SWX315 Commander

Operator’s
Manual
 SHUTTLEWAGON® OPERATOR’S MANUAL

Table of Contents

Introduction 1
The Shuttlewagon® 1
The Shuttlewagon® Off Rail 1
The Shuttlewagon® On Rail 1

Safety 2
Hand Signals 2
Radios 2

Controls and Indicators 4

Pre-Start 17
Pre-Start Walk Around 17
Exterior Check 17
Interior Cab Check 17

Road Operation 18

Rail Operation 18

Antilock Brake System (ABS) 19

Traction Control 19

Mounting On Rail 19

Console 20

Coupling 20

Railcar Air Brakes 20

Railcar Brake Systems 21
Train Air Brake Control 21

Railcar Movement 22

Unhooking From Railcars 22

Dismounting From Rail 23

Towing 23
On Rail 23
On Road 23

Recommended Lubricants 24

Index 25

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 SHUTTLEWAGON® OPERATOR’S MANUAL 1

Introduction ing wheel is mounted on a tilt column, and is adjustable to

Welcome to the Shuttlewagon® Operators handbook. This
handbook contains information, descriptions and illustra-
tions for the functions and operation of the Shuttlewagon®.
It is intended as a reference for the “Commander” Series
Shuttlewagon® only. To obtain comprehensive training on
the Shuttlewagon®, contact Central Power Products
Training and Customer Service Department at (816) 767-
0300.
Note:
Do not attempt to operate the Shuttlewagon® until
you have been properly trained!
The Shuttlewagon®
The Shuttlewagon® Mobile Railcar Mover is designed to
free up locomotives from switching duties. Its unique
design helps eliminate rail yard congestion by being able to
move both on and off rail by means of hydraulically raised
and lowered rail wheels.
The Shuttlewagon® utilizes a heavy-duty power train and
rubber tires to achieve tractive effort. The rubber tires
achieve greater tractive effort than the steel wheel on steel
rail system found on most other types of railcarmovers and
locomotives.
Most components of the Shuttlewagon® are comprised of
brand name parts. The power train is comprised of a
Cummins engine, ZF transmission, and AxleTech
International Axles in a factory built frame.
various positions.
The Shuttlewagon® On-Rail
When the Shuttlewagon® is ready to travel on rail, the rail
units are positioned over the rails and lowered, the steering
is straightened and locked, and the rubber tires are used to
provide traction for moving the Shuttlewagon® and attached
railcars.
The vehicle suspension and rail guidance system are inde-
pendent from each other allowing for a smooth ride and
increased stability for adverse track conditions. When ice
and snow are present on the track, sanders located in front
and rear of each tire can be used to sand the track in for-
ward or reverse, to enhance traction.
Mirrors on the front and rear of the Shuttlewagon® help in
aligning the rail wheels over the rail, and the Shuttlewagon®
couplers to the railcar couplers. Horizontal movement of
the Shuttlewagon® couplers is performed by a hydraulic
cylinder, while the coupler release is opened by an air cylin-
der.
The Shuttlewagon® is equipped with a train air brake sys-
tem to control the air brake system on the railcars. The train
air brake system utilizes the railcar brakes to stop the rail-
cars and the Shuttlewagon® when they are coupled togeth-
er. However, the vehicle brakes and the railcar brakes are
independent from each other.

The Shuttlewagon® Off-Rail

Under normal conditions the Shuttlewagon® can move

freely on asphalt, cement, gravel or dirt roads. Due to the
narrow wheelbase required for rail operation, the
Shuttlewagon® should NEVER be operated on an extreme
grade or pitch.

When the Shuttlewagon® is off-rail, it operates the same as

a truck. It has hydrostatic steering, two wheel drive, and
disc brakes. All pedals and controls conform to a normal
truck operation.

The control panel is designed for the operator’s conve-

nience. It is easy to read and within easy reach of the oper-
ator.

The driver’s seat is air suspension mounted on a swivel

base and is fully adjustable with a lap seat belt. The steer-

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 SHUTTLEWAGON® OPERATOR’S MANUAL
Safety
The operator is responsible for the safe handling of the
Shuttlewagon®, and should take every precaution to assure
it is operated correctly. As the operator, you are required to
make sure the pre-start up walk around, fluid checks, and
all warning systems are in working order, before putting the
Shuttlewagon® in operation. If the “Pre Shift Inspection”
uncovers items that are incorrect or unsafe, have them cor-
rected before proceeding. Failure to do so could result in
injury or an accident.
Because the Shuttlewagon® utilizes air and hydraulic sys-
tems for operation, a cracked hose or loose fitting can
cause a loss of air or hydraulic pressure. This could result
in loss of air brakes or other mechanical failure.
It is imperative that checks of the mechanical systems,
exterior features, and interior features be performed in
order to operate in a safe and efficient manner.
Under no circumstances should you move or attempt to
use the Shuttlewagon® until YOU are satisfied everything is
in working order, and safe to operate.
The Shuttlewagon® uses air and hydraulic systems for
operation.
The hydraulic system operates the following:
• Rail Gear
• Steering System
• Coupler Positioner Cylinders
• Accumulator System
It takes hydraulic pressure to lower the rail wheels to the
rail. The rail wheels are what guide the Shuttlewagon®
along the rail. The accumulator system acts as a safety
back up system while on rail. If the engine, transmission, or
hydraulic pump would malfunction, the accumulator main-
tains stored hydraulic pressure in the accumulator tank,
and supplies it to the rail cylinders to maintain pressure on
the rail wheels for a brief period of time allowing the opera-
tor to safely stop the Shuttlewagon® and railcars.
The wet disc parking brake in the transmission is spring
applied and pressure released. It is released by transmis-
sion pump pressure supplied through an external valve
mounted on the back of the transmission.
The air system operates the following:
• Shuttlewagon® Brakes
• Railcar Brakes
• Operators Seat
• Coupler Release Cylinders
• Air Horns
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NOTE:
The Shuttlewagon® Vehicle Brakes and the Railcar Air
Brakes will not function properly if the air pressure is
low or inadequate.
It is very important that hydraulic and air pressures
build to the correct pressures before moving the
Shuttlewagon®.
Under no circumstances should the Shuttlewagon® be
moved if pressures do not build to the correct settings.
Safety Recommendations
Hand Signals
Employees whose duties may require them to give signals
must provide themselves with the proper equipment such
as radios, hand flags, lights or lanterns. They should keep
them in good working condition for immediate use. When
visual signals are used, a light must be used at night. Hand
signals or flags should only be used when it can be seen
clearly. Hand signals may be used provided that all mem-
bers understand the same signals.
Hand signals must be given sufficiently in advance to per-
mit Shuttlewagon® operator’s to control the railcar starting
and stopping distances. If there is any doubt as to either the
meaning or the intended recipient of a signal, the signal
must be regarded as a “STOP” signal. When movement is
being controlled by hand signals, operators must keep a
constant lookout for signals. Ground persons giving signals
must position themselves to be seen clearly at all times
while railcar movement is taking place.
Radios
Radios are an important tool utilized to promote safe move-
ment of railcars around facilities. Therefore, it is incumbent
upon all employees who use a radio, to use it properly and
only when necessary. Radio sound tests should be con-
ducted before beginning any railcar movement. The ground
person directing the movement must maintain radio contact
with the operator, and give clear and complete instructions.
Instructions should include:
• Distance of the movement to be made in car lengths
and feet.
• Position of all switches involved with the movement.
• Ground person directing the movement is in the clear.
 SHUTTLEWAGON® OPERATOR’S MANUAL 3
Operators and ground personnel involved with
NOTE: Shuttlewagon® and railcars during movement should
The movement of railcars must be terminated if there is observe the following recommendations:
doubt as to the meaning of the instructions or whom the
instructions are intended for. • Do not mount or dismount equipment while in motion.

All radio instructions between the operator and ground per-
sonel should be repeated between them to eliminate any
confusion.
Ground personel in charge of movement should always be
at the front of the intended move. When railcars are to be
moved across a road crossing, protection at the crossing is
required. Ground personel must protect the crossing from a
point at the crossing where he will be in position to stop
vehicle or pedestrian traffic. He should do this until the first
railcar has passed through the crossing. Motorists and
pedestrians must not be given a signal to proceed over a
crossing until it is safe to do so. Try to conceal hand signals
from motorists and pedestrians that are intended for the
Shuttlewagon® operator.
• Maintain Three (3) point contact when mounting or
dismounting equipment.
• Watch where you place your feet when mounting or
dismounting equipment.
• Make sure all switches are located to the correct route
of travel.
• Make sure the switch-operating lever is secured before
proceeding.
• Do not walk backwards around switches or switch
stands.

When connecting to railcars and the coupling does not

connect properly, and the railcars being coupled to begin
to roll, “Do Not” attempt to run after and mount the rolling
cars. Let them come to a stop on their own.

NOTE:
Attempting to mount moving equipment or railcars can
result in serious injury.

Watch for locations where it is known the track is subject

to be fouled by debris, build–up of sand, gravel, snow, ice,
mud, or similar material. Caution should be taken before
and during movements in those locations. Material along
side the railhead that could cause the guide wheel flange
to raise the wheel above the rail surface must be
removed.

When connecting to railcars with the Shuttlewagon® or

additional railcars, use caution and avoid severe impacts.
Once the railcars are connected, always perform a stretch
against the connection to ensure the coupler closed and
locked.

Release handbrakes after the coupling has been made,

and the train brake hoses are connected. Charge all rail-
cars with air before attempting to move railcars, and per-
form a brake test on the railcars to ensure the train brakes
will work and stop the consist of railcars.

The ground person handling switches or derailers is

responsible for the correct positioning of these devices.
Hand operated switches have no normal position and
must be approached as if the switch was not lined for the
correct track.

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 SHUTTLEWAGON® OPERATOR’S MANUAL
Controls and Indicators
This section describes and illustrates each control/indica-
tor found on the Shuttlewagon®.
1. Lighting/Front
Two position rocker switch with green indicator light. In
the on position the indicator lamp illuminates and front
headlights and rail lights are on.
2. Lighting/Rear
Two position rocker switch with green indicator light. In
the on position the indicator lamp illuminates and rear
headlights, rail lights, and step lights are on.
3. Parking Brake
Two position rocker switch with amber indicator light. In
the on position the indicator lamp illuminates and the
parking brake is engaged.
NOTE:
The parking brake will not release until the
accumulator is fully charged.
1 2 3 dispense sand while switch is depressed to on position.
4. Transmission Selector Lever
1. Button “A” must be pressed to shift into forward or
reverse.
2. Once in forward or reverse, press Button “A” to
toggle between Auto and Manual modes.
(see indicator to right of gear display on the color
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monitor.)
A
3. In manual mode, bump the shift lever to the right to
increase gear, bump the lever to the left to decrease
gear.
4. Parking brake must be released to shift into forward
or reverse.
5. Horn Switch
Momentary Off/On
Two position momentary on/off rocker switch that will
sound air horns as button is depressed. Release switch
and horns stop. There is a second horn button in the
center of the steering wheel also.
6. Sander Switch
Momentary On/Off/On
Three position momentary rocker switch that will
7. Hi/Lo Rail Wheel Pressure
Momentary Off/On
Two position momentary on/off rocker switch that will
reduce hydraulic pressure to the rail wheel guidance
system, used when poor traction conditions exist.
Traction is increased by decreasing hydraulic pressure
on guide wheels and increasing weight on rubber tires
 SHUTTLEWAGON® OPERATOR’S MANUAL 5
to start railcars moving. When switch is depressed to
“low” position a red indicator light will illuminate. When
switch is released, rail wheel guidance system
pressure will return to the maximum pressure setting.

Gauge Screen
7 6 Road Rail Screen (R/R)

Buttons along the side the screen control the different

8. Operator Display (Computer Screen)
Color screen display used by the operator to monitor
Engine, Transmission, Fuel Gauge, and mount and
dismount the rail. The screen display will also be
used by maintenance people to perform diagnostics
on the engine and transmission.
functions needed to mount or dismount the rail. The
Road/Rail (R/R) screen is displayed by pressing F10.
From R/R screen, F5 and F6 will allow the operator to
select Road, Transfer, or Rail Modes. The active mode is
highlighted.
Road Mode - All rail gear functions are disabled.
Transfer Mode – Used in mounting and dismounting rail,
and all rail gear controls are functional.

CAUTION:
Do not travel on rail in Transfer Mode! Steering is
8
not locked in Transfer Mode.

Rail Mode – Automatically lowers front and rear rail

wheels, locks the steering, and front and rear rail wheels
can not be raised when in rail mode.

When the Shuttlewagon® is started, the Gauge Screen is

displayed. This will allow the operator to view the following.
Fuel Level
Transmission Gear
Front Rail Pressure
Rear Rail Pressure
Engine RPM
Engine Hours
Speed MPH
Transmission Temperature
Engine Coolant Temperature Road Rail Screen (R/R)
Engine Oil Pressure
F3 when held down will raise the front rail wheels while in
Battery (Volt Meter)
Transfer Mode.
F4 when held down will lower the front rail wheels while in

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 SHUTTLEWAGON® OPERATOR’S MANUAL 6
Transfer Mode. Diagnostics Screen (DIAG)
F5 will allow the operator to choose Transfer or Road Diagnostics Screen
Mode. The diagnostics screen allows operators and maintenance
F6 when held down will allow the operator to choose to view Engine, Transmission and Vehicle systems. This
Transfer or Rail Mode. would be basically for maintenance personnel to view
F7 will raise the rear rail wheels while in Transfer Mode. operating information and system diagnostics.
F8 will lower the rear rail wheels while in Transfer Mode.
The operator will also be able to view front and rear rail F1 Shows the Engine Screen.
pressures in this screen. There is a white banner in the
bottom of the screen that will show “Ready To Operate” or F2 Shows the Transmission Screen.
fault codes if one is detected. If a fault code is displayed
that you do not understand, an explanation of fault codes F3 Shows the Vehicle Screen.
are in the maintenance book, contact a maintenance per-
son and correct the condition before continuing operation. F4 Displays the factory settings (not accessible by the
Some of the fault codes are as follows: operator).

