SM ADT Small Mk7 RevB

ARTICULATED DUMP TRUCK
(SMALL ADT) Mk 7
SERVICE MANUAL
Document Part Number 872329 Rev B
THIS MANUAL IS APPLICABLE TO -
B18D 6X4 ADT
B18D 6X6 ADT
B20D 6X4 ADT
B25D 6X6 ADT
B25DN 6X6 ADT
B30D 6X6 ADT
Issue: February 2012 - Rev A

Issue: June 2012 - Rev B
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 B18D-B30D
The table below is a record of amendments made to this manual after the publication date.
Amendment Record Sheet

AUTHORISATION AMENDED
AMENDMENTS
AND DATE PAGES
2 Doc. No. 872329 : Rev B

B18D-B30D SERVICE MANUAL MK 7
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, analyses, testing and repair. Essential tools required in performing certain
service works are identified and in this manual and are recommended for use.
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. 872329 : Rev B 3

INTRODUCTION
WARNING
Diesel engine exhaust and some of its constituents are known to the state of California to cause
Cancer, birth Defects and other Reproductive Harm.
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, inaccu-
rate, 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 Operator's Manual for address list.
4 Doc. No. 872329 : Rev B

EC Declaration of Conformity
Doc. No. 872329 : Rev B 5

NOTES
6 Doc. No. 872329 : Rev B

TABLE OF CONTENTS
SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Material Safety Data Sheet (MSDS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Unauthorised Modifications of ROPS and FOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Loosening or Removal Of ROPS and FOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Noise Emission Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Safety Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
General Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
TYRE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Tyres and Rims. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Tyre Pressures - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Tyre Pressures - Inflation Pressure, Hot vs. Cold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
CHAPTER 1. OPERATIONAL CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . 35

Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Ignition Button Pressed ONCE, Engine OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Ignition Button Pressed (Second Stage), Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Engine Stop Button Pressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
CHAPTER 2. ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Engine (OM 906 LA Shown). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
SCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
SCR – Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
The Metering device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Diagnose Engine Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Display Menu Tachometer (B20D Shown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Slow and Fast Idle Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Valve Clearance Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Exhaust Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Cylinder Compression Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Fuel Pump Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Fuel Intake Pressure Upstream of Fuel Pump Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Doc. No. 872329 : Rev B 7

Fuel System Low Pressure Fuel Circuit Leak Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Oil Pump Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
CHAPTER 3. ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Electrical Schematic Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Electrical Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Earth Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Fuse and Relay Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

SSM Inputs and Outputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
CCU2 J1 Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
CCU2 J2 Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
CCU2 J3 Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
OEU J1 Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
ADM-Mercedes ECU Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

MR-Engine ECU Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
ZF TCU Inputs & Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Memory Module Inputs & Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Allison TCU Inputs & Outputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
CHAPTER 3a. ELECTRICAL SYSTEM - Connectors . . . . . . . . . . . . . . . . . . . . . . . 111

Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
CHAPTER 3b. Fault Codes & MDU Fault Display . . . . . . . . . . . . . . . . . . . . . . . . . . 153

Engine Fault Codes (ADM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Engine Fault Codes (PLD-MR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
CCU, MDU & OEU Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
CHAPTER 3c. MDU Menu Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193

MDU3 Menu Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Default Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
Accessing Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Specifications and Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
CHAPTER 4. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
8 Doc. No. 872329 : Rev B

Planetary Gears Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244

Transmission Cross Sectional Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Power Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Functional Description Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
Autodetect Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

Hydraulic Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Neutral to Drive Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
1st Range Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
1st Range to 2nd Range Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
Torque Converter And Lube Pressure Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Exhaust Backfill Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Definitions And Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
Oil Level Sensor (OLS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284

Diagnostic Code Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
Identification of Potential Circuit Problems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
CHAPTER 5. TRANSMISSION ZF 6 HP 592 C PLUS . . . . . . . . . . . . . . . . . . . . . . . . 295

General Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
Stall Speeds (Blu@dvantage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
Planetary Gears and Power Flows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300

The Basic Laws of Planetary Gear Sets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Ecomat Transmission Planetary Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
Transmission Clutch Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
Transmission Cross Sectional Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
Power Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
Valve Schematic 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307

Valve Schematic 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
Hydraulic Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Retarder Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
Doc. No. 872329 : Rev B 9

ZF Gear Shift Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313

Transmission Electrical Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
Internal Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315

Remove Valve Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
Solenoid Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
Renewing Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
External Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325

Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
Diagnostic Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Diagnostic Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Diagnose Power Train System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Check the Transmission Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
Transmission Control Unit Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334

Table of Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Adjustments and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349
CHAPTER 6. PNEUMATIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353

Pneumatic System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
Pneumatic System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
Adjustments and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Pneumatic System Main Pressure Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Park Brake Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Park Brake Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
CHAPTER 7a. HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367

Hydraulic System Circuit Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Hydraulic Schematic B18D and B20D Without Wet Disc Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . 368
Hydraulic Schematic B25D and B30D Without Wet Disc Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Hydraulic Schematic B30D With Wet Disc Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
Articulated Dump Truck Hydraulic System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
Main Hydraulic Pump Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
Main Hydraulic Pump Load Sense Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374
Steering Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
Secondary Steering Pump Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
Hydraulic System Manifold (Front View) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Hydraulic System Manifold (Rear View). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
Hydraulic System Manifold (Right View) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
10 Doc. No. 872329 : Rev B

Manifold Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
Service Brake System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
Steering And Secondary Steering System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
Bin Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
Diagnostic Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391

Diagnose Hydraulic System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
Tests and Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
Digital Thermometer Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
Digital Analogue Pressure/Temperature Analyser Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
Hydraulic Oil Cleanup Procedure Using Portable Filter Caddy . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
Hydraulic System Warm-Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
Setting Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
Activate the Hydraulic Pressure Setup Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Calibrate the Bin Position Sensors: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Set the Emergency Steering Pump Pressures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Set the Emergency Steering Pump Residual Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Set the Emergency Steering Pump Compensating Pressure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
Set the Main Pump Residual Pressures B18/B30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Set the Main Pump Compensating Pressure B18/B30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Set the Steering Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
Set the Brake Circuit Pressures: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
Accumulator Charge Pressure Check and Re-charge Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Set the Bin Tip Pilot Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410
Cycle Time Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
CHAPTER 8. HEATING, VENTILATION AND AIR CONDITIONING . . . . . . . . . . . . 413

Air Conditioning System Cycle Of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
Heater Core Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414

Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
HVAC Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
Operational Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
R134A Air Conditioning System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420
Air Freeze Control Switch Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
Doc. No. 872329 : Rev B 11

Air Compressor Clutch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
Air High/Low Pressure Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
Air Expansion Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
Expansion Valve Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
Refrigerant Leak Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
CHAPTER 9. SERVICING, SCHEDULES & LUBRICATION CHART . . . . . . . . . . . . 429

Hydraulic System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
De-pressurising the Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
Service Schedules - Pg 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
Service Schedules - Pg 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436

Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 438
CHAPTER 10. 150 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . 441

Service Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441
CHAPTER 11. 500 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . 445

Change Engine Oil And Replace Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
Check Engine Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
Drain the Racor Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
Check for oil leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
Tilt and lower the cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
Loosen Cab Mounting Bolts Front And Rear Left Hand Side. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
Lower The Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
The Transmission Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
Dipstick Check - Transmission Fluid COLD (Cold Check) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
Dipstick Check - Transmission Fluid HOT (Hot Check) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
Check Park Brake Pad Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
Check Service Brake Pad Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
Check The Transfer Case Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
Check Front Axle Suspension Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
General Check Drive Line & Suspension Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
Transfer Case Breather (Located under the Hydraulic Reservoir). . . . . . . . . . . . . . . . . . . . . . . . . . 451
Transmission Breather And Axle Breathers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
12 Doc. No. 872329 : Rev B

Middle Axle Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
Rear Axle Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
Inspect, Clean And Replace Cab Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
Check Batteries, Clean And Tighten Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
Check Electrical Connectors, Harnesses And Looms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
Check Work Lights, Reverse Buzzer And Horns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
Record & Delete Fault Codes On The MDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
Check The Operator Controls And Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
Grease All Grease Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
Lubricate Bin Pivots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
Articulation Joints, Oscillation Tube Through Drive Shaft Bearing Front And Steering Cylinders Rear
Pivot Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
Oscillation Tube And Oscillation Tube Through Drive Shaft Bearing Rear . . . . . . . . . . . . . . . . . . . 454
Grease Tailgate Pivot Points (If Equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
Check Hydraulic Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
Service Brake Accumulator Routine Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
Replace Hydraulic Reservoir Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
Grease Prop Shaft Slip Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
Check Bin Shock Pad Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
Bin Pad Spacing (Field spacing only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
Clean Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
CHAPTER 12. 1 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 459

Adjust Engine Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Replace Primary Fuel Filter (Water Separator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Replace Secondary Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Replace Crankcase Breather Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Remove Tappet Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Remove Tappet Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Change the Primary Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
Check Coolant Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
Check The Fan Belt Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
Replace Hydraulic Oil Return Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
Check Axle Oil Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
Doc. No. 872329 : Rev B 13

Check Final Drive Oil Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463

Change the Secondary Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
Change Transmission Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
Drain Transmission Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
Replace Transmission Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466
Fill Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466
Change Transfer Case Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466
Change Axle Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467
Change Final Drive Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
Check Service Brake Disc Thickness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
Check Front Hubs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
Replace Pneumatic System Dryer Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
SCR Pump Module Accumulator Test & Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469

Change jockey pulley bearing (Tensioner Pulley) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
Remove Idler Pulley Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
Change Aircon Pulley Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472
Change all axle driveline cross and rollers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472
Replace The Suction Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472

Replace Fan Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
Change Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
Fill Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 474
Change Pneumatic Block Breather Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 474
CHAPTER 16. AS REQUIRED SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
Check the Engine Compartment Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
14 Doc. No. 872329 : Rev B

Clean/Replace Primer Pump Fuel Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476
Prime fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476
Change Engine Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 477
Clean Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Check for Oil and Fuel Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Clean the Air Cleaner Pre-cleaner Bowls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Clean Air Conditioning Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Grease Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Check And Clean Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Hydraulic Oil Cleanliness Sampling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
CHAPTER 17. MISCELLANEOUS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . 481

Inspect Serpentine Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481
Change Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481
Using Battery Charger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481
Replace Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 482
Replace Front Turn Signal Bulb, Headlight Bulb and Front Park Light Bulb . . . . . . . . . . . . . . . . . . 482
Replace Front Turn Signal Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
Replace Headlight Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
Replace Front Park Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
Reassemble Headlight Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
Adjust Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
Replace Backup Light and Work Light (If Equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
Replace Tail and Brake Light and Rear Turn Signal Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
Replace Dome Light Bulb and Circuit Breaker Compartment Light Bulb. . . . . . . . . . . . . . . . . . . . . 484
CHAPTER 18. STORAGE AND PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . 485

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485
Category 1 - Laid up for up to 12 months. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485
Category 2 - Laid up for 12 to 36 months. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486
Category 3- Laid up for up more than 36 months. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486
CHAPTER 19. TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487
Doc. No. 872329 : Rev B 15

SAFETY
Specification
These machines comply to the CE Specification.
General
All maintenance and repair work must be carried out by competent and suitably qualified personnel.
Safety Features
B30D shown below.
2 1 14 16 15 12 11
3
4
5
6 7 8 13 9 10
SAFETY FEATURES
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 SAE J1040 and ISO 3471. The
Falling Objects Structure has been certified Ground driven, continuously in operation.
to meet specified test requirements Secondary steering indicator light will light
according to SAE J/ISO 3449 and ISO when activated.
3449. 9. Horn.
2. Cab with Heater/Defroster. 10. Halogen Lights and Turn Signals.
The ventilation system circulates both
outside and inside air through filters for a 11. Engine Fan Guard.
clean working environment. Built in defroster 12. Bypass Start Protection.
vents direct air flow for effective window
de-fogging/de-icing. 13. Exhaust Brake and Transmission
Retarder (If Equipped).
3. Dump Body Service Lock (Bin Pole).
14. Seat Belt Retractors.
4. Stop/Back lights. Highly visible lights.
15. Mirrors.
5. Backup Alarm.
16. Large Windshield Wiper With Washer.
6. Independent Parking Brake.
Doc. No. 872215 : Rev B 17

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 MADS 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 condi-
tioner).
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 ROPS and FOPS
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 SAE
J1040 and ISO 3471. The Falling Objects Protective Structure has been certified to meet specified test re-
quirements according to SAE J/ISO 3449 and 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 (SAE J/ISO 6394) and the sound power was tested
according to ISO 6393 (SAE J 2102).\plain \par
18 Doc. No. 872215 : Rev B

Safety Regulations Mounting And Dismounting The

Machine
Every country (State) has its own safety regula-
tions. It is the obligation of the operator to know
and follow these. This also applies to local regula-
tions covering different types of work. Should the
recommendations in this manual deviate from
those of your country, your local safety regulations
should be followed.
General Safety
Always use the handrails and steps provided to get
Be sure all operators of this machine understand on and off the machine. Use both hands and al-
every safety message. Replace operator’s manual ways face the machine.
and safety decals immediately if missing or dam-
Maintain a three-point contact when climbing
aged.
on/off the machine or moving around on the ma-
Accidents and injuries must be reported immedi- chine exterior. (The three-point contact is both
ately. Site management must also be informed of hands and a foot or both feet and a hand).
any “narrow escapes” and areas and situations
Never get on or off a moving machine.
which may present an accident risk.
Never jump off the machine.
If possible, after an accident, the machine must be
left in position. Use a hand line to pull equipment up onto the plat-
form, do not climb on or off the machine carrying
Do not do anything to the machine that may ham-
tools or supplies.
per an investigation into the accident.
Use extra care when mud, snow, or moisture pres-
Follow the instructions given by site management
ent slippery conditions.
and familiarise yourself with the job site and your
surroundings before operating the machine. Keep steps clean and free of grease, oil and for-
eign objects.
Know and observe all safety rules that may apply
to your work situation and your job site. Never use machine controls as hand-holds.
Never drive the machine with the doors open.
Avoid Work Site Hazards
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
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.
Doc. No. 872215 : Rev B 19

Operate Only On Solid Footing Inspect and have your extinguisher serviced as
recommended on its instruction plate. When an
Operate only on solid footing with strength suffi- extinguisher is discharged, no matter for how long,
cient to support machine. Be alert working near it must be re-charged. Keep record of inspections
embankments, excavations and with bin raised. on the tag supplied with the extinguisher.
Avoid working on surfaces that could collapse un-
der machine. Keep emergency numbers for doctors, ambulance
service, hospital and fire department near your
Use caution when backing up to berms before telephone.
dumping load.
Avoid operating near structures or objects that

could fall onto the machine. Clear away debris that
could move unexpectedly if run over.
GD0016CFM - Ribless
GD0015CFM
Avoid Reversing Accidents
Keep Riders Off the Machine Before moving the machine ensure that no person
is in the path of the machine. Where conditions
Do not allow unauthorised personnel on the ma- permit, raise bin for better visibility to the rear. Use
chine. mirrors to assist in checking all round machine.
Riders may fall from the machine, be caught in Keep windows, mirrors and backup alarm clean
moving parts or be struck by objects. Riders will and in good condition. Ensure that the mirrors are
also impair the operator’s view and his control of correctly adjusted.
the machine.
Use a spotter when reversing if view is obstructed
The purpose of the trainer seat is for training of op- and/or in close quarters. Keep spotter in view at all
erators only and not for transporting people. times. Use prearranged hand signals to communi-
cate.
GD0017CFM
Prepare for Emergencies
Keep a first aid kit and fire extinguishers handy and

know how to use them.
20 Doc. No. 872215 : Rev B

Handle Chemical Products And The build-up of combustible material on and

Flammable Fluids Safety around high heat areas must be removed on a reg-
ular basis and the machine cleaned to prevent
build-up and ignition of material. Critical areas are
the areas around the exhaust, turbo charger, be-
tween the cab and the Transmission
cooler/exhaust silencer and the area on top of the
horizontal heat shield leading into the silencer heat
shield. It may require that from time to time the heat
shields have to be removed by service personnel
to clean this areas properly.
Health and Safety Information on

Lubricants and Fluids
Material Safety Data Sheets (MSDS)
GD0018CFM
The MSDS is a document containing data regard-

ing the properties of a particular substance. An
Exposure to hazardous chemicals can cause seri- important component of product management and
ous injury. Under certain conditions, lubricants, workplace safety.
coolants, paints and adhesives used with this ma-
chine may be hazardous. It is intended to provide workers and emergency
personnel with procedures for handling or working
Clean the Machine Regularly with that particular substance in a safe manner,
and includes information such as physical data
Wait until the engine has cooled before removing (melting point, boiling point, flash point, etc.), toxic-
trash from areas such as the engine, radiator, bat- ity, health effects, first aid, reactivity, storage,
teries, hydraulic lines, fuel tank and operators cab. disposal, protective equipment, and spill handling
Remove any grease, oil or debris build-up. Keep procedures.
the machine, especially the walkways and steps,
free of foreign material, such as debris, oil, tools The following is a brief summary of the main lubri-
and other items which are not part of the machine. cants and fluids recommended for use on your
BELL machines.
Ensure that service personnel replace hydraulic
hoses immediately if they show signs of leaking . IMPORTANT
Clean up any oil spills. Regularly examine electri- If uncertain about safe handling or use of any
cal wiring and connectors for damage. lubricant, fluid or other chemical products,
contact your authorised dealer for a Material
Keep a fire extinguisher available, on or near the
Safety Data Sheet (MSDS). The MSDS
machine and know how to use it properly.
describes in detail the physical and health
hazards, safe use procedures and emergency
response techniques for chemical
substances.
Doc. No. 872215 : Rev B 21

The following First Aid measures may be appli- IMPORTANT

cable:
Handle grease in pressure equipment
carefully. Accidental injection can cause
Lubricants and fluids serious tissue damage. See a doctor as soon
as possible.
Eyes - Cause no more than minor irritation. Flush
eyes for 15 minutes withfresh water Ingestion - If swallowed, give water or milk and
Avoid by wearing safety goggles when splashing DO NOT induce vomiting.
may occur.
Inhalation - Move the person to fresh air.
Skin - Cause no more than minor irritation. Avoid by using the product only in a well- ventilated
Aviod by washing thoroughly with soap and water area.
after contact and wearing gloves and protective
clothing. If any effects continue, refer to a doctor.
Ingestion - If swallowed, give water or milk and Fire Hazard - Products may be combustible at
DO NOT induce vomiting. high temperatures or if pressurised.
Inhalation - Move the person to fresh air. Waste Disposal (environment protection) - Pre-
Avoid by using the product only in a well- ventilated vent the product from contaminating soil and from
area. entering drainage, sewer systems and all bodies of
water.
If any effects continue, refer to a doctor.
Fire Hazard - Products may be combustible at

Extended Life Coolant
high temperatures or if pressurised.
Ingestion - May be toxic.
Waste Disposal (environment protection) - Pre-
vent the product from contaminating soil and from This product is harmful or fatal if swallowed. It
entering drainage, sewer systems and all bodies of can enter lungs and cause damage
water.
It may cause irritation to eyes, skin and respiratory
tract, causing dizziness and drowsiness.
Grease
Eyes and Skin - Irritation, redness, tearing or
Eyes - Cause no more than minor irritation. Flush burning sensation.
eyes for 15 minutes withfresh water Avoid by washing thoroughly with soap and water
Avoid by wearing safety goggles when splashing after contact and wearing safety goggles and pro-
may occur. tective clothing when splashing may occur.
Skin - Cause no more than minor irritation. Inhalation - Not volatile at ambient temperatures,
Aviod by washing thoroughly with soap and water spraying or heating in an enclosed space may
after contact and wearing gloves and protective cause irritation.
clothing.
BELL EQUIPMENT do not assume any liability for
consequences of the use of this information since
it may be applied under conditions beyond our
control or knowledge. Also, it is possible that addi-
tional data could be made available after this
MSDS was issued.
If any effects continue, refer to a doctor.
22 Doc. No. 872215 : Rev B

Prevent Battery Explosions and Acid Sulphuric acid in battery electrolyte is poisonous
Burns 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.
GD0019CFM
The standard battery supplied with the machine is

a sealed type that does not need maintenance.
Keep sparks and flames away from the batteries.
Keep batteries clean and check that all cables are GD0013CFM
properly secured.
If a non-sealed battery is subsequently installed,

Wear Protective Equipment
keep sparks and flames away from the batteries.
Use a flashlight to check the battery electrolyte Wear a hard hat, protective glasses and other pro-
level. Use a voltmeter to check battery charge. tective equipment as required by the job
Never place a metal object across the posts. conditions. Do not wear loose clothing or jewellery
that can catch on controls or other parts of the ma-
Always remove the grounded (Negative -) battery chine.
clamp first and replace it last.
When you drive connecting pins in or out, guard
Do not smoke in areas where batteries are being against injury from flying pieces of debris by wear-
charged. ing goggles or protective glasses.
Do not attempt to charge a frozen battery. If the Prolonged exposure to loud noise can cause im-
battery temperature is below 16°C (60°F) there is a pairment or loss of hearing. Wear a suitable
danger it may explode while charging. hearing protective device such as earmuffs or ear-
plugs.
Wear gloves when handling wire rope cable.
Always wear protective goggles or safety glasses

and other protective equipment before striking
hardened parts.
Hammering hardened metal parts such as pins

and bucket teeth may dislodge chips at high veloc-
ity. Use a soft hammer or a brass bar between
hammer and object to prevent chipping.
Doc. No. 872215 : Rev B 23

Use the Seat Belt
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.
Use a seat belt at all times to minimise the chance
If any fluid is injected into the skin it must be surgi-
of injury in an accident.
cally removed within a few hours by a doctor who is
The seat belt must not be altered or modified in any familiar with this type of injury or gangrene may re-
way. Such changes can render the belt ineffective sult.
and unsafe.
Ensure that leaking hydraulic hoses are replaced
The seat belt is designed and intended for the immediately and clean up any fluid spills.
seat’s occupant to be of adult build and for one oc-
cupant of the seat only. Recommended Storage for Flexible
Hoses
Avoid High Pressure Fluids
Store hoses in a dark, dry environment away from
electrical equipment below 33°C with sealed end
caps.
Replacing Pipes and Hoses
Damaged hoses and fittings should be replaced

and not repaired. Replace all flexible hoses after 5
years.
Relieve the pressure before disconnecting hydrau-
lic or other lines. Tighten all connections before Ensure that all pipes, hoses and hydraulic compo-
applying pressure. nents are free from foreign matter before installing.
The pressure relief on pressurised vessels must Replacing of high pressure hoses should only be
be performed by Service Personnel only. done by qualified personnel.
Escaping fluid under pressure can penetrate the Only original parts must be used when replacing
skin causing serious injury. components/parts.
24 Doc. No. 872215 : Rev B

Stay Clear Of Moving Parts Guidance on Filter and Filter Elements
This machine should be operated in a well-venti-

lated area.
The design intent of the Heating, Ventilation and

Air Conditioning ( HVAC) system on this machine
is not to filter toxic gases.
Only use a Bell Equipment approved ventilation fil-

ter element.
Dispose of Waste Properly

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

guard or shield that has been removed for access
as soon as service or repair is complete.
Beware of Toxic Fumes
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.
GD0020CFM Air conditioning refrigerants can damage the atmo-
sphere. Government regulations may require
using a certified service centre to recover and re-
Prevent asphyxiation. Engine exhaust fumes can
cycle used refrigerants.
cause sickness or death.
If uncertain about the safe disposal of waste, con-
Operate only in well ventilated areas. Avoid haz-
tact your local environmental centre or your dealer
ardous fumes by first removing paint on painted
for more information.
surfaces before welding.
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.
Doc. No. 872215 : Rev B 25

Start Only From Operator’s Seat Operating on Slopes
Never turn the ignition switch On and immediately

OFF again. This will reset the cranking time and
damage to the starter motor can occur.
GD0023CFM-Ribless
Avoid side slope travel whenever possible.

GD0022CFM
Check service brakes frequently when operating

Avoid unexpected machine movement. Start en- on slopes.
gine only while sitting in operator’s seat. Ensure all
controls and working tools are in proper position The maximum slope values are calculated with the
for a parked machine. exhaust brake and exhaust valve brake fully func-
tional, the Transmission retarder set to maximum
Never attempt to start engine from the ground. Do and the Transmission locked in a specified gear.
not attempt to start engine by shorting across the The continuous slope values are with the exhaust
starter solenoid terminals. brake and exhaust valve brake fully functional.
The operator must refer to the ' speed down slope'
Avoid Machine Tipping Accidents decal in the cab ( or in this manual) for the gear se-
lection and speed values.
Use seat belt at all times.
The operator must also be familiar with the gradi-
Do not jump if the machine tips. You will be unlikely ent value charts in the Operator Techniques
to jump clear and the machine may crush you. Chapter in this manual.
Use extra care when bin is raised. Machine stabil- A knowledge of the site is important, especially the
ity is greatly reduced when bin is raised. Drive altitude of the site and the maximum percentage
slowly, avoid sharp turns and uneven ground. slope liable to be encountered and also the contin-
uous slope at the site. Remember that the
Know the capacity of the machine. Do not over- calculations on the decal were calculated at sea
load. level.
Before operating machine after any accident, care-

fully inspect all hydraulic and electrical lines.
26 Doc. No. 872215 : Rev B

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

Leaving the Machine
variety of applications. Many of these applications
present hazards related to machine stability when
Before leaving the machine, ensure that the park
operated in soft and/or slippery conditions and/or
brake is applied, the Transmission is in low gear,
on slopes. For this reason a risk assessment must
the engine is switched off at the SSM. Lock the cab
be performed on the use of the machine per appli-
door and the fuel cap Switch off the battery isolator
cation. The risk assessment must be done in
switch if the machine is to be left for an extended
accordance with the local governing and/or ISO
period.
legislation. Whilst precautions have been taken to
optimise the performance and stability of the vehi-
cle, the risk assessment must identify and Prepare For Maintenance and Service
prioritise all additional actions to be taken to treat, Safely
tolerate or transfer the risks.
Always install bin prop and ensure that the bin prop
In addition, there are precautions the operator can is lowered down onto the bin prop ensuring it is lo-
take during the operation of the machine in slip- cated in the ring - do not power the bin down when
pery/wet conditions and/or while operating on servicing and working on the machine
slopes. These precautions include (although the
list is not exhaustive): The bin must be empty and the Transmission in
neutral before installing the bin prop.
• When operating on slopes, the operator
should take special care of sliding and/or roll- Always install the cab prop when the cab is raised
ing hazards. These hazards are dependent on and ensure that the cab prop is in secure in one of
site and operating conditions. When operator the stop positions when work or service is to be
is unsure of potential hazards, a risk assess- done under the cab.
ment must be done.
• The differential locks should be engaged when Due to the risk of the machine collapsing while
operating at a downhill or operating in ice or working on the suspension and/or front axle, the
slippery conditions. This will ensure maximum suspension blocks provided must be used during
vehicle traction is achieved. servicing of the of machines fitted with adaptive
• Full use of the retarder must be made before suspension..
applying service brakes.
Warn others of maintenance or service work.
Inspect Cooling System Safely Park the machine on a level surface.
Engage the park brake.
Stop the engine and remove the ignition key.
Install the articulation locking bar.
Attach the “Do Not Operate” tag in full view of any-

one entering the operator's station.
Securely support the machine and any attach-

ments before working under the equipment.
Do not support the machine with cinder blocks or

Explosive release of fluids from the pressurised
wooden pieces that may crumble or be crushed.
cooling system can cause serious burns.
Do not support the machine with a single jack or
Shut off the engine and only remove the filler cap
other devices that may slip out of place.
when the engine is cool enough to touch with bare
hands.
Doc. No. 872215 : Rev B 27

Understand maintenance procedures before be- Inspect and Maintain ROPS

ginning any maintenance.
A damages roll-over protective structure (ROPS)
Keep the maintenance and service area clean and
should be replaced, not reused.
dry.
If the ROPS was loosened or removed for any rea-
The operator should assist the service personnel
son, inspect it carefully before operating the
whenever the engine must be running during ser-
machine again.
vice or repair.
To Maintain the ROPS:
Make Welding Repairs Safely
Report missing hardware to service personnel im-
Disable electrical power before welding. mediately.
• Turn off battery isolator switch (or disconnect Check isolation mounts for damage, looseness or
positive battery cable). wear. Check ROPS for cracks or physical dam-
• Remove the two 5A fuses in the battery box to aged, report any problems to service personnel.
protect the memory module.
• Separate harness connectors to engine, alter- Travelling on Public Roads
nator and vehicle microprocessors if neces-
sary. Machines which oper-
ate or travel on or near
public roads must
have proper lighting
and markings to as-
sure that they are
visible to other drivers.
Install additional lights, beacons, slow moving ve-
hicle (SMV) emblems or other devices as required.
Check state and local regulations to assure com-
pliance (refer to your local BELL EQUIPMENT
GD0021CFM Product Support Representative for assistance).
Avoid welding near fluid lines. Do not let heat go Human Vibration
beyond work area near fluid lines.
The effect of machine vibration on the operator
Remove paint properly. Wear eye protection and (Whole Body Vibration) is directly related to the ve-
protective equipment when welding. Do not inhale hicle speed as controlled by the operator. In
dust or fumes. addition, the machine should be correctly config-
Separate the harness connectors to the engine ured to ensure optimum performance of the
and to the machine microprocessors. vibration isolation components. For this reason,
before operating machine, the operator should ad-
Avoid welding or heating near pressurised fluid just the seat for his/her own height and weight.
lines. Flammable spray may result and cause se- The seat height should also be adjusted to the
vere burns if pressurised lines fail as a result of mid-point of total vertical suspension travel range.
heating. Prevent heat going beyond the immediate
work area towards any nearby pressurised lines. Operator exposure to whole body vibration should
be limited by maintenance of operating terrain and
Use a qualified welding technician for structural re- control of vehicle speed. The following guidelines
pairs. (although the list is not exhaustive) will assist in re-
ducing whole body vibration levels:
Ensure that there is good ventilation in the welding
area.
28 Doc. No. 872329 : Rev B

Site/Road Maintenance Operator Comfort
• Remove any large rocks or obstacles. • Adjust the seat and adjust the controls in order
• Fill any ditches and holes. to achieve good posture.
• Provide machines and schedule time in order • Adjust the mirrors in order to minimize twisted
to maintain the conditions of the terrain. posture.
• Provide breaks in order to reduce long periods
Machine Operation of sitting.
• Avoid jumping from the cab.
• Regulate vehicle speed.
• Drive around obstacles and rough terrain. On Bell Articulated Dump Trucks the weighted root
• Slow down when it is necessary to go over mean square acceleration emission of the ma-
rough terrain. chine to which the hands and arms (Hand Arm
• Steer smoothly. Vibration) are subjected to, or normal and reason-
able conditions of a operating cycle of laden,
• Brake smoothly.
unladen and standing time, does not exceed
• Accelerate smoothly. 2.5m/s².
• Ensure bin-float is operating correctly to pre-
vent hard cylinder end-stop impacts. In addition, the daily vibration exposure for the
WBV (Whole Body Vibration) of an experienced
Machine Suspension Maintenance driver, who operates the machine on a level road
surface, will be less than 0.5m/s² for a combination
• Maintenance tyre pressures according to Bell of loading, tipping, driving without a load, driving
specification. with a load and stationary. This is based on calcu-
• Check the suspension strut heights and set lations as per ISO/TR 25398
the Bell specification if necessary.
• Check suspension linkages to ensure correct The machine is equipped with an operator seat
operation. which meets the requirements of ISO 7091:2000.
• Adjust the seat height so that the seat does The operator seat is tested with the input spectral
not hit the end-stops.
class EM1, and has a seat "transmissibility" factor
• Adjust the variable damper in the seat to pre- of
vent impacts on the end-stops.
1.44 (75kg inert mass).
General Machine Maintenance
The whole body vibration (WBV) emission of the
• Ensure the bin float function is working cor- machine under representative operating condi-
rectly. tions varies from 0.5m/s2 to a maximum short term
• Maintain bin pads and inspect bin pad clear- level for which the seat is designed in order to meet
ance. IN ISO 7096:2000, which is SEAT x a*wP12 =
• Maintain brake and steering systems accord- 0.8976m/s2 for this machine when driven by a light
ing to Bell specifications. operator
• Operator Comfort
• Adjust the seat and adjust the controls in order Accumulator Maintenance
to achieve good posture.
• Adjust the mirrors in order to minimize twisted Maintenance shall only be carried out by suitably
posture. skilled personnel, using instructions in accordance
• Provide breaks in order to reduce long periods with EN 292:1992:A1.7.4.B
of sitting.
Overhaul or re-certification for continued safe use
• Avoid jumping from the cab. of gas loaded accumulator shall be carried out only
by skilled personnel.
Doc. No. 872329 : Rev B 29

TYRE INFORMATION
Tyres and Rims Tyre Pressures - Inflation

Pressure, Hot vs. Cold
Unless otherwise specified, the standard tyres and
rims fitted to BELL ADTs are approved for use at The pressures specified on the tyre pressure de-
the specified machine tyre loads (half of the axle cals are Cold Inflation Pressures. These pressures
loads) at a maximum speed of 50 km/hr, at the cold are typically used when new machines start on a
tyre inflation pressures specified by each tyre sup- job site and/or new wheels are fitted to vehicles
plier. Site specific investigations are required to and/or after long periods without operating the ve-
ensure that the machines operate within the capa- hicle. In this case the tyre temperature will be the
bilities of the machines and tyres. same as the ambient temperature. The load/pres-
sure tyre tables in the tyre companies' data books
Tyre Pressures - General are usually based on a reference ambient temper-
ature of 18° C and indicate Cold Inflation
Air under pressure, in the correct quantity, enables Pressures. Here 'ambient' refers to environment at
a tyre to carry the load in approved conditions. The the place and time of tyre inflation, not the work
quantity of air necessary for optimal functioning of site. These tables may be used without adjustment
a tyre is determined by the tyre inflation pressure. between 0° C and 25°C. However, if ambient tem-
perature varies significantly, adjusted cold inflation
These tyre pressures are specially calculated for pressures must be used.
BELL ADTs to provide maximum tyre life and
should be used in all normal operating conditions. As a general rule of thumb, for ambient (at place of
It is important to note that design axle loads are inflation) temperatures exceeding 25°C, the follow-
used to calculate the Cold Inflation Pressures ap- ing applies:
pearing on the vehicles' Tyre Pressure Decals.
Additionally, some tyre companies have allowed • from (25 to 29° C) increase the Cold Inflation
for extreme conditions and have recommended Pressure by 4%
higher pressures to protect the tyres from exces- • from (30 to 34° C)
sive deflection. As a result of these factors, increase the Cold Inflation Pressure by 6%
optimum performance and safe operation can only • from (35 to 39° C)
be ensured by determining inflation pressure from increase the Cold Inflation Pressure by 8%
operational and site specific data, e.g. real axle • from (40 to 45° C)
loads, haul conditions and ambient operating tem- increase the Cold Inflation Pressure by 10%
perature. Both over- and under-inflation of a tyre
result in decreased tyre tread life. The adjusted Cold Inflation Pressure is a one-time
change based on the recommended inflation pres-
Note: Pressure amendments to allow for over- sure for the vehicle/site and the temperature at the
loads are not permitted, as it will not only result time the pressure is being checked or adjusted.
in excessive vibration during the unladen state This adjustment is required to ensure that the tyre
of the vehicle, but also overload load-carrying does not become under-inflated should the
components which could result in premature ambient operating temperature drop below the
failure. temperature at which the tyre pressures were
set. Once the vehicle starts operating, the pres-
Tyres of different manufacturers should never be sure will increase due to heat build-up inside the
used on the same vehicle. Tyres of different types tyre. The increasing of pressure on an operational
and/or from different manufacturers have different vehicle should be monitored until stabilised, at
dimensions and constructions which, when mixed which time the pressure is noted as the Hot Infla-
on a vehicle, will have a negative impact on the tion Pressure. Future pressure checks and
drive train, as well as the safety of the machine, as adjustments should be done according to the Hot
the handling and stability will be affected. Inflation Pressure with the tyre at operating tem-
perature.
30 Doc. No. 872329 : Rev B

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.
500 m
(1 640 ft)
Use a safety cage if available
15 m
(49'3")
Do not stand over the tyre, use a clip-on chuck and extension hose
500 m
(1 640 ft)
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.
Doc. No. 872329 : Rev B 31

NOTES
32 Doc. No. 872329 : Rev B

PART 1
OPERATION AND TEST
Doc. No. 872329 : Rev B 33

NOTES
34 Doc. No. 872329 : Rev B

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. 872329 : Rev B 35

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?
36 Doc. No. 872329 : Rev B

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. 872329 : Rev B 37

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
38 Doc. No. 872329 : Rev B

CHAPTER 2. ENGINE
Engine (OM 906 LA Shown)
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.
The OM 906 LA engine is a 6 cylinder liquid cooled cast iron block and cast iron cylinder head engine. It has
overhead valves, three per cylinder, two intake valves and one exhaust valve. Roller cam followers ride on
the camshaft which move the push rods that open and close the valves. The EUI (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 EUI are electronically controlled by the EUI controller, a
crankshaft position sensor, camshaft position sensor and a solenoid.
Doc. No. 872329 : Rev B 39

Electronic Unit Injector Fuel System Fuel Delivery
Suction Stage
1
2
4 3
5
12
The EUI system is designed to precisely control:
• The start of injection. 11 6

• An accurate delivery of a calculated amount of 7
fuel.
10
• A sharp end of injection. 8
The fuel system consists of four sub-systems;
• Low Pressure Supply System, 13 RETURN FUEL
• High Pressure System - Unit Injectors, 9 14 LOW PRESSURE
• Fuel Delivery Nozzles, 40D3001CV
• Control System.
The electronic unit injector fuel system has these 1. Fuel Delivery Nozzle.
notable features: 2. Connector Pipe.
3. EUI (Electronic Unit Injector).
• Precision control of timing and fuel delivery,
• 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,
7. High Pressure Chamber.
• Low emissions,
• 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 EUI's (3) ride on individual lobes on the engine

camshaft (9). There is one EUI per cylinder. The
EUI's are mounted in the block of the engine under
the intake manifold.
40 Doc. No. 872329 : Rev B

There are passages in the block that route fuel to 13. Return Fuel.
and from the EUI's. 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
EUI's to the nozzles. Internal passages in the (10), then into the return gallery(11).
cylinder heads allow excess fuel from the nozzles
to be bled off. Delivery Stage
A solenoid (5) controls the fuel metering valve (4).

1 2
During the suction stage, the pump plunger (8)
4 3
moves down. As a result of the constant fuel 5
excess pressure of approximately 600kPa (6 bar)

(87 psi) in the fuel low pressure circuit, the high
pressure chamber (7) of the unit pump is fitted with
fuel through the supply gallery (6).
Pre-Delivery Stage
12
1 2 11 6
7
4 3 5
10
8
13 RETURN FUEL
14 LOW PRESSURE
15 HIGH PRESSURE
12 9 40D3003CV
1. Fuel Delivery Nozzle.

11 6
7 2. Connector Pipe.
10
8
4. Valve.
13 RETURN FUEL
5. Solenoid.
14 LOW PRESSURE 6. Supply Gallery in Crankcase.
9
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.
10. Pressure Relief Chamber.
12. Bleed-Off Chamber.
Doc. No. 872329 : Rev B 41

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 forced into the pressure relief chamber (10) and
injection into the combustion chamber takes place the return flow gallery (11).
in the delivery stage. During this stage the fuel
pressure in the high pressure chamber (7) rises to The pressure relief chamber serves as an
a pressure approximately 160 000 kPa (1600 bar) expansion chamber for the pressure peaks of the
(23 206 psi). unit pump in the residual stage. This prevents the
pressure ratio of the adjacent unit pumps being
Residual Stage affected through the return flow gallery.
Cold Start Operation

1 2
4 3 5
12
11 6
7
10
8
13 RETURN FUEL
14 LOW PRESSURE
40D3004CV
1. Glow Plug.
1. Fuel Delivery Nozzle.
2. Solenoid.
2. Connector Pipe.
3. Cold Start Jet.
4. Valve. The cold start system operates only when the
engine coolant temperature is below 15° C (59°F).
5. Solenoid.
6. Supply Gallery in Crankcase. When the key switch is tuned to the “ON” the
position, the glow plug (1) begins to heat up and
7. High Pressure Chamber. 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
for approximately twenty seconds.
9. Engine Camshaft.
10. Pressure Relief Chamber. When the key switch is turned to the START
position, the solenoid (2) is energized, allowing
fuel to flow to the cold start jet (3). The fuel from the
12. Bleed-Off Chamber. jet is sprayed on the glow plug causing the fuel to
13. Return Fuel. atomize. The atomized air/fuel mixture is directed
to the cylinders by the incoming air through the
14. Low Pressure. intake manifold.
After the valve (4) has opened (end of delivery),
The fuel pressure in the high pressure chamber (7)
is collapsing.
42 Doc. No. 872329 : Rev B

As soon as the valve (4) is closed while the pump The remaining fuel delivery by the pump plunger (8)
plunger (8) is moving towards its top dead centre, the up to the apex of the camshaft (9), is again forced into
unit pump is in the delivery stroke. Fuel injection into the pressure relief chamber (10) and the return flow
the combustion chamber takes place in the delivery gallery (11).
stage. During this stage the fuel pressure in the high
pressure chamber (7) rises to a pressure approxi- The pressure relief chamber serves as an expansion
mately 160 000 kPa (1600 bar) (23 206 psi). chamber for the pressure peaks of the unit pump in
the residual stage. This prevents the pressure ratio of
Residual Stage the adjacent unit pumps being affected through the
return flow gallery.
1 2 Cold Start Operation

4 3 5
12
11 6
7
10
8
13 RETURN FUEL
14 LOW PRESSURE
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 engine
5. Solenoid. 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
8. Pump Plunger. indicator light on the dash will light up. Light will stay
on and the glow plug will continue to heat up for ap-
9. Engine Camshaft. proximately twenty seconds.
10. Pressure Relief Chamber.
When the key switch is turned to the START position,
11. Return Flow Gallery in Crankcase. the solenoid (2) is energised, allowing fuel to flow to
12. Bleed-Off Chamber. the cold start jet (3). The fuel from the jet is sprayed
on the glow plug causing the fuel to atomize. The at-
13. Return Fuel.
omized air/fuel mixture is directed to the cylinders by
14. Low Pressure. 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 col-
lapsing.
Doc. No. 872329 : Rev B 43

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 European ma- AdBlue tank. It is situated behind the diesel tank on
chines offer exhaust gas purification on the basis of the inner side of the right hand side-wheel arch. The
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
Aluminium housing.
degree of particle emission, with the nitrogen oxides
being subsequently reduced by the catalytic con- • The aluminium houses the “bubble storage” (the ni-
verter outside of the engine. trogen filled rubber bladder), with the filling valve.
SCR System – Function • The AdBlue filter.
• The pump module heating channels

The AdBlue supply unit pumps AdBlue from the tank
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.
44 Doc. No. 872329 : Rev B

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

ing. One side of the housing holds the AdBlue
components and the other the compressed air
The AdBlue spray nozzle is situated in the exhaust
components.
pipe just after the exhaust brake assembly.
The metering valve is located internally between
The AdBlue spray nozzle is required to distribute the
the two housings. On the AdBlue side there is a
AdBlue supplied by the metering device via the feed
gauze filter, a pressure and a temperature sensor,
line as evenly as possible into the exhaust gas flow.
a calibration restrictor and an electrically con-
The spray nozzle is screwed onto the exhaust pipe. At
trolled metering valve. On the compressed air side
the lower end of the spray nozzle, the aerosol exits via
there is a gauze filter, a check valve, a diffuser and
single hole, 1.4mm.
a mixing zone underneath the diffuser where
AdBlue is metered out and added to the com-
pressed air. In the mixing chamber, in which the
mixing zone is located, the pressure is measured
via a compressed air sensor.
Frame module (SCR controller)
This module is located in the battery box.
Doc. No. 872329 : Rev B 45

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 temperature
module controls the electrical membrane pump in and relative humidity. The measured values are regis-
the AdBlue supply unit and the compressed air re- tered and processed by the SCR frame module and
striction solenoid valve. For active sensors, the then transmitted to the engine control unit (MR).
SCR frame module provides the power at an oper-
ating voltage of 5V.
Tank heater solenoid valve
Diagnosis of the SCR controller and of the con-
nected components is carried out via the engine The heater solenoid valve (Y107) is located at the rear
control unit, (MR) as is storage of fault codes and of the engine cylinder head on the 900 series and to the
configuration. This will be done the same way as right hand side of the engine above the MR controller
all the D-Series ADT’s. Fault codes will be shown
via the MDU which in turn can be cross referenced
in the service manual.
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
on the 500 series engine.
If the AdBlue in the reservoir drops bellow -8°C, and

the engine coolant temperature is above 65c, the sole-
noid valve is energized by the MR, allowing engine
coolant to heat the reservoir, AdBlue lines and the
pump module.
Large Truck
46 Doc. No. 872329 : Rev B

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.
Doc. No. 872329 : Rev B 47

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.
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-
gine.
if necessary.
Note:
1 Adblue temperature Sensor All external AdBlue hoses are strapped to the
coolant hoses for heating purposes. The
B117 Sensor for Adblue tank fill level/
AdBlue hoses do how ever allow for expan-
temperature
sion in case of freezing.
AdBlue reservoir As soon as the AdBlue temperature is greater than

-8°C, the solenoid valve (Y107) will de-energize,
The AdBlue reservoir is situated in a void within the closing the valve, preventing any further heating
diesel tank on the right front of the truck. from taking place.
This void is also purged with fresh air using airflow

from the engine cooling fan shroud. This serves to
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.
48 Doc. No. 872329 : Rev B

SCR System operation At the pump module, the air pressure acts as a pi-
lot 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 valve (9). The check valve prevents AdBlue or ex-
components need to be in good order. Mal- haust gasses from entering the pneumatic system
function of any component will generate a when not in operation. Air is then heated by the dif-
DTC and shut down the SCR function. The fuser heater (R28) to prevent it freezing when
MR will however not derate the engine, but accelerated through the diffuser (Venturi effect).
change to secondary control map in the event The air pressure is then sensed by a temperature
of any failures.
sensor (B128) as it exits the metering unit to the in-
jection nozzle.
The following inputs are required by the MR to con-
trol the SCR function. This will be the case whether AdBlue is being me-
tered or not, preventing a build up of
• Ambient air temperature via the OBW module
AdBlue/exhaust deposits in the metering unit, noz-
• Operator input via the ADM zle and the line between.
• Engine temperature When the MR energizes the pump, based on sen-

sor values and operator inputs, AdBlue is drawn
• AdBlue level via the SCR controller 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 oper-
• Air pressure(B128) ating pressure of 6bar. AdBlue pressure also acts
• Intake air temperature and humidity via SCR con- on the pressure reservoir (4) in the pump module.
troller The reservoir compensates for pressure fluctua-
tions and reduces the cut in frequency of the
• Inlet and outlet catalytic converter temperatures pump.
via SCR controller.
AdBlue now enters the metering valve through fil-
• Condition of catalytic converter from NOx sensor ter screen (8) to the SCR metering valve (Y109).
through SCR controller AdBlue pressure (B129) and temperature (B130)
are also sensed.
The following outputs are controlled by the MR to
control the SCR function. As required, the MR will proportionally control the
metering valve (Y109), metering the flow of AdBlue
• AdBlue pump(M25) into the air flow. This atomizes the mixture which is
then carried to the injection nozzle.
• Air pressure limiting solenoid valve(Y106) via
SCR controller
SCR System purging
• Tank heater solenoid valve
To prevent any damage due to expansion when
• Diffuser heater freezing, the metering unit and pump module need
to relieved of pressure and purged from AdBlue af-
• SCR metering valve(Y109) ter the engine has shut down.
Note The purging procedure is preset in the MR and will
Before any metering of AdBlue can take continue for duration of 255sec after the engine
place, the catalytic converter needs to attain a has stopped. It is therefore important not to turn off
temperature of at least 200°C. the battery isolator until purging is complete. A
countdown in also displayed on the MDU for this
When all parameters are met, the pressure limiting function. The reverse siren will also sound once af-
valve (Y106) is energized. Reduced air pressure ter the purging process is complete.
(5.5bar) is then allowed to branch out to the pump
module and metering valve.
Doc. No. 872329 : Rev B 49

Note The pressure limiting valve (Y106) and metering

valve (Y109) are then again de-energized, causing
Isolating during the purging period will log a
DTC the switching valve to open again, relieving the
compressed air/AdBlue to the reservoir.
When the engine has stopped, the pressure limit- Once the system senses no pressure at the
ing valve (Y106), metering valve (Y109) and pump AdBlue pressure sensor (B129), the two solenoids
motor (M25)will be de-energized. will be energized again.
With no air pressure acting on the pneumatic This will continue repetitively for the full duration of
switching valve (2), it opens and allows pressur- the 255sec countdown to ensure all AdBlue is
ized AdBlue to drain to tank. The system will then purged from the system.
remain in this 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 meter-
ing unit, pressurizing the AdBlue circuit. This will
continue until the same pressures are sensed at
pressure sensors B129 and B128.
50 Doc. No. 872329 : Rev B

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.
Compression too low. Test compression.
Engine turns but does not start Insufficient fuel in fuel tank. Fill tank and bleed system.
Low fuel pump pressure. Test fuel pump pressure.
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.

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..
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.
scored.
Excessive vibration at any Worn or broken engine Inspect, repair or replace.

speed. mountings.
Drive shaft out off balance. Balance or replace.
Doc. No. 872329 : Rev B 51


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.
Coolant entering cylinder bores. Check cylinder head gasket.
Replace cylinder head gasket.
Cold start solenoid defective. Test solenoid. See “Cold Start
Circuit”.
52 Doc. No. 872329 : Rev B

Adjustments
Display Menu Tachometer (B20D NOTE:Check and adjust valve clearance only
Shown) when engine is COLD.
Remove rocker arm cover.
Install cranking device DC280088.
The tachometer on the Menu Display Unit is

accurate enough for test work.
Slow and Fast Idle Adjustment There are 37 slots (1) machined in the flywheel.
One slot has a dimple in it. This is the TDC timing
There is no slow or fast idle adjustment. If slow or mark. Turn engine in the direction of rotation until
fast idle is not within specification, check for an TDC timing mark (2) on flywheel lines up in centre
engine mechanical problem or an electrical failure. of the window in timing case.
Slow Idle Speed RPM’s . . . . . . . . . 680 ± 20 NOTE:All valves can be adjusted in two
crankshaft positions.
Fast Idle Speed RPM’s . . . . . . . . 2240 ± 20
Rocker arms and push rods for number one cylin-
If no mechanical failure is found and the controller
der should be loose. If not, rotate engine 360°.
is suspected.
Engine must be at TDC on the compression stroke
for number one cylinder.
Valve Clearance Adjustment
NOTE:When adjusting valve clearance, the
bolt on the valve bridge should on no account
CAUTION be loosened.
To prevent accidental starting of the engine
while performing valve adjustments, always Measure the valve clearance between the rocker
turn battery disconnect switch to “OFF” arm and the valve bridge with a feeler gauge.
Rocker arms and push rods for number one cylin-

der should be loose. If not, rotate engine 360°.
Engine must be at TDC on the compression stroke
for number one cylinder.
NOTE: When adjusting valve clearance, the

bolt on the valve bridge should on no account
be loosened.
Doc. No. 872329 : Rev B 53

SERVICE MANUAL MK VI B18D-B30D
Measure the valve clearance between the rocker Exhaust Brake Adjustment
arm and the valve bridge with a feeler gauge.
With engine off, check the clearance between the

control arm (1) and the stop (2). In the brake valve
“OFF” position, the control arm should be resting on
the stop.
Disconnect the air line (3) from the cylinder. Connect

a regulated air supply line to the cylinder. Regulate
With number one cylinder on TDC, Check the valve
air pressure so pressure is approximately 740 - 810
clearance on cylinder one - intake and exhaust, cylin-
kPa (7.4 - 8.1 bar) (107 - 117 psi).
der two - intake, cylinder three - exhaust, cylinder
four - intake and cylinder five - exhaust.
Crank engine until cylinder six is on TDC (cylinder

one valve overlap):
Check valve clearance on cylinder two - exhaust, cyl-

inder three - intake, cylinder four - exhaust, cylinder
five - intake and cylinder six - intake and exhaust.
Intake Valve Clearance . . . 0.40 mm (0.016in.) Ex-

haust Valve Clearance . . 0.60 mm (0.024in.) Locknut
tightening torque . . . . 50Nm (37 lb-ft)
To adjust clearance: Loosen locknut (2) and turn ad- Check control arm (1) to stop (2) clearance. The con-
justing screw (1) in or out depending on gap to big or trol arm must not rest on the stop. There must be
small. slight clearance between the control arm and stop to
ensure that exhaust brake is fully closed.
Tighten locknut to specification while holding adjust-
ing screw in position. If adjustment is needed, loosen locknut (3), remove
clip (4) and disconnect cylinder from control arm.
Adjust valves in same order used for checking.
Turn rod end (5) for adjustment.
Check clearance again after tightening locknut.
54 Doc. No. 874115 : Rev B

B18D-B30D SERVICE MANUAL MK VI
Tests
Cylinder Compression Test

NOTE:1. Compression pressures are affected by the cranking speed of the engine. Before beginning the
test, ensure that the batteries are fully charged and the starter motor is in a good working condition.
2. Repeat procedure for all cylinders.
Disconnect fuel delivery line and blank line off.
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).
Install compression tester to adapter.
Caution
Engine must not be started with fuel line from EUI disconnected.
Crank engine approximately ten seconds. Record readings and compare to specification.
Engine Compression Pressure
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 2800 kPa (28 bar) (406 psi).
Permissible Difference Between Cylinders
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 400 kPa (4 bar) (58psi).
Doc. No. 874115 : Rev B 55

Fuel Pump Pressure Test
Specification
Pressure At Slow Idle · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · >430 kPa
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (4.3 bar) (62 psi).
Pressure At Fast Idle · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 400 - 650kPa
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (4 - 6.5 bar) (58 -94 psi).
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 NPT 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.
Service Equipment And Tools

Digital Hydraulic Tester.
0.5 to 15 GPM Lt. Flow Meter.
NOTE: 904 engine shown.
Remove cover (1). Install ring piece (5), pressure gauge (6) and mea-
suring hose (7) on adapter piece (4).
Unplug wiring harness connecter (2) from temper-
ature sensor (3). Connect wiring harness connecter plug to temper-
ature sensor and attach on engine.
Remove temperature sensor (3).
Start engine and compare to specification.
Install adapter piece (4) with seal ring on crank-
case. If out of specification, repair
56 Doc. No. 874115 : Rev B

Fuel Return Flow Quantity at Engine Test
Specification
Measuring Point - Bypass Valve

Fuel return flow at fuel filter housing at idle 600 - 650 r.p.m. for more than 1 minute · · · · · · · · · · ·
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · <0.3l/min (0.07 Gal/min)
Fuel return flow at fuel filter housing at 2500 r.p.m. for more than 30 seconds · < 0.3 l/min (0.07 Gal/min)
Fuel return flow at bypass valve at idle 600 - 650 r.p.m. for more than 1 minute · · · · · · · · · · · · · · · · · · ·
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · <0.9 - 1.7l/min (0.2 - 3.7 Gal/min)
Fuel return flow at bypass valve at 2500 r.p.m. for more than 30 seconds · · · · · · · · · · · · · · · ·
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · < 2.7 - 7.5 l/min (0.6 - 1.65 Gal/min)
Special Tools
NOTE: 904 engine shown.
Remove cover (1). Disconnect fuel return line (14) on fuel filter hous-
ing (12), connection “RL” and install transparent
Disconnect fuel return line (4) on bypass valve (6). fuel line (13).
Steady bypass valve (6) when loosening the fuel
return line (3). The support (11) with opening clamp (arrow) must
press the non-return valve into the connection.
Seal fuel return line (3) with banjo bolt (2) and lock
nut (7). Guide fuel return line (13) into a clean container
(10).
Detach ring piece (5) from bypass valve (6).
Steady bypass valve (6) when tightening bolts. Start engine and compare to specification.
Install transparent fuel line (9) on ring piece (5) and

guide into a clean container (8).
Doc. No. 874115 : Rev B 57

Fuel Intake Pressure Upstream of Fuel Pump Test
Specification

Fuel pressure upstream of fuel pump at 600 - 650 r.p.m. · · · · · · · · · · · · · · · · · 90 to 120 kPa
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 0.9 to 1.2 bar (13 to 17 psi)
Fuel pressure upstream of fuel pump at 2500 r.p.m. · · · · · · · · · · · · · · · · · · · 400 to 500 kPa
· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (4 to 5 bar)(58 to 73 psi)
Special Tools
Gauge vacuum
Install tester (1) with test cables (2) and connec- Bleed fuel system.
tors (3) between fuel supply line (4) and pre-filter
housing (5). Attach tester (1) to frame.
The support (6) with opening clamp (arrow) must Start engine.
press the non-return valve into the connection (7).
Compare to specification.
Check sealing ring on support (6) for damage and
replace if necessary.
58 Doc. No. 874115 : Rev B

Fuel System Low Pressure Fuel Circuit Leak Test
Specification

Test pressure · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1000 kPa (10 bar) (145 psi)
Test time · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 5 Minutes
Pressure drop · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · <250 kPa (0.25 bar) (36 psi)
Special Tools
Pressure gauge 1500kPA (15 bar) (218 psi).
Remove cover (1). Detach fuel return line (9) on fuel filter housing
(12), connection “RL” and seal with cap (8).
Remove fuel temperature sensor harness (2) and
fuel temperature sensor (3). Detach fuel supply line (14) on fuel pre-filter hous-
ing, connection “VL” and install connection line
Install adapter piece (4) with seal ring on crank-
(10) with shut-off cock (11).
case.
Install ring piece (5), measuring hose (6) and pres-

sure gauge (13) on adapter piece (4).
Doc. No. 874115 : Rev B 59

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.

