighten
Clean axle housing around check drain plug (1).
Remove the container and wipe the drain plug and
Remove drain plug (1) from axle housing. axle housing clean.
Add oil through check and fill port.
Fill until oil just starts to flow from fill port.
Install check and fill plug and wipe clean.
408 Doc. No. 872359 : Rev A

Service Instructions Loosen the airconditioner pulley and remove the

pulley assembled.
Disconnect the clutch harness connectors.
placing and greasing. Refer to the Lubrication Connect clutch harness connectors to new pulley
Chart at the beginning of this section. assembly and install the new airconditioner pulley
assembly.
Change Jockey Pulley Bearing Tighten the pulley.

(Tensioner Pulley) Replace the fan belt.
Remove the fan belt.

Change All Axle Driveline Cross
and Rollers
Loosen the bolts retaining the drive shaft to axle.
Repeat for second end.
Remove the drive shaft.
Remove the cross and roller assembly and replace

with new cross and roller assembly.
Tighten bolts to specification.
Fit drive shaft to machine and replace the bolts.
Tighten the bolts to specification.
Repeat procedure for all drive shafts.

Loosen the bolt (1) retaining the jockey pulley as-
sembly (2). Replace Suction Screen
Remove the jockey pulley assembly.
Remove hydraulic tank cover
Remove the circlip and tap out the bearing.
NOTE: Take care not to damage the cover seal.
Replace the bearing and circlip.
Fit jockey pulley assembly.
Tighten the bolt to 50Nm (36.88 ft.lb).
Change The Air Conditioner

Pulley Assembly
NOTES:
Replace airconditioner pulley assembly
before replacing the fan belts on the B50D.
On the B35D & B40D, relieve the fan belt
tension and move the fan belt over the aircondi-
tioner pulley. Loosen and remove all the bolts (1) securing the
cover to the tank.
Doc. No. 872359 : Rev A 409

Remove the cover.
Unscrew the suction screen (1).
Apply thread sealing tape to the thread and screw

the new screen on.
Replace the cover and tighten with bolts.
Fill hydraulic reservoir with new oil.
Close hydraulic reservoir cover.
Check for leaks at the drain valve. Ensure that

valve is fully closed. Tighten plug just enough to
stop leaks.
410 Doc. No. 872359 : Rev A

Service Instructions

Replace Fan Belt B35D & B40D

Only
Open bonnet.
Open and lower the belly plate.

Loosen the nuts (1) on the fan mounting shaft.
‹ CAUTIONS
Explosive release of fluids from pressurised Move the fan assembly as far forward as possible.
Slowly loosen cap to fist stop to relieve pres-
Drain coolant.
Fit socket with ratchet onto the tensioner nut (1)

and release the belt tension.
Remove the belt from the pulleys.
Fit new belt and allow the tensioner to tension the

belt. Remove the socket and ratchet and assemble
in reverse order.
Loosen clamps (1) and remove coolant hose (2). Fill the coolant system with the correct coolant.
Loosen bolts (3) and remove fan guard.
Doc. No. 872359 : Rev A 411

Change Hydraulic Oil Change Pneumatic Block

Breather Filters
Open and remove fill port (1).
Remove circlip (1).
Remove breather (2).
Replace breather and circlip.
Install a drain hose and clamp to drain valve.
Open drain valve by turning lever (1).
Drain hydraulic oil.
Turn lever (1) to close drain valve.
Remove the hose and hose clamp from drain

valve.
412 Doc. No. 872359 : Rev A

CHAPTER 15. AS REQUIRED SERVICE
Introduction Inspect the alternator, air conditioner compressor

and water pump drive belt for cracks, fraying, wear
This chapter details services which are described and tension.
in the maintenance schedule as tasks which are
performed as required.
Some unscheduled maintenance tasks are also in-

cluded in this chapter.
Service Instructions

NOTE: For further engine information or details not

Manual OM 906LA
Check the Engine Compartment

Components Check the alternator for security.
Check all electrical connections to alternator for

Perform a general, visual check on the engine and proper tight installation.
components in the engine compartment as fol-
lows:
NOTE: Photo taken without engine mounting for

clarity.
Ensure that the starter motor (1) is mounted se-

curely and not damaged.
Ensure all battery cables are tightly fastened on

the starter motor, earth bosses and batteries.
Ensure that the pipes and hoses and all linkages

are secure and not damaged.
Check the air conditioner compressor pump (1) for

cracks and security.
Doc. No. 872359 : Rev A 413

Clean/Replace Primer Pump Fuel Rinse fuel screen and O-ring with clean diesel fuel.
Inspect fuel screen and O-ring for damage. Re-
Screen place if necessary.
NOTE: Dispose of waste properly. Install O-ring and fuel screen. Push fuel screen
straight up. Ensure that O-ring and fuel screen are
Open the bonnet. properly installed.
‹ CAUTION Install sediment bowl. Tighten until O-ring is firmly

Avoid damage to components. Handle fuel compressed.
screen and O-ring with care. Do not twist or
squeeze fuel screen. Do not over-stretch or Prime Fuel System.
cut O-ring.
The fuel system must be primed after performing
service procedure on the fuel system.
Pockets of air may still be trapped in the fuel sys-

tem after priming. Even after priming, engine may
engine start hart and run rough for approximately
one minute after performing service procedure on
fuel system. If engine does not start or run
“rough” after approximately one minute, stop the
engine. Correct the problem before starting.
• Ensure that all filters and fittings are tight.