Wait To Start If you push F1 the first of three engine screens will
Warning-Stop Engine appear, as shown
Low Rail Pressure
Low Hydraulic Pressure
Low Air Pressure
Front Wheels Not Straight
Low Accumulator PSI
Engine Warning
Engine Protect
Transmission Fault
High Hydraulic Temp
Hand Throttle Fault
Foot Throttle Fault
Train Brake Fault
Low Fuel level
Engine Malfunction
Transfer Operation Only
Traction control Active
ABS Active
Engine Screen #1
High transmission Temp

NOTE: Engine Fault Codes

The LOW ACCUMULATOR PSI message must go Suspect Parameter Number (SPN)
out before the parking brake can be released. The SPN is a three-digit code that is assigned to each
component in order to identify data conveyed by the ECM.

Failure Mode Identifier (FMI)

Indicates the type of failure that has been experienced by
the component.

Engine Throttle Controls

Signal to engine
Foot Throttle Signal
Hand Throttle Signal

F4 Back Takes you back to diagnostics screen.

F8 More Takes you ahead to Engine Screen #2

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 SHUTTLEWAGON® OPERATOR’S MANUAL 7
To return to the main screen you may use the back F4
button, or you may press F9, to go to the gauge screen,
or F10 to go to the road/rail screen.

If you return to the Diagnostics Screen, you will be able to

access the Transmission Screen (Trans).

Engine Screen #2

Engine Screen #2
Engine Speed
Coolant Temperature
Engine Oil Pressure
Engine Oil Temperature
Trans Screen
Battery Voltage
Engine Percent Load Transmission Screen (Trans)
The transmission screen will allow you to view the follow-
F4 Takes you back to Engine Screen #1. ing items, and this is the only screen in the Trans section.
This is accessible by pushing the F2 button.
F8 Takes you ahead to Engine Screen #3.
Trans Gear
Trans Input Speed
Trans Output speed
Trans Oil Temp
Trans Fault code

F11 Displays the Vehicle Screen.

Engine Screen #3

Engine Screen #3
Engine Speed
Fuel Rate
Boost Pressure
Inlet Manifold Temperature
Vehicle Screen

F4 Takes you back to Engine Screen #2 and so forth.

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 SHUTTLEWAGON® OPERATOR’S MANUAL
The Vehicle Screen displays the following information:
Rail wheel speed
Tire speed
Hydraulic temp
Compressor temp (Not applicable on SWX315)
ESX Software version and revision level
Display Software version and revision level
F12 Displays the Settings Access Screen.
8
Shuttlewagon® onto a trailer for transporting, or for
increasing traction on slick surfaces where 2 wheel drive
traction is insufficient.
Fast Idle
To set the engine idle speed use the P1 knob to adjust
the engine idle speed. Once the desired engine idle
speed is displayed press the F7 button to store the set-
ting. Press the F5 button to toggle between normal and
fast idle settings.

NOTE:
The fast idle setting is only available when the parking
brake is on.

Settings Screen

CAUTION:
Do not use 4WD on dry pavement!

Automatic/Manual Transmission
This indicator displays the current mode for the transmis-
sion either automatic or manual. Mode selection is
accomplished by pressing the button on the transmission
gear selector lever.

Foot Throttle Active on Rail

The F2 button toggles between hand throttle and foot
throttle for the vehicle when in rail mode. This setting is
stored into memory and will remain even if the vehicle is
shut off.

Traction Control Delay

The F3 button turns traction control delay off and on. This
setting is not stored into memory and will reset to “off” if
the vehicle is shut down. The “on” setting is an alternate
setting for wet or slippery conditions.

4 Wheel Drive
Pressing and holding down the F4 button engages 4
wheel drive in the Road Mode. Releasing the F5 button
disengages the 4 wheel drive. The purpose for this
momentary 4 wheel drive is to increase traction on steep
inclines such as when loading or unloading the

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 SHUTTLEWAGON® OPERATOR’S MANUAL
9.
9. Vehicle Brake (Dash Console)
The hand operated vehicle air brake is mounted on the
dash console. The vehicle brake is automatic return to
release position. Pull the brake handle slowly toward the
operator to actuate the vehicle brakes. Release the brake
handle, it will automatically return to the release position.
10.
10. Train Brake (Dash Console)
The hand operated Train brake control is mounted on the
dash console. It is an electric control that sends signals to
the train brake air control valves to control the air brakes
on the railcars. “Release” position is nominally set to 90
PSI and the “Apply” position is nominally set at 45 PSI.
The train brake air control valve has a friction maintained
position.
11.
11. Rail Throttle (Dash Console)
The hand operated rail throttle is energized when the
Shuttlewagon® is mounted on the rail. The rail throttle
(item 11) is disabled when in “Road” condition. The foot
operated throttle (item 23) is disabled in the “Rail Mode”.
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12
13
12. Engine Warning Lamp
The Warning Lamp should momentarily come on when
the ignition is turned to the “ON” position. If it fails to
come on, then the bulb should be replaced
If the Warning Lamp comes on during normal operation
indicating a maintenance fault, the operator should take
the vehicle in for service as soon as possible.
13. Engine Stop Lamp
The Stop Lamp should momentarily come on when the
ignition switch is turned to the “ON” position. If it fails to
come on, then the bulb should be replaced.
If the Stop Lamp comes on during normal operation, the
operator should cease operation of the vehicle and engine
as quickly and as safely as possible to reduce damage to
the engine.
B
A
14. Rail Brake/Reservoir Gauge
14. Rail Brake/Reservoir Gauge
The red needle (A) measures the amount of air
pressure available in the rail air reservoir for
pressurizing the train brake system.
The white needle (B) measures the amount of air
pressure being supplied through the rail brake
glad-hand hoses on the ends of the Shuttlewagon®,
to the attached railcar.
 SHUTTLEWAGON® OPERATOR’S MANUAL 10

15. Train Brake Emergency Valve

15. Train Brake Emergency Valve

A red push /pull knob when pulled up lets compressed
air flow to the train brakes through the rail brake
glad-hand hoses on the ends of the Shuttlewagon®.
The amount of air supplied to the railcars is based on
the position of the train brake control (item 10). Push
the red knob in to exhaust all of the air pressure in the
service side of the rail air brake system to dynamite
the train brakes for emergency stop of the railcars.

16. Ignition Switch

16. Ignition Switch

A four-position key operated switch. The center
(vertical) position is the off position, and the key can NOTE:
be removed. Turning the key counter clockwise Engine and Transmission electronics require several
energizes the accessory circuit (ACC). Turning the seconds for proper shutdown.
key clockwise from the off position turns the key on
(IGN). Turning the key full clockwise to the start After turning ignition switch off Do Not restart for 30
position (START) energizes the starter. The switch is seconcs to avoid malfunction.
spring-loaded and must be held in the start position,
when released it automatically returns to the on (IGN)
position.

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 SHUTTLEWAGON® OPERATOR’S MANUAL 11
(A) Emergency Flasher
(A) Pull the turn signal lock out to activate the
18 emergency flashers. To release emergency flasher,
move indicator handle left or right, then back to center
for off position.

19
17

21
17. Front/Rear Coupler Release
18. Front Coupler Position Switch
19. Rear Coupler Position Switch
17. Coupler Release Switch
A three-position rocker switch (on/off/on) with 21. Tilt Steering Column
automatic return to off position. Pressed to the “Front”
position (top) opens the front coupler knuckle, and 21. Tilt Steering Column
pressed to the “Rear” position (bottom) opens the rear A variable position steering column, with steering
coupler knuckle. wheel, and air horn button mounted in center of
steering wheel
18. Coupler Position Switch (Front)
A three-position rocker switch (on/off/on) with
automatic return to off position. Pressed to the up
position will move the coupler in to the passenger
side. Pressed to the down position will move the
coupler to the driver’s side.

19. Coupler Position Switch (Rear)

A three-position rocker switch (on/off/on) with
automatic return to off position. Pressed to the up
position will move the coupler to the passenger side.
Pressed to the down position will move the coupler to
the driver’s side. 22 23

22. Vehicle Brake Pedal (Floorboard)

23. Road Operation Throttle Pedal

22. Vehicle Brake Pedal (Floorboard)

Controls the Shuttlewagon® vehicle brakes. Depress
20 the pedal to increase braking action of the rubber
A tires on orad or rail.

20. Turn Signal Lever 23. Road Operation Throttle Pedal

(A.) Emergency Flasher
20. Turn Signal Lever
Turn Signal indicator is mounted on left side of
column. Turn indicator has left, right, and emergency
flasher positions. To release emergency flasher, move
indicator handle left or right, then back to center for off
position.
Road operation throttle pedal functions while in
“road condition”, and can be made active on rail
through the “settings” screen. Throttle pedal regulates
the engine RPM (revolutions per minute). Depressing
pedal increases engine RPM.

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 SHUTTLEWAGON® OPERATOR’S MANUAL 12
C. Side to Side Lever
24 B Seat side-to-side slide lever is located on front of seat,
under seat cushion base. Pull on slide lever to move
seat left or right.

24. Dome Light

A round ceiling mounted light 24 located on the cen-
ter ceiling support. “B” a three position toggle switch that
toggles the light to white, off, or red.

A
D. Seat Rotation Lever
Rotation lever is located on the right side under seat
cushion base. Pull out on round knob to unlock seat
pivot. Seat can be rotated 180º with locking detents
every 90º.

24a. Map Lights (2 ea)

Two positionable lights(A) located near the ceiling by
each door. To operate the light, press the base (B) of the 26
light to toggle the light on or off. The light is mounted on a
ball swivel and can be directed to the desired position.

26. Defrost Fans

C Two defrost fans located in the front corners of the cab,
one in each corner. Fans pivot on ball head. Three posi-
A tion rocker switch Hi/Off/Lo located on bottom base of
each fan. Each fan has its own switch and must be turned
on or off from the individual fan.

25. Operators Seat Adjustments

A. Air ride adjustment
Push in on air valve button to increase air, pull out on
27 28
button to decrease air in cushion.
B. Forward and Back Slide Lever
Forward and back slide lever is located at the right 27. Front Windshield Wipers
front corner of seat cushion base. Pull on slide lever to Three position rotary control knob with Hi/Lo/Off positions.
move seat forward or back.

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 SHUTTLEWAGON® OPERATOR’S MANUAL 13
28. Rear Windshield Wipers Located on the front of the heater and a/c unit is the
Three position rotary control knob with Hi/Lo/Off positions. (E) fresh air position or interior cab recirculation
selector control knob.

32. Sanders
29 Four sander boxes located above of each tire can
be extended outward from the closed position by
releasing the keepers on the sides of the sander box.
To release the keeper, push outward from the sander
box and up to permit the sander box to move out.
This will allow the sander box lid to open for filling or
inspection.
30

29. 12 Volt DC Accessory Plug

Remove plastic insert from port to install charging
adapter for radio’s, phones, or computers that require
a 12 Volt DC re-charge.

30. Engine Service Tool

Plastic capped cable receptacle to plug computer into
for troubleshooting engine error codes and diagnostic 32
readouts. Remove cap to plug cable into port, replace
cap when finished.
Note: Do not operate the Shuttlewagon® with the sander
boxes extended. Damage to the boxees and sander sys-
A B tem can occur.

C D

E
31

31. Heater/AC Controls

Heat and air condition control switches are located on
the top and front of the heater/ac unit. On top there is
the (A) A/C temperature control, the (B) heater
temperature control, the (C) heat or a/c selector
control, and (D) the off/low/medium/high fan control
switch.
Heat or a/c will not work when the fan switch is in the
off position.

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 SHUTTLEWAGON® OPERATOR’S MANUAL 14

36

33

34

36. Radiator Fill Cap

33. Front & Rear Railcar Air Supply
A ball valve that allows air to flow to and from
the railcars. Position handle perpendicular to ball
valve to shut off air supply, and parallel to the ball
valve is the open position.
Radiator cap is accessible through hood top. Fill with
50/50 mixture of ethylene glycol and water. Do not
remove radiator cap when water is hot. Push cap
down and turn left to remove radiator cap, fill until full
in sight glass, replace radiator cap.

34. Glad-hand Hose

A rubber hose with locking and break away mating
head, allowing the Shuttlewagon® rail air brake
system to connect to the railcar air brake system
hose.
37
35

A
37. Hydraulic Fluid Level Sight Glass
Two sight bubbles on the driver’s side of the hydraulic
B reservoir. Fluid level should completely fill the lower
sight glass at idle when the hydraulic fluid is warmed
to operating temperature.

35. Radiator Surge Tank

An overflow reservoir mounted on the radiator. It
contains a coolant level sight “A” which should be
checked when the coolant is warm. Tank also contains
a low coolant sensor “B” which displays a warning
message on the console display if the coolant level is
too low.

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 SHUTTLEWAGON® OPERATOR’S MANUAL 15

38

40

38. Transmission Dipstick 40. Engine Oil Fill

The Transmission Fluid Dipstick tube is located in the dri- Remove twist off cover to add engine oil to the engine.
ver’s side front engine compartment. Remove driver’s Replace cap after oil has been added.
side engine side panel closest to the cab, to access dip-
stick on the left rear corner of the transmission. Remove
dipstick from tube, wipe clean and re-insert, then remove
and check fluid level. Reinstall dipstick into tube after
41
adding transmission fluid if needed

To obtain an accurate check of the oil level in the trans-

mission, the transmission oil should be warm; the trans-
mission direction selector lever placed in neutral “N” and
the engine operating at idle with the parking brake set.
Failure to do so can result in an incorrect level reading.

41. Engine Air Cleaner Indicator

An airflow restriction indicator that measures the amount
of restriction through the air cleaner. Theyellow plunger in
the green area is OK, and when the yellow plunger reach-
es the red area indicates the air filter needs to be
replaced.

39

39. Engine Oil Dipstick

Located in different positions for various engines and
types (i.e.. Cummins and Caterpillar) refer to the accom-
panying engine manuals for specific location. Pull the dip-
stick out and wipe it clean, reinsert the dipstick and pull
out to check the oil level. The oil level should be between
the full and add marks. Check the oil with the engine not
running.

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 SHUTTLEWAGON® OPERATOR’S MANUAL 16

44

42

42. Engine Block Heater 44. Air Tank Condensate Drains

A 115/120-volt electrical cord with plug, connected to
heater in engine block. Plug into electrical supply outlet
when ambient temperature gets cold. Heater in engine
block will keep water warm and from freezing. Remember
to disconnect from power source before you start moving
the Shuttlewagon®.
Moisture condensate drains with lanyards to drain accu-
mulation of moisture in the air tanks. Three (4) pull cables
located on the right hand side under the deck, two (2)
drains for the service air tanks, and one (1) for the rail air
tank and one (1) for the rail brake separator.