Install adapter (1) and connect gauges (2) to fit-
7/16 - 20 M 37° x ¾ - 16 F 37° Reducer. tings.
Service Equipment And Tools To achieve an accurate oil pressure reading, warm
engine to 105° C (220° F).
• 413 kPa (4.1 bar) (60psi) Gauge. Run engine at slow idle. Compare reading to spec-
ification.
Run engine at fast idle. Compare reading to speci-

fication.
When installing plug ensure that there is no oil

leaks and that the plug is screwed in tight.
Remove plug on main oil supply channel (1).
60 Doc. No. 874115 : Rev B

B16
2 BK/YL 0.5 N3-1
B18D-B30D
MERCDES BENZ ADM AND PLD

1 BR/YL 0.5 N3-20
B15
SCHEMATIC FOR OM906LA 2 BR/VL 0.5 N3-19
1 BK/VL 0.5 N3-2
ALL SMALL ADT’S 2 WH/YL 0.5 N3-3
B65
1 RD/YL 0.5 N3-34
2 BR/WH 0.5 N3-15
B11
1 GY/BR 0.5 N3-39
N3-4
N3-5
Doc. No. 874115 : Rev B

B90 3 GN 0.5 N3-7
1 BL 0.5 N3-22
4 VL 0.5 N3-29 15 15 15
TEMP GN 0.75 FUSE2-2 9 1
+
2 BR/BK 0.5 N3-48 164 163 162
(6)
6 120 OHM 3 WAY
PL 0.35 ACCP-6 DEUTSCH CAN
GN/BL 0.5
(4)
B12 1 N3-32
TERMINATOR CANT1-C
CABT1-B
CANT1-A
4
GR/YL 0.5
GN 0.35 ACCP-4 21-1
PWM
2 N3-10
3
_
(3)
BR/GY 0.5 N3-6 WH 0.35 ACCP-3 OEUJ2-A1 YL 0.75 21-19
Engine Schematic (Tier 2/3)
3
+ 5
N3-8 RD 0.35 ACCP-5 OEUJ2-B1 GN 0.75 21-21
(5)
YL 0.5
2
(2)
2 N3-49 YL 0.35 ACCP-2 OEUJ2 BK 0.75 21-20
PWM
B14 1
1 WH 0.5 N3-33 BN 0.35 ACCP-1 BK/YL 0.75 21-14
_
(1)
6 5 4 3 2 1 2 BL/WH 0.5 N3-30
BL/GN 0.75 21-13
START
1 RD/BK 0.5 N3-25
S10 ACCELERATOR BL/YL 0.75 21-12
RD/WH 0.5 N3-35 PEDAL
2 BK 0.75 21-3
Y9
Y8
Y7
Y6
N3-11 E3
Y11
Y10
STOP
S11 1 RD 0.75 21-2
N3-12
GY/BK 1.5 N3-54
GY/WH 1.5 N3-53 BL/RD 0.75 15-5
WH/RD 1.5 N3-47 MR-1 D3 - 14 YL/GN 0.75 15-13
RD/GN 1.5 N3-16 MR-3 D3 - 13 BK 0.75 BK 0.75 15-14
GY/BL1.5 N3-44 MR-4 D3 - 24 BK 0.75
RD/BL 1.5 N3-9
MR-2 D3 - 25 BN 0.75 15-15
WH/BL 1.5 N3-38
MR-9 BK 2.5 RD/YL 0.75 15-6
GY/YL 1.5 N3-45
EE
MR-11
N3-13
MR-15 D3 - 5 18-9
N3-14 E3
N3-17 MR-5 BK 0.75 18-11
N3-18 MR-6 18-16

N3-21 MR-12
LEGEND N3-23 MR-13 PL 1.5 D3 - 28 12-2
N3-24
UNIT DESCRIPTION
N3-26 ADM - MERCEDES ECU
B11 OIL TEMPERATURE SENSOR OR 0.75 DIAG-H 169 25
RD 1.5
RD 1.5
GN 2.5
GN 2.5
PL 0.75
N3-27
BK/WH 1.5
B12 OIL PRESSURE SENSOR RD/PK 0.75 R4-87 141 12

N3-28 MR -
B14 OIL LEVEL SENSOR
N3-31 ENGINE ECU
B15 CAM SHAFT SENSOR
B16 CRANK SHAFT SENSOR N3-36 EVBSOL-1 EVBSOL-2
STAR-50
DIAG-J
MCB-1
MCB-1
FUSE 17-2
FUSE 17-2
2
N3-37 BK 0.75
B65 COOLANT TEMPERATURE SENSOR 1 E5
B90 CHARGE AIR PRESSURE AND TEMPERATURE SENSOR N3-40
170 3 6 5 33 32 EXHAUST BRAKE SOLENOID
S10 START BUTTON N3-41
S11 STOP BUTTON 25 1 1 1 2 2
N3-42
Y6 UNIT PUMP SOLENOID CYLINDER 1 N3-43
Y10 UNIT PUMP SOLENOID CYLINDER 5
N3-52
Y11 UNIT PUMP SOLENOID CYLINDER 6
N3-55
TD0005986
61
SERVICE MANUAL MK VI
Engine Schematic (Tier 3b)
62 Doc. No. 872329 : Rev B

CHAPTER 3. ELECTRICAL SYSTEM
Schematics
Electrical Schematic Symbols
Doc. No. 872329 : Rev B 63

Electrical Schematics
Figure 1 : Starting & Charging Circuit
64 Doc. No. 872329 : Rev B

Figure 2 : Ignition Power - Fuses 14-28
Doc. No. 872329 : Rev B 65

Figure 3 : Ignition Power - Fuses 29-41
66 Doc. No. 872329 : Rev B

Figure 4 : 12V Circuit
Doc. No. 872329 : Rev B 67

Figure 5 : Monitor Display Unit Circuit
68 Doc. No. 872329 : Rev B

Figure 6 : Sealed Switch Module, Steering Column Switch, Air Heater, Fuel Filter & Coolant Level Circuit
Doc. No. 872329 : Rev B 69

Figure 7 :CCU2 J1 Circuit (Page 1)
70 Doc. No. 872329 : Rev B

Figure 8 :CCU2 J1 Circuit (Page 2)
Doc. No. 872329 : Rev B 71

Figure 9 :CCU2 J1 (A-F) Circuit)
72 Doc. No. 872329 : Rev B

Figure 10 : CCU2 J2 (G-M) Circuit
Doc. No. 872329 : Rev B 73

Figure 11 : CCU 2 J2 Circuit (Page 2)
74 Doc. No. 872329 : Rev B

Doc. No. 872329 : Rev B 75

76 Doc. No. 872329 : Rev B

Figure 14 : OEU J1 Circuit
Doc. No. 872329 : Rev B 77

78 Doc. No. 872329 : Rev B

Doc. No. 872329 : Rev B 79

Figure 17 : Air Conditioner Circuit
80 Doc. No. 872329 : Rev B

Figure 18a : Mercedes Engine
Doc. No. 872329 : Rev B 81

Figure 18b : Mercedes Engine SCR
82 Doc. No. 872329 : Rev B

Figure 19 : SCR Circuit
Doc. No. 872329 : Rev B 83

Figure 20: ZF Transmission
84 Doc. No. 872329 : Rev B

Figure 21: Allison Transmission
Doc. No. 872329 : Rev B 85

Figure 22: Diagnostic, memory module & SATC circuit
86 Doc. No. 872329 : Rev B

Figure 23: Automatic Greaser, Electrical Seat, Interior Light & 4206D Trailer Connector Circuits
Doc. No. 872329 : Rev B 87

Figure 24: Electrical Mirrors Circuit.
88 Doc. No. 872329 : Rev B

Figure 25: On Board Weighing & Tyre Pressure Monitor Circuit
Doc. No. 872329 : Rev B 89

Figure 26: 4206D IQAN Circuit
90 Doc. No. 872329 : Rev B

Earth Connections
EARTH CABLE (218775 / 6 / 7)

IMPORTANT !
EARTH STRAP (200861)
IT IS VERY IMPORTANT THAT ALL EARTH CONNECTION POINTS ARE FREE OF PAINT AND CORROSION TO ENSURE METAL TO
COLLECTIVE WIRING
METAL CONTACT BETWEEN THE EARTH RING LUG AND MACHINE CHASSIS FOR PROPER ELECTRICAL CONNECTION. HARNESS EARTH POINTS
Bell Equipment company reserves the right to change any details in these electrical systems. E1-6 INTERNAL CAB EARTH POINT
Bell cannot be held responsible for misinterpretation of these schematics or faults that may arise from use there of.
Any errors in these must be reported back to the Bell Electrical Systems team. AE CHASSIS (ARTIC) EARTH POINT
All electrical repairs must be carried out by qualified Bell service personnel only.
EE BATTERY BOX (ENGINE) EARTH POINT
TRANSMISSION ENGINE TRANSMISSION ENGINE

TO TO TO TO
CHASSIS E1-6 AE CHASSIS EE AE E1-6 EE
CHASSIS CHASSIS
CAB CAB
TO TO
CHASSIS CHASSIS
Fuse and Relay Layout
Doc. No. 872329 : Rev B 91

CANBUS J1939 Testing the CAN
The Controller Area Network (CAN) is a serial com- The construction of the CAN line is of a high
munications protocol that efficiently distributes real quality cable consisting of a CAN_H and a
time control (Data) with great Data integrity. In other CAN_L cable. These two cables carry the infor-
words it is a system that sends data (In a binary code mation in Series to and from the Control units in
or math between electronic control units.) the system. CAN_H and CAN_L Both send the
same messages and basically check on each
The CAN is a means of transferring data between other.
components, in the D- Series ADTs there is a CAN
between the following components: The O’s and 1’s are created by voltages that are
produced inside the control units. The two ca-
SSM Sealed Switch Module bles are protected by a shield around the outside
MDU Monitor Display Unit to prevent in EMI (Electro Magnetic Interfer-
TCU Transmission Control Unit ences).This EMI can cause false or incorrect
CCU2 Chassis Control Unit signals in the system.
ECU Commonly known as the ADM is the
Engine control unit (Cab Mounted). The CANBUS has two resistors connected to
MR Engine mounted control unit (PLD). the end of the CAN line. These resistors are fit-
OBW On Board Weighing ted to terminate the signals in the BUS. If these
MM Memory module resistors were not fitted the signals would reflect
OEU Output Expansion Unit. in the CAN line and the system would not
function.
The resistors also play an important role in the

system for the technician. The resistors are con-
nected 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 mea-
sure 60 Ohms. A short circuit or open circuit will
CANBUS Schematic cause the resistance to change.
92 Doc. No. 872329 : Rev B

Errors that may occur include: Checking Opens and Shorts Between Wires,
and Shorts to Earth on the CAN Harness
1. CAN_H Short to ground.
2. CAN_L Short to ground.

CAUTION
Always ensure that all the connectors are
3. CAN_H Short to CAN_L. removed from all the control units before testing.
4. CAN_H Open circuit. Thoroughly clean corroded or dirty terminals. If

dirty or corroded terminals are the probable cause
5. CAN_L Open circuit
of the problems, re-connect the clean connectors
6. CAN_H and CAN_L Open circuit. and operate the vehicle normally.
7. CAN _H or CAN_L shorted to a Arbitrary Poten- If all connectors are clean and connected cor-
tial (Voltages) rectly, determine which control unit is causing the
error on the display.
Any of these errors will cause an error code to dis-
play on the MDU screen. Remove all the connectors on the control units and
measure the resistance of the CAN BUS as shown
For example the display will show “CCU CAN below (for each fault).
ERROR” on the display.
Each control unit has its own connector because
Checking the Cables they are manufactured by different OEM’S.
When testing the CANBUS the most important fac- Main CAN Harness
tor will be the 60 Ohm resistance reading across
the CAN_H and CAN_L. The Main CAN Harness resistance should mea-
sure 60 Ohms. The resistance value determines if
NOTE: A digital multimeter must be used to check there is a problem with the “CAN” Line.
any readings on the machine.
When all the connectors have been removed each
Before beginning the troubleshooting process, connector can be measured for 60 Ohms.
read and understand the following:
There are many faults that can occur to prevent the
• Wire identification shows the connector, the 60 Ohms reading from being obtained.
terminal on the connector and the colour.
• Shut off the engine and ignition before any
harness connectors are disconnected or con-
nected.
• When disconnecting a harness connector, be
sure that pulling force is applied to the connec-
tor 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 con-
nectors, 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. 872329 : Rev B 93

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
Fig 1
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.
94 Doc. No. 872329 : Rev B

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).
Doc. No. 872329 : Rev B 95

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.
96 Doc. No. 872329 : Rev B

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
Doc. No. 872329 : Rev B 97

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
98 Doc. No. 872329 : Rev B

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
Doc. No. 872329 : Rev B 99

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
100 Doc. No. 872329 : Rev B


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
Doc. No. 872329 : Rev B 101

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
102 Doc. No. 872329 : Rev B

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
Doc. No. 872329 : Rev B 103

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
104 Doc. No. 872329 : Rev B

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
Doc. No. 872329 : Rev B 105

MR-Engine ECU Inputs and Outputs
MR-Engine ECU
MR-1 Output to ADM-Mercedes ECU

15-13 via D3-14 (IES CAN-High)
MR-1
MR-3
15-14 via D3-13 (IES CAN-Shield)
MR-4
Fuel
Temp MR-2 15-14 via D3-24 (IES CAN-Shield)
Sender
Cool. MR-9 MR-2 Output to ADM-Mercedes ECU
Temp
Sender MR-11 15-15 via D3-25 (IES CAN-Low)
Oil
Temp MR-15 MR-9
Sender To Earth at EE
MR-5 MR-11
Oil
Press
Sender MR-6 MR-15 Ignition Supply via Fuse 17-10A &
Air D3-5
Temp MR-12
Sender
MR-13 MR-5 Battery Power via Fuse 17-10A &
Air
Press D3-5
Sender
Oil MR-6 Battery Power via D6-X & Main
Level Circuit Breaker
Sender Sub.
Pump
Top Dead MR-12 Output to Starter STAR-50
Centre Sub.
Position
Sensor
MR - Pump
MR-13 Output to Daimler Chrysler
ENGINE ECU Sub. Diagnostics via DC-5 & Diag-J
Position Pump
Indicator
Sub.
Pump
4 Outputs for Air

Motor Motor
VTG Waste Gate,
Start Stop
Hydraulic Exhaust
106 Doc. No. 872329 : Rev B

ZF TCU Inputs & Outputs
ZFTCU ZFTCU
30 Output to Transmission Via 6 18 Input to ZF TCU& DIAG1-5 via ZF
EOL-2, TCU-6, CAB-6
29 Output to Transmission Valve Body 19
25 Output to CCU2J2-A1 & MM15A-10 via
54 Output to Transmission Valve Body 24 TCUCAN-A
9 Output to Transmission Valve Body 22 26 Output to CCU2J2-B1 & MM15A-9 via
5 Output to Transmission Valve Body 11 TCUCAN-B

46 Output to Retarder Solenoid 3 via-31and
Transmission Valve Body 20 and Diag
1-3 and ZF TCU 1
6 Output to Retarder Solenoid 2 via ZF-30
3 Output to Trans Temp via ZF-28
24 Output to Trans Temp via ZF-29
55 Output to Automatic Greaser 3 AG-3 via
CAB-7 & TCU-7
45 Input via Fuse 15-2 Via TCU-3 and
CAB-3
64 Unpopulated
1 Earth to E1
23 Input to ZF TCU,DIAG1-1 via Fuse 1-2
& Transmission Interface
68
48 Output to DIAG1-7
47 Input to DIAG1-6
15 Output to DIAG-F via DIAG-2, CAB-4 &
TCU4
60 Output to DIAG-F via DIAG2-4, CAB-5 &
TCU-5
Doc. No. 872329 : Rev B 107

Memory Module Inputs & Outputs
30 29 54 MEMORY MODULE
9 5 4 10 11 57 16 34 49 62 2 27 58 51 46 6 3 24
55 45 64 1 23 68 48 47 15 60 18 25 26
ZF - TCU
(MM21C) (MM18E) (MM21B) (MM15A)

1 5 16 19 6 15 2 3 2 1 6 5 7 8 4 10 9
Memory Module
1 Input Battery Power via Fuse 46-10A
5 Input via Fuse 36-10A (Ignition Status)
16 Input from Isolator Switch ISW1-IN via BB Fuse 1-5A, D9-A, D3-7 & Fuse
MM 2IC
5-10A
19 Input to SATC-IRIDIUM-7 via SATC-4
6 Wake-up input to MM21B-5
15 Input from Isolator Switch ISW2-IN via BB Fuse 2-5A, D9-B & D3-16
2 Not Used
MM 18E
3 Input to MM21B-6 (Wake up Synchronisation)
2 Input from Isolator Switch ISW2-IN via BB Fuse 2-5A, D9-B & D3-16
1 Input from Isolator Switch via BB Fuse 1-5A, D9-A, D3-7 & Fuse 5-10A
MM 21B (Wake up Module)
6 Input to MM18E-3 (Synchronisation)
5 Input to MM21C-6 (Wake-up Output)

MM 15A
4 Input to SATC-IRIDIUM-8via SATC-1
10 CANBUS High
9 CANBUS Low
108 Doc. No. 872329 : Rev B

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. 874115 : Rev 2 109

NOTES
110 Doc. No. 874415 : Rev 2

CHAPTER 3a. ELECTRICAL SYSTEM - Connectors
Connectors ACC
ACC
1
12V A & 12V B
BOSCH, 1 WAY, PLUG & SOCKETS -
AIRCON COMPRESSOR. (Not on JD 250/300D).
(Connector as viewed from the back).
12V-A & 12V-B
1
PAGE WIRE COLOUR FUNCTION
AMP, 1 WAY, PLUG & SOCKETS -
TERMINAL
12V POWER SUPPLY.
? GN 1.5 ?
TERMINAL
1 17 WHITE/GREEN 1.5 Airconditioner Compressor Clutch Solenoid
? GN 1.5 ?
A 4 WHITE/RED 1.5 12V Battery Supply
B 4 BLACK 1.5 Earth ACCP
7 4 1
2WR 8 5 2
ACCP
9 6 3
AMP, 9 WAY, RECEPTACLE & PINS -
ACCELERATOR PEDAL.
2WR
1 2 PAGE WIRE COLOUR FUNCTION
DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
TERMINAL
2 WAY RADIO.
? GN 1.5 ?
TERMINAL
1 18 BLACK/YELLOW 0.75 Accelerator Pedal PWM Return 1
? GN 1.5 ? 2 18 BLUE/YELLOW 0.75 Accelerator Pedal PWM Signal 1

3 18 BLACK/YELLOW 0.75 Accelerator Pedal PWM Return 2
4 18 BLUE/GREEN 0.75 Accelerator Pedal PWM Signal 2
1 4 WHITE/RED 1.5 12V 2 Way Radio 5 18 BLUE/RED 0.75 Ignition Supply - ADM2
2 4 BLACK 1.5 Earth 6 18 BLUE/RED 0.75 Ignition Supply - ADM2
7
8
9
ABP
ACU
7 8 9 10 11 12
ACU

AIRCON UNIT.
6 5 4 3 2 1 (Connector as viewed from the back).

TERMINAL
? GN 1.5 ?
1 17 RED/GREY 1.5 Fan High Speed
2 17 RED/GREEN 1.5 Fan Medium Speed
3 17 RED/BLUE 1.5 Fan Low Speed
4 17 BROWN/RED 0.75 Heater Valve
5 17 RED/YELLOW 0.75 Feet Actuator Valve
6 17 RED/ORANGE 0.75 Middle/Demist Actuator
7 17 RED/BROWN 0.75 Recirculation Flap
8 17 RED 0.75 Ignition Supply
9 17 BLACK/YELLOW 0.75 Controller Power Return
10 17 GREY/RED 0.75 Inlet Air Temperature
11 17 RED/BLACK 0.75 Evaporator Output Temperature
12 17 BLUE/YELLOW 0.75 Thermo Switch
Doc. No. 872329 : Rev B 111

ACUE ADM 18
ACUE
GHW, MMM LUG - 1 4 7 10 13 16
AIRCON UNIT EARTH.
(Isometric view). ADM18
2 5 8 11 14 17
PAGE WIRE COLOUR FUNCTION 3 6 9 12 15 18 AMP, 18 WAY, PLUG & SOCKETS -

3 6 9 12 15 18 ADM2, 18 PIN.
TERMINAL
? GN 1.5 ? PAGE WIRE COLOUR FUNCTION
TERMINAL
ACEU 17 BLACK 1.5 Earth (Aircon)
? GN 1.5 ?
1
2
ADM 12 3
4
5
6
7
8
1 4 7 10
9 18 BLACK 0.75 Earth
10
ADM12 11 18 BLACK 0.75 Earth
2 5 8 11
12
3 6 9 12 AMP, 12 WAY, PLUG & SOCKETS - 13
ADM2, 12 PIN. 14
(Connector as viewed from the front).
15
16 18 RED/PINK 0.75 Throttle Inhibit (Overspeed)
17
TERMINAL
18
? GN 1.5 ?
1 18 ORANGE 0.75 Diagnostic H
ADM 21A
2
3
4
5 1 4 7 10 13 16 19
ADM21A
6
7 2 5 8 11 14 17 20
8 AMP, 21 WAY, PLUG & SOCKETS -

3 6 9 12 15 18 21
ADM2, 21 PIN INTERFACE.
9 6 12 18 (Connector as viewed from the back).
10
11 PAGE WIRE COLOUR FUNCTION
12
TERMINAL
? GN 1.5 ?
ADM 15A
1 18 GREEN 0.75 Battery Supply
4
5
1 4 7 10 13 6
7
ADM15A
2 5 8 11 14 8
9
3 6 9 12 15 AMP, 15 WAY, PLUG & SOCKETS - 10
ADM2, 15 PIN.
(Connector as viewed from the back). 11
12 18 BLUE/YELLOW 0.75 PWM - Signal 1
PAGE WIRE COLOUR FUNCTION 13 18 BLUE/GREEN 0.75 PWM - Signal 2
14 18 BLACK/YELLOW 0.75 PWM - Earth
TERMINAL
15
16
? GN 1.5 ? 17
18
19 18 YELLOW 0.75 CAN - High
1
20 18 BLACK 0.75 CAN - Shield
2
21 18 GREEN 0.75 CAN - Low
3
4
5 18 BLUE/RED 0.75 Accelerator Pedal Ignition Supply 1
6 18 RED/YELLOW 0.75 Exhaust Brake
7
8
9
10
11
12
13 18 YELLOW/GREEN 0.75 IES CAN - High
14 18 BLACK 0.75 IES CAN - Earth
15 18 BROWN 0.75 IES CAN - Low
112 Doc. No. 872329 : Rev B

AG AGI
AG
5 6 7 8
B A
AGI
4 3 2 1 DT DEUTSH, 8 WAY, PLUG & SOCKETS -
AUTOMATIC GREASER. (Not on B50D).
C
(Connector as viewed from the back). DT DEUTSCH, 3 WAY, PLUG & SOCKETS -
AUTO GREASING INDICATOR.

TERMINAL
? ?
TERMINAL
GN 1.5
? GN 1.5 ?
1 26 RED 1.5 Ignition supply
A 26 RED 0.75 Ignition Supply
3 26 BROWN/RED 1.5 Neutral Signal
B 26 BLACK 0.75 Earth
4
C 26 ORANGE/GREEN 0.75 Auto Greasing Indicator Signal
5
6 26 ORANGE/GREEN 1.5 Automatic Greaser Indicator
7 26 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch Signal
8 26 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch Signal
AGPS
AG 1
1 2
AGPS
AG1
8 7 6 5
M24, 2 WAY, 90° BAYONET, SOCKETS -
1 2 3 4 AUTOMATIC GREASER PRESSURE SWITCH
DT DEUTSH, 8 WAY, RECEPTACLE & PINS -
AUTOMATIC GREASER 1. (Connector as viewed from the front).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 26 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch
1 26 ORANGE 1.5 Ignition Supply 2 26 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch
3 26 BLUE 1.5 Neutral Signal
4
5 AH
6 26 BROWN 1.5 Automatic Greaser Indicator
7 26 GREEN/YELLOW 1.5 Automatic Greaser Pressure Switch Signal
8 26 PURPLE 1.5 Automatic Greaser Pressure Switch Signal
1 2
AH
AG/AG2 DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
AIR HEATER.

4
3 5
TERMINAL
8
2 6
1 7 ? GN 1.5 ?
AG / AG2
1 6 RED 2.5 Ignition Supply (Air Heater)
GROENEVELD, 8 WAY, PLUG & SOCKETS - 2 6 BLACK 2.5 Earth
AUTOMATIC GREASER .

TERMINAL
? GN 1.5 ?
1 26 ORANGE 1.5 Ignition Supply
3 26 BLUE 1.5 Neutral Signal
4
5
6 26 BROWN 1.5 Automatic Greaser Indicator
7 26 GREEN/YELLOW 1.5 Automatic Greaser Pressure Switch Signal
8 26 PURPLE 1.5 Automatic Greaser Pressure Switch Signal
Doc. No. 872329 : Rev B 113

AHFP/RHFP AJR
H
X J
H W K
X J G B
W K V L
G B F A C
V L
F A C U E D M
U M T N AJR
T
E D
N
AHFP / RHFP S R P
S P
R HDP DEUTSCH, 21 WAY, PLUG & SOCKETS -
HDP DEUTSCH, 21 WAY, RECEPTACLE & SOCKETS - ARTIC JUMP, REAR.
ARTIC/REAR HARNESS FEMALE PLUG. (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
A 7 YELLOW/GREEN 1.5 Reverse Signal & Backup Alarm
A 7 YELLOW/GREEN 1.5 Reverse Signal B 7 BLUE/YELLOW 1.5 Middle 2 Speed Switch (B50D)
B C 13 GREY/BLUE 1.5 Brake Lights
C 13 GREY/BLUE 1.5 Brake Lights D 7 WHITE/ORANGE 1.5 Rear 2 Speed Switch (B50D)
D E 28 GREEN/GREY 1.5 Middle IDL Position Switch (B50D)
E F 13 BROWN 1.5 Left Indicator
F 13/29 BROWN 1.5 Left Indicator G
G H 13 YELLOW 1.5 Right Indicator
H 13 YELLOW 1.5 Right Indicator J 13 BLUE 1.5 Park Lights
J 13 BLUE 1.5 Park Lights K 7/13 BLACK 1.5 Earth
K 13/7 BLACK 2.5 Earth L 9 PURPLE/GREEN 1.5 Bin Position Sensor Signal
L 9 PURPLE/GREEN 1.5 Bin Position Sensor Signal M 10 RED/ORANGE 1.5 Bin Position 5V Supply
L 9 BLACK/YELLOW 1.5 Artic Sensor Earth (4206D) N 10 BLACK/YELLOW 1.5 Bin Position Sensor Return
M 10 RED/ORANGE 1.5 Bin Position 5V Supply P 3 RED 1.5 Ignition Supply (OBW, TPM)
M 10 PURPLE/RED 1.5 Artic Sensor Signal (4206D) R 28 YELLOW 1.5 CAN High
N 10 BLACK/YELLOW 1.5 Bin Position Sensor Return S 28 GREEN 1.5 CAN Low
N 10 RED/YELLOW 1.5 Artic Sensor 5V Supply (4206D) T 28 BLACK 1.5 CAN Shield
P 3 RED 1.5 Ignition Supply (OBW & TPM) U 28 BLACK 1.5 Earth
R 28 YELLOW 1.0 CAN High V 26 ORANGE/BLUE 1.5 Automatic Greaser Press Switch
S 28 GREEN 1.0 CAN Low W 26 ORANGE/BLUE 1.5 Automatic Greaser Press Switch
T 28 BLACK 1.5 CAN Shield X
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
AJA
H
J X
K B W
G
L V
C A F
M D E U
N T AJA
P R S
HDP DEUTSCH, 21 WAY, PLUG & PINS -

ARTIC JUMP, ARTIC.

TERMINAL
? GN 1.5 ?
A 7 YELLOW/GREEN 1.5 Reverse Signal & Backup Alarm

B 7 BLUE/YELLOW 1.5 Middle 2 Speed Switch (B50D)
C 13 GREY/BLUE 1.5 Brake Lights
D 7 WHITE/ORANGE 1.5 Rear 2 Speed Switch (B50D)
E 28 GREEN/GREY 1.5 Middle IDL Position Switch (B50D)
F 13 BROWN 1.5 Left Indicator
G
H 13 YELLOW 1.5 Right Indicator
J 13 BLUE 1.5 Park Lights
K 7/13 BLACK 1.5 Earth
L 9 PURPLE/GREEN 1.5 Bin Position Sensor Signal
M 10 RED/ORANGE 1.5 Bin Position 5V Supply
N 10 BLACK/YELLOW 1.5 Bin Position Sensor Return
P 3 RED 1.5 Ignition Supply (OBW, TPM)
R 28 YELLOW 1.5 CAN High
S 28 GREEN 1.5 CAN Low
T 28 BLACK 1.5 CAN Shield
U 28 BLACK 1.5 Earth
V 26 ORANGE/BLUE 1.5 Automatic Greaser Press Switch
W 26 ORANGE/BLUE 1.5 Automatic Greaser Press Switch
X
114 Doc. No. 872329 : Rev B

AL 1 ALT
ALT
20 8 31
19 30 1 2 3 4 5 GHW, 5 WAY, PLUG & SOCKETS -
21 9
10 2 18 ALTERNATOR. (B50D & 300D Only).
22 3 7 29
1 (Connector as viewed from the back).
23 11 4 6 17 28
5
12 13 15 16 AL1 PAGE WIRE COLOUR FUNCTION
24 27
25 14 26
TERMINAL
HD DEUTSCH, 31 WAY, RECEPTACLE & PINS -
ALLISON FIREWALL.
(Connector as viewed from the back). ? GN 1.5 ?
1
2
TERMINAL
3 1 YELLOW/RED 1.5 Alternator D+

? GN 1.5 ? 4
5
1 24 BROWN/BLACK 0.75 High Side Driver 2

2 24 GREEN/RED 0.75 Retarder Solenoid
3
4
24
24
WHITE/PURPLE 0.75
GREEN/ORANGE 0.75
Pressure Switch 2
Oil Level Excitation
ALT D+
5
6 24 WHITE/YELLOW 0.75 TCC Solenoid
ALT D+
7 24 WHITE/GREEN 0.75 Press Control Solenoid 1
GHW, 4MM LUG -
8 24 BROWN/GREEN 0.75 High Side Driver 1 ALTERNATOR D+.
9 24 ORANGE/WHITE 0.75 Main Mod Solenoid (Isometric View).
10 24 BROWN/YELLOW 0.75 Press Control Solenoid 4
11 24 YELLOW/BROWN 0.75 S Solenoid 1 PAGE WIRE COLOUR FUNCTION
12 24 BLUE/GREEN 0.75 Press Control Solenoid 2
TERMINAL
13 24 PURPLE/BLACK 0.75 Sensor Return
14 24 BROWN/RED 0.75 Sump Temperature ? GN 1.5 ?
15 24 WHITE/GREY 0.75 Output Speed Sensor +
16 24 BLACK/BROWN 0.75 Engine Speed Sensor +
17 Engine Speed Sensor - ALTD+ 1 YELLOW/RED 1.5 ALTERNATOR D+ Signal
24 ORANGE/GREEN 0.75
18 24 BLUE/PURPLE 0.75 Turbine Speed Sensor -
19 24 BLUE/ORANGE 0.75 Turbine Speed Sensor +
20 24 YELLOW/RED 0.75 Transmission ID
21 24 WHITE/BLUE 0.75 Pressure Switch 1 ALT B+
22 24 BLUE/WHITE 0.75 Oil Level Signal
23 24 GREEN/BLUE 0.75 Output Speed Sensor -
24 24 BLUE/RED 0.75 Retarder Accumulator Solenoid ALT B+
25 24 ORANGE/GREY 0.75 Retarder Temperature Sensor GHW, 12MM LUG -
24 Press Control Solenoid 3 ALTERNATOR BAT. POS
26 GREEN/WHITE 0.75
(Isometric View).
27
28 24 BROWN/BLUE 0.75 Power Return PAGE WIRE COLOUR FUNCTION
29
TERMINAL
30
31
? GN 1.5 ?
ALT-B+ 1 GREEN 16.0 Battery Supply (Alternator)
ALL
31 8 20
ALT E
30 19 9 21
18 2 10
29 7 3 22
1
28 17 6
5
4 11 23 ALT E
15 13 ALL
16
27
12
24
GHW, 12MM LUG -
26 14 25 ALTERNATOR EARTH.
HD DEUTSCH, 31 WAY, PLUG & SOCKETS - (Isometric View).
ALLISON FIREWALL.
TERMINAL
TERMINAL
? GN 1.5 ? ? GN 1.5 ?
1 24 BROWN/BLACK 0.75 High Side Driver 2
2 24 GREEN/RED 0.75 Retarder Solenoid ALT-E 1 BLACK 16.0 Earth (Alternator)
3 24 WHITE/PURPLE 0.75 Pressure Switch 2
4 24 GREEN/ORANGE 0.75 Oil Level Excitation
5
7
8
24
24
WHITE/GREEN 0.75
BROWN/GREEN 0.75
Press Control Solenoid 1
High Side Driver 1 ARLHT
9 24 ORANGE/WHITE 0.75 Main Mod Solenoid
11 24 YELLOW/BROWN 0.75 S Solenoid 1
12 24 BLUE/GREEN 0.75 Press Control Solenoid 2
ARLHT
14 24 BROWN/RED 0.75 Sump Temperature 1 2
ARTIC REVERSE LIGHT.
17 24 ORANGE/GREEN 0.75 Engine Speed Sensor -
18 24 BLUE/PURPLE 0.75 Turbine Speed Sensor -
20 24 YELLOW/RED 0.75 Transmission ID PAGE WIRE COLOUR FUNCTION
21 24 WHITE/BLUE 0.75 Pressure Switch 1
TERMINAL
22 24 BLUE/WHITE 0.75 Oil Level Signal

23 24 GREEN/BLUE 0.75 Output Speed Sensor -
24
25
24
24
BLUE/RED 0.75
ORANGE/GREY 0.75
Retarder Accumulator Solenoid
Retarder Temperature Sensor
? GN 1.5 ?
26 24 GREEN/WHITE 0.75 Press Control Solenoid 3
27
28 24 BROWN 0.75 Power Return 1 12 GREEN/BLUE 0.75 Artic Reverse Light
29 2 12 BLACK 0.75 Earth
30
31
Doc. No. 872329 : Rev B 115

AS BD
BD
BAT 1-2
1 2 AMP, 2 WAY, PLUG & SOCKETS -
BIN DOWN SOLENOID. (Not on 4206D, 2306D & T17D F/D).
BAT1-2 (Connector as viewed from the front).
GHW, 8MM LUG -
BATTERY 1 POS (12V). PAGE WIRE COLOUR FUNCTION
(Isometric View).
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ? 1 12 GREEN/YELLOW 1.5 Bin Down Solenoid

2 12 BLACK/YELLOW 1.5 Bin Down Return
BAT1-2 1 WHITE 2.5 12V Battery Supply
BFI
BB
BFI
4 1
6 1
BB 3 2
BONNET FAN INTERFACE. (B50D Only).
5 2
4 3
BATTERY BALANCER. PAGE WIRE COLOUR FUNCTION
PAGE WIRE COLOUR FUNCTION TERMINAL

? GN 1.5 ?
TERMINAL
? GN 1.5 ? 1 9 YELLOW/PURPLE 1.5 Bonnet Fan Temperature Switch

2 14 BROWN/BLACK 1.5 Bonnet Fan 1
3 14 BROWN/BLUE 1.5 Bonnet Fan 2
1 4 BLACK 1.5 Earth
4 9/14 BLACK 1.5 Earth
2 4 GREEN 1.5 Battery Supply 24V
3
4 4 WHITE/RED 1.5 12V Ignition Supply
5
24V Ignition Status Input
6 4 RED 1.5
BIN
BIN-A & BIN-B
BB FUSE 1 & BB FUSE 2 GHW, 1 WAY, PUSH ON TERMINAL -

BINARY SWITCH.
(Isometric view).

BB FUSE 1 & BB FUSE 2
IN-LINE FUSE SOCKET.
TERMINAL
PART OF BATTERY BOX HARNESS.

(Isometric View).
? GN 1.5 ?
TERMINAL
A 17 WHITE/GREEN 0.75 Binary Switch Signal To CCU2
? GN 1.5 ? B 17 WHITE/GREEN 0.75 Binary Switch To AC Clutch
BB1-1
BB1-2
1
1
GREEN 1.5
GREEN 1.5
Battery Supply to Memory Module
Battery Supply from battery
BL
BB2-1 1 BLACK 1.5 Earth to Memory Module
BB2-2 1 BLACK 1.5 Earth from battery
BL
6 1 DT DEUTSCH, 6 WAY, PLUG & SOCKETS -

BIN LEVER.
5 2
NOTE: If the Bin Lever Option is not fitted then bridging
4 3 connector 214373 is fitted to BL that connects pin 1 to
pin 3.
TERMINAL
? GN 1.5 ?
1 10 BLACK/YELLOW 0.75 Sensor Return
2 10 RED/ORANGE 0.75 5V Sensor Supply
3 10 ORANGE/GREEN 0.75 Bin Lever Position Signal
4
6 10 PURPLE/RED 0.75 Bin Lever Latch
116 Doc. No. 872329 : Rev B

BLS BUA
BUA
BLS
GHW, 4MM LUG -
1 2 BACK UP ALARM.
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - (Isometric View).
BRAKE LIGHT SWITCH.
(Connector as viewed from the back). PAGE WIRE COLOUR FUNCTION
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ?
A 7 YELLOW/GREEN 1.5 Back Up Alarm
B 7 BLACK 1.5 Earth
2 9 GREY/GREEN 0.75 Brake Light Switch Signal
BUZ
BPR
BUZ
BPR
1 2
DT DEUTSH, 2 WAY, PLUG & SOCKETS -
1 2 AMP, 2 WAY, PLUG & SOCKETS - BUZZER.
BIN PRESSURE REDUCTION SOLENOID. (Large Trucks). (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 5 BLACK/RED 0.75 Buzzer Ignition Control
1 9 GREEN/PURPLE 1.5 Bin Pressure Reduction Solenoid 2 5 ORANGE/WHITE 0.75 Buzzer Earth Control
2 9 BLACK 1.5 Earth
BPS CAB
BPS
CAB
C B A DELPHI PACKARD, 3 WAY, PLUG & PINS - 8 7 6 5
BIN POSITION SENSOR. 1 2 3 4 DT DEUTSCH, 8 WAY, RECEPTACLE & PINS -
TRANSMISSION INTERFACE. (ALLISON).
TERMINAL
?
TERMINAL
? GN 1.5
? GN 1.5 ?
A 10 BLACK/YELLOW 1.5 Bin Position Sensor Return
B 10 PURPLE/GREEN 1.5 Bin Position Sensor Signal 1 23 System Ground
BLACK 1.5
C 10 RED/ORANGE 1.5 Bin Position Sensor 5V Supply 2 23 GREEN 1.5 Battery Supply
4 23 YELLOW/BLACK 0.75 Diagnostic - K (J1708+)
5 23 YELLOW/BLUE 0.75 Diagnostic - L (J1708-)
BU 6 23 PINK/GREY 0.75 ZF EOL Prog. Pin (ZF Only)
7 23 BROWN/RED 0.75 Neutral Signal
8 23 GREEN/BLACK 0.75 Lockup Control
BU

BIN UP SOLENOID. (Not on 4206D, 2306D & T17D F/D).
(Connector as viewed from the front). CAN
TERMINAL
CAN
? GN 1.5 ? B A
C
CAN. (Pigtail 216281)
1 12 YELLOW/GREEN 1.5 Bin Up Solenoid (Connector as viewed from the back).
2 12 BLACK/YELLOW 1.5 Bin Up Return
TERMINAL
? GN 1.5 ?
A 25 YELLOW 0.75 Can High
B 25 GREEN 0.75 Can Low
C
Doc. No. 872329 : Rev B 117

CAN A CB_2, 5mm

CB2
A CANA GHW, 5MM LUG -
CIRCUIT BREAKER 2.
B C (Isometric View).
FIREWALL, CAN ARTIC.
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ?
CB2-1 1 RED 4.0 Ignition Supply
CB2-1 1 RED 2.5 Ignition Supply
A 28 YELLOW 0.75 CAN High
B 28 GREEN 0.75 CAN Low
C 28 BLACK 0.75 CAN Shield
CCU2_J1
CAN TERM
B A
CAN TERM
C
CAN TERMINATOR.

TERMINAL
? GN 1.5 ?
B 28 GREEN 1.5 CAN Low
CANT 1
B A
CANT1
C
CAN TERMINATOR 1.

TERMINAL
? GN 1.5 ?
A 18 YELLOW 0.75 CAN - High

B 18 GREEN 0.75 CAN - Low
C 18 BLACK 0.75 CAN - Shield
CB 1
CB1
GHW, 5MM LUG -
CALV
CIRCUIT BREAKER 1.
(Isometric View).

TERMINAL
? GN 1.5 ?
CB1-1 1 WHITE 2.5 12V Battery Supply

CB1-2 1 WHITE 2.5 12V Battery Supply
118 Doc. No. 872329 : Rev B

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
G1 12 RED 1.5 Ignition Supply to Outputs
G3
G2 12 RED 1.5 Ignition Supply to Outputs
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
H3 12 RED 1.5 Ignition Supply to Outputs
J1 10 RED/BLACK 0.75 Aircon Evaporator Temperature
H4 12 RED 1.5 Ignition Supply to Outputs
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
Doc. No. 872329 : Rev B 119

COL CSSOL
3
2 1
4 COL
HARNESSFLEX, 4 WAY, M27, SOCKETS -

COOLANT LEVEL.

TERMINAL
? GN 1.5 ?
2 6 BLACK 1.5 Earth
3 6 WHITE/BLUE 1.5 Low Coolant Level Signal
4
CSTS
CS4
CS4
4 3

2 1 COLD START, 4 PIN. (Not on JD 250/300D).

TERMINAL
? GN 1.5 ?
1
2
3 18 BLUE/WHITE 2.5 Module Output to Glow Plug
CTDPS
CS8
CS8
8 7 6 5

4 3 2 1
COLD START, 8 PIN. (Not on JD 250/300D).

TERMINAL
? GN 1.5 ?
4 18 YELLOW/GREEN 1.5 Engine Running Input
5 18 BLACK/WHITE 1.5 Start Signal
6 18 GREY/BLACK 2.5 Cold Start Fuel Solenoid
7 18 GREY/WHITE 2.5 Cold Start Temperature Sensor
8 18 ORANGE/BLACK 1.5 Cold Start Light
CSGP
CSGP
GHW, 5MM LUG
COLD START GLOW PLUG. (Not on JD 250/300D).
(Isometric View).

TERMINAL
? GN 1.5 ?
CSGP 18 BLUE/WHITE 2.5 Cold Start Glow Plug Supply
120 Doc. No. 872329 : Rev B

CTDSOL D2A
2 1
3 X
W K
CTDSOL J L
V
H B
U M
G A C
HIRSCHMANN, 4 WAY, FLUSH & SOCKETS - T N
CONTROL TRACTION DEVICE SOLENOID. F D
S E O
D2A
(Connector as viewed from the front). R P
Q
PAGE WIRE COLOUR FUNCTION HDP DEUTSCH, 23 WAY, RECEPTACLE & SOCKETS -
FIREWALL, ARTIC.
TERMINAL
TERMINAL
1 9 ORANGE/BROWN 0.75 CTD Solenoid ? GN 1.5 ?
3
4 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
D1A E
F
13
7
GREY/BLUE 0.75
BLUE/YELLOW 0.75
Brake Lights
Drop Box Temperature Switch Signal
G 16 GREEN/PURPLE 0.75 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
D2B
D1B X
K W
L J V
B H
M U
C A G
N T
D F D2B
O E S
T
P R
S Q
U
FIREWALL, ARTIC & REAR.
Z R V (Connector as viewed from the back).
D1B
Y W
X
HDP DEUTSCH, 9 WAY, PLUG & SOCKETS -
TERMINAL
FIREWALL, POWER.
? GN 1.5 ?
TERMINAL
A 5 RED/GREY 0.75 Low Brake Accumulator

B 5 ORANGE/BLACK 0.75 Emergency Steering
? GN 1.5 ? 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
R 1 BLACK 16.0 Earth 7 BLUE/YELLOW 1.5 Drop Box Temperature Switch
F
S 1 RED 10.0 Ignition Supply 16 GREEN/PURPLE 1.5 Emergency Steering Solenoid
G
T 1 WHITE 2.5 Battery Supply 12V Battery Balancer
H 12 BLACK/WHITE 0.75 Hydraulic Cut
U 1 GREEN 10.0 Battery Supply 24V
J 13 BROWN 0.75 Left Indicator
V 1 RED/BLACK 2.5 SSM Output to Ignition Solenoid
K 13 YELLOW 0.75 Right Indicator
W 18 BLUE/WHITE 2.5 Cold Start Glow Plug
L 10 BLACK/YELLOW 0.75 Artic Sensor Return
X 18 GREY/BLACK 2.5 Cold Start Fuel Solenoid
M 9 PURPLE/RED 0.75 Artic Sensor Signal
Y 18 GREY/WHITE 2.5 Cold Start Temperature Sender
N 3 RED 1.5 Signal Fuse - Exterior
Z 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
Doc. No. 872329 : Rev B 121

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
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
13 18 IES CAN: BLACK 0.75 IES CAN - Shield
14 18 IES CAN: YL/GN 0.75 IES CAN - High
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)
122 Doc. No. 872329 : Rev B

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, 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
Y 1 RED 2.5 Ignition Supply, CB2
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
Doc. No. 872329 : Rev B 123

D7A D8A
D7B
124 Doc. No. 872329 : Rev B

D8B DAIG 2
DBT
DC
DIAG 1
DIAG
Doc. No. 872329 : Rev B 125

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) ECF
E3 18 BLACK 0.75 Earth (ADM18) 1 4
3 2
E3 20 BLACK 1.5 Earth (JDECU-J2)
AMP, 2 WAY, RECEPTACLE & PINS -
E3 25 BLACK 0.75 Earth (Diagnostic)
ENGINE COOLING FAN.

E4
TERMINAL
E4 ? GN 1.5 ?
GHW, 10MM LUG -
EARTH POINT 4.
(Isometric view). 1
2
3 16 BLUE/YELLOW 1.5 Engine Hyd Cooler Fan Solenoid
4 16 BLACK/YELLOW 1.5 Engine Hyd Cooler Fan PWM Return
TERMINAL
? GN 1.5 ?
E4 BLACK 16 Earth - battery negative
126 Doc. No. 872329 : Rev B

ECFP ESS
ECFP ESS
2 1 1 2
DEUTSCH, 2 WAY, RECEPTACLE & PINS - DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
ENGINE COOLING FAN PIGTAIL. EMERGENCY STEERING SOLENOID.

TERMINAL
TERMINAL
? GN 1.5 ? ? GN 1.5 ?
1 16 BLUE/YELLOW 1.5 Engine Hyd Cooler Fan Solenoid 1 16 GREEN/PURPLE 1.5 Emergency Steering Solenoid
2 16 BLACK/YELLOW 1.5 Engine Hyd Cooler Fan PWM Return 2 16 BLACK 1.5 Earth
EH ETH
EH
9 10
GHW, 1 WAY, PUSH ON TERMINAL - 6 3

ELECTRIC HOOTER.
(Isometric View).
5 2 ETH
ETHER START SWITCH (JD).
TERMINAL
7 8
? GN 1.5 ?
TERMINAL
1 10 BLUE/GREEN 1.5 Electric Hooter
? GN 1.5 ?
1
ES 2 2 20 GREY/BLACK 1.5 Ether Start Signal
2 20 GREY/BLACK 1.5 Ether Start Dash Illumination
4
ES2 5
1 2 6
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - 7 20 GREY/BLACK 1.5 Ether Start Dash Illumination
EMERGENCY STEERING 2. 8 20 RED 0.75 Ignition Supply
9
10
TERMINAL
? GN 1.5 ?
EVBSOL
1 5 ORANGE/BLACK 1.5 Emergency Steering Signal
2 5 BLACK 1.5 Earth
2 1
3
EVBSOL
ESEAT HIRSCHMANN, 4 WAY, FLUSH & SOCKETS -

EXHAUST BRAKE SOLENOID.
ESEAT PAGE WIRE COLOUR FUNCTION
1 2
TERMINAL

ELECTRICAL SEAT.
? GN 1.5 ?
1 18 RED/YELLOW 0.75 Exhaust Brake Solenoid
TERMINAL
3
? GN 1.5 ? 4

Doc. No. 872329 : Rev B 127

EA FB
FB
1 2
FLASHING BEACON.
TERMINAL
? GN 1.5 ?
1 11 ORANGE/WHITE 0.75 Flashing Beacon
FBI
FBI
2 1
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
?
FCS
? GN 1.5
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
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
128 Doc. No. 872329 : Rev B

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).
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

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
FUEL
FIDLP 1 2

FUEL SENDER.
DT DEUTSCH, 2 WAY, RECEPTACLE & PINS - (Connector as viewed from the back).
FRONT DIFF LOCK PIGTAIL. (B50D).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 5 BLUE/WHITE 1.5 Fuel Level Sensor Signal
1 28 GREEN/GREY 1.5 IDL Switch Signal 2 5 BLACK 1.5 Earth
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
Doc. No. 872329 : Rev B 129

FWMD GSS
GPE
HCS
HCS

HYDRAULIC CUT SOLENOID.

TERMINAL
? GN 1.5 ?
1 12 BLACK/WHITE 1.5 Hydraulic Cut Solenoid
130 Doc. No. 872329 : Rev B

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 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
DT DEUTSCH, 2 WAY, RECEPTACLE & PINS -
HYDRAULIC LEVEL SWITCH PIGTAIL. (4206D).
HTS1
PAGE WIRE COLOUR FUNCTION 1 2
TERMINAL
HYDRAULIC TEMP SENDER (IN-LINE CONNECTOR - ARTIC HARNESS).

? GN 1.5 ? TERMINAL PAGE WIRE COLOUR FUNCTION
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
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

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
2 1
3
HSOL
HIRSCHMANN, 4 WAY, FLUSH & SOCKETS -

HORN SOLENOID.

TERMINAL
? GN 1.5 ?
1 10 BLUE/GREEN 0.75 Horn Solenoid
3
4
Doc. No. 872329 : Rev B 131

HTS A ICSW
HTS-A ICSW
GHW, 4MM LUG -
1 2
HYDRAULIC TEMPERATURE SENDER A.
(Isometric View). DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
IQAN CUT SWITCH.
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
A 12 GREEN/WHITE 1.5 Hydraulic Temperature Sender Signal
2 11 RED 1.5 Ignition power to IQAN system
HTS B IDLPS
HTS-B
GHW, 6MM LUG - 2 1
HYDRAULIC TEMPERATURE SENDER B. 3
(Isometric View).
IDLPS

TERMINAL
INTERAXLE DIFFLOCK PRESSURE SWITCH.

? GN 1.5 ? (Connector as viewed from the front).
B 12 BLACK/YELLOW 1.5 Hydraulic Temperature Sender Return

TERMINAL
? GN 1.5 ?
HV 1 - HV 16 1 9 GREEN/GREY 0.75 IDL Pressure Switch
2
3 9 GREEN/GREY 0.75 Interaxle Difflock Position Switch (B50D SS Only)
4 9 BLACK 0.75 Earth (All Other Trucks)
IDLSOL
2 1
3
IDLSOL

INTERAXLE DIFFLOCK SOLENOID.

TERMINAL
? GN 1.5 ?
1 9 GREEN/BLUE 0.75 Interaxle Difflock Solenoid
3
4
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
132 Doc. No. 872329 : Rev B

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

INTERIOR LIGHT.

TERMINAL
IQAN A
? GN 1.5 ?
A 26 GREEN 0.75 Interior Light IQAN A
B 26 BLACK 0.75 Earth 1 2
IQAN, ELEC/HYD CONTROL INTERFACE.
INDL PAGE WIRE COLOUR FUNCTION

TERMINAL
INDL ? GN 1.5 ?
1 2
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - RED 1.5 Ignition Supply
1 29
REAR INDICATOR LEFT.
(Connector as viewed from the back). 2 30 BLACK 1.5 Earth
IRIDIUM
TERMINAL
? GN 1.5 ?
7 8 9 10 11 12 IRIDIUM

DTM DEUTSCH, 12 WAY, PLUG & SOCKETS -
SATC - SATELLITE COMMUNICATION MODULE.
6 5 4 3 2 1 (Connector as viewed from the front).

INDR
TERMINAL
? GN 1.5 ?
INDR
1 2 1
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - 2
REAR INDICATOR RIGHT.
3
4
PAGE WIRE COLOUR FUNCTION 5 25 YELLOW/RED 0.5 MT2000 TX (MM)
6 25 RED/YELLOW 0.5 MT2000 RX (MM)
TERMINAL
7 25 GREEN 0.5 Battery Power from MM

? GN 1.5 ? 9 25 WHITE 1.0 MT2000 RX
10 25 BROWN 1.0 7.5V Supply
1 13 BLACK 1.5 Earth 11
2 13 YELLOW 1.5 Right Indicator 12
Doc. No. 872329 : Rev B 133

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.
PAGE WIRE COLOUR FUNCTION 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
134 Doc. No. 872329 : Rev B

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.
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
GHW, 1 WAY, PUSH ON TERMINAL -
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
Doc. No. 872329 : Rev B 135

L2 L6
LASER
L3
LLEDS
L4
L5
LSD
136 Doc. No. 872329 : Rev B

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
Doc. No. 872329 : Rev B 137

MM 15A MM 21B
1 4 7 10 13 16 19
MM21B
1 4 7 10 13
2 5 8 11 14 17 20
MM15A AMP, 21 WAY, PLUG & SOCKETS -

2 5 8 11 14 3 6 9 12 15 18 21
MEMORY MODULE 21B, 21 PIN.
6 12 18 (Connector as viewed from the back).
3 6 9 12 15 AMP, 15 WAY, PLUG & SOCKETS -
MEMORY MODULE 15, 15 PIN. PAGE WIRE COLOUR FUNCTION
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ? 1 25 GREEN 0.75 Supply to Wake-Up Module

2 25 BLACK 0.75 Earth - Dedicated
3
1
4
2
5 25 RED/ORANGE 0.75 Wake-Up Output
3
6 25 YELLOW/RED 0.75 Synchronisation Input
4 25 BLACK 0.75 Earth - Satellite Modem
7
5
8
6
9
7 25 YELLOW/RED 0.75 RS232 TX - SATC (RX)
10
8 25 RED/YELLOW 0.75 RS232 RX - SATC (TX)
11
9 25 GREEN 0.75 CAN Low
12
10 25 YELLOW 0.75 CAN High 13
14
11
15
12 16
13
17
14
18
15 19
20
21
MM 18E
MM 21C
MM18E
1 4 7 10 13 16 19
MM21C
AMP, 18 WAY, PLUG & SOCKETS - 2 5 8 11 14 17 20
MEMORY MODULE 18, 18 PIN. AMP, 21 WAY, PLUG & SOCKETS -

3 6 9 12 15 18 (Connector as viewed from the back). 3 6 9 12 15 18 21
MEMORY MODULE 21C, 21 PIN.
6 12 18 (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1
1 25 WHITE/RED 0.75 MM 12V Input
2
25 YELLOW/RED 0.75 Wake-Up Synchronisation 2
3
4 3
4
5
5 25 RED 0.75 Memory Module Ignition Status
6
6 25 RED/ORANGE 0.75 Wake-Up Input
7
7
8
8
9
9
10
10
11
11
12
12
13
13
14
14
15
15 25 BLACK 0.75 Earth - Dedicated
16
16 25 GREEN 0.75 Battery Supply - Dedicated
17
17
18
18
19 25 GREEN 0.75 Battery Supply to Satellite Modem
20
21
MSS
MSS

MEDIUM SPEED SOLENOID. (Large Trucks).

TERMINAL
? GN 1.5 ?
1 16 BLACK/GREEN 1.5 Fan Medium Solenoid
138 Doc. No. 872329 : Rev B

MR NPC
MR
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1
ENGINE MR ECU. (Not on JD 250/300D).