• Ensure that the fuel tank is at least ¼ full.
Operate primer using long, firm strokes until a sig-
nificant increase in resistance is felt.
Check for leaks at all filters and fittings. Tighten

only enough to stop leaks. If leaks cannot be
Hold a container under sediment bowl (2). Re-
stopped.
move sediment bowl from primer (1). Empty waste
fuel into container.
Change Engine Coolant
Wipe debris and moisture from sediment bowl with
a lint free cloth.
NOTE :Replace engine coolant every 4 years.
Inspect sediment bowl for damage. Replace if nec-
Open the bonnet.
essary.
‹ WARNINGS
Explosive release of fluids from pressurised
Slowly loosen cap to fist stop to relieve pres-
Remove fuel screen (2) and O-ring (1). Pull fuel

screen straight down.
414 Doc. No. 872359 : Rev A

Do not install fill cap. Start engine. Run engine at

slow idle for 3 minutes to purge air pockets from
engine cooling system. Stop engine.
Check for leaks at the drain valve. Tighten just

enough to stop leaks.
Close access door and install cap screws and

washers.
Check coolant level in tank. Cold coolant should

not be below ADD mark and Hot coolant not above
the FULL mark.
Add more coolant if necessary.
Remove fill cap (1) from expansion tank. Install fill cap securely.
Open and lower belly plate. Check the transmission cooler for damage and se-
curity.
Check the hoses and clamps for damage and se-

curity.
Clean Cooling System

Turn battery disconnect switch OFF.
‹ CAUTION
Use a pressure washer and a mild detergent
that is not caustic to aluminium. Do not spray
cooling system fins at an angle. Fins may
bend.
Attach hose to the drain valve (1). Raise hood and wash front cooling system, spray-
ing from the engine side to the front.
Loosen drain valve stem (2) and drain coolant into
a container. Remove access covers and wash hydraulic cool-
ing system from the fan side out.
NOTE: Dispose of waste properly.
Clean cooling systems and grilles and keep them
Tighten drain valve stem. Do not over tighten. clean.
Remove hose.
Check for Oil and Fuel Leaks
Engine coolant is often sold in concentrated form
and must be mixed with water to obtain correct Perform a visual inspection for oil and fuel leaks on
specific gravity. Verify correct mixture before and around the engine and components inside the
filling. engine compartment.
Add new engine coolant at expansion tank fill port.

Do not over fill.
Doc. No. 872359 : Rev A 415

416 Doc. No. 872359 : Rev A

CHAPTER 16. MISCELLANEOUS SERVICE AND CHECKS
Service Instructions NOTE: If the jack is pushing into the surface, lower
the jack and fit a wider base under the jack.
Start jacking the machine again. Follow the same
Use the correct lubricants when topping-up, re- procedure as before.
Chart at the beginning of this section. NOTE: If the jack and base continues pushing into
the surface, lower the jack and move machine to a
more solid area.
Inspect Serpentine Belt
Loosen the wheel nuts.
Inspect serpentine belt for wear, fraying, splitting,
Jack the machine until wheel is lifted off the
cracking, damage, dirt and debris.
ground.
Replace serpentine belt if necessary.
Remove the wheel with the appropriate tools and
method.
Change Wheels
Install new wheel.
‹ WARNING Tighten the wheel nuts.
Wheels are heavy. Follow safety instruction to
avoid injury. Lower the machine and torque the wheel nuts to
650 Nm.
1. Machine must be parked on a flat solid surface
Remove the jack (and base plate if used).
that will be able to support the weight of the ma-
chine on the jack without jack being pushed into NOTE: Torque wheel nuts again after 50 hours.
the ground.
2. Chock wheels to prevent truck from moving for- Using Battery Charger
ward or backwards.
‹ WARNINGS
3. Install articulation lock bar.
Disconnect battery earth before you charge
4. Switch OFF the machine and remove the key. the batteries in the machine to prevent dam-
age to the electrical components.
5. Open battery box and turn battery disconnect A frozen battery may explode when charged.
switch to OFF position. Warm battery to 16°C (60°F)before charging.
Install the bottle jack under the appropriate axle A battery charger may be used as a booster to start
and side. the engine.
Start Jacking the machine while noting the jack for ‹ CAUTION
sagging into the surface.
Do not use a battery charger as a booster if the
battery has a 1.15 specific gravity reading or lower.
Turn the charger off before connecting or
disconnecting the charger.
Doc. No. 872359 : Rev A 417

Replace Batteries Remove the mounting bracket (2).
Lift and remove the two batteries.

