Service Training

Meeting Guide 706 SESV1706

November 1998

TECHNICAL PRESENTATION

785C/789C OFF-HIGHWAY TRUCKS

785C/789C OFF-HIGHWAY TRUCKS
MEETING GUIDE 706 SLIDES AND SCRIPT

AUDIENCE
Level II--Service personnel who understand the principles of machine systems operation, diagnostic
equipment, and procedures for testing and adjusting.

CONTENT
This presentation provides basic maintenance information and describes the systems operation of the
engine, power train, steering, hoist and the air system and brakes for the 785C/789C Off-highway
Trucks. The Automatic Retarder Control (ARC) and the Traction Control System (TCS) are also
discussed.

OBJECTIVES
After learning the information in this meeting guide, the serviceman will be able to:
1. locate and identify the major components in the engine, power train, steering, hoist and the air
system and brakes;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil or air through the systems.

REFERENCES
784C Tractor/785C Truck Service Manual SENR1485
784C Tractor/785C Truck Operation and Maintenance Manual SEBU7173
785C Truck with High Altitude Arrangement (HAA) Operation and Maintenance Manual SEBU7176
789C Truck Service Manual SENR1515
789C Truck Operation and Maintenance Manual SEBU7174
Cold Weather Recommendations for Caterpillar Machines SEBU5898
Caterpillar Machine Fluids Recommendations SEBU6250

PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" TEMV9001
Interactive Video Course "Fundamentals of Electrical Systems" TEMV9002
STMG 546 "Graphic Fluid Power Symbols" SESV1546

Estimated Time: 24 Hours

Visuals: 206 (2 X 2) Slides
Serviceman Handouts: 16 Data Sheets
Form: SESV1706
© 1998 Caterpillar Inc. Date: 11/98
STMG 706 -3-
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SUPPLEMENTAL MATERIAL

Reference Manuals

Vital Information Management System (VIMS) Service Manual SENR6059

Fluid Power Graphic Symbols User's Guide SENR3981
Flexxaire Fan Installation and Maintenance Manual SEBC1152

Specification Sheets

785C Off-highway Truck AEHQ5320

789C Off-highway Truck AEHQ5321
793C Update Off-highway Truck AEHQ5186

Salesgrams and Product Bulletins

Salesgram "Vital Information Management System (VIMS)" TELQ4478

Training Bulletin "Caterpillar Transmission/Drive Train Oil" TEJB1002
Product Bulletin "Reporting Particle Count By ISO Code" PEJT5025
Salesgram "Caterpillar Extended Life Coolant" TEKQ0072
Product Data Sheet "Caterpillar Extended Life Coolant" PEHP4036
Salesgram "785C/789C/793C Mining Truck Introduction" TELQ4459
Salesgram "Cat 769, 771, 773, 775, 777, 785 and 789 Flexxaire Fan
Custom Attachment" TELQ4010
Product Bulletin "793C Off-highway Truck" TEJB3060

Technical Instruction Modules

Vital Information Management System--785B/789B/793B Off-highway Trucks SEGV2610

Vital Information Management System--Introduction SEGV2597
Electronic Programmable Transmission Control II SEGV2584
769C - 793B Off-highway Trucks--Torque Converter and
Transmission Hydraulic Systems SEGV2591
785B/789B/793B Off-highway Trucks--Steering System SEGV2587
769C - 793B Off-highway Trucks--Hoist System SEGV2594
769C - 793B Off-highway Trucks--Air System and Brakes SEGV2595
Automatic Retarder Control System SEGV2593
Automatic Electronic Traction Aid SEGV2585
769C - 793B Off-highway Trucks--Suspension System SEGV2599

Service Training Meeting Guides

STMG 682 "793C Off-highway Truck" SESV1682

STMG 681 "3500B Engine Controls--Electronic Unit Injection (EUI)" SESV1681
STMG 660 "785B/789B/793B Off-highway Trucks--Maintenance" SESV1660
STMG 706 -4-
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SUPPLEMENTAL MATERIAL (continued)

Video Tapes

793C Off-highway Truck--Service Introduction SEVN4016

793C Off-highway Truck--Marketing Introduction AEVN3742
Suspension Cylinder Charging TEVN2155
Introduction to the Automatic Electronic Traction Aid (AETA) SEVN9187
3500 Engines--EUI Service Introduction SEVN2241
Mining Trucks--Cleanliness and Component Life SEVN4142