TERMINAL
? GN 1.5 ?
1 18 CAN CABLE YL/GN 1.0 IES CAN - High
2 18 CAN CABLE BN 1.0 IES CAN - Low
3 18 CAN CABLE BK 1.0 IES CAN - Shield
4 18 CAN CABLE BL 1.0 IES CAN - Shield
7
8
9 18 BLACK 2.5 Earth OBW
10
12 18 BLACK/WHITE 1.5 Start Signal to Starter Motor OBW
13 18 PURPLE 1.5 Diagnostic K-Line 1 2 3 4 5 6
14
12 11 10 9 8 7
TERMINAL
MSW ? GN 1.5 ?
MSW
1 28 BLUE 1.5 +5V Excitation
2 4 6 8
2 28 GREY 1.5 Sensor Return
1 3 5 7 YAZAKI, 8 WAY, PLUG & SOCKETS -
MIRROR SWITCH.
(Connector as viewed from the back). 4 28 RED 1.5 Ignition Supply
5 28 WHITE/BLUE 1.5 OBW Green Light
PAGE WIRE COLOUR FUNCTION 6 28 WHITE/GREEN 1.5 OBW Yellow Light
7 28 WHITE/GREY 1.5 OBW Red Light
TERMINAL
8 28 YELLOW 1.0 CAN High

? GN 1.5 ? 9 28
28
GREEN 1.0 CAN Low
10 CAN SHIELD CAN Shield
11 28 YELLOW/GREEN 1.5 Signal (Left)
1 27 BLACK 0.75 Earth 12 28 PURPLE/GREEN 1.5 Signal (Right)
3 27 GREEN/BLUE 0.75 Common
4
5 27 YELLOW/GREEN 0.75 Left Vertical
6
7
27
27
ORANGE/BROWN 0.75 Right Horizontal
GREEN/YELLOW 0.75 Right Vertical
OBWP
8 27 ORANGE/GREEN 0.75 Left Horizontal
OBWP
6 1
NOX 5 2 DT DEUTSCH, 6 WAY, PLUG & SOCKETS -

ON BOARD WEIGHING PIGTAIL.
4 3

TERMINAL
? GN 1.5 ?
4 28 GREEN 1.5 CAN Lo
5 28 BLACK 1.5 CAN Shield
6
Doc. No. 872329 : Rev B 139

OEUJ1 OEU J2
A BCDEFGH J K L M
A B CD E F G H 4
4 OEUJ2
3
3 OEUJ1 2
2 1 L K J HG FE DC B A M CINCH, 48 WAY, PLUG & SOCKETS -
1 OUTPUT EXPANSION UNIT (J2).
G F E D C B A H
CINCH BR, 32 WAY, PLUG & SOCKETS -
OUTPUT EXPANSION UNIT (J1).
TERMINAL
?
TERMINAL
? GN 1.5
? GN 1.5 ?
A1 15 YELLOW 0.75 CAN High
A2
A1
A3
A2
A4
A3 14 BROWN/BLACK 0.75 Bonnet Fan 1
B1 15 GREEN 0.75 CAN Low
A4 14 BROWN/BLACK 0.75 Bonnet Fan 1
B1
B2
B2
B3
B3 14 RED/GREY 0.75 Blower Speed 3
B4
B4 14 RED/GREY 0.75 Blower Speed 3
C1
C1
C2
C2
C3
C3 14 RED/GREEN 0.75 Blower Speed 2
C4
C4 14 RED/GREEN 0.75 Blower Speed 2
D1
D1 D2
D2
D3
D3 D4 15 WHITE/BLUE 0.75 Load Light Yellow
D4 E1
E1 E2
E2 E3
E3 14 RED/BLUE 0.75 Blower Speed 1 E4 15 WHITE/GREEN 0.75 Load Light Green
E4 14 RED/BLUE 0.75 Blower Speed 1 F1
F1 F2
F2 F3
F3 14 BROWN/BLUE 0.75 Bonnet Fan 2 F4 15 YELLOW/PINK 0.75 Generic Special Spare Output
F4 14 BROWN/BLUE 0.75 Bonnet Fan 2 G1
G1 G2
G2 G3
G3 14 RED 1.5 Ignition Supply To Outputs G4 15 GREEN/BLACK 0.75 Lockup Control
G4 14 RED 1.5 Ignition Supply To Outputs H1
H1 14 BLACK/WHITE 1.5 JD Starter H2
H2 14 BLACK/WHITE 1.5 JD Starter H3
H3 14 RED 1.5 Ignition Supply To Outputs H4 15 WHITE/GREY 0.75 Load Light Red
H4 14 RED 1.5 Ignition Supply To Outputs J1
J2
J3
J4 15 PURPLE/WHITE 0.75 Generic Special Spare Output
K1
K2
K3
K4
L1 15 GREEN 1.5 28V Battery (KL30)
L2 15 BLACK 1.5 Earth (KL31)
L3 15 RED 1.5 Ignition Supply To Outputs
L4 15 RED 1.5 Ignition Supply To Outputs
M1 15 RED 1.5 28V Ignition (KL15)
M2 15 BLACK 1.5 Earth (KL31)
M3 15 RED 1.5 Ignition Supply To Outputs
M4 15 RED 1.5 Ignition Supply To Outputs
140 Doc. No. 872329 : Rev B

OEUJ3 PBOS
A B CD E F G H
4
3 OEUJ3
2 2 1
1 3
G F E D C B A H
CINCH BL, 32 WAY, PLUG & SOCKETS -
OUTPUT EXPANSION UNIT (J3). PBOS
PAGE WIRE COLOUR FUNCTION HIRSHMANN, 4 WAY, FLUSH, SOCKETS -

PNEUMATIC BLOW OFF SOLENOID.
TERMINAL
TERMINAL
A1
A2
16
16
BLACK/GREEN 0.75
BROWN/RED 0.75
Fan Medium Solenoid
Heater Valve
? GN 1.5 ?
A3 16 BLUE/YELLOW 0.75 Engine Cooler Fan Solenoid
A4 16 BLUE/GREY 0.75 Fan Cut Solenoid 1 9 YELLOW/GREEN 1.5 Pneumatic Blow Off Solenoid
B1 16 PURPLE/GREEN 0.75 Fan Low Solenoid 2 9 BLACK 1.5 Earth
B2 16 GREEN/PURPLE 0.75 Emergency Steering Solenoid 3
B3
B4
C1 16 RED/BROWN 0.75 Left Strut Down
C2
C3
C4 PBPS
D1 16 PINK/GREY 0.75 Left Strut Up
D2 16 RED/ORANGE 0.75 Middle/Demist Actuator
D3 16 BLACK/YELLOW 0.75 Engine Cooler Fan PWM Return
D4
2 1
E1 16 ORANGE/WHITE 0.75 Right Strut Down
3
E2 16 RED/YELLOW 0.75 Feet Actuator
E3 PBPS
E4
F1 16 GREY/ORANGE 0.75 Right Strut Up HIRSCHMANN, 4 WAY, FLUSH & SOCKETS -
F2 PARK BRAKE PRESSURE SWITCH.
F3
F4 PAGE WIRE COLOUR FUNCTION
G1 16 RED 1.5 Ignition Supply To Outputs
TERMINAL
G2 16 RED 1.5 Ignition Supply To Outputs

G3
G4
? GN 1.5 ?
H1 16 BLACK 1.5 Earth
H2 16 BLACK 1.5 Earth 1 6 BLUE/YELLOW 0.75 Park Brake Light Signal
H3 16 RED 1.5 Ignition Supply To Outputs 2 6 RED 0.75 Earth
H4 16 RED 1.5 Ignition Supply To Outputs 3
4
OSS
PBSOL
OSS
2 1
3
A B DELPHI PACKARD, 2 WAY, PLUG & SOCKETS - PBSOL
OUTPUT SPEED SENSOR.
PAGE WIRE COLOUR FUNCTION PARK BRAKE SOLENOID.
TERMINAL

? GN 1.5 ?
TERMINAL
A 24 WHITE/GREY 0.85 Output Speed Sensor + ? GN 1.5 ?

B 24 GREEN/BLUE 0.85 Output Speed Sensor -
1 12 BROWN/YELLOW 0.75 Park Brake Solenoid

3
4
Doc. No. 872329 : Rev B 141

PD RAD
PD
2 1 2 1
1 2
RAD
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - 4 3 4 3
PULL DOWN (JD).
(Connector as viewed from the back). 6 5 6 5
FRAMATONE, 16 WAY, PLUG & SOCKETS -
8 7 8 7
RADIO.
PAGE WIRE COLOUR FUNCTION (Connector as viewed from the back).
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ?
A1
A2
A3
A4 4 WHITE 1.5 12V Battery Supply (Radio)
PSEN_A A5
A6
A7 4 WHITE/RED 1.5 12V Ignition Supply (Radio)
A8 4 BLACK 1.5 Earth
PSEN-A B1
GHW, 4MM LUG - B2
PNEUMATIC PRESSURE SENSOR.
(Isometric view). B3 4 BLACK/GREEN 1.5 Right Speaker
B4 4 BLACK 1.5 Right Speaker Return
PAGE WIRE COLOUR FUNCTION B5 4 BLACK/BLUE 1.5 Left Speaker
B6 4 BLACK 1.5 Right Speaker Return
TERMINAL
B7
? GN 1.5 ? B8
A 7 ORANGE/WHITE 0.75 Air Pressure Sensor Signal

RADIA
RADIA
PSEN_B B A
C
RADIO INTERFACE A.
PSEN-B (Connector as viewed from the back).
GHW, 6MM LUG -
PNEUMATIC PRESSURE SENSOR. PAGE WIRE COLOUR FUNCTION
(Isometric view).
TERMINAL

? GN 1.5 ?
TERMINAL
? GN 1.5 ? A 4 WHITE 1.5 12V Battery Supply

B 4 WHITE/RED 1.5 12V Ignition Supply
C 4 BLACK 1.5 Earth
B 7 BLACK/YELLOW 0.75 Sensor Return (Air Pressure)
RADIB
RACC
RADIB
A B
RACC
C
1 2 DT DEUTSCH, 3 WAY, RECEPTACLE & PINS -
RADIO INTERFACE.
RETARDER ACC RESISTOR.
TERMINAL
?
TERMINAL
? GN 1.5
? GN 1.5 ?
A 4 WHITE 1.5 12V Battery Supply (Radio)
B 4 WHITE/RED 1.5 12V Ignition Supply (Radio)
1 24 BLUE/RED 0.85 Retarder Accumulator Solenoid
C 4 BLACK 1.5 Earth
2 24 BROWN/BLUE 0.85 SupplyReturn
142 Doc. No. 872329 : Rev B

RBP RIND
RIND
1
B A
RBP
RIGHT INDICATOR.
C
RIGHT BRAKE & PARK LIGHTS.
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ?
1 13 YELLOW 1.5 Indicator - Right
A 13 BLACK 1.5 Earth
B 13 BLACK/RED 1.5 Right Brake Lights
C 13 BLUE 1.5 Right Park Lights
RM
RHL
RM
RHL 1 2
2 DT DEUTSCH, 2 WAY, PLUG & SOCKETS -
REVERSE MONITOR.
1 UTILUX, 3 WAY, PLUG & SOCKETS -
RIGHT HEADLIGHT.
3
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 4 WHITE/RED 1.5 12V Ignition Supply
1 7 BLACK 1.5 Earth
2 4 BLACK 1.5 Earth
2 7 WHITE/GREY 1.5 Headlight - Bright
3 7 GREY/WHITE 1.5 Headlight - Dips
RMIR
RHMP
6 1
RMIR
5 2
4 3 RIGHT MIRROR.
H
J X
K B W
G
L V
C A F
TERMINAL
M D E U
N T
P R S RHMP ? GN 1.5 ?
REAR HARNESS MALE PLUG. 1 27 BLACK 0.75 Earth
(Connector as viewed from the back). 2 27 RED/GREY 0.75 Mirror Demister
3 27 GREEN/YELLOW 0.75 Right Vertical
PAGE WIRE COLOUR FUNCTION 4 27 ORANGE/BROWN 0.75 Right Horizontal
5 27 GREEN/BLUE 0.75 Common
TERMINAL
6
? GN 1.5 ?
A 7 YELLOW/GREEN 1.5 Reverse Signal

B
C 13 GREY/BLUE 1.5 Brake Lights
RPLHT
D
E RPLHT
F 13/29 BROWN 1.5 Left Indicator
G GHW, 1 WAY, PUSH ON TERMINAL -
H 13 YELLOW 1.5 Right Indicator RIGHT PARK LIGHT.
J 13 BLUE 1.5 Park Lights (Isometric View).
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)
TERMINAL
M 10 RED/ORANGE 1.5 Bin Position 5V Supply

M 10 PURPLE/RED 1.5 Artic Sensor Signal (4206D) ? GN 1.5 ?
N 10 BLACK/YELLOW 1.5 Bin Position Sensor Return
N 10 RED/YELLOW 1.5 Artic Sensor 5V Supply (4206D)
1 8 BLUE 1.5 Parklights - Right Headlight
P 3 RED 1.5 Ignition Supply (OBW & TPM)
2 8 BLACK 1.5 Earth
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. 872329 : Rev B 143

RREV RSG
RREV RSG
1 2 4 1
DT DEUTSCH, 2 WAY, PLUG & SOCKETS - 3 2 RIGHT STRAIN GAUGE. (Not on T17D F/D).
RIGHT REVERSE LIGHT. (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 28 YELLOW/GREEN 1.5 Right Strain Guage Signal
1 7 YELLOW/GREEN 1.5 Right Reverse Light 2 28 BLUE/WHITE 1.5 +5V Excitation
2 7 BLACK 1.5 Earth 3 28 GREY 1.5 Sensor Earth
RLEDS RSOL
1 4
3 2
RSOL

RETARDER SOLENOID.

TERMINAL
? GN 1.5 ?
1 23 406 1.5 Retarder Solenoid
2 23 902 1.5 Earth
3
4
RS RSU
RSU
RS
1 2
A B DELPHI PACKARD, 2 WAY, PLUG & SOCKETS - RIGHT STRUT UP. (B50D).
RETARDER SOLENOID. (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
1 16 GREY/ORANGE 2.5 Right Strut Up Solenoid
A 24 GREEN/RED 0.85 Retarder Solenoid
B 24 BROWN/BLUE 0.85 Supply Return
RSD RTS
RSD RTS
1 2
A B DELPHI PACKARD, 2 WAY, PLUG & SOCKETS -
RIGHT STRUT DOWN. (B50D).
RETARDER TEMP SENSOR.

TERMINAL
TERMINAL
? GN 1.5 ? ? GN 1.5 ?
1 16 GREY/ORANGE 2.5 Right Strut Down Solenoid ORANGE/GREY 0.85 Retarder Temperature Sensor Signal
A 24
2 16 BLACK 1.5 Earth B PURPLE/BLACK 0.85 Sensor Return
24
144 Doc. No. 872329 : Rev B

RSIND RWMI
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
2 8 ORANGE/BLUE 0.75 Rear Wiper High Speed
3 8 RED 0.75 24V Ignition Power
4 8 YELLOW/GREY 1.5 Rear Wiper Low Speed
5
6 8 BLACK .15 Earth
RWASH
RWMP
RWASH
2
RWMP
1
UTILUX, 2 WAY, PLUG & SOCKETS - 1 6
REAR WASHER. 2 5
(Connector as viewed from the back). DT DEUTSCH, 6 WAY, RECEPTACLE & PINS -
3 4 REAR WIPER MOTOR PIGTAIL.
PAGE WIRE COLOUR FUNCTION (Connector as viewed from the back).
TERMINAL
? GN 1.5 ?
TERMINAL
? GN 1.5 ?
1 12 PURPLE/GREEN 0.75 Rear Washer Pump
RWL 4 8 YELLOW/GREY 1.5 Rear Wiper Low Speed
5
6 8 BLACK 1.5 Earth
RWL
1 2
RIGHT WORK LIGHTS.
SATC
SATC
TERMINAL
4 1
? GN 1.5 ? 3 2
SATC - SATELLITE COMMUNICATION MODEM.
1 8 RED/WHITE 1.5 Right Worklights
2 8 BLACK 1.5 Earth
TERMINAL
? GN 1.5 ?
RWMD 1 25 BLACK 0.75 Earth
2 25 RED/YELLOW 0.75 RS232 MM:RX - SATC:TX (Orange)
3 25 YELLOW/RED 0.75 RS232 MM:TX - SATC:RX (White)
4 25 GREEN 0.75 24V Supply From MM
6 1
RWMD
5 2
4 3
REAR WIPER MOTOR PIGTAIL (Rear Wiper).

TERMINAL
? GN 1.5 ?
4 8 YELLOW/GREY 1.5 Rear Wiper Low Speed
5
6 8 BLACK 1.5 Earth
Doc. No. 872329 : Rev B 145

SCR
SREV
146 Doc. No. 872329 : Rev B

SCS_12 STUD1 & STUD 2

7 8 9 10 11 12
SCS12 STUD1
GHW, 6MM LUG -
STUD POINT 1.
DT DEUTSCH, 12 WAY, PLUG & SOCKETS - (Isometric view).
STEERING COLUMN SWITCH, 12 PIN.
6 5 4 3 2 1 (Connector as viewed from the back).
TERMINAL
TERMINAL
? GN 1.5 ?
? GN 1.5 ?
S1-B 1 GREEN 6.0 Battery Supply (Fuse 1)
1 6 RED 0.75 Ignition Supply S1-C 1 GREEN 6.0 Battery Supply (Fuse 8)
2 6 GREEN/BLACK 0.75 Horn Switch Signal
3 6 WHITE/GREY 0.75 Headlight Brights Signal
5 6 GREY/WHITE 0.75 Headlight Dips Signal
6
7 STUD 2
8
9 6 BROWN/RED 0.75 Left Indicator Signal
10 6 Right Indicator Signal
STUD2
YELLOW/RED 0.75
GHW, 6MM LUG -
STUD POINT 2.
12 6 BLACK 0.75 Earth (Isometric view).
TERMINAL
SSCAN ? GN 1.5 ?
S2-B 1 RED 6.0 Ignition Supply (Fuse 15)
SSCAN
A B S2-B 1 RED 6.0 Ignition Supply (Fuse 22)
S2-C 1 REDN 6.0 Ignition Supply (Fuse 29)
C
DT DEUTSCH, 3 WAY, RECEPTACLE & PINS - S2-C 1 RED 6.0 Ignition Supply (Fuse 36)
SHIFT SELECTOR CAN.

SUS
TERMINAL
? GN 1.5 ? SUS
1 2 3 4 5 6
12 11 10 9 8 7 DT DEUTSCH, 12 WAY, PLUG & SOCKETS -

A 24 YELLOW 0.75 CAN High SUSPENSION PIGTAIL. (B40D)
B 24 GREEN 0.75 CAN Low (Connector as viewed from the back).
TERMINAL
SSM ? GN 1.5 ?
1 10 BLACK/YELLOW 1.5 Artic Position Sensor Return
SSM 2 16 PINK/GREY 2.5 Left Strut Up
6 1 16
3 RED/BROWN 2.5 Left Strut Down
5 2 DT DEUTSCH, 4 WAY, PLUG & SOCKETS - 4 16 GREY/ORANGE 2.5 Right Strut Up
SEALED SWITCH MODULE. 5 16 ORANGE/WHITE 2.5
4 3 Right Strut Down
6
7 10 RED/YELLOW 1.5 Left & Right Height Sensor 5V Supply
8 9 PURPLE/BLUE 1.5 Left Height Position Signal
9 10 PURPLE/YELLOW 1.5 Right Height Position Signal
10 10 PURPLE/RED 1.5 Artic Sensor Signal
TERMINAL
11 10 RED/YELLOW 1.5 Artic Sensor 5V Supply

? GN 1.5 ? 12 10 BLACK/YELLOW 1.5 Left/Right Height Position Sensor Return

3 6 RED/BLACK 0.75 Ignition Output to Ignition Solenoid TCU
4 6 GREEN/BLACK 0.75 Wake-Up signal to CCU2
6 BLACK 0.75 CAN Shield TCU
5 6 7 8
4 3 2 1 DT DEUTSCH, 8 WAY, PLUG & SOCKETS -
TRANSMISSION INTERFACE.
STUD 1 PAGE WIRE COLOUR FUNCTION

TERMINAL
STUD1
GHW, 6MM LUG - ? GN 1.5 ?
STUD POINT 1.
(Isometric view).
1 23/24 BLACK 1.5 System Ground
PAGE WIRE COLOUR FUNCTION 2 23/24 GREEN 1.5 Battery Supply
3 23/24 RED 1.5 Ignition Supply
TERMINAL
4 23/24 YELLOW/BLACK 0.75 Diagnostic - K (J1708+)

? GN 1.5 ? 5 23/24 YELLOW/BLUE 0.75 Diagnostic - L (J1708-)
ZF EOL Prog. Pin (ZF Only)
6 23/24 PINK/GREY 0.75
7 23/24 BROWN/RED 0.75 Neutral Signal
S1-B 1 GREEN 6.0 Battery Supply (Fuse 1) 8 23/24 GREEN/BLACK 0.75 Lockup Control
S1-C 1 GREEN 6.0 Battery Supply (Fuse 8)
Doc. No. 872329 : Rev B 147

TCU ALLISON TCU CAN
1 20 TCU TCU CAN

21 40 A B
41 60
AFL AUTOMOTIVE, 80 WAY, PLUG & SOCKETS - C
61 80 DT DEUTSCH, 3 WAY, RECEPTACLE & PINS -
TCU. (ALLISON).
TCU CAN INTERFACE.
TERMINAL
TERMINAL
? GN 1.5 ? ?
? GN 1.5
1 24 YELLOW/PINK 0.75 Auto Neutral

2 24 RED 0.75 Engine Brake Enable
3 B 24 GREEN 0.75 CAN Low
4 C 24 BLACK 0.75 CAN Shield
5
6
7
9
10
24
24
BLACK 0.75
GREEN 0.75
Earth
Battery Supply
TPM
11 24 BROWN/GREEN 0.75 High Side Driver 1
12 24 GREEN/ORANGE 0.75 Oil Level Excitation TPM
13 13 9 5 1
14
AMP 24 WAY, PLUG & SOCKETS -
15 24 GREEN/RED 0.75 Retarder Solenoid 26 22 18 14 TYRE PRESSURE MONITORING MODULE.
16 24 BLUE/WHITE 0.75 Oil Level Signal (Connector as viewed from the back).
17
18 24 WHITE/PURPLE 0.75 Pressure Switch 2 PAGE WIRE COLOUR FUNCTION
19 24 BLUE/RED 0.75 Retarder Accum Solenoid
TERMINAL
20 24 BLUE/PURPLE 0.75 Turbine Speed Sensor

21
22
? GN 1.5 ?
23 24 GREEN/BLACK 0.75 3rd Shift Programme
24 1 28 BLACK 1.5 Earth
25 2 28 RED 1.5 Ignition Supply
26 3 to 10
27 11 28 GREEN 1.5 CAN Low
28 24 YELLOW 0.75 CAN High 12 28 CAN High
YELLOW 1.5
29 28 BLACK 1.5 CAN Shield
30
13 to 24
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 TR
38
40 24 GREEN/BLUE 0.75 Output Speed Sensor - 1 2 3 4 5 6
41 24 BROWN/RED 0.75 Neutral Signal 7 10
42
43
44 11 14
45 15 16 17 18 19 20
46
TR
47
48
49 24 BLACK 0.75 CAN Shield AFL AUTOMATIVE, 20 WAY, PLUG & SOCKETS -
50 TRANSMISSION BLOCK.
51 24 YELLOW/BROWN 0.75 S Solenoid 1
52 24 BLUE/GREEN 0.75 Press Control Solenoid 2 PAGE WIRE COLOUR FUNCTION
53
24
TERMINAL
54 BROWN/RED 0.75 Sump Temperature

56 ? GN 1.5 ?
57
1 24 BROWN/GREEN 0.85 High Side Driver 1
59 24 ORANGE/GREEN 0.75 Engine Speed Sensor -
3 24 WHITE/BLUE 0.85 Press Switch 1
61
62 4 24 WHITE/GREEN 0.85 Press Control Solenoid 1
63 24 RED 0.75 Ignition Supply 5 24 BLUE/GREEN 0.85 Press Control Solenoid 2
64 6 24 BROWN/BLACK 0.85 High Side Driver 2
65 7
66 8 24 ORANGE/WHITE 0.85 Main Mod Solenoid
67 9 24 GREEN/WHITE 0.85 Press Control Solenoid 3
68 10 24 YELLOW/BROWN 0.85 S Solenoid 1
69 24 BLACK 0.75 Earth 11 24 BROWN/BLUE 0.85 High Side Driver 3
70 24 GREEN 0.75 Battery Supply 12 24 WHITE/YELLOW 0.85 TCC Solenoid
71 24 BROWN/BLACK 0.75 High Side Driver 2 13 24 Twisted Pair BL/OR 0.85 Turbine Speed Sensor +
72 24 YELLOW/BLUE 0.75 Diagnostic - L 14 24 Twisted Pair BL/PL 0.85 Turbine Speed Sensor -
73 15 24 BLUE/WHITE 0.85 Oil Level Signal
74 24 ORANGE/WHITE 0.75 Main Mod 16 24 GREEN/ORANGE 0.85 Oil Level Excitation
75 24 ORANGE/GREY 0.75 Retarder Temp Sensor 17 24 WHITE/PURPLE 0.85 Pressure Switch 2
76 24 YELLOW/RED 0.75 Transmission ID 18 24 BROWN/RED 0.85 Sump Temperature
77 24 WHITE/BLUE 0.75 Pressure Switch 1 19 24 PURPLE/BLACK 0.85 Sensor Return
78 20 24 YELLOW/RED 0.85 Transmission ID
79
148 Doc. No. 872329 : Rev B

TC 1 TCI 2
TC 2
TLT
TSS
TCI 1
TSS
A B DELPHI PACKARD, 2 WAY, PLUG & SOCKETS -

TURBINE SPEED SENSOR.

TERMINAL
? GN 1.5 ?
A 24 BLACK/ORANGE 0.85 Turbine Speed Sensor +
B 24 BLUE/PURPLE 0.85 Turbine Speed Sensor -
Doc. No. 872329 : Rev B 149

TT WLHT
1 4 B A
WLHT
3 2
C
TT DT DEUTSCH, 3 WAY, PLUG & SOCKETS -
WORKLIGHT INTERFACE.
TRANSMISSION TEMPERATURE. PAGE WIRE COLOUR FUNCTION
TERMINAL
? GN 1.5 ?
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
1 23 403 1.5 Temperature Sensor Retarder
2 23 904 1.5 Earth
3
4 ZF 1
WBT
WBT
1 2
WET BRAKE TEMPERATURE.

TERMINAL
? GN 1.5 ?
1 11 WHITE/BLUE 1.5 Wet Brake Temperature Sensor Signal
WBT 1
WBT1
GHW, 5MM LUG -
WET BRAKE TEMPERATURE 1.
(Isometric View).

TERMINAL
? GN 1.5 ?
1 11 WHITE/BLUE 1.5 Wet Brake Temperature
WBT 2
WBT2
GHW, 6MM LUG -
WET BRAKE TEMPERATURE 1.
(Isometric View).

TERMINAL
? GN 1.5 ?
2 11 BLACK/YELLOW 1.5 Signal Return
150 Doc. No. 872329 : Rev B

ZF TRANS
ZF
Doc. No. 872329 : Rev B 151

XPM
152 Doc. No. 872329 : Rev B

CHAPTER 3b. 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. 872329 : Rev B 153

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
154 Doc. No. 872329 : Rev B

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. 872329 : Rev B 155

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
156 Doc. No. 872329 : Rev B

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. 872329 : Rev B 157

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
158 Doc. No. 872329 : Rev B

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. 872329 : Rev B 159

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
160 Doc. No. 872329 : Rev B

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. 872329 : Rev B 161

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.
162 Doc. No. 872329 : Rev B

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,
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. 872329 : Rev B 163

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 -
164 Doc. No. 872329 : Rev B

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. 872329 : Rev B 165

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
166 Doc. No. 872329 : Rev B

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. 872329 : Rev B 167

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
168 Doc. No. 872329 : Rev B

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. 872329 : Rev B 169

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
170 Doc. No. 872329 : Rev B

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. 872329 : Rev B 171

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.
172 Doc. No. 872329 : Rev B

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. 872329 : Rev B 173

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)
174 Doc. No. 872329 : Rev B

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. 872329 : Rev B 175

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)*
176 Doc. No. 872329 : Rev B

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. 872329 : Rev B 177

CCU, MDU & OEU Fault Codes
GENERAL - All Controllers
PIN VEHICLE LAMP

# TRIGGER SPN FMI TEXT
NUMBER FUNCTION STATUS
1 Bootmode Controller in 628 12 ON CONTROLLER IS IN BOOTMODE

Bootmode
MDU2
# PIN VEHICLE TRIGGER SPN FMI LAMP TEXT
1 TPMS Second Level Alert 241 1 ON SECOND LEVEL ALERT
2 TPMS First Level Alert High 241 16 ON FIRST LEVEL ALERT HIGH
Pressure PRESSURE
TPMS First Level Alert Low 241 18 ON FIRST LEVEL ALERT LOW
Pressure PRESSURE
TPMS High Temperature Alert 242 16 ON High Temperature Alert
1 J1-N Fuel Voltage above normal 830 0 FUEL SENSOR ABOVE NORMAL
Sensor
2 Voltage below normal 830 1 FUEL SENSOR BELOW NORMAL
3 GPS No GPS Fix 841 13
TPMS Sensor Fault 929 12 ON Sensor Fault
TPMS EEPROM Fault 929 31 EEPROM Fault
TPMS EEPROM not initialized: 929 31 EEPROM not initialized: Factory

Factory defaults set defaults set
4 ECU Can No CAN messages for 5 2000 19 ON LOSS OF ECU CAN MESSAGES
error sec
5 TCU Can No CAN messages for 5 2003 19 ON LOSS OF TCU CAN MESSAGES
error sec
6 CCU Can No CAN messages for 5 2033 19 ON LOSS OF CCU2 CAN MESSAGES
error sec
7 OEU Can No CAN messages for 5 2049 19 ON LOSS OF OEU CAN MESSAGES
error sec
8 TPM Can No CAN messages for 5 2051 19 LOSS OF TPM CAN MESSAGES
error sec
9 OBW Can No CAN messages for 5 2064 19 LOSS OF OBW CAN MESSAGES
error sec
10 SSM Can No CAN messages for 5 2140 19 LOSS OF SSM CAN MESSAGES
error sec
11 MMU Can No CAN messages for 5 2251 19 LOSS OF MM CAN MESSAGES

error sec
12 System No CAN messages for 5 639 19 ON LOSS OF ALL CAN MESSAGES

Can Error - sec
bus off and
high error
rate
178 Doc. No. 872329 : Rev B

13 Vin VIN not the same as on 237 13 ON VIN MISMATCH BETWEEN MDU2
Mismatch the CCU2 AND CCU2
14 EOL Error CRC not the same as 630 13 ON EOL NOT PROGRAMMED
CCU2 CORRECTLY
15 Steering If Headlight Brights and 7000 31 STEERING COLUMN SUPPLY

Column Headlight Dips inputs VOLTAGE. CHECK FUSE 37
Supply are both off
16 J1R Left Voltage above normal 7001 0 J1R: LEFT INDICATOR SWITCH
Indicator VOLTAGE TOO HIGH
Switch
17 J1S Right Voltage above normal 7002 0 J1S: RIGHT INDICATOR SWITCH
Indicator VOLTAGE TOO HIGH
Switch
18 J2C Low Brake Voltage above normal 7003 0 J2C: LOW BRAKE PRESSURE
Accumulat SWITCH VOLTAGE TOO HIGH
ed Press
Switch
19 J2E Emergency Voltage above normal 7004 0 J2E: EMERGENCY STEERING

Steering SWITCH VOLTAGE TOO HIGH
Switch
20 J2F Headlight Voltage below normal 7005 1 J2F: HEADLIGHT BRIGHT SWITCH
Brights VOLTAGE TOO LOW
Switch
21 J2G Headlight Voltage below normal 7006 1 J2G: HEADLIGHT DIP SWITCH
Dips VOLTAGE TOO LOW
Switch
22 J2H Low Voltage above normal 7007 0 J2H: ENGINE COOLANT LEVEL
Engine SWITCH VOLTAGE TOO HIGH
Coolant
Level
Switch
23 J2J Cold Start Voltage above normal 7008 0 J2J: COLD START INPUT
Input VOLTAGE TOO HIGH
CCU2
PIN VEHICLE LAMP

1 J1 - Headlight Current Below Normal 8000 5 J1-A3,A4: HEADLIGHT DIP OPEN

A3/A4 Dips or Open Circuit CIRCUIT
2 Current Above Normal 6 ON J1-A3,A4: HEADLIGHT DIP SHORT

or Short Circuit CIRCUIT
3 Partial problem that 18 J1-A3,A4: HEADLIGHT DIP LESS

allows less than Normal THAN NORMAL CURRENT
current, but not Open
Circuit
4 J1 - Headlight Current Below Normal 8001 5 J1-B3,B4: HEADLIGHT BRIGHT

B3/B4 Brights or Open Circuit OPEN CIRCUIT
5 Current Above Normal 6 ON J1-B3,B4: HEADLIGHT BRIGHT

or Short Circuit SHORT CIRCUIT
6 Partial problem that 18 J1-B3,B4: HEADLIGHT BRIGHTS

allows less than Normal LESS THAN NORMAL CURRENT
Circuit
Doc. No. 872329 : Rev B 179

7 J1 - C1 System Air Voltage above normal 8002 0 J1-C1: SYSTEM AIR PRESSURE
Pressure VOLTAGE TOO HIGH
8 Voltage below normal 1 ON J1-C1: SYSTEM AIR PRESSURE

VOLTAGE TOO LOW
9 J1 - C2 Start Voltage above Normal 8003 0 J1-C2: START SIGNAL VOLTAGE

Signal TOO HIGH
10 J1 - Reverse Current Below Normal 8004 5 J1-C3,C4: REVERSE OPEN

C3/C4 or Open Circuit CIRCUIT
11 Current Above Normal 6 ON J1-C3,C4: REVERSE SHORT

12 Partial problem that 18 J1-C3,C4: REVERSE LESS THAN

allows less than Normal NORMAL CURRENT
Circuit
13 J1 - D1 Rear Two Voltage above Normal 8005 0 J1-D1: REAR TWO SPEED
Speed SWITCH VOLTAGE TOO HIGH
Switch
14 J1 - D2 Middle Two Voltage above Normal 8006 0 J1-D2: MIDDLE TWO SPEED
Switch
15 J1 - Rear Wiper Current Below Normal 8007 5 J1-D3,D4: REAR WIPER LO

D3/D4 Lo Speed or Open Circuit SPEED OPEN CIRCUIT
16 Current Above Normal 6 ON J1-D3,D4: REAR WIPER LO

or Short Circuit SPEED SHORT CIRCUIT
17 Partial problem that 18 J1-D3,D4: REAR WIPER LO

allows less than Normal SPEED LESS THAN NORMAL
current, but not Open CURRENT
Circuit
18 J1 - E1 Scraper Voltage above Normal 8008 0 J1-E1: SRAPER DASH SWITCH

Dash VOLTAGE TOO HIGH
Switch
19 J1 - E2 Pressure Voltage below normal 8009 1 J1-E2: PRESSURE TWO SPEED

Two Speed SWITCH VOLTAGE TOO LOW
Switch
20 J1 - Front Current Below Normal 8010 5 J1-E3,E4: FRONT WIPER LO

E3/E4 Wiper Lo or Open Circuit SPEED OPEN CIRCUIT
Speed
21 Current Above Normal 6 ON J1-E3,E4: FRONT WIPER LO

or Short Circuit SPEED SHORT CIRCUIT
22 Partial problem that 18 J1-E3,E4: FRONT WIPER LO

allows less than Normal SPEED LESS THAN NORMAL
current, but not Open CURRENT
Circuit
23 J1 - F1 Battery Voltage above Normal 8011 0 ON J1-F1: BATTERY IMBALANCE

Imbalance VOLTAGE TOO HIGH
24 Voltage below normal 1 ON J1-F1: BATTERY IMBALANCE

VOLTAGE TOO LOW
25 J1 - F2 Horn Voltage above Normal 8012 0 J1-F2: HORN SWITCH VOLTAGE

Switch TOO HIGH
26 J1 - Park Lights Current Below Normal 8013 5 J1-F3,F4: PARK LIGHTS OPEN
F3/F4 or Open Circuit CIRCUIT
27 Current Above Normal 6 ON J1-F3,F4: PARK LIGHTS SHORT

180 Doc. No. 872329 : Rev B

28 Partial problem that 18 J1-F3,F4: PARK LIGHTS LESS

Circuit
29 J1 - Ignition Voltage below normal 8014 1 ON J1-G3,G4: IGNITION SUPPLY VIA

G3/G4 Power 3 FUSE 25 VOLTAGE TOO LOW
(VP3)
30 J1 - Work Current Below Normal 8015 5 J1-H1,H2: WORK LIGHTS OPEN

H1/H2 Lights or Open Circuit CIRCUIT
31 Current Above Normal 6 ON J1-H1,H2: WORK LIGHTS SHORT

32 Partial problem that 18 J1-H1,H2: WORK LIGHTS LESS

Circuit
33 J1 Ignition Voltage below normal 8016 1 ON J1-H3,H4: IGNITION SUPPLY VIA

-H3/H4 Power 6 FUSE 26 VOLTAGE TOO LOW
(VP6)
34 J2 - A4 Brake Light Voltage below normal 8017 1 J2-A4: BRAKE LIGHT SWITCH
Switch VOLTAGE TOO LOW
35 J2 - B4 IDL Voltage above normal 8018 3 J2-B4,J2-C4: IDL SOLENOID OR

Solenoid or shorted to System BIN PRESSURE REDUCTION
Voltage SOLENOID VOLTAGE TOO HIGH
36 Current Below Normal 5 J2-B4,J2-C4: IDL SOLENOID OR

or Open Circuit BIN PRESSURE REDUCTION
SOLENOID OPEN CIRCUIT OR
SHORT CIRCUIT
37 J2 - C1 Bonnet Voltage above Normal 8019 0 J2-C1: BONNET FAN TEMP

Fan Temp SWITCH VOLTAGE TOO HIGH
Switch
38 J2 - C2 NOT USED 8020
39 J2 - C3 Left Height Voltage above Normal 8021 0 ON J2-C3: LEFT HEIGHT POSITION
Position SENSOR VOLTAGE TOO HIGH
Sensor
40 Voltage below normal 1 ON J2-C3: LEFT HEIGHT POSITION

SENSOR VOLTAGE TOO LOW
41 J2 - C4 Bin Voltage above normal 8018 3 J2-B4,J2-C4: IDL SOLENOID OR

Pressure or shorted to System BIN PRESSURE REDUCTION
Reduction Voltage SOLENOID VOLTAGE TOO HIGH
Solenoid
42 Current Below Normal 5 J2-B4,J2-C4: IDL SOLENOID OR

or Open Circuit BIN PRESSURE REDUCTION
SHORT CIRCUIT
43 J2 - D2 Hazards Voltage below normal 8022 1 J2-D2: HAZARD DASH SWITCH

Dash VOLTAGE TOO LOW
Switch
44 J2 - D3 Right Voltage above Normal 8023 0 ON J2-D3: RIGHT HEIGHT POSITION

Height SENSOR VOLTAGE TOO HIGH
Position
Sensor
45 Voltage below normal 1 ON J2-D3: RIGHT HEIGHT POSITION

46 J2 - D4 Bin Lever Voltage above normal 8024 3 J2-D4, J2-E4: BIN LEVER LATCH
Latch or shorted to System OR PNEUMATIC BLOW OFF
Doc. No. 872329 : Rev B 181

47 Current Below Normal 5 J2-D4, J2-E4: BIN LEVER LATCH

or Open Circuit OR PNEUMATIC BLOW OFF
SHORT CIRCUIT
48 J2 - E3 Artic Angle Voltage above Normal 8025 0 J2-E3: ARTIC ANGLE POSITION
Postion SENSOR VOLTAGE TOO HIGH
Sensor
49 Voltage below normal 1 J2-E3: ARTIC ANGLE POSITION

50 J2 - E4 Pneumatic Voltage above normal 8024 3 J2-D4, J2-E4: BIN LEVER LATCH
Blow Off or shorted to System OR PNEUMATIC BLOW OFF
Solenoid Voltage SOLENOID VOLTAGE TOO HIGH
51 Current Below Normal 5 J2-D4, J2-E4: BIN LEVER LATCH

or Open Circuit OR PNEUMATIC BLOW OFF
SHORT CIRCUIT
52 J2 - F1 Bin Voltage above Normal 8026 0 ON J2-F1: BIN POSITION SENSOR

Position VOLTAGE TOO HIGH
Sensor
53 Voltage below normal 1 ON J2-F1: BIN POSITION SENSOR

VOLTAGE TOO LOW
54 Bin Angle Angle exceeds 10% per 8026 2 ON BIN ANGLE DRIFTING (DATA
Drift 100ms ERRATIC FMI) DM1
55 J2 - F4 CTD Voltage above normal 8027 3 J2-F4,J2-G4: CTD SOLENOID OR

Solenoid or shorted to System REAR WIPER HIGH SPEED
Voltage VOLTAGE TOO HIGH
56 Current Below Normal 5 J2-F4,J2-G4: CTD SOLENOID OR

or Open Circuit REAR WIPER HIGH SPEED OPEN
CIRCUIT OR SHORT CIRCUIT
57 J2 - G1 Bin Lever Voltage above Normal 8028 0 J2-G1: BIN LEVER POSITION
Position SENSOR VOLTAGE TOO HIGH
Sensor
58 Voltage below normal 1 J2-G1: BIN LEVER POSITION

59 J2 - G2 NOT USED 8029
60 J2 - G4 Rear Wiper Voltage above normal 8027 3 J2-F4,J2-G4: CTD SOLENOID OR

High or shorted to System REAR WIPER HIGH SPEED
Speed Voltage VOLTAGE TOO HIGH
61 Current Below Normal 5 J2-F4,J2-G4: CTD SOLENOID OR

or Open Circuit REAR WIPER HIGH SPEED OPEN
62 J2 - H1 Park Brake Voltage below normal 8030 1 J2-H1: PARK BRAKE DASH
Dash SWITCH VOLTAGE TOO LOW
Switch
63 J2 - H2 Front Two Voltage above Normal 8031 0 J2-H2: FRONT TWO SPEED
Switch
64 J2 - H4 Flashing Voltage above normal 8032 3 J2-H4,J2-J4: FLASHING BEACON

Beacon or shorted to System LIGHT OR HORN VOLTAGE TOO
Light Voltage HIGH
65 Current Below Normal 5 J2-H4,J2-J4: FLASHING BEACON

or Open Circuit LIGHT OR HORN OPEN CIRCUIT
OR SHORT CIRCUIT
182 Doc. No. 872329 : Rev B

66 J2 - J1 Aircon Voltage above Normal 8033 0 J2-J1: AIRCON EVAPORATOR

Evaporator TEMPERATURE VOLTAGE TOO
Temperatur HIGH
e
67 Voltage below normal 1 J2-J1: AIRCON EVAPORATOR

TEMPERATURE VOLTAGE TOO
LOW
68 J2 - J2 Wet Disk Voltage above Normal 8034 0 J2-J2: WET DISK BRAKE
Brake TEMPERATURE VOLTAGE TOO
Temperatur HIGH
e
69 Voltage below normal 1 J2-J2: WET DISK BRAKE

TEMPERATURE VOLTAGE TOO
LOW
70 J2- J3 Cab Voltage above Normal 8035 0 J2-J3: CAB TEMPERATURE

Temperatur VOLTAGE TOO HIGH
e
71 Voltage below normal 1 J2-J3: CAB TEMPERATURE

VOLTAGE TOO LOW
72 J2- J4 Horn Voltage above normal 8032 3 J2-H4,J2-J4: FLASHING BEACON

or shorted to System LIGHT OR HORN VOLTAGE TOO
Voltage HIGH
73 Current Below Normal 5 J2-H4,J2-J4: FLASHING BEACON

or Open Circuit LIGHT OR HORN OPEN CIRCUIT
OR SHORT CIRCUIT
74 J2 - K1 5V Voltage above Normal 8036 0 J2-K1: 5 VOLT SUPPLY TO

SUPPLY POSITION SENSORS TOO HIGH
TO
-Left
Height
Position
Sensor
-Right
Height
Position
Sensor
-Artic
Position
Sensor
75 Voltage below normal 1 J2-K1: 5 VOLT SUPPLY TO

POSITION SENSORS TOO LOW
76 J2 - K4 5V Voltage above normal 8037 0 J2-K4 5 VOLT SUPPLY TO BIN

SUPPLY SENSORS TOO HIGH
TO
-Bin
Position
Sensor
-Bin Lever
Position
Sensor
77 Voltage below normal 1 J2-K4 5 VOLT SUPPLY TO BIN

SENSORS TOO LOW
78 J2 - Ignition Voltage below normal 8038 1 ON J2-L3,M3: IGNITION POWER VIA

L3/M3 Power 4 FUSE 27 VOLTAGE TOO LOW
(VP4)
79 J2 - Ignition Voltage below normal 8039 1 ON J2-L4,M4: IGNITION POWER VIA

L4/M4 Power 5 FUSE 28 VOLTAGE TOO LOW
(VP5)
Doc. No. 872329 : Rev B 183

80 J2 - M1 Main Voltage above Normal 8040 0 ON J2-M1: ALTERNATOR VOLTAGE

Ignition VIA FUSE 29 TOO HIGH
Power
(Alternator
Voltage)
81 Voltage below normal 1 ON J2-M1: ALTERNATOR VOLTAGE

VIA FUSE 29 TOO LOW
82 J3 - A1 Artic Voltage above normal 8041 3 J3-A1,J3-B1: ARTIC REVERSE

Reverse or shorted to System LIGHT OR REAR WASHER PUMP
Light Voltage VOLTAGE TOO HIGH
83 Current Below Normal 5 J3-A1,J3-B1: ARTIC REVERSE

or Open Circuit LIGHT OR REAR WASHER PUMP
OPEN CIRCUIT OR SHORT
CIRCUIT
84 J3 - A2 Recirculati Voltage above normal 8042 3 J3-A2,J3-E3: RECIRCULATION

on Flap or shorted to System FLAP OR AIRCON CLUTCH
85 Current Below Normal 5 J3-A2,J3-E3: RECIRCULATION

or Open Circuit FLAP OR AIRCON CLUTCH
SHORT CIRCUIT
86 J3 - A3 Bin Up Current Below Normal 8043 5 J3-A3: BIN UP SOLENOID OPEN

Solenoid or Open Circuit CIRCUIT
87 Current Above Normal 6 J3-A3: BIN UP SOLENOID SHORT

88 J3 - A4 Engine Voltage above normal 8044 3 J3-A4,J3-B4: ENGINE RUNNING

Running or shorted to System OR BRAKE LIGHT OUTPUT
89 Current Below Normal 5 J3-A4,J3-B4: ENGINE RUNNING

or Open Circuit OR BRAKE LIGHT OUTPUT OPEN
90 J3 - B1 Rear Voltage above normal 8041 3 J3-A1,J3-B1: ARTIC REVERSE

Washer or shorted to System LIGHT OR REAR WASHER PUMP
Pump Voltage VOLTAGE TOO HIGH
91 Current Below Normal 5 J3-A1,J3-B1: ARTIC REVERSE

or Open Circuit LIGHT OR REAR WASHER PUMP
CIRCUIT
92 J3 - B2 Left Voltage above normal 8045 3 J3-B2,J3-C2: LEFT INDICATOR

Indicator or shorted to System LIGHT OR RIGHT INDICATOR
Light Voltage LIGHT VOLTAGE TOO HIGH
93 Current Below Normal 5 J3-B2,J3-C2: LEFT INDICATOR

or Open Circuit LIGHT OR RIGHT INDICATOR
LIGHT OPEN CIRCUIT OR SHORT
CIRCUIT
94 J3 - B4 Brake Light Voltage above normal 8044 3 J3-A4,J3-B4: ENGINE RUNNING

Output or shorted to System OR BRAKE LIGHT OUTPUT
95 Current Below Normal 5 J3-A4,J3-B4: ENGINE RUNNING

or Open Circuit OR BRAKE LIGHT OUTPUT OPEN
96 J3 - C1 Front Voltage above normal 8046 3 J3-C1,J3-D1: FRONT WIPER HI

Wiper High or shorted to System SPEED OR FRONT WASHER
Speed Voltage PUMP VOLTAGE TOO HIGH
184 Doc. No. 872329 : Rev B

97 Current Below Normal 5 J3-C1,J3-D1: FRONT WIPER HI

or Open Circuit SPEED OR FRONT WASHER
PUMP OPEN CIRCUIT OR SHORT
CIRCUIT
98 J3 - C2 Right Voltage above normal 8045 3 J3-B2,J3-C2: LEFT INDICATOR

Indicator or shorted to System LIGHT OR RIGHT INDICATOR
Light Voltage LIGHT VOLTAGE TOO HIGH
99 Current Below Normal 5 J3-B2,J3-C2: LEFT INDICATOR

or Open Circuit LIGHT OR RIGHT INDICATOR
LIGHT OPEN CIRCUIT OR SHORT
CIRCUIT
100 J3 - D1 Front Voltage above normal 8046 3 J3-C1,J3-D1: FRONT WIPER HI

Washer or shorted to System SPEED OR FRONT WASHER
Pump Voltage PUMP VOLTAGE TOO HIGH
101 Current Below Normal 5 J3-C1,J3-D1: FRONT WIPER HI

or Open Circuit SPEED OR FRONT WASHER
PUMP OPEN CIRCUIT OR SHORT
CIRCUIT
102 J3 - D2 Mirror Voltage above normal 8047 3 J3-D2,J3-E2: MIRROR HEATING

Heating or shorted to System OR HYDRAULIC CUT SOLENOID
103 Current Below Normal 5 J3-D2,J3-E2: MIRROR HEATING

or Open Circuit OR HYDRAULIC CUT SOLENOID
CIRCUIT
104 J3 - D4 Bin Down Current Below Normal 8048 5 J3-D4: BIN DOWN SOLENOID
Solenoid or Open Circuit OPEN CIRCUIT
105 Current Above Normal 6 ON J3-D4: BIN DOWN SOLENOID

106 J3 - E1 Overspeed Voltage above normal 8049 3 J3-E1,J3-F1: OVERSPEED

Control or shorted to System CONTROL OR PARK BRAKE
107 Current Below Normal 5 J3-E1,J3-F1: OVERSPEED

or Open Circuit CONTROL OR PARK BRAKE
SHORT CIRCUIT
108 J3 - E2 Hydraulic Voltage above normal 8047 3 J3-D2,J3-E2: MIRROR HEATING

Cut or shorted to System OR HYDRAULIC CUT SOLENOID
Solenoid Voltage VOLTAGE TOO HIGH
109 Current Below Normal 5 J3-D2,J3-E2: MIRROR HEATING

or Open Circuit OR HYDRAULIC CUT SOLENOID
CIRCUIT
110 J3 - E3 Aircon Voltage above normal 8042 3 J3-A2,J3-E3: RECIRCULATION

Clutch or shorted to System FLAP OR AIRCON CLUTCH
111 Current Below Normal 5 J3-A2,J3-E3: RECIRCULATION

or Open Circuit FLAP OR AIRCON CLUTCH
SHORT CIRCUIT
112 J3 - E4 Hydraulic Votage above Normal 8050 0 J3-E4: HYDRAULIC

Temperatur TEMPERATURE SENSOR
e Sensor VOLTAGE TOO HIGH
113 Voltage below normal 1 J3-E4: HYDRAULIC

TEMPERATURE SENSOR
VOLTAGE TOO LOW
Doc. No. 872329 : Rev B 185

114 J3 - F1 Park Brake Voltage above normal 8049 3 J3-E1,J3-F1: OVERSPEED

Solenoid or shorted to System CONTROL OR PARK BRAKE
115 Current Below Normal 5 J3-E1,J3-F1: OVERSPEED

or Open Circuit CONTROL OR PARK BRAKE
SHORT CIRCUIT
116 J3 - Ignition Voltage below normal 8051 1 ON J3-G1,G2: IGNITION POWER

G1/G2 Power 2 VOLTAGE VIA FUSE 30 TOO LOW
(VP2)
117 J3 - Ignition Voltage below normal 8052 1 ON J3-H3,H4: IGNITION POWER

H3/H4 Power 1 VOLTAGE VIA FUSE 31 TOO LOW
(VP1)
OEU2
PIN VEHICLE LAMPS
NUMBER FUNCTION TATUS
1 J1 - Bonnet Current Below Normal 9000 5 J1-A3,A4: BONNET FAN 1 OPEN

A3/A4 Fan 1 or Open Circuit CIRCUIT
2 Current Above Normal 6 ON J1-A3,A4: BONNET FAN 1 SHORT

3 Partial problem that 18 J1-A3,A4: BONNET FAN 1 LESS

Circuit
4 J1 - Blower Current Below Normal 9001 5 J1-B3,B4: BLOWER SPEED 3

B3/B4 Speed 3 or Open Circuit OPEN CIRCUIT
5 Current Above Normal 6 ON J1-B3,B4: BLOWER SPEED 3

6 Partial problem that 18 J1-B3,B4: BLOWER SPEED 3

Circuit
7 J1 - Blower Current Below Normal 9002 5 J1-C3,C4: BLOWER SPEED 2

C3/C4 Speed 2 or Open Circuit OPEN CIRCUIT
8 Current Above Normal 6 ON J1-C3,C4: BLOWER SPEED 2

9 Partial problem that 18 J1-C3,C4: BLOWER SPEED 2

Circuit
10 J1 - NOT USED Current Below Normal 9003 5

D3/D4 or Open Circuit
11 Current Above Normal 6 ON

or Short Circuit
12 Partial problem that 18

allows less than Normal
Circuit
13 J1 - Blower Current Below Normal 9004 5 J1-E3,E4: BLOWER SPEED 1

E3/E4 Speed 1 or Open Circuit OPEN CIRCUIT
14 Current Above Normal 6 ON J1-E3,E4: BLOWER SPEED 1

186 Doc. No. 872329 : Rev B

15 Partial problem that 18 J1-E3,E4: BLOWER SPEED 1

Circuit
16 J1 - Bonnet Current Below Normal 9005 5 J1-F3,F4: BONNET FAN 2 OPEN

F3/F4 Fan 2 or Open Circuit CIRCUIT
17 Current Above Normal 6 ON J1-F3,F4: BONNET FAN 2 SHORT

18 Partial problem that 18 J1-F3,F4: BONNET FAN 2 LESS

Circuit
19 J1 - Ignition Voltage below normal 9006 1 ON J1-G3,G4: IGNITION SUPPLY

(VP3)
20 J1 - JD Starter Current Below Normal 9007 5 J1-H1,H2: JD STARTER OPEN

H1/H2 or Open Circuit CIRCUIT
21 Current Above Normal 6 ON J1-H1,H2: JD STARTER SHORT

22 Partial problem that 18 J1-H1,H2: JD STARTER LESS

Circuit
23 J1 Ignition Voltage below normal 9008 1 ON J1-H3,H4: IGNITION SUPPLY

-H3/H4 Power 6 VOLTAGE VIA FUSE 19 TOO LOW
(VP6)
24 J2 - B4 Gear Hold Voltage above normal 9009 3 J2-B4,J2-C4: GEAR HOLD OR

or shorted to System TWO SPEED DIFF VOLTAGE TOO
Voltage HIGH
25 Current Below Normal 5 J2-B4,J2-C4: GEAR HOLD OR

or Open Circuit TWO SPEED DIFF OPEN CIRCUIT
OR SHORT CIRCUIT
26 J2 - C4 Two Speed Voltage above normal 9009 3 J2-B4,J2-C4: GEAR HOLD OR

Diff or shorted to System TWO SPEED DIFF VOLTAGE TOO
Voltage HIGH
27 Current Below Normal 5 J2-B4,J2-C4: GEAR HOLD OR

or Open Circuit TWO SPEED DIFF OPEN CIRCUIT
OR SHORT CIRCUIT
28 J2 - D4 Load Light Voltage above normal 9010 3 J2-D4,J2-E4: LOAD LIGHT

Yellow or shorted to System YELLOW OR LOAD LIGHT GREEN
29 Current Below Normal 5 J2-D4,J2-E4: LOAD LIGHT

or Open Circuit YELLOW OR LOAD LIGHT GREEN
CIRCUIT
30 J2 - E4 Load Light Voltage above normal 9010 3 J2-D4,J2-E4: LOAD LIGHT

Green or shorted to System YELLOW OR LOAD LIGHT GREEN
31 Current Below Normal 5 J2-D4,J2-E4: LOAD LIGHT

or Open Circuit YELLOW OR LOAD LIGHT GREEN
CIRCUIT
32 J2 - F4 Automatic Voltage above normal 9011 3 J2-F4,J2-G4: AUTOMATIC

Neutral or shorted to System NEUTRAL OR PRE-SELECT 2ND
Voltage GEAR VOLTAGE TOO HIGH
33 Current Below Normal 5 J2-F4,J2-G4: AUTOMATIC

or Open Circuit NEUTRAL OR PRE-SELECT 2ND
GEAR OPEN CIRCUIT OR SHORT
CIRCUIT
Doc. No. 872329 : Rev B 187
34 J2 - G4 Engine Voltage above normal 9011 3 J2-F4,J2-G4: AUTOMATIC

Overheat/P or shorted to System NEUTRAL OR PRE-SELECT 2ND
reselect Voltage GEAR VOLTAGE TOO HIGH
2nd
35 Current Below Normal 5 J2-F4,J2-G4: AUTOMATIC

or Open Circuit NEUTRAL OR PRE-SELECT 2ND
GEAR OPEN CIRCUIT OR SHORT
CIRCUIT
36 J2 - H4 Load Light Voltage above normal 9012 3 J2-H4,J2-J4: LOAD LIGHT RED OR
Red or shorted to System LADEN-UNLADEN VOLTAGE TOO
Voltage HIGH
37 Current Below Normal 5 J2-H4,J2-J4: LOAD LIGHT RED OR

or Open Circuit LADEN-UNLADEN OPEN CIRCUIT
OR SHORT CIRCUIT
38 J2- J4 Laden/Unla Voltage above normal 9012 3 J2-H4,J2-J4: LOAD LIGHT RED OR
den or shorted to System LADEN-UNLADEN VOLTAGE TOO
Voltage HIGH
39 Current Below Normal 5 J2-H4,J2-J4: LOAD LIGHT RED OR

or Open Circuit LADEN-UNLADEN OPEN CIRCUIT
OR SHORT CIRCUIT
40 J2 - Ignition Voltage below normal 9013 1 ON J2-L3,M3: IGNITION POWER

L3/M3 Power 4 VOLTAGE VIA FUSE 20 TOO LOW
(VP4)
41 J2 - Ignition Voltage below normal 9014 1 ON J2-L4,M4: IGNITION POWER