Open the bonnet.
Install new battery left with the negative terminal
facing the engine side of the machine. Install right
battery with the negative terminal facing the left
side of the machine. Install and tighten the mount-
ing bracket.
Install all cables and tighten. Pull rubber terminal

covers over the terminals.
Turn battery disconnect switch ON.
Start engine after bulb check. Verify that battery

charge indicator on instrument panel is not lit. Ver-
ify battery voltage on MDU.
Open the side access door (1) and turn the battery
disconnect switch OFF. Replace Front Turn Signal Bulb,
Remove the screws and open the top access door. Headlight Bulb and Front Park
Light Bulb
Clean debris from battery compartment.
‹ CAUTION ‹ CAUTION
Ensure that all cables are connected properly. Prevent bulb damage. Use a clean cloth or tis-
Note all connections while removing the bat- sue paper to handle bulbs. If touched, clean
teries, to prevent incorrect connections while glass thoroughly with alcohol and lint free
installing batteries. cloth. Do not use a halogen bulb that is not
clean.
Remove the cap screws (1) and grill (3) (If

equipped) from headlight assembly.
Disconnect all cables (1) from terminals, beginning Remove screws (2) securing headlight assembly
at the negative (-) terminal of battery. Work to fender.
clockwise.
Swing headlight assembly out of fender.
For each terminal, lift rubber terminal cover and re-
move the nut, washer and ring connector. Move all
cables aside.
Loosen and remove the three nuts and washers

holding the bracket (2).
418 Doc. No. 872359 : Rev A

Replace Front Turn Signal Bulb Replace Front Park Light Bulb
Detach wires leads (4) from park light bulb (5).
Turn park light bulb counter clockwise to loosen

bulb. Remove the park light bulb from headlight as-
sembly.
Install new park light bulb. Fit into headlight as-

sembly. turn park light bulb clockwise to fasten.
Attach wire leads to park light bulb.
Reassemble Headlight Assembly

Detach wire leads (3) from front turn signal bulb
(2). Swing headlight assembly into fender.
Squeeze tabs (1) and remove front signal bulb Install screws to secure headlight assembly to
from headlight assembly. fender.
Install new front turn signal bulb. Adjust headlights
Attach wire leads. Install headlight grill and cap screws, if equipped.
Replace Headlight Bulb Adjust Headlights
Detach connector (1) from headlight bulb (3).

2
Squeeze retaining clips (2) to loosen. Swing re- GD1026CV
taining clips downward.
Remove the bulb from the headlight assembly. The headlights must be adjusted to correct height
so that the operator can safely operate the ma-
Install new headlight bulb. chine at night or in poor light conditions.
Swing retaining clips upward. Squeeze retaining When properly adjusted, headlight beams are par-
clips to fasten. allel, angled neither right nor left and low beams
are angled downward at a 1% grade.
Attach connector to headlight bulb.
Doc. No. 872359 : Rev A 419

• Verify that the tires are at the correct pressure. Install bezel and rubber seal on the new lamp.
(See tire decal).
Connect connector to terminal.
• Drive machine onto a level surface, directly
facing a vertical wall with frames steered Connect wire to the connector.
straight. Stop machine with headlights 5m
(16.4 ft.) from wall. Install rubber seal, lamp and bezel in housing.
• Measure width between centres of headlights.
Mark grill with tape at centre point. Install screws.
• Measure height from ground to centre point
Adjust position of light for best illumination. If hous-
between headlights.
ing is loose, tighten mounting hardware (Not
• Use string line and tape to mark wall at cen-
shown).
tres of headlights.
• Activate low-beam headlights. Turn vertical ad-
justment screw (2) to aim each headlight so Replace Tail and Brake Light and Rear
the centre of each beam is 5cm (2” ) lower Turn Signal Light
than the tape mark.
• Activate high-beam headlights. Adjust horizon- ‹ WARNING
tal adjustment screw (1) to aim each headlight Do not use excessive force when removing
directly toward tape mark. lamp or rubber may become damaged.
Replace Backup Light and Work Light

(If Equipped)
Pry gently around edges of lamp (1) to remove

from rubber seal (2).
Disconnect connector (3) and discard lamp.
Connect connector to new lamp.

Remove screws (1).
Install lamp in rubber seal. Index lamp so “TOP”
Remove bezel (2), lamp (3) and rubber seal (5) marking is at top. Push lamp into rubber seal with
from housing (7). firm, even pressure. Ensure that lamp is securely
seated.
Disconnect wire lead (4) from connector (6). Dis-
connect connector from terminal (8). NOTE :Procedure is the same for both the tail and
brake light and the turn signal light.
Remove bezel and rubber seal from lamp and dis-
card the lamp.
420 Doc. No. 872359 : Rev A

Replace Dome Light Bulb and Circuit Replacement Procedure

Breaker Compartment Light Bulb It is of utmost importance to pre-fill the grease line
(with grease) prior to installing/replacing it in the
‹ WARNING auto greasing system.
Do not use excessive force when removing
lens cover, or plastic may become damaged. The easiest way to do this is to make up an adaptor
with a grease nipple, and use a normal grease gun
to fill the grease line, prior to installation.
Following replacement of the main line it is sug-

gested to let the system run on the ‘’line fill mode’’,
to purge out any air. This is done by loosening a
hose end or connection on the main line, immedi-
ately after the replaced hose. When all air is out the
system tighten the hose end or connection, and
switch off the machine ignition.
The ‘’line fill mode’’ on the Mk 6 and earlier installa-