Booklets

Know Your Cooling System SEBD0518

Diesel Fuels and Your Engine SEBD0717
Oil and Your Engine SEBD0640
C-Series Mining Trucks--3500B Diesel Engines LEDH8400
Understanding the S•O•S Report TEJB1015

Special Instructions

Personality Module Booklet--Injectors and Electronic Components SEHS9914

Caterpillar Electronic Controls Service Code Information Description List REHS0126
Use of CE Connector Tools SEHS9065
Servicing DT Connectors SEHS9615
Use of 6V3000 Sure-Seal Repair Kit SMHS7531
Use of 8T5200 Signal Generator/Counter Group SEHS8579
Suspension Cylinder Servicing SEHS9411
Repair of Steering Accumulators SEHS8757
Using the 147-5482 Valve Lash Adjustment Group REHS0128
Using 1U5000 Auxiliary Power Unit SEHS8715
Using 1U5525 Auxiliary Power Unit Attachments SEHS8880
Mining Truck Major Component Removal and Installation Enhancement REHS0082
785C Assembly Procedure REHS0263
789C Assembly Procedure REHS0264
STMG 706 -5-
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SUPPLEMENTAL MATERIAL (continued)

Brochures

Caterpillar Electronic Technician NELS1007

Caterpillar DataView NEHP5622
Diesel Engine Oil (CH4) Product Data Sheet PEHP8038
How to Take a Good Oil Sample PEHP6001
S•O•S Coolant Analysis PEHP5033
Air Filter Service Indicator PEHP9013
Caterpillar Fully Automatic Transmission AEDQ0066
Caterpillar Oil-cooled Multiple Disc Brakes AEDK2546
Caterpillar Automatic Retarder Control AEDK0075
Caterpillar Truck Frames AEDK0707
Mining Truck Bodies: Selecting the Right Body System for Your Job AEDK0083
C-Series Mining Truck Cabs YEBA3500

Miscellaneous

Window Decal "VIMS Keypad Parameters" SEEU6995

Pocket Card "Electronic Diagnostic Codes" NEEG2500
Chart "Practical Pressure Conversions" SEES5677
Guideline for Reusable Parts "Cleaning Rear Axle
Housing Assemblies (785/789)" SEBF8366
STMG 706 -1-
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TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................7

WALK AROUND INSPECTION...............................................................................................11

OPERATOR'S STATION............................................................................................................45

ENGINE......................................................................................................................................65
Engine Electronic Control System .......................................................................................66
Cooling System.....................................................................................................................88
Lubrication System ...............................................................................................................97
Fuel System.........................................................................................................................101
Air Induction and Exhaust System .....................................................................................106

POWER TRAIN .......................................................................................................................111

Torque Converter ................................................................................................................112
Torque Converter Hydraulic System...................................................................................115
Transmission and Transfer Gears........................................................................................125
Transmission Hydraulic System .........................................................................................128
Differential ..........................................................................................................................138
Final Drives.........................................................................................................................144
Transmission/Chassis Electronic Control System ..............................................................145

STEERING SYSTEM ..............................................................................................................155

HOIST SYSTEM ......................................................................................................................188

AIR SYSTEM AND BRAKES ................................................................................................208

Air Charging System...........................................................................................................210
Brake Systems.....................................................................................................................217

BRAKE ELECTRONIC CONTROL SYSTEM.......................................................................237

Automatic Retarder Control (ARC)....................................................................................240
Traction Control System (TCS) ..........................................................................................245

OPTIONAL EQUIPMENT.......................................................................................................253
FlexxaireTM Fan ...................................................................................................................253

CONCLUSION.........................................................................................................................256

SLIDE LIST..............................................................................................................................257

SERVICEMAN'S HANDOUTS...............................................................................................260
STMG 706 -7-
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785C/789C OFF-HIGHWAY TRUCKS

© 1998 Caterpillar Inc.

INTRODUCTION

• 789C Off-highway Shown is the 789C Off-highway Truck. The "C" Series trucks are the
Truck same as the "B" Series except for the following changes: 3500B engines,
improved cab, two different Electronic Control Modules
(Transmission/Chassis and Brake) and an electronically controlled hoist.
The 789C also has a 40% larger cooling system with a shunt tank located
above the radiator.