L4/M4 Power 5 VOLTAGE VIA FUSE 21 TOO LOW
(VP5)
42 J2 - M1 Main Votage above Normal 9015 0 ON J2-M1: ALTERNATOR VOLTAGE

Ignition VIA FUSE 22 TOO HIGH
Power
43 Voltage below normal 1 ON J2-M1: ALTERNATOR VOLTAGE

VIA FUSE 22 TOO LOW
44 J3 - A1 Fan Voltage above normal 9016 3 J3-A1,J3-B1: FAN MEDIUM

Medium or shorted to System SOLENOID OR FAN LOW
45 Current Below Normal 5 J3-A1,J3-B1: FAN MEDIUM

or Open Circuit SOLENOID OR FAN LOW
SHORT CIRCUIT
46 J3 - A2 Heater Voltage above normal 9017 3 J3-A2,J3-E3: HEATER VALUE

Valve or shorted to System VOLTAGE TOO HIGH
Voltage
47 Current Below Normal 5 J3-A2,J3-E3: HEATER VALUE

or Open Circuit OPEN CIRCUIT OR SHORT
CIRCUIT
48 J3 - A3 NOT USED 9018
49 J3 - A4 Fan Cut Voltage above normal 9019 3 J3-A4,J3-B4: FAN CUT SOLENOID
Solenoid or shorted to System VOLTAGE TOO HIGH
Voltage
50 Current Below Normal 5 J3-A4,J3-B4: FAN CUT SOLENOID

CIRCUIT
51 J3 - B1 Fan Low Voltage above normal 9016 3 J3-A1,J3-B1: FAN MEDIUM

Solenoid or shorted to System SOLENOID OR FAN LOW
188 Doc. No. 872329 : Rev B

52 Current Below Normal 5 J3-A1,J3-B1: FAN MEDIUM

or Open Circuit SOLENOID OR FAN LOW
SHORT CIRCUIT
53 J3 - B2 NOT USED 9020
54 J3 - B4 NOT USED Voltage above normal 9019 3 J3-A4,J3-B4: FAN CUT SOLENOID
or shorted to System VOLTAGE TOO HIGH
Voltage
55 Current Below Normal 5 J3-A4,J3-B4: FAN CUT SOLENOID

CIRCUIT
56 J3 - C1 Left Strut Voltage above normal 9021 3 J3-C1,J3-D1: LEFT STRUT DOWN
Down or shorted to System OR LEFT STRUT UP VOLTAGE
Voltage TOO HIGH
57 Current Below Normal 5 J3-C1,J3-D1: LEFT STRUT DOWN

or Open Circuit OR LEFT STRUT UP OPEN
58 J3 - C2 NOT USED 9020
59 J3 - D1 Left Strut Voltage above normal 9021 3 J3-C1,J3-D1: LEFT STRUT DOWN
Up or shorted to System OR LEFT STRUT UP VOLTAGE
Voltage TOO HIGH
60 Current Below Normal 5 J3-C1,J3-D1: LEFT STRUT DOWN

or Open Circuit OR LEFT STRUT UP OPEN
61 J3 - D2 Middle/De Voltage above normal 9022 3 J3-D2,J3-E2: MIDDLE-DEMIST

mist or shorted to System ACTUATOR OR FEET ACTUATOR
Actuator Voltage VOLTAGE TOO HIGH
62 Current Below Normal 5 J3-D2,J3-E2: MIDDLE-DEMIST

or Open Circuit ACTUATOR OR FEET ACTUATOR
CIRCUIT
63 J3 - D4 NOT USED 9023
64 J3 - E1 Right Strut Voltage above normal 9024 3 J3-E1,J3-F1: RIGHT STRUT DOWN
Down or shorted to System OR RIGHT STRUT UP VOLTAGE
Voltage TOO HIGH
65 Current Below Normal 5 J3-E1,J3-F1: RIGHT STRUT DOWN

or Open Circuit OR RIGHT STRUT UP OPEN
66 J3 - E2 Feet Voltage above normal 9022 3 J3-D2,J3-E2: MIDDLE-DEMIST

Actuator or shorted to System ACTUATOR OR FEET ACTUATOR
67 Current Below Normal 5 J3-D2,J3-E2: MIDDLE-DEMIST

or Open Circuit ACTUATOR OR FEET ACTUATOR
CIRCUIT
68 J3 - E3 NOT USED Voltage above normal 9017 3 J3-A2,J3-E3: HEATER VALUE

or shorted to System VOLTAGE TOO HIGH
Voltage
69 Current Below Normal 5 J3-A2,J3-E3: HEATER VALUE

CIRCUIT
70 J3 - F1 Right Strut Voltage above normal 9024 3 J3-E1,J3-F1: RIGHT STRUT DOWN
Up or shorted to System OR RIGHT STRUT UP VOLTAGE
Voltage TOO HIGH
Doc. No. 872329 : Rev B 189

71 Current Below Normal 5 J3-E1,J3-F1: RIGHT STRUT DOWN

or Open Circuit OR RIGHT STRUT UP OPEN
72 J3 - Ignition Voltage below normal 9025 1 ON J3-G1,G2: IGNITION POWER

(VP2)
73 J3 - Ignition Voltage below normal 9026 1 ON J3-H3,H4: IGNITION POWER

H3/H4 Power 1 VOLTAGE VIA FUSE 24 TOO LOW
(VP1)
Vehicle Specific
Controlle VEHICLE LAMPS
r FUNCTION TATUS
1 CCU2 Boost 8100 31 ON BOOST PRESSURE PROTECTION

Pressure IS ACTIVATED
Protection
2 CCU2 Free 8101 31 ON FREE WHEELING EVENT

Wheeling DETECTED
3 CCU2 Excesive 8102 31 ENGINE IS IDLING FOR MORE

Idle THAN 20 MINUTES
4 CCU2 Engine 8103 31 ENGINE RPM EXCEEDED

Overspeed ALLOWABLE LIMIT
5 CCU2 Output 8104 31 OUTPUT SHAFT SPEED

Shaft EXCEEDED ALLOWABLE LIMIT
Speed Too
High
6 CCU2 Overloadin 8105 31 BIN IS OVERLOADED

g
7 CCU2 Harsh 8106 31 HARSH BRAKING DETECTED

Braking
8 CCU2 Coolent 8107 31 ON ENGINE COOLANT

Temp Too TEMPERATURE TOO HIGH
High
9 CCU2 Engine Oil 8108 31 ENGINE OIL PRESSURE TOO

Press Low LOW
10 CCU2 Trans 8109 31 ON TRANSMISSION SUMP

Sump TEMPERATURE TOO HIGH
Temp Too
High
11 MDU2 TCU CAL 8110 31 ON ALLISON TCU CALIBRATION

Mismatch MISMATCH
12 CCU2 Dynamic > 300 rpm 8111 31 PARK BRAKE BURNOUT EVENT
Park Brake DETECTED
Application
13 CCU2 OBW - 8112 OBW STRAIN GAUGE ERROR

STRAIN
GAUGE
14 CCU2 OBW High 8112 31 ODW High Tonnages

Tonnages
15 MMU FAULTY 841 13 INVALID GPS POSITION

GPS
16 CCU2 Hydraulic 8113 31 ON HYDRAULIC TEMPERATURE TOO

Temperatur HIGH
e Too High
190 Doc. No. 872329 : Rev B

17 CCU2 Wet Disk 8114 31 ON WET DISK BRAKE

Brake TEMPERATURE TOO HIGH
Temperatur
e Too High
18 CCU2 Tyre Exceeded by 5Km/h 8116 31 ON

protection over a 20 second period
Tyre Specific
SPN FMI Device Line Text
241 1 51 TYRE SECOND LEVEL ALERT
241 16 51 TYRE FIRST LEVEL HIGH PRESSURE ALERT
241 18 51 TYRE FIRST LEVEL LOW PRESSURE ALERT
242 16 51 TYRE HIGH TEMPERATURE ALERT
929 12 51 TYRE SENSOR FAULT
929 31 51 TYRE EEPROM FAULT
7020 0 23 LEFT FRONT TYRE PRESSURE EXTREMELY HIGH
7020 1 23 LEFT FRONT TYRE PRESSURE EXTREMELY LOW
7020 3 23 LEFT FRONT TYRE PRESSURE TOO HIGH
7020 4 23 LEFT FRONT TYRE PRESSURE TOO LOW
7020 19 23 LEFT FRONT TYRE ERROR
7020 31 23 LEFT FRONT TYRE UNDEFINED FAULT
7021 0 23 LEFT MIDDLE TYRE PRESSURE EXTREMELY HIGH
7021 1 23 LEFT MIDDLE TYRE PRESSURE EXTREMELY LOW
7021 3 23 LEFT MIDDLE TYRE PRESSURE TOO HIGH
7021 4 23 LEFT MIDDLE TYRE PRESSURE TOO LOW
7021 19 23 LEFT MIDDLE TYRE ERROR
7021 31 23 LEFT MIDDLE TYRE UNDEFINED FAULT
7022 0 23 LEFT REAR TYRE PRESSURE EXTREMELY HIGH
7022 1 23 LEFT REAR TYRE PRESSURE EXTREMELY LOW
7022 3 23 LEFT REAR TYRE PRESSURE TOO HIGH
7022 4 23 LEFT REAR TYRE PRESSURE TOO LOW
7022 19 23 LEFT REAR TYRE ERROR
7022 31 23 LEFT REAR TYRE UNDEFINED FAULT
7023 0 23 RIGHT FRONT TYRE PRESSURE EXTREMELY HIGH
7023 1 23 RIGHT FRONT TYRE PRESSURE EXTREMELY LOW
7023 3 23 RIGHT FRONT TYRE PRESSURE TOO HIGH
7023 4 23 RIGHT FRONT TYRE PRESSURE TOO LOW
7023 19 23 RIGHT FRONT TYRE ERROR
7023 31 23 RIGHT FRONT TYRE UNDEFINED FAULT
Doc. No. 872329 : Rev B 191

7024 0 23 RIGHT MIDDLE TYRE PRESSURE EXTREMELY HIGH
7024 1 23 RIGHT MIDDLE TYRE PRESSURE EXTREMELY LOW
7024 3 23 RIGHT MIDDLE TYRE PRESSURE TOO HIGH
7024 4 23 RIGHT MIDDLE TYRE PRESSURE TOO LOW
7024 19 23 RIGHT MIDDLE TYRE ERROR
7024 31 23 RIGHT MIDDLE TYRE UNDEFINED FAULT
7025 0 23 RIGHT REAR TYRE PRESSURE EXTREMELY HIGH
7025 1 23 RIGHT REAR TYRE PRESSURE EXTREMELY LOW
7025 3 23 RIGHT REAR TYRE PRESSURE TOO HIGH
7025 4 23 RIGHT REAR TYRE PRESSURE TOO LOW
7025 19 23 RIGHT REAR TYRE ERROR
7025 31 23 RIGHT REAR TYRE UNDEFINED FAULT
8116 31 33 TYRE SPEED LIMITATION EXCEEDED
192 Doc. No. 872329 : Rev B

CHAPTER 3c. MDU Menu Structure
MDU3 Menu Structure

Numbering refers to paragraph numbers in the descriptions that follow.MDU3 Menu Structure 1 of 3
Doc. No. 872329 : Rev B 193

MDU3 Menu Structure 2 of 3
194 Doc. No. 872329 : Rev B

MDU3 Menu Structure 3 of 3
Doc. No. 872329 : Rev B 195

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)
Convertor Oil Temp (oC) 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.
196 Doc. No. 872329 : Rev B

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 pacity, 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. 872329 : Rev B 197

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).
198 Doc. No. 872329 : Rev B

Main Menu 1-1 Trip Info
The Trip Info menu has five sub-menus:

There are nine sub-menus available to service
personnel in the main menu: 1-1-1 Trip Distance
Main Menu 1/9 Trip Distance 1/5

1-Counters Total : _____________ km
2-Actual Values Trip : _____________ km
3-Diagnostics Press SELECT to Reset
4-Machine Config Pressing SELECT to Reset, and holding for three

beeps, will zero the values for a new trip. The total
5-Machine ID cannot be reset.
6-Service Mode
1-1-2 Trip Time
7-Factory Mode
8-Security Code Trip Time 2/5
9-Gear Selector Total : __________ hrs
Trip : ___________hrs
When a menu is selected, the first option will be high-
lighted. Press SELECT to Reset
To scroll between the options in sub-menus press
NEXT button. To go back to the previous menu, Pressing SELECT to Reset, and holding for three
press BACK button. beeps, will zero the values for a new trip. The total
cannot be reset.
To choose an option in a menu, press the SELECT
button. 1-1-3. Trip Fuel
Note: Some values in the screens may be ON or

OFF, all these values will be shown as OFF in the Trip Fuel 3/5
screens shown in this section.
Total : _____ l/h
1- Counters Menu Trip : _____ l/h
Press SELECT to Reset
Counters 1/5
Pressing SELECT to Reset, and holding for three
1- Trip Info beeps, will zero the values for a new trip. The total
cannot be reset.
2 - Bintip Count
3 - Service
4 - Bonnet Fan
5 - Hydraulic Fan
The Counters menu has five sub-menus available:
Doc. No. 872329 : Rev B 199

1-1-4 Trip Fuel ECU. 1-3 Service
If the Service Warning is enabled and there is a ser-

Trip Fuel ECU 4/5 vice due within the next 50 machine hours, there will
be a single "pop-up" message displayed on the MDU
Total : _______ l screen (on ignition-on), with a buzzer beep to alert
Trip: ________ l the operator that a service is due. This "pop-up" will
display the number of hours left until the service is
Press SELECT to Reset due, "Service X hours Overdue".
Pressing SELECT to Reset, and holding for three If the Service Warning is enabled and the machine
beeps, will zero the values for a new trip. The total surpasses the service due machine hours, without
cannot be reset. the service being done (or the Service Done signal
being re-set, then the ignition-on "pop-up" message
1-1-5 Trip Load will display, "Service Now". This message will be
displayed on ignition-on, for the next 24 hours.
Trip Load 5/5 After 24 hours and the service has not been done
then the ignition-on "pop-up" message will display,
Total : ________ T "Service Overdue".
Trip: _________ T In addition to these service messages there is an op-
Press SELECT to Reset tion to have a "pop-up" message with a buzzer beep
every 5-minutes to alert the operator that the sched-
The Trip Load value is only displayed when an On uled service is due within the 50 hour service period.
Board Weighing System is installed on the machine,
otherwise "- - - - " is displayed. This 5-minute "pop-up" will include the number of
hours that the service is due or overdue.
This option on the default menu gives the accumu-
lated weight in metric tons since the last reset of the The 5-minute warning option is enabled by default
Trip Load. (Example: If the trip load was reset in the from the factory.
morning and has done 10 trips for the day; it will dis-
This 5-minute warning option can be disabled by
play the total amount of tons moved for the ten trips).
Technical Personnel, under the options in Service
Pressing SELECT to Reset, and holding for three Mode.
If the Service Warning is not enabled and the ma-
cannot be reset.
chine surpasses the service due machine hours,
Press the NEXT button to scroll between the options. without the service being done (or the service done
Press BACK button to return to Counters menu. signal being re-set , then the ignition-on "pop-up"
message will display on each of the next 10 times
1-2 Bintip Count that the ignition is switched on and after that the
"pop-up messages will cease.
Bintip Count 1/1 1/1

Service
Total : _______ Last: 6.2 hrs
Trip : _______
Next: 50.6 hrs

beeps, will zero the values for a new trip. The total The Service screen will confirm what the last service
cannot be reset. was and when the next is due.
200 Doc. No. 872329 : Rev B

Press and hold SELECT for three beeps to reset the 1-5-2 Fan Medium Speed
times.
Fan Med Speed 2/3
Service Code
Total : 19.8 min
BACK to Move
Trip : 10.6 min
NEXT to Increase
SELECT to Store
0000 beeps, will zero the values for a new trip. The total
cannot be reset.
Enter the 4-digit service code, using the last 4 digits
of the VIN Number, and press and hold SELECT for 1-5-3 Fan High Speed
three beeps.
If the code is incorrect a pop-up menu will briefly Fan High Speed 3/3
display Wrong Code.
Total : 3.0 min
If the code is correct the times can be reset. Trip : 2.5 min
1-4 Bonnet Fan Press SELECT to Reset
The bonnet fan is not applicable to these machines. Pressing SELECT to Reset, and holding for three
Bonnet Fan 1/1 cannot be reset.
Total : _______._ Note:
Trip : _______._ The three fan speeds' screens display the times that
the machine is being driven at each of the speeds.
2- Actual Values
The above screen will be displayed but is not active.
Notes:
1-5 Hydraulic Fan
All the screens displayed in Actual Values
The Hydraulic Fan has three sub-menus: serve as a reference to Service Personnel.
If any of the critical values become out of the
1-5-1 Fan Low Speed specified limits, the operator will receive a warning
through the MDU and the warning lights and buzzer.
Any warning received must be reported to Service
Fan Low Speed 1/3 Personnel immediately.
The Service Personnel may then use the val-
Total : 94.7 min ues in the Actual Values screens when checking and
Trip : 57.2 min correcting a fault message.
Press SELECT to Reset In Main Menu press NEXT to scroll to this option,
press SELECT button to select this option.
cannot be reset.
Doc. No. 872329 : Rev B 201

In all modes
• An exhaust brake protection pop-up message

will be displayed on the MDU3 every 5 seconds.
In Operator Mode
• The engine torque will be limited to 35%.

The Actual Values menu has three sub-menus: In Service/Factory Mode
2-1 Engine Values The engine torque limitation has been removed
(100% allowed) for 15 seconds followed by a 0% en-
This menu has six sub-menus. Use the NEXT button gine torque limitation for 30 seconds.
to scroll between this menus and BACK to go to Ac-
tual Values menu. This cycle should repeat as long as the exhaust
brake protection is active.
Note: In some of the example screens below, a mes-
sage is displayed after TYPE: The message relates To clear this fault code the boost pressure needs to
to the engine or engine/transmission retarder. be 100 kPa above ambient for more than 1 second
which can be done by driving the truck at full (100%)
There are many messages that can be displayed, the throttle during the 15 seconds of 100% allowed en-
message in the example below refers to a small neu- gine torque mentioned above.
tral noise reduction.
2-1-2 Engine Values
2-1-1 Engine Values
2-1-3 Engine Values

Notes on Engine Torque:
Exhaust Brake Protection
The CCU will detect a failure of the exhaust brake by

ensuring that the following conditions are met:
• The difference between boost pressure and am-

bient pressure is less than 80 kPa.
• The accelerator pedal position is greater than
90% .
Notes:
• The actual engine torque is greater than 40%.
If the Engine Coolant temperature value sent on the
The exhaust brake failure detection will be disabled if
Canbus from the Engine controller goes out of range
the ground speed is less than 15 km/h.
(0xFF) then the Coolant Temperature Gauge will dis-
Once the exhaust brake protection feature is acti- play max temp and not zero .
vated the following will happen:
The amber Engine Fault LED on the MDU3 (and not
the red Idiot Warning Light) will be illuminated if the
ECU sends a DM1 with the warning lamp part of the
DM1 set high.
202 Doc. No. 872329 : Rev B

2-1-4 Engine Values 2-2-2 Trans Values
Trans Values 2/6

Select Gear ___
Current Gear ___
Lock Up Clutch OFF
Shift Program ___
2-1-5 Engine Values

2-2-3 Trans Values
Trans Values 3/6

Gear Hold Req OFF
0
Sump Oil Temp ___ C
0
Torque Convert ___ C
2-1-6 Engine Values Ref Ret Torque ___Nm
2-2-4 Trans Values
Trans Values 4/6

Oil Level ___._ 0 C
Excess Oil ___._ l
2-1-7 Engine Values Level Status _________
Countdown ______min
2-2-5 Trans Values
2-2 Transmission Values Trans Values 5/6

This menu has six sub-menus. Use the NEXT button Output Speed _______RPM
to scroll between this menus and BACK to go to Ac-
tual Value menu.
2-2-1 Trans Values 2-2-6 Trans Values

Trans Values 1/6 Trans Values 6/6
Ret Torq ___ % Service Ind _______
Ret Control Mode _____ Oil Life Remain ___._%
Req Ret Torq ___ % Oil Filter Sw ___
Type: _____
Doc. No. 872329 : Rev B 203

2-3 Vehicle Values The first stage Wet Disk brake warning temperature
is 95 deg C to 102 deg C on the B50D ADT.
This menu has six sub-menus. Use the NEXT button
to scroll between this menus and BACK to go to Ac- The second stage Wet Disk brake warning tempera-
tual Value menu. ture is 100 deg C to 108 deg C on the B50D ADT.
2-3-1 Vehicle Values 2-3-5 Vehicle Values
Vehicle Values 1/6 Vehicle Values 5/6
Aircon Air Temp ___ 0 C Pitch Angle ___ 0

Pitch Angle ___ 0
Cab Temp ___0 C
Roll Angle ___ 0
Req Cab Temp ___0 C Roll Angle ___ 0
Atmosphere Press ___ Kpa
The Pitch and Roll angles are being displayed as a

2-3-2 Vehicle Values tangent of the inclinometer angle shown as a per-
centage*.
The Pitch rate is displayed in degrees per second.
On the default driving screen the Pitch percentage

and the Roll percentage will be displayed as part of
the list of scrolling operator-choice values.
*Percentage = Tangent of the Angle in radians multi-

plied by 100.
2-3-6 Vehicle Values

Vehicle Values 6/6
0/
Pitch Rate ___._ s
The values above are relevant to the "comfort ride"

option. if this option is not installed, no values will dis-
play.
Vehicle Values 4/6

Wet Brake Temp ___ 0 C
Hyd Temp ___ 0 C
Fuel Level ___ %
Fuel ___._ l
Notes:
204 Doc. No. 872329 : Rev B

3-Diagnostics 1/6
Active Code
In Main Menu press NEXT to scroll to this option, MDU 2000.19
press SELECT button to select this option.
Occur Count 1
Mach hrs Last 1003.0
SELECT for Details
In the example above an active code (fault) has been

recorded. The figures 1/6 shows that 6 active codes
are present and this is the first one. The other five will
be displayed by scrolling down.
The example shows a fault at the MDU, the fault code

is 2000.19 and has occurred once.
For further details of the fault code, press SELECT.
MDU 2000.19
LOSS OF ECU CAN
MESSAGE
The diagnostics menu has nine sub-menus: The screen shows the fault code and a description.
3-1 Actual Faults Actual Faults are for analysis by Technical Personnel
and cannot be cleared by the operator.
Notes:
All the screens displayed in Actual Faults 3-2 Stored Faults
serve as a reference to Service Personnel.
If any of the critical values become out of the There can be up-to twenty sub-menus and each
specified limits, the operator will receive a warning sub-menu will display a stored fault code.
through the MDU and the warning lights and buzzer.
Any warning received must be reported to Service Stored Faults are for analysis by Technical Person-
Personnel immediately. nel.
ues in the Actual Faults screens when checking and Stored Faults 1/5
correcting a fault message.
CCU 8102.31
Occur Count 2
There can be up-to twenty sub-menus and each Mach hrs Last 15.4
sub-menu will display an active fault code. SELECT for Details
Active Codes Example of a Stored Faults screen.

No Active Faults In the example above a stored fault has been re-
corded. The figures 1/5 shows that 5 other faults
have been stored and this is the first one. The other
Example of a "No Faults" screen in Actual Faults four will be displayed by scrolling down.
Example of an Active Code in Actual Faults Pressing "Select for Details" will give details of the
stored fault.
Doc. No. 872329 : Rev B 205

3-3-3 Analog Diag

CCU 8102.31
ENGINE IS IDLING FOR
MORE THAN 20 MINUTES
SELECT to Erase All
Press and hold SELECT for three beeps to clear all

stored faults..
3-3-4 Analog Diag
3-3 Analog Diag
The Analog Diagnostics Menu has seven

sub-menus. Use the NEXT button to scroll between
this menus and BACK to go to Diagnostics menu.
3-3-1 Analog Diag
Notes:
All the screens displayed in Analogue Diag-
nostics serve as a reference to Service Personnel. The operator controls the air conditioner on the SSM
If any of the critical values become out of the to set the cab temperature.
specified limits, the operator will receive a warning
through the MDU and the warning lights and buzzer. 3-3-5 Analog Diag
Any warning received must be reported to Service
Personnel immediately.
ues in the Actual Faults screens when checking and
Inputs and Outputs are grouped by control-
ler and Unused Input or Output are labelled by
controller terminal number only (not function name)
3-3-6 Analog Diag
The controls for the bin position are on the SSM or

the lever (option)
3-3-2 Analog Diag 3-3-7 Analog Diag
206 Doc. No. 872329 : Rev B

3-3-8 Analog Diag 3-5 Output Diag
The Output Diagnostics Menu has 15 sub-menus.

Use the NEXT button to scroll between this menus
and BACK to go to Diagnostics menu.
The information in the Ouput Diagnostics menu is

mainly concerned with the state of the lights switches
3-4 Input Diag and solenoids (On or Off).
Notes:
All the screens displayed in Input Diagnos- CCU Ouputs
1/15
tics serve as a reference to Service Personnel.
If any of the critical values become out of the
Arctic Rev Light ___
specified limits, the operator will receive a warning Brake light OFF
through the MDU and the warning lights and buzzer. Left Ind Light OFF
Any warning received must be reported to Service Right Ind Light OFF
Personnel immediately.
ues in the Actual Faults screens when checking and Example of an Ouputs Diagnostic screen.
Inputs and Outputs are grouped by control- 3-6 OBW Diagnostics
ler and Unused Input or Output are labelled by
controller terminal number only (not function name) There are three sub-menus under the OBW Diag-
nostics menu.
The Input Diagnostics Menu has 13 sub-menus. Use
the NEXT button to scroll between this menus and 3-6-1 OBW Diagnostic
BACK to go to Diagnostics menu.
OBW Diagnostic 1/3
The information in the Input Diagnostics menu is
mainly concerned with the state of the switches the Payload 0.6T
fuses and connectors (On or Off).
Gain 5.80 kg/cnt
CCU Inputs 1/13 Mode Payload
Offset -203727
Brake Lights Sw OFF
Hazard Dash Sw OFF
The Gain is a sensitivity value and the Offset will be
Park Brake Dash Sw ___ machine specific.
Emergency Stop Sw OFF
3-6-2 OBW Diagnostic
Example of an Inputs Diagnostic screen
OBW Diagnostic 2/3
Raw Counts -1934
MDU Gain 5.80 kg/cnt
Test Wgt 0.5 T
Test Off -203727
The Raw Counts is a value taken at the strain gauge.
The MDU Gain and Test Offset will be the same val-
ues as in the previous screen and the values will be
different on each machine.
Doc. No. 872329 : Rev B 207

The Test Weight in the above screen will be the

weight of the unladen bin. CAN Stats 1/4
3-6-3 OBW Diagnostic Bus Load 36.2
Tx Count 13233
OBW Diagnostic 3/3 Rx Count 557406
Tau 75 Error/sec 0.0
Example of a CAN Stats screen.

Tau is a value set at the factory to compensate for
"spikes" caused in the loading of the bin. (the sudden The Bus load is the number of messages being han-
changes caused by dropping loads into the bin). dled by the CANBUS.
3-7 MM Diagnostics TX is the number of messages being transmitted and

RX, the number being received.
There are five sub-menus under the MM Diagnostics
menu. Message numbers will be changing constantly.
The information in the MM Diagnostics menu is con- Screens 2/4 and ¾ cover errors in CAN stats.
cerned with the Memory Module and Fleetmatic
system. Screen 4/4 below, allows the Service Personnel to
reset all errors.
MM Diagnostic 3/5
CAN Diagnostics 4/4
Signal Strength 5
SELECT to Reset Errors
Antenna Fault OFF
Registration ON
Press and hold RESET to reset the errors.
Example of an MM Diagnostic screen
RX CAN Mess 1/3
3-8 CAN Diagnostics
TCU 34998
CAN Diagnostic 1/2 ECU 455718
1-CAN Stats OBW 28449
2-RX Can Mess SSM 19503
There are two menus under CAN Diagnostics. Example of an RX CAN Message screen.
3-8-1 CAN Stats has four sub-menus. Like the previous menu, the messages between the
control units will be updated constantly.
3-8-2 RX CAN Mess will display all active controllers
(3 sub-menus). 3-9 TPM Diagnostics
TPM Diagnostics has six sub-menus. Each menu

displays information on one of the six tyres identified
by location (left and right refer to the driver's position
sat in the driver's seat).
208 Doc. No. 872329 : Rev B

4-Machine Config
Left Front 1/6
Tyre Temperature ____ 0C In the Main Menu, scroll to Machine Config menu
and press SELECT button.
Gauge Pressure ______kPa
Comp Set Press ______kPa
Tyre ID ______
1/6 Left Front
Note: The other tyre screens display the same infor-

mation with the specific values for each tyre.
Screen 2/6 is for the Right Front

3/6 for Left Middle
4/6 for Right Middle
5/6 for Left Rear
6/6 for Right Rear.
The temperature and pressure are values from the

sensor inside the tyre.
The Comp Set Press is a value which compensates

for the temperature when reading the pressure.
The Tyre ID is a factory setting which identifies the

sensor in the tyre.
3-3-10 A Greaser Diag
There are 15 sub-menus in menu Machine Config.
4-1 Monitor Settings
There are five sub-menus in menu Monitor Settings.
Monitor Settings 1/5

1-Language
2-Units
3-Backlighting
4-Time Offset
5-LCD Contrast
1/5 Monitor Settings
Doc. No. 872329 : Rev B 209

4-1-1 Language 4-1-4 Time Offset
Language Time Offset

English MENU to Exit
German BACK to Decrease
French NEXT to Increase
Spanish SELECT to Store
Italian
2 hrs
The language can be changed by scrolling to the re-
quired language and pressing and holding SELECT The Time Offset is based on GMT.
for three beeps.
The offset value is displayed at the bottom of the
4-1-2 Units screen, follow the on-screen instructions to change
the setting.
Units In the example above, the time is set for 2 hours

ahead of GMT.
Metric
Note: When the time is re-set for your area, the clock
Imperial on the default screen is automatically set to your local
time.
The units of measurement can be changed by scroll- 4-1-5 LCD Contrast
ing to the required unit and pressing and holding
SELECT for three beeps.
LCD Contrast
4-1-3 Backlighting
MENU to Exit
Backlighting BACK to Decrease
NEXT to Increase
MENU to Exit
SELECT to Store
BACK to Decrease
NEXT to Increase 1
SELECT to Store
100 The contrast value is displayed at the bottom of the
screen, follow the on-screen instructions to change
the setting.
The backlighting value is displayed at the bottom of In the example above the contrast is set at minimum
the screen, follow the on-screen instructions to (1)
change the setting.
In the example above the backlighting is set at maxi-

mum (100)
210 Doc. No. 872329 : Rev B

4-2 Wiper Timing 4-4-1 e-bin
Wiper Timing e-Bin 1/3

MENU to Exit Bin Restriction
BACK to Decrease Load Selection
NEXT to Increase Load Spreading
SELECT to Store
5 Sec There are 3 options in e-bin (electronic bin), Bin Re-
striction, Load Restriction and Load Spreading. The
operator can select any of the three options.
The timing value is displayed at the bottom of the
screen, follow the on-screen instructions to change The Bin Restriction and Load Spreading can be se-
the setting. lected by highlighting the selection and holding in the
SELECT button for three beeps.
In the example above the timing is set at wiping every
5 seconds. For Load Spreading, highlight it on the screen and
hold in the i-tip switch on the SSM for three beeps.
4-3 Scraper Function (Not Used)
The selected function will have tick preceding it, this
4-4 Prod Options shows that the chosen function is now activated and
can now be changed and set in the Machine Configu-
In the Machine Config menu, scroll to Prod Options ration Menus.
and press SELECT button.
Bin Setting is shown in para. 4-5 in this section.
Load Selection (Material Selection) is shown in para.

4-4-2 in this section.
Load Spreading (Spread Rate) is shown in para.

4-4-5 in this section.
4-4-2 Material Select
Material Select 1/9

None
Material 1
Material 2
There are 9 screens in the Material Selection menu.

The operator can select the material he is loading by
There are 7 sub-menus in Prod Options. highlighting the material and holding in the SELECT
button for three beeps.
Press NEXT to scroll through the list (to Material 8)
The list identifying the material number to the load is

site specific.
Doc. No. 872329 : Rev B 211

4-4-3 Engine Tip Limit 4-4-4-2 Speed Limit 2
This screen is identical to Speed Limit I screen.

Eng Tip Limit
4-4-5 Spread Rate
MENU to Exit
BACK to Decrease Spread Rate
NEXT to Increase
MENU to Exit
SELECT to Store
BACK to Decrease
2740 rpm NEXT to Increase
SELECT to Store
To change the value, follow the on-screen instruc-
tions. (the highlighted numeral in the value can also
050%
be changed on the SSM numeric keys).
The higher the rpm is set the faster will be the bin tions. (the highlighted numeral in the value can also
pick-up, however the engine speed remains limited be changed on the SSM numeric keys).
and this will not allow the top limit of engine speed to
be exceeded. In the above example the bin is set at a 50% angle
(Factory Setting).
4-4-4 Speed Limit
4-4-6 Shut Off Time
Speed Limit 1/2

Shut Off Time
1-Speed Limit 1
2-Speed Limit 2 MENU to Exit
BACK to Decrease
There are 2 sub-menus in the machine Speed Limit NEXT to Increase
menu.
SELECT to Store
4-4-4-1 Speed Limit 1
10 min
Speed Limit 1
In the example above the engine will shut down if the
MENU to Exit idling time exceeds 10 minutes.
BACK to Decrease
This is a factory default setting and can only be
NEXT to Increase changed if the option is enabled (refer Enable Op-
SELECT to Store tions menu, para 4-14-3)
55 KM/H This feature is intended to prevent the truck from

idling excessively. If the truck idles excessively then
it results in glazing of the pistons due to fuel dilution.
tions. (the highlighted numeral in the value can also The definition of idling is engine speed remaining be-
be changed on the SSM numeric keys). low 1000 rpm.
The safety limit (maximum) cannot be exceeded. Excessive Idle Fault Code:
If the engine idles for longer than 20 minutes then a

fault code will be logged and displayed under the
MDU3 DM1 fault codes list.
212 Doc. No. 872329 : Rev B

Excessive Idle Recording: 4-4-8 Prevent Start
If the engine idles for longer than 5 minutes the mem-

ory module will start logging how long the engine
idles (not including the 5 minutes).
At the end of the day a Fleetm@tic message will be

sent with the total idling time for that day (in minutes).
Excessive Idle Shut-Down Option:
This will be an option under the Enable Options list.

The excessive idle shut-down time will be
configurable via the MDU3 in service mode and will
have a range of 5 to 60 minutes.
If this option is enabled then the engine will be shut

This function allows for a list of options which may
down (after a 10 second MDU3 timer) if the engine
be enabled or disabled which will prevent the
has idled for longer than X minutes where X is the
machine from starting if options selected are not
time specified on the MDU3.
met.
4-4-9 Auto Horn
4-4-7 Prevent Tip
Allows for the activation/ deactivation of the horn

which signals movement of the machine on
selection of a gear.
4-4-9-1 Start Count

In the example above the Prevent tip limit is set at
15%.
With a prevent tip limit of 15% - above + 15% roll on

the rear chassis, tipping is not permitted.
This is a factory default setting and can only be

changed if the option is enabled (refer Enable Op-
tions menu, para 4-14-2)

Doc. No. 872329 : Rev B 213

4-4-9-2 Start Delay 4-4-10 Auto Function
Functions can be set to activate automatically when

4-4-9-3 Forward Count the engine is started.
4-4-11 Auto Hyd Latch
4-4-9-4 Reverse Count This allows for optional equipment for application
equipment where the bin up/down function is
disabled and used to drive/ support another
function.
eg. Water tanker pump on ADT
4-5 Bin Settings
Bin Settings
1-Production Limit
1-Safety Limit
There are two sub-menu in the Bin Settings menu.
214 Doc. No. 872329 : Rev B

4-5-1 Production Limit Notes:
Bin Pole Protection

Production Limit
The force applied to the bin pole by the bin being low-
MENU to Exit ered has been limited in case the bin pole is up. The
BACK to Decrease bin pressure reduction block has been removed but
the down force is now controlled electronically.
NEXT to Increase
SELECT to Store If the bin has not seen 0% and 100% in terms of the
calibration, the bin down current is limited to 550 mA
100% at all times, coupled with an engine rpm limitation of
1100 RPM. Once the bin has been to the top and the
bottom of its calibration, the engine limit will be re-
moved and the bin down current limit will only apply
in the bin protection zone which exists between 40%
bin angle and 20% bin angle. The following sensor
failure conditions will cause the “been at top” and
In the above example the bin is set at 100% angle “been at bottom” check to reset to ensure correct cal-
(full up). ibration after the failure is corrected:
1. The bin angle goes out of range

4-5-2 Safety Limit
2. The bin angle is erratic
Safety Limit 3. The bin direction is incorrect with respect to the
commanded direction
MENU to Exit
BACK to Decrease 4. The engine stops running at any point (to account
for service operations)
NEXT to Increase
SELECT to Store If the current is limited in the protection zone, the hy-
draulic pressure applied to the bin cylinders has been
098% limited to approximately 105 bar. This is a safe pres-
sure for the bin pole to handle. However, it is possible
for the spool to stick and not listen to the commanded
To change the value, follow the on-screen instruc- current. In this case, the more obtrusive fail-safe
tions. (the highlighted numeral in the value can also method of limiting the engine will be employed in the
be changed on the SSM numeric keys). following circumstances:
In the above example the safety limit is set at 98%. 1. The bin enters the bin pole protection zone but no
reduction in bin velocity is measured
2. The bin moves without any input from the bin lever
The current limit in the bin pole protection zone is

only applicable when:
1. The vehicle speed is less than 5 km/h OR
2. The engine torque is less than 40%
In addition, a bin movement detection scheme has

been implemented as follows:
Doc. No. 872329 : Rev B 215

If the full 0% to 100% range has been seen then: This lowers the ADT's suspension before tying it
down on a low-bed truck for transportation.
1. If the bin position is above 70% then the bin down
current will start at 600 mA until bin movement is de- 4-6-2 E/Steering Test
tected and then revert to the full 700 mA current.
2. If the bin position is below 70% then the bin down

current will start at 550 mA until bin movement is de-
tected and then revert to the normal current
(dependant on bin pole range etc).
3. If the bin position is below 70% and no bin move-

ment is detected after the 550 mA request then the
This menu tests the Emergency Steering system.
550 mA request will be turned off after 5 seconds to
prevent the bin being continually pressed down onto 4-7 Tyre Size
the bin pole.
If the full 0% to 100% range has not been seen then Tyre Size
the bin down current will be limited to 550 mA as
mentioned above. MENU to Exit
The unexpected bin direction fault code will occur if BACK to Decrease
the relevant bin solenoid current is above 550 mA. NEXT to Increase
After the ignition has been turned on the system will SELECT to Store
only test for an unexpected bin direction fault when
all of the following conditions have been met:- TRIANGLE 29.5R25
• Engine running
• The transmission output shaft speed has ex- To change the tyre information, follow the on-screen
ceeded 275 rpm instructions. (the highlighted value can also be
• The system has detected the bin at it’s 0% point changed on the SSM numeric keys).
• The system has detected the bin at it’s 100%
The make and size are displayed.
point
4-8 Position Sensors
4-6 Overrides
There are eight sub-menu in the Position Sensors
menu.
4-8-1 Bin Position (to set zero)
Bin Position 1/8

SELECT to Set Zero
This menu is to control the lowering of the Strut Con-
trolled Suspension and testing the E/Steering.
0%
4-6-1 Transport Mode
356 mV 4092 mV
Transport Mode
MENU to cancel
SELECT to lower
216 Doc. No. 872329 : Rev B

4-8-2 Bin position (to set full tip) However, it is possible for the spool to stick and not
listen to the commanded current. In this case, the
Bin Position 2/8 more obtrusive fail-safe method of limiting the engine
will be employed in the following circumstances:
SELECT to Set Full Tip
1) The bin enters the bin pole protection zone but no
reduction in bin velocity is measured
0%
2) The bin moves without any input from the bin lever
346 mV 356 mV The current limit in the bin pole protection zone will
only be applicable when:
4-8-3 Bin Position (to set bin pole)
1) The vehicle speed is less than 5 km/h OR
Bin Position 3/8 2) The engine torque is less than 40%
SELECT to Set Bin Pole 4-8-4 Arctic Position (to set left)
Artic Position 4/8
0% SELECT to Set Left
346 mV 356 mV
0.0 %
Bin Pole Protection Description
0 mV 2695 mV 4394 mV
The engine rpm is limited as the bin moves into the
range of the Bin Pole to limit the force applied to the 4-8-5 Arctic Position (to set middle)
bin pole by limiting the force that would be applied to
the bin pole if it should be up while the bin is being Artic Position 5/8
lowered.
SELECT to Set Middle
If the bin has not seen 0% and 100%, at the CCU, in
terms of the calibration, the bin down current will be
limited to 550mA at all times, coupled with an engine
0.0 %
rpm limitation of 1 100 rpm. Once the bin has been to
the top and the bottom of its calibration, the engine 395 mV 0.0 mV 4394 mV
limit will be removed and the bin down current limit
will only apply in the bin protection zone which exists 4-8-6 Arctic Position (to set right)
between 40% bin angle and 20% bin angle.
Artic Position 6/8
The following sensor failure conditions will cause the
“been at top” and “been at bottom” check to reset to SELECT to Set Middle
ensure correct calibration after the failure is cor-
rected:
1) The bin angle goes out of range 0.0 %

395 mV 2695 mV 0.0 mV
2) The bin angle is erratic
3) The bin direction is incorrect with respect to the

commanded direction
4) The engine stops running at any point (to account

for service operations) If the current is limited in the
protection zone, the hydraulic pressure applied to the
bin cylinders should be limited to approximately
105bar. This is a safe pressure for the bin pole to
handle.
Doc. No. 872329 : Rev B 217

4-8-7 Height Sensor (to set top) Bin tip limitation based on the inclinometer roll
value.
Height Sensor 7/8
The roll percentage warning limit can be selected via
SELECT to Set Top the MDU3 in service mode; this limit is between 5%
and 20% (default 10%).
If the engine is running and the ground speed is less

0.0 mm 0.0 mm than 5 km/h then the following will happen:
0 mV 0 mV
• If the roll percentage is above the unsafe limit
4-8-8 Incline Sensor (to set zero) -2% (min 4%) (either side of the truck) then the
MDU3 screen will change to the truck roll screen.
Incline Sensor 8/8 • If the roll percentage is above the unsafe limit
then the truck roll screen will be displayed with a
SELECT to Set Zero warning symbol.
0
0
-0.6 If the roll percentage is above the unsafe limit and
0
-3.7 the bin limit on roll enabled option is selected then the
following will happen:
Notes:
• The bin up solenoid will be disabled.
• An ‘Unsafe to Tip’ pop-up will be displayed on
Bin tip limitation based on the inclinometer roll the MDU3 if bin up is requested.
value. • If driveline assist is selected and bin up is re-
quested then the engine rpm will not be raised
The roll percentage warning limit can be selected at but Neutral and Park Brake will still be applied
the MDU in service mode; this limit is between 5% (as these will be expected by the operator).
and 20% (default 10%).
4-9 OBW Config
If the engine is running and the ground speed is less
than 5km/h then the following will happen: Notes:
• If the roll percentage is above the unsafe limit When the ignition is switched on, the OBW system
-2% (min 4%) (either side of the truck) then the will calculate an offset value for 30 seconds. This off-
MDU screen will change to the truck roll screen. set is calculated by taking the average of all readings
• If the roll percentage is above the unsafe limit during the 30-second window. Once this offset is de-
then the truck roll screen will be displayed with a termined, the OBW system goes into measure mode.
warning symbol.
• If the roll percentage is above the unsafe limit In measure mode, the weight of the truck is continu-
and the bin limit on roll enabled option is se- ously displayed if PAYLOAD is selected on the
lected then the following will happen: default menu of the MDU. However, the reaction time
of this figure depends on whether the truck is station-
The bin up solenoid will be disabled. ary or moving. If stationary, the reaction of the
reading is faster as determined by the static time
An ‘Unsafe to Tip’ pop-up will be displayed on the constant. When the truck’s speed is above 5 km/h
MDU if bin up is requested. the reaction is slower as determined by the dynamic
time constant.
If driveline assist is selected and bin up is requested
then the engine rpm will not be raised but Neutral and The reading will stay active until the driver selects re-
Park Brake will still be applied. verse. During this period, the display will be static
Auto Park Brake Release (hill assist).
If there is an inclinometer fitted then the park brake

will be released when the engine torque is greater
than or equal to the pitch percentage (in reverse the
pitch percentage is inverted for this function).
218 Doc. No. 872329 : Rev B

When the truck comes out of reverse and the pay- 4-9-2 Bin Capacity
load is larger than 6 T, the active measurement will
be delayed for 30 seconds. This is to allow the driver Bin Capacity
time to lift the bin, without the risk of the payload fol-
lowing a transient. MENU to Exit
If load is added during this static display time, it will BACK to Move
not be lost. Once the weighing system is active NEXT to Increase
again, the additional load will be added.
SELECT to Store
During the tipping cycle, the bin must be lifted to
above 50%. Once it comes down to below 2% again, 36.0 T
the Payload will be zero. A new offset will be calcu-
lated for 45 seconds again before the Payload To change the value, follow the on-screen instruc-
reading will be active. tions. (the highlighted numeral in the value can also
OBW Config 1/2
Notes on Overloading
1-Weight Offset
Overloading Limp Mode
2-Bin Capacity
Overloading Limp Mode option will prevent tipping
and implements a 5 km/h speed limitation limp mode
There are two sub-menu in the OBW Configuration on an overloaded truck.
menu.
This option has to be enabled under the Cancomm
4-9-1 Weight Offset Special option list.
When this option is enabled and the truck’s payload

Weight Offset exceeds it’s overload payload limit then the Over-
loading Limp Mode is activated.
SELECT to Set Offset
When the Overloading Limp Mode is active then the
truck is limited to 5 km/h which will activate a 1st gear
limitation.
Stored -5223
To de-activate the Overloading Limp Mode the pay-
Stored -4873 load should be reduced to 5 metric tons below the
truck’s overload payload limit.
To change the value, follow the on-screen instruc- A new “Limp Mode” pop-up message has been cre-
tions. (the highlighted numeral in the value can also ated that will be displayed momentarily on the MDU3
be changed on the SSM numeric keys). every 30 seconds with a beep if the Overloading
Limp Mode is active.
Doc. No. 872329 : Rev B 219

4-10 MM Config 4-10-3 Geofence
An option is available in which a speed limitation

MM Config 1/5 (limp mode) can be applied to a truck that exits a
Geofence area set up by the MDU3 and monitored
1-Test Message
by the Memory Module
2-Frequency Setup
3-Geofence Geofence 1/4
4-Stationary Event 1-Latitude
5-Shift Setup 2-Longitude
3-Radius
The MM Configuration menu has five sub-menus.
4-Speed Limit
4-10-1 Test Message
Test Message The Geofence menus allow Service Personnel to set

up the co-ordinates and the radius of the area of the
SELECT to Send Test Geofence.
4-10-3-1 Latitude
Latitude
MENU to Exit
BACK to Move
By holding in the SELECT button for three beeps a
message is transmitted to test the Fleetmatic con-
NEXT to Increase
nection. SELECT to Store
If the test is successful the MDU will display "Test +000.0000
Message Received Successfully" (approximately 15
minutes after sending).
4-10-3-2 Longitude
4-10-2 Frequency Setup
Longitude
Frequency Setup 1/6
MENU to Exit
Africa
BACK to Move
Australia NEXT to Increase
Europe
SELECT to Store
Saudi
+000.0000
N America
Auto Detect To set up the Geofence the co-ordinates must be en-
tered into the Longitude and Latitude screens first.
The factory default setting is for automatic detection

of the frequency.
220 Doc. No. 872329 : Rev B

4-10-3-3 Radius 4-10-4 Stationary Event
Radius Stationary Event

MENU to Exit MENU to Exit
BACK to Move BACK to Move
NEXT to Increase NEXT to Increase
SELECT to Store SELECT to Store
00.0 km 20 min
The second step is to set the radius of the Geofence. In the default screen above, if the truck stands still
The maximum which can be chosen is 99.9 km. with the engine running for longer than 20 minutes
then a new event (“Excessive Stationary”) will be
4-10-3-4 Speed Limit logged and sent via Fleetm@tic.
Speed Limit If the engine rpm is above 400 rpm and the output
shaft speed is below 80 rpm for longer than the set
MENU to Exit number of minutes then a new Fleetm@tic event
(“Excessive Stationary”) will be logged by the Mem-
BACK to Move ory Module and sent.
NEXT to Increase
The defined number of minutes at which this event
SELECT to Store will be logged can be adjusted in the MDU ‘MMU
Config’ menu in service mode.
30 KM/H
Neutral Coasting Event
The last step is to apply a speed limit to the truck,
If the truck is moving (output shaft speed is above
which will be applied if the truck exits the geofence
275 rpm) but the transmission is in Neutral for longer
area.
than 5 seconds then a new Fleetm@tic event (“Neu-
Default Geofence speed limit is set to 30 km/h. If the tral Coasting”) will be logged and sent by the Memory
geofence limit is active and the truck goes outside Module via Fleetm@tic.
the set radius, then the truck is limited to 30 km/h by
4-10-5 Shift Setup
default.
This feature can be enabled or disabled via the spe- Shift Setup 1/7
cial options list.
1. Monday
The CCU will send the speed limitation type and
speed limitation value to the Memory Module. 2. Tuesday
The Memory module will receive this information
3. Wednesday
and, if the specified speed limit is exceeded then this 4. Thursday
event will be logged and sent via Fleetm@tic. 5. Friday
6. Saturday
7. Sunday
SELECT
There are seven sub-menus in the Shift Setup menu,

one screen for each day of the week.
Press and hold SELECT for the required day.
Doc. No. 872329 : Rev B 221

Note: 4-10-5-1-1-1 No of Shifts
Number of shifts per day (maximum of 3) and Start

time for each shift can be set. Shift 1
This information is being sent to, and received by, the 00:00
Memory module so that the Fleetmatic shift reports
could be sent at the start of each shift.
4-10-5-1 Monday
In this screen enter the shift duration (hours and min-
utes) for that day.
Shift Setup 1/4
Notes:
1. No of Shifts
If Monday is setup first, the number of shifts and the
2. Shift 1 duration set will default to every other day of the
3. Shift 2 week. Therefore if the shifts vary for any of the other
days, they must be changed individually by going into
4. Shift 3 the menus for each day that changes.
SELECT
4-11 TPM Config
The Daily menus each have four sub menus.