tions is activated by using the GINA.
Secondary Lines
Pry gently along edges of lens cover to remove. These are the small, mostly 6mm, Bundy or plastic
lines to the various lube points (steering, tip cylin-
Remove and replace dome light bulb (1) or fuse der, etc.) on the truck.
compartment light bulb.
IMPORTANT: The rate at which grease is pumped
Install lens cover. Push with gentle, even pressure to the individual grease point is very slow, and as a
until lens cover “snaps” into place. Lens cover result relying on the auto greaser to fill these lines
should rock back and forth between 3 detent posi- will take very long, and damage to the pin, bush or
tions. bearing is certain to have occurred by the time
grease finally gets to the affected lube point.
Maintenance of Automatic For example:
Grease System
ONLY the grease hose (excluding the steel pipe)
to the steering cylinder rod end of a B50D will take
Note: Refer to filter replacement in the 500 hours
between 34 and 69 hours to fill, depending on the
service and to Service Bulletin 2009/1073.
duty cycle the auto greaser is set to.
Grease Line Replacement EVEN if the auto greaser is set to run continuously
(Multi cycle) it will still take 11 hours to fill that sin-
Main Lines gle hose!!
The main lines are the two -4 or -6 hoses between Replacement Procedure
the Auto greaser and the brass manifold blocks
(with the metering units). The manifold blocks are To avoid damage to pins, bearings or bushes, due
situated under the RH steering cylinder, Oscillation to lack of lubrication, it is (again) of utmost impor-
tube and Bin hinges. tance to pre-fill any hose or steel line (with grease)
prior to installing/replacing it in the auto greasing
On replacement of the above main lines it must be system.
ensured that NO air is trapped in the main line sys-
tem. IF air is trapped in the main line system it is The easiest way to do this is to make up an adaptor
very likely to cause the metering units to not func- with a grease nipple, and use a normal grease gun
tion properly, and result in no or very little grease to to fill the grease line, prior to installation.
the lube points.
Doc. No. 872359 : Rev A 421

Main Line De-aeration Using GINA De-aerate pipe B
6. Mount main pipe (B) on exit A of the pump.

Only operate the machine when fully familiar with
the controls and with the permission of the person 7. Start the pump manually with the Gina; leave the
in charge at the site. 5/2-magnet valve non-excited (exit A).
1. Remove the end-plugs from the distributions 8. Close the distribution blocks with an end-plug as
blocks. soon as main pipe (B) is completely clear of air and
dirt.
De-aerate pipe A
9. Stop the pump.
2. Start the pump manually with the GiINA; leave
the 5/2-magnet valve non-excited (exit A). 10. Connect main pipe (B) to exit B and main pipe
(A) to exit A.
2. Close the distribution blocks with an end-plug as
3soon as main pipe (A) is completely clear of air
and dirt.
4. Stop the pump.
5. Remove main pipe A.
422 Doc. No. 872359 : Rev A

CHAPTER 17. STORAGE AND PRESERVATION
Introduction On any laid up unit all machined external unpro-

tected surfaces, i.e.. V-Belt groove pulley, brake
When a machine has to be stored for an extended discs, hydraulic cylinder rods, etc. should be
period (typically longer than one month), precau- coated with a preserving agent such as Tectile or
tions have to be taken to protect the machine and Chesterton 740 heavy duty.
components against corrosion, material deforma-
tion (e.g. seals) and degradation (e.g. breakdown • V-Belts must be slackened off and removed
of fuel, lubrication and/or oils). from the groove.
• All openings must be sealed airtight. These in-
Precautions must be taken to assist in the preven- clude exhaust, air inlet ducts/cleaners and
tion of machine damage as a result of extended breathers.
machine storage. • Units must be lifted off their tyres no less that
8cm off the ground.
The safe storage temperature range for this ma-
• Rubber components must be sprayed with a
chine is 0°C to 35°C. Preservation treatment must "light proof' inhibitor.
be carried out with the correct materials (e.g.
Tectile or Chesterton 740 heavy duty) which will
• The instructions for preservation as well as the
removal of the preservative must be attached
provide required quality of preservation.
to the machine in a conspicuous place.
While preservation is carried out, care should be • These instructions must stipulate what type of
taken to ensure the safety of personnel and protec- preservation is applied and how long it is valid
tion of the environment. as well as the date the unit was preserved.
• These instructions must include the inspection
record.
General • The batteries must be removed and stored
separately.
A unit is classified as "Laid up" when it has not op-
erated for over one month, laid up machines
should be stored in dry, well-ventilated covered Category 1 - Laid up for up to 12
enclosures and must be protected against direct months
moisture, i.e. rain or splashed water. If this is not
possible, laying up conditions are classified as ex- New Units (Distance covered up to 300 km or 6
treme and the treatment specified for a given hours of operation)
period should be increased, i.e. if a unit is to be laid
up for up to 12 months, it must receive the same The unit must be filled to the maximum levels with
treatment as a unit which has been laid up for 12 to the approved service products.
36 months.
Ambient temperature must be taken into consider-
A laid up machine shall be regularly inspected for ation when selecting SAE grades.
its external appearance, the condition of preserved
surfaces, and the preservatives. No further preservation measures are required.
Preferred inspection intervals are as follows: Units, which have been in operation (Distance
covered over 300 km or 6 hours of operation)
• In temperate climatic conditions: every 6
months. 1. Run machine until warm and drain engine oil
• In tropical, cold, arctic and costal climatic con- (running-in oil may remain in the engine).
ditions: every 3 months.
2. Renew oil filter cartridge.
When a unit is laid up for a prolonged period, pres-
3. Fill with a running-in oil (anti-corrosion engine
ervation measures must be carried out in
oil).
accordance with the different categories.
4. Fill or top up cooling system with the specified
coolant mixture.
Doc. No. 872359 : Rev A 423