43

43. Diesel Fuel Tank

A 90-gallon diesel fuel tank located on the left hand side
between the front and rear tires. Remove filler cap on top
of the tank to add fuel, and replace cap when tank is
filled.

Central Power Products, Inc.

 SHUTTLEWAGON® OPERATOR’S MANUAL
Pre-Start
Pre-start inspections give you, the operator, a chance to
identify potential problems and safety hazards before you
begin operation. Before you start-up, you should be famil-
iar with the operation, inspection, and features of the
Shuttlewagon®.
This section will cover a recommended pre-shift checklist
and pre-start tips. It is important to check everything.
The best way to learn about your Shuttlewagon® is to
check the systems on a daily basis.
Checking the fluids daily is important to the life of the
Shuttlewagon®. Running it without engine oil, transmis-
sion fluid, hydraulic fluid, or coolant, etc. will cause dam-
age to components.
Pre-Start Walk Around
Check the following items with the Shuttlewagon® not run-
ning.
Exterior Check (Not Running)
Check the following items with engine not running, park-
ing brake set, and transmission in neutral. If you need to
add any fluids to components, refer to Lubrication Chart at
the back of this book.
• When checking the fluid levels, start in the engine
compartment with the engine oil dipstick. If needed,
replenish with the correct motor oil.
• While checking items in the engine compartment, be
sure to check for loose fittings or leaks that might have
developed.
• Check all four sander boxes if equipped. If low,
replenish with number-two chicken grit or medium
coarse grit sand. Which ever is used must be dry.
• Check all four rail wheels for wear, including flanges,
and ensure that rail wheels are not loose or seized.
• Check both front and rear couplers for sagging, broken
or missing parts and lubricated.
• Check that both front and rear ball valves are closed
and operational.
• Check that both rail air glad-hand hoses and the rubber
gasket seals are intact.
• Check all four tires for cuts, chunking, bulges and
correct air pressure.
• Check all four wheels for loose or missing lug nuts.
Check the following items with engine running, parking
brake set, and transmission in neutral. To start the
Shuttlewagon®, turn the key to the “On Position” and
watch the Computer screen. Wait until the “Wait To Start”
signal goes out on the information banner. Start the unit
and let run for three to five minutes.
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17
• Check the transmission oil level in the engine
compartment by the dipstick. The oil level should be at
the “Full” mark. If low, replenish with the correct
transmission fluid.
• When checking the coolant level, always check the
coolant surge tank sight glass. The recommended level
is half full when warm. If low, replenish with correct
mixture of water and antifreeze.
• Check the hydraulic oil level by the sight glass on the
hydraulic tank. The rail units must be in the full up or
raised position. The hydraulic level indicator should have
fluid between the high and low marks. Before adding
hydraulic fluid, wipe around the neck and the cap to
clean off any dirt that has accumulated. Only add fluid
from a clean previously unopened container. Hydraulic
fluid and dirt make an abrasive that can harm the
internal components of the hydraulic system.
• Check the engine air cleaner indicator. Is the air filter
indicator green? If the indicator is red, replace the air
filter and reset the indicator.
Interior Cab Check
• Check that all gauges are working correctly with proper
readings.
• Check that the straight-ahead indicator is working
correctly by steering the axle.
• Check rail air brake reservoir air pressure, and rail air
brake pipe pressure for correct operation. The red
needle represents rail air reservoir air pressure, and the
white needle represents the brake pipe pressure air
pressure.
• Check all lights, windshield wipers, air horn, and turn
signals.
• Check for correct readings of RPM at both idle, and
full engine RPM with no load.
• Check seat adjustments and seat belt for operation.
• Check vehicle brakes for operation.
• Check transmission selector forward and reverse.
Parking brake must be released, and vehicle brakes
engaged by foot valve. Also check gear ranges (first
through third) in both directions by bumping shift control
left and right. Neutral will allow you to shift to first or
second gear only.
• Check the Back Up Alarm while in reverse.
• Check to ensure all headlights, windows, and mirrors are
clean and adjusted properly.
If any items were identified as a problem during your
checkout, get it corrected before you start. Let a mainte-
nance mechanic or supervisor know the problem exists,
and they will determine the nature of the problem, and the
action needed to correct the problem.
Refer to the Maintenance And Lubrication Handbook for
recommended monthly and semi-annual Inspections.
 SHUTTLEWAGON® OPERATOR’S MANUAL
Road Operation
Do not begin start up until you are convinced your pre-
start was satisfactory and that the Shuttlewagon® is in
proper working order and that you are thoroughly
acquainted with the precautions listed in this manual.
Before moving check your vehicle’s current travel mode:
• Is the Shuttlewagon® in road mode?
• Are the rail wheels in the up and locked position?
• Is the steering properly engaged for road travel?
To start the Shuttlewagon® place the transmission selector
lever in the neutral position, set the parking brake, ensure
that rail units are up and locked, and that the steering
wheel is unlocked and ready for road travel by turning the
steering wheel from side to side. It should move freely, not
bind or offer stiff resistance when running.
The Shuttlewagon®’s ignition system is identical to an
automobile’s.
To start, turn the key to ignition, but do not start.
The engine is equipped with an intake air heater that may
be activated prior to starting.
During this process, a “Wait to Start” message will be dis-
played on the operator panel. The engine stop and warn-
ing lights will be illuminated briefly for diagnostic purpos-
es.
Once the Wait to Start message and both lights are off,
turn the ignition switch to start.
Do not depress the accelerator pedal or move the accel-
erator lever during cranking.
Warning:
Do not use starting fluids. The engine is equipped with
an intake air heater for cold weather starting. Starting
fluids could cause an explosion or fire.
To prevent damage to the starter, do not crank the engine
for more than 30 seconds.
Wait 2 minutes between starting attempts.
Idle the engine 3 to 5 minutes before operating under
load.
Note:
If an engine warning occurs, stop engine and correct the
problem.
If operating in temperatures below +32ºF, oil pressure
indication will be higher than normal.
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18
Check air pressure in the rail air brake gauge (item 14).
Normal air pressure should be 125 PSI maximum. If air
pressure is below 65 PSI, an audible buzzer will sound.
DO NOT attempt to move the Shuttlewagon® if this condi-
tion persists. Not enough air pressure will be available to
properly engage the vehicle brakes.
After initial warm-up, operate the engine at 1500 to 1800
RPM until the air pressure has built up to maximum pres-
sure. As air pressure increases beyond 65 PSI (the mini-
mum pressure required to activate the vehicle brakes),
the audible buzzer will shut off.
Once air pressure has built up above 65 PSI, enough
pressure is available to operate the Shuttlewagon®’s vehi-
cle brakes. Air pressure will continue to increase to
approximately 125 PSI.
When air pressure has built up and stabilized, it is safe to
move the Shuttlewagon®.
• Check area is clear of personnel, and passengers are
properly seated.
• Make any final seat adjustments and fasten seat belt.
• Apply the vehicle service brakes.
• Release the parking brake.
• Select the desired transmission speed.
• Release the vehicle service brakes long enough for the
Shuttlewagon® to start moving and test the vehicle
service brakes by applying pressure to the brake pedal.
If the brakes work properly it is safe to continue.
Rail Operation
Before you start using the Shuttlewagon® or begin opera-
tion, know the grades, curvature and condition of the track
you will be operating on. It is important to know the
changes of track grade; even the slightest grade can have
a significant effect on pulling power and stopping dis-
tance. Track curvature is equally important. Each railcar
being pulled through a curve will require extra pulling
effort. A combination of grade and curvature occurring
together will have a cumulative effect requiring extra
pulling power. If possible try to avoid stopping or starting
where these conditions are present. In addition to grade
and curvature, what is the condition of the track? Wet,
muddy or icy track conditions will further reduce pulling
power and increase stopping distance.
Antilock Brake System (ABS)
Antilock brakes are included on all “Commander”
Shuttlewagons® to reduce tire lock up and improve opera-
tor control during hard braking applications.
The Antilock Brake System (ABS) functions in “RAIL
MODE” only. This system works with the vehicle brakes
 SHUTTLEWAGON® OPERATOR’S MANUAL 19
only, not the train brakes. Antilock Brake System (ABS) is • Align the front rail wheels over the track by backing up
disabled at speeds less than one (1) MPH to allow pre- and steering the front axle while watching in the front
cise positioning of the railcars. rail mirror.
• Press F4 button to lower the front rail wheels to the rail,
The Antilock Brake System (ABS) functions like antilock and check front rail wheel pressure reading for correct
brakes on automobiles. When tire lock up is detected, an rail pressure.
ABS modulator valve rapidly pumps the brakes. As the
ABS modulator pumps the brakes, the pulsation can be Note:
felt in the foot brake pedal or brake control lever. As in an Never operate on the rail without the correct rail guide
automobile, firm pressure should be applied to the brake wheel hydraulic pressure.
pedal or lever; there is no need to manually pump the
brakes. When ABS has detected tire lock up, “ABS The correct hydraulic rail pressure are:
ACTIVE” will be displayed on the screen.
High Low
Traction Control SWX315 700 450
SWX420 700 450
A traction control system is standard on all “Commander”
SWX525 850 600
Shuttlewagons® to reduce tire slip and provide maximum
SWX630 950 650
tractive effort. Traction control functions in “RAIL MODE”
SWX735 1000 700
only.

The traction control system will automatically sense tire
speed and adjust engine speed accordingly to minimize
tire slip. When the traction control system has detected
tire slip, “TRACTION CONTROL ACTIVE” will be dis-
played on the screen.
If you have applied to much throttle for the conditions and
the tires begin to slip, you may hear or feel the engine cut
back as the traction control system responds. If you
reduce the throttle input slightly, the traction control sys-
tem will reset, and full operator control will be restored.
Even with traction control, you may notice some tire slip
during a hard pull. In order to produce maximum traction
between the tire and rail, some small amount of slip must
be allowed.
Traction control, sanders, and the rail pressure HI/LO
switch can all be used in conjunction to maximize tractive
effort where slippery conditions exist.
Mounting On Rail
• Select an improved crossing or area fairly flush with the
track.
• Line up rear of the Shuttlewagon® with the rail, using the
rear rail mirror.
• Once the rear rail wheels are aligned with the track,
change to the Road/Rail (R/R) screen on the computer
display by pressing F10.
• Press the F6 button to go from the Road Mode to
Transfer Mode.
• Press F8 button to lower the rear rail wheels to the rail,
and check rear rail wheel pressure reading for correct
rail pressure.
• Straighten the front steering axle by turning the steering
wheel until the front straight-ahead illuminates green.
Note the position and continue turning the steering
wheel in the same direction until it turns red again. Note
the position and turn the steering wheel back half the
distance to center the straight-ahead with the indicator
light green.
• Press the F6 button to switch the indicator on the
computer display screen from transfer mode to the rail
mode.
• Check both the Front and Rear Rail Pressure readings
for the correct rail pressure.
Note:
If the Shuttlewagon® is left mounted on the rail it is
recommended that the tires be readjusted to the straight-
ahead position at the beginning of each shift, or as may
be required.
The Shuttlewagon® is installed on the rail. Check to see
that the Straight-Ahead indicator is green, Rail Mode indi-
cator is green , and you have the proper rail wheel
hydraulic pressures.
After the rail units have lowered to the rail, the “ Low
Accumulator PSI” banner should go out within two min-
utes. If it does not, there could be a problem with the
hydraulic system.
Note:
If the 4WD does not engage initially, and the 4WD NOT
ENGAGED message displays, shifting the transmission
gear lever between gears will usually correct this problem.

Central Power Products, Inc.