TPM Config 1/3
Above is the screen when a day is selected. The
screens for all other days have the same options. 1-CIP Setup
2-Manual Mapping
To setup the shifts the procedure is to first enter the 3-Auto Mapping
number of shifts for the selected day (highlight 1- No
of Shifts, and SELECT the option).
4-10-5-1-1 Shift Menu There are 3 sub-menus in the Tyre Pressure Monitor
Configuration (TPM) menu.
No of Shifts 4-11-1 CIP Setup
MENU to Exit
BACK to Move CIP Setup 1/3
NEXT to Increase 1-Front Axle
2-Middle Axle
SELECT to Store
3-Rear Axle
1
In the next screen change the number of shifts (1,2 or There are 3 sub-menus in the Cold Inflation Pressure
3), follow the on-screen instructions. (the highlighted (CIP) Setup menu.
numeral in the value can also be changed on the
SSM numeric keys).
Store the number.
Go back to the Shift Setup screen (para 4-10-5-1).
Scroll to Shift 1, 2 or 3 and SELECT.
222 Doc. No. 872329 : Rev B

4-11-1-1 Front Axle CIP The digits at the bottom will identify the sensor tag in
the tyre being measured.
Front Axle CIP 4-11-3 Auto Mapping
MENU to Exit Automated mapping can be performed by Technical
BACK to Decrease Service Personnel using an instrument which is used
to scan each tyre in turn to read the tyre sensor mes-
NEXT to Increase sage.
SELECT to Store
000 kPa Auto Mapping 1/7
1-All Tyres
2-Left Front
tions. (the highlighted numeral in the value can also 3-Right Front
be changed on the SSM numeric keys). 4-Left Middle
5-Right Middle
The next two screens are identical to the Front Axle
6-Left Rear
CIP screen and display the values for the Middle and
Rear Axles. 7-Right Rear
4-11-2 Manual Mapping The Auto Mapping menu has 7 sub menus
4-11-3-1 All Tyres

Manual Mapping 1/6
1-Left Front
Left Front
2-Right Front
3-Left Middle MENU to Exit
4-Right Middle SELECT to Start
5-Left Rear
6-Right Rear 0000000000
The Manual Mapping menu has 6 sub menus, one The next six screens are identical to the All Tyres sub
screen for each of the tyres. menu and display the values for the Left Front, Right
Front, Left Middle, Right Middle, Left Rear and Right
4-11-2-1 Left Front Rear in that sequence.
The digits at the bottom will identify the sensor tag in

Left Front the tyre being measured.
MENU to Exit The automated setup is activated by selecting auto-
BACK to Decrease mated setup, climbing out of the machine, and
starting with the LF registration of the front left tyre.
NEXT to Increase
SELECT to Store When the horn has been activated (to indicate regis-
tration), the operator will then go to the right front tyre
0000000000 and continue in a clockwise direction until back at the
front left tyre.
The next five screens are identical to the Left Front
Tyre screen and display the values for the Right
Front, Left Middle, Right Middle, Left Rear and Right
Rear in that sequence.
Doc. No. 872329 : Rev B 223

On the last tyre registration, the horn will be activated 4-13 Sus Setup
twice.
Sus Setup 1/5
• If there is a moderate pressure problem (1st
level threshold [15%] exceeded) then the tyre Normal
pressure light will flash.
• If there is a sudden loss of pressure or the 2nd Left Up
level threshold [20%] is exceeded then the warn-
ing light will come on in conjunction with the tyre
Left Down
pressure light (and the buzzer). Right Up
• If a fault code is present, a new TPMS screen
will be developed to explain which tyre is faulty Right Down
(graphical). Further, an associated MDU3 fault
code will be created to specify the exact tyre
problem. There are 5 options in the Suspension Setup menu.
4-12 Hyd Press Setup The selected function will have a tick preceding it,
this shows that the chosen function is now activated
Hyd Press Setup 1/7 and can now be re-set.
4-14 Enable Options

Normal
Hyd Pump Enable Options 1/3
Bin Up Reduc
1. Controllers
Bin Float
2. Chassis
Fan Low Speed
3. Engine
Fan Med Speed
Fan High Speed
There are 3 sub-menus in the Enable Options menu.
There are 7 options in the hydraulic pressure setup
Scroll to the required menu and press and hold
menu. The operator can select any of the options by
highlighting it and holding in the SELECT button for SELECT button.
three beeps.
4-14-1 Controllers
The selected function will have a tick preceding it,
this shows that the chosen function is now activated Controllers 1/3
and can now be changed.
OBW
The trip times for the fan can be reset in Hyd Fan
Speeds para 1-5. MMU
TPM
There are 3 options in the Controllers menu.

this shows that the chosen function is now activated
and can now be re-set.
224 Doc. No. 872329 : Rev B

4-14-2 Chassis Auto Horn
If the automatic horn option is enabled then the horn

Chassis 1/15 will be activated automatically as follows:
Flashing Beacon • When the operator presses the engine start but-
ton (second press of the ignition button) the horn
Mirror Heating will sound twice before the engine start message
Work Lights is sent to the engine controller.
• When the operator presses the drive button the
Rear Wiper horn will sound once as the forward gear range
Load Lights message is sent to the transmission controller.
• When the operator presses the reverse button
Artic Rev Light the horn will sound twice as the reverse gear
Wet Disk Brake range message is sent to the transmission con-
troller.
Disable Bin
Enable Security • When the operator presses the reverse button the
horn will sound twice as the reverse gear
IDL Always on
Service Warning Auto Park Brake
Unsafe Tip Factory Setting -Park brake will apply automatically

Auto Horn if neutral is pressed below 500 rpm output shaft
speed and park brake releases automatically on
Auto Park Brake torque.
Load Angle Comp
If in neutral with no service brake signal for more than
250 ms, the park brake will be applied automatically.
There are 15 options in the Chassis menu.
Load Angle Compensation
this shows that the chosen function is now activated (Factory Setting - above 5 % incline, the OBW
(ON). weight is frozen)
Notes: If the Load Angle Compensation Option is enabled

the Payload weight will only be updated if the pitch
Service Warning angle is less than 5 degrees (incline or decline) or if
the output shaft speed is less than 100 rpm.
Will have a popup every 5 minutes from 50 hours be-
fore the service is due.
The service warning pops up anyway on start up but

does not persist as it would with this option enabled.
(Refer to para 1-3 for further information)
Doc. No. 872329 : Rev B 225

4-14-3 Engine 5-Machine ID
Engine 1/5 In the Main Menu, scroll to Machine ID menu and

press SELECT button.
Eng Cool Fan
Fuel Economy Machine ID 1/9
Turbo Down 1-ECU
Idle Shut 2-TCU
Laden Speed 3-MDU
4-CCU
There are 5 options in the Engine menu. 5-OEU
6-SSM
this shows that the chosen function is now activated 7-MMU
and can now be re-set. 8-OBW
Notes: 9-TPM
Turbo Down (Default 10 minutes)
There are 9 sub-menus in the Machine ID menu.
Idle Shut (Default 10 minutes)
Each of the sub-menus identifies a control unit.
4-15-1 Machine Config
5.1 ECU
ECU 1/1
HW Ver: ___._
SW Ver: ___._
ECU Hours 10.5
4-15-1-1 A Greaser Config

The Engine Control Unit menu identifies which Hard-
ware and Software Versions are installed in the unit.
It also displays the hours.
5.2 TCU
TCU 1/1
SW Ver: ___
Cal Ver: ___
VIN: AEBXXXXXXXXX
The Transmission Control Unit menu identifies which

Hardware and Software Versions are installed in the
unit.
226 Doc. No. 872329 : Rev B

It also displays Vehicle Identification Number. 5.6 SSM
5.3 MDU
SSM 1/1
MDU 1/1 HW Ver: ___._
HW Ver: 2.0 SW Ver: ___._
SW Ver: 2.02
VIN: AEBXXXXXXXXX The Sealed Switch Module menu identifies which
unit.
The Monitor Display Unit menu identifies which 5.7 MMU

unit.
MMU 1/1
It also displays Vehicle Identification Number.
HW Ver: 1.4
5.4 CCU SW Ver: 3.00
Modem: 300134010118930
CCU 1/1
Type: Iridium
HW Ver: 2.0
SW Ver: 2.02 The Memory Module menu identifies which Hard-
VIN: AEBXXXXXXXXX ware and Software Versions are installed in the unit.
It also displays Modem Number and Type.
The Chassis Control Unit menu identifies which The Iridium system is a satellite-based, wireless
Hardware and Software Versions are installed in the communications network including phones and data
unit modems. The system is used by BELL's Fleetmatic
system.
It also displays Vehicle Identification Number.
5.8 OBW
5.5 OEU
OBW 1/1
OEU 1/1
HW Ver: 2.0
HW Ver: 2.0 SW Ver: 3.00
SW Ver: 2.02
The On-board Weighing menu identifies which Hard-
The Output Expansion Unit menu identifies which ware and Software Versions are installed in the unit.
unit. 5.9 TPM
TPM 1/1
HW Ver: ___._
SW Ver: ____.___
The Tyre Pressure Module menu identifies which

unit.
Doc. No. 872329 : Rev B 227

6-Service Mode Press and hold SELECT for three beeps.
If the code is incorrect the five zeros will display (try

Service Mode again).
MENU to Exit If the code is correct a pop-up will show briefly on the
screen confirming that you are now in FACTORY
BACK to Decrease MODE. All ten digits on the screen will go to zero.
NEXT to Increase
SELECT to Store screen and access the Factory Mode screens.
3015 0000 8. Security Code
Any Memory Module logs or Fleetmatic messages

For service personnel to enter Service Mode they will include the detail of which Access code was used
must enter the 4-digit service code at the bottom, to log into the machine.
right of the screen (highlighted).
Press and hold SELECT for three beeps. Security Code 1/2
If the code is incorrect the four zeros will display (try 1. Driver Mask
again).
2. Access Code 1
If the code is correct a pop-up will show briefly on the
screen confirming that you are now in SERVICE
MODE. All eight digits on the screen will go to zero. There are two sub-menus in the Security Code
menu.
screen and access the Service Mode screens. Option 1 must be selected first to create a Driver
Mask using information provided by the owner / site
7. Factory Mode manager. This mask will be used to create 250 8-digit
codes that should be linked to operator names by the
owner / site manager, the relevant 8-digit code
Factory Mode contains extra menus to Service Mode
should be given to the relevant truck operator.
and these are settings which are set and tested at the
factory.
Driver Mask
It is advisable NOT to change these settings because
the could affect the performance of the machine and BACK to Move
its components. NEXT to Increase
Service Personnel should check with the system's SELECT to Store
specialist before changing these settings.
00000000
Factory Mode
MENU to Exit This Driver Mask should be entered into the ‘Driver
Mask’ parameter (default is ‘00000000’).
BACK to Move
NEXT to Increase
SELECT to Store
88344 00000
For service personnel to enter Factory Mode they

must enter the 5-digit factory code at the bottom, right
of the screen (highlighted).
228 Doc. No. 872329 : Rev B

This 8-digit code will be entered on the following ba-

Access Code 1
sis:
MENU to Exit • Specific individuals will have fixed 8-digit codes

BACK to Move allowing them access to any vehicle. They will be
able to ignore the 5-digit key code. However, all
NEXT to Increase activities on the truck will then be logged against
their name and, if Fleetm@tic is installed, a spe-
SELECT to Store cial event will be transmitted flagging the activity.
0000 • If the individual does not have a “skeleton” 8-digit
code, then the 5-digit key code will have to be re-
layed to the correct Bell representative who will
If this Driver Mask is entered into the Machine then provide the correct 8-digit code to unlock the
any one of the 250 8-digit codes allocated to that machine. This code will only be applicable for 1
mask as mentioned above will unlock the machine to ignition cycle.
be able to start the engine.
9. Gear Selector
Features of this 8-digit code include:
• This 8-digit code includes a user selectable ex- Gear Selector

piry date per code. If the code has expired, the
machine will not start. Drive
• A new number with a new expiry date can be
generated at any time (to cater for new employ- Neutral
ees) without having to go to the machine and Reverse
change the ‘Driver Mask’.
• It is not possible to remove a code before its ex-
piry date (in the event of an employee being dis- Selection of Drive / Neutral / Reverse is available
missed) from within the MDU3 menus in the event of the gear
• Should security be compromised on one or more selection section of the SSM becomes inoperable.
codes, then the ‘Driver Mask’ will have to be
changed on all relevant machines. By selecting a gear range (D/N®) a request will be
sent to the CCU to request the relevant gear engage-
Any Memory Module logs or Fleetmatic messages ment.
will include the detail of which access code was used
to log into the truck.
Specifications and Tests
Forgotten Access Code
If a code is forgotten then driver access to the Pneumatic Pressure Switches

machine can be obtained by doing the following:
Park Brake Pressure Switch (B18) Pressure
1. Press and hold the menu button for 3 seconds, Contacts are closed at and above 550 kPa
(5.5 bar) (79.8 psi)
2. When the MDU3 beeps release the button,
Inter-Axle Lock Pressure Switch (B25) Pressure
3. Press and hold the menu button for another 3 sec- Contacts are closed at and above 550 kPa
onds, (5.5 bar) (79.8 psi)
4. A new screen will be displayed requesting an Differential Lock Pressure Switch (B26) Pressure
8-digit code. A 5-digit key code will also be displayed Contacts are closed at and above 550 kPa
on the same screen. (5.5 bar) (79.8 psi)
Doc. No. 872329 : Rev B 229

System Air Pressure Sensor Pneumatic Pressure Switches Test
Air Pressure at 0 kPa (0 bar) (0 psi) Disconnect wire harness connector from pressure
Resistance= 10 Ohms switch to be tested.
Air Pressure at 200 kPa (2 bar) (29 psi)

Resistance = 51 Ohms


Resistance =122 Ohms

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).
NOTE: Before performing this part of the continuity

check, make sure the related pneumatic solenoid
and the pneumatic system is functioning properly.
Apply 550 kPa (5.5 bar) (79.8 psi) air pressure to the
external port of the pneumatic manifold, then perform
the following:
CAUTION
Chock wheels to prevent machine from moving.
Park brake may disengage when performing
this test.
• For park brake pressure switch (B18), turn key

The following tests require a regulated air source ap- switch to ON position, then move park brake le-
plied to port (2). ver to the DISENGAGE position.
• For inter-axle lock pressure switch (B25), turn
To do this, remove the existing coupler assembly (1). key switch to ON position, then push inter-axle
lock switch to the ENGAGE position.
Install an appropriate coupler using a ¼ NPT adapter
and attach a regulated air supply to the newly in- For differential lock pressure switch (B26), turn key
stalled coupler. switch to ON position, then push differential lock
pressure switch to the ENGAGE position. The differ-
Note: The quick coupler shown is an optional extra. ential lock circuit will energise for 30 seconds then
will automatically de-activate.
With air pressure applied to pressure switch, continu-

ity must NOT exist across terminals (1 and 2), but
continuity must exist across terminals (1 and 3).
230 Doc. No. 872329 : Rev B

System Air Pressure Sensor (B15) Test Secondary Steering Pressure Switch (B24)
Pressure
Contacts are closed at and above

500 kPa (5 bar) (72.5 psi)
Stop Light Pressure Switch (B27) Pressure

600 kPa (6 bar) (87 psi)
Hydraulic Pressure Switches Test
Remove pressure switch.
NOTES:
Apply specified air pressure to sensor (at external The normally closed contacts are used on
port of manifold) while checking resistance across service brake low pressure (B23) and secondary
sensor terminals. Replace sensor if not to steering pressure (B24).
specification. The stop light pressure switch (B27) is a nor-
mally open switch.
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
Apply 24 volts across solenoid terminals (1 and 2). Stop Light Pressure Switch (B23)
40D1003CFM
Replace solenoid if solenoid does not click when volt-

age is applied. For service brake low pressure switch (B23) and sec-
ondary steering pressure switch (B24), replace
switch if no continuity is indicated.
Hydraulic Pressure Switches
For stop light pressure switch (B27), replace switch if
Service Brake Low Pressure Switch (B23) Pres- continuity is indicated.
sure
Apply specified pressure to switch while checking for
B35 with no wet disk brakes continuity across the switch terminals.
23 00 kPa (123 bar) (1784 psi) For service brake low pressure switch (B23) and sec-
B35-B40 with wet disk brakes ondary steering pressure switch (B24), replace
Contacts are closed at and above switch if continuity is indicated.
120 00 kPa (120 bar) (1740 psi)
For stop light pressure switch (B27), replace switch if
no continuity is indicated.
Doc. No. 872329 : Rev B 231

Hydraulic Temperature Sensors Bin Position Sensor Test
Temperature at 40°C (104°F) Check Resistance Across Terminals A and C Resis-

Resistance = 287.4 Ohms tance = 5000 ± 1000 Ohms
Temperature at 50°C (122°F) Check Terminals A and B (Sensor Lever Rotated

Resistance = 193.6 Ohms Fully Clockwise)
Resistance = 350 ± 70 Ohms
Temperature at 60°C (140°F)
Resistance = 134 Ohms Check Terminals B and C Ohms (Sensor Lever Ro-
tated Fully Clockwise)
Temperature at 70°C (158°F) Resistance = 5350 ± 1070
Resistance = 92.5 Ohms
Check Terminals A and B (Sensor Lever Rotated
Temperature at 80°C (176°F) Fully Counter clockwise)
Resistance = 69.1 Ohms Resistance = 5350 ± 1070 Ohms
Temperature at 90°C (194°F) Check Terminals B and C (Sensor Lever Rotated
Resistance = 51.3 Ohms Fully Counter clockwise)
Resistance = 350 ± 70 Ohms


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.
Remove cap screws and nuts (3).
232 Doc. No. 872329 : Rev B

Remove sensor by separating support and lever (2) NOTE: The body position sensor needs to be cali-
from body position sensor (3). brated whenever the sensor, CCU, or MDU is
replaced. The sensor may also need re-calibrating if
Measure resistance across terminals A and C of the ignition is turned ON position while sensor is dis-
body position sensor. Replace sensor if not to speci- connected.
fication.
Calibrate sensor to the full body down and full body
Insert shaft of support and lever (2) into body position up positions.
sensor (3) and rotate lever fully clockwise (as viewed
from lever side of sensor). Measure resistance To calibrate sensor:
across sensor terminals A and B, then across termi-
nals B and C. • Start engine. Make sure bin is at the full down
position.
Replace sensor if resistance is not to specification.
• Access bin sensor calibration (set zero) on the
With test leads of ohmmeter attached to terminals A MDU.
and B or B and C, slowly rotate sensor lever fully • Push and hold the SELECT button on the MDU
counter clockwise (as viewed from lever side of sen- for a least 3 seconds to set the 0% position.
sor). • Raise bin to the fully raised position.
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)
Replace sensor if resistance is not to specification Resistance = 200 Ohms.
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.
Connect linkage (2) and wire connector (1). Transmission Speed Sensors Test
Disconnect speed sensor connector.
Measure resistance across sensor terminals (1).
Replace sensor if not within specification.
Transmission Solenoids Test
Disconnect transmission control module connector.
Doc. No. 872329 : Rev B 233

Measure resistance of each solenoid across appro- OBW Module, Part Number: 214402
priate terminals.
On Board Weighing (OBW) Troubleshooting Guide
The following tools are required.
17 mm Spanner
10 mm Spanner
Side Cutters
Multimeters
Flat Screwdriver
Diagnostic Resistor- 214871 Verify the part number of the OBW module on its De-
cal.
Parts For MK6.3 trucks the part number must be 214402.
It is important that the correct parts and software lev- For MK6.3 SCR trucks the part number must be
els are used. If this is not of the correct compatibility BN006963, as it includes an ambient temperature
and upgraded version levels, all troubleshooting will sensor.
be in vain.
234 Doc. No. 872329 : Rev B

Electrical Schematic
Doc. No. 872329 : Rev B 235

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
236 Doc. No. 872329 : Rev B

Reference of a Typical Strain Gauge mounting onto a Walking Beam
Refer SIB 2009/1039 for installation procedure of a Strain Gauge
Doc. No. 872329 : Rev B 237

NOTES
238 Doc. No. 872329 : Rev B

CHAPTER 4. TRANSMISSION
General Description
Allison 3000PR ORS
• Automatic Truck Transmission
• 3 Series/Group designation
• 000 Close Ratio, 6 Speed
• P Power Take Off (PTO)
• R Retarder
• ORS Off Road Series
3000PR ORS and 3000P ORS Transmission
1. Output Shaft 7. Engine Speed Sensor
2. Cooler Ports (Hidden on 3000P ORS) 8. Breather (Allison)
3. Retarder Solenoid 9. Retarder Temperature Sensor
4. Transmission Harness Connector 10. Output Speed Sensor
5. Identification Plate 11. Retarder
6. Filler Tube Turbine Speed Sensor (Internal)
Doc. No. 872329 : Rev B 239

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.
240 Doc. No. 872329 : Rev B

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. 872329 : Rev B 241

• 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 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 SSM and apply foot brake pedal and
Knows that the vehicle is in a stall condition 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.
242 Doc. No. 872329 : Rev B

6. Remove foot from accelerator pedal. • The transmission cooling system may not be
operating properly.
7. Select neutral. Accelerate to 1500RPM for 2
• The engine cooling system may not be
minutes to cool the transmission. operating properly.
8. Let engine idle for at least 1 minute before
switching off. Trouble Shooting A Freewheeling
Stator
NOTE: Never stall for longer than 20 seconds. If
you have a Allison Doc available the optimum A freewheeling stator can cause extremely low
range to stall in is fourth range. stall speeds.
Always refer to latest service bulletin for stall
speed specifications. • To verify a freewheeling stator prior to tear
down, road test the vehicle.
Stall Speeds • If the vehicle has no power at low speed, but
performs normally at high speeds, the stator
Converter may be freewheeling.
Model Transmission Stall speed
Ratio • Elevated oil temperatures or no full-throttle
Allison 3000P up-shifts can also indicate a freewheeling
B18/20D 2.44 1965 rpm stator.
ORS
Table 1 Troubleshooting A Stuck Stator
A stuck stator can cause high converter out

Analysing Stall Test Results
temperatures after cool down, despite normal stall
test readings.
If stall test readings are 150 RPM higher or lower
than specifications. • A stuck stator can also prevent the vehicle
from reaching its top speed and/or
• The stall test readings are acceptable. transmission overheating at highway speeds.
• Stall test readings may vary slightly above or • To verify a stuck stator prior to tear down, stall
below specifications, depending on ambient test as follows:
temperature, altitude, tachometer variations
and other conditions. • Stall until converter out temperature reaches
120 - 130°C (250 - 270 ° F.)
If stall test readings are 200 RPM or more below • Place the transmission in neutral, then
specifications. accelerate the engine to between 1200 and
1500 - RPM for 2 to 3 minutes.
• The engine may be down on power. • If the converter out temperature doesn’t drop,
• The engine may not be attaining full fuel. the stator may be stuck or the engine/
transmission cooling system may be
If stall test readings are extremely low (about 30% malfunctioning.
lower than specifications)
• The engine may be severely down on power.

• The engine may not be attaining full fuel.
• The converter stator may be freewheeling.
If stall test readings are 200 RPM or more above
specifications.
• The transmission may have slipping clutches.

• Transmission oil level might be too low or high.
• Converter out pressure may be too low due to
internal transmission problem.
• The converter stator may be stuck.
If stall test readings are normal, but there are high
converter out temperatures after cool down.
Doc. No. 872329 : Rev B 243

If tests confirms that the converter stator is sus- P2 Planetary configuration:

pect, remove the transmission, disassemble the
torque converter and inspect the stator, springs, The P2 carrier is connected directly to the P3 ring
rollers and race. gear.
The P2 sun gear is part of the main shaft module.

Planetary Gears Sets
The P2 ring gear is connected directly to the P1
carrier.
P1 Planetary configuration:
Clutch pack
Ring Gear
The P1 carrier is connected directly to the P3 ring
gear.
The P1 sun gear is connected directly to the rotat-

ing clutch module (it always rotates at turbine
Planetary Carrier speed).
The P1 ring gear is not connected to any planetary

Sun Gear Planetary Gears x 4 components.
TR000013
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 transmission’s rotating clutches are

The Gen 4's planetary gear sets are labelled P1, located in the rotating clutch module.
P2 and P3.
If both components splined to the clutch plates are
capable of rotating the clutch is a “rotating
P3 Planetary configuration:
clutch.”
• The P3 carrier is connected directly to the out-
put shaft.
• The P3 sun gear is part of the main shaft mod-
ule.
• The P3 ring gear is connected directly to the
P2 carrier.
244 Doc. No. 872329 : Rev B

Stationary clutches hold components in place, Transmission Clutch Configuration

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
component, the other is splined to an outer
component (The housing).
• Even though the plates are intertwined, they • Each ring gear has a corresponding stationary
rotate independently, when not applied. clutch.
• The clutch assembly has a piston and spring • Clutches labelled C5 (holds the P3 ring gear),
assembly. C4 (holds the P2 ring gear) and C3 (holds the
• When the clutch is applied, the piston forces P1 ring gear).
The intertwined plates together as one unit. • Two rotating clutches are located inside the ro-
• When the clutch is released, the spring as- tating clutch module.
sembly returns the piston.
• If one of the components splined to the clutch
plates is stationary, the clutch is a “stationary
clutch”.
Doc. No. 872329 : Rev B 245

Transmission Cross Sectional Diagram
246 Doc. No. 872329 : Rev B

B18D-B30D
Power Flow
Doc. No. 872329 : Rev B

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
247
SERVICE MANUAL MK 7
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.
248 Doc. No. 872329 : Rev B

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).
SOLENOIDS RANGES
Type Gen 4 R N 1 2 3 4 5 6
N/O PCS1 ON ON OFF–C1 OFF-C1 OFF-C1 OFF-C1 ON ON

N/O PCS2 OFF-C3 ON ON ON ON OFF-C2 OFF-C2 OFF-C2
N/C PCS3 ON-C5 ON-C5 ON-C5 OFF ON-C3 OFF ON-C3 OFF
N/C PCS4 OFF OFF OFF ON-C4 OFF OFF OFF ON-C4
N/C TCC OFF OFF OFF ON-LU ON-LU ON-LU ON-LU ON-LU
N/C SS1 OFF OFF ON ON ON ON-LU ON OFF
C1 Latch UP UP UP ON ON ON ON ON
C2 Latch UP UP DN ON ON ON ON UP
Diagnostic ON OFF OFF ON ON ON ON OFF

Electrical Fail to N3 N3 3 4 4 4 4 5
Range
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. 872329 : Rev B 249

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.
250 Doc. No. 872329 : Rev B

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. 872329 : Rev B 251

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.
252 Doc. No. 872329 : Rev B

SOL ENOIDS RANGES

Ty pe WTEC Gen 4 R N 1 2 3 4 5 6
N/O A PCS1 ON ON OFF-C1 OFF-C1 OFF-C1 OFF-C1 O N ON
N/O B &C PCS2 OFF-C3 ON ON ON ON OFF-C2 OFF-C2 OFF-C2
N/C C& E PCS3 ON-C5 ON-C5 ON-C5 OFF ON-C3 OFF ON-C3 OFF
N/C D PCS4 OFF OFF OFF ON-C4 OFF OFF OFF ON-C4
N/C F TCC OFF OFF OFF ON-LU ON-LU ON-LU ON-LU ON-LU
N/C G SS1 OFF OFF ON * ON ON ON ON OFF
C1 Latch UP UP DN DN DN DN DN UP
C2 Latch UP UP UP DN DN DN DN DN
N/C Diagnostic OPEN CLOSED CLOSED OPEN OPEN OPEN OPEN CLOSED
N/C Mod Main On by Cal On by Cal On by Cal On by Cal
Electrical Fail to Range N3 N3 3 4 4 4 4 5
* OFF After Shift
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. 872329 : Rev B 253

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.
SHIFT SELECTOR
RANGE AND DISPLAY

MODE SWITCH
SPEED SENSORS OIL LEVEL SENSORS
ADM THROTTLE POSITION SENSORS SOLENOIDS

TCM
SSM RETARDER MODULATION DIAGNOSTIC PRESSURE SWITCH (SP1)
VEHICLE/ENGINE
TEMPERATURE SENSOR
COMMUNICATION LINKS (CAN)
(SUMP/RETARDER)
INPUTS OUTPUTS
TD0005517
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
254 Doc. No. 872329 : Rev B

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. 872329 : Rev B 255

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
256 Doc. No. 872329 : Rev B

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. 872329 : Rev B 257

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.
258 Doc. No. 872329 : Rev B

Allison Gen 4 Internal Wiring Harness
Doc. No. 872329 : Rev B 259

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
260 Doc. No. 872329 : Rev B

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. 872329 : Rev B 261

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.
262 Doc. No. 872329 : Rev B

Hydraulic Circuits
Neutral
Doc. No. 872329 : Rev B 263

First
264 Doc. No. 872329 : Rev B

Neutral to Drive Transition
TD0005524
• 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
TD0005525
• 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. 872329 : Rev B 265

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)
TD0005526
First to Second (Step 2)
TD0005527
266 Doc. No. 872329 : Rev B

2nd Range Operation
TD0005528
• 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
TD0005529
• 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. 872329 : Rev B 267

2nd Range to 3rd Range Transition
TD0005530

• 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
TD0005531
268 Doc. No. 872329 : Rev B

3rd Range to 4th Range Transition
TD0005532

4th Range Operation
TD0005533
• 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. 872329 : Rev B 269

4th Range to 5th Range Transition
TD0005534
• 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
TD0005535
270 Doc. No. 872329 : Rev B

5th Range to 6th Range Transition

- Main pressure flows through the solenoid regulator valve and to the C4 clutch.
Fifth to Sixth (Step 1)
TD0005536
Fifth to Sixth (Step 2)
TD0005537
Doc. No. 872329 : Rev B 271

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
TD0005538
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
TD0005539
272 Doc. No. 872329 : Rev B

Reverse
Doc. No. 872329 : Rev B 273

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
TD0005540
274 Doc. No. 872329 : Rev B

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
TD0005541
TD0005542
2nd, 3rd, 4th and 5th 6th
TD0005543
TD0005544
Doc. No. 872329 : Rev B 275

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
6th Fails to Fifth
TD0005545
TD0005548
2nd, 3rd, 4th & 5th Fail to Fourth
TD0005547
276 Doc. No. 872329 : Rev B

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.
TR000052
• The lube circuit’s pressure is controlled by the

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. 872329 : Rev B 277

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.
278 Doc. No. 872329 : Rev B

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. 872329 : Rev B 279

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
280 Doc. No. 872329 : Rev B

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. 872329 : Rev B 281

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.
282 Doc. No. 872329 : Rev B

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. 872329 : Rev B 283

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.
284 Doc. No. 872329 : Rev B

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. 872329 : Rev B 285

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.
286 Doc. No. 872329 : Rev B

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. 872329 : Rev B 287

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.
288 Doc. No. 872329 : Rev B

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

P0716 Yes
mance
Doc. No. 872329 : Rev B 289

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
290 Doc. No. 872329 : Rev B

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. 872329 : Rev B 291

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
292 Doc. No. 872329 : Rev B

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. 872329 : Rev B 293

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.
294 Doc. No. 872329 : Rev B

CHAPTER 5. TRANSMISSION ZF 6 HP 592 C PLUS
General Descriptions
ZF 6 HP 592 C PLUS
• ECOMAT 2 PLUS · · · · · · · · · · · · · · · · · · · SECOND FAMILY OF THE ECOMAT RANGE

• 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NUMBER OF FORWARD RANGES
• HP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH POWER
• 592 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 SERIES (MODEL 592)
• C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAN BUS COMPATIBLE
ZF 6 HP 592 C Transmission
4
1
6 7 TR000278
1. Output Flange. 5. Clutch Test Points.

2. Oil Filler. 6. Sump Internal Control Valve.
3. Identification Plate. 7. Cooler Ports.
4. Temperature Sensor.
Doc. No. 872329 : Rev B 295

Transmission Identification Operational Overview
The torque converter provides a hydro-mechanical

coupling that supplies rotational input from the
engine to the transmission’s gearing.
Torque Converter Operation
The HD torque converter has four main

components:
• Pump.
• Stator.
• Turbine.
• Lock-up clutch.
The Transmission identification plate is located on
the left-rear side of the Transmission. The identifi- The converter’s pump is bolted to the converter
cation plate shows the Transmission Type / Model, cover.
Parts List No., Serial number, Customer Spec No,
Total Ratio Of All Gears, P.T.O Ratio, Oil Capacity The pump rotates at engine speed
and Oil Grade.
• As the pump rotates, fluid enters from around
Quote These numbers when ordering parts and re- the pump hub.
member to quote TCU number when ordering new • Centrifugal force causes fluid to be thrown
Electronic Control Units. around the outside of the pump and over to
the converter turbine.
• Once the force reaches a certain point, the
fluid begins to spin the turbine.
The converter’s turbine is splined to the Transmis-

sion 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
Torque Converter the stator.
1. Pump. The stator redirects fluid back to the converter

pump.
2. Stator.
3. Turbine. • When fluid from the turbine hits the front of the
stator blades, the stator locks against its
4. Lock-up Clutch. one-way clutch.
• Fluid leaving the locked stator is directed back
to the pump at an accelerated rate, increasing
torque.
296 Doc. No. 872329 : Rev B

• As the turbine gains speed, it directs oil to the Vortex Flow

back side of the stator blades, causing the
stator to “freewheel”.
• Fluid flowing through the freewheeling stator is
no longer accelerated and does not increase
torque.
• As turbine speed increases, flow through the
stator becomes smoother and eventually
stops.
• Vortex flow occurs when the stator is in the

locked position.
• The turbine is still stalled or moving slowly.
• Fluid exiting the turbine strikes the front face of
the stator blades.
• This locks the stator
• The locked stator directs fluid back to the
pump at an accelerated rate.
• This helps the pump increase torque by add-
Stator One-way Clutch Operation ing an extra “push.”
The stator’s one-way clutch provides locking and

freewheeling action.
• A series of rollers and springs are located in-

side the stator.
• When fluid strikes the front of the stator
blades, the stator tries to rotate in a counter
clockwise direction.
• This wedges the rollers into the small side of
the tapered cavity, the stator is locked and
can’t rotate that direction.
• When fluid strikes the back side of the stator
blades, the stator begins to rotate in a clock-
wise direction. Rotary Flow
• The wedged rollers are released, and the
one-way clutch’s design allows the stator to ro- Rotary flow occurs when the stator is in the free-
tate in a clockwise direction. wheeling position.
• As the turbine begins to rotate and its speed

increases, the fluid exiting the turbine strikes
the back of the stator blades.
• This frees the one-way clutch and allows the
stator to rotate.
• The fluid flow through the stator becomes
much smoother and slowly ceases.
• This eliminates the torque increase.
Doc. No. 872329 : Rev B 297

Lock-up Clutch Operation
During stall test, compare actual engine speed at

full throttle stall with established engine
manufacturer’s specifications.
Stall Protection
The D Series machines have been fitted with stall

protection software to protect the Transmission
Torque convertor / oil Pump from Damage.
The Software installed allows the operator to stall

only when certain conditions have been met.
Firstly the vehicle must be in the stationary position
for more than 6 seconds. The Engine torque must
be more than 50 % for 6 Seconds.
The torque converter’s fluid coupling will never
allow turbine speed to equal engine speed. The Park brake or service brake must be applied
(Or Both) for more than 6 seconds If these param-
• Once rotary flow has been achieved and eters are active for more than 6 seconds the CCU
certain speed and range requirements are Knows that the vehicle is in a stall condition and
met, the torque converter attains “lock-up.” will allow the stall to continue up till a total of 15
• This physical connection between the seconds have past .
converter turbine and pump allows the turbine
to rotate at engine speed. After 15seconds the CCU will command the ADM
• Lock-up clutch components include: to 0% Torque or Low Idle for 50 Seconds. If Neu-
• The backing plate always rotates at engine tral is selected while in the 50 Second cool off
speed. period is active the CCU will command a speed re-
striction of 1250 rpm for the remainder of the 50
• A torsional damper and lock-up clutch plate
Seconds.
assembly - located next to the backing plate.
It’s splined directly to the turbine.
Stall Test Procedure
• The lock-up clutch piston - located inside the
converter front cover. To bring oil temperature up to stall testing
• It’s splined to the converter front cover and temperature:
always rotates at engine speed.
• Hydraulic fluid forced between the front cover • Before starting check that the oil on the dip-
and lock-up clutch piston causes the piston to stick is within the safe operating band.
move. This “sandwiches” the clutch plate • Place chocks in front and behind wheels.
between the piston and backing plate, forcing • Ensure that no person is working on or under
the clutch plate to rotate at engine speed. the machine.
• Since the clutch plate is splined to the turbine, • Start the engine and let it idle.
the transmission’s input equals engine RPM. MDU can be used by selecting “Actual Val-
ues “ and pressing “Select” and then “Next”,
Stall Testing taking you to “Transmission values” . Press
“select” and this will bring you to “Transmis-
Stall testing is performed to determine whether a sion Temp”. The Transmission sump temper-
power complaint is due to an engine problem or ature must be monitored at all times during
Transmission malfunction. stall test.
• Remove foot from accelerator pedal and select
Stall speed is the maximum engine RPM neutral.
attainable when the engine is at full throttle and
when the torque converter turbine is not moving, or
“stalled.”
298 Doc. No. 872329 : Rev B

• Push accelerator until engine is running at Analysing Stall Test Results

1500RPM and hold for approximately 30
seconds. (This will allow the oil to circulate, If stall test readings are 150 RPM higher or lower
preventing a large temperature difference than specifications…
within the pump, thus preventing any damage
to the pump). • The stall test readings are acceptable.
• Remove foot from accelerator pedal. • Stall test readings may vary slightly above or
• Repeat steps 9 to 13 until the sump below specifications, depending on ambient
temperature stabilizes around 70 ºC - 80 ºC temperature, altitude, tachometer variations
(160 ºF- 175 ºF). and other conditions.
Checking of stall RPM: If stall test readings are 200 RPM or more below
specifications…
• Bring sump temperature as described above.
• Select first gear and apply foot brake pedal • The engine may be down on power.
and keep it down. • The engine may not be attaining full fuel.
• Push accelerator pedal all the way down. If stall test readings are extremely low (about 30%
• After 10 - 15 seconds the RPM will lower than specifications...)
stabilize.(Do not exceed 20 seconds).
• This stabilised RPM will be the stall RPM. • The engine may be severely down on power.
(Refer to table:1 in the next column.) • The engine may not be attaining full fuel.
• Remove foot from accelerator pedal. • The converter stator may be freewheeling.
• Select neutral. Accelerate to 1500RPM for 2
minutes to cool the Transmission. If stall test readings are 200 RPM or more above
• Let engine idle for at least 1 minute before specifications…
switching off.
• The Transmission may have slipping clutches.
NOTE:
• Transmission oil level might be too low or high.
1. Never stall for longer than 20 seconds. • Converter out pressure may be too low due to
2. If you have a prolink available the optimum internal Transmission problem.
range to stall in is fourth range.
If stall test readings are normal, but there are high
3. Always refer to latest service bulletin for
converter out temperatures after cool down…
stall speed specifications.
• The converter stator may be stuck.
Stall Speeds • The Transmission cooling system may not be
operating properly.
Converter Stall • The engine cooling system may not be
Model Transmission operating properly.
Ratio speed
B18/B20D ZF Ecomat 2.4 1750 rpm

Trouble Shooting A Freewheeling
B25D ZF Ecomat 2.4 1940 rpm Stator
B30D ZF Ecomat 2.27 1710 rpm
A freewheeling stator can cause extremely low
stall speeds.
Stall Speeds (Blu@dvantage)
• To verify a freewheeling stator prior to tear
down, road test the vehicle.
Converter Stall • If the vehicle has no power at low speed, but
Model Transmission
Ratio speed
performs normally at high speeds, the stator
B25D ZF Ecomat 2.4 1924 rpm may be freewheeling.
B30D ZF Ecomat 2.27 1710 rpm
Doc. No. 872329 : Rev B 299

• Elevated oil temperatures or no full-throttle Planetary Gears and Power

up-shifts can also indicate a freewheeling
stator. Flows
Troubleshooting A Stuck Stator Planetary Gear Sets
A stuck stator can cause high converter out

temperatures after cool down, despite normal stall
test readings.
• A stuck stator can also prevent the vehicle

from reaching its top speed and/or Transmis-
sion overheating at highway speeds.
• To verify a stuck stator prior to tear down, stall
test as follows:
• Stall until converter out temperature reaches
120 - 130°C (250 - 270 ° F.)
• Place the Transmission in neutral, then
accelerate the engine to between 1200 and
1500 - RPM for 2 to 3 minutes.
• If the converter out temperature doesn’t drop,
the stator may be stuck or the engine/ Trans-
mission cooling system may be
malfunctioning. The HD Transmission uses three sets of planetary
gears.
If tests confirms that the converter stator is
suspect, remove the Transmission, disassemble • Understanding basic planetary gear operation
the torque converter and inspect the stator, is critical to understanding the HD’s operating
springs, rollers and race. principles.
• Planetary gear sets consist of a sun gear,
planetary pinion gears (held by a carrier) and a
Stall Torque Ratio
ring gear.
Stall torque ratio reflects the amount of turbine
shaft torque the converter develops compared to Gear relationships:
the amount of torque the engine develops.
When two gears with external teeth mesh, their
Example: If the converter configuration provides a rotation is opposite each other.
2:1 stall torque ratio, the torque converter is
capable of delivering twice the engine’s torque to Example - the sun gear and pinion gears.
the Transmission gearing.
When a gear with external teeth meshes with a
gear with internal teeth, they rotate in the same
direction.
Example - the pinion gears and the ring gear.
These gear relationships provide the basis for

planetary gear operation.
300 Doc. No. 872329 : Rev B

The Basic Laws of Planetary Gear Sets
SUN CARRIER RING SPEED TORQUE DIRECTION
MAXIMUM SAME AS
INPUT OUTPUT HELD INCREASE
REDUCTION INPUT
MINIMUM SAME AS
HELD OUTPUT INPUT INCREASE
REDUCTION INPUT
MAXIMUM SAME AS
OUTPUT INPUT HELD REDUCTION
INCREASE INPUT
MINIMUM SAME AS
HELD INPUT OUTPUT REDUCTION
INCREASE INPUT
OPPOSITE OF
INPUT HELD OUTPUT REDUCTION INCREASE
INPUT
OPPOSITE OF
OUTPUT HELD INPUT INCREASE REDUCTION
INPUT
NOTE: Clutches
When any two members are held together
speed and direction are same as input. The
ratio will be 1:1
When one planetary component is held and

another is rotated, or “input,” the third member
becomes an output mechanism.
Depending on which components are held and

input, the planetary gear set can develop various
output ratios:
• Decrease input speed

• Increase input speed
• Provide direct, 1:1 drive
• Create reverse TR000041
Clutches provide the input and holding power

planetary gear sets required for operation.
Clutches in the HD Transmission can be either

rotating or stationary.
Rotating clutches supply rotational input to other

shafts or components.
The HD transmission’s rotating clutches are

located in the rotating clutch module.
Doc. No. 872329 : Rev B 301

• Stationary clutches hold components in place, • Even though the plates are intertwined, they
allowing other components to be input and rotate independently, when not applied.
output. • The clutch assembly has a piston and spring
• The HD has three stationary clutches that hold assembly.
planetary gear components. • When the clutch is applied, the piston forces
• Clutches consist of two intertwined sets of The intertwined plates together as one unit.
clutch plates and a piston. • When the clutch is released, the spring
• Two kinds of plates are used - fibre, assembly returns the piston.
“friction,” plated and steel, “reaction” plates. • If one of the components splined to the clutch
• Plates are alternated in the clutch assembly so plates is stationary, the clutch is a “stationary
that they sandwich each other. clutch”.
• One set of clutch plates is splined to an inner • If both components splined to the clutch plates
component, the other is splined to an outer are capable of rotating the clutch is a
component (The housing). “rotating clutch.”
Ecomat Transmission Planetary Configuration
The Ecomat Transmission has four sets of planetary gear sets:

Each Stationary Clutch namely D,E,F,G has a corresponding ring gear which is held stationary when the
clutch is applied.
Rotating Clutches A,B,C are connected to the turbine shaft when applied. They apply a rotational input into
the Transmission.
302 Doc. No. 872329 : Rev B

Transmission Clutch Configuration
B C D E F G
A
P1 P2 P3 P4
GDS3233CV
Each ring gear has a corresponding clutch.

• Clutches are labelled D (holds the P1 sun gear), E (holds the P2 ring gear and P1 carrier), F (holds the
P3 ring gear, P2 carrier and P1 ring) and G (holds the P4 ring gear).
• Three rotating clutches are located inside the rotating clutch module.
• A is the smaller inner clutch - when applied, it transmits rotational input to the main shaft.
• B is the larger outer clutch - when applied, it rotates the P1 ring, P2 carrier and P3 ring gear.
• C is a larger outer clutch - when applied, it rotates P1 sun gear.
CLUTCHES A B C D E F G
NEUTRAL
FIRST X X
SECOND X X
THIRD X X
FOURTH X X
FIFTH X X
SIXTH X X
REVERSE X X
Doc. No. 872329 : Rev B 303

Transmission Cross Sectional Diagram
TR000279
6 HP 592 C
304 Doc. No. 872329 : Rev B

ZF ECOMAT 2 POWER FLOW
B18D-B30D
B C D E F G INPUT ROTATING CLUTCH MODULE

Power Flow
(INPUT CLUTCHES A,B,C)

MAIN SHAFT( WITH P2,P3 & P4 SUN
Doc. No. 872329 : Rev B

GEARS CONNECTED TO CLUTCH A)
P3 PLANET CARRIER CONNECTED TO

A P4 PLANET CARRIER TO OUTPUT SHAFT
P4 RING GEAR (STAND ALONE)
P1 P2 P3 P4 P3 RING GEAR CONNECTED TO P2
PLANET CARRIER CONNECTED P1
RING GEAR CONNECTED TO CLUTCH B
P2 RING GEAR CONNECTED TO P1

PLANET CARRIER
P1 RING GEAR CONNECTED TO

CLUTCHES C & D RESPECTIVELY
B C D E F G
Note: Clutches A,B,C
are rotating Clutches
They supply rotational
input.
Clutchs D,E,F,G are A

Stationary Clutches
and Hold components INPUT OUTPUT
Stationary
1ST 2ND 3RD 4TH 5TH 6TH R A

RATIO 5.60 3.43 2.01 1.42 1.00 0.83 4.84 P1 P2 P3 P4
TOTAL RATIO: 5.60-0.83
TR000330
B C D E F G TR000280
305
SERVICE MANUAL MK 7
Hydraulic System • Retarder control valve 11 - HYDRAULIC 2

Pressure D2 is a supply pressure at the re-
tarder control valve. Pressure R3 is set ac-
How the hydraulic system works cording the the electrical signal at proportional
solenoid 18. This limits amount of pressure in
Please refer to the hydraulic system diagrams. R3 adjusting the retarder effect (limits the flow
to the retarder). Pressure R3 passes through
• Eccomat Hydraulic 1 - disengaged. the cooler changeover valve and cooler into
• Eccomat Hydraulic 2 - engaged. the retarder.
• Throttle pressure valve 17
For clarification of how the components are con- Normal operation: - HYDRAULIC 1
nected, this text explains the function of individual Depending on the engine load condition, pres-
components. sure D1 is created at this proportional solenoid
valve and fed to pressure control valve 9.2.
Description of hydraulic system Retarder operation : - HYDRAULIC 2
Depending on the R2 pressure (retarder brak-
• Pump 14 and filter 13 ing torque), pressure D1 is created and fed to
The pump 14 draws oil from the sump through the pressure control valve 9.2.
filter 13. This only works when engine is run- • Valve unit 9 (clutches, braked)
ning. After the solenoid valve 9.1 and shut-off valve
• Main pressure valve 12 9.3 are energized, a shift pressure is created
The main pressure valve 12 sets the neces- from main pressure P in the pressure control
sary system pressure depending on whether valve 9.2.
the lock-up clutch is open or closed. The amount of pressure during the pressure
• Torque converter relief valve 3. control process is controlled by the pressure
The torgue converter relief valve 3, limits pres- control spring and throttle pressure D1.
sure D2 towards the torque converter to a After the pressure control process is complete,
specified valve. main pressure P is available at the clutches
and brakes 10.
• Converter counter-pressure valve 16
Pressurised oil from the torgue converter flows • Torque converter lock-up clutch valve unit 8
to the converter counter-pressure valve 16. This control process is identical to that of valve
This valve sets converter internal pressure A8 unit 9 (clutches, brakes), with one exception:
to a specified valve. A8 pressure is transmit- During the pressure control process, the
ted to the torque converter lock-up valve unit amount of shift pressure is controlled by the
8. pressure control spring and A8 pressure
(torque converter internal pressure).
• Lubrication pressure valve 15 - HYDRAULIC 1
- (retarter not operating) • HYDRAULIC 1 - During disengagement of
Pressure D4 downstream of the converter clutches, brakes and torque converter lock-up
counterpressure valve is transmitted through clutch, solenoid valve 8.1 and 9.1 and shut-off
the cooler change-over valve 5, through the valves 8.3 and 9.3 vent pressure lines to the
cooler back through the cooler change-over various shift elements.
valve 5 to the lubrication pressure valve 15
and reduced there to a specified lubrication
pressure. Pressure D7 is fed to the planetary
gear section, 7 to lubricate parts.
• Lubrication pressure valve 15 - HYDRAULIC 2
- (retarder operating)
Solenoid 18 is used to actuate the retarder
control valve 11. This exhausts the pressure
from on top of the spool in the cooler
change-over valve 5 via control line D8. The
spring force forces the spool up. Pressure D4
downstream of the converter counter pressure
valve 16 is transmitted through the cooler
changeover valve 5 to the lubrication pressure
valve 15 as pressure D7 and fed to the plane-
tary gear section, 7 to lubricate parts.
306 Doc. No. 872329 : Rev B

ZF-ECOMAT 2 HYDRAULIC 1
B18D-B30D
D2
2 RETARDER
Doc. No. 872329 : Rev B

Valve Schematic 1
R2
R1
5
R3
1 12 15
TORQUE MAIN
PRESSURE PVW LUBRICATION
CONVERTER PRESSURE
VALVE
P CONVERTER
A8 COOLER
COUNTER CHANGEOVER
PRESSURE VALVE
WK R3 3 16
TORQUE CONVERTER
SAFETY VALVE
PP R R3
14 PUMP D8
PLANET
GEAR
13 7 TRAIN
FILTER
CLUTCHES/
RETARDER 11 BRAKES
CONTROL
VALVE 10
SOLENOID
SOLENOID VALVE
8.1 VALVE 9.1 PRESSURE
CONTROL PSCH
PRESSURE TRANSMISSION
CONTROL VALVE
COOLER
8.2 VALVE 9.2 THROTTLE 6
PRESSURE
VALVE
17
017 727
8.3 9.3
SHUTOFF SHUTOFF D1
VALVE VALVE D1
A8
TD0006766
307
SERVICE MANUAL MK 7
308
ECOMAT-2 HYDRALIC 2
D2
2 RETARDER
SERVICE MANUAL MK 7
Valve Schematic 2
R2
R1
5
COOLER
CHANDEOVER
R3 VALVE
1 LUBRICATION
TORQUE MAIN 12 15 PRESSURE
CONVERTER PRESSURE
VALVE PVW
P CONVERTER
A8
R3 COUNTER
PRESSURE
WK 3 16
TORQUE
CONVERTER
SAFETY
VALVE
PP R R3
14 PUMP D8
PLANET
GEAR CHANGER
13 7
FILTER
RETARDER CLUTCHES/
CONTROL
11 BRAKES
VALVE 10
SOLENOID VALVE UNIT
SOLENOID VALVE
VALVE CLUTCHES/
WK VALVE BRAKES
8.1 8 UNIT 9.1 9 PSCH
TRANSMISSION
PRESSURE PRESSURE CONTROL
CONTROL VALVE COOLER
8.2 VALVE 9.2 THROTTLE 6
PRESSURE
VALVE
17
017 728
8.3 9.3
SHUTOFF SHUTOFF
VALVE VALVE D1
D1
A8
TD0006767
Doc. No. 872329 : Rev B

B18D-B30D
Hydraulic Pressures
5 = Retarder pressure P R3
6 = Retarder control pressure P RR3
4 = Retarder “ON “ = P D6
4 = Retarder “OFF “ = P D6 = P D7 = Lubrication oil

pressure.
4 1
6 5 3
2
Pressure tests with Transmission installed in vehi-

cle.
Remove plug and fit test fitting to respective pres-

sure point. Pressure point size is : M10 X 1. Fit
gauge.
TR000413
1 = Main pressure P H
After pressure test is completed remove test
2 = Throttle pressure P D1 equipment and fit screw plugs with new copper
seal rings. Tightening torque : 9ft-lbs (12 Nm).
3 = Pressure before converter P D2
4 = Pressure after cooler P D6 / D7
Doc. No. 872329 : Rev B 309

Pressure Chart
All pressures are in bar & temperatures in degrees C.
LOAD GEAR WK R.P.M. TEMP PH P D1 P D2 P D6/D7 P R3
P RR3
Idling N Open 700 20 - 40 7 - 15 4 4 - 5.5 0.8 - 1.8
Idling N to D Open 550 20 - 40 7 - 15 0.2 - 0.1 4 - 5.5 0.8 - 1.8

C
for 2 sec
O
Full N Open 2000 - 20 - 40 18 - 21 4 6 -8.5 1.8 - 2.5 L
Load 2500
D
Full Shifted Closed 2000 - 20 - 40 10 - 12 4 6 -8.5 1.8 - 2.8
Load 2500
Idling N Open 700 80 - 90 7 - 15 4 3 - 4.5 0.1 - 0.8
Idling N to D Open 550 80 - 90 7 - 15 0.2 - 0.1 3 - 4.5 0.1 - 0.8

H
for 2 sec
O
Full N Open 2000 - 80 - 90 16 - 20 4 6 -8.5 1.8 - 2.5 T
Load 2500
Full Shifted Closed 2000 - 80 - 90 10 - 12 4 6 -8.5 1.8 - 2.5

Load 2500
Check the Transmission Fluid Level
WARNING
DO NOT: start the engine until the presence of Transmission fluid has been confirmed.
A cold check must be performed before start-up and the presence of sufficient Transmission fluid has been
confirmed. Ensure that the machine is parked on a level surface and the park/emergency brake is applied.
See TRANSMISSION for more information on checking Transmission oil level.
310 Doc. No. 872329 : Rev B

Retarder
Structure and function of retarder
STATOR
STATOR RING
ROTOR
TR000421
The ZF retarder integrated in your Ecomat Transmission is a single-flow hydrodynamic continuous brake lo-
cated between the torque converter and planetary gear section.
The retarder consists of the following conventional main components: rotor, stator and hydraulic propor-
tional valve and hydraulic control. The rotor and stator are both constructed as impellers.
Doc. No. 872329 : Rev B 311

How the retarder works
The retarder regulator valve is activated by the A

proportional solenoid dependant on the electrical
signal sent by the retarder lever.
This allows oil to flow freely in the retarder circuit.

The rotor is driven by the vehicle through its axle,
propshaft, Transmission and clutch and its rotation
causes the retarder oil to undergo centrifugal ac-
celeration, making the oil circulate in the retarder.
TR000419
Additionally, the ZF retarder has a special feature
in that a vane ring is rotatably fixed in the stator.
This reduces any possible loss when the retarder
Retarder applied:
is not engaged by 25%.
The rotor (turning part of the retarder) is connected A - Stator Ring with the application of the retarder
to the Transmission input shaft, and so when a the ring is totally closed.
gear is engaged, the rotor is also connected to the
driving axle of the vehicle. The stator is firmly fixed Retarder Lever
to the Ecomat housing.
The basic advantage of the ZF retarder is its infi- The retarder can be found on the sealed switch
nitely variable control. The braking force can be module on the dash.
divided into one or several levels.
Brake operation
The friction of the oil flow is converted into heat.
This heat is conveyed to the cooling water by the When the service brake is applied the retarder will
cooler in liquid cooled engines. automatically be brought on at 50%.This is done
via the brake pressure switch to the CCU which in-
tern sends a CAN signal to the TCU which brings
on the retarder at 50%.
A
If the switch is in any of the stages between 0% &
40% the retardation will be brought up to 50%
when the service brake is applied.
If the switch is in any of the stages between 60% &

100% the retardation will be at what ever stage is
selected.
TR000418
Retarder not applied :
A - Stator Ring Oil flow enters the retarder hitting

the vane which allows the oil to redirected back to
the rotor allowing oil to circulate without resis-
tance.
312 Doc. No. 872329 : Rev B

ZF Gear Shift Control The ñ UP and ò DOWN arrows are used to se-
lect a specific range of gears.
The LED above the arrow will indicate that a gear

range has been selected.
When the machine speed is above 275 rpm output

shaft speed in the forward direction, pressing 'R'
will lower the transmission range, pressing 'F' will
raise the transmission range. The current range is
displayed (the left hand character on the gear in-
formation) on the MDU3 screen.
If the system has speed limitation control active

then the range will be automatically adjusted to
match the desired speed according to the following
logic:
For each gear, calculate the engine speed at 1 400

rpm. The maximum allowed speed for the immedi-
ately lower gear will then be this speed.
Example; If the system reads the machine is trav-

elling at 9km/h with an engine speed of 1400 rpm
in 2nd gear then it will set the 1st gear maximum
speed to 9km/h. Then, any speed limitation from
0-9km/h will set the transmission range to 1st only.
The switch is a dual function switch for Transmis-
sion Gear Selection and Range Selection. If the shift selector Neutral button is pressed and
the engine speed is less than 275 rpm, the park
The selector switches are marked as follow:
brake will be applied even if neutral has not been
D (Drive), to select a forward gear range. attained (to achieve immediate park brake on neu-
tral select).
N (Neutral), to select neutral.
Pressing the D and R. switches simultaneously,
R (Reverse), to select reverse gear. will bring up the transmission diagnostic informa-
tion in the gear details section of the main screen
The LED above the selection will illuminate show- on the MDU3.
ing the selection.
To initially engage a gear, first apply service
brakes, engage the gear and then switch "OFF"
the park brake.
Doc. No. 872329 : Rev B 313

Doc. No. 872329 : Rev B 314
15
OEUJ2-G4 GN/BK 0.75 TCU-8 CAB-8

26
AG-3 BN/RD 0.75 TCU-7 CAB-7 WH 1.0

2
FUSE 15-2 RD 1.5 TCU-3 CAB-3 RD 1.0

158 186 29
55 45 64
1
BK 1.5 TCU-1 CAB-1 BK 1.5 BK 1.0

E1
1
8
FUSE 1-2 GN 1.5 TCU-2 CAB-2 GN 1.5 GN 1.0

GN 1.0
23 68
DIAG1-1 GN 1.0
DIAG1-3
DIAG1-7
DIAG1-6
ZF DIAGNOSTIC
6
25
DIAG-F YL/BK 0.75 TCU-4 CAB-4 DIAG2-2 ZF-6

25
DIAG-G YL/BL 0.75 TCU-5 CAB-5 DIAG2-4 ZF-19

188 189
DIAG1-5 ZF-24
48 47 15 60 18
30 29 54
19 24 22
3
9
ZF EOL-2 PK/GY 0.75 TCU-6 CAB-6

84
ZF-22
5
ZF-11
4
ZF-12
11 12 13
ZF-13
9
ZF-9
10 11
10
ZF-10
2
GE2
ZF-2
ZF - TCU
BR2
ZF-17
17 18
ZF-18
1
RT1
ZF-1
57 16 34 49 62
TRANSMISSION VALVE BODY
BL1
15
ZF-15
4
ZF-4
14
ZF-14
TCU CAN
8
9
CCU2J2 BK 0.75 TCUCAN-C ZF-8
27 58 51
9
CCU2J2-A1 YL 0.75 TCUCAN-A YL 1.0
20 21
9
CCU2J2-B1 GN 0.75 TCUCAN-B GN 1.0
25 26
126 127 128

216910 300D (HP)
25
MM15A
214228 B30D (HP)
ZF-20
ZF-21
214227 ALL OTHER

ZF210408
HARNESS
25
MM15A-10
SMALL TRUCKS
3
25
MM15A-9 ZF-31 BK 1.0
46
190 191 192

2 x FERRITE COILS
2
ZF-30
SOLENOID
RETARDER
ZF210237
1
3
ZF-28
2
TEMP
ZF-29
24
TRANS
BK 1.0
ZF210462
23
Transmission Electrical Schematic
Internal Solenoids
Removing solenoids
CAUTION 1
Before unscrewing cable harness from
Transmission, remove any dirt and dust from
the area around the cable harness connector.
TR000391
Drain the oil from the Transmission.
CAUTION
Make sure the converter drain valve (1) is
used to drain the converter.
TR000385
Release cable harness connector by turning locking ring

anti-clockwise. 1
TR000360
Remove the filters and bolts around sump. The two

hex bolts (1) at the middle of the front end of the oil
pan require copper washers. Use steel washers
1 for the rest of the oil pan bolts.
TR000386
When replacing the bolts back the tightening
Unscrew the two M8 hex bolts (1) fit washers from torque is 23 Nm (17ft-lbs).
the KOSTAL socket.
Doc. No. 872329 : Rev B 315

CAUTION
Do not damage the converter drain valve
actuation bolt (1) when removing the oil pan.
TR000390
Loosen, but do not remove, the 39 M8 torx bolts

which hold the shift control module in the Trans-
TR000387
mission housing. They are different lengths 30
M8x43 screws and 9 M8x35. The tightening
torques of the bolts is: 23 Nm (17ft-lbs).
Actuation bolt (1).
WARNING
When the control module is release, oil will
spurt out. Protect yourself and especially
your eyes from the oil. Let the oil continue to
5 drip out and be sure to catch all of it. The shift
control module weighs approx. 18kg (40 lbs.).
Ensure it is well supported so that it cannot
fall and injure you or other persons under the
vehicle.
1 4 3
TR000388
Use a screw driver to snap flat connector for induc-

tive sensor output (1) and flat connector for
retarder resistance (2) off valve body and discon-
nect from connector bush.
NOTE: The sump temperature sensor is

integrated in the connector (3). Only remove if
necessary.
Guide cable for sump temperature sensor (4) out

of protective sleeve (5).
316 Doc. No. 872329 : Rev B

Remove Valve Body
Solenoid Table
SOLENOID RESPECTIVE PIN NO RESISTANCE

CLUTCH
Y11 G 6 approx. 67 +/- 4 ohlms...... @ 20 deg C

Y12 F 19 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y13 E 24 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y14 D 22 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y15 C 11 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y16 B 12 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y17 A 13 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y18 WK 9 approx. 67 +/- 4 ohlms...... @ 20 deg C
Y20 D1 10 approx. 8.6 +/- 0.5 ohlms.... @ 20 deg C
NOTE: The solenoid resistance is dependant on the temperature of the oi. When checking for a
faulty solenoid measure the resistance of a few solenoids to get the correct resistance and then
test the suspected faulty solenoid.
Doc. No. 872329 : Rev B 317

Renewing Sensors 4
Output Sensor
1 2 3
TR000352
Remove o-ring (1), spacers (2) and TORX screw

(3) from inductive sensor (4).
TR000349
Remove cover (1) from inductive sensor.
1 1
2
TR000353
Turn output flange until gearing (1) on planet car-

rier in the centre of the bore for the inductive
sensor becomes visible.
TR000350
Disconnect cables (1) on inductive sensor. They

have flat-pin plugs and are to be pulled out with a 1
straight pull.
CAUTION
Use suitable pliers and pull on the plugs & 2
not on the wires.
Screw out TORX screw (2) and remove inductive

sensor. 4 3
TR000354
Fit measuring tool (1) into the bore of the inductive

sensor and screw-tighten (2).
318 Doc. No. 872329 : Rev B

Tightening torque . . . . . . . . 9.5Nm (7ft-lbs).
Push the slide of the measuring tool (3) down until

it comes up against the tooth of the Planet carrier.
Secure the slide by adjusting the screw (4). C
Remove screw (2) and carefully remove measur-

ing tool (1).
TR000357
b
Measure distance from contact surface of induc-
tive sensor to contact surface of the measuring
tool. Note the dimension as “dimension c”.
Tr000355 2 3
Measure the distance between were the slide pro-

trudes to the contact surface of the of the
measuring tools holder. Note the dimension down
as “dimension b”.
1
a 5
4
TR000358
Inductive dimension distance “dimension a”

must be between 0.5 and 0.7mm.
Adjust with spacers.
Measuring Formula
c -b = d
d + a = thickness “S” of spacer.
Measuring Example
TR000356
Dimension “c” = 52.6 mm
Insert sensor into measuring block and tighten to Dimension “b” = 51.3 mm
9.5 Nm (7ft-lbs)
Dimension “a” = 0.6 mm
Calculation Example
52.6mm - 51.3mm = 1.3 mm

1.3 mm + 0.6mm = 1.9 mm
Doc. No. 872329 : Rev B 319

Determined thickness “S” of spacer = 1.9 mm

1 Gearing of planet carrier 1
2 Output cover of housing
3 Inductive sensor
4 Spacers
5 Fixing bolt of inductive sensor.
TR000349
Renew o-ring on cover and fasten cover using two

M6 hex nuts and washers.
1 2 3
TR000352
Tightening torque . . . . . . . . . 6 Nm (5 ft-lbs).
Insert the TORX screw (3) into the bore on the in- Turbine Sensor
ductive sensor (4). Slide spacers as determined
(2) onto the TORX screw and secure with o-ring
(1).
1
1
2
TR000360
TR000350 Drain oil and remove oil pan.
Connect plug (1) to the inductive sensor. Insert in-

ductive sensor and tighten with TORX screw M6 x
45 (2).
Tightening torque . . . . . . . . 9.5 Nm (7ft-lbs).
320 Doc. No. 872329 : Rev B

1 1
TR000361 TR000363
Remove M42 x 2 screw plug (1).
Disconnect cable connector (1) from sensor.