• Transmission/Chassis The second generation Electronic Programmable Transmission Control

Electronic Control (EPTC II) has been replaced with the Transmission/Chassis Electronic
System Control System. The Transmission/Chassis Electronic Control Module
(ECM) controls the same functions as the EPTC II plus the hoist and
some other functions.

• Brake Electronic The Automatic Retarder Control (ARC) and the Traction Control System
Control System (TCS) control modules have been replaced with one Brake System ECM.
The Brake System ECM controls both the ARC and the TCS functions.
The TCS is now connected to the CAT Data Link and the Electronic
Technician (ET) service tool can be used to diagnose the TCS.

• Load carrying The load carrying capacities and the Gross Machine Weights (GMW) of
capacity the "C" Series trucks are:
785C: 118 to 136 Metric tons (130 to 150 tons)
249480 kg (550000 lb.) GMW
789C: 154 to 177 Metric tons (170 to 195 tons)
317520 kg (700000 lb.) GMW
STMG 706 -8-
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• Main system air tank: Shown is the right side of a 789C truck. The large air tank on the right
- Air starting platform supplies air for starting the truck and for the service and retarder
- Service/retarder brake system.
brakes
The hoist, brake and torque converter hydraulic tank (rear) and the
• Rear hydraulic tank: transmission hydraulic tank (front) are also visible. The transmission
- Hoist system
hydraulic system is separate from all the other hydraulic systems.
- Brake system
- Torque converter
• Front hydraulic tank:
- Transmission
STMG 706 -9-
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• 789C and 793C are Shown is the front of a 789C truck. The 789C is similar in appearance to
similar the 793C and may be difficult to identify from a distance. The 793C can
be identified by the four air filters and the diagonal access ladder. The
• 789C has two air
filters and vertical 789C has only two air filters and is equipped with two vertical ladders.
ladders
The "C" Series trucks use a folded core radiator. The folded core radiator
• 793C has four air provides the convenience of repairing or replacing smaller individual
filters and a diagonal cores.
ladder
• Folded core radiator
STMG 706 - 10 -
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• Truck body options: The truck bodies on "C" Series trucks are mandatory options. Two body
- 12 degree flat floor styles are available for the "C" Series trucks:
- Dual slope
- A 12 degree flat floor design that provides uniform load dumping,
excellent load retention and a low center of gravity.
- A dual-slope design with a "V" bottom main floor to reduce shock
loading, center the load and reduce spills.

• Internal wear surface All internal wear surfaces of the truck bodies are made with 400 Brinell
hardness steel. All attachment body liners are also made with 400 Brinell
• External body hardness steel. The external components of the bodies are made of steel
components
with a yield strength of 6205 bar (90000 psi).
The forward two-thirds of the body floor is made with 20 mm (.79 in.)
thick 400 Brinell steel plate. The rear one-third of the body floor is made
with a 10 mm (.39 in.) thick 400 Brinell sub plate and a 20 mm (.79 in.)
thick 400 Brinell body grid liner plate. As an option, the grid liner plate
can be made with 500 Brinell steel.
• Rear suspension The rear suspension cylinders absorb bending and twisting stresses rather
cylinders than transmitting them to the main frame.
STMG 706 - 11 -
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785C/789C MAINTENANCE

ice
789C Serv
Procedu re

WALK AROUND INSPECTION

WALK AROUND INSPECTION

• Read the Operation Before working on or operating the truck, read the Operation and
and Maintenance Maintenance Manual thoroughly for information on safety, maintenance
Manual and operating techniques.
Safety Precautions and Warnings are provided in the manual and on the
truck. Be sure to identify and understand all symbols before starting the
truck.
The first step to perform when approaching the truck is to make a
thorough walk around inspection. Look around and under the truck for
loose or missing bolts, trash build-up and for coolant, fuel or oil leaks.
Look for indications of cracks. Pay close attention to high stress areas as
shown in the Operation and Maintenance Manual.
INSTRUCTOR NOTE: The form numbers for the Operation and
Maintenance Manuals are provided under "References" on Page 2.
STMG 706 - 12 -
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10 HOURS/DAILY MAINTENANCE CHECKS