 SHUTTLEWAGON® OPERATOR’S MANUAL
Note:
If accumulator display banner remains on after two min-
utes, stop the engine and notify maintenance.
The purpose of the hydraulic accumulator system is to
supply hydraulic oil to the “Rail Wheel Guidance System”
in the event the engine, transmission, or hydraulic pump
would malfunction. The accumulator is also used to
release the parking brake. Hydraulic oil is supplied to the
rail wheels from the accumulator tank, that has oil stored
in it under pressure, created from a rubber bladder filled
with high pressure nitrogen gas.
Remember when operating on rail; keep your eyes open
for pedestrians, vehicle traffic, and other rail traffic in your
area.
Be sure to use good communication procedures, radios or
hand signals. Whatever means of communication you do
use, make sure everyone knows and understands the
same signals.
Count down the distance when spotting railcars, by num-
ber of cars such as 10,9,8,7,7,5,4,3,2. When you get to
one car length, indicate how far is left at half a car, and
then by feet left to the stop. Use 30 feet, 20 feet, 10 feet,
5 feet, and 4,3,2,1, stop. With good communication
between the operator and the ground person, you are
moving railcars in a safe and efficient manner. Have the
ground person call signals out clearly, and repeat the dis-
tance to the ground person so there will not be any dis-
crepancies. Repeat the number of car lengths, but after
one (1) car length, you do not have to repeat them. Trying
to repeat length in feet may be so close to each other’s
radio transmission, you may not hear one another, and it
may cause you to travel to far. If you are unsure of signals
or do not understand what the signal is, “STOP” and do
not proceed until you know what the correct signal is.
Remember, “SAFETY IS YOUR RESPONSIBILITY”.
Console
The upper console containing the dash panel will slide
front to back and rotate 180 degrees. The flexibility in
positioning the console allows easy operation from either
side of the cab. This feature is particularly useful when
communicating with a ground person or while traveling
around curves. You may operate the Shuttlewagon® from
whichever side provides the greatest visibility. If you
choose to look out the side window, slide the console
toward you, so the dash controls are in easy reach.
To rotate the console, simply lift up on the front edge and
turn. When the console is in the proper position, it will
Central Power Products, Inc.
20
drop into a groove that holds it securely. Before operating
the Shuttlewagon®, make certain the console is firmly held
in place, so unexpected movement does not occur during
operation
Coupling
The next step in moving railcars is coupling. To couple the
Shuttlewagon® to the railcar use the following procedure:
• Make sure area is clear of personnel and obstacles
before moving.
• Move the Shuttlewagon® close to the selected railcar
and align the coupler by watching the coupler position in
the mirror.
• To adjust the coupler positions use the Coupler
Positioning Switch for the appropriate coupler. Move the
coupler laterally from side to side and align with the
railcar coupler.
• Make sure the ground person is clear and not between
the railcar and Shuttlewagon®
• Once the couplers are aligned, move the Shuttlewagon®
slowly towards the railcar until the couplers join together.
They should automatically lock together.
• Test that the couplers have locked by slowly backing
away from the railcar. There should be a noticeable
resistance that indicates that the couplers have locked
together.
• Place the transmission in neutral “N” and set the parking
brake.
Railcar Air Brakes
• Connect the rail air brake hoses. In a vertical position,
mate the hoses together then lower them to lock in the
horizontal position. The hoses must be in a vertical
position to mate the glad-hand hose ends.
• Close the rear most air valve of the rear most car in the
railcar consist, and open all other railcar air valves
between the rear most car and the Shuttlewagon®.
• Open the Shuttlewagon® air supply ball valve.
• Make sure all handbrakes are released and all chocking
devices are removed.
• In the cab, pull up the Train Brake Emergency Valve.
This will allow air from the Rail Air Reservoir to flow
through the Train Rail Brake Control Valve to the hoses
and charge the railcar air brake system, releasing the
railcar brakes.
• Move the Train Rail Brake Control towards the dash to
the release position.
It will take approximately three to five minutes to charge
the first railcar with air and about one minute per railcar
for each additional railcar.
 SHUTTLEWAGON® OPERATOR’S MANUAL
Note:
The red needle on the Rail Air Reservoir Gauge (item 14)
must be above 90 PSI
in order to pressurize the train brake system.
Note:
The Train Brake Emergency Valve when pushed down
(IN) will dump all air from the train brake system applying
the train brakes. Normally this takes only a second and is
used in emergency situations or to permanently exhaust
service air from railcars when parking.
Railcar Brake Systems (Air and Mechanical)
The railcar train brakes are a very important safety factor
in the movement of railcars. For optimum safety, you
should always hook up the air brake system before mov-
ing railcars. This rule applies whether moving loaded or
empty cars.
The principle of all rail air brake systems is Air Pressure
Reduction through a combination of service and emer-
gency valves. When the Shuttlewagon® is coupled to a rail
car and the rail car brake air system is “aired” or
“charged”, the car brakes are held “released” by air pres-
sure. As long as the air pressure charging the railcar air
brake system is equal, the car brakes remain “released”.
If a pressure reduction occurs in the car brake system (as
when the Shuttlewagon® Train Air Brake Control is
moved), the car brakes are applied.
The purpose of a Pressure Reduction system is to provide
emergency braking to railcars in the event a car becomes
uncoupled or an airline ruptures. Should this occur, the
car brakes will be applied automatically from the air
reserve tank on each car. This system is of standard
design on all AAR railcars in the United States, Canada
and Mexico. Specially built cars for intra-plant movement
may be equipped with this same brake system, a differ-
ently designed brake system, or more commonly, no
brake system at all.
Note:
Surplus, wrecked or damaged AAR cars, purchased for
intra-plant movement, may still have the rail brake hoses
and mechanism in place, but caution should be taken to
determine whether or not they function properly before
depending on them to stop the load or consist of railcars.
Central Power Products, Inc.
21
Note:
Be sure the railcar brakes are fully “aired” or “charged”
before moving, otherwise the system will not function
properly.
Railcars also have mechanically set hand brakes. The
hand brake device is located at one end of the railcar. To
apply this brake, turn brake wheel to tighten chain and set
the brakes. To release this brake, release ratchet lock on
hand brake body or turn the brake wheel to release the
brakes. Before moving railcars, make sure all hand
brakes are released. Make sure all safety chocks, or other
obstructions placed under the wheels are removed before
movement begins.
Train Air Brake Control
Using the Train Air Brake Control will do three things for
the Shuttlewagon®.
• It will increase tire life
• It will extend vehicle brake life
• It will stop the Shuttlewagon® when pulling railcars
The operator will have to use his/her judgment on the
amount of braking power for different situations. Down hill
situations will call for more braking power and a slight
dragging effect. Using more braking power allows the
operator to maintain control of the railcars.
During upgrade movements, the operator is not likely to
use any braking power and will have the Train Air Brake
Control in the full “Release” position. This allows little or
no brake shoe drag and more power with less effort.
Even the slightest down grade can cause the railcars to
build up momentum and get out of control. Always be
aware of the stopping distance and grade of the track.
You do not want to go past where you want to stop, so
leave yourself plenty of room to stop. You always want be
in control of the railcars, not the railcars in control of you.
The Train Air Brake Control is a variable airflow control
valve. In the full “Release” position the valve is completely
open allowing compressed air from the Rail Air Tank to be
supplied to the train brakes keeping them open. In the full
“Applied” position it vents air from the train brakes as well
as regulating the amount of airflow from the Railcar Air
Tank allowing the brakes to apply a maximum (50%) brak-
ing power.
The “Red” Train Brake Emergency Valve must be pulled
out in order to allow the Train Air Brake Control to oper-
ate, and is the emergency stop valve. If pushed in as an
“Emergency Stop” situation, it will cut off air flow from the
Rail Air Reservoir as well as vent air from the train brake
 SHUTTLEWAGON® OPERATOR’S MANUAL
system allowing the train brakes to apply (100%) braking.
It reacts much faster than the Train Air Brake Control
Valve, and will cause the train brakes to fully apply in a
matter of seconds if needed.
Railcar Movement
Grade in Relation to Travel
Are you going to move up a grade, down a grade, or on
the level? Don’t guess, rail grade is not always visible to
the naked eye. As little as 1/2% grade can affect starting
and stopping distances. As the Shuttlewagon® operator,
you should be aware of the grade throughout your facility.
When starting a load, heavy loads may be eased in the
OPPOSITE DIRECTION of the intended pull, to allow
slack between the couplers. You can gain as much as 6 to
8 inches of free travel for each coupled car. Using this
technique, the Shuttlewagon® starts pulling one car at a
time, and the momentum of the moving car helps start the
remaining cars. Maintain a steady increase of power so
as not to lose the momentum gained.
22
Should a HEAVY (meaning maximum or near maximum
load for the Shuttlewagon®) car or train be required to
move through a tight curve (caution should start at 18º or
more), PULL rather than push the car or consist, if possi-
ble.
When pulling, the couplers continue to follow the center-
line of pull. When pushing maximum or near maximum
loads around tight curves, the coupler in the
Shuttlewagon® and attached car will tend to pivot opposite
to the direction of the curve until stopped by the coupler
housing. At this point, the line of push is not following the
centerline of the vehicle. The Shuttlewagon®, weighing
less than the load, is now pushing the load with couplers
angled. This situation is more prevalent when a curve and
upgrade occur together, rather than on level or down-
grade curve where the car momentum might not require
the Shuttlewagon® to apply maximum push. An experi-
enced operator will recognize this situation and be able to
apply the right technique.

The Shuttlewagon® power train is geared very low through

the transmission, differential and planetaries. As a result
tremendous torque develops quickly in first and second
gears. A quickly applied throttle in the low gears could
cause the tires to spin. Maximum drawbar pull is achieved
in first gear and should be used when maximum drawbar
pull is going to be required to start the load. When start-
ing, apply the throttle steadily and smoothly to maintain
maximum traction. The operator should learn to feel the
difference between tire “creep” and tire “spin”. Maximum
traction will be achieved at 1400 RPM in first gear just
prior to tires creeping, and diminishes quickly once tires
start to spin. Take full advantage of coupler slack when
maximum pull is required.

The Shuttlewagon® is equipped with a full power shift

transmission, and the ratio variance between gear set-
tings is substantial. You may shift the transmission up in
gears at anytime. However, you should watch rail speed
and transmission temperature to ensure you maintain
maximum traction and transmission efficiency. You may
also choose to down shift the transmission, however the
transmission will not down shift if the engine RPM is Notice the coupler reaction when pulling versus
above 1500 RPM, or the rail speed is to fast. pushing cars around a tight curve.

Move the cars at a safe speed, 3-5 mph. Plan stops in Unhooking From Railcars
advance so the entire operation runs smoothly. Be sure
Before uncoupling the Shuttlewagon® from the rail cars,
you understand how both the Shuttlewagon® and railcar
be conscious of whether or not the cars are on a grade. If
air brakes operate. Know in advance what is expected of
the rail cars are fully “aired” or “charged”, bring the cars to
the Shuttlewagon®. Know how many cars are to be
a full stop. Apply railcar brake using the Train Brake
switched and where they are to be switched. Know if
Emergency Valve. Use chocks and hand brakes to secure
additional cars are to be picked up and switched. Plan
the railcars. Release the coupler by using the coupler
ahead and work safely and efficiently.

Central Power Products, Inc.

 SHUTTLEWAGON® OPERATOR’S MANUAL
release switch. Pulling away slowly from the railcars, the
glad-hands will automatically disconnect.
Dismounting From Rail
Warning:
Never manually disconnect the train brake hoses; trapped
air pressure can be dangerous!
Caution:
For safety, ALWAYS apply railcar hand brakes and place
chocks under the railcar wheels before pulling away from
the railcar.
When you are ready to move off rail, select an improved
crossing area or an area level with the track. Bring the
vehicle to a complete stop and set the parking brake.
23
Towing
If it is necessary to tow the Shuttlewagon®, follow the pro-
cedure listed for on-rail or on-road below.
On Rail
The Shuttlewagon® should never be towed unless the
engine is running, to ensure proper hydraulic pressure for
the rail wheel guidance system, and proper lubrication for
the clutches in the transmission.
On Road
The Shuttlewagon® should never be towed unless the
engine is running, to ensure proper lubrication for the
transmission clutches. If the engine will not run, you must
disconnect the drivelines, and may tow the Shuttlewagon®
a maximum of 1 mile at 3 mph or less.

• Place the Transmission Selector Lever (item 5) in the

neutral “N” position.
• Set the parking brake.
• Make sure you are in the Road/Rail (R/R) screen, if not
press F10 button on the computer screen module.
• Press F1 to go from rail mode to transfer mode.
• Press and hold F7 (rear rail wheels up) until the rail
wheels retract completely.
• Press and hold F3 (front rail wheels up) until the rail
wheels retract completely.
• Press F1 button to go from transfer mode to road mode.
• Depress vehicle foot brake; release the parking brake,
and select desired transmission gear.
• You are now ready to move off the track.

Central Power Products, Inc.

 SHUTTLEWAGON® OPERATOR’S MANUAL 24
Recommended Lubricants

Central Power Products, Inc.

 OPERATOR’S DAILY EQUIPMENT INSPECTION
SHUTTLEWAGON® RAILCAR MOVER
Equipment Identification Number: Shift:
Employee Name: Hour Meter Reading:
Date:
Yes No N/A
1. Engine Oil Level
2. Coolant Level
3. Transmission Oil Level
4. Drive Belts
5. Radiator Hoses
6. Air Cleaner Indicator
7. Sanders (working & filled)
8. Batteries and Cables
9. Hydraulic Oil Level
10. Tire Inflation / Condition
11. Lug Nuts
12. Mirrors
13. Windows Clean
14. Windshield Wipers
15. Check for Leaks
16. Lights Clean & Intact
17. Air Reservoirs Drained
18. Compressor Oil Level (not available on SWX315)
19. Train Brake Lines and Seals *
20. Train Brake Valve Closed *
21. Couplers in Good Condition *
22. Coupler Knuckle (lubricated) *
23. Seat Adjusted
24. Seat Belt Functional
25. Vehicle Brakes
26. Back Up Alarm
27. Interior Dome Light
28. Interior Spot Lights (2 each)
29. Steering Function
30. Cab Cleanliness
31. Oil Pressure
31. Coolant Temperature
31. Transmission Temperature
31. Battery Charge
31. Fuel Level
31. Engine Idle & High RPM
31. Hydraulic Pressure (Rail)
32. Head Lights
33. Work Lights & Strobe Lights
34. Air Horn
35. Back Up Alarm
36. Parking Brake
37. Vehicle Hand Brake
38. Neutral Start Switch
39. Air Pressure (rail reservoir)
40. Air Pressure (train brake pressure)
41. Transmission (all gears)
42. Steer Straight Ahead
43. Wiper Fluid Level DIS-08/03/07

Check “Yes” for OK, or “No” if not OK

 14
2 12
4
5
3

16

21
1

22 7

PASSENGER SIDE 19 20

29

25

24
23

43

DRIVER’S SIDE

33 26 41 31 42
13 32 33

9 39 40
8

14
37

34

15

36

15 38
15 11 11
10

17

17
SWX315 Commander

Lubrication & Service

Manual
 Table of Contents
Introduction

I. Lubrication and Servicing

Engine Oil and Filter Replacement
Fuel Filter and Fuel Water Separator
Air Filter
Transmission Oil and Filter
Axle and Hub
Hydraulic Return Filter
Hydraulic Oil Change
Hydraulic Pressure Filter
Lubrication Points
Screw Compressor
Radiator & Coolant

II. Operational Adjustment

Hydraulic Pump Pressure
Standby Pressure
Main Relief Pressure Check
Main Pump Pressure
Train Rail Air Brake
Rail Unit Rail Gauge Check
Hydraulic Accumulator
Checking Pre-Charge

III. Diagnostics
Service Screens
Transmission Fault Codes
Trouble Shooting
Rail Units

IV. Lubricants
Lubricants

V. Capacities
EngineCapacities

VI. Maintenance Schedule

Maintenance Schedule
Introduction
2
W elcome to the Shuttlewagon® Service and Maintenance
Handbook. Within, you will find information for servic-
ing the different components of the Shuttlewagon®, a chas-
2

sis lubrication chart, a trouble shooting guide, a recom-

mended maintenance chart, explanations on system adjust-
ments and the accumulator system.
4
4
I. LUBRICATION AND SERVICING
This section contains the maintenance and lubrication pro-
cedures. Also included are service specifications, adjust- 3
3
ments, lubrication capacities and filter elements.

QSB 6.7 QSC 8.3

Lubrication
Lubrication of the various components of the Shuttlewagon®
should be done at regular intervals. Refer to the charts in
the Service illustrations section for service intervals, lubrica-
tion points and the type of lubricant to be used. Instructions
for lubrication and servicing of the more complicated sys-
tems are contained in the paragraphs pertaining to those
particular items.
Illustration I-II. Cummins Oil and Filter Change.
Water In Fuel Pre Filter
The following instructions are for both theCummins QSB 6.7
and QSC 8.3. Follow the instructions carefully and refer to
Illustration I-III. Remember, do not over tighten filters and
drain plugs. Refer to engine manual for more detailed speci-
fications.