These are blade connectors which should be
pulled off straight.
Unscrew socket - head bolt (2) and remove induc-

tive sensor.
1 2 3
TR000352
Remove o-ring (1), spacers (2) and socket - head 1

bolt (3) from inductive sensor (4).
Using a large screw driver or similar tool, turn the

torque converter and at the same time use a small
screwdriver to find the raised points on the sensor
induction ring (1).
CAUTION
It is important to measure onto a raised point TR000367
on the induction ring, otherwise the sensor

will be damaged by the raised points on the Fit measuring tool into the bore of the inductive
ring when the engine is started. sensor and screw-tighten (1).
When one of these raised points is in line with the Tightening torque . . . . . . . . 9.5Nm (7ft-lbs).
bore for the sensor, measure gap a ”between” the
sensor (3) and raised point of the induction ring (1).
Doc. No. 872329 : Rev B 321

Note the dimension down as “dimension b”.

1
TR000365
TR000356
Push the slide of the measuring tool (1) down until

it comes up against raised section of the pulse Insert sensor into measuring block and tighten to
sensor ring. Secure the slide by adjusting the 9.5 Nm (7ft-lbs).
screw (2). Remove screw (3) and carefully remove
measuring tool.
b C
Tr000355 TR000357
Measure the distance between were the slide pro- Measure distance from contact surface of induc-
trudes to the contact surface of the of the tive sensor to contact surface of the measuring
measuring tools holder. tool.
Note the dimension as “dimension c”.
322 Doc. No. 872329 : Rev B

1 2 3
TR000352
Inductive dimension distance “dimension a” Insert the socket - head bolt (3) into the bore on the
must be between 0.6 and 0.8mm. inductive sensor (4). Slide spacers as determined
(2) onto the socket - head bolt and secure with
Adjust with spacers. o-ring(1).
Measuring formula
1
c -b = d
d + a = thickness “S”of spacer.
2
Measuring example
3
Dimension “c” = 52.6 mm
Dimension “b” = 50.9 mm
Dimension “a” = 0.7 mm
Calculation example
52.6mm - 50.9mm = 1.7 mm TR000365
1.7 mm + 0.7mm = 2.4 mm Insert inductive sensor and tighten with socket -
head bolt M6 x 45 (1).
Determined thickness “S” of spacer = 2.4 mm
Tightening torque . . . . . . . . 9.5 Nm (7ft-lbs).
1 = Sensor induction ring
Connect plug (2) to the inductive sensor.
2 = Mounting plate
3 = Inductive sensor
4 = Shim washers
5 = Socket-head bolt.
Doc. No. 872329 : Rev B 323

TR000372
TR000361
Slide copper seal ring (1) onto temperature sen-

Fit M42 x 2 screw plug (1) into duct plate and
sor. Screw in the temperature sensor.
tighten.
Tightening torque 35 Nm (26ft - lbs).
Tightening torque . . 67 - 74 ft-lbs (90 -100 Nm)
Fit back pan and filter to Transmission.

1
TR000373
TR000371
Reconnect the 2-core cable connector to the tem-
perature sensor (1).
Release the 2-core cable connector from the tem-
perature sensor and remove temperature sensor.
324 Doc. No. 872329 : Rev B

External Solenoids
Retarder Solenoid
TR000376
Tighten both M8 x 22 hex bolts.

Tightening torque . . . . . . . 23 Nm (17 ft- lbs).
TR000374
Disconnect cable connector (1) from solenoid Diagnostic Codes

valve.
Unscrew two M8 hex bolts (2). Refer to the electrical section for all the Transmis-
sion fault codes as they are sent via the
‘CANBUS” to the MDU.
This is discussed in detail under the MDU menu’s.
Refer to the electrical schematic for the ECOMAT

2 for the Fault diagnostic on the electrical system
1 and the hydraulic section of the Transmission for
2
the hydraulic pressures.
Please note that the fault codes are displayed ac-

cording to the J1939 fault code system and may
differ from fault codes in a ZF workshop manual.
TR000375
Remove solenoid valve (1) and insert new sole-

noid valve with new o-ring (2).
Doc. No. 872329 : Rev B 325

Wiring Harnesses
External Wiring Harness
The Transmission uses a single external wiring

harness to connect the various electronic system
components.
Control system configuration for various vocations

may be adapted to operator needs and to vehicle
requirements.
The basic harness provides connections to the

TCU from the following:
• Shift selector.
• Transmission bulkhead connector.
• Serial Communication Interface (SCI) data link
(J1939 CANTUS).
• Engine speed sensor.
• Transmission output speed sensor.
• Diagnostic data reader (DDR).
• Vehicle interface wiring.
• Retarder connectors.
Internal Wiring Harness
The internal wiring harness provides connection

between the external harness and the solenoids,
C3 pressure switch, Transmission fluid level sen-
sor, and the sump temperature sensor.
326 Doc. No. 872329 : Rev B

Diagnostic Information
Diagnostic Procedure
Follow the six basic steps below to carry out Perform Operational Check-out.
trouble shooting efficiently.
Check all systems and functions on the machine.
Know The System Use the helpful diagnostic information in the
check-out to pinpoint the possible cause of the
Study the machine technical manual. Understand problem.
the system and circuits. Use schematics,
component location drawings and theory of Perform Troubleshooting
operation for each circuit and circuit components
work. Connect laptop computer, if available. The
self-diagnostic function lists any service codes and
Ask The Operator give corrective action information.
Before starting troubleshooting, first check battery

What type of work was the machine doing when
voltage, circuit breakers and fuses.
the trouble was noticed?
Go to test groups to check pressures and voltages.
Did the trouble start suddenly or has it been getting
Make sure adjustments are correct.
worse?
Did the machine have any previous problem? if so, Trace And Cause
which parts were repaired?
Before reaching a conclusion, check the most
Inspect The Machine probable and simplest to verify. Use the flow charts
and symptom, problem, solution charts to help
Check all daily maintenance points. Check
identify probable problem components.
batteries, fuses, circuit breaker and electrical
connections. Make a plan for appropriate repair to avoid other
malfunctions.
Doc. No. 872329 : Rev B 327

Diagnose Power Train System Malfunctions

NOTE: Diagnose malfunction charts are arranged from most probable and simplest to verify, to
least likely and most difficult to verify.
Axle Breather Leaking. Differential oil level incorrect. Adjust oil level.
Final Drive Overheating. Final drive oil level incorrect. Adjust oil level.
Final Drive Noisy. Final drive oil level incorrect. Adjust oil level.
Final Drive Leaking Oil. Final drive cover cap screws loose. Tighten cap screws
Drain plug loose. Tighten drain plug.
Damaged O-Ring on cover. Replace O-ring.
Breather plugged. Clean or replace breather.
Differential Assembly Noisy Differential oil level incorrect. Adjust oil level.
and/or Overheating. Differential oil type Incorrect. Drain and refill with correct
type oil.
Differential Lock Bearing Used Use differential lock only
Excessively. when needed.
Internal Differential Failure. Disassemble and repair.
Inter axle diff. lock not releasing. Low or no air pressure. Refer to “DIAGNOSE
PNEUMATIC SYSTEM
MALFUNCTIONS”.
Actuator leaking. Check and repair if
necessary.
Actuator switch faulty. Replace switch.
Harness damaged. Check harness and repair.
Poor Braking Performance. Worn or damaged disks. Disassemble and replace

brake disks.
Overheated seals and/or disks. Disassemble and replace

piston seals and/or disks.
Brake valve failed. Replace brake valve.
Poor Braking Performance. Retarder not coming on. Service code diagnostics -
TCU.
Brake Noise and Vibration. Brakes produce noise, chatter and Replace.
vibration - Incorrect axle oil.
Brakes Overheat. Low or no axle oil. Check for oil leaks.
Service Brakes Do Not Release Piston return spring damaged. Disassemble and
Fully. repair/replace spring
assembly.
Brake valve failed. Replace brake valve.
328 Doc. No. 872329 : Rev B

Park Brake Does Not Release. Chassis Control Unit (CCU). Check CCU.
Park brake control valve failed. Replace park brake control
valve
Air pressure low. Check system air pressure.
Park brake relay does not energize. Check park brake relay.
Park brake solenoid will not Check park brake solenoid .
energize.
Park brake actuator failed. Replace actuator.
Park brake incorrectly adjusted. Adjust park brake.
Park Brake Will Not Hold. Park brake pads oily. Replace pads and clean
disk.
Park brake incorrectly adjusted. Adjust park brake.
Park brake control valve failed. Replace park brake control
valve.
Engine Will Not Start (Turn Over). Gear selector not in neutral. Push N (Neutral) on gear
selector panel.
Shift Control failed. Replace shift control.
Voltage to TCU too low or not Recharge or replace
present. batteries. Check and repair
open harness.
TCU failed. Replace TCU.
Machine Will Not Move. Transmission or vehicle harness Connect, repair or replace
disconnected or failed. harness.
Transmission Will Not Shift to Engine speed to high. Calibrate accelerator pedal.
Forward or Reverse. Oil level to low. Adjust to correct level.
Accelerator pedal failed. Replace accelerator pedal.
Transmission harness Connect, repair or replace
disconnected or failed. harness.
Voltage to TCU too low. Check battery voltage, or
repair open harness.
Speed sensor failed. Replace speed sensor.
Excessive Creep in First and Engine idle speed too high. Calibrate accelerator pedal.
Reverse.
No Response To Shift Selector. Transmission oil level low. Add Transmission oil.
Shift selector failed. Replace shift selector.
Transmission main oil pressure Transmission pump or
low. pressure regulator failed.
Check Transmission
pressure.
Machine Moves Backward in C3 Clutch failed. Disassemble and repair.

Neutral.
Doc. No. 872329 : Rev B 329

Machine Moves Forward in C1 Clutch failed. Disassemble and repair.

Neutral.
Engine Speed too High during C1 Clutch failed. Disassemble and repair.
Torque Convertor Stall. C5 Clutch failed. Disassemble and repair.
Engine power too high. Calibrate accelerator pedal
Engine Speed too Low During Engine power low. Determine Cause of low
Torque Converter Stall. power.
Torque convertor failure. Replace torque convertor.
Low Transmission Lube Transmission oil level low. Add Transmission oil.
Pressure. Lube filter plugged. Replace lube filter.
Torque converter regulator valve Disassemble and repair.
failed.
Transmission cooler lines restricted Repair or replace cooler
or damaged. lines.
Lube pressure regulator failed. Disassemble and replace
regulator.
Transmission cooler plugged. Clean or replace cooler.
Low Main Pressure in All Gears. Transmission oil level low. Add Transmission oil.
Transmission oil filter plugged Replace filter.
(”Knocked”).
Transmission pump suction filter Disassemble and clean filter.
plugged.
Transmission oil pressure gauge Replace TMDU.
failed.
Transmission main pressure Repair or replace main
regulator sticking or failed. pressure regulator.
Control module leaking. Disassemble, check gaskets
and housing.
Low Main Pressure in All Gears. Transmission pump failed. Disassemble and replace
pump.
Excessive Clutch Slippage and Accelerator pedal mis-calibrated. Calibrate accelerator pedal.
Chatter. Transmission oil level low. Add Transmission oil.
Transmission main pressure Repair or replace main
regulator sticking or failed. pressure regulator.
Transmission control solenoid F Disassemble control valve
sticking. and clean or replace
solenoid F.
Torque converter lockup clutch Disassemble torque
failed. converter.
Green Wire 107-T22 failed. and repair wire.
White Wire 107-T22 failed. and repair wire.
330 Doc. No. 872329 : Rev B

Excessive Slippage and Clutch C1 Clutch failed. Disassemble and repair.

Chatter in 1st, 2nd, 3rd and 4th
Gears Only.

Chatter in 1st and Reverse Gears
Only.

Chatter in 2nd and 6th Gears
Only.

Chatter in 3rd, 5th and Reverse
Gears Only.

Chatter in 4th, 5th and 6th Gears
Only.
Oil Comes Out of Transmission Dipstick loose or seal failed. Install dipstick correctly or
Oil Fill Tube. replace.
Incorrect dipstick. Replace dipstick.
Transmission oil level high. Drain oil to correct level.
Transmission breather clogged. Remove and clean breather.
Transmission oil contaminated. Drain oil, replace filters and
refill oil.
Buzzing Noise Coming From Transmission oil level too high. Drain oil to correct level.
Transmission. Transmission filter plugged. Replace filter.
Transmission pump suction filter Clean filter.
plugged.
Main pressure low. Check Transmission main
pressure.
Transmission Overheating in All Transmission oil level too low or too Adjust oil level.
Gears. high.
Transmission oil cooler plugged. Clean or replace cooler.
Check cooling fan.
Shift Selector Displays N Transmission harness connector Reconnect harness

(Neutral) and Machine Will Not disconnected. connector.
Move. Electrical failure. See “Service Code
Diagnostics -Transmission
Control Unit (TCU).
Transmission shift control failed. Replace Transmission shift
control.
Doc. No. 872329 : Rev B 331

Transmission Will Not Shift to Transmission harness Connect harness.

Forward or Reverse (Stays in disconnected.
Neutral). Transmission oil level low. Add Transmission oil.
Accelerator pedal failed. Replace accelerator pedal.
TCU input voltage too low. Reset circuit breaker.
Transmission shift control failed. Replace Transmission shift
control.
Transmission Not Shifting Engine slow idle speed too high. Calibrate accelerator pedal.
Properly (Rough Shifts, Shifting Accelerator pedal mis-calibrated. Calibrate accelerator pedal.
at Too Low or Too High Speed).
Transmission ratio calibration See “Service Code
incorrect. Diagnostics -Transmission
Control Unit (TCU).
TCU voltage too low or too high. Check charging system
voltage and circuit breakers.
Transmission oil level low. Adjust oil level.
Transmission Will Not Make a Transmission oil level low. Adjust oil level.
Specific Shift. Engine power low. Check engine power.
Transmission temperature sensor Replace sensor.
failed.
Harness failure. Check wire harness.
Transmission overheating (Will Not Clean plugged oil cooler.
Shift).
Transmission ratio calibration See “Service Code
incorrect. Diagnostics -Transmission
Control Unit (TCU)”.
Transmission shift control failed. Replace shift control.
Transmission Oil Leaking Into Transmission pump seal worn. Replace seal.
Torque Converter Housing. Rear engine seal leaking. Replace seal.
Transmission Retarder Does Not Solenoid H open circuit. Replace solenoid.

Function. Retarder regulator valve sticking. Replace regulator valve.
Retarder relay valve sticking. Replace relay valve.
Retarder flow valve sticking. Replace flow valve.
Accelerator pedal greater than 1%. Calibrate accelerator pedal.
Codes 64-12 or 64-23. Check codes (See “Service
Code Diagnostics
-Transmission Control Unit
(TCU)”.
Transmission output speed Check output speed.
incorrect.
332 Doc. No. 872329 : Rev B

Transmission Retarder Weak. Solenoid H open circuit or leaking. Replace solenoid.

Retarder regulator valve sticking. Replace regulator valve.
Retarder temperature sensor Replace temperature sensor.
damaged.
Retarder intensity spring damaged. Disassemble retarder control
valve.
Transmission charge pump worn. Disassemble Transmission
charge pump.
Worn components causing internal Disassemble retarder
leak. housing.
Retarder Stays On When Not Solenoid H open circuit. Replace solenoid.

Requested. Retarder regulator valve sticking. Replace regulator valve.
Transmission Retarder Too Retarder intensity spring damaged. Disassemble retarder control
Aggressive. valve.
Retarder regulator valve sticking. Disassemble retarder control
valve.
Check the Transmission Fluid Level

Always check the fluid level at least twice. If the readings are not consistent, check and clean the Transmis-
sion breather.
The normal operating temperature of the Transmission fluid is 71°C to 93°C (160°F to 200°F), measured at
the Transmission sump.
Replenish or drain the Transmission fluid as required. Refer to Change the Transmission Fluid and Filter
(Part 2 of this manual).
Doc. No. 872329 : Rev B 333

Transmission Control Unit Error The TCU will shift the Transmission into neutral at
the first occurrence of the failure. The operator
Codes must select neutral.
Description of the Error Codes If the output speed is less than a threshold for neu-
tral to gear and the operator selects forward or
Abbreviations reverse, the TCU will select the limp-home gear.
O.C. . . . open circuit If output speed is less than a threshold for reverse
S.C. . . . short circuit speed and the TCU has changed into the
limp-home gear and the operator selects a shuttle
OP-Mode . operation mode
shift, the TCU will immediately shift into the
TCU . . . Transmission control unit
limp-home gear of the selected direction.
ABS . . . anti-blocking system
ASR . . . anti-slipping regulation If output speed is greater than the threshold, the
EEC . . . electronic engine controller TCU will shift the Transmission into neutral. The
PTO . . . power take-off operator must slow down the machine and select
CCO . . . clutch cutoff neutral.
Transmission Shutdown
Definition of Operation Modes
The TCU has detected a severe failure that dis-
Normal: ables control of the Transmission.
There is no failure detected in the Transmission The TCU will shut off the solenoid valves for the
system or the failure has no (or only a minor) effect clutches and the common power supply (VPS 1).
on the Transmission control. The TCU will function
without (or in special cases with little) limitations. The Transmission shifts to neutral. The park brake
See following table. will operate normally, as will the other functions
which use ADM 1 to ADM 8.
Substitute Clutch Control
The operator must slow down the machine. The
The TCU cannot change gears or the direction un- Transmission will remain in neutral.
der the control of the normal clutch modulation.
The TCU uses the substitute strategy for clutch
control. All modulations are only time controlled.
Limp-home
The detected failure in the system has strong limi-

tations to Transmission control. The TCU can
engage only one gear in each direction. In some
cases only one direction will be possible.
334 Doc. No. 872329 : Rev B

Table of Error Codes
Code - Symptom Problem Solution
5014.3 - Retarder Retarder controller (A7). Replace retarder controller.

Controller Voltage Wiring or connections. Check Transmission control harness (W12).
Above High Limit (4.5
Volts) TCU (A5). Replace TCU.
Retarder disabled
5014.4 - Retarder Retarder controller (A7). Replace retarder controller.

Controller Voltage Wiring or connections. Check Transmission control harness (W12).
Below Low Limit (2
Volts) TCU (A5) Replace TCU.
Retarder disabled.
5017.3 - Retarder Retarder temperature sensor Check sensor. See Temperature Sensor
Temperature Sensor (B11). Test (this group).
(B11) Open Circuit. Wiring or connections. Wiring or connections. Check Transmission
Retarder disabled. control harness (W12) and Transmission
harness (W13).
TCU (A5). Replace TCU.
5017.4 - Retarder Retarder temperature sensor Check sensor. See Temperature Sensor
Temperature Sensor (B11). Test (this group).
(B11) Short to Ground. Wiring or connections. Wiring or connections. Check Transmission
Retarder disabled. control harness (W12) and Transmission
harness (W13).
5018.3 - Sump Sump temperature sensor Check sensor. See Transmission Retarder
Temperature Sensor (B11). Temperature Sensor Tests (this group).
(B12) Open Circuit. Wiring or connections. Check Transmission control harness (W12)
All range solenoids and Transmission harness (W13).
deactivated.
Transmission shifts to TCU (A5). Replace TCU.
neutral.
5018.4 - Sump Sump temperature sensor Check sensor. See Transmission Solenoids,
Temperature Sensor (B12). Speed Sensors, Sump Temperature Sensor
(B12) Short To Ground and Retarder Temperature Resistor Tests
Retarder Disabled. (this group).
Wiring or connections. Check Transmission control harness (W12),
Transmission harness (W13), and
Transmission control module harness (W19).
TCU (A5).
Replace TCU.
5021.3 - A Clutch Wiring or connections. Check Transmission control harness (W12),

Solenoid (Y7) Open Transmission harness (W13), and
Circuit. Transmission control module harness (W19).
All range solenoids TCU (A5).
deactivated. Replace TCU.
Transmission shifts to
neutral.
Doc. No. 872329 : Rev B 335

5021.3 - A Clutch Wiring or connections. Check Transmission control harness (W12),

Solenoid (Y7) Short To Transmission harness (W13), and
Power. Transmission control module harness (W19).
neutral.
5021.4 - A Clutch A clutch solenoid (Y7). Check solenoid. See Transmission

Solenoid (Y7) Short To Solenoids, Speed Sensors, Sump
Ground. Temperature Sensor and Retarder
All range solenoids Temperature Resistor Tests.
deactivated. Wiring or connections. Check Transmission control harness (W12),
Transmission shifts to Transmission harness (W13), and
neutral. Transmission control module harness (W19).
TCU (A5)
Replace TCU.
5021.5 - A Clutch A clutch solenoid (Y7). Check solenoid. See Transmission

Solenoid (Y7) Open Solenoids, Speed Sensors, Sump
Circuit. Temperature Sensor and Retarder
All range solenoids Temperature Resistor Tests
deactivated. Check Transmission control harness (W12),
Transmission shifts to Wiring or connections. Transmission harness (W13), and
TCU (A5).
Replace TCU.
5022.3 - B Clutch Wiring or connections. Check Transmission control harness (W12),

neutral.
5022.4 - B Clutch B clutch solenoid (Y6). Check solenoid. See Transmission

All range solenoids Temperature Resistor Tests (this
deactivated. Chapter).
Transmission shifts to Wiring or connections. Check Transmission control harness (W12),
neutral. Transmission harness (W13), and
TCU (A5).
Replace TCU.
336 Doc. No. 872329 : Rev B

5022.5 - B Clutch B clutch solenoid (Y6). Check solenoid. See Transmission

deactivated.
Transmission shifts to Wiring or connections. Check Transmission control harness (W12),
neutral. Transmission harness (W13), and
TCU (A5).
Replace TCU.
5023.3 - C Clutch Wiring or connections. Check Transmission control harness (W12),

neutral.
5023.4 - C Clutch C clutch solenoid (Y5). Check solenoid. See Transmission

Power. Temperature Sensor and Retarder
TCU (A5).
Replace TCU.
5023.5 - C Clutch C clutch solenoid (Y5). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
5024.3 - D Clutch Wiring or connections. Check Transmission control harness (W12),

neutral.
Doc. No. 872329 : Rev B 337

5024.4 - D Clutch D clutch solenoid (Y4). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
5024.5 - D Clutch D clutch solenoid (Y4). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
5025.3 - E Clutch Wiring or connections. Check Transmission control harness (W12),

neutral.
5025.4 - E Clutch E clutch solenoid (Y3). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
5025.5 - E Clutch E clutch solenoid (Y3). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
338 Doc. No. 872329 : Rev B

5026.3 - F Clutch Wiring or connections. Check Transmission control harness (W12),

neutral.
5026.4 - F Clutch F clutch solenoid (Y2). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
5026.5 - F Clutch F clutch solenoid (Y2). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
5027.3 - G Clutch Wiring or connections. Check Transmission control harness (W12),

neutral.
5027.4 - G Clutch G clutch solenoid (Y1). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
Doc. No. 872329 : Rev B 339

5027.5 - G Clutch G clutch solenoid (Y1). Check solenoid. See Transmission

TCU (A5).
Replace TCU.
5028.3 - WK (Lock Up) Wiring or connections. Check Transmission control harness (W12),
Clutch Solenoid (Y8) Transmission harness (W13), and
Short To Power. Transmission control module harness (W19).
System goes into
“limp-home” mode. TCU (A5).
Replace TCU.
5028.4 - WK (Lock Up) WK clutch solenoid (Y8). Check solenoid. See Transmission
Clutch Solenoid (Y8) Solenoids, Speed Sensors, Sump
Short To Ground. Temperature Sensor and Retarder
System goes into Temperature Resistor Tests.
“limp-home” mode. Wiring or connections. Check Transmission control harness (W12),
TCU (A5).
Replace TCU.
5028.5 - WK (Lock Up) WK clutch solenoid (Y8). Check solenoid. See Transmission
Clutch Solenoid (Y8) Solenoids, Speed Sensors, Sump
Open Circuit. Temperature Sensor and Retarder
System goes into Temperature Resistor Tests.
TCU (A5).
Replace TCU.
5039.3 - Shifter Lock Transmission shift control Perform Transmission Shift Control Test.
Solenoid Short To (A4).
Power. Wiring or connections. Check Transmission control harness (W12).
Output switch OFF. TCU (A5). Replace TCU.
Shifter lock solenoid
deactivated.
5039.4 - Shifter Lock Transmission shift control Perform Transmission Shift Control Test.
Solenoid Short To (A4).
Ground. Wiring or connections. Check Transmission control harness (W12).
Output switch OFF. TCU (A5). Replace TCU.
Shifter lock solenoid
deactivated.
340 Doc. No. 872329 : Rev B

5039.5 - Shifter Lock Transmission shift control Perform Transmission Shift Control Test
Solenoid Open Circuit. (A4).
Output switch OFF. Wiring or connections. Check Transmission control harness (W12).
Shifter lock solenoid TCU (A5). Replace TCU.
deactivated.
5044.2 - D1 Clutch D1 clutch solenoid (Y9). Check solenoid. See Transmission

Solenoid (Y9) Solenoids, Speed Sensors, Sump
Resistance. Temperature Sensor and Retarder
System activates Resistor Tests.
Transmission service Transmission harness (W13), and
light ON. Transmission control module harness (W19).
5044.3 - D1 Clutch Wiring or connections. Check Transmission control harness (W12),

System activates TCU (A5).
“limp-home” mode. Replace TCU.
5044.4 - D1 Clutch D1 clutch solenoid (Y9). Check solenoid. See Transmission

System activates Resistor Tests.
TCU (A5).
Replace TCU.
5045.2 - Retarder Retarder proportional Check solenoid. See Retarder Proportional

Proportional Solenoid solenoid (Y11). Solenoid Test.
(Y11) Resistance. Wiring or connections. Check Transmission control harness (W12)
Retarder disabled. and Transmission harness (W13).
Transmission service
light ON.
5045.3 - Retarder Wiring or connections. Check Transmission control harness (W12)

Proportional Solenoid and Transmission harness (W13).
(Y11) Short To Power.
Output switch OFF.
Retarder mode not
possible. TCU (A5). Replace TCU.
5045.4 - Retarder Retarder Proportional Check solenoid. See Retarder Proportional

Proportional Solenoid Solenoid (Y11). Solenoid Test.
(Y11) Short To Wiring or connections. Check Transmission control harness (W12)
Ground. and Transmission harness (W13).
Output switch OFF.
Retarder mode not TCU (A5). Replace TCU.
possible.
Doc. No. 872329 : Rev B 341

5045.5 - Retarder Retarder Proportional Check solenoid. See Retarder Proportional

Proportional Solenoid Solenoid (Y11). Solenoid Test
(Y11) Open Circuit. Wiring or connections. Check Transmission control harness (W12)
Output switch OFF. and Transmission harness (W13).
Retarder mode not TCU (A5). Replace TCU.
possible.
5046.2 - Transmission Wiring or connections. Check Transmission control harness (W12).

Shift Control Signal
Malfunction.
Transmission goes to Transmission shift control Perform Transmission Shift Control Test.
neutral. (A4).
light ON.
5049.2 - Hour Counter TCU (A5). Replace TCU.

Malfunction.
Hour counter resets to
zero.
light ON.
5051.2 - TCU Memory TCU (A5). Replace TCU.

Malfunction.
All codes in memory
queue deleted.
light ON.
5052.11 - TCU System Loss of power to TCU. Check fuses and circuit breakers.
Malfunction. Check cab main harness (W10) and
All output switches Transmission control harness (W12).
OFF. TCU (A5). Replace TCU.
Transmission goes to
neutral.
5055.2 - CAN Data Component malfunction. Check and replace malfunctioning

Link Malfunction. components.
Transmission service Wiring or connections. Check Transmission control harness (W12),
light ON. Transmission harness (W13), and
5056.3 - Retarder on Wiring or connections. Check Transmission control harness (W12),

Solenoid (Y10) Short Transmission harness (W13), and
To Power. Transmission control module harness (W19).
Output switch OFF. TCU (A5).
Retarder mode not Replace TCU.
possible.
342 Doc. No. 872329 : Rev B

5056.4 - Retarder on Retarder on solenoid (Y10). Check solenoid. See Transmission

Solenoid (Y10) Short Wiring or connections. Solenoids, Speed Sensors, Sump
To Ground. Temperature Sensor and Retarder
TCU (A5). Resistor Tests.
Output switch OFF.
Retarder mode not Check Transmission control harness (W12),
possible. Transmission harness (W13), and
Replace TCU.
5056.5 - Retarder on Retarder on solenoid (Y10). Check solenoid. See Transmission

Solenoid (Y10) Open Wiring or connections. Solenoids, Speed Sensors, Sump
Output switch OFF. Resistor Tests.
Retarder mode not Check Transmission control harness (W12),
possible. Transmission harness (W13), and
TCU (A5).
Replace TCU.
5058.2 - Output Speed Output speed sensor (B14). Check resistance of speed sensor. See
Sensor (B14) Signal Transmission Solenoids, Speed Sensors,
Malfunction. Sump Temperature Sensor and Retarder
System goes into Resistor Tests
Forward only. Reverse Transmission harness (W13), and
is not possible. Transmission control module harness (W19).
Highest gear is TCU (A5).
engaged. Then Replace TCU.
downshift every 2.5
seconds until lowest
gear is reached, as
long as Transmission
input speed is below
defined threshold.
light ON.
5058.11 - Output Output speed sensor (B14). Check resistance of speed sensor. See
Speed Sensor (B14) Transmission Solenoids, Speed Sensors,
Signal Overflow. Sump Temperature Sensor and Retarder
Calculated sum to Resistor Tests.
large. Wiring or connections. Check Transmission control harness (W12),
TCU (A5).
Replace TCU.
Doc. No. 872329 : Rev B 343

5059.2 - Turbine Turbine speed sensor (B13). Check resistance of speed sensor. See
Signal Malfunction. Sump Temperature Sensor and Retarder
Transmission service Resistor Tests.
light ON. Wiring or connections. Check Transmission control harness (W12),
Replace TCU.
TCU (A5).
5059.11 - Turbine Turbine speed sensor (B13). Check resistance of speed sensor. See
Signal Overflow. Sump Temperature Sensor and Retarder
System goes into Resistor Tests.
TCU (A5).
Replace TCU.
5061.11 - Checksum TCU (A5). Replace TCU.

Malfunction.
Statistics date deleted.
5062.3 - Retarder Retarder resistor (R8). Check retarder resistor. See Transmission
Resistor (R8) Open Solenoids, Speed Sensors, Sump
Possible reduction in Resistor Tests.
retarder torque. Wiring and connections. Check Transmission control harness (W12),
5062.4 - Retarder Retarder resistor (R8). Check retarder resistor. See Transmission
Resistor (R8) Short To Solenoids, Speed Sensors, Sump
Possible reduction in Resistor Tests.
retarder torque. Wiring and connections. Check Transmission control harness (W12),
5063.14 - TCU (A5). Replace TCU.

Transmission I.D.
Code.
Transmission goes to
neutral.
344 Doc. No. 872329 : Rev B

5065.0 - Retarder Oil Transmission oil low. Add oil as required. For oil spec. and
Temperature Over quantities.
Limit. Transmission oil cooler fan Check and replace fan relay.
Retarder temperature relay.
is over 160° C (320° Transmission oil cooler fan Check and replace cooler fan motor.
F). motor.
Retarder torque Retarder temperature sensor Check and replace sensor. See Retarder
reduced. (B11). Temperature Sensor Test (This Group).
Over temp. alarm
activated.
5065.14 - Retarder Oil Transmission oil low. Add oil as required. For oil spec. and
Over Temperature. quantities.
Retarder temperature Transmission oil cooler fan Check and replace fan relay.
is over 145° C (293° relay.
F). Transmission oil cooler fan Check and replace cooler fan motor.
Retarder torque motor.
reduced. Retarder temperature sensor Check and replace sensor. See Retarder
(B11). Temperature Sensor Test.
5066.0 - Transmission Transmission oil low. Add oil as required. For oil spec. and
Sump Temperature quantities.
Over Limit. Transmission oil cooler fan Check and replace fan relay.
Sump temperature is relay.
over 105° C (221° F). Transmission oil cooler fan Check and replace cooler fan motor.
reduced. Engine overheating. Check cause of engine overheating. See
Over temp. alarm diagnose engine malfunction.
activated. Transmission oil cooler is Check oil cooler.
restricted.
Retarder temperature sensor Check and replace sensor. See Retarder
5066.14 - Transmission oil low. Add oil as required. For oil spec. and
Transmission Sump quantities.
Over Temperature. Transmission oil cooler fan Check and replace fan relay.
Sump temperature is relay.
over 100° C (212° F). Transmission oil cooler fan Check and replace cooler fan motor.
reduced. Transmission oil too hot due Check cause of engine overheating.
to engine overheating.
Transmission oil cooler is Check oil cooler.

restricted.
Retarder temperature sensor Check and replace sensor. See Retarder
5067.3 - Unused TCU (A5). Replace TCU.

Output Short To
Power.
Doc. No. 872329 : Rev B 345

5068.12 - Central Cut Wiring or connections. Check cab main harness (W10) and
Off Malfunction. Transmission control harness (W12). See
Transmission remains “Cab Main Harness And Electric Mirror
in neutral. Interface Harness”
5075.12 - Retarder Wiring or connections. Check Transmission control harness (W12).

Controller (A7) Signal
Malfunction.
No signal received Retarder controller (A7). Replace retarder controller.
from the retarder
controller.
5076.0 - Slip Time Oil level too low or too high. Add or remove oil to obtain correct level.
Under Load During 1st Worn oil pump. Repair pump.
to 2nd Upshift.
Turbine speed sensor (B13). Check resistance of speed sensor. See
Residual slip after end Transmission Solenoids, Speed Sensors,
of shift. Sump Temperature Sensor and Retarder
Resistor Tests (This Group).
Output speed sensor (B14). Check resistance of speed sensor. See
Transmission Solenoids, Speed Sensors,
Sump Temperature Sensor and Retarder
Resistor Tests.
Damage valve body gaskets
or stuck (or sticky) valves. Replace gaskets. Clean or replace valves as
necessary.
Worn or damaged clutches.
Repair or replace Transmission.
TCU (A5).
Replace TCU.
346 Doc. No. 872329 : Rev B

Under Load During Worn oil pump. Repair pump.
2nd to 3rd Upshift.
Residual slip after end
of shift. Turbine speed sensor (B13). Check resistance of speed sensor. See
Resistor Tests.
Resistor Tests.
Worn or damaged clutches. necessary.
TCU (A5). Repair or replace Transmission.
Replace TCU.
Under Load During 3rd Worn oil pump. Repair pump.
to 4th Upshift.
Resistor Tests.
Resistor Tests.
Replace TCU.
Doc. No. 872329 : Rev B 347

Under Load During 4th Worn oil pump. Repair pump.
to 5th Upshift.
Resistor Tests.
Resistor Tests .
Replace TCU..
Under Load During 5th Worn oil pump. Repair pump.
to 6th Upshift.
Turbine speed sensor (B13). Check resistance of speed sensor.
Residual slip after end
of shift. Output speed sensor (B14). Check resistance of speed sensor. See
Resistor Tests.
Replace TCU.
5079.3 - Operating Alternator. Check alternator. Replace if necessary.

Voltage Above Limits.
5079.4 - Operating Loose or corroded Check connections of wire harnesses (W6

Voltage Below Limits. connections. and W9).
Batteries. Check batteries. Recharge or replace if
necessary.
Alternator. Check alternator. Replace if necessary.
EEPROM Correction TCU (A5). Replace TCU.

Parameter Checksum.
Initialization of default
settings from data field.
light ON.
348 Doc. No. 872329 : Rev B

Adjustments and Tests
Transmission Warm-up Procedure Transmission Pressure Test
WARNING This test will check the performance of the trans-

Never stall torque converter for more than 15 mission charge pump and main pressure
seconds. Do not allow transmission tempera- regulator.
ture to exceed 100° C (212° F). Transmission
damage will result if temperature is allowed to
exceed the specification.
CAUTION
Perform procedure in an open area away from
other people or machines. Machine may move
unexpectedly.
• Apply park brake.

• Start engine.
• Select transmission temperature on the MDU.
(See MDU - menu functions in Chapter 8 of
the OMM). Watch transmission temperature
and tachometer display).
• Allow air pressure buzzer to go off.
• Push service brake pedal and hold it down
during warm-up.
• Shift transmission into 1st gear. Accelerate
throttle to 1500 r.p.m. and hold (approximately 1. (Retarder ON) Pressure/(Retarder OFF)
Lubrication Pressure (D6/D7 Unmarked).
15 seconds). After 15 seconds the CCU will
decrease the engine speed to approximately 2. Main Pressure (P).
800 r.p.m. Release the accelerator pedal and 3. Retarder pressure (R3).
select neutral on gear selector.
• Push down on accelerator pedal. Engine will 4. Pressure Before Convertor (D2).
only accelerate to 1200 rpm until completing a 5. Trottle Pressure (D1).
cool-down period of 50 seconds.
6. Retarder Control Pressure
• Repeat steps 4 and 5 until transmission tem- (RR3 Unmarked).
perature reaches 80° C (176° F).
Doc. No. 872329 : Rev B 349

SPECIFICATIONS Transmission Pressure 2570 - 2670 r.p.m., 400 kPa {4 bar (58
Gear - 1, Lockup psi)}.
Transmission Oil 80 - 90° C (176 - 194° Clutch Engaged, Port
Temperature F) D1 Pressure.
Slow idle 780 - 820 700 - 1500 kPa {7.0 - 2570 - 2670 r.p.m., 600 - 850 kPa {6.0 -
r.p.m., Gear - Neutral, 15.0 bar (101 - 218 Gear - 1, Lockup 8.5 bar (87 - 123
Port P Pressure. psi)}. Clutch Engaged, Port psi)}.
D2 Pressure.
Slow idle 780 - 820 400 kPa {4 bar (58
r.p.m., Gear - Neutral, psi)}. 2570 - 2670 r.p.m., 180 - 250 kPa {1.8 -
Port D1 Pressure. Gear - 1, Lockup 2.5 bar (26 - 36 psi)}.
Clutch Engaged, Port
Slow idle 780 - 820 300 - 450 kPa {3.0 - D6/D7 Pressure.
r.p.m., Gear - Neutral, 4.5 bar (44 - 65 psi)}.
Port D2 Pressure.
SERVICE
Slow idle 780 - 820 10 - 80 kPa {0.1 - 0.8
ESSENTIAL TOOLS EQUIPMENT AND
r.p.m., Gear - Neutral, bar (1.5 - 11.6 psi)}.
TOOLS
Port D6/D7 Pressure.
202839 1/8 x 7/16-20 4136 kPa {41.4 bar
Slow idle 780 - 820 700 - 1500 kPa {7.0 -
M ORB Quick (600 psi)} Gauge
r.p.m., Gear - 15.0 bar (101 - 218
Coupler.
Neutral-to-Drive, Port psi)}.
P Pressure. Parker No.
M10-4F80HG5
Slow idle 780 - 820 20 - 10 kPa {0.2 -
7/16-20 F x M10 x 1
r.p.m., Gear - 15.0 bar (3.0 - 1.5
Adapter.
Neutral-to-Drive, Port psi)} for 2 seconds.
D1 Pressure.
Slow idle 780 - 820 300 - 450 kPa {3.0 -

r.p.m., Gear - 4.5 bar (44 - 65 psi)}.
Neutral-to-Drive, Port
D2 Pressure.
Slow idle 780 - 820 10 - 80 kPa {0.1 - 0.8

r.p.m., Gear - bar (1.5 - 11.6 psi)}.
Neutral-to-Drive, Port
D6/D7 Pressure.
2570 - 2670 r.p.m., 1600 - 2000 kPa

Gear - Neutral, Port P {16.0 - 20.0 bar (232 -
Pressure. 290 psi)}.
2570 - 2670 r.p.m., 400 kPa {4 bar (58

Gear - Neutral, Port psi)}.
D1 Pressure.
2570 - 2670 r.p.m., 600 - 850 kPa {6.0 -

Gear - Neutral, Port 8.5 bar (87 - 123
D2 Pressure. psi)}.
2570 - 2670 r.p.m., 180 - 250 kPa {1.8 -

Gear - Neutral, Port 2.5 bar (26 - 36 psi)}.
D6/D7 Pressure.
2570 - 2670 r.p.m., 1000 - 1200 kPa

Gear - 1, Lockup {10.0 - 12.0 bar (145 -
Clutch Engaged, Port 174 psi)}.
P Pressure.
350 Doc. No. 872329 : Rev B

Shut engine OFF and apply park brake. CAUTION

Remove plugs and install adapter and quick cou- Perform test in an open area away from other
pler in pressure ports (1; 2, 4 and 5). people and machines. Machine may move
unexpectedly during test.
Attach hoses and gauges to fittings.
Perform test in an open area away from other peo-
Start machine and warm transmission to specifica- ple and machines.
tion. See “Transmission Warm-up Procedure”.
Ensure that all oil levels are correct.
CAUTION
Ensure that engine slow and fast idle speeds are
Perform procedure on a hard flat surface, correct.
away from other people or machines.
Place chocks in front and behind all wheels.
NOTE: Torque converter lockup occurs when
turbine speed is approximately 80% of engine Start engine and let air pressure build to normal
speed. operating pressure.
Operate machine in gear specified and record Do the transmission warm-up procedure to heat
transmission pressures as indicated. (Table on transmission oil. See “Transmission Warm-up
previous page). Procedure”.
To take clutch pressure readings in a specific gear, CAUTION

e.g. 4th:
Do not allow transmission oil temperature to
If transmission pressures are not to specification, remain above 100° C (212° F) for long periods
check transmission charge pump and/or main of time. Damage to the transmission may
occur.
pressure regulator. See Disassemble and Assem-
ble Front Input Control Element and Disassemble
Check stall speed.
and Assemble Control Valve.
• Hold service brakes so machine cannot roll.
Torque Converter Stall Test • Shift transmission into 1st gear. Push acceler-
ator pedal to the floor and hold it for 10 - 15
Torque Converter Stall Test Specification seconds until the engine sped stabilizes. Re-
cord this stall speed. (See stall speed specifi-
Engine Slow Idle - Speed: . . . . 800 ± 20 r.p.m. cation on this page).
Engine Fast Idle - Speed . . . . 2620 ± 50 r.p.m.
Shift transmission into neutral and run engine at
Stall Speed B25D . . . . . . . . 1941 ± 50 r.p.m. slow idle to cool for one minute before turning off.
Stall Speed B30D . . . . . . . . 1941 ± 50 r.p.m. If engine stall speed is below specification and the
engine is smoking, it may be low on power.
WARNING
1. Never stall torque converter for more than If engine stall speed is above specification, the
30 seconds. Do not allow transmission tem- transmission may be slipping.
perature to exceed 100° C (212° F). Transmis-
sion damage will result if temperature is If engine stall speed is below specification and the
allowed to exceed the specification. engine is not smoking, the torque converter stator
2. Never perform stall test in reverse. Drive could be stuck.
shaft or transfer case damage may result. Re-
If engine stall speed is a little below specification,
verse gear ratio and excessive torque will be
transferred to the drive shaft, transfer case or but the transmission oil overheats during normal
differential. operation and will not cool down while idling, the
torque converter stator could be stuck.
Doc. No. 872329 : Rev B 351

Torque Converter Stator Test Stuck Stator Test
Torque Converter Stator Specification A stuck stator will cause transmission oil to over-
heat and not cool to normal temperature during
Freewheeling Stator Transmission non-operation.
Oil Temperature . . . . 71 - 93° C (160 - 200° F)
Transmission will overheat at fast operating
Stuck Stator Transmission
Oil Temperature . . . . . . . . . 100° C (212° F) speeds.
The torque converter stator clutch can fail in two Machine may not reach full operating speeds.
ways:
Torque converter stall test results will be normal.
• Freewheeling, when the clutch will not lock. Perform transmission warm-up procedure to warm
• Locked, when the clutch will not release. transmission oil. See “Transmission Warm-up
Procedure”.
Freewheeling Stator Test
Shift transmission to neutral and run engine at
A freewheeling stator can cause sluggish slow 1200 - 1500 r.p.m. for two to three minutes. Moni-
speed operation, but machine will seem to operate tor transmission temperature.
normally at high speeds. If transmission temperature does not cool to nor-
Transmission oil will get hot or overheat quickly. mal operating temperature, stator may be stuck.
Transmission may not upshift with engine at full NOTE: Ensure transmission cooler or radiator
is not clogged.
speed.
• Operate loaded machine in a normal manner Torque converter must be removed and repaired.
and monitor transmission oil temperature.
• While operating machine, notice how and
when transmission upshifts.
• If transmission temperature is hotter than nor-
mal and transmission upshifts sluggishly or not
at all, stator is freewheeling. Torque converter
must be repaired.
352 Doc. No. 872329 : Rev B

CHAPTER 6. PNEUMATIC SYSTEM
Pneumatic System Schematic
Doc. No. 872329 : Rev B 353

1. Air Compressor. 11. Exhaust Brake Cylinder.
2. Cooler Pipe. 12. Pneumatic Exhaust Silencer.
3. Air Dryer and Unloader Valve. 13. Horn Solenoid.
4. Purging Reservoir. 14. Horn.
5. Air Reservoir. 15. System Air Pressure Sensor (VDO Sender).
6. Drain Solenoid. 16. Park Brake Solenoid.
7. Seat Lever Control Valve. 17. Park Brake Pressure Switch.
8. Seat Cylinder. 18. IDL Solenoid.
9. EV and EVB Solenoid. 19. IDL Pressure Switch.
10. Park Brake Actuator. 20. IDL Actuator.
354 Doc. No. 872329 : Rev B

TD0006645
Doc. No. 872329 : Rev B 355

Compressor Supplying The Pneumatic Manifold
The compressor (1) is gear driven off the engine System pressure air is sent to the pneumatic mani-
and is a single cylinder piston-type compressor. fold for distribution to all pneumatic circuits.
Air is drawn into the compressor through the en-

Air Drier and Unloader Valve
gine air filter, compressed and sent through a
cooling pipe (2), then delivered to the air drier and
Charging The Pneumatic System
unloader valve (3).
The drain solenoid (6) is controlled by the CCU. Af-

3
ter each new engine start the CCU timer is set.
After the timer reaches 10 minutes the drain sole-

noid valve is activated for a half second.
A new engine start is when the key switch is set to 4

the OFF position and it has been at least 10 min-
utes from the last engine start.
Air Drier and Unloader Valve 2

5
B
1 1
A 6
The air drier and unloader valve has four functions. C 21
7
Drying The Air:
22
8
As air from the compressor comes into the air drier 11
and unloader valve it passes through a fine screen
9
filter and desiccant.
10 GD4035CV
Moisture collects on the surface of the desiccant
and is prevented from going to the air system com-
ponents. 1. Port 1
2. Filter.
Unloading The Compressor:
3. Bypass Spring.
When air pressure reaches a specified amount, 4. Desiccant.
the unloader valve acts as a relief valve and will 5. Check Valve.
“BLOW OFF”, out port 3, regulating air system
pressure. 6. Port 21.
7. Unloader Valve.
Charging The Regeneration Air 8. Regeneration Air Reservoir.
Reservoir 9. Port 22.
Air coming into the air drier and unloader valve is 10. Port 3.
sent out port 22 to the regeneration air reservoir. 11. Purge Valve.
The unloader valve, acting as a relief valve, main- Compressed air from the compressor goes to port
tains system pressure in the regeneration air 1 (1) into chamber A. Air passes through a fine
reservoir. screen filter (2) and along the outside of the
desiccant cartridge (4).
The regeneration air reservoir air supply is used to
blow backwards through the desiccant cartridge Air passes through the desiccant, moisture is re-
and purge collected moisture from the cartridge. moved and collects on the outside of the desiccant
cartridge.
356 Doc. No. 872329 : Rev B

Air flows through the desiccant, unseats check 9. Port 22.

valve (5) then goes out port 21 (6) to the air reser- 10. Port 3.
voir.
11. Purge Valve.
From the reservoir air flows to the pneumatic mani-
fold where it is distributed to the pneumatic During the charging cycle, moisture is removed
system. from the air going to the system and collects on the
fine screen filter and the outside of the desiccant
Air also flows out port 22 (9) and pressurizes the cartridge.
regeneration air reservoir (8).
System air pressure is sensed through chamber C
If the desiccant cartridge becomes clogged, filter on the unloader valve (7). As the system is charg-
bypass spring (3) will compress, allowing the ing, pressurized air is also being sent to the
desiccant cartridge to move up. regeneration air reservoir (8) through port 22 (9).
Air would then come in port 1 through chamber A, When system pressure reaches 810 kPa (8.1 bar)
flow under the cartridge through chamber B and (117 psi), air pressure on the diaphragm of the un-
out port 21 to the reservoir. The air will not be loader valve forces the diaphragm against the
dried, but the system will function. spring, which opens a port to allow pressure to as-
sist in opening the purge valve (11).
Purging The Air drier
As the pure valve is opening it allows air pressure
from the regeneration air reservoir to escape up to
chamber B and passes through the desiccant and
3 filter, carrying the collected moisture with it.
Any additional moisture collected in chamber A is

also picked up, sent by purge valve and then out
exhaust port 3.
4
When the pressure in chamber B drops below 810
kPa (8.1 bar) (117 psi), check valve (5) will close
maintaining system pressure in chamber C and in
the air reservoir.
2
5
When purge valve (11) is open, compressed air
1 1
21 6 from compressor entering through port 1 into
7 chamber A is sent directly out exhaust port 3 (10).
There is zero pressure in regeneration air reservoir

22 8 while system is in the “unloading” stage. When
11 system pressure drops approximately 48 kPa
(0.48 bar) (7 psi), check valve (5) opens, spring in
9
unloader valve (7) pushes against the diaphragm,
10 GD3036CV
closing the port to purge valve (11) and starts the
charging cycle again.
1. Port 1
Pneumatic Manifold
2. Filter.
3. Bypass Spring. The pneumatic manifold receives pressurized air
4. Desiccant. from the air reservoir and distributes it throughout
the pneumatic system.
5. Check Valve.
6. Port 21. Exhaust air is routed through the pneumatic mani-
fold and exits out the exhaust silencers and orifice
7. Unloader Valve. outside the cab.
8. Regeneration Air Reservoir.
Doc. No. 872329 : Rev B 357

Pneumatic Circuit
Exhaust Brake and Exhaust Valve Brake Circuit
Air from the pneumatic manifold goes to the exhaust brake solenoid (9). The solenoid is energised when all
the following conditions occur:
• Accelerator pedal is in the slow idle position.