5. Run the unit at medium speed for approximately Preservation of Air Compressors
5 to 10 minutes until operating temperature is
reached (coolant temperature 75°C - 79°C). Air compressor preservation must be carried out in
conjunction with the combustion chambers. A
6. Switch engine off. maximum of 5cc of running in oil should be injected
into each cylinder via the compressor air intake
7. Fill the sump to maximum level. and the engine must be rotated at least half a turn.
8. Fill all other components to their maximum lev-
els and grease all pivot pins. Category 3- Laid up for up more
than 36 months
Category 2 - Laid up for 12 to 36
months If a laying up period is extended for more than 36
months, preservation measures must be repeated
every 3 years or 18 months in the case of units in
The procedures in this instruction should also be
tropical areas.
followed after less than 12 months in the case of
sea shipments and in tropical areas. Preparing units for operation after laying up
period
All the measures set out above in General and
Category 1 must be carried out. 1. Remove sealing from all openings. (Refer to
General))
In addition, the fuel system, the combustion cham-
bers and the air compressor must be preserved in 2. Remove preserving agent from the pulley
accordance with the following instructions. grooves, brake discs, hydraulic cylinders and any
other areas coated with the preserving agent dur-
Preservation of fuel systems
ing the preservation process. (Refer to General).
Add approximately 10% running in oil to the diesel
fuel via the fuel tank filler and operate the engine • Tectile and Chesterton 740 heavy duty can be
with this mixture for approximately 5 to 10 minutes. removed with Hot water, detergent solution or
wiping with organic solvents and then washing
Preservation of combustion chambers with Hot water or detergent solution.
Oil may be sprayed into the combustion chamber 3. Reposition and tension V-Belts in accordance
via the injector ports (approximately 10cc) after re- with instructions set out in this manual.
moval of the injector, which may be immersed in oil
4. Drain and refill all lubricants and coolant service
for added protection.
products to the recommended levels set out in this
For best results the metered amount of oil must be manual (Lubrication Chart).
injected into the combustion chamber under pres-
5. Grease all pivot pins and lightly oil all clevis pins
sure, to ensure complete spraying of all areas. On
and ball joints
completion of each cylinder (piston down), rotate
the engine manually through at least one full turn. For additional information refer to Service Bulletin
2009/1040.
During the above operation the injector pump/gov-
ernor control must be in the shut-off position. Do B45/B50DSuspension Servicing
not exceed the metered amount of oil as it may
lead to hydraulic lock and possible engine dam- Due to the risk of the machine collapsing while
age. working on the suspension and/or front axle, the
suspension blocks provided must be used during
Re-fit all parts removed and ensure that seals and servicing of the of machines fitted with adaptive
gaskets are in place. suspension.
Re-position the injector pump governor controls to
the operating position.
The engine must not be started after the combus-

tion chamber preservation has been carried out.
This will void the preservation of the combustion
chambers.
424 Doc. No. 872359 : Rev A

CHAPTER 18. TROUBLE SHOOTING
NOTE: These lists are not exhaustive.
Engine
Symptom Possible Cause Remedy
Starter pinion Battery insufficiently charged. Charge battery.

does not turn or Connecting cable to starter loose. Tighten cable at terminal; if necessary,
turns too slowly. solder on a new terminal.
Carbon brushes shorting to earth, Clean carbon brushes with a clean cloth
jamming in guides, or poor contact. moistened in diesel (do not use emery
paper); have the brushes renewed if
necessary. Refer to BELL EQUIPMENT
Product Support.
Solenoid switch of starter faulty. Replace
Freewheel clutch of starter slipping. Replace
Hydraulic cut out solenoid faulty or not Replace

working.
Engine does not Fuel tank almost or completely empty. Refuel and bleed system.
start, or stops Fuel filter clogged. Clean filter; renew element, if necessary.
immediately.
Fuel line, pre-cleaner or strainer Clean and bleed system.
clogged.
Leak in fuel system or in filter seals. Seals bleed.
Fuel with insufficient fluidity. Wash off wax deposits on strainer and
filters, or renew filter element and use
winter-grade fuel matched to outside
temperature.
Outside temperature too low. Observe measures for winter operation.
Engine hard to Starter motor turns engine to slowly. Check battery charge. Charge or replace
start when cold. batteries.
Cold start function do not work properly. Check function and repair.
Engine turns but Insufficient fuel in tank. Fill tank and bleed system.
does not start.
Doc. No. 872359 : Rev A 425

Engine
Engine runs Fuel tank almost or completely empty. Refuel and bleed system.
irregularly, cuts Fuel filter clogged. Clean filter; renew element, if necessary.
out or has poor
performance. Fuel line, pre-cleaner or strainer Clean and bleed system.
clogged.
Leak in fuel system or in filter seals. Seal, bleed.
Fuel with insufficient fluidity. Wash off wax deposits on strainer and
filters, or renew filter element and use
winter-grade fuel matched to outside
temperature.
Outside temperature too low. Observe measures for winter operation.
Bypass valves in fuel filter or in injection Check, renew if necessary.
pump do not maintain pressure.
Vent in fuel tank filler cap clogged. Clean cap.
Start of delivery of injection pump Check and adjust start of delivery.
incorrectly set.
Injection nozzles jam or do not atomise. Renew nozzles.
Insufficient air at higher speeds Clean air filter.
(because air filter fouled).
Throttle linkage or control lever not at full Check, set correctly if necessary.
stop.
Exhaust valve for exhaust brake, one or Check position of exhaust valves; clear
both cylinder banks, or valve at end of jamming valves.
exhaust line is closed or jammed.
Air filter restriction. Service air filter system.
Black exhaust Injection nozzles are damaged or fouled Renew nozzles.