Engine Oil and Filter Replacement Maintenance

The following oil and filter replacement instructions are for
both Cummins and Caterpillar engines. Refer to Illustrations
I-I and I-II. Always change the engine oil when the oil is
warm and do not over tighten filters and drain plugs. Refer
to the engine manual for more detailed specifications.
● Run the engine until the water temperature reaches
+140ºF (+60ºC) then shut down engine.
● Remove the drain plug from the oil pan. (item1)
● Visually check the condition of the used oil.
● Clean around the filter head (item 2), and remove the oil
filter. (item 3)
● Remove any old gasket material off of the bottom of the
filter head. (item 4)
● Fill the replacement filter with clean lubricating oil before
installation.
● Replace new filter and tighten.
● If an engine fault code indicates an “SPN 97” error there
is water in the fuel.
● To drain the water from the fuel open the drain cock
(item 1) to empty the water from the fuel filter (item 2).
Once drained of water, close drain cock.
Replacement
● To replace the Water in Fuel Pre Filter unscrew the filter
(item 2) from filter head (item 3) and discard old
filter and O-ring (item 4).
● Clean filter head and remove any parts of the old O-ring
still left.
● Fill the replacement filter with clean fuel and replace.
(hand tighten only)
● To prime the fuel system cycle the keyswitch to “On” for
thirty seconds then to “Off”. Repeat three more times to
fully prime the system before attempting to start the engine.

3 4
4
1 2 2

1
1
Illustration I-I. Cummins Oil Drain Plug.

QSB 6.7 QSC 8.3

Illustration I-III. Water In Fuel Filter.
Primary Fuel Filter
To change the primary fuel filter refer to Illustration I-IVI.
Remember, do not over tighten filters and drain plugs. Refer ● Repeat to remove
to engine manual for more detailed specifications. inner secondary filter
element (item 3).
● Remove filter (item 1) by unscrewing from filter head
(item3).
● Discard old filter and O-ring (item 2). 3
● Clean filter head and remove any parts of the old O-ring
still left.
● Replace O-ring and new filter. Do not fill filter with fuel.
(hand tighten only) 4
● To prime the fuel system cycle the keyswitch to “On” for ● Clean filter seat area
thirty seconds then to “Off”. Repeat three more times to to ensure proper
fully prime the system before attempting to start the engine. seal for replacement
filters (item 4).
3
3

2 2

1
1 ● Press top yellow
cover on the air
indicator (item 5) to
reset.
Illustration I-V. Primary Fuel Filter Change.

Air Cleaner
Perform the following procedures to remove and replace the Illustration I-VI. Optr Air Cleaner Filter Change.
air cleaner filter elements. Refer to Illustration I-VI.

● Release locking clamp

and rotate counter
clockwise to remove
cover (Item 1).
1

● Rock filter element

(Item 2) to loosen from
filter seat to remove.

2
 Transmission Oil and Filter
The Lubricant and filter should be changed after the first
100 hours of operation. After the initial lubricant and filter
change, it is recommended the filter and lubricant be
changed every 1000 hours of operation.
Refer to Illustrations I-VII, I-VIII & I-IX.

Oil level check (engine running):

Cold engine measurement

● Oil level check (weekly)
● Vehicle stationary and level
● Transmission in “N” Neutral position
● Engine at running at low idle (approx. 2-3 minutes)
● Measured oil level should be above the “cold” mark
on the dipstick (Item 1)
Warm (operating temperature) measurement
● Vehicle stationary and level
● Transmission in “N” Neutral position
● Engine at running at low idle
● Measured oil level should be between the “hot”
marks on the dipstick (item 1A)
1 A
Oil change and capacity: (engine off)
● With the vehicle level, the transmission at operating
temperature, and the engine not running.
● Open the oil drain plug (item 2) on the bottom of the
transmission to drain the old oil.
● Clean the oil drain plug and mating surface on the
transmission housing and reinstall the drain plug and
O-ring.
● Fill transmission with new oil (see chart at back of
manual for recommended lubricant) approximately
27 liters or 7.133 gallons.
Caution:
Absolute cleanliness of oil and filter must be maintained
to prevent damage to the transmission.
● Start engine (idle speed)
● Transmission in “N” Neutral position
● Measured oil level should be above the “cold” mark
on the dipstick
● Engage vehicle brakes.
● Shift transmission lever through all gears and leave in
highest gear setting
● Slowly apply engine throttle to prevent driving through
the vehicle brakes and allow the transmission oil to
warm up to operating temperature (approximately 2-3
minutes)
● Return the transmission lever to “neutral” and recheck
oil level with the “hot” marks on the dipstick
● Add oil if necessary and repeating the above steps as
necessary to bring oil up to the correct level
Illustration I-VII. Transmission Oil Change.
Caution:
Do not overfill the transmission or
allow it to operate with insufficient fluid.
● ZF recommends performingthe AEB clutch calibration
proceedure after oil change
Filter replacement (engine off)
● Filter replacement should be done during oil change
when oil is drained from the tranmission.
● Remove filter and clean around mating surface on the
1
transmission housing, removing all pieces of the old
O-ring. (Do not allow transmission fluid to contaminate
park brake disc)
● Fill filter with transmission oil and lubricate the new
O-ring with oil
● Reinstall new filter with new O-ring (hand tighten only)
Axle and Hub
The following section includes detailed instructions on the
lubrication and service of the axle and hub assemblies.
Refer to Illustration I-X.
● Remove the drain plug (item 1).
● When the oil has drained completely, reinstall the drain plug.
● Remove the breather (item 2).
● Clean the breather in solvent and dry with compressed air.
● Reinstall the breather.
● Remove the fill plug (item 3).
● Fill the axle with oil until oil starts to flow from the fill plug
hole. Reinstall the fill plug.
● Maneuver the Shuttlewagon® to position the hub with the
drain/fill plug (item 4) at the bottom.
Drain 2
3
4
Fill
1
● Remove the drain fill plug (item 4) and allow all hub oil to
drain.
● Once drained, rotate the wheel 90º to bring the drain/fill
port to the fill position (inset Fill).
● Add the correct oil slowly until the oil starts to flow back
out of the drain/fill port then reinstall the drain plug.
● Repeat the above steps for the three remaining hubs.
Caution:
Do not overfill hubs. Seal damage could occur.
Note!
Recheck rear differential after refilling hubs for correct oil
level.
(Non-Steer axles have floating axles)
the hydraulic filler cap and refill with 40 gallons of
hydraulic oil.
● Start and idle engine till it reaches normal operating
temperature to warm the oil, and check oil level in the
sight glasse. (item 4). Oil level should be visible in the
lower glass but not in the upper glass when the oil is
warm.
● Always check oil level in road condition.
3

Hydraulic Return Filter 2

The following are instructions for servicing the hydraulic
return filtration system located in the top of the hydraulic
tank.

● Clean around filter cap and loosen retaining bolts (item 1).
● Remove filter cover (item 2) by pressing down and turn-
ing clockwise and aligning bolt heads with cutouts on lid 1
(item 3).
● Remove spring (item 4) and Bypass Valve Assembly
(item 5). 4
● Remove old filter (item 6) and replace with new filter.
● Replace Bypass Valve Assembly, spring, and filter cover.
● Turn cover counter clockwise to lock against bolt heads
and tighten bolts. (Do not overtighten bolts)
4
1
Illustration I-XII. Hydraulic Oil Change.
2
Hydraulic Pressure Filter
5 The following instructions are for changing the hydraulic
pressure filter.
6
● Close the Pump Case Drain Valve (item 1) and the Pump
Supply Valve (item 2).
●
1
3
2

Illustration I-XI. Hydraulic Oil Filter Change.

Hydraulic Oil Change

The following are instructions for changing the hydraulic oil.
Refer to Illustration I-X and I-XI.

● Open the ball valve (item 1) to drain oil. (Note: the

hydraulic tank contains approximately 40 gallons of oil).
● Open valve (item 2) on the drain line (item 3) located
between the wheels on the passenger side of the truckl.
4 5
● It may be necessary shut off the oil flow several times
while draining the tank to empty the waste oil container.)
● When the hydraulic tank is empty close both ball valves
(items 1 & 2). 3
● Clean all dirt and debris from around the cap. Remove
 Caution:
Operating the Shuttlewagon® with the pump supply
or case drain valve closed will result in
serious pump damage. 9

General Lubrication

1. Rail Wheels (4 ea) 3

2. Coupler Slide (2 ea)

Note:
Coupler Slide should be lubricated weekly
4

3. Rail Unit Cylinders (8 ea)

4. Rail Arm Bushings (8 ea)
5. Drive Shaft U-Joints (4 ea) 5
6. Drive Shaft Slip Yokes (2 ea)
7. Drain and Refill Oil Filled Hubs (4 ea)
8. Drain and Refill Axle Housings (2 ea)
9. Steer Cylinder Ends (4 ea)
10. King Pins (4 ea) top and bottom 6 10
11. Tie Rod Ends (2 ea)
5
12. Oil Straight ahead Assembliy
Refer to following illustrations for exact locations 8

8 7

1
Non-Steer
Steer
11
7

12

2
Radiator Coolant fitting (item 1) on the PTP port on the main hydraulic block.
2. Start engine and warm hydraulic oil to normal operating
temperature.
3. Disconnect the wire on the air pressure switch at the
governor to disable remote air compressor (item 2).
4. Position all rail units in the “up“ position and switch to
“Road Mode”.
5. Turn all other hydraulic components off. This places the
pump in “Stand-by “ mode.
6. Remove the acorn head cap on the hydraulic pump (item 3).
The stand-by adjuster is an allen-head screw under the cap.

1
To replace engine coolant. Open the radiator drain cock and
remove the coolant surge tank cap and the coolant recovery
cap. Do this only when the engine and coolant are cool. The
surge tank cap is sealed and the surge tank will be pressur-
ized if the coolant is hot. Once the old coolant has drained
close the radiator drain cock and replace coolant through
the surge tank. Start and run the engine to pull coolant
thoughout the engine and add coolant as the level drops.
Once the coolant level in the surge tank remains level stop
2
the engine and fill the surge tank to about one inch from the
top and replace the surge tank cap. Add coolant to the
coolant recovery tank until level is half way in the sight
gauge and replace the cap. Coolant may be added to the 4 5
recovery tank to maintain coolant level.
3
Welding
Proper welding procedures are necessary in order to avoid
damage to the engine’s ECM, sensors, and associated
components. If at all possible, the component that is to be
welded should be removed from the machine for welding. If
removal of the component is not possible, the following pro-
cedure must be followed when welding on a machine that is
equipped with an electronic engine. This procedure is con-
sidered the safest and should provide minimum risk of elec-
tronic component damage. 7. Normal stand-by pressure is 500 PSI.
8. Turn adjuster to increase or decrease pressure as needed.
Disconnect the batteries positive and negative ground wires. 9. After adjusting, reconnect the wire to the air compressor
Disconnect the cable to the alternator as a safety precaution switch on the governor and allow the compressor to run
also. till it shuts off.
10. Once the correct pressure is achieved, reinstall acorn
head cap, and perform the main pressure check.

II. OPERATIONAL ADJUSTMENT Main Relief Pressure Check

This section contains the procedures for adjusting hydraulic
pressure, rail air brake pressure, hydraulic oil flow for the
37cfm compressor and rail unit gauge. If you have ques-
tions, contact your local dealer or the manufacturer. (816)
767-0300
Hydraulic Pump Pressure
The following directions are for adjusting the standby and
main pressure for the hydraulic pump.
Stand-by Pressure
1. Connect a 0-3000 PSI test gauge to the quick disconnect
● Hold the “Rail Gear” switch in the up position.
● Check the relief valve pressure by unscrewing the upper
acorn cap (item 4) and adjusting the allen head screw in
until the gauge stop moving. This indicates the setting for
the pressure relief valve.
● If the gauge indicates a pressure other than 2850, the
main pressure relief valve will need to be adjusted.
● To adjust the main pressure relief, loosen the locking nut
on the main pressure relief valve (item 5)located on the
front of the main hydraulic manifold, and adjust the
 pressure by turning the allen headed shaft, until the
gauge stabilizes at 2850 PSI.
Caution:
Do not exceed 3000 PSI before adjusting the pressure
relief valve down.

● Once the pressure is set, retighten the locking nut.

Main Pump Pressure

● With the Rail Wheels in the “up” position, adjust upper

allen set screw (item 4) till pressure indicates 2600 PSI,
and replace acorn cap.

Rail Unit Rail Gauge Check

Rail gauges on both front and rear rail units are 53-7/16”
plus or minus 1/16”mesured from the bottom of the rail
wheels in the full down position. To measure gauge, mea-
sure from inside flange on rail wheel to inside flange on
opposite rail wheel with the rail unit in the down position on
the surface of the rail, or on floor if the unit is not on rail.

53-7/16" + 1/16"
Hydraulic Accumulator 5. Open the valve adapter by
securing the bottom hex with
a wrench while turning the
Warning: top hex counter clockwise.
Never use oxygen or shop air!
This will void all warranties and can be dangerous.

The Shuttlewagon® is equipped with a hydraulic accumulator, 6. Open the regulator valve on
which is capable of producing high pressure and could cause the nitrogen bottle carefully
injury if not released properly. to let nitrogen flow at a slow
● Pre-charge with DRY NITROGEN GAS ONLY! rate into the accumulator.
● Never operate accumulator without proper nitrogen gas Proceed to charge until the
accumulator reaches
pre-charge.
desired precharge pressure.
● Release all system hydraulic pressure
Close the regulator and let
before attempting any maintenance or service.
the nitrogen stabilize and
● Use only approved charging and gauging equipment for
obtain gauge reading.
precharging and pressure check. Adjust the pressure
● Follow all instructions below: if necessary.

1. If accumulator is installed, turn off all power to system (all

dash panel switches set to “off”), remove all hydraulic WARNING:
pressure from accumulator. If accumulator is not yet Initial pre-charging at a rate above 25 psi can cause
installed, place a small amount of fluid inside the unit for bladder to burst.
lubrication.