• Torque converter is in lock-up.
• There must be no electrical failure.
If any of the above items change while the exhaust brakes are applied, the exhaust brake solenoid will
de-energise, the quick release valve will open to vent and the exhaust valve system will disengage.
Park Brake Circuit
The park brake is spring applied and air pressure released. The function of the park brake circuit is to engage
and disengage the park brake by controlling the flow of the compressed air to park brake actuator (10).
System air pressure from the pneumatic manifold is available at park brake solenoid valve (16).
When the park brake switch is switched to the OFF (brake disengage) position, the CCU sends power to
energise park brake solenoid (16). The valve will open and allow compressed air to flow into the park brake
actuator, releasing the park brake.
When the park brake switch is switched ON (brake engaged), the CCU de-energised the park brake sole-
noid (16) and compressed air in the park brake pneumatic circuit vents to atmosphere through the park
brake exhaust (12) causing the park brake to engage.
In the event of the system air pressure dropping below 600 kPa (6bar) (87psi), the CCU will de-energise the
park brake solenoid, causing the park brake to engage.
When the park brake is engaged, park brake pressure switch (17) causes the MDU park brake light to illumi-
nate.
If the engine is started with the park brake switch in the OFF position, even if the system air pressure specifi-
cation has been met, the park brake switch must be cycled to the ON position for the park brake to release.
358 Doc. No. 872329 : Rev B

Air Circuit Air Horn (Optional)
Pushing the horn button, energises air horn solenoid (13), which causes compressed air to flow to air horn
(14).
Releasing the horn button de-energises the horn solenoid, causing the compressed air to vent to atmo-
sphere through the air horn solenoid.
Seat Height Circuit
When the seat lever is in the neutral position, there is no air flow from or to the seat cylinder.
When the seat lever is raised, to the seat cylinder (8) activating the cylinder to lift the seat.
While the seat lever is held in this position, air will continue to flow to the cylinder until seat lever is released.
Raise and hold seat lever until desired height is reached and then release the seat lever.
To lower the seat, push the seat lever down and hold until desired height is reached. Release the seat lever.
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.
Inter-Axle Lock Circuit
NOTE:1. The inter-axle diff locks are air applied, spring released.
2. IDL Engaged: Pressure switch is in closed position: MDU IDL Light ON.
3. IDL Disengaged: Pressure switch is in open position: MDU IDL Light OFF.
4. IDL “Engaged” status detected by CCU when IDL pressure switch is closed.
The inter-axle lock is located in the transfer case. The purpose of the inter-axle lock is to lock the front and
rear axles together so power is applied evenly to all axles.
The inter-axle lock cannot be engaged unless the accelerator pedal is in the low idle position (Less than 10%
throttle position and output shaft speed less than 60 RPM.)
Doc. No. 872329 : Rev B 359

When the inter-axle lock switch is pushed to the ENGAGE position, the inter-axle lock solenoid (18) is ener-
gized, allowing compressed air to flow to the inter-axle lock actuator and the inter-axle lock will be applied.
The compressed air between the inter-axle lock solenoid and the inter-axle lock actuator closes the contacts
of the inter-axle lock pressure switch (19).
When the inter-axle lock switch is pushed to the DISENGAGE position, the inter-axle lock solenoid de-ener-
gizes. The de-energized solenoid allows the compressed air to vent via the exhaust of the IDL solenoid to the
atmosphere and the spring will release the inter axle differential lock.
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.
360 Doc. No. 872329 : Rev B

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.
Doc. No. 872329 : Rev B 361

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.
362 Doc. No. 872329 : Rev B

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
Machine may roll when park brake is re-
switch ON. If pressure is more than zero, park
leased. Chock all wheels in front of and be-
brake valve is leaking internally and must be re-
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

Doc. No. 872329 : Rev B 363

Install washer and nut onto release stud and tighten NOTE: A clicking sound is heard as adjusting screw
until park brake releases. 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 normal

operating pressure (See specification).
Remove plug and washer (1) covering the adjusting

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.
364 Doc. No. 872329 : Rev B

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 people
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 seconds.
Park brake must not let machine move.
If machine moves, check pad brake thickness and

park brake adjustment. (See Park Brake Pad Thick-
ness and Park Brake Adjustment Procedure in this
section).
Park Brake Pad Thickness Check
WARNING
Always install bin prop when working under the
raised bin. Personal injury may result if the bin
lowers unexpectedly.
Raise bin and install bin prop.
Park Brake Pad Thickness Specification
Park Brake Pad Thickness Min. . 3mm (0.118 “).
Doc. No. 874115 : Rev B 365

NOTES
366 Doc. No. 874415 : Rev B

CHAPTER 7 HYDRAULIC SYSTEM
SECTION 1. THEORY OF OPERATION
Hydraulic System Circuit Symbols
PUMPS Valves Solenoid, Single Winding
Hydraulic Pump: Fixed Displacement

Unindirectional
Check Reversing Motor M
Hydraulic Pump: Variable Displacement

ON - OFF (Manual Shut - OFF) Pilot Pressure Remote Supply
Unindirectional
MOTORS and CYLINDERS Pressure Relief Internal Supply
Hydraulic Pump: Fixed Displacement

Unindirectional
Pressure Reducing Lines
Hydraulic Pump: Variable Displacement Flow Control Adjustable
Unindirectional Non Compensated Lines Connecting
Three Position
Cylinder Single Acting Line With Fixed Restriction
Four Connection
Cylinder Double Acting Flow Control Adjustable

Single End Rod (Temperature and Line, Flexible
Pressure Compensated)
Two Position Station, Testing, Measurement

Double End Rod
Two Connection Or Power Take - Off
Two Position
Temperature Cause or Effect
Three Connection
Two Position
Differential Piston Reservoir Vented
Four Connection
Two Position
Miscellaneous Units In Transition
Reservoir Pressurized
Electric Motor Valves Capable Of Infinite Line To Reservoir Above Fluid Level
M
Positioning (Horizontal Bars
Indicate Infinite Positions
Accumulator, Spring Loaded Ability) Line To Reservoir Below Fluid Level
Accumulator, Gas Charged Methods of Operation Line, Working (Main)
Heater Spring Line, Pilot (For Control)
Cooler Manual Line, Liquid Drain
Hydraulic
Temperature Controller Push Button Flow Direction
Pneumatic
Filter Strainer Push - Pull Lever Lines Crossing or
Pressure Switch Pedal or Treadle
Pressure Indicator Mechanical
Temperature Indicator Detent
Direction Of Shaft Rotation

Assume Arrow On Near Side Pressure Compensated
Of Shaft HyGD0001CFM
Doc. No. 872329 : Rev B 367

Hydraulic Schematic B18D and B20D Without Wet Disc Brakes
160
210
235 5
PILOT PRESSURE
368 Doc. No. 872329 : Rev B

Hydraulic Schematic B25D and B30D Without Wet Disc Brakes
PILOT PRESSURE
Doc. No. 872329 : Rev B 369

Hydraulic Schematic B30D With Wet Disc Brakes
ACCUMULATOR 120 BAR

PILOT PRESSURE
370 Doc. No. 872329 : Rev B

4
7
3
2 9
10
1 11
12
13
Hydraulic System Operation
Articulated Dump Truck Hydraulic System Operation

1. Brake Caliper. 8. Bin Tip Cylinder.
2. Foot Brake Valve. 9. Left Steering Cylinder.
3. Orbital Valve (Steering). 10. Hydraulic System Manifold.
4. Right Steering Cylinder. 11. Secondary Steering Pump.
5. Return Filter. 12. Main Hydraulic Pump.
6. Hydraulic Tank. 13. Front and Rear Brake Accumulators.
7. Suction Screen. (Three used for B30D with wet disc brakes)
Doc. No. 872329 : Rev B 371

The articulated dump truck hydraulic system is a The effective displacement of the steering valve
closed-centre, load-sensing system and consists depends on the speed at which the valve is turned.
of the steering circuit, secondary steering circuit, The steering valve routes and controls hydraulic oil
bin control circuit and service brake circuit. to the left steering cylinder (9) and right steering
cylinder (4).
The system oil is stored in the hydraulic reservoir
(6). The suction strainer removes any large parti- The load sense passage is used to send a signal
cles that may have collected in the hydraulic from the work port to the hydraulic system manifold
reservoir before the oil is sent to the main hydraulic and then to the pump regulator valve when the
pump (12). valve is actuated.
The main hydraulic pump is a variable-displace- A ground driven secondary steering system is
ment, axial-piston pump with load sensing and a used to provide supply oil flow for the steering cir-
pressure compensating regulator valve. cuit while the machine is still moving in the event
there is a malfunction of the engine or main hy-
The regulator valves controls the pump flow rate draulic pump.
by changing swash plate angle to meet load de-
mand of functions actuated and to de-stroke the The system consists of the secondary steering
pump to residual (low stand-by) pressure when all pump (11), check valve manifold mounted on the
functions are in neutral. pump, and two check valves located in the hydrau-
lic system manifold. The pump is a
The pump is mounted to and driven by the trans- variable-displacement, axial-piston pump with a
mission PTO assembly. load sensing and pressure compensating
regulator valve.
The main hydraulic pump provides oil flow to the
steering, service brake and bin control circuits. The residual pressure setting for the secondary
steering pump is lower than the residual pressure
The hydraulic system manifold (10) controls and
setting for the main hydraulic pump. The pump is
distributes hydraulic oil through outlet ports to all
mounted on the transfer case and is ground driven
components in the hydraulic system.
as long as the gear train is being turned by the
The manifold is a replaceable cartridge-valve-type moving machine.
manifold. The steering and brake accumulator
The check valves, in the hydraulic manifold are
charging circuits are given priority by a valve lo-
used to isolate the main hydraulic circuit and the
cated in the manifold.
secondary steering circuit. The secondary steering
The bin control valve is a closed-centre valve with pump anti-cavitation check valve manifold pro-
a load sense passage. The valve is mounted on vides a path for oil flow from the suction side of
the hydraulic system manifold. pump to the outlet side when the machine is
moving in reverse.
The function of the bin control valve is to route hy-
draulic oil to the right and left bin cylinders (8). The small brake accumulator, which is attached to
the hydraulic system manifold is a diaphragm type,
The bin tip cylinders are double-acting cylinders nitrogen charged accumulator .(B30 with wet disk
that raise and lower the bin. The load sense pas- brakes only). The front and rear brake accumula-
sage is used to send a signal from the work ports tors (13), are piston type, nitrogen charged
through the hydraulic system manifold to the pump accumulators.
regulator valve when the valve is actuated.
The accumulators are not serviceable. The func-
The load sense passage is open to return when tion of the small brake accumulator (B30 with wet
the valve is in neutral. disk brake only) is to provide a signal to the brake
accumulator charge valve, regulating load sense
The orbital valve (3) is a closed-centre valve with a signal to main hydraulic pump to maintain the pres-
load sense passage. The valve is a wide angle, sure of brake accumulators between a lower and
variable displacement (flow amplification) with in- upper charge limit.
tegrated anti-cavitation and relief valves.
372 Doc. No. 872329 : Rev B

The front and rear brake accumulators are used to The top valve section is for the front axle brakes
store brake oil under pressure which is then used and the bottom valve section is for the rear axle or
to apply the service brakes when the brake valve is axles. The brake valve supplies charged brake oil
actuated, as well as providing a signal to the brake to the rear brake callipers or internal brake pistons
accumulator charge valve. first and then to the front brake callipers or internal
brake pistons. Brake pressure to the rear callipers
The brake valve (2) is a dual circuit, modulated on the B18 and B20 are reduced by pressure re-
valve. ducing valve mounted on the rear chassis.
The function of the valve is to control the charged Return filter (5) is used to filter return oil before en-
brake oil from the accumulators to actuate the ser- tering the hydraulic reservoir.
vice brake callipers or internal brake pistons.
Main Hydraulic Pump Operation
5
2
14
9
4 3 15
12
11
High Pressure Oil

5 6 Return Oil(Case drain)
Load Sense Oil
Suction Oil
7
6
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. 872329 : Rev B 373

The main hydraulic pump is a variable-displace- The piston bores are filled with oil through the inlet
ment, axial-piston pump with a load-sensing and port (6) as the pistons move out of their bores. The
pressure-compensating pump regulator valve (2). pistons moving into their bores push oil out through
The pump is driven by the Transmission auxiliary the valve plate to the outlet port (5) and to the con-
drive. trol piston.
Pump displacement is varied by the angle of Pressure compensation is a constant pressure

swash plate (9). Swash plate angle is controlled by system that requires a closed-centre hydraulic
the control piston (3) and bias spring and piston system. As soon as the engine is started, supply oil
(7). flows from the pump to the closed-centre valves.
The pressure in the hydraulic system increases
The bios piston has supply oil (5) pressure and and causes the residual valve to destroke the
spring tension applied to it at all times trying to pump at residual pressure.
keep the pump at maximum displacement.
The residual pressure ensures that immediate
Supply oil is applied to or released from the control system pressure is available on demand when a
piston by the residual valve (10) varying pump dis- function is actuated.
placement per load demand. At full system
pressure the compensator valve (11) shifts to Load sense system pressure is used to regulate
route supply oil to the control piston destroking the the residual valve to stroke or destroke the pump
pump. as needed.
As the angle of swash plate is increased, the pis- No matter what the load demand is, even when us-
tons move in and out of their bores. The pistons ing more than one function, as long as the total
move out of their bores during the first half of each demand does not exceed the pumps capability,
revolution, and into their bores during the last half the pump will deliver the exact amount of oil re-
of the revolution. quired to move the load.
12 13
10 14
11
15
16
19
18 17
High Pressure Oil
Return Oil
Load Sense Oil Pump Control Valve
Main Hydraulic Pump Load Sense Operation

10 - Residual Pressure spool 15 - Compensating Pressure Adjusting Screw
11 - Compensating Pressure Spool 16 - Compensating Pressure Spring
12 - Load Sense Pressure 17 - Outlet to Control Piston
13 - Residual Pressure Spring 18 - Pump Pressure Inlet
14 - Residual Pressure Adjusting Screw 19 - Drain to Pump Case
374 Doc. No. 872329 : Rev B

Residual Pressure Compensating Pressure
As soon as pump is driven, supply oil (9) flows to As the hydraulic system needs are met and the
pump regulator (1) which consists of the residual supply oil (9) pressure continues to rise, the in-
valve and compensating valve. creasing supply oil pressure starts to overcome
the compensator spring (4), sliding the compensa-
As the supply oil pressure rises, the residual spool tor spool (5) toward the spring.
(2) having the smaller spring will start to shift.
The spool will then direct the high pressure supply
The spool will shift toward the residual spring (3) oil into the control piston (7) destroking the pump
until it allows supply oil to be directed into the con- but providing enough flow to maintain compensat-
trol piston (7), destroking the pump and reducing ing pressure in the system.
flow until the pressure at the pump outlet (8) is
equal to the residual pressure setting. Compensating pressure is set lower than the sys-
tem relief valve pressure. The system relief valve
The pump will maintain this residual pressure until is used to protect the system against sudden pres-
the hydraulic system’s needs are greater (function sure spikes.
actuated).
High system pressure oil is also conveyed into the
When hydraulic functions are not actuated the load sense circuit. The high pressure load sense
pump produces only enough flow to maintain the oil (10) plus the force of the residual spring (3) will
residual pressure. The load sense oil at this time is keep residual spool (2) shifted away from the
at a minimal pressure because the load sense cir- spring.
cuits are open to return.
Working Pressure
When a function is actuated, load sense oil pres-

sure (10) to the pump regulator (2) rises.
This rising load sense pressure and the force of

the residual spring tension work together to over-
come the pressure of the supply oil (5) on the
opposite side of the residual spool (10).
The spool will then slide over (away from spring),

opening the control piston (7) to case drain (19).
Doc. No. 872329 : Rev B 375

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 Hy40D0012CFM
Steering Valve Operation

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.
376 Doc. No. 872329 : Rev B

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
nal back through the hydraulic system manifold the opposite end of the cylinders. Because of the
port L3 to the main hydraulic pump regulator valve pressure differential across the anti-cavitation
to regulate pump flow. Load sense signal also valve (12), the pressure in the return passage
goes to the spring chamber of the priority valve pushes the valve open and oil flows into the void
and to the steering load sense relief valve. preventing 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).
Doc. No. 872329 : Rev B 377

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
Secondary Steering Pump Operation

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.
378 Doc. No. 872329 : Rev B

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.
Doc. No. 872329 : Rev B 379

Hydraulic System Manifold (Top View)
WARNING
No repairs or welding to be done on the VOAC block. If faulty, refer to BELL PRODUCT SUPPORT
Representative.
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 (X3)
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 (Ø ML3 Steering Load Sense Test Point
0.6mm)
ML1 Load Sense To Pump Test Point
19 A4 Accumulator Charge Orifice Access (Ø
0.6mm)
380 Doc. No. 872329 : Rev B

32
30
Hydraulic System Manifold (Front View)

L1 Load Sense Port To Main Pump P4 Pressure Outlet To Adaptive
Suspension(B30 Only If Equipped)
L2 Load Sense Port To Secondary Steering
Pump 12 Secondary Steering Check Valve
P1 Pressure Supply Port From Main Pump 30 Bin Load Sense Bleed Orifice Access
P2 Pressure Supply Port From Secondary 32 Plug
Steering Pump
Doc. No. 872329 : Rev B 381

Hydraulic System Manifold (Rear View)

A4 Brake Charge Signal Accumulator Port(Wet M5 Brake Accumulator Pressure Test Point
Disk Brake Only)
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
382 Doc. No. 872329 : Rev B

Hydraulic System Manifold (Right View)

4 Flow Fuse Shuttle Valve P3 Outlet Supply To Orbital Valve(Steering)
5 Pilot Pressure Reducing Valve L3 Load Sense Input From Orbital Valve
9 Brake Charge Load Sense Orifice(Ø0,7mm) M4 Brake Pressure Test Port(Remote Behind
Cab)
11 Secondary Steering Check Valve
M6 Brake Accumulator Test Point
14 Shuttle Valve Access
Doc. No. 872329 : Rev B 383

32
31
34
30
33
Manifold Schematic
1 Pressure Reducing Valve (XB) 13 Shuttle Valve
2 Brake Accumulator Charge Orifice 14 Shuttle Valve
(Ø2,0mm)
15 Steering Load Sense Relief Valve (3)
3 Brake Accumulator Check Valve
16- Bin Up Solenoid
4 Flow Fuse Shuttle Valve
17 Bin Down Solenoid
5 Pilot Pressure Reducing Valve
18 A4 Accumulator Charge Orifice (Ø 0.6mm)
6 Brake Pressure Charge Valve (X4)
19 A4 Accumulator Charge Orifice (Ø 0.6mm)
7 Main Pressure Relief Valve
30 Bin Load Sense Bleed Orifice
8 Hydraulic Cut Solenoid
31 BIN SPOOL
9 Brake Charge Load Sense Orifice
(Ø0,7mm) 32 Bin Down Relief And Anti Cavitation Check
Valve
10 Priority Valve
33 Bin Up Relief And Anti Cavitation Check
11 Secondary Steering Check Valve Valve
12 Secondary Steering Check Valve 34 Logic Valves
384 Doc. No. 872329 : Rev B

General Description The switch actuates the brake low pressure indica-
tor light.
The hydraulic system manifold controls and dis- The priority valve (10) gives priority to the steering
tributes hydraulic oil through outlet ports to all valve and brake accumulator charging circuit over
components in the hydraulic system. the bin control valve if supply oil flow from main hy-
draulic pump is not enough to satisfy the load
The hydraulic system manifold is a replaceable
demand.
cartridge-valve type manifold. The bin control
valve is mounted on the hydraulic system mani- During bin raise operation the priority valve re-
fold. mains open if the pressure to operate the brake
accumulator charging and steering circuits is less
Numbers and letters are stamped on the manifold
than that of the bin raise circuit.
to help locate and identify components and ports.
The illustrated views given are with the hydraulic Oil takes the path of least resistance, meeting the
system manifold installed in the machine. load demand of charging and steering circuits.
Test ports ML1, ML3, MP3, M5, and M6 are When pressure to operate the brake accumulator
equipped with high pressure quick couplers for charging or steering circuits is higher, their higher
making test connections to hydraulic system. load sense signal assists the priority valve spring
to move the valve spool, reducing the flow of oil to
Supply oil flows from the main pump to the main in-
the bin control valve.
let port, L1.
The main hydraulic pump can now meet the charg-
Supply oil flows from the secondary steering pump
ing or steering circuit load demand.
to the secondary steering pump port, P2.
The priority valve signal shuttle valve (13) routes
The secondary steering pump check valve (12)
the higher load sense signal from the steering
blocks supply oil flow from the main hydraulic
valve or brake accumulator charging circuit to the
pump to the secondary steering pump.
spring chamber of the priority valve and to the
It also functions as the closed-centre valve for the main hydraulic pump signal shuttle valve.
secondary steering pump.
The steering load sense relief valve, X3 (15) re-
The check valve will open when the main hydraulic lieves excess load sense signal from the steering
pump flow is low enough so that pressure drops valve.
below the pressure of the secondary steering
The secondary steering pressure switch, SP1, is a
pump, allowing the secondary steering pump to
normally open switch and closes when the main
supply oil to the steering valve as long as the ma-
hydraulic pressure reaches 5 bar. The switch ac-
chine is moving.
tuates the secondary steering indicator light. The
The load sense signal from the main hydraulic brake accumulator charge valve, X4 maintains
pump load sense port, L1 to the main hydraulic brake charge in the main accumulators between
pump port, X causes the pump to go into stroke. an upper and lower charge band. The small A4 ac-
cumulator (B30 with wet disk brakes only) provides
The load sense signal from the secondary steering x4 with a signal to maintain this charge band.
load sense port, L2 to the secondary steering hy-
draulic pump port, X. The brake accumulator pressure reducing valve,
XB (1) limits pressure to the brake accumulators.
Test ports MP1, MP2, and M4 are connected by The brake accumulator charge check valve (3)
hydraulic lines to a test port manifold located be- holds charge pressure in the brake charge accu-
hind the cab. mulator so oil does not flow to the steering and bin
control circuits when system pressure is less than
The brake low pressure switch, S4 closes when charge pressure.
brake accumulator pressure decreases below 123
bar.
Doc. No. 872329 : Rev B 385

Service Brake System Operation Charged System
When all accumulators are charged, charge oil

Charging System
pressure in the brake accumulators holds the ac-
cumulators charge check valve (3) closed. The
When operating the service brake valve, charge oil
brake accumulator charge oil pressure keeps the
pressure in the front brake accumulators and rear
accumulator charge valve (6) open allowing pump
brake accumulators decreases.
load sense oil to flow back to tank.
The decrease of charge oil pressure in the brake
The rear and front brake accumulator circuits are
accumulators is sensed by the accumulator
separated by the flow fuse shuttle valve (4) and
charge valve (6).
hold charge oil in the rear and front brake accumu-
When the accumulator charge oil pressure de- lators and brake valve. The flow fuse shuttle valve
creases below the lower pressure setting of the enables the circuits to work independently of each
accumulator charge valve, the charge valve spring other in the event of a malfunction in either circuit.
shifts the spool, blocking the flow of load sense oil
The pressure setting of the accumulator charge
to the return circuit.
valve and accumulator pressure reducing valve is
System oil continues to flow through the brake ac- critical to operation of the main hydraulic pump. If
cumulator charge orifice (9), increasing load sense pressure setting of accumulator charge valve is
pressure. higher than accumulator pressure reducing valve,
the load sense signal to the main hydraulic pump
The increasing load sense pressure shifts the pri- will remain high because the charge oil pressure
ority valve signal shuttle valve (13) and main from brake accumulator cannot open the charge
hydraulic pump signal shuttle valve (14) sending valve allowing load sense oil to flow to return.
the load sense signal out of port L1 to the main hy-
draulic pump port X, stroking the pump, increasing The pump will remain in stroke and not return to
flow, causing supply oil pressure to increase. low stand-by (residual) pressure when all func-
tions are in neutral.
This supply oil then flows through the accumulator
pressure reducing valve (1), accumulator orifice Brake Valve - Neutral
(2), and accumulator charge check valve (3)
charging the brake accumulator. The service brake valve is a dual circuit, modu-
lated valve. The function of this valve is to control
As pressure increases, accumulators are charged
the charge oil from the rear and front brake accu-
via flow valve (4). Pressure to the accumulators is
mulators to actuate the service brakes.
limited by accumulator pressure reducing valve.
The accumulator orifice controls the rate of oil flow The brake valve contains two separate circuits,
to charge the accumulators. each supplied by their own set of accumulators.
The top valve is for the front axle brakes and the
When brake accumulator charge oil pressure in-
bottom valve is for the rear axle brakes.
creases to the upper pressure setting of
accumulator charge valve (6), the charge valve The brake valve supplies charged oil to the rear
spool shifts to the open position allowing load brakes first and then the front brakes. In neutral,
sense oil to flow to return, decreasing the load charge oil is blocked by the brake valve spools and
sense signal to the main hydraulic pump. The the brake pistons are open to return.
pump de-strokes decreasing supply oil flow to the
accumulators.
Brake Valve - Actuated
To prevent pump from stroking in during machine
start up, causing excess strain on the starter mo- When service brakes are actuated, the charge oil
tor, the generated load sense signal through orifice in the accumulators flows through the brake valve
(9) is released to return through Hydraulic cut sole- to the brake pistons, applying the brakes.
noid (8).
386 Doc. No. 872329 : Rev B

The pressure applied at the pistons and the force The oil in the steering cylinders is trapped and the
applied to the spring by the brake pedal act on op- machine is held at that relative position. The
posite ends of the spools in the brake valve. ground driven secondary steering pump will assist
with oil flow to steer the machine if main hydraulic
The pressure to the pistons is proportional to the pump cannot deliver the flow required. (Machine
force applied to the brake pedal (pressure to the must be moving for secondary steering pump to
pistons increases as the force on the brake pedal work.)
increases).
Low oil flow may occur during an attempt to rapidly
The pressure on the end of the spools balances steer machine at slow engine speed.
against the spring force modulating the pressure to
the pistons. The charge oil pressure is reduced by Under normal steering operation, the pressure of
the amount of oil it takes to move the pistons. secondary steering pump at port P2 is just below
that of the main hydraulic pump at port P1 creating
Each application of the brake pedal reduces the a differential pressure across secondary steering
charge pressure until the brake accumulator pump check valve (12).
charge circuit is actuated by the accumulator
charge valve (6). The load sense signal to the secondary steering
pump via port L2 is the same as that of the main
hydraulic pump at port L1, enabling the pressure of
Steering And Secondary the secondary steering pump at port P2 to in-
Steering System Operation crease and overcome the pressure differential
across secondary steering pump check valve (12).
The function of the steering system is to route sup-
ply oil from the main hydraulic pump to the steering Flow from the secondary steering pump, via port
orbital valve. The steering orbital valve then con- P2, eventually supplements the flow from the main
trols the oil flow used to extend and retract the hydraulic pump to the steering valve via port P3.
steering cylinders.
The rpm of the secondary steering pump is de-
When the steering wheel is turned, the load sense pendent on the machine travel speed. Supply oil
signal from the steering valve enters the hydraulic flow available to steer the machine is reduced pro-
system manifold at port L3. The load sense signal portionately as the travel speed decreases.
is then sensed at the secondary steering pump via
The secondary steering pump is a variable-dis-
port L2.
placement, axial-piston pump with a load sensing
At the same time, the load sense signal shifts the and pressure compensating regulator valve.
shuttle valves (13 & 14), pressurizes the spring
Operation of the secondary steering pump is simi-
chamber of priority valve (10), and sends a signal
lar to the main hydraulic pump. The residual valve
to the main hydraulic pump via port L1.
pressure setting for the secondary steering pump
The load sense signal will not exceed the steering is lower than the residual valve pressure setting for
load sense relief valve (15) pressure setting. The the main hydraulic pump.
main hydraulic pump supplies the required flow
When the machine is moving, the pressure at test
rate through port P1, main hydraulic pump check
port MP2 remains just below the pressure at test
valve (11), and out of port P3 to steering valve port
port MP1. The secondary steering pump is
P.
mounted on the transfer case and is
When the steering wheel is not being turned, the ground-driven.
load sense signal is open to hydraulic reservoir
The secondary steering pump check valve (12) is
through the steering valve and the main hydraulic
used to block oil flow from the main hydraulic pump
pump will return to residual pressure.
to the secondary steering pump circuit.
Doc. No. 872329 : Rev B 387

In the event of a malfunction, main hydraulic pump The bin control spool (31) is a spring-centered,
check valve (11) blocks flow from the secondary five-positions, and pilot-operated spool. The
steering pump to the main hydraulic pump, fan movement of the spool is determined by varying pi-
drive valve, bin control valve, and brake accumula- lot pressure on each end, and this is controlled by
tor charging circuit. two proportional solenoid valves (16,17). Reduced
pilot pressure is supplied to these solenoid valves
via a pressure reducing valve (5). The movement
Bin Operation of the spool is then proportional to the current ap-
plied to the solenoid valves. Two positions of the
The bin control valve assembly is mounted on the spool would then be used for Bin-up function and
hydraulic system manifold. two for Bin-down.
The dump body lower circuit relief and anti-cavita- When full current is applied to the bin up solenoid
tion valve (32) relieves pressure in the dump body (16), the spool will move all the way across to the
cylinder rod end circuit. 2nd bin up position. Standby oil pressure will now
flow through the spool and out of port A to the bot-
The relief valve pressure setting is lower than the
tom of the bin tip cylinders. Return oil from the rod
pressure setting for dump body raise circuit relief
end will flow into port B, through the bin spool to
valve.
tank. A pilot signal will also be sent to the logic
The anti-cavitation valve prevents cavitation from valve (34).
occurring when lowing the dump body with the en-
As the logic valve shifts, system pressure passes
gine not running.
through and becomes a load sense signal. This
Port B is connected to the dump body cylinder rod load sense signal will then flow through shuttle
end. Return oil flows from port T2 to hydraulic res- valves (19,14) and out through port L1 to stroke
ervoir return filter. the pump.
In neutral, the load sense circuit for the dump body When the bin spool returns to neutral, the pilot sig-
control valve is connected to return port T2 so nal to the logic valve is cut off and the LS pressure
there is no load sense signal. is released to tank via orifice (30), causing the
pump to de-stroke.
Port A is connected to the dump body cylinder
head end. The dump body raises circuit relief and If a lower current is applied to the bin up solenoid,
anti-cavitation valve (33), relieves pressure in the the bin spool will only shift to the first position.
dump body cylinder head end circuit. Standby oil pressure will now flow through the
spool and out of port A to the bottom of the bin tip
The anti-cavitation valve prevents cavitation in the cylinders. Return oil from the rod end will flow into
circuit if the cylinder is extended while the control port B, through the bin spool to tank. A reduced
valve is in neutral. flow pilot signal will also be sent to the logic valve
(34). Due to the weaker pilot signal, the logic valve
Two logic valves (34) are incorporated in the Bin will shift less, creating a weaker load sense signal
control valve assembly. They are controlled via a to the pump. The pump will not stroke in fully and
pilot signal from the control spool (31) when the bin will move slower.
shifted. They are supplied with system pressure
before the spool and this is then used as a load When full current is applied to the bin down sole-
sense signal to the main pump. The purpose of noid (17), the spool will move all the way across to
these valves is to prevent a pressure drop of the the 2nd bin down position. Standby oil pressure
LS signal across the spool if it were taken after the will now flow through the spool and out of port B to
spool. A much larger signal is therefore sent to the the rod end of the bin tip cylinders. Return oil from
pump. the rod end will flow into port A, through the bin
spool to tank. A pilot signal will also be sent to the
logic valve (34). As the logic valve shifts, system
pressure passes through and becomes a load
sense signal.
388 Doc. No. 872329 : Rev B

This load sense signal will then flow through shut- A negative pressure is formed in the rod end of the
tle valves (19,14) and out through port L1 to stroke cylinders and this is replenished by return oil
the pump and power the bin down. When the bin through the bin lower circuit relief and anti cavita-
spool returns to neutral, the pilot signal to the logic tion check valve (32). The bin is then allowed to
valve is cut off and the LS pressure is released to float down under its own weight. This function is
tank via orifice (30), causing the pump to used during the last 50 of bin down movement and
de-stroke. while the machine is driving.
If a lower current is applied to the bin up solenoid, The spool is self-centering 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
tip cylinders is allowed to pass, restricted, through
the bin spool to tank.
Doc. No. 872329 : Rev B 389

390 Doc. No. 872329 : Rev B

CHAPTER 7b. HYDRAULIC SYSTEM
SECTION 2. DIAGNOSTIC INFORMATION
Diagnostic Procedure Perform troubleshooting
Follow the six basic steps below to carry out Connect the laptop computer with diagnostic
troubleshooting efficiently. software, if available. The self-diagnosing function
lists any service codes.
Know the system Before starting any troubleshooting, first check
battery voltage, battery disconnect switch, fuses,
Study the machine technical manual. Understand and circuit breakers.
the system and circuits.
Go to test groups to check pressures and voltages.
Use schematics, component location drawings, Make sure adjustments are correct.
and theory of operation for each circuit and circuit
components to better understand how the system,
circuits, and components work. Trace a cause
Before reaching a conclusion, check the most

Ask the operator probable and simplest to verify.
What type of work was the machine doing when Use the symptom, problem, solution charts to help
the trouble was noticed? identify probable problem components.
Did the trouble start suddenly or has it been getting Make a plan for appropriate repair to avoid other
worse? malfunctions.
Did the machine have any previous problem ? If
so, which parts were repaired?
Inspect the machine
Check all daily maintenance points. (Refer to the

OM). Check batteries, battery disconnect switch,
circuit breakers, fuses, and electrical connections.
Perform Operational Check-out
Check all systems and functions on the machine.

Use the helpful diagnostic information in the
check-out to pinpoint the possible cause of the
problem.
Doc. No. 872329 : Rev B 391

Diagnose Hydraulic System Malfunctions

NOTE: DIAGNOSE system malfunction 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.
392 Doc. No. 872329 : Rev B

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
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.
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.
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.
Doc. No. 872329 : Rev B 393

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
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 MDU2, 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.
394 Doc. No. 872329 : Rev B

Bin Will Not Rise. The proportional bin tip On MDU2, Scroll to "MENU
solenoids are not getting a CCU Output" and press
signal from the CCU. "SELECT": 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. Recalibrate and
calibration of the Bin Position 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. Recalibrate and
does not increase when the bin has told the bin tip spool to reset values.
tip lever is kept in the bin up “kick out” at the 100% position.
position.
Doc. No. 872329 : Rev B 395

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.
Low or no oil pressure. Check 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”
396 Doc. No. 872329 : Rev B

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.
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 energized or jammed open. makes a difference. If it does,
there might be a software
problem.
Doc. No. 872329 : Rev B 397

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.
398 Doc. No. 872329 : Rev B

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.
Doc. No. 872329 : Rev B 399

CHAPTER 6. HYDRAULIC SYSTEM
SECTION 3. TESTS
Tests and Adjustments Digital Analogue

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 pressure.

No leakage allowed. Use soap water test to test for
gas leaks.
Pressure/Temperature Analyser
Installation
Oil leaks - No leakage shall be visible other than
slight wetting, insufficient to form a drop. 1. Digital Pressure/Temperature Analyser.
2. Transducers.
Digital Thermometer Installation
Use the digital pressure/temperature analyser (1)
and transducers (2) in place of analog gauges and
a separate temperature reader.
Transducers are temperature sensitive. Allow

transducer to warm to system temperature.
After transducer is warmed and no pressure ap-

plied, push sensor zero button for one second to
set the true zero point.
When using for different pressures, turn selector to

1. Temperature Probe OFF for two seconds and then to the pressure
range. Readings are inaccurate if proper range for
2. Cable
transducer is not used.
3. Digital Thermometer
Fasten temperature probe (1) to a bare metal hy- Transducers:

draulic line using a tie band.
3400 kPa (35 bar) (500 psi)
Wrap temperature probe and line with a shop
34 000 kPa (350 bar) (5000 psi)
towel.
70 000 kPa (700 bar) (10,000 psi) Install cranking
device DC280088.
400 Doc. No. 872329 : Rev B

Hydraulic Oil Cleanup Procedure NOTES: Filtering time for hydraulic reservoir
is 0.089 minute x number of litres (0.33
Using Portable Filter Caddy minutes x number of gallons).
Specifications Leave filter caddy operating for the next step.
Hydraulic Reservoir Capacity Start the engine and run it at specification.

= 78.8 L (20.8 USGAL)
Specification
Hydraulic Reservoir Filtering Time
= 7 minutes approximate.
Engine - Speed = 2240 ± 20 rpm.
Engine Speed
= 2750 ±30r.p.m. NOTE: For the most effective results, cleaning
procedure must start with the smallest
Hydraulic System Capacity capacity circuit then proceed to the next
= 155 L (41 USGAL) larger capacity circuit.
Hydraulic System Filtering Time
= 25 minutes approximate. Starting with the smallest capacity circuit, operate
each function through a complete cycle.
Repeat procedure until the total system capacity
• Portable Filter Caddy has circulated through filter caddy seven times.
• Two 3658 mm (12 ft) x 3/4 in. ID 100R1 Hoses with
Each function must go through a minimum of three
3/4 M NPT Ends
complete cycles for a thorough cleaning of oil.
• Quick Disconnect Fittings
• Suction Wand NOTE: Filtering time for complete hydraulic
• Discharge Wand system is 0.158 minute x number of litres (0.6
minute x number of gallons). Filtering time for
This procedure must be used to clean complete machines with auxiliary hydraulic functions
hydraulic system after any major component fail- must be increased because system capacity
ure. is larger.
Install new return filter elements. Stop engine. Remove filter caddy.
NOTES: For a failure that creates a lot of Install new return filter elements.
debris, remove access cover from hydraulic
reservoir. Drain the hydraulic reservoir. Check oil level in hydraulic reservoir; add hydraulic
Connect filter caddy suction line to drain port. oil if necessary.
Add a minimum of 19 L (5 gal) of oil to the
hydraulic reservoir. Operate filter caddy and
wash out the hydraulic reservoir. Hydraulic System Warm-Up
The minimum ID for a connector is ½ in. to Procedure
prevent cavitation of filter caddy pump.
Put filter caddy suction and discharge wands into
the hydraulic reservoir filler hole so ends are as far
apart as possible to obtain a thorough cleaning of • Digital Thermometer
oil. NOTE: If machine temperature is below – 18°C
Start the filter caddy. Check to be sure oil is flowing (0°F), start procedure with engine running at ½
through the filters. Operate filter caddy until all oil speed. Failure to do this could cause pump cavita-
in the hydraulic reservoir has been circulated tion. Once oil temperature is above -18°C (0°F) the
through the filter a minimum of four times. engine speed can be increased to fast idle.
Doc. No. 872329 : Rev B 401

Below -18°C (0°F) an extended warm-up period Setting Hydraulic Pressure

may be necessary. Hydraulic function will move
slowly and lubrication of parts may not be ade-
WARNINGS
quate with cold oil.
Ensure that the machine is parked on level
Do not attempt normal machine operation until hy- ground and away from any overhead objects
draulic functions move at or close to normal cycle that might interfere with the movement of the
times. bin.
Do not wear loose clothing which may be
Operate functions slowly and avoid sudden move- caught up in the prop shaft. Also ensure that
ments until engine and hydraulic oils are all tools and equipment is stored safely away
thoroughly warmed. from the prop shaft area.
Ensure that the cab stay is secured before
Operate a function by moving it a short distance in working under the tilted cab.
each direction. Continue operating the function in- Ensure that the articulation lock is installed
creasing the distance travelled in each cycle until while doing the steering pressure checks and
full stroke is reached. adjustments.
For faster warm-up, restrict air flow through oil
Check that the hydraulic oil is at the correct level
cooler using cardboard or other similar material.
before starting the pressure checks and adjust-
Use correct viscosity hydraulic oil to minimize
ments.
warm-up period.
Ensure that the inter axle lock is de-activated and
Connect digital thermometer. Install temperature
the park brake is applied while doing the checks
probe on hydraulic reservoir-to-pump inlet line.
and adjustments.
WARNING Do not loosen any hoses, connectors or fittings
Avoid possible serious injury from machine while the machine is running. Switch off the ma-
movement during warm-up procedure. Clear chine and depressurise the hydraulic system by
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 dur-
ing warm-up. Run engine at ½ speed for Spanners:
approximately 5 minutes before operating any
2 x 24 mm - To loosen cab bolts
functions.
1 x 19 mm
Ensure that the park brake is engaged. 2 x 17 mm
1 x 10 mm
CAUTION 1 x 13 mm
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), in-
crease engine speed to fast idle. Pressure Gauge:
Stop periodically and operate all hydraulic func- 1 x 10 to 300 Bar

tions to distribute the heated oil.
402 Doc. No. 872329 : Rev B

Activate the Hydraulic Pressure Set the Emergency Steering

Setup Mode: Pump Pressures
Activate Service Mode. Note: Main pump pressures and steering pressure
will need to be re set after setting the emergency
Press the MENU button. steering pump.
Scroll down through the MENU options using the
NEXT button until Machine Config is highlighted. Set the Emergency Steering
Press the SELECT button. Pump Residual Pressure
Scroll down until Hyd Press Setup is highlighted.
Press the SELECT button. If you can’t find the Hyd WARNINGS
Pres Setup menu line, then you are not in Service This procedure requires coming into close
Mode proximity of rotating prop shafts ensure cor-
rect PPE is used.
The different options can be selected by scrolling Ensure the truck is on level ground and that
to it with the NEXT button. To select an option hold the wheels are secure from rolling as the park
down the SELECT button for 3 seconds or until brake will need to be released.
you’ve heard 3 beeps.
1. Uncouple the rear output shaft from the drop
box.
Calibrate the Bin Position
Sensors: 2. Remove the pneumatic hose of the IDL actuator
on the drop box
Note: Bin float is deactivated in this function
3. Start the truck.
1. Start the truck. 4. Connect the pressure gauge to Test point MP2
2. Activate Service Mode. 5. Ensure that the inter-axle diff lock is not acti-
3. Press the MENU button. vated
4. Scroll down through the MENU options 6. While applying the service brake, select "Drive"
using the NEXT button until Machine Config is on the transmission shift selector. Release the
highlighted. Press the SELECT button. park brake and use the gear hold button to hold the
transmission in second gear when it reaches sec-
5. Scroll down until Position Sensors is ond gear.
highlighted. Press the SELECT button.
7. At full rpm in second gear the speed on the MDU
6. The first item Set Zero is highlighted. should read +-16kph, the gauge should read the
pump residual pressure of 22 Bar (+-1). If the pres-
7. Ensure the bin is all the way down by us- sure is incorrect, the pump needs to be adjusted.
ing the bin tip control.
8. Remove the cap on the residual pressure ad-
8. Press and hold the SELECT button for 3 justment screw of the pump controller. Be careful
seconds or until you've heard 3 beeps. not to lose the dowty washer.
9. Scroll down until Set Bin Full is high- 9. Loosen the locking nut on the adjustment screw.
lighted.
10. At 16kph read off the MDU, turn the screw
10. Move the bin all the way up by using the clockwise to increase the pressure and anti-clock-
bin tip control. wise to decrease the residual pressure.
11. Press and hold the SELECT button for 3 11. Lock the screw with the locking nut once the
seconds or until you've heard 3 beeps. correct pressure has been set.
Doc. No. 872329 : Rev B 403

12. Select Neutral for the transmission and only 6. Loosen the lock nut on Valve X3 and turn the ad-
then apply the park brake justing screw clockwise until it bottoms out (do not
apply excessive force once it has bottomed out)
13. Connect the pneumatic hose onto the IDL on
the drop box. 7. Ensure that the park brake is applied and that
the inter axle diff lock is not activated.
Fault Finding
8. Install the articulation lock.
Fault:
9. Connect the pressure gauge to Test Point MP2.
Can't set the residual pressure.
10. While applying the service brake, select
Possible Causes: "Drive" on the transmission shift selector. Release
the park brake and use the gear hold button to hold
1. The compensating pressure is set below the re- the transmission in second gear when it reaches
sidual pressure. Turn the compensator set screw second gear by revving the engine.
in (clockwise) all the way to increase the compen-
sating pressure. Follow the steps detailed in next 11. Turn the steering wheel to the left and hold it
procedure to set the correct compensating pres- against the articulation lock, take the engine to full
sure once the residual pressure has been set. rpm. The gauge should read the pump compensat-
ing pressure of 210 Bar (+-3bar). If the pressure is
2. Confirm that the transmission is in "Drive" when incorrect, the compensator pressure needs to be
the pressures are being measured. adjusted.
3. Ensure that X3 (steering relief valve) is not set 12. Remove the cap on the compensator pressure
too low. adjustment screw of the pump controller. Be care-
4. The pump controller might be faulty. Replace ful not to lose the dowty washer.
the pump controller. 13. Loosen the locking nut on the adjustment
screw.
Set the Emergency Steering
14. While holding the steering against the arctic
Pump Compensating Pressure: lock, and revving the engine to full rpm with the
transmission held in second gear, turn the screw
WARNINGS clockwise to increase the pressure and anti-clock-
This procedure requires coming into close wise to decrease the residual pressure.
proximity of rotating prop shafts ensure cor-
rect PPE is used. 15. Lock the screw with the locking nut once the
Ensure the truck is on level ground and that correct pressure has been set.
the wheels are secure from rolling as the park
16. Select Neutral for the transmission and only
brake will need to be released.
then apply the park brake
1. Uncouple the rear output shaft from the drop 17. Connect the Pneumatic hose onto the IDL on
box. the drop box.
2. Remove the pneumatic hose of the IDL actuator 18. The Main Steering will now need to be set, see
on the drop box next procedure, before proceeding ensure that the
main pump compensator pressure is reset to its
3. Start the truck.
correct set point.
4. Activate service mode
Fault Finding
5. Follow procedure to set the compensating pres-
Fault:
sure on the main pump, but set the pressure down
to 120 Bar. Can't set the compensating pressure.
404 Doc. No. 872329 : Rev B

Possible Causes: 4. The brake charge valve pressure could be set

higher than the pump compensating pressure. Ei-
1. Confirm that the transmission is in "Drive" when ther try to set the brake charge pressure lower by
the pressures are being measured. turning the X4 valve anti-clockwise (see "Setting
the Brake Pressures for more info), or turn the
2. Ensure that X3 (steering relief valve) is not set
compensator set screw clockwise until the pump
too low.
stops stroking - see Set the Main Pump Compen-
3. The pump controller might be faulty. Replace sator Pressure for more info.
the pump controller.
5. The steering wheel is turned slightly. Give the
4. The anti-cavitation check valve on the pump is steering wheel a slight tug to see if the pump
not seating correctly and is allowing oil to by-pass. de-strokes.
6. The electrical bin float signal to the bin down

Set the Main Pump Residual proportional valve is too high and causing the bin
to power down onto the rear chassis. Unplug the
Pressures B18/B30 bin down connector to set the residual pressure.
1. Start the truck. Fault:
2. Activate Service Mode and go to Hyd Press Can't set the residual pressure.
Setup. Select Hyd Pump .
Possible Causes:
1. The compensating pressure is set below the re-
4. The gauge should read the pump residual pres- sidual pressure. Turn the compensator adjustment
sure of 25 Bar. If the pressure is incorrect, the screw in (clockwise) all the way to increase the
pumps need to be adjusted. compensating pressure. Follow the steps detailed
in procedure to set the correct compensating pres-
5. Loosen the locking nut on the adjustment screw.
sure once the residual pressure has been set.
6. At idle, turn the screw clockwise to increase the
2. The pump controller might be faulty. Replace
pressure and anti-clockwise to decrease the resid-
the controller.
ual pressure.
7. Lock the screw with the locking nut once the cor- Set the Main Pump
rect pressure has been set.
Compensating Pressure
8. Put back the cap on the residual pressure ad- B18/B30
justment screw and tighten.
1. Start the truck.
Fault Finding
2. Activate Service Mode and go to Hyd Press
Fault:
Setup. Select Hyd Pump.
Can't set the residual pressure because the pump
is stroking to a higher pressure all the time.
4. Set the pump residual pressure.
Possible Causes:
5. Use the bin tip control to move the bin all the way
1. Hoses are connected incorrectly.
up until the cylinders bottom out.
2. The Hyd Pump setting has not been activated.
6. While holding the cylinders in the fully extended
3. If the bin is moving up by itself, the proportional position, read the pressure on the gauge. The
valves that activate the bin have been connected gauge should read the pump compensating pres-
incorrectly. Swap the connectors. sures of B18 & B20 = 250 bar, B25 = 240 bar and
B30 = 270 bar. If the pressure is incorrect, the
compensating pressure needs to be adjusted.
Doc. No. 872329 : Rev B 405

7. Remove the caps on the compensator pressure Bin Position = 0.0%

adjustment screws of the pump controllers. Be
careful not to lose the dowty washers. Bin Position = 800mV +-300mV
8. Loosen the locking nuts on the adjustment Bin Lever Pos = 100%
screws.
Bin Lever Pos = 4500mV
9. While holding the cylinders in the fully extended
If the Bin Position is not at 0% and a low mV value,
position. Turn the screw clockwise to increase the
the "Bin Zero" position has not been set and needs
pressure and anti-clockwise to decrease the pres-
to be calibrated.
sure.
If the Bin Lever Position value is 0% or a very low
10. 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.
Fault Finding:
If the values are as indicated above, and the bin is
Fault: still not moving, check Possible Cause no 3.
The bin won't lift at all. 7. The proportional bin tip Solenoids are not get-
ting a signal from the CCU. Do the following to
Possible Causes: check the input signals to the Solenoids:
1. Hoses are connected incorrectly. • Press the MENU button.

• Scroll down through the MENU options using
2. The Hyd Pump setting has not been activated. the NEXT button until Diagnostics is high-
3. The pump compensating pressure pre-set is too lighted. Press the SELECT button.
low and the pump does not provide enough pres- • Scroll down until Diagnostics is highlighted.
sure for the bin to lift. Complete steps 9 and 10 as Press the SELECT button.
detailed above. Turn the screw clockwise to in- • Scroll down until Output is highlighted. Press
crease the pump's compensating pressure. the SELECT button.
• Scroll through the screens using the SELECT
4. Ensure that the bin tip valve pilot pressure is set. button.
• Screen 5 of 15 should display the following in-
5.If the bin lifts when the bin tip control is pressed formation if the bin lever is pulled back:
down, the proportional valves that activate the bin
have been connected incorrectly and the connec- Bin Up Solenoid = 720mA
tors need to be swapped.
Bin Down Solenoid = 0mA
6. The bin tip control is not sending a signal to the
CCU (bin tip lever option). Do the following to If the values are 0 mA for all positions of the bin tip
check the bin tip lever output: lever, there is a continuity problem with the har-
ness which needs to be investigated.
• Press the MENU button.
• Scroll down through the MENU options using If the Bin Down Solenoid value remains at 320 mA
the NEXT button until Diagnostics is high- for all bin tip lever positions, there is a problem with
lighted. Press the SELECT button. the bin tip lever and it needs to be investigated.
• Scroll down until Analog Diag is highlighted. Check Possible Cause no 2 for help.
Press the SELECT button.
The priority valve might be faulty/sticking. Set the
• Screen 1 of 7 should display the following in- main hydraulic pump's residual pressure higher
formation (mV values are estimates and might until you can hear the pump is labouring the engine
differ slightly from machine to machine) if the - usually happens at about 100 bar. Turn the pres-
bin tip lever is pulled all the way back and the sure down slightly and try to lift the bin. If this
bin is all the way down:
works, set the pump residual pressure back to 25
bar.
406 Doc. No. 872329 : Rev B

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. Possible Causes:
Possible Cause 1. The pump compensating pressure is set too low
and the pump does not provide enough pressure
1. Service Mode not activated
to turn the steering wheel. Check that the pump is
2. The Hyd Pump setting has not been activated, set to the correct pressure.
and the CCU has told the bin tip spool to "kick out"
2. X3 is set very low. Turn X3 in (clockwise) all the
at the 100% position.
way and see if this lightens up the steering.
Set the Steering Pressure 3. X3 valve might be faulty. Replace X3.
4. Hoses are connected incorrectly.

1. Start the truck.
5. The steering orbital is faulty. Replace the orbital.
Setup. Select Hyd Pump.
Set the Brake Circuit Pressures:
3. Ensure that the pump pressures have been set
using the procedures detailed above. Set X4:
4. Connect the pressure gauge to Test Point MP1. 1. Start the truck.
5. Turn the steering wheel to the left and hold it 2. Activate Service Mode and go to Hyd Press
against the arctic lock. The pressure on the gauge Setup. Select Hyd Pump
should rise to 195 bar (+-3 bar). If it doesn't, the
pressure needs to be adjusted on the steering LS 3. Ensure that the pump pressures have been set
relief valve - Valve X3 on the main hydraulic mani- using the procedures detailed above.
fold.
4. Connect the pressure gauge to Test Point M4.
6. Loosen the locking nut on X3.
5. Push the service brake repeatedly until the ac-
7. While holding the steering against the stop, ad- cumulators start to charge. The gauge should read
just the steering LS relief setting by turning the B25 & B30 = 165 bar and B18 & B20 = 210 bar (+-
adjustment screw clockwise to increase the pres- 3 bar) when the accumulators stop charging. If the
sure and anti-clockwise to reduce the pressure. pressure is incorrect, the pressure needs to be ad-
justed on the accumulator charge valve - Valve X4
8. Lock the screw with the locking nut once the cor- on the main hydraulic manifold.
rect pressure has been set.
6. Loosen the locking nut on X4.
Doc. No. 872329 : Rev B 407

7. Adjust the brake charge pressure by turning the 3. X4 valve might be faulty. Replace X4.
adjustment screw clockwise to increase the pres-
sure and anti-clockwise to reduce the pressure. It Fault
is important to note that the pressure on the gauge
The brakes don't recharge at all.
will not change during the adjustments. The brake
accumulators first need to be discharged to see Possible Causes:
the effect of each adjustment. The charge band for
the accumulators should be from approximately 1. The pump compensating pressure is set below
B25 & B30 = 130 bar to 165 bar and B18 & B20 = the residual pressure. Set the pump pressures.
175 to 210 bar. The lower limit of the charge band
is not adjustable. 2. Orifice 9 might be blocked. Remove the orifice
and clean it/replace it if necessary.
8. Lock the screw with the locking nut once the cor-
rect pressure has been set. 3. The hydraulic cut solenoid could be energised
or jammed open. Unplug the connector to see if it
Fault Finding makes a difference. If it does, there might be a soft-
ware problem.
Fault:
4. X4 valve might be faulty. Replace X4.
The desired charge pressure cannot be set be-
cause the pump is stroking in all the time. Set XB
Possible Causes: 1. Start the truck.
The pump will only stay stroked in if it is receiving a 2. Activate Service Mode and go to Hyd Press
load signal from somewhere. Check the following Setup. Select Hyd Pump.
to try and resolve the problem:
3. Ensure that the pump pressures have been set
1. Hoses are connected incorrectly. using the procedures detailed above.
2. The Hyd Pump setting has not been selected. 4. Connect the pressure gauge to Test Point M4.
3. The pump compensating pressure is set too low 5. Install the articulation lock.
to reach the upper limit of the charge band. Check 6. Turn the steering wheel to the left. The pressure
that the pump is set to the correct pressure. An- on the gauge should rise to B25 & B30 = 190 bar
other check could be to turn the pressure on X4 and B18 & B20 = 235 bar (+- 3 bar). If it does not,
lower, If the pump stops stroking, you know that the pressure needs to be adjusted on the brake
you need to adjust the pump pressure. pressure reduction valve - Valve XB on the main
hydraulic manifold.
4. The pressure on the brake circuit's pressure lim-
iting valve (Valve XB) is set lower than the upper 7. Loosen the locking nut on XB.
limit of X4. Set the pressure on XB and then try to
set X4's pressure. 8. While holding the steering against the stop, ad-
just the brake reduction setting by turning the
5. X4 valve might be faulty. Replace X4. adjustment screw clockwise to increase the pres-
sure and anti-clockwise to reduce the pressure. If
Fault the pressure was higher than 190 bar, the pres-
sure in the brake circuit needs to be released first.
The pump strokes rapidly after each application of This is done by pushing the service brake repeat-
the foot valve. edly. Once the pressure has been released, turn
XB anti-clockwise and steer against the stops
Possible Causes:
again. If the pressure is still higher than specifica-
1. Orifice 18 has not been installed. tion, repeat the steps detailed above until a lower
pressure is achieved.
2. The brake charge accumulators have a very low
charge pressure. Check their charge and replace
or recharge them if necessary.
408 Doc. No. 872329 : Rev B

To set the pressure higher, simply turn XB clock- Once this has been done, the accumulator charge
wise, (while the steering is held against the stop) should be re-checked, if any charge has been lost
until specification is reached. If the pressure is set then the accumulator should be replaced. If not,
past specification, the steps detailed above need then the accumulator is fine to carry on running.
to be followed to set the pressure lower again.
Specifications
9. Lock the screw with the locking nut once the cor-
rect pressure has been set. All Brake Accumulators:
8 000 kPa +- 350 kPa (80 bar +-3.5 bar)
Fault Finding
B50D Suspension (1.5 liter):
Fault: 1 100 kPa +- 100 kPa (11 bar +- 1 bar)
The pressure does not rise to specification. B50D Suspension (2.6 liter):
4 100 kPa +- 350 kPa (41 bar +- 3.5 bar)
Possible Causes:
B35D/B40D CR Suspension (1.5 liter):
1. The pump compensating pressure is set too low 900 kPa +- 100 kPa (9 bar +-1 bar)
to reach the upper limit of the charge band. Check B35D/B40D CR Suspension (2.6 liter):
that the pump is set to the correct pressure. 3 200 kPa +- 350 kPa (32 bar +- 3.5 bar)
2. XB valve might be faulty. Replace XB. IMPORTANT NOTES:
1.Only use dry Nitrogen to charge

Accumulator Charge Pressure accumulators. Do not use any type of gas that
Check and Re-charge Procedure could cause oxidation inside the accumulator
or that is combustible under pressure (eg.
Notes: compressed air).
Check accumulator charges on the 2.Before checking accumulator gas pressures

suspension system when the ride becomes ensure that the hydraulic pressure has been
uncomfortable removed from the brake and / or suspension
Check accumulator charges on the brake system. See procedure in Chapter 8.
system when performing the service brake
accumulator routine test 3.For the military valve spec ensure that only
the outer nut on the valve is turned. Turning
WARNINGS the thicker inner nut will remove the valve
from the accumulator.
Overhaul or recertification for continued
safe use of gas loaded accumulator shall be 4.In the event that accumulators have lost
carried out only by skilled personnel. their pre-charge they may be re-charged.
Do not disassemble accumulators, return However, if the accumulator is recharged it
to the supplier for servicing. must be checked to ensure that it can
maintain that charge. When the accumulator
If an accumulator is checked according to this ac- has been re-charged, start the machine and
cumulator charge check and re-charge procedure operate the brake and / or suspension system
and found to have lost charge, the accumulators a few times to get the accumulator pistons
can be re-charged. moving within their bores. Remove the
hydraulic pressure and re-check the
Once this has been done the machine should be accumulator charge. If any pre-charge has
started up and some hydraulic functions activated been lost, the accumulator needs to be
to get the pistons in the accumulators moving (eg replaced.
suspension up and down on the suspension accu-
mulators and brake pumping on the brake Procedure for Threaded End Accumulators
accumulators). with Military Valve Specifications
1. Remove valve protection bracket.
2. Remove the yellow safety cap.
Doc. No. 872329 : Rev B 409

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.