smoke. by carbon deposits.
Start of delivery of injection pump Set correctly.
incorrectly set.
Excessive fuel delivery. Check injection pump.
Air filter fouled. Clean.
Exhaust valve for exhaust brake, one or Check position of exhaust valves; clear
both cylinder banks, or valve at end of jamming valves.
exhaust line is closed or jammed.
Blue exhaust Oil level in engine or in oil bath air filter Correct oil level.
smoke. too high.
Engine oil in combustion chamber Refer to OEM
(because piston rings jamming, cylinder
liners are scored or excessive play in
valve guides, or valve stem seals
leaking).
White exhaust Cylinder head or cylinder head gasket Measure compression pressure to
smoke. leaking, coolant in combustion chamber. determine defective cylinder and rectify
damage.
426 Doc. No. 872359 : Rev A

Engine
Engine pinking. Leak in nozzle holder or nozzles not Renew nozzles. Tighten nut of nozzle
properly atomising. holder.
Start of delivery of injection pump Check and adjust start of delivery.
incorrectly set.
Engine Bearing damage to crankshaft or Switch off engine immediately.

knocking. damage to piston.
Coolant Insufficient coolant or cooling system not Replenish, vent.

temperature too properly vented.
high. Belt for driving coolant pump or fan Tension or renew.
insufficiently tensioned or broken.
Radiator fouled or clogged with deposits Clean or flush out deposits.
on inside; radiator fouled on outside.
Automatic fan coupling of viscous fan Replace.
faulty. Renew.
Thermostats faulty.
Engine oil Oil level in sump too low. Replenish oil to correct level.
pressure low. Engine oil too thin. Refill with correct grade of oil.
‹ CAUTION Check for presence of water or fuel in
oil.
If pressure
drops rapidly, Pressure relief valve blocked or leaking Replace
switch off en- when open, oil pump faulty, oil pressure
gine immediately gauge faulty, wear causing excessive
bearing play, damage to bearings.
Engine oil Incorrect oil used. Change oil and oil filters.
pressure high
Engine oil Incorrect grade of oil used. Replace oil with correct grade.
sludge. Engine operating temperature incorrect. Check and correct cooling system.
Oil in service to long. Change oil and oil filters.
Abnormal oil Engine over filled. Drain to proper level. Check drained oil
consumption. for presence of other oils in oil.
Engine oil leaks. Locate and repair the leaks.
Incorrect grade engine oil. Replace oil and filters.
Engine oil level to low. Fill to correct level.
Alternator Bulb faulty or electric lead interrupted. Replace bulb or rectify interruption.
indicator
warning light
does not
illuminate when
engine is not
running.
Doc. No. 872359 : Rev A 427

Engine
Alternator Drive belt not tensioned correctly. Check, correct belt tension.
indicator Drive belt broken. Replace drive belt.
warning light
illuminates when Alternator, rectifier or regulator faulty. Check, renew faulty parts.
engine is
running.
Transmission
Low clutch Low oil level. Refill transmission

pressure.
Low converter Low oil level. Refill transmission

charging pump Suction screen blocked. Clean the suction screen.
output.
Overheating. Low oil level. Refill transmission.
Axles
Final drive Loose or damaged oil plugs. Tighten or replace the oil plugs.
leaking oil. Oil level too high. Drain oil to the correct level.
Final drive bolts loose. Tighten the final drive bolts to the correct
torque.
Axle breather blocked. Clean the axle breather.
Noisy final drive. Low oil level in the final drive. Refill the final drive.
Final drive Oil level too high. Drain oil to the correct level.
overheating. Oil level too low. Refill the final drive.
Differential Bolts loose on main housing. Tighten bolts to the correct torque.
assembly
leaking oil.
Differential Oil level too low. Refill the differential.

assembly noisy.
Differential Oil level too high. Drain the oil to the correct level.
assembly Oil level too low. Refill the differential.
overheating.
Axle breather blocked. Clean the axle breather.
Wheels
Wheel Wheel bent or damaged. Change the wheel.

misalignment.
428 Doc. No. 872359 : Rev A

Wheels
Wheel cracked. Impact damage. Change the wheel.
Tyres
Tyres wearing in Tyres over inflated. Reduce the tyre pressure to the correct
tread centre. level.
Tyres wearing Tyres under inflated. Increase the tyre pressure to the correct
on both sides of level.
the tread.
Tyres loose Tyre punctured. Repair the puncture or change the tyre.
pressure.
Cracks, splits or Impact damage. Change the tyre.

bulges in the Defective tyre. Change the tyre.
tyre sidewall.
Tyre over inflated. Change the tyre.
Tyre under inflated. Change the tyre.
Rapid tyre wear. Excessive speed. Instruct the operator on proper driving.
Change the tyre.
Poor road surface conditions. Recommend road surface maintenance.
Change the tyre.
Tyre component Excessive speed. Instruct the operator on proper driving.

heat separation. Change the tyre
Cracks in the Incorrect tyre pressure. Change the tyre if separation occurs.
tyre tread
grooves.
Wet Disc Brakes
Truck does not Damaged hydraulic system. Repair hydraulic system.