NOTE: 7. Close the valve adapter by

(5000-PSI accumulators do not have a valve core. The securing the bottom hex with
gas valve must be manually opened by turning its top a wrench while turning the
hex, counter clockwise). top hex clockwise. Make
sure the valve is completely
closed.
2. Close the bleed valve on the
charging and gauging
assembly. 8. Open the bleed valve to
bleed off nitrogen in the
(Note: Charge Valve hose. Disconnect the
Assembly may vary from charging assembly from
photo) the accumulator and
the gas bottle.
3. Install Charging and Gauging
Assembly on the accumula-
tor by screwing the air chuck 9. Check for leakage through the valve adapter by soap or snoop.
to the gas valve. Hand tight- If the adapter is leaking, then retighten the top hex. If leakage
en sufficiently to prevent any persists, replace the vavle adapter.
leakage. Connect the hose
to the nitrogen bottle regula- 10. Check precharge pressure in the first week of operation,
tor. and then every six months during normal working or every
month during high cycling or high temperature conditions.
Refer to hydraulic schematic for correct pressure settings.

Note: Install charge valve

extension between charge valve WARNING:
assembly and accumulator if Operation of accumulator without sufficient pre-charge
necessary for clearance. (minimum of 25% of maximum working pressure)
can cause bladder to “pick-out”.

4. Remove the seal cap from

the gas charging tank valve
and connect the swivel con-
nector on the hose assem-
bly. Hand tighten sufficiently
to prevent leakage.
 1

15
;;;
;;;
5
3

13

;;;
4
2

12

9 10

7 6 11 8

14

TYPE
1 AI-CG3-000SS 3000psi WP Max. 2200 psi, N2 3000 psi gauge
2 AI-CG5-000SS 3000psi WP Max. 2200 psi, N2 5000 psi gauge

1. Pressure gauge 9. Bleed Valve

2. Air Chuck 10. Copper Washer
3. Adapter Block 11. Nut
4. Swivel Connector 12. Head Assembly
5. Tank Valve 13. Gauging & Head Assy.
6. Coupling 14. Hose Assy.
7. Hose 15. Valve Core
8. Nipple (Gland)
Diagnostics TRANSMISSION DIAGNOSTIC CODES

DIAGNOSTIC SCREEN Press F11 to access the diagnostics screen.

Press F2 on the diagnostics screen to access the transmis-
Press F11 to access the diagnostics screen. sion screen.

Transmission fault codes are displayed in the yellow banner

ENGINE DIAGNOSTIC SCREEN at the top of the screen.

Press F1 on the diagnostics screen to access the engine Fault codes consist of two numbers, and SPN and an FMI.
screen. (see transmission fault codes table)

Current gear selection, transmission oil temperature, input

rpm, and output rpm are displayed.

Within the “Gear” display the current transmission condition

will be displayed. These displays are:

PARK
NEU (neutral)
1F
2F
3F
1R
2R
3R

Just to the right of the “GEAR” display is the transmission

Engine fault codes are shown in the yellow banner at the indicator display. This displays:
top of the engine screen. AUTO (Automatic mode)
MAN (Manual mode)
Engine fault codes consist of two numbers, an SPN and an FAULT (Indicates a transmission fault has
FMI. occured)
STOP (Indicates that the calibration
If multiple faults occur the F4 and F8 buttons will scroll the process has been terminated due
fault codes between next and previous. to a fault condition)

SPN Suspect Parameter Number, identifies the trouble The F4 button will return to the diagnostic screen.
source, may be a system, component, or parameter
The F8 button will access the “Transmission AEB calibration
FMI Failure Mode Identifier, identifies the type of failure screen

Refer to the Shuttlewagon Standard Engine Fault Codes

(SAE J1939) table for a summary of these codes. More
detailed troubleshooting information is available in the
engine manufacturer’s literature.
TRANSMISSION (AEB) CALIBRATION SCREEN VEHICLE SCREEN

Press F11 to access the diagnostics screen.

Press F3 on the diagnostics screen to access the vehicle
screen.

Press the F8 button on the transmission diagnostics screen

to acces the transmission (AEB) Calibration Screen.

This screen displays a brief checklist of conditions that must Information displayed on the Vehicle Screen includes:
be met in order to calibrate the transmission. Rail Wheel Speed
Tire Speed
Once the conditions have been met press the F8 button to Hydraulic Oil Temperature
begin calibration. Compressor Oil Temperature
ESX Controller Software Version
Press the F4 button to return to the transmission diagnostic Display Software Version
screen.
PASSWORD SCREEN
In the “GEAR” display various codes will display during cali- Press F4 on the diagnostics screen.
bration. These are:

K1 (Calibrating Clutch “K1”)

K2 (Calibrating Clutch “K2”)
K3 (Calibrating Clutch “K3”)
K4 (Calibrating Clutch “K4”)
KV (Calibrating Clutch “KV”)
OK (Calibration Complete)

Additional error codes can also display here. These are:

LO RPM (Engine speed too low for calibration -

must be 850 rpm or greater)
HI RPM (Engine speed too high for calibration -
must be 1100 rpm or less)
COLD (Transmission oil temperature too low for
calibration - must be 158º F or greater) Use the P1 knob to enter the password. Press F8 to verify
HOT (Transmission oil temperature too high for the correct password. If the password is correct, the display
calibration - must be 194º F or less) will automatically change to the factory settings screen. If
FT (Fault - temperature out of range) the password is incorrect, the screen will not change. Press
FB (Fault - operation not normal) F4 to return to the set screen.
FO (Fault - machine is moving)
FN (Fault - shifter is not in neutral)
FP (Fault - parking brake is off)

Once calibration is complete engine must be shut down for

15 seconds minimum before beginning operations.
FACTORY SETTINGS SCREEN SETTINGS SCREEN
Press the F3 button to access the settings screen.

F1 Restores all settings to the original factory settings. (See

CAUTION below). F1 toggles the anti-lock brake/automatic traction control
F2 Shows the Options Screen (if applicable). off/on for maintenance purposes. (This information is auto-
matically stored into memory. Be sure to reset to “on” after
F3 Shows the Settings Screen. repairs have been completed.
F4 Shows the Change Password Screen.
F2 toggles off/on an optional straight ahead interlock for rail
ERASE AND FORMAT CALIBRATION mode.
Pressing F1 resets all stored variables in memory back to
the factory default settings. In the “off” position a warning message indicating “Front
Wheels Not Straight” will display in the message bar at the
Caution: bottom of the screen if the wheels are not aligned properly
Consult with factory before resetting stored memory for rail operation.
settings.
In the “on” position the computer will perform a series of
OPTIONS checks to ensure that the wheels are properly aligned for
Press F2 to access the options screen. rail operation. If not, a “Front Wheels Not Straight” message
will appear in the message bar, an audible alarm will sound,
and the throttle will derate the engine until the situation is
corrected.
This self test will be performed each time the unit is
switched from the transfer mode to the rail mode, or the unit
is started in rail mode.

P1 sets the primary traction delay. (Factory setting is

50ft/min.). This is selectable between 0 and 99 ft/min.

P2 sets the alternate traction delay. This is selctable

between 0 and 999 ft/min.
Caution:
Increasing deadband settings can contribute to reduced
tire life.
F1 toggles the emergency stop functionon or off.
F2 toggles the switchman control on or off.
F3 toggles the remote control on or off. P3 selects the model of Shuttlewagon® for correctly integrat-
ing additional model specific data into the computer. These
Note: are:
The Emergency Stop must be in the “on” position if 3...SWX315
either the Switchman Control or Remote Control is in 4...SWX420
the “on” position for them to operate correctly. 5...SWX525
6...SWX630
7...SWX730

F8 saves the selected settings for the traction delay off (P1),
traction delay (P2), and model (P3) into memory.
CHANGE PASSWORD
From the Factory Setting Screen Press the F4 button to
access the Change Password Screen.
Use P1 knob to dial in a password number from 0 to 99999.
Press F8 to store the new password into memory. Press F4
to return to the factory settings screen. The old password is
over written.
MAX CTS Highest possible signal from input device, set
using P1 knob on maximum settings screen
MIN EU Lowest desired output related to input device, set
using P2 knob on minimum settings screen
MAX EU Highest desired output related to input device, set
using P2 knob on maximum settings screen
SAVE Press F7 to store new values in memory
Example:
Use F5 and F6 to set the input to TBP.
Move the train brake control lever from release to apply and
watch the ACTUAL CTS (counts) reading. Record the high-
est and lowest ACTUAL CTS readings. The train brake con-
trol lever normally produces a signal from about 48 CTS in
the apply position to 480 CTS in the release position.
Use the MIN (F15) and MAX (F16) keys to toggle between
the minimum and maximum settings.
On the MIN screen, use the P1 adjustment knob to set MIN
CTS to the lowest ACTUAL CTS reading, and press the
SAVE key (F7).

CALIBRATION SCREEN On the MAX screen, use the P1 adjustment knob to set
From the Factory Setting Screen Press the “C” button to MAX CTS to the highest ACTUAL CTS reading, and press
access the Calibration Screen. the SAVE key (F7).
CTS settings calibrate the computer to properly read the
train brake control lever. Engineering unit (EU) settings cali-
brate the computer to produce the desired train brake pres-
sure.
On the MIN screen, use the P2 adjustment knob to set the
MIN EU to 1950, and press the SAVE key (F7).
On the MAX screen, use the P2 adjustment knob to set the
MAX EU to 3900, and press the SAVE key (F7).
These settings will normally produce a minimum train brake
pressure of about 45 psi and a maximum train brake pres-
sure of about 90 psi.
If the actual pressures shown on the gauge are unsuitable,
the MIN EU and MAX EU values can be adjusted.
INPUT Use F5 and F6 to select a device:
As the MIN EU and MAX EU values are adjusted and
saved, the train brake pressure will change accordingly.
FRPT Front Rail Pressure Transducer
RRPT Rear Rail Pressure Transducer Note:
HTP Hand Throttle Potentiometer The red emergency stop valve will automatically reset if the
FTP Foot Throttle Potentiometer pressure drops too low. Be sure to set MIN EU high
FLS Fuel Level Sender enough that the emergency stop button holds with the train
TBP Train Brake Potentiometer brake lever in the apply position.
RESETTING FAULTS
MIN/MAX Use F13 and F14 to move between minimum and
maximum setting screens. Press ESC on any screen to reset non-critical fault condi-
tions. If the fault condition persists, the alarm or fault mes-
COUNTS (CTS) Signal from input device, voltage and cur-
sage will return. Faults originating from the engine and
rent are typical inputs
transmission cannot be reset with this function.
Engineering Units (EU) Output parameter related to input
device
ACTUAL CTS Actual signal from the input device
MIN CTS Lowest possible signal from input device, set
using P1 knob on minimum settings screen
III. TROUBLE SHOOTING Rail Guide Wheels Flanging To One Side
If you develop a problem with the Shuttlewagon during
® Steering tires not locked straight with vehicle
operation, refer to the problems and possible causes listed Low tire pressure
below. If a problem should occur check for the simplest Vehicle brakes partially applied
cause first. You may wish to contact the nearest Track leaning to one side
Shuttlewagon dealer for assistance or contact Central Front suspension urethane pads worn out
Manufacturing service department. Hydraulic cylinder internal leak
Rail gear out of alignment
Problem/Possible Cause:
Engine Surges During Operation
PROBLEMS DURING OPERATION Over revving engine causing tires to slip and traction control
to kick in and out to compensate. Apply smoother accelera-
Premature Tire Wear tion.
Rear axle not engaged
Excessive tire spin Foot Throttle Not Functioning
Load too heavy Foot throttle may be disengaged if unit is shut down and
Railcar hand brakes not released restarted too quickly. Wait thirty seconds before restarting
Contaminates on rail engine after shut down.
Rail pressure set incorrectly
Railcar air brakes not fully charged Note:
Incorrect tire pressure It is normal for the display to reset when the memory
Foot valve malfunction buffer is full. The screen will flash blank and reappear
ABS/Traction control disabled (usually within 5 seconds) after it updates itself.