3. Connect charging adaptor Nitrogen Setup. Select Hyd Pump
charge kit (280257), Adapter (121463) and Nitro-
gen gas reservoir to the charge valve. (See Figure 3. Connect the pressure gauge to test point MR on
1 and 2) the main hydraulic block
4. Undo the outer nut on the charge valve un- 4. Use the bin tip control to move the bin all the way
til gas flows out and pressurises the pressure up until the cylinders bottom out. While holding the
gauge. cylinders in the fully extended position, read the
pressure on the gauge. The gauge should read a
5. Check charge pressure. Pilot Pressure of 35 bar (+-1bar). If the pressure is
incorrect it will need to be adjusted.
6. Add compressed nitrogen if necessary un-
til charge specification is reached. 5. Loosen the lock nut on Valve No. 5
7. Tighten outer nut on charge valve. 6. For a pressure that was too high turn the adjust-
ment screw on valve No. 5 out anticlockwise
8. Close off compressed nitrogen. reducing the pressure. For pressures too low go to
step 7
9. Remove charging adaptor.
7. Gradually increase the pilot pressure to the set
10. Replace yellow safety cap. point of 35 bar by turning the adjustment screw in
clockwise.
11. Replace valve protection bracket.
8. Once the correct pressure of 35 bar is achieved
Procedure for Crimped End Accumulators
lock the screw with the locking nut.
with Standard Valve Specifications
1. Remove black safety cap.
2. Connect Nitrogen charge kit (280257),

Adapter (121463) and Nitrogen gas reservoir
charging adaptor to the charge valve. (See Figure
1 and 2)
3. Screw pin on charging adaptor into charge

valve to allow the pressurised gas to pressurise
the pressure gauge.
4. Check charge pressure.
5. Add compressed nitrogen if necessary un-

til charge spec is reached.
410 Doc. No. 872329 : Rev B

Fault Finding Steering Wheel Stop-to-Stop = 4.7 Turns
Fault: Test is used as an indication of hydraulic circuit

performance. A slow cycle time is an indication of a
The pressure does not change when adjusting the restriction or leakage in that circuit.
screw
Cycle times are also a general indication of hy-
Possible Cause: draulic pump performance. Always record the
average of at least three complete cycle times us-
The Hyd Pump setting has not been activated, ing a stop watch.
and the CCU has told the bin tip spool to "kick out"
at the 100% position. Do Hydraulic System Warm-Up Procedure to heat
hydraulic oil to specified temperature. Use monitor
display menu to monitor hydraulic oil temperature.
Cycle Time Test
WARNING
Specifications Avoid possible serious injury from machine
movement. Clear area of all bystanders before
Hydraulic Oil Temperature performing test. Area must have enough over-
= 50 ± 5°C (120± 10°F). head clearance to raise bin to full height of
Engine Speed = 2620 ± 50 rpm. 7226 mm (23 ft. 8.5 in.). Do not perform this
test within 4 m (13 ft.) of high voltage power
Bin Raise (New Pump) Cycle Time = 11.9 sec. lines.
Bin Lower (New Pump) Cycle Time = 6 sec.
Engine Speed (Slow Idle)
Steering Wheel Stop-to-Stop Cycle Time
= 7 - 8 sec.
Doc. No. 872329 : Rev B 411

NOTES
412 Doc. No. 872329 : Rev B

CHAPTER 8. 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. 872329 : Rev B 413

• 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 interrupting the cycle.
where 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.
414 Doc. No. 872329 : Rev B

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. 872329 : Rev B 415

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.
416 Doc. No. 872329 : Rev B

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. 872329 : Rev B 417

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.
418 Doc. No. 872329 : Rev B

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. 872329 : Rev B 419

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
and charging stations. Never use refrigerant,
securely in place in evaporator core?
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.422 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 pres-
Low Side Refrigerant - Pressure sure 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
420 Doc. No. 872329 : Rev B

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. 872329 : Rev B 421

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
must be below 1° - 3°C (34° - 37.5°F). Switch must Air High Pressure Switch (Normally Closed) -
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)
422 Doc. No. 872329 : Rev B

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
Remove Air high/low pressure switch (1). charging stations. DO NOT mix refrigerant,
hoses, fittings, components or refrigerant
Connect a portable pressure source, such as a oils.
regulated air supply or a hydraulic hand pump, to
Air high/low pressure switch. Follow Refrigerant Cautions and Proper Handling
procedures.
Switch must not have continuity between terminals
until pressure increases to low pressure switch Connect refrigerant recovery, recycling and charg-
specification. ing system.
Slowly release pressure. Switch must have conti- Recover R134a Refrigerant.
nuity until pressure decreases to switch opening
pressure specification. Remove insulating tape from expansion valve
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. 872329 : Rev B 423

• 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
gauge set using fittings (A - C).
Specifications
Connect yellow hose to a regulated air supply.
High-Side Valve Pressure Setting Pressure
. . . . . . . . . . . . 520 kPa (5.2 bar) (75 psi) Close low-side valve and open high-side valve.
Expansion Valve - Opens on increasing Pressure Adjust pressure on high-side valve to 520 kPa (5.2
. . . . 280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi) 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
be 280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi).
Essential Tools
Put sensing bulb in a container of ice water until
• Air Conditioning Service Fitting Kit pressure on low-side gauge stops decreasing.
Pressure must be 140 - 170 kPa (1.4 - 1.7 bar) (20

- 25 psi).
424 Doc. No. 872329 : Rev B

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. 872329 : Rev B 425

NOTES
426 Doc. No. 872329 : Rev B

PART 2
SERVICE AND MAINTENANCE
Doc. No. 872329 : Rev B 427

NOTES
428 Doc. No. 872329 : Rev B

CHAPTER 9. SERVICING, 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: 25 Bar to 250 Bars (Excluding B30D)
Main system: 25 Bar to 270 Bar (B30D Only) Refer to the Hydraulic System Schematics to
identify all the pressurised lines. Pressure lines are
CAUTIONS marked in RED.
When replacing pipes, hoses and hydraulic WARNING
components, ensure that all the pipes hoses
and hydraulic components are free from The following procedure must be carried out
foreign matter before installation to depressurise the hydraulic system before
any work can commence on the hydraulic
Replace all flexible hoses after 5 years system
Store all flexible hoses with end caps installed, in a Pressurised Systems
dark, dry environment away from electrical equip-
ment at a temperature of below 33°C. Systems identified that can have pressurised com-
ponents are the following:
WARNING
Use only apparatus and procedures as per • Bin Hoisting System: which includes all
this manual. hoses, cylinders and control valves
• 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
gas leaks
• Brake Charging System which includes all
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
safe use of gas loaded accumulator shall be WARNING
carried out only by skilled personnel. 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. 872329 : Rev B 429

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.
Steering System
Tools and Equipment Required
With the engine switched off, Turn the steering
• 2 x 24 mm spanners (to loosen the cab bolts) wheel both left and right with the same input force
• 13 mm spanner as if steering the machine while it is running. The
• 4 mm Allen key steering valve should bottom out in both directions.
Be aware that the truck may steer a small amount
Procedure due to pressure being released in the cylinders.
Once this is done the steering system should have
Note: The bin goes over centre when hoisted fully released all pressurised oil within its system.
on level ground, this means that the bin cannot be
lowered without assistance from an external Cab Tilting System
source when a pump or engine failure is experi-
enced. The procedure below applies to a bin Always ensure that the cab is either resting on its
hoisted to 85% or less of its full tip angle. mounts or securely supported by the cab stay,
WARNING
Lock nut and adjusting screw A
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).
Engine Oil
Lock nut and adjusting screw B
The engine oil is an important, integral design fac-
tor, which affects the operation and the service life
Tilt the cab to gain access to the main hydraulic of the engine.
control valve.
The oil must be constantly optimised in accor-
Loosen the lock nuts (A and B) on each side of the dance with the engine's most up-to-date technical
bin tip valve. quality standard. For this reason, only service
products that have been tested and approved by
Turn out the adjusting screw (A) two turns. It is Daimler Chrysler may be used.
very important to accurately adjust the screw, as it
will need to be returned to its exact position when
the lowering of the bin is complete.
430 Doc. No. 872329 : Rev B

The scope and frequency of maintenance work de- • 228.5= This is a multigrade oil that is approved
pend primarily on the engine's operating by Mercedes for diesel engines that are oper-
conditions and the oil grade used. ating under extreme conditions. The require-
ments include engine wear, sludge, and oil
Another factor that affects the frequency of mainte- protection in both pre Euro 2 and Euro 2 en-
nance is the sulphur content of the fuel that is gines.
used. If the fuel used has a sulphur content ex-
ceeding 0.3% by weight, the replacement intervals The table below is a description of the service in-
for engine oil and filters should be halved. If the tervals on all D Series ADT’s:
sulphur content exceeds 0.8% by weight, the re-
placement intervals should be reduced to 30% of Recommended Oil Change interval on D Series ADT's
the values listed. If a different oil grade is used to 500 Series and 900 Series Engines
top up to the correct capacity, the replacement in- Sulphur content in Parts Per Million (PPM)
terval is determined by the lower oil grade. This is 0 - 3000PPM, 3000 PPM - 8000PPM, Greater Than
why you should always only use engine oils of the 8000PPM
same grade.
Oil Change Interval with MB228.5 Oil : 500 hrs, 250 hrs,
165 hrs
Engine Oil and Filter Replacement Oil Change Interval with MB228.3 Oil :250hrs, 125hrs, 85
hrs
The engine oil change and filter replacement inter- Oil change interval is Halved if the Sulpur PPM count is
val depends on the: greater than 3000 PPM
Oil change interval is one Third if the Sulpur PPM count is
• Engine oil grade greater than 8000 PPM
• Fuel: Diesel/FAME (bio-diesel fuel) and fuel
sulphur content
Diesel Change
• Engine load
The maximum oil change interval is only achieved Diesel is continually changing. Low sulphur diesel
if engine oils of a particularly high grade are used should be used where possible. If low sulphur die-
(such as oils complying with 228.5 of the sel is not used, it is imperative to use the
Mercedes-Benz Specifications for Service highest-grade oil suitable for the engine.
Products).
Lower sulphur diesel is cleaner, safer and allows
The maximum oil change interval is reduced if a new engine technologies to be used. Many new
lower grade engine oil is used for the oil change or engine emission technologies require lower sul-
for topping up (e.g. oil complying with 228.3). phur diesel in order to operate. These new
technologies will help to reduce several harmful
The intervals for the other maintenance items are emissions and increase engine efficiency.
not affected. The SAE class (viscosity) of the en-
gine oil must be selected according to the average Diesel currently contains large amounts of sulphur
ambient air temperature for the time of year. The in it. That sulphur, when used in a diesel engine,
use of non-approved engine oils will limit your war- produces sulphur oxides and particulates. Both
ranty entitlement. Information is available from any sulphur oxides and particulates are absorbed by
Bell Service Centre. the oil. The oil can only absorb a certain amount of
sulphur oxides and particulates. If a lower grade
Before operation with any FAME fuel, the oil spec oils is used, then these sulphur oxides and
sheet must be referred too. (SIB2008/1079) particulates cannot be absorbed at the correct
rate, thus breaking down and sludging occurs.
Use only engine oils complying with Bell Specifica-
tions for Service.
• 228.3= This is a multigrade oil that is approved

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
quality level of this oil is similar to ACEA
B2/E3.
Doc. No. 872329 : Rev B 431

Effects of Sulfur in Diesel This dew point is a function of the fuel’s sulfur con-
tent and the pressure in the cylinder. Only a
The effect that sulfur has on diesel and how relatively small proportion of sulfur is normally con-
this affects the engine. verted in this way and the remaining sulfur oxides
pass out of the cylinder with the exhaust gases.
During the combustion process in a diesel engine,
the presence of sulfur in the fuel can give rise to Variation in the sulfur level will affect the rate of
corrosive wear. This can be minimised by working corrosive wear. High sulfur levels will increase the
in suitable operating conditions. rate of TBN depletion, especially for engine de-
signs that have a low oil consumption rate.
Considerable work has been undertaken by the
various engine manufacturers to ensure the cylin- What happens to oil in its damaging process
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-
In a diesel engine, the sulfur in the fuel first burns hance the lubricity and anti-wear properties of the
to SO2, then combines with excess oxygen to form blend. Motor oil molecules are fairly tough and re-
SO3. In the presence of water vapour the SO3 is sistant to breakdown.
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.
Finally, motor oils accumulate toxic metal particles

from the normal wear of engine bearings and
scrubbing surfaces. There are many guides as to
the sulfur values in different countries but the only
accurate way to find out the sulfur content of the
fuel being used on site is to send a fuel sample to
be analysed.
432 Doc. No. 872329 : Rev B

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
T/Stress area (mm2) 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
Doc. No. 872329 : Rev B 433

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
T/Stress area (mm2) 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
2
T/Stress area (mm ) 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
434 Doc. No. 872329 : Rev B

Service Schedules - Pg 1 of 2
Doc. No. 872329 : Rev B 435

Service Schedules - Pg 2 of 2
436 Doc. No. 872329 : Rev B

A Refer to SIB 2000/033 regarding coolant additive specification.

B Drain intervals can be extended by oil sampling.
(Use kit 261677 for oil sampling Allison Transmissions)
C Daily depending on site conditions
D To be changed in wet & muddy conditions. (NOTE SERVICE KIT APPLICABLE FOR THIS
CONDITION)
E To be changed in dry & dusty conditions (NOTE SERVICE KIT AVAILABLE FOR THIS
CONDITION)
F Refer to SIB 2004/1018
G Refer to SIB 2010/1058 for grease specifications.
H See SIB 2007/1066 for details of thickness.
I See SIB 2004 / 1067 for details of procedure.
J To be changed as indicated when running on FAME/Bio-diesel.
Refer to SIB 2010/1058 for more information on FAME use.
K Cross & Roller replacement on all mechanic joints, when operating in submerged or dusty
conditions and replace every 6000hrs under normal conditions.
L In severe conditions, halve lubrication intervals.
M All grease points to be checked daily and greased if necessary (Refer to OM).
N Replacement of air conditioner receiver drier to be done by a qualified air conditioner specialist.
O When using Borate oils, servicing can be extended to 1500hrs
P Refer to SIB 2010/1004 to carry out oscillation joint maintenance.
Q Refer to SIB 2009/1074 referring to dirt and moisture inside the headlights.
R Refer to SIB 2009/1081 to carry out test procedure for the fan purging system.
S Refer to SIB 2011/1000 for the correct procedure
Doc. No. 872329 : Rev B 437

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.
438 Doc. No. 872329 : Rev B

Ser vice personnel must check that the daily lubrication has been per formed, 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.
Doc. No. 874115 : Rev B 439

NOTES
440 Doc. No. 874115 : Rev 2

CHAPTER 10. 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
necessary 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

Change Engine Oil And Replace Filter required.
NOTE: For further engine information or
details not shown in this manual, refer to the Lower the Belly Plate Assembly
Mercedes-Benz Manual OM 906LA.
The following procedures must be used to lower
WARNING the belly plate:
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).

• One person should support the belly plate.
• A second person should help supporting the
belly plate while removing the bolts (1). Lower
the Belly Plate Assembly (2) to the ground.
WARNING
Open the bonnet.
The Belly Plate is very heavy. Be careful when
Remove engine oil filler cap (1). Clean and inspect lowering the belly plate as it can cause injury
the seal ring. Replace seal ring if necessary. or even death.
Doc. No. 872329 : Rev B 441

Raise the Belly Plate Assembly Remove the oil filter cap from the element.
Remove 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
the belly plate:
filter onto filter cap. Place filter element and cap
WARNING assembly into filter housing and tighten to
specification.
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
so that the belly plate can be safely raised. Add the new oil at the fill port.
• 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)
Attach a hose to drain valve (1) with a hose clamp.

Place the end of the hose in a container.
Loosen nut (2) and valve stem (3). Drain oil into
container.
NOTE: Dispose of waste properly.
Tighten valve stem and nut. Remove hose clamp

and hose. Wipe drain valve clean.
Open the bonnet.
Clean dirt and debris from primary fuel filter (1) and
surrounding area.
Remove engine oil filter cap (1) and element (2).
Lift slowly to allow residual oil to drain from

element.
Do not clean inside surfaces of engine oil filter

housing. Remove retaining screw (2) and lid (3).
442 Doc. No. 872329 : Rev B

Remove element (1). Remove the filter cap (1) and element (3). Lift
slowly to allow excess fuel to drain from element.
Install new element and ensure element is prop-
erly seated. Turn the directional valve to the “UP” position and
operate the pump to lift the cab.
Fill primary fuel fitter with clean fuel.
Remove the cab prop and install in storing posi-
Install lid and retaining screw. tion.
Prime fuel system. Turn the directional valve handle to the
“LOWERING” position.
Start engine and let it run for 1 minute. Check for
leaks around lid. Tighten lid only enough to stop Operate the pump to lower the cab.
leaks.
Refit securing bolts and tighten.
Replace Secondary Fuel Filter
Relieve the pressure in the system by rotating the
directional valve handle 180 degrees.
Open the bonnet.
Stow the wheel nut spanner.
Clean dirt and debris from final fuel filter cap (1)
and surrounding area.
Doc. No. 872329 : Rev B 443

Notes
444 Doc. No. 872329 : Rev B

CHAPTER 11. 500 HOURS SERVICE AND CHECKS
Service Instructions Drain the Racor Fuel Filter

Ensure that the machine is in the service position. NOTE: The engine must be running when the
water is drained from the Racor Fuel Filter.
Use the correct lubricants when topping-up, re-
placing and greasing. Refer to the Lubrication
Chart at the beginning of this section.
Change Engine Oil And Replace

Filter
See Change Oil And Oil Filter, Chapter 10.
WARNING
Be careful when draining hot engine oil. Hot
engine oil can cause burns to unprotected
skin.
Check engine oil level. (See Check Engine Oil

Level in Chapter 11 in the OM).
Check for oil, fuel and water leaks.
Check Engine Air Intake System
Connect a pipe to the outlet (1) and hang the other

point in a container.
Check the service indicator (1) is not showing a red
flag .If the window shows a red flag, the air cleaner Loosen the nut (2) on the Racor fuel filter.
filter element must be changed.
Drain the accumulated water.
Check rubber elbows, clamps and pipes for
tightness, cracks or damage. Tighten the wing nut when fuel flows out water
free.
Remove the pipe.
Doc. No. 872329 : Rev B 445

Check for oil leaks NOTE: The cab tilt pump is located on the left
hand side under the bonnet on the bonnet
catch cross bar.
Tilt and lower the cab
WARNING
Never re-use loosened cab mounting bolts.
Always replace bolts after loosening.
Close the cab and right hand side external

compartment 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
systems below.
Loosen Cab Mounting Bolts Place directional valve lever (1) in “Cab Raise”
position.
Front And Rear Left Hand Side
Insert the brace 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.
Ensure directional valve handle is in “Cab Lower”

position.
Stow the brace.
The cab can be raised to two different heights:
Unscrew the mounting bolts (1) on the left hand

side front and rear of cab.
446 Doc. No. 872329 : Rev B

The 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.
Dipstick Check - Transmission

Fluid COLD (Cold Check)
CAUTION
Do not start the engine until the presence of
transmission fluid has been confirmed.
The Cold Check determines if the transmission

has sufficient fluid to be operated safely until a Hot
Check can be made.
Half raised (1) - for quick access to Main Hydraulic
Pump, etc. and fully Raised (2) - for full access to A cold check must be performed before start-up.
the area underneath the cab. The sump fluid temperature is then typically 16°C
to 49°C (60°F to 120°F)
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- 0

tion and operate the pump to lift the cab until peg
has disengage from cab prop.
Pull the cab prop away from engine compartment. 0

GD0033CFM
Turn the directional valve handle to the “lower-
ing” position. • Ensure that the machine is parked on a level
surface and the park brake is applied.
Lowering cab until properly seated.
• Ensure that the transmission is in Neutral (N)
WARNING for approximately 1 minute.
• Shift to D (Drive) and then to R (Reverse) to
Ensure both mountings are locked into posi-
expel all air from the transmission circuits and
tion with new mounting bolts and nuts. Never
fill the system with fluid.
re-use loosened mounting bolts and nuts.
• Shift to N (Neutral) and leave engine at idle.
Install and torque new locking bolts. (See Chapter
1 in OM for correct torque specifications).
Doc. No. 872329 : Rev B 447

CAUTION
1. The fluid level rises as the fluid tempera-
ture increases. DO NOT fill above the “Hot”
mark if the transmission fluid is below normal
operating temperatures. Normal operating
temperature 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)
• With the engine running unscrew and remove
the dipstick (1) from the tube and wipe clean. The Hot Check verifies proper fluid level.
• Clean the end of the tube before inserting the
dipstick. • Ensure that the transmission fluid has reached
• Insert the dipstick into the tube and remove to normal operating temperature; 85°C to 95°C
check the fluid level. (176°F to 203°F)
• Repeat the check procedure to verify the • Check the transmission fluid temperature on
reading. the master display unit.
NOTE: Hold the dipstick upright with the • Ensure that the machine is parked on a level
point pointing downward when checking the surface and the park brake is applied.
oil level. • Allow the engine to run at idle (500 to 700
r.p.m.) in N (Neutral).
• Unscrew and remove the dipstick from the
tube and wipe clean.
• Clean the end of the tube before inserting the
dipstick.
• Insert the dipstick into the tube and remove to
check the fluid level.
Repeat the check procedure to verify the reading.
• If the fluid level is on the ENGINE STOP mark

(1) the transmission may be operated until the
fluid is hot enough to perform a “Hot Check”.
• If the fluid level is not on the ENGINE STOP
mark, add or drain transmission fluid as neces-
sary to bring it to this mark.
The safe operating fluid level is between mark (2)

and mark (3).
If the fluid level is not between mark (2) and (3),

add or drain transmission fluid as necessary to
bring it to the mark.
448 Doc. No. 872329 : Rev B

Check Park Brake Pad Wear

Raise the bin and install the bin prop.
Remove cap screws (1) and upper brake shield

(2).
Measure the thickness of the park brake pads.
Replace both park brake pads if one has worn to

minimum specified thickness. (Refer to BELL
EQUIPMENT Product Support). If either brake pads (1) has worn to minimum spec-
Minimum thickness of pads: 3mm (0.118”). ified thickness, both brake pads must be replaced.
(Refer to BELL EQUIPMENT Product Support).
Minimum thickness of disc: 22.5mm (0.886”).
Replace disc before disc reach the minimum size. Minimum pad thickness: 3mm (0.12”).
Install upper shield and cap screws.

Check Service Brake Pad Wear
Repeat for each wheel.
NOTE:
1. If operating in wet or muddy conditions,
check wear indicators every 250 hours.
2. 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 in-
ner wear indicator is visible with TYRE in-
stalled. Inner and outer pads wear normally
evenly. Checking the inner wear indicator is a
good indication of the wear of both pads.
3. Remove guards (3) on illustration below for
increased visibility if necessary.
Doc. No. 872329 : Rev B 449

Check The Transfer Case Fluid

Level
TD00006752
Figure 1 - STRUT HEIGHTS

Check the transfer case fluid level at the sight
glass (1).
Strut ride height measuring procedure
Drain or add oil as necessary. when installed in machine:
Check Front Axle Suspension The measurement should always be taken on level
ground, at 0% articulation and to ensure the struts
Struts are properly seated the following procedure
should be followed before each measurement and
WARNING after each adjustment:
To install, check heights or to charge and
setup the suspension struts ay present an ex- NOTE : Struts must be checked at ambient
treme safety hazard. These actions should temperature, ie when the truck has not been
only be carried out by qualified personnel and operating during the work shift.
by adherence to sound workshop safety prin-
ciples. STEP 1
From standstill and 0% steer ( articulation lock in-

Measurements should always be taken on level
stalled ), drive straight forward aggressively for
ground, at 0% articulation and to ensure the struts
approx. 5-10 meters and bring the vehicle to a
are properly seated.
stand still using the service brakes.
NOTE: Struts must be checked at ambient
temperature. STEP 2
Any work done to the strut should be carried Then reverse the vehicle gently and bring the vehi-
out in a dust free environment and closed cle back to it’s original position, but without
from contamination. All components must be applying any brakes (maybe just at the last minute
washed and kept away from any dirt and dust. to effect complete stand still).
Seals should be kept in clean plastic wrap at
all times before use. STEP 3
Refer to figure 1 for the strut heights on all ADT’s Repeat Step 1 and Step 2.
and derivatives. A tool, 280662 is available to mea-
sure the strut heights on the new struts. STEP 4
Once the vehicle has come to a stop, apply the

park brake and switch off the engine.
450 Doc. No. 872329 : Rev B

STEP 5
The strut height may now be measured ( refer to

Figure 1, dimension “B” ).
General Check Drive Line &

Suspension Fasteners
Check drive line and suspension fasteners
condition and security.
Torque specification for breathers: 12 - 16 Nm

(106 - 142 lb.in.).
Transfer Case Breather (Located Inspect breathers for clogging, damage and
under the Hydraulic Reservoir) proper installation. If necessary, remove clogged
breathers from machine and clean with water. Dry
thoroughly before re-in stalling.
Replace damaged breathers and breathers that

cannot be cleaned. Tighten to specification.
Middle Axle Breather
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 Clean dirt and debris away from middle axle
cannot be cleaned. Tighten to specification. breather (1) and surrounding areas.

Transmission Breather And Axle installation. If necessary, remove clogged breath-
Breathers ers from machine and clean with water. Dry
Raise bin and install bin prop. Replace damaged breathers and breathers that
Clean dirt and debris away from front axle breather
(1) and transmission breather (2) and surrounding
areas.
Doc. No. 872329 : Rev B 451

Rear Axle Breather

Raise the bin and install the bin prop securely.
Clean dirt and debris away from rear axle breather

(1) and surrounding areas.

installation. If necessary, remove clogged breath-
ers from machine and clean with water. Dry
Replace damaged breathers and breathers that

Inspect, Clean And Replace Cab

Air Filter
Move the seat forward.
Open the access door (1).
Turn latches (1) 1/4 turn counter clockwise.
Remove element (1). Inspect element for dust, de-

bris, moisture and damage.
Replace element if damaged.
452 Doc. No. 872329 : Rev B

CAUTION
Use compressed air to 207kPa (30psi) to
clean filter element. Do not use high pressure
air, element may be damaged or personal
injury 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 1/4 turn clockwise Check battery charge indicator (3) on each battery.
and ensure latches are locked. The colours are as follows:
Close parts catalogue compartment door. • Green: - Battery is fully charged.

• Black: - Battery charge is low and must be
charged.
Check Batteries, Clean And • Yellow: - Battery life has expired. Replace
Tighten Terminals battery.
Open side panel. Start engine. After bulb check, verify that battery
charge indicator on instrument panel is not lit.
Verify battery voltage on MDU.
Check Electrical Connectors,

Harnesses And Looms
Check for worn, frayed and damaged harnesses.
Check for loose, corroded and damaged electrical

connections.
Check Work Lights, Reverse

Buzzer And Horns
Remove cap screws (1) and open top access door. Check the work lights, reverse buzzer and horns
functioning.
Clean debris from battery compartment.
Check the operator controls, buzzers and
Inspect battery disconnect switch for damage and instruments.
secure installation. Tighten mounting hardware if
necessary. Replace damaged components. Record & Delete Fault Codes On
Inspect and clean terminals (1). Ensure that posts The MDU
are secure in battery housings. Ensure that cables
are securely installed on posts. For more information See CHAPTER 8 in the OM
and Chapter 3 in this manual.
Ensure that mounting bracket (2) is secure.
Tighten nuts if necessary.
Doc. No. 872329 : Rev B 453

Check The Operator Controls

And Instruments
Check the operator controls (Functioning) and
instruments.
Grease All Grease Points
Lubricate Bin Pivots
Grease each point (1 and 2) until grease escapes

from joint.
Grease each point (1, 2, 3, 4and 5) until grease es-
capes from joint.
Articulation Joints, Oscillation
Tube Through Drive Shaft Oscillation Tube And Oscillation
Bearing Front And Steering Tube Through Drive Shaft
Cylinders Rear Pivot Points Bearing Rear
Grease each point (1 and 2) until grease escapes

from joint.
454 Doc. No. 872329 : Rev B

Grease Tailgate Pivot Points (If If necessary replenish the fluid in the hydraulic
tank. Refer to Specifications, CHAPTER 1 -
Equipped) Recommended Lubricants and Coolants In
The OM.
Service Brake Accumulator

Routine Test
NOTE: 1. If less than two full applications,
have the system checked by a BELL
EQUIPMENT serviceman.
• Start engine. Wait until main pump has fully

charged the accumulators (Listen to the tone
of the engine, while charging the engine
Add 1 shot of grease at each pivot point (1). revolutions will be lower).
• Apply the service brakes repeatedly to make
the pump re-charge a few times. Discontinue
Check Hydraulic Oil Level applying the brakes in a re-charge cycle while
the pump is still charging (to ensure the brakes
Switch off the engine. 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.
Replace Hydraulic Reservoir

Breather
NOTE: Hydraulic reservoir breather should be
replaced at scheduled intervals or whenever
found to be damaged or clogged.
Check the hydraulic fluid level in the sight

glass.
The fluid level must be on the mark (1) with the

engine shut down and the machine parked on level
surface and hydraulic oil cold.
If the machine has been standing for a while or has

not worked over-night, the hydraulic oil level might
lie at the “HOT” oil level mark. This is normal.
Once the machine has been started, the level
should drop to the “Cold” oil level mark. Remove nuts (1) and clamp (2) from bin heater
support and pipe, if equipped.
Doc. No. 872329 : Rev B 455

Remove cap screws (3) and access panel (4). Check Bin Shock Pad Clearance
WARNING
Before working on the bin and/or machine,
carefully follow the safety precautions stipu-
lated in the OM in the Safety Section and
Pre-Service Instructions.
Install the bin prop and remove the cap screws se-
curing the bin pads to the bin on both the left and
right hand side front and rear.
Unscrew hydraulic reservoir breather (1) and re-

move from machine.
Install new hydraulic reservoir breather.

Hand-tighten.
Install access panel and cap screws.

Place spacer blocks with mounting plates (LHS &
Install clamp and nuts to bin heater support and
RHS) in position on the chassis as well as front bin
pipe, if equipped.
pads in front position. Lower the bin fully. Check if
the bin rest equally on the spacer blocks (LHS &
Grease Prop Shaft Slip Joint RHS).
If not, lift the bin and add/remove the required

amount of shims to ensure equal pressure after bin
is lowered.
Fit grease pump nozzle to grease nipple (1) and

grease prop shaft slip joint.
Measure the distance between front bin pads (1)
LHS and RHS to the bin (2).
Clearance must be equal on LHS and RHS.

Dimension “A” . . . . . . . . . . . . . . 14mm.
If smaller, add shims to back spacer blocks. If big-

ger, add shims to front bin pads.
456 Doc. No. 872329 : Rev B

When dimension ”A” is correct, lift bin and install Compare the compression of the two rear pads by
bin prop. measuring both these pads. These pads have to
press equally onto the chassis. Adjust by adding
NOTE: All the spacers used with the spacer shims to the back and recheck the compression
blocks must be used with the relevant bin with bin float. (This should be done by lifting the
pad. bin to at least 50% of maximum tip angle and al-
lowing the bin to float down).
Measure the rear side of the front pad by sliding a

go/no-go gauge (appropriate allen key) along side
the rear edge of the pad.
If the gauge slides half way along the edge without

getting stuck, the gap is correct and no further
spacing is required to both pads on that side of the
bin.
NOTE: When the bin is now lowered the
clearance between the front bin pads and the
chassis will be slightly less then measured
due to the rear bin pads now being
compressed.
Remove the bin spacer blocks and install rear bin

pads (1).
If the gauge does not fit between the pad and chas-
sis or does not slide halfway along the edge, shims
have to be added to the rear pad, keep in mind that
by adding one shim to the rear pad, the gap at the
front pad will increase by 4.8mm thus the front pad
Install bin pads front (1). may require shims as well.
If the gauge slides more than half way along the

Bin Pad Spacing (Field spacing edge of the pad, shims have to be added to the
only) front pad to achieve correct gap. (For every three
shims that have to be added to the front, one shim
Remove all pads and shims from machine. should be removed from the rear instead to mini-
mize use of shims).
Ensure the bin has no carry-back (anything that
might affect the weight of the bin). If the gauge does not fit between the pad and chas-
sis after the shim was added, one shim has to be
Add 4 x 1.6mm shims to each of the rear pads and removed from the front pad.
fasten the rear and front pads.
Check the gap at the front pad every time after
Lower the bin. The bin must float onto the rear adding or removing a shim. (This should be done
pads without being forced down by the tip cylin- by lifting the bin to at least 50% of maximum tip an-
ders. gle and allowing the bin to float down).
Doc. No. 872329 : Rev B 457

After spacing is completed, do a final check by lift- 3. Clean the headlight lens and inside the head-
ing the bin completely, lowering the bin and allow it light with a clean cloth.
to float. Use the gauge and check the gap on both
sides as described above. If bin spacing is correct
the procedure is complete.
If the spacing is not correct, redo the procedure.
Clean Headlights
Inspect the headlights for dirt and/or moisture be-
hind the lens. Clean the headlights if required, as
follows:
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.
1. Unscrew and remove the two cover retaining

bolts (1) and remove the cover.
2. Unscrew and remove the four lens clip retaining

screws (1) and remove the lens.
458 Doc. No. 872329 : Rev B

CHAPTER 12. 1 000 HOURS SERVICE AND CHECKS
Service Instructions Push in the locks on the side and remove the
cover.
Ensure that the machine is in the service position.
Refer to Pre-service Instructions, Chapter 7 in Remove Tappet Cover
the OM.
NOTE: For further engine information or NOTE: Be careful not to damage the tappet
details not shown in this manual, refer to the cover seal when removing the tappet cover.
Adjust Engine Valve Clearance
Replace Primary Fuel Filter

(Water Separator)
Replace Secondary Fuel Filter
Replace Crankcase Breather

Filter
NOTE: To open the cover for cleaning or
replacing the crank case breather filter, the Loosen the allen screws (1) on top of the cover.
tappet cover has to be removed first.
Remove tappet cover.
Remove Tappet Cover Clean dirt and debris away from breather cover
and surrounding areas.
CAUTION
Be careful when removing the cover. There is
a spring inside that can fall out when cover is
removed.
Remove Side Cover.
Turn screws (1) 90° to unlock screws.
Unscrew the three screws (1) and remove the

breather cover.
Doc. No. 872329 : Rev B 459

Place cover seal ring and diaphram in position.
Replace the cover and tighten the screws.
Replace tappet cover and tighten screws.
Replace side cover and lock in position.
Change the Primary Filter

Element
Inspect cover seal ring and diaphram (1) for dam-

age. Replace if necessary.
Remove both wire gauze breathers. (1).
Replace the wire gauze breathers.

Loosen the clips (1) and remove the end cover
from the air cleaner housing.
Install two wire gauze breathers (1).
Fit spring.
Remove the primary filter element (1) from the air

cleaner housing.
460 Doc. No. 872329 : Rev B

Discard the primary filter element, do not re-use. Use a 3-way heavy duty coolant test kit to test the
coolant. Follow the instructions on the kit.
Clean the air filter housing inside and the end
cover with a damp cloth and inspect for damage. WARNING
Check the end cover to ensure that it is fitted To prevent machine damage, ensure that all
coolant additives are compatible with coolant
correctly and secure with clips.
that the system is currently filled with. (See
Chapter 1 for coolant specification).
Check Coolant Condition
Add coolant conditioner or equivalent
Check coolant every 1000 hours or 6 months or non-chromatic conditioner/rust inhibitor as
when replacing 1/3 or more of coolant. Add coolant necessary. Follow instructions on the container for
conditioner as necessary. amount.
Open the bonnet. Install fill cap.
WARNING
Check The Fan Belt Condition
1. Explosive release of fluids from
pressurized cooling system can cause Open the bonnet.
serious burns.
2. 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
pressure before removing completely.
Check fan belt (1) condition.
Replace Hydraulic Reservoir Breather
See Replace Hydraulic Reservoir Breather, Chap-

ter 11 in this manual.
Remove the filler cap (2) and test the coolant in the
coolant tank (1).
Doc. No. 872329 : Rev B 461

Replace Hydraulic Oil Return

Filter
Open the bonnet.
Inspect access cover seal ring (1) for damage and

wear. Replace if necessary.
Grasp spring and remove spring and return filter

Remove nuts (1) and clamp (2) from bin heater assembly.
support and pipe, if equipped.
Clean filter seat. Do not allow dirt, debris or foreign
Remove cap screws (3) and access cover (4). objects to fall into hydraulic reservoir.
Clean top of tank from debris, dust and foreign ma- Remove retaining screw (1) and remove filter ele-
terials. ment (2).
Inspect shoulder seal ring (3) and face seal ring (4)
for damage and wear. Replace if necessary.
NOTE: Use only recommended filters which

have the correct micron filtration rating for
the hydraulic system. (Refer to BELL
EQUIPMENT Product Support).
Install new element. Install retaining screw. Ensure

that element is centred on face seal ring.
Install spring and filter assembly. Ensure that

Turn hydraulic reservoir breather (1) counter shoulder seal ring is properly seated in filter seat.
clockwise and remove from machine. Install return filter access cover and washers and
WARNING cap screws. Ensure that return filter access cover
is free of dirt and debris before installing. Tighten
Avoid personal injury. Remove return filter el- opposite cap screws and washers in sequence to
ement cover carefully. Spring is under load. ensure that access cover seal ring is compressed
uniformly.
Loosen and remove opposite sets of cap screws
and washers (2) in sequence to keep spring load Replace cap screws access cover.
distributed evenly. Hold return filter access cover
(3) securely in place while removing last 2 cap Tighten cap screws.
screws and washers. Release slowly to relieve
spring load. Install clamp and nuts to bin heater support and
pipe, if equipped.
462 Doc. No. 872329 : Rev B

Check Axle Oil Level AdBlue Instructions For

Maintenance and Repair:
NOTE:
1. Perform this procedure for all axles.
Replacing The Filter:
2. Dispose of waste properly.
The AdBlue filter change is scheduled to coincide
with the engine oil service. Therefore the filter
should be replaced every 1000hrs if the correct
oil specification is being used (MB 228.5) To pre-
vent siphoning
AdBlue tank empty when the filter is removed, the

AdBlue return flow to the pump module could be
clamped off.
To change the fil ter you need to gain access to the

pump module
Clean axle housing around check and fill plug (1). You need to re move the access plate by re moving
the four mounting bolts.
Remove check and fill plug from axle housing.
Oil must be level with bottom of check and fill port.
Add oil through check and fill port if necessary.

(See Change Axle Oil in Chapter 13).
Install check and fill plug.
Check Final Drive Oil Levels

NOTE: Perform this procedure for each final
drive. The procedure is the same for all final
drives.
Replacing the SCR tank breather filter:

This filter should be replaced every 1000hrs in dry
and dusty conditions and every 1000hrs in wet and
muddy conditions.
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. (See Change Final Drive Oil

In Chapter 13 and See Chapter 1 in OM for rec-
ommended oils and quantities).
Install check and drain plug tightly.
Doc. No. 872329 : Rev B 463

Small truck SCR tank breather location
Large truck SCR tank breather location
464 Doc. No. 872329 : Rev B

Service Instructions Change Transmission Oil

Ensure that the machine is in the service position. WARNING
Refer to Pre-service Instructions, Chapter 7 in OM. Be careful when draining hot transfer case
NOTE: 1. For further engine information or oil. Hot oil can cause burns to unprotected
details not shown in this manual, refer to the skin.
2. To remove the secondary filter element, NOTE: 1. It is not necessary to change the
remove the primary filter element first. (See transmission oil until a contaminated sample
Chapter 12 of this manual). is indicated. Draw sample from transmission
oil at drain plug. For convenience, install a
sampling valve in the drain port.
Change the Secondary Filter 2. Samples should be taken initially at 1 000
Element hours, followed by every 500 hours of
operation.
3. See your authoriz3d dealer for more
NOTE: At minimum, secondary element must information.
be replaced every third time primary filter is 4. Dispose of waste properly.
replaced.
Remove primary filter first.
Remove drain plug (1) and drain oil into a con-

tainer.
Install drain plug and remove container.
Wipe drain plug and transmission clean.

Remove and inspect secondary element (1).
Replace the element.
Drain Transmission Oil Cooler
Wipe housing clean with a lint free cloth. Squeeze
unloader valve to empty air cleaner housing of dust Lower the belly plate.
and debris.
Place container under the cooler.
Install secondary filter element, ensure that it is
evenly and firmly seated. WARNING
Be careful when draining hot transfer case
Install primary filter element, ensure that it is firmly oil. Hot oil can cause burns to unprotected
and evenly seated. skin.
Install air cleaner cover and fasten clasps.
Press top of service indicator to reset flag.
Doc. No. 872329 : Rev B 465

Remove cap screws (1).
Remove filter assembly (2). Drain oil into a con-

tainer.
Remove filter element (3). Discard filter element.
Install new filter element.
Replace filter cover “O”-Ring.
Install filter assemblies and cap screws. Tighten to

specification.
Cap Screw Torque: . . . . . . . 25 Nm (18 lb.ft.).
Remove the drain plug (1) and allow oil to drain

into container. Fill Transmission
After cooler has been drained completely, replace With the engine in vertical position, remove the
the drain plug and tighten. dipstick and fill up to the STOP mark on the oil dip-
stick.
Replace Transmission Oil Filters Start the engine. Turn off the engine after ca. 30
seconds. Top up to the STOP mark.
Warm up transmission to oil sump temperature

60°C - 70 °C. With the engine idling, cool down to
50 °C and set oil level to MAX mark (at idling
speed).
Drive vehicle in all operating points (all gears, re-

tarder). Re-check oil level at 50 °C and adjust if
necessary (only high oil throughputs result in the
cooler lines being fully vented).
(See Chapter 1 in Operator Manual for recom-

mended oil specification and quantities).
Change Transfer Case Oil

WARNING
Be careful when draining hot transfer case
oil. Hot oil can cause burns to unprotected
skin.
Place a container under the transmission filter as-

semblies.
466 Doc. No. 872329 : Rev B

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.

1
Change Axle Oil

NOTE: 1. Perform this procedure for all axles.
TD00006753 2. Dispose of waste properly.
Remove fill plug and seal ring (1). Clean fill plug
and seal ring. Inspect seal ring.
Replace seal ring if necessary.
Place a container under the drain plug (1). Clean

drain plug and surrounding area. Remove the
drain plug and drain oil into the container.
Replace the drain plug.
Remove the container.
Tighten the drain plug. Clean boot axle housing around check and fill plug
(1) and drain plug (2).
Fill the transfer case with oil. (See Chapter 1 for
Remove check and fill plug (1) from axle housing.
recommended oil and capacities).
Place a container under the drain plug (2) and re-
move drain plug.
Drain oil into the container
Replace the drain plug and tighten
1 Remove the container and wipe the drain plug and

axle housing clean.
Add oil through check and fill port. (See Chapter 1

for recommended oils and quantities).
Fill until oil just starts to flow from fill port.

TD00006752
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.
Replace the fill plug and seal.
Doc. No. 872329 : Rev B 467

Change Final Drive Oil Jack the relevant wheel up and remove the wheel.
NOTE: 1. Perform this procedure for all axles.

2. Dispose of waste properly.
Rotate wheel until drain plug (1) is at lowest point

and fill/check plug (2) is in horizontal position.
Place a container under the drain plug.

Measure the service brake disc thickness (A).
Remove the drain plug from the final drive and al-
low oil to drain into the container. Specification
Clean final drive housing. Minimum Thickness A . . . . . 23mm (0.91inch)
Replace drain plug and tighten. Replace the disc when thickness is out of
specification. (See Repair Manual for
Remove the fill plug (2) and fill final drive with clean procedure).
oil. (See Chapter 1 for recommended oils and
WARNING
fill capacities).
Torque wheel nuts to specification. (See
Oil must just begin to flow from fill/check plug. Chapter 1 in OM for correct torque specifica-
tion).
Replace fill plug and tighten.
Replace wheel when finished and repeat
Wipe final drive housing clean. procedure for other wheels.
Check Service Brake Disc Check Front Hubs

Thickness
Check front hubs for cracks. (B20D Only)
WARNING
Wheels are heavy and special care must be
taken not to hurt one self. Use suitable jack.
Chock all wheels. Loosen wheel nuts.
468 Doc. No. 872329 : Rev B

Replace Pneumatic System SCR Pump Module Accumulator

Dryer Filter Test & Pressure
Relieve pneumatic pressure Specification

Accumulator Charge Pressure
. . . . . . . . . . . . . 300kPa (3 bar) (43.5psi).
Note:
Set prescribed pressure about 0.2bar higher
since there is slight loss of pressure when
disconnecting the pump (4) from the filler
connection(2).
Essential Tools
1. Pump Pressure Gauge
Open side panel.
Pull the ring on the reservoir and hold until hissing

stops.
Remove old element (1) from head. Discard old el-

ement.
Inspect O-ring on head for damage and wear.

Clean or replace O-ring if necessary.
Doc. No. 872329 : Rev B 469

1. Remove the valve cap (9). 5. Pressure to be 3.2Bar
2. Screw filling hose for pump(4) onto the filler con- 6. Unscrew filling hose of pump(4) from filler connec-
nection(2) tion(2)
3. Read off pressure on the pump pressure gauge(4); 7. After 5min recheck the reservoir pressure, by re-
adjust the pressure if necessary. peating steps 2 to 6.
4. Pumping causes the pressure to be increased, the 8.Install the valve cap (9), after the pressure
pressure is reduced though pressing on the pressure check/test is done
release knob (3).
470 Doc. No. 872329 : Rev B

Service Instructions Remove Idler Pulley Assembly

Ensure that the machine is in the position as de-
scribed in the OM, CHAPTER 7.
Change jockey pulley bearing

(Tensioner Pulley)
Remove the fan belt. (See Chapter 15).
Loosen the bolt (1) retaining the idler pulley as-

sembly (2).
Loosen the bolt (1) retaining the jockey pulley as-
sembly (2). Remove the idler key pulley assembly.
Remove the jockey pulley assembly. Fit new idler pulley assembly.
Remove the circlip and tap out the bearing. Tighten the bolt to specification.
Tightening Torque . . . . . . 50Nm (36.88 ft.lb).
Replace the bearing and circlip.
Fit the fan belt and fan guard.
Fit jockey pulley assembly.
Tighten the bolt to specification.

Tightening Torque . . . . . . 50Nm (36.88 ft.lb).
Doc. No. 872329 : Rev B 471

Change Aircon Pulley Assembly Replace The Suction Screen

Relieve the tension of the fan belt and remove the Remove hydraulic tank cover.
fan belt from the airconditioner pump pulley.
NOTE: Take care not to damage the cover
seal.
Loosen and remove all the bolts (1) securing the

Loosen the bolt (1). cover to the tank.
Remove the pulley assembly and disconnect the Remove the cover.
clutch harness connectors.
Connect the new pulley assembly clutch harness.
Install the new pulley assembly.
tighten the bolt.
Install the fan belt.
Change all axle driveline cross

and rollers
Loosen the bolts retaining the drive shaft to axle.
Repeat for second end. Unscrew the suction screen (1).
Remove the drive shaft. Apply thread sealing tape to the thread and screw
the new screen on.
Remove the cross and roller assembly and replace
with new cross and roller assembly. Replace the cover and tighten with bolts.
Tighten bolts to specification. Fill hydraulic reservoir with new oil.
Fit drive shaft to machine and replace the bolts. Close hydraulic reservoir cover.
Tighten the bolts to specification. Check for leaks at the drain valve. Ensure that
valve is fully closed. Tighten plug just enough to
Repeat procedure for all drive shafts. stop leaks.
472 Doc. No. 872329 : Rev B

Service Instructions
Ensure that the machine is in the position as de-
scribed in the OM, CHAPTER 7.
Replace Fan Belt

Open bonnet.
Open and lower the belly plate.
CAUTION
1. Explosive release of fluids from
pressurized cooling system can cause
serious burns.
Fill the coolant system with the correct coolant.

(See Chapter 1 in the OM for correct specifica-
tion and quantities).
Slowly loosen cap to fist stop to relieve
pressure before removing completely. Change Hydraulic Oil
Drain coolant. (See Change Coolant.
Loosen clamps (1) and remove coolant hose (2).
Loosen bolts (3) and remove fan guard.
Loosen the nuts (1) on the fan mounting shaft.
Move the fan assembly as far forward as possible.
Fit socket with ratchet onto the tensioner nut (1)

and release the belt tension.
Remove the belt from the pulleys. Install a drain hose and clamp to drain valve (1).
Fit new belt and allow the tensioner to tension the Loosen nut (2) and valve stem (3) to open drain
belt. Remove the socket and ratchet and assemble valve.
in reverse order.
Doc. No. 872329 : Rev B 473

Drain hydraulic oil. Change Pneumatic Block

Tighten valve stem and nut to close drain valve. Breather Filters
Remove the hose and hose clamp from drain
valve.
Fill Hydraulic Tank
Remove circlip (1).
Remove breather (2).
Remove fill cap (1). Fill hydraulic reservoir with Replace breather and circlip.
new hydraulic oil.
See Chapter 1 for fill capacity {78.8 L (20.8

USGAL)}.
Check hydraulic oil level.
Check for leaks at the drain valve. Tighten only

enough to stop leaks.
474 Doc. No. 872329 : Rev B

CHAPTER 16. AS REQUIRED SERVICE
Introduction Check the alternator for security.
This chapter details services which are described

in the maintenance schedule as tasks which are
performed as required.
Some unscheduled maintenance tasks are also

included in this chapter.
Service Instructions
Refer to Pre-service Instructions, Chapter 7 in
the OM.
NOTE: For further engine information or

details not shown in this manual, refer to the
Mercedes-Benz Manual OM 906LA
Check all electrical connections to alternator for

Check the Engine Compartment proper tight installation.
Components
Perform a general, visual check on the engine and
components in the engine compartment as
follows:
NOTE: Photo taken without engine mounting

for clarity.
Ensure that the starter motor (1) is mounted

securely 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.
Inspect the alternator, air conditioner compressor

and water pump drive belt for cracks, fraying, wear
and tension.
Doc. No. 872329 : Rev B 475

Clean/Replace Primer Pump Fuel

Screen
Open the bonnet.
CAUTION
Avoid damage to components. Handle fuel
screen and O-ring with care. Do not twist or
squeeze fuel screen. Do not over-stretch or
cut O-ring.
Remove fuel screen (2) and O-ring (1). Pull fuel
screen straight down.
Rinse fuel screen and O-ring with clean diesel fuel.

Inspect fuel screen and O-ring for damage.
Replace if necessary.
Install O-ring and fuel screen. Push fuel screen

straight up. Ensure that O-ring and fuel screen are
properly installed.
Install sediment bowl. Tighten until O-ring is firmly

compressed.
Prime fuel system

The fuel system must be primed after performing
service procedure on the fuel system.
Pockets of air may still be trapped in the fuel

system after priming. Even after priming, engine
may engine start hart and run rough for
Hold a container under sediment bowl (2). approximately one minute after performing service
Remove sediment bowl from primer (1). Empty procedure on fuel system. If engine does not start
waste fuel into container. or run “rough” after approximately one minute,
stop the engine. Correct the problem before
Wipe debris and moisture from sediment bowl with starting.
a lint free cloth.
• Ensure that all filters and fittings are tight.
Inspect sediment bowl for damage. Replace if
necessary.
• Ensure that the air tank is at least 1/4 full.
Operate primer using long, firm strokes until a
significant increase in resistance is felt.
Check for leaks at all filters and fittings. Tighten

only enough to stop leaks. If leaks cannot be
stopped, Refer to BELL EQUIPMENT Product
Support.
476 Doc. No. 872329 : Rev B

Change Engine Coolant

NOTE: Replace engine coolant every 4 years.
Open the bonnet.
CAUTION
1. Explosive release of fluids from pressur-
ized cooling system can cause serious burns.
Slowly loosen cap to fist stop to relieve pres-
sure before removing completely.
Attach hose to the drain valve (1).
Loosen drain valve stem (2) and drain coolant into

a container.
NOTE: 1. Dispose of waste properly.

2. See Chapter 1 for coolant
recommendations and fill capacities.
Tighten drain valve stem. Do not over tighten.
Remove hose.
Engine coolant is often sold in concentrated form

and must be mixed with water to obtain correct
specific gravity. Verify correct mixture before
filling.
Add new engine coolant at expansion tank fill port.

Do not over fill.
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.
Remove fill cap (2) from expansion tank (1).
Close access door and install bolts.
Remove bolts and open access door.
Check coolant level in tank. Cold coolant should
not be below ADD mark and hot coolant not above
the FULL mark.
Doc. No. 872329 : Rev B 477

Add more coolant if necessary.
Install fill cap securely.
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
Remove the lid (1) and bowl (2) from the
Use a pressure washer and a mild detergent
pre-cleaner body (3).
that is not caustic to aluminium. Do not spray
cooling system fins at an angle. Fins may Remove the dirt from the bowl and clean the bowl
bend. with a lint-free cloth.
Raise hood and wash front cooling system, Install first the bowl then the lid onto the
spraying from the engine side to the front. pre-cleaner body and secure them with the wing
nut.
Remove access covers and wash hydraulic
cooling system from the fan side out.
Clean Air Conditioning Filters
Clean cooling systems and grilles and keep them
clean. See Chapter 11 in this Manual.
Check for Oil and Fuel Leaks Grease Hinges

Perform a visual inspection for oil and fuel leaks on Grease all Hinges fitted with grease nipples.
and around the engine and components inside the
engine compartment.
Check And Clean Coolers
Clean the Air Cleaner Clean all coolers and check for damage and wear.
Pre-cleaner Bowls
Hydraulic Oil Cleanliness
Sampling Procedure
WARNING
The hydraulic system is pressurised when the
engine is running, the brake charging system
also automatically raises the system pressure
when the charge circuit reaches the lower
point of the brake charge band without warn-
ing! Ensure that the correct PPE is worn
when working on the hydraulic system.
Note: Required cleanliness level 20/18/15 as

per ISO 4406
Remove the wing nut (1) securing the lid (2) to the
bowl (3).
478 Doc. No. 872329 : Rev B

Tools and Equipment 3. Allow the oil flow for at least 15 seconds into the
flushing container to ensure any old oil is flushed
The following equipment is required to obtain sam- from the hose.
ples of the hydraulic oil:
4. Remove the hose from MP1 to stop the flow.
• 1 x 1.5m mini-mesh hose. (same as used on a
quadrigauge) 5. Direct the end of the mini-mesh hose into a sam-
ple container and re-connect the other end to test
PPE: point MP 1.
Overall or dust coat
Eye protection 6. Collect the sample and remove the hose from
Gloves the test point.
Procedure
WARNING
High pressure liquid can inject through skin,
ensure that the hose end/oil jet at all times is
directed away from your body.
1. Start the engine and ensure that that the brakes

are full charges by pumping the brake peddle con-
tinuously until you hear the pump charging the
brake circuit.
2. Direct one end of the mini-mesh hose into a con-

tainer used to flush the oil. Connect the other end
to test point MP1. Oil will jet out of the hose when
connected to MP1, direct this flow into the con-
tainer.
Doc. No. 872329 : Rev B 479

NOTES
480 Doc. No. 872329 : Rev B

CHAPTER 17. 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.
placing and greasing. Refer to the Lubrication
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
sagging into the surface.
CAUTION
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. 872329 : Rev B 481

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
Clean debris from battery compartment.
Light Bulb
CAUTION CAUTION
Ensure that all cables are connected properly. Prevent bulb damage. Use a clean cloth or
Note all connections while removing the tissue paper to handle bulbs. If touched,
batteries, to prevent incorrect connections clean glass thoroughly with alcohol and lint
while installing batteries. free 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).
482 Doc. No. 872329 : Rev B

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. 872329 : Rev B 483

• Verify that the TYREs are at the correct pres- Replace Tail and Brake Light
sure. (See TYRE decal).
• Drive machine onto a level surface, directly
and Rear Turn Signal Light
facing a vertical wall with frames steered
straight. Stop machine with headlights 5m WARNING
(16.4 ft.) from wall. Do not use excessive force when removing
• Measure width between centres of headlights. lamp or rubber may become damaged.
Mark grill with tape at centre point.
• Measure height from ground to centre point Pry gently around edges of lamp (1) to remove
between headlights. from rubber seal (2).
• Use string line and tape to mark wall at cen-
Disconnect connector (3) and discard lamp.
tres of headlights.
• Activate low-beam headlights. Turn vertical ad- Connect connector to new lamp.
justment screw (2) to aim each headlight so
the centre of each beam is 5cm (2” ) lower Install lamp in rubber seal. Index lamp so “TOP”
than the tape mark. marking is at top. Push lamp into rubber seal with
• Activate high-beam headlights. Adjust horizon- firm, even pressure. Ensure that lamp is securely
tal adjustment screw (1) to aim each headlight seated.
directly toward tape mark.
NOTE :Procedure is the same for both the tail and
brake light and the turn signal light.
Replace Backup Light and Work
Light (If Equipped) Replace Dome Light Bulb and
Remove screws (1). Circuit Breaker Compartment
Light Bulb
Remove bezel (2), lamp (3) and rubber seal (5)
from housing (7).
WARNING
Disconnect wire lead (4) from connector (6). Dis- Do not use excessive force when removing
connect connector from terminal (8). lens cover, or plastic may become damaged.
Remove bezel and rubber seal from lamp and dis- Pry gently along edges of lens cover to remove.
card the lamp.
Remove and replace dome light bulb (1) or fuse
Install bezel and rubber seal on the new lamp. compartment light bulb (2).
Connect connector to terminal. Install lens cover. Push with gentle, even pressure
until lens cover “snaps” into place. Lens cover
Connect wire to the connector.
should rock back and forth between 3 detent posi-
Install rubber seal, lamp and bezel in housing. tions.
Install screws.
Adjust position of light for best illumination. If hous-

ing is loose, tighten mounting hardware (Not
shown).
484 Doc. No. 872329 : Rev B

CHAPTER 18. 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 300Kms or
treme and the treatment specified for a given 6 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 300Kms 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. 872329 : Rev B 485

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. Suspension Servicing
During the above operation the injector pump/gov- Due to the risk of the machine collapsing while
ernor control must be in the shut-off position. Do working on the suspension and/or front axle, the
not exceed the metered amount of oil as it may suspension blocks provided must be used during
lead to hydraulic lock and possible engine dam- servicing of the of machines fitted with adaptive
age. suspension.
Re-fit all parts removed and ensure that seals and
gaskets are in place.
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.
486 Doc. No. 872329 : Rev B

CHAPTER 19. 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. 872329 : Rev B 487

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.
488 Doc. No. 872329 : Rev B

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 when open, oil pump faulty, oil pressure
engine gauge faulty, wear causing excessive
immediately 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. 872329 : Rev B 489

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.
490 Doc. No. 872329 : Rev B

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. 872329 : Rev B 491

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 enTYRE 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.
492 Doc. No. 872329 : Rev B

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. 872329 : Rev B 493

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.
494 Doc. No. 872329 : Rev B

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. 872329 : Rev B 495

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.
496 Doc. No. 872329 : Rev B

SM ADT Small Mk7 RevB

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ARTICULATED DUMP TRUCK

THIS MANUAL IS APPLICABLE TO -

B18D 6X4 ADT

B18D 6X6 ADT

B20D 6X4 ADT

B25D 6X6 ADT

B25DN 6X6 ADT

B30D 6X6 ADT

Issue: February 2012 - Rev A

IMPORTANT: Due to BELL EQUIPMENT’S policy of con-

Technical Services: Documentation Unit

Bell Equipment Company (Pty) Ltd

Amendment Record Sheet

2 Doc. No. 872329 : Rev B

TO THE SERVICE PERSONNEL

Doc. No. 872329 : Rev B 3

4 Doc. No. 872329 : Rev B

Doc. No. 872329 : Rev B 5

6 Doc. No. 872329 : Rev B

Tyre Pressures - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Tyre Pressures - Inflation Pressure, Hot vs. Cold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

CHAPTER 1. OPERATIONAL CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . 35

The Metering device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Display Menu Tachometer (B20D Shown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Slow and Fast Idle Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Valve Clearance Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Exhaust Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Doc. No. 872329 : Rev B 7

Oil Pump Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

CHAPTER 3. ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Fuse and Relay Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

ADM-Mercedes ECU Inputs and Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

CHAPTER 3a. ELECTRICAL SYSTEM - Connectors . . . . . . . . . . . . . . . . . . . . . . . 111

CHAPTER 3b. Fault Codes & MDU Fault Display . . . . . . . . . . . . . . . . . . . . . . . . . . 153

Engine Fault Codes (PLD-MR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162

CCU, MDU & OEU Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178

CHAPTER 3c. MDU Menu Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193

Default Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196

Accessing Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198

Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199

Specifications and Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229

CHAPTER 4. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

8 Doc. No. 872329 : Rev B

Planetary Gears Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244

Functional Description Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

Autodetect Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

Neutral to Drive Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265

1st Range Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265

1st Range to 2nd Range Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266

Torque Converter And Lube Pressure Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277

Exhaust Backfill Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277

Definitions And Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278

Oil Level Sensor (OLS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284

Identification of Potential Circuit Problems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293

CHAPTER 5. TRANSMISSION ZF 6 HP 592 C PLUS . . . . . . . . . . . . . . . . . . . . . . . . 295

Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299

Stall Speeds (Blu@dvantage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299

Planetary Gears and Power Flows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300

Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306

Valve Schematic 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307

Retarder Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312