BATTERIES TRANSMISSION
OIL LEVEL HOIST, CONVERTER
STEERING OIL LEVEL AND BRAKE OIL LEVEL

AUTO LUBE RESERVOIR

AIR FILTER, SUSPENSION CYLINDER HE
RESTRICTION INDICATORS
AND PRECLEANERS REAR AXLE OIL LEVEL
COOLANT LEVEL
REAR AXLE AND
BELTS AND ETHER CYLINDERS BRAKE CYLINDER
BREATHERS
ENGINE OIL LEVEL

WINDSHIELD WASHER LEVEL FRAME FOR CRACKS AND

AND A/C FILTER BODY SUPPORT PADS

LEAKS AND TRASH BUILD-UP

AIR RESERVOIR MOISTURE
WASH WINDOWS,
CAB FRESH AIR FILTERS,
SEAT BELT, INDICATORS, GAUGES,
BRAKE TESTS
SECONDARY STEERING AND
BACK-UP ALARM

TIRE INFLATION
SUSPENSION CYLINDER HEIGHT, PRESSURE
GREASE BREATHERS
AND WHEEL BREATHERS

FUEL LEVEL AND

WHEEL NUTS DRAIN MOISTURE

• Maintenance The following list identifies the items that must be serviced every 10
Hours or Daily.
- 10 hours/daily
- Walk around inspection: Check for loose or missing bolts, leaks and
cracks in frame structures
- Suspension cylinders: Measure/recharge
- Transmission oil: Check level
- Hoist, converter and brake system oil: Check level
- Rear axle oil: Check level
- Fuel tank: Drain moisture
- Engine crankcase oil: Check level
- Radiator: Check level and radiator core plugging
- Air filters and precleaners: Check restriction indicators and
precleaner dirt level
- Steering system oil: Check level
- Air tanks: Drain moisture
- Brakes: Check operation
- Indicators and gauges: Test operation
- Seat belt: Inspect
- Back-up alarm: Test operation
- Secondary steering: Test operation
STMG 706 - 13 -
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• Front wheel bearing The front wheel bearing oil level is checked and filled by removing the
inspection plug plug (arrow) in the center of the wheel bearing cover. The oil should be
(arrow)
level with the bottom of the plug hole.

• Oil change interval The service interval for changing the front wheel bearing oil has been
500 hours reduced from 2000 hours to 500 hours.

• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer. TDTO TO-4 provides increased lubrication capability for
bearings.
• Tire inflation Check the tire inflation pressure. Operating the truck with the wrong tire
inflation pressure can cause heat build-up in the tire and accelerate tire
wear.

NOTE: Care must be taken to ensure that fluids are contained while
performing any inspection, maintenance, testing, adjusting and
repair of the machine. Be prepared to collect the fluid in suitable
containers before opening any compartment or disassembling any
component containing fluids. Refer to the "Tools and Shop Products
Guide" (Form NENG2500) for tools and supplies suitable to collect
and contain fluids in Caterpillar machines. Dispose of fluids
according to local regulations and mandates.
STMG 706
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• Front suspension
cylinder charge
1. Front wheel bearing
axle housing
breather
2. Suspension cylinder
grease outlet fittings
• Make sure grease
flows from fittings
- 14 -
Check the front suspension cylinders for leaks or structural damage.
Check the charge condition of the front suspension cylinders when the
truck is empty and on level ground. Measure the charge height of the
suspension cylinders and compare the dimension with the dimension that
was recorded the last time the cylinders were charged. Recharge the
cylinders with oil and nitrogen if necessary.
Inspect the condition of the front wheel bearing axle housing breather (1).
The breather prevents pressure from building up in the axle housing.
Pressure in the axle housing may cause brake cooling oil to leak through
the Duo-Cone seals in the wheel brake assemblies.
Two grease outlet fittings (2) are located on the front of each suspension
cylinder. The grease supply line for the Auto Lubrication System is
located at the rear of the suspension cylinder. No grease outlet fittings
should be located on the same side of the suspension cylinder as the
grease fill location. An outlet fitting positioned on the same side of the
suspension cylinder as the grease fill location will prevent proper
lubrication of the cylinder.
Make sure that grease is flowing from the outlet fittings to verify that the
suspension cylinders are being lubricated and that the pressure in the
cylinders is not excessive.
INSTRUCTOR NOTE: For more detailed information on servicing
the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411) and the Technical Instruction
Module "769C - 793B Off-highway Trucks