Shuttlewagon® Brakes Will Not Apply

Low air pressure Operator Panel is ON, but display is malfunctioning
Air leaks
Air in brake fluid Symptoms:
Low brake fluid level in master cylinder
Axle seals leaking oil on brake pads ● Red block on screen
Foot valve malfunction ● Unexpected reset during operation
● Readouts show no data or appear faint
Shuttlewagon® Will Not Steer
Steering locked in rail mode Causes:
Low hydraulic oil level
Steering cylinders internal leak ● CAN Bus network has broken electrical connection
Dual steer axles in crab position ● Vehicle controller malfunctioning
Low hydraulic pump pressure settings ● Vehicle controller has lost power, check fuses and
Hydraulic pump failure
electrical connections
Steering relief valve not set properly
Steering control unit malfunction
● Operator Panel malfunctioning
● Operator Panel CAN Bus speed is set incorrectly
Shuttlewagon® Will Not Move ● Low electrical system voltage, vehicle controller or
Parking brake switch not released operator panel has reset
Low hydraulic brake release pressure
Transmission shift control malfunction Operator Panel does not turn ON
Transmission malfunction, check fault codes
Transmission oil low ● No power, check fuses and electrical connections
Transmission solenoid malfunction ● Operator Panel malfunctioning
● Low electrical system voltage
Derailing (general)
Steering tires not locked straight with vehicle Traction Control malfunction – Tires slipping
Excessive vehicle speed The traction control system normally allows tire slip up to
Rail pressure set incorrectly 1/2 mph to maximize tractive effort.
Hydraulic pump pressure too low
Moving more than vehicle rated capacity
● Excessive tire wear or wrong tire size
Bad track and or conditions
Rail wheel flanges worn out ● Wheel speed sensor malfunctioning
Rail wheel gauge out of tollerance ● Transmission speed sensor malfunctioning
Rail wheels loose on spindles ● Broken electrical connection
Rail arm bushings seized/frozen ● Traction Control is disabled in computer factory settings
Poor tire condition, low tire pressure or incorrect tire size
● Wrong model size selected in computer factory settings
ABS malfunction – Tires locking Hydraulic pressure settings low
Regulating valve malfunction
● Excessive tire wear or wrong tire size Rail arm bushings not lubricated
● Wheel speed sensor malfunctioning Rail arm bushings binding
● Transmission speed sensor malfunctioning
Slow Rail Cylinder Movement
● Broken electrical connection Cylinder leaking internally
● ABS is disabled in computer factory settings Oil level too low
● Wrong model size selected in computer factory settings Pump not delivering sufficient oil
● ABS Modulator Valve malfunctioning Rail arm bushings not lubricated
Rail arm bushings binding
● Rail wheel is not turning freely
RAILCAR MOVING AND STOPPING
SERVICE PROBLEMS Will Not Pull Cars
Rear axle not engaged
Front Axle Will Not Engage Railcar hand brakes not released
Fuse blown Railcar air brakes not fully charged
Wire disconnected Rail pressure regulating valves adjusted too high
Solenoid malfunction Railcar brakes not released
Switch defective Moving more than rated vehicle capacity
Faulty disconnect relay Severe track conditions
Traction control malfunction
Transmission Overheating
Low transmission oil Railcar Brakes Will Not Release
Speed range too high Railcar air brakes not fully charged
Cooler hoses blocked Railcar air shutoff valve closed
Oil filter clogged Rail air reservoir air pressure too low
Oil strainer clogged Railcar hand brakes not released
Wrong transmission oil Contamination in rail brake pipe or valves
Transmission oil burned Train brake control set incorrectly
Transmission cooler blocked Train brake control handle out of adjustment
Moving more than rated vehicle capacity Insufficient time to release railcar air brake system
Railcar hand brakes not released
Railcar air brakes not released Railcar Brakes Will Not Apply
Thermal bypass valve malfunction Rail air brake system not fully charged
Contamination in rail brake pipe or valves
Hydraulic Pump Noise Air hoses and valves not connected correctly
Hydraulic oil cold Train brake control set incorrectly
Hydraulic oil contaminated Shutoff valves not open between cars
Hydraulic pressure filter clogged Railcar brakes defective
Air in hydraulic oil
Railcar Braking and Release Time Too Long
Hydraulic return filter clogged
Incorrect use of train brake control handle
Tank suction or case drain valve closed
Contamination in rail brake pipe or valves
Hydraulic oil level low
Air leak in system or railcars
Hydraulic oil too hot
Rail air reservoir air supply too low
Hydraulic pump malfunction
Compressor malfunction
Hydraulic pressure set too high
Note:
RAIL UNIT PROBLEMS Normal time to release railcar air brakes is three to five
minutes for the first railcar and one minute for each
Rail Cylinder Will Not Hold Pressure additional railcar in the consist.
Not in rail mode
Rail control valve not in down position
Regulating valves adjusted too low Note:
Rail cylinder leaking internally For engine and transmission trouble shooting, refer to
Hydraulic pump pressure setting out of adjustment manufacturer’s service manuals supplied with the
Shuttlewagon.
Rail Cylinders Won’t Raise or Lower Smoothly or Evenly
Pump malfunction
Hydraulic oil level low
Air in hydraulic system
Cylinder leaking internally
Shuttlewagon® Standard Engine Fault Codes (SAE J1939)

SPN Description FMI Description

1 Not Applicable (No Fault) 0 Above Normal Operating Range
91 Throttle (Accelerator Pedal) Position (Most Severe Condition)*
93 Net Brake Torque 1 Below Normal Operating Range
94 Fuel Pressure (Most Severe Condition)*
97 Water in Fuel 2 Data Erratic, Intermittent, or Incorrect
100 Engine Oil Pressure 3 Voltage Above Normal
102 Boost Pressure (Intake Manifold) (Short to 12V or other power source)
105 Intake Manifold Temperature 4 Voltage Below Normal
108 Atmospheric Pressure (Short to Ground)
110 Engine Coolant Temperature 5 Current Below Normal
111 Engine Coolant Level (Open Circuit)
113 Engine Governor Droop 6 Current Above Normal
135 Fuel Delivery Pressure (Short to Ground)
156 Injector Timing Rail 1 Pressure 7 Mechanical malfunction
157 Injector Metering Rail 1 Pressure 8 Abnormal signal frequency, period,
164 Injector Control Pressure or pulse width
168 Electrical System (Battery) Voltage 9 Abnormal data update rate
172 Intake Manifold Air Temperature (i.e. sensor responding slowly)
174 Fuel Temperature 10 Abnormal data rate of change
175 Engine Oil Temperature (i.e. coolant temp drops 50ºF in 2 sec)
190 Engine Speed 11 Cause of failure unknown
191 Engine Output Shaft Speed 12 Electronic device malfunction
228 Speed Sensor Calibation 13 Out of adjustment or calibration
234 Software Identification 14 Special Instructions, refer to
251 Time (Clock) engine manufacturer’s literature
558 Accelerator Pedal Idle Validation 15 Above Normal Operating Range
609 Engine Control Unit #2 (Least Severe Condition)*
620 5 Volt DC Power Supply 16 Above Normal Operating Range
626 Start Enable Device (Intake Air Heater) (Moderately Severe Condition)*
627 Power Supply 17 Below Normal Operating Range
629 Engine Control Unit #1 (Least Severe Condition)*
632 Fuel Shutoff Valve 18 Below Normal Operating Range
633 Fuel Control Valve #1 (Moderately Severe Condition)*
639 J1939 Network 19 Network data incorrect or
640 External Engine Protection (Shutdown) indicating an error
651 Injector Cylinder #1 31 Not available (no fault) or could be
652 Injector Cylinder #2 used generically if no other FMI applies
653 Injector Cylinder #3
654 Injector Cylinder #4 * SAE has defined three levels of fault severity - least
655 Injector Cylinder #5 severe, moderately severe, and most severe. For example,
656 Injector Cylinder #6 least severe may warn the operator, moderately severe may
678 Sensor DC Power Supply derate the engine, and most severe may shutdown the
702 Auxillary I/O #2 engine. Refer to the engine manufacturer’s literature for
703 Auxillary I/O #3 more detail.
723 Secondary Engine Speed Sensor
974 Remote Accelerator (J1939 Throttle) Note: This list contains the most common codes used with
1043 Internal Sensor Voltage Supply Shuttlewagon® engines. Engine manufacturers may periodi-
1075 Electric Fuel Lift (Priming) Pump cally add new codes. Refer to the engine manufacturer’s lit-
1076 Fuel Inj. Pump Control Valve (Module) erature for a complete list of fault codes.
1077 Fuel Injection Pump Controller
1078 Fuel Injection Pump Position Sensor
1079 Sensor Supply Voltage
1111 Engine Protection System Configuration
1347 Fuel Pump Pressurizing Assy. #1
1348 Fuel Pump Pressurizing Assy. #1
1377 Multiple Engine Synchronization
1383 Engine Hot Shutdown
1387 Auxillary Pressure Sensor #1
 TRANSMISSION FAULT CODES
SPN FMI DESCRIPTION O.C. = Open Circuit
SPN FMI DESCRIPTION S.C. = Short Circuit
5130 3 S.C. TO BATTERY VOLTAGE OR O.C. AT
5000 12 LOGICAL ERROR AT GEAR RANGE SIGNAL PARKING BRAKE SENSOR INPUT

5010 12 LOGICAL ERROR AT DIRECTION SELECT 5130 4 S.C. TO GROUND PARKING BRAKE
SIGNAL SENSOR INPUT

5020 12 LOGICAL ERROR AT ENGINE DERATING 5313 12 INCHSENSOR-SIGNAL MISMATCH

DEVICE
5140 3 S.C. TO BATTERY VOLTAGE OR O.C. AT
5030 12 LOGICAL ERROR AT PARKBRAKE STATUS ENGINE SPEED INPUT

5040 12 LOGICAL ERROR AT DIRECTION SELECT 5140 4 S.C. TO GROUND AT ENGINE SPEED INPUT
SIGNAL 2. SHIFT LEVER
5140 12 LOGICAL ERROR AT ENGINE SPEED INPUT
5050 12 LOGICAL ERROR AT AXLE CONNECTION
5150 3 S.C. TO BATTERY VOLTAGE OR O.C. AT
5060 4 S.C. TO GROUND AT CUSTOMER SPECIFIC TURBINE SPEED INPUT
FUNCTION NO. 1
5150 4 S.C. TO GROUND AT TURBINE SPEED
5060 3 S.C. TO BATTERY VOLTAGE AT CUSTOMER INPUT
SPECIFIC FUNCTION NO. 1
5150 12 LOGICAL ERROR AT TURBINE SPEED
5060 5 O.C. AT CUSTOMER SPECIFIC FUNCTION INPUT
NO. 1
5160 3 S.C. TO BATTERY VOLTAGE OR O.C. AT
5070 4 S.C. TO GROUND AT CUSTOMER SPECIFIC INTERNAL SPEED INPUT
FUNCTION NO. 2
5160 4 S.C. TO GROUND AT INTERNAL SPEED
5070 3 S.C. TO BATTERY VOLTAGE AT CUSTOMER INPUT
SPECIFIC FUNCTION NO. 2
5160 12 LOGICAL ERROR AT INTERNAL SPEED
5070 5 O.C. AT CUSTOMER SPECIFIC FUNCTION INPUT
NO. 2
5170 3 S.C. TO BATTERY VOLTAGE OR O.C. AT
5080 4 S.C. TO GROUND AT CUSTOMER SPECIFIC OUTPUT SPEED INPUT
FUNCTION NO. 3
5170 4 S.C. TO GROUND AT OUTPUT SPEED INPUT
5080 3 S.C. TO BATTERY VOLTAGE AT CUSTOMER
SPECIFIC FUNCTION NO. 3 5170 12 LOGICAL ERROR AT OUTPUT SPEED INPUT

5080 5 O.C. AT CUSTOMER SPECIFIC FUNCTION 5180 2 OUTPUT SPEED ZERO DOESN’T FIT TO
NO. 3 OTHER SPEED SIGNALS

5090 3 S.C. TO BATTERY VOLTAGE AT CLUTCH 5190 2 GEAR RANGE RESTRICTION SIGNAL
CUTOFF INPUT DEFECTIVE

5090 4 S.C. TO GROUND OR O.C. AT CLUTCH 5200 2 FCAN MESSAGE ‘GEAR RANGE SELECT
CUTOFF INPUT (ZF_3_IDENT)’ CONTAINS INVALID DATA

5100 3 S.C. TO BATTERY VOLTAGE AT LOAD 5210 2 DECLUTCH MODULATION SELECTION

SENSOR INPUT SIGNAL

5100 4 S.C. TO GROUND OR O.C. AT LOAD 5210 2 TCU RECEIVES MESSAGES ‘GEAR RANGE
SENSOR INPUT SELECT (ZF_3_IDENT)’ AND ‘FRONT WHEEL
DRIVE STATUS’ (V_IDENT_FWD)
5110 3 S.C. TO BATTERY VOLTAGE OR O.C. AT ALTHOUGH CONFIGURATION STATES THAT
TRANSMISSION SUMP TEMPERATURE FWD CONTROLLER IS NOT INSTALLED
SENSOR INPUT
5220 9 CAN MESSAGE FMR1 TIMEOUT
5110 4 S.C. TO GROUND AT TRANSMISSION SUMP
TEMPERATURE SENSOR INPUT 5230 9 CAN MESSAGE FMR2 TIMEOUT

5120 3 S.C. TO BATTERY VOLTAGE OR O.C. AT 5240 9 CAN MESSAGE EAMODUL1 TIMEOUT
RETARDER TEMPERATURE SENSOR INPUT
5250 9 CAN MESSAGE ABS TIMEOUT
5120 4 S.C. TO GROUND AT RETARDER
TEMPERATURE SENSOR INPUT 5260 9 CAN MESSAGE MDU1 TIMEOUT
SPN FMI DESCRIPTION S.C. = Short Circuit SPN FMI DESCRIPTION O.C. = Open Circuit

5260 9 CAN MESSAGE DCT1 TIMEOUT 5470 2 CAN MESSAGE EEC2 TIMEOUT

5260 9 CAN MESSAGE GEAR RANGE SELECT 5480 3 S.C. TO BATTERY VOLTAGE AT CLUTCH K1
TIMEOUT
5480 4 S.C. TO GROUND AT CLUTCH K1
5270 9 CAN MESSAGE DNS1 TIMEOUT
5480 5 O.C. AT CLUTCH K1
5270 9 CAN MESSAGE SCT1 TIMEOUT
5490 3 S.C. TO BATTERY VOLTAGE AT CLUTCH K2
5270 9 CAN MESSAGE FLC1 TIMEOUT
5490 4 S.C. TO GROUND AT CLUTCH K2
5270 9 CAN MESSAGE FRONT WHEEL DRIVE
STATUS TIMEOUT 5490 5 O.C. AT CLUTCH K2

5280 9 CAN MESSAGE ENGINE CONF TIMEOUT 5500 3 S.C. TO BATTERY VOLTAGE AT CLUTCH K3

5290 9 CAN MESSAGE EEC1 TIMEOUT 5500 4 S.C. TO GROUND AT CLUTCH K3 .