move.
Doc. No. 872359 : Rev A 429

Wet Disc Brakes
Brakes More than 20psi (1.4 bar) pressure Repair hydraulic system so that pressure
dragging. applied when brakes are released. is less than 20psi (1.4 bar) when brakes
are released and while machine is
operating in any mode
Damaged piston return spring assembly. Repair or replace piston return spring
assembly.
Piston not returning. Check piston seals and seal separator
for swelling or damage. replace as
necessary.
Wrong axle and/or actuating fluid used. Check piston seals and separator for
swelling or damage. Replace as
necessary. Purge and use specified
fluid.
Noticeable Inadequate actuation fluid supply to Replenish fluid in hydraulic system.

change or brakes. Check for leakage and correct cause.
decrease in Inadequate pressure to apply brakes. Check front and rear apply systems.
stopping Check for leakage in brake system or
performance. brakes and correct cause.
Worn or damaged discs. Inspect and replace discs if necessary.
As disc wear occurs, make sure brake
system can supply adequate fluid to fully
apply brakes.
Overheated seals and/or discs. Inspect and replace discs and seals if
necessary.
Dirty or contaminated cooling fluid Drain and flush cooling fluid from brakes
and entire system and refill.
Brakes do not Damaged hydraulic system. Repair hydraulic system.

fully apply. Leakage of brake actuation fluid. See Brake Leaks Actuation Fluid.
Brakes feel Brakes or brake system not properly Bleed brakes and brake system.
spongy/soft. bled.
Internal leak: Worn or damaged piston seal. Replace piston seal.

Fluid bypasses Melted or extruded piston seals. Correct cause of overheating and
seals into brake replace seals.
cavity, fills axle
with fluid and Corrosion, pitting, wear or other Clean, smooth, rework or replace
blows out damage, marks, scratches to piston affected parts.
breather. and/or brake housing bore in area of
seal/sealing seats.
Coolant leaking Face seal damaged, worn or improperly Reinstall and/or face seal.
out of brake installed. Face seals are supplied as matching
housing. pairs and must be replaced accordingly.
Loose drain plug, fill plug, or forced Tighten plug.
cooling plug. Replace plug.
Damaged plug. Disassemble, clean, re-seal and
Deteriorated or inadequate sealant used re-assemble joint.
at joint.
430 Doc. No. 872359 : Rev A

Wet Disc Brakes
Brakes produce Incorrect axle oil and/or friction material Use only BELL EQUIPMENT specified
noise, chatter, used. or approved materials.
and vibration. Drain axle oil. Replace axle oil.
Replace all friction discs. Thoroughly
clean or replace stationary discs.
Low or no Improper fill or leaks. Check for proper fill level.

coolant. Leaking face seal. Replace or reinstall face seal assembly.
Loose or damaged plugs. Tighten or replace plug.
Deteriorated or inadequate sealant used Disassemble, clean, re-seal and
at joint. reassemble brake housing joint.
Brake drags. More than 1.4 bar (20psi) pressure Repair hydraulic system so pressure is
applies when brakes released. less than 1.4 bar (20psi) when brakes
are released and while machine is
operating in any mode.
Damaged piston return spring assembly. Repair or replace piston return spring
assembly.
Piston not returning. Check piston seals and seal separator.
Wrong cooling and/or actuating fluid Check piston seals and seal separator
used. for swelling or damage. replace as
necessary. Purge system and use
correct fluid.
Tight or damaged splines (Eg. friction Repair or replace parts.
disc-to-hub driver).
Hydraulics
Pump not Hydraulic fluid in hydraulic tank is too Refill the hydraulic tank
delivering low. Check the suction strainer for blockages.
hydraulic fluid. Clean if necessary.
Outlet pipe from the tank to the pump is Drain and refill the hydraulic system.
blocked.
Hydraulic fluid viscosity and type is Drain and refill the hydraulic system.
incorrect.
Pump making Pump intake is partially blocked. Clean the hydraulic tank strainer. Check
noise. the hydraulic fluid condition, if necessary
drain and flush the system and refill.
Breather is blocked. Replace the breather filter.
Doc. No. 872359 : Rev A 431

Electrical
Gauge not Circuit breaker tripped. Reset circuit breaker.

working Loose or broken connections. Tighten or repair the connections.
properly.
Gauge defective. Change the gauge.
Switch not Circuit breaker tripped. Reset circuit breaker.

working Loose or broken connections Tighten or repair the connections.
properly.
Switch defective Change the switch.
Warning Warning indicator bulb defective. Change the bulb.

indicator not Circuit breaker tripped Reset circuit breaker.
working.
Loose or broken connections Tighten or repair the connections
Alternator Warning indicator bulb defective. Change the bulb.

charge warning
indicator not
illuminated when
master switch is
in the ON
position.
Alternator Alternator drive belt is loose or broken. Adjust drive belt tension or fit new drive
charge warning belt.
indicator Poor battery connections. Clean and check the battery
illuminated when connections.
engine is ON.
Batteries do not Battery cells dry. Check the battery electrolyte and top up.
hold a charge. Short running time with lights on. Remove the batteries and charge or fit
new batteries.
Starter motor Batteries are flat. Charge the batteries.

does not turn or Batteries defective or damaged. Change the batteries.
turns very
slowly. Battery terminals loose or damaged. Tighten or clean the battery terminals.
Ignition switch defective or damaged. Change the start button.
Starter motor Ignition switch defective or damaged. Change the start button.
does not
disengage after
the engine has
started.
Headlights do Circuit breaker tripped. Reset circuit breaker.

not work. Headlight bulb defective. Change the bulb.
Light switch defective. Change the switch.
Loose or broken connections. Tighten or repair the connections.
Only high beam Headlight bulb defective. Change the bulb.

or low beam Loose or broken connection. Tighten or repair the connections.
comes on.
432 Doc. No. 872359 : Rev A

Electrical
One headlight Headlight bulb defective. Change the bulb.

does not come Loose or broken connection. Tighten or repair the connections.
on (high or low
beam).
High beam Indicator bulb defective. Change the bulb.

indicator light Loose or broken connection. Tighten or repair the connections.
does not
illuminate when
high beam is
selected.
Tail lights do not Tail light defective. Change the light.

come on. Light switch defective. Change the light switch.
Loose or broken connection. Tighten or repair the connections.
Stop lights do Stop light defective. Change the light

not come on. Loose or broken connection. Tighten or repair the connections.
Turn indicator Circuit breaker tripped. Reset the circuit breaker.

and horn does
not work.
Right turn Bulb defective. Change the bulb.

indicator does Loose or broken connection. Tighten or repair the connections.
not work.
Left turn Bulb defective. Change the bulb.

indicator does Loose or broken connection. Tighten or repair the connections.
not work.
Windscreen Circuit breaker tripped. Reset the circuit breaker.

wiper does not Wiper switch defective. Change the switch.
work.
Loose or broken connections. Tighten or repair the connections.
Rear Frame and Cab Trouble Shooting
Excessive cab Loose or missing mounting bolt(s) or Tighten or replace the mounting bolts
movement while rubbers. and/or rubbers.
machine is
operating.
A smear Wiper blade damaged. Replace the wiper blade.

remains on the Oil or grease on the windscreen. Clean the windscreen.
windscreen
when the
windscreen
wiper is in
operation.
Doc. No. 872359 : Rev A 433

Rear Frame and Cab Trouble Shooting
Excessive Loose or missing retaining bolts. Tighten or replace the retaining bolts.
movement of the
wing mirrors
while machine is
operating.
Wing mirror Damaged wing mirror arm. Replace wing mirror arm.
difficult to view. Incorrect adjustment. Adjust as necessary.
Wing mirror damaged. Replace the wing mirror.
434 Doc. No. 872359 : Rev A

SM ADT Large+Truck Mk+7.2 Rev A

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ARTICULATED DUMP TRUCK

(LARGE ADT) MK 7.2

THIS MANUAL IS APPLICABLE TO -

B35D 6X6 ADT

B40D 6X6 ADT

B40D 6X4 ADT Supertruck

B45D 6X6 ADT

B50D 6X6 ADT

Issue: January 2013 Rev A

IMPORTANT: Due to BELL EQUIPMENT’S policy of con-

Technical Services: Documentation Unit

AMENDMENT RECORD SHEET

AUTHORISATION AMENDMENTS AMENDED

2 Doc. No. 872359 : Rev A

TO THE SERVICE PERSONNEL

Doc. No. 872359 : Rev A 3

4 Doc. No. 872359 : Rev A

Doc. No. 872359 : Rev A 5

6 Doc. No. 872359 : Rev A

CHAPTER 1. OPERATIONAL CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . 51

CHAPTER 2. ENGINE (Tier 2 & 3 Shown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

Doc. No. 872359 : Rev A 7

CHAPTER 3. ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

CHAPTER 3a. Fault Codes & MDU Fault Display . . . . . . . . . . . . . . . . . . . . . . . . . . 167

CHAPTER 4. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217

8 Doc. No. 872359 : Rev A

CHAPTER 5. PNEUMATIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

CHAPTER 6. HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

Doc. No. 872359 : Rev A 9

CHAPTER 7. HEATING, VENTILATION AND AIR CONDITIONING . . . . . . . . . . . . 347

10 Doc. No. 872359 : Rev A

CHAPTER 8. SERVICE SCHEDULES & LUBRICATION CHART . . . . . . . . . . . . . . 363

CHAPTER 9. 150 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . . 375

CHAPTER 10. 500 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . 381

Doc. No. 872359 : Rev A 11

CHAPTER 11. 1 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 395

CHAPTER 12. 2 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 401

CHAPTER 13. 3 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 409

12 Doc. No. 872359 : Rev A

CHAPTER 14. 4 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 411

CHAPTER 15. AS REQUIRED SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413

CHAPTER 16. MISCELLANEOUS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . 417

CHAPTER 17. STORAGE AND PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . 423

CHAPTER 18. TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425

Doc. No. 872359 : Rev A 13

14 Doc. No. 872359 : Rev A

B50D shown below.

2. Cab with Heater/Defroster. 9. Horn.

Doc. No. 872359 : Rev A 15

Material Safety Data Sheet (MSDS)

Unauthorised Modifications of Roll Over Protective Structure (ROPS)

Loosening or Removal Of ROPS and FOPS

Noise Emission Levels

Operator Qualifications Safety Regulations

16 Doc. No. 872359 : Rev A

General Safety Maintain a three-point contact when climbing

Never drive the machine with the doors open.

Keep bystanders away from the machine and in

Use the spotter if moving the machine in con-

Lower bin during work interruptions, apply park

Keep bystanders away from a raised bin.

Operate Only On Solid Footing

Operate only on solid footing with strength suffi-