5300 9 CAN MESSAGE EEC3 TIMEOUT 5500 5 O.C. AT CLUTCH K3

5310 2 TEST MODE CAN SIGNAL DEFECTIVE 5540 3 S.C. TO BATTERY VOLTAGE AT
CONVERTER CLUTCH
5320 2 PARKBRAKE CAN SIGNAL DEFECTIVE
5540 4 S.C. TO GROUND AT CONVERTER CLUTCH
5330 2 SHIFT QUALITY SEL CAN SIGNAL
DEFECTIVE 5540 5 O.C. AT CONVERTER CLUTCH

5340 2 AUTO DOWNSHIFT CAN SIGNAL 5550 4 S.C. TO GROUND AT ENGINE DERATING
DEFECTIVE DEVICE

5350 2 MANUAL DOWNSHIFT CAN SIGNAL 5550 3 S.C. TO BATTERY VOLTAGE AT ENGINE
DEFECTIVE DERATING DEVICE

5360 2 CCO REQUEST CAN SIGNAL DEFECTIVE 5550 5 O.C. AT ENGINE DERATING DEVICE

5370 2 SHIFT LEVER CAN SIGNAL DEFECTIVE 5510 3 S.C. TO BATTERY VOLTAGE AT CLUTCH K4

5370 2 TRANSMISSION NEUTRAL REQUEST CAN 5510 4 S.C. TO GROUND AT CLUTCH K4

SIGNAL DEFECTIVE
5510 5 O.C. AT CLUTCH K4
5370 2 CAN MESSAGE ‘ FRONT WHEEL DRIVE
STATUS (V_IDENT_FWD)’ CONTAINS 5520 3 S.C. TO BATTERY VOLTAGE AT CLUTCH KV
INVALID DATA
5520 4 S.C. TO GROUND AT CLUTCH KV .
5380 2 ADDITIONAL BRAKE CAN SIGNAL
DEFECTIVE 5520 5 O.C. AT CLUTCH KV

5390 2 AEB REQUEST CAN SIGNAL DEFECTIVE 5530 3 S.C. TO BATTERY VOLTAGE AT CLUTCH KR

5400 2 PTO TORQUE CAN SIGNAL DEFECTIVE 5530 4 S.C. TO GROUND AT CLUTCH KR

5410 2 DRIVING MODE CAN SIGNAL DEFECTIVE 5530 5 O.C. AT CLUTCH KR

5420 2 STARTING GEAR CAN SIGNAL DEFECTIVE 5560 4 S.C. TO GROUND AT RELAY REVERSE

5430 2 ENGINGE TORQUE CAN SIGNAL 5560 3 S.C. TO BATTERY VOLTAGE AT RELAY
DEFECTIVE REVERSE WARNING ALARM

5440 2 REFERENCE ENGINE TORQUE CAN 5560 5 O.C. AT RELAY REVERSE WARNING ALARM
SIGNAL DEFECTIVE
5570 4 S.C. TO GROUND AT RELAY STARTER
5450 2 ACTUAL ENGINE TORQUE CAN SIGNAL INTERLOCK
DEFECTIVE
5570 3 S.C. TO BATTERY VOLTAGE AT RELAY
5460 2 NOM FRICTION TORQUE CAN SIGNAL STARTER INTERLOCK
DEFECTIVE
SPN FMI DESCRIPTION S.C. = Short Circuit SPN FMI DESCRIPTION O.C. = Open Circuit

5570 5 O.C. AT RELAY STARTER INTERLOCK 5650 51 O.C. AT CUSTOMER SPECIFIC FUNCTION
NO. 6
5580 4 S.C. TO GROUND AT PARK BRAKE
SOLENOID 5660 2 SLIPPAGE AT CLUTCH K1

5580 3 S.C. TO BATTERY VOLTAGE AT PARK 5665 2 SLIPPAGE AT CLUTCH K2

BRAKE SOLENOID
5670 2 SLIPPAGE AT CLUTCH K3
5580 5 O.C. AT PARK BRAKE SOLENOID
5675 2 SLIPPAGE AT CLUTCH K4
5590 4 S.C. TO GROUND AT CONVERTER LOCK UP
CLUTCH SOLENOID 5680 2 SLIPPAGE AT CLUTCH KV

5590 3 O.C. AT CONVERTER LOCK UP CLUTCH 5685 2 SLIPPAGE AT CLUTCH KR

SOLENOID
5700 0 OVERTEMP SUMP
5590 5 S.C. TO BATTERY VOLTAGE AT
CONVERTER LOCK UP CLUTCH SOLENOID 5710 0 OVERTEMP RETARDER

5600 4 S.C. TO GROUND AT RETARDER SOLENOID 5720 0 OVERSPEED ENGINE

5600 3 O.C. AT RETARDER SOLENOID 5730 0 DIFFERENTIAL PRESSURE OIL FILTER

5600 5 S.C. TO BATTERY VOLTAGE AT RETARDER 5740 2 SLIPPAGE AT CONVERTER LOCKUP

SOLENOID CLUTCH

5610 4 S.C. TO GROUND AT DIFFLOCK OR AXLE 5750 4 S.C. TO GROUND AT ENGINE BRKAE
CONNECTION SOLENOID SOLENOID

5610 3 S.C. TO BATTERY VOLTAGE AT DIFFLOCK 5750 3 S.C. TO BATTERY VOLTAGE AT ENGINE
OR AXLE CONNECTION SOLENOID BRAKE

5610 5 O.C. AT DIFFLOCK OR AXLE CONNECTION 5750 5 O.C. AT ENGINE BRAKE

SOLENOID
5760 0 OVERTEMP CONVERTER OUTPUT
5620 4 S.C. TO GROUND AT WARNING SIGNAL
OUTPUT 5770 4 S.C. TO GROUND AT JOYSTICK STATUS
INDICATOR
5620 5 O.C. AT WARNING SIGNAL OUTPUT
5770 3 S.C. TO BATTERY VOLTAGE AT JOYSTICK
5620 3 S.C. TO BATTERY VOLTAGE AT WARNING STATUS INDICATOR
SIGNAL OUTPUT
5770 5 O.C. AT JOYSTICK STATUS INDICATOR
5630 4 S.C. TO GROUND AT CUSTOMER SPECIFIC
FUNCTION NO. 4 5780 4 S.C. TO GROUND AT OVERTEMP NEUTRAL
INDICATOR
5630 3 S.C. TO BATTERY VOLTAGE AT CUSTOMER
SPECIFIC FUNCTION NO. 4 5780 3 S.C. TO BATTERY VOLTAGE AT OVERTEMP
NEUTRAL INDICATOR
5630 5 O.C. AT CUSTOMER SPECIFIC FUNCTION
NO. 4 5780 5 O.C. AT OVERTEMP NEUTRAL INDICATOR

5640 4 S.C. TO GROUND AT CUSTOMER SPECIFIC 5790 9 CAN MESSAGE ENGINE_RETARDER

FUNCTION NO. 5 CONFIG_TIMEOUT

5640 3 S.C. TO BATTERY VOLTAGE AT CUSTOMER 5800 9 CAN MESSAGE ERC1 TIMEOUT
SPECIFIC FUNCTION NO. 5
5810 3 S.C. TO BATTERY VOLTAGE AT POWER
5640 5 O.C. AT CUSTOMER SPECIFIC FUNCTION SUPPLY FOR SENSORS
NO. 5
5810 4 S.C. TO GROUND AT POWER SUPPLY FOR
5650 4 S.C. TO GROUND AT CUSTOMER SPECIFIC SENSORS
FUNCTION NO. 6
5820 4 LOW VOLTAGE AT BATTERY
5650 3 S.C. TO BATTERY VOLTAGE AT CUSTOMER
SPECIFIC FUNCTION NO. 6 5820 3 HIGH VOLTAGE AT BATTERY
SPN FMI DESCRIPTION S.C. = Short Circuit

5830 2 ERROR AT VALVE POWER SUPPLY VPS1

5840 2 ERROR VALVE POWER SUPPLY VPS2

5860 3 S.C. TO BATTERY VOLTAGE AT DISPLAY

OUTPUT

5860 4 S.C. TO GROUND AT DISPLAY OUTPUT

5270 9 CAN MESSAGE DISPID1_TIMEOUT

5270 9 CAN MESSAGE CL1 TIMEOUT

5880 2 ILLEGAL ID REQUEST VIA CAN

5890 2 GENERAL EEPROM FAULT

5900 13 CONFIGURATION LOST

5900 13 FWD CONFIGURATION LOST

5910 13 APPLICATION ERROR

5920 13 LIMP HOME REQUEST

5930 7 CLUTCH FAILURE

5930 13 CLUTCH ADJUSTMENT DATA LOST OR

INCHPEDAL CALIBRATION DATA LOST
Disassembly of Rail Wheels
Lower rail units to the floor and relieve hydraulic pressure
on rail hydraulic cylinders by placing Road/Transfer/Rail
selection into “Road” position.
NOTE:
Make sure you relieve all hydraulic down pressure on
the rail wheels before attempting to disassemble rail
wheel components.
● Remove rail wheel hubcap retaining bolts.
● Remove hubcap and rubber gasket seal assembly.
● Release tang on bearing retainer lock washer from
bearing retainer nut slot.
● Remove bearing outer retainer nut with the tool supplied.
● Remove bearing retainer lock washer.
● Remove bearing inner retainer nut with the tool supplied.
● Remove bearing retainer flat washer.
● Remove outer bearing from rail wheel assembly.
● Next slide rail wheel off of the spindle carefully, as not to
damage the spindle seal if you plan to reuse the same
seal.
NOTE:
Rail wheel is heavy and weighs approximately 350
pounds each, and can be awkward to handle due to the
rail wheel flange on the rail wheel.
● Remove spindle seal from rail wheel.
● Remove inner bearing from rail wheel assembly.
● Clean and inspect rail wheel bearings (replace bearings
if scored or damaged).
● Clean and inspect bearing cups (replace bearing cup if
scored or damaged).
● Repack inner rail wheel bearing, or pack new bearing.
Reassembly of Rail Wheels
● Place inner rail wheel bearing into rail wheel.
● Install rail wheel spindle seal, and insert until flush with
outside of rail wheel surface.
● Position rail wheel onto spindle and install, be careful not
to damage the seal.
● Repack outer rail wheel bearing, or pack new bearing
and place into rail wheel.
● Install bearing retainer flat washer.
● Install bearing inner retainer nut, and with the bevel away
from the bearing retainer flat washer.
● Using the bearing nut tool, torque bearing nut to 100 ft. lbs.
● Spin rail wheel both directions a few full turns.
● Loosen bearing retainer nut and re-torque to 50 ft. lbs.
● Spin rail wheel a couple of full revolutions both directions
and torque again to 50 ft. lbs.
● Install bearing retainer lock washer.
NOTE:
Install bearing retainer lock washer with the lock tangs
facing away from the inner bearing retainer nut.
● Install the second bearing retainer nut with the bevel
toward the bearing retainer lock washer, and tighten to
hold bearing retainer lock washer against inner bearing
retainer nut.
● Lock the bearing retainer lock washer lock tang that is
aligned correctly with one of the slots in the inner bearing
retainer nut.
NOTE:
Be sure lock tang is engaged completely into slot and
seated correctly.
● Tighten outer bearing retainer nut until bearing retainer
lock washer lock tang is aligned with the slot.
● Torque the outer bearing retainer nut to 35-45 ft. lbs. with
the grove in the outer bearing retainer nut aligned for
one of the lock tangs to engage.
NOTE:
The torque of the outer bearing retainer nut should not
exceed 50 ft. lbs. of torque when installed.
● Lock the bearing retainer lock washer tang that is aligned
into the slot on the outer bearing nut.
NOTE:
Be sure lock tang is engaged completely into slot and
seated correctly.
● Grease rail wheel bearings cups and bearings by
pumping grease into grease zerk on rail wheel, until
grease projects through outer bearing cone.
● Install hubcap gasket.
● Install hubcap and install bolts and tighten.
NOTE:
Remove hubcaps and inspect every 250 hours of
operation. Make sure rail wheels are tight with no side
play, and bearing retainer lock washer tangs are seated
in groove.
Rail Wheel Spindle Replacement
Follow disassembly of rail wheel procedures above to allow
access to the rail wheel spindles.
● Remove all eight (8) bolts and lock washers from rail
wheel spindle.
● Screw two (2) 5/16” by 1 _ inch bolts into jacking holes
on spindle, to force the spindle away from its seat in the
rail arm.
● Clean all locktite and debris from holes in rail arm before
installing new rail wheel spindle.
● Position new rail wheel spindle with keeper slot along
 neutral axis and between spindle and rail gear cylinder
pin as shown in Illustration.

NOTE:
The left front rail spindle (part number 046532) is
machined for the rail wheel traction encoder in the rail
wheel spindle, and must be mounted in the left front rail
arm assembly. The right rear rail spindle (part number
045770) must be located on the right rear. Two spindles
located on the left rear and right front rail arm assemblies
are the same (part number 045792). Be sure to look in
the parts book for proper mounting locations.

● Install eight (8) new 1/2”-13UNC by 1-3/4“ long bolts into

spindle.
● Torque new spindle bolts to 107 ft. lbs.

Follow reassembly of rail wheels above to complete installa-

tion.
IV. LUBRICANTS

Axles
All Series Hours
Oil 2000
Grease 500
Accumulator
All Series Hours
Check Nitrogen Precharge 500
See Hyd. Schematic for
precharge pressure
Hydraulic
All Series Hours
Oil * 2000
Breather * 2000
Pressure Filter 500
Return Filter 500

* or Annually

Chassis Lubrication
All Series Hours
Rail Wheels 500
Drive Shafts 500
Rail Cylinders 500
Steering Cylinders 500
Tie Rods 500
King Pins 500
Rail Arms 500
Coupler Box Pivot 500
V. CAPACITIES Coupler Wear Plate 500
Coupler Slide In Box 500
Oil & C. V. U-Joints 500
Filter Hydraulic Transmission Radiator
Cummins Items to Inspect
QSB 6.7 20.5 Qts. 42 Gal. 7 Gal. 9 Gal. All Series Hours
Steering Pins 500
QSC 8.3 24 Qts. 42 Gal. 7 Gal. 9 Gal.
Steering Bushings 500
Tie Rods 500
Capacities are approximate and may vary depending upoon model
Coupler Pins 500
Master Cylinder Monthly
VI. MAINTENANCE SCHEDULE Rail Wheels Monthly
Hydraulic Pressure 6 Months
Engine
Cummins QSB QSC Transmission
Oil 500 500 ZF Hours
Oil Filter 500 500 Initial Clean Out 100
Fuel Water Separator 500 500 Oil 1000
Fuel Filter 500 500 Filter 1000
Coolant 2000 2000
Coolant Filter 500
Air Cleaner indicator indicator
 Note:
Recommended maintenance intervals listed are
considered Maximum for ideal operating conditions.
Unusual temperature or operating conditions may require
other recommendations. A regular lubrications schedule
can be determined by analysis of lube samples taken
from the assembly at specified intervals.

Funk Manufacturing recommends changing fluid and

filter after the first fifty hours of operation for initial
clean out.

Tire Air Pressure

Use the following tire air pressures for the originally equiped
tires.
SWX 315
Michelin XDY3 315/80R22.5 110 PSI

SWX420
Michelin XDY3 315/80R22.5 120 PSI

SWX525
Michelin 14.00R24 XKA*** 110 PSI
Bridgestone 14.00R24 VSB*** 110 PSI

SWX630
Michelin 14.00R24 XKA*** 120 PSI

SWX735
Michelin 14.00R24 XKA*** 130 PSI

Note:
Tire air pressure for non-original or replaced tires should
follow the tire manufacturer’s specifications.

Lug Nut Torque (All Models)

475 ft./lbs.

Sanders
Use a medium to coarse sandblasting sand or No, 2 chick-
en grit, which may be purchased from a local feed and grain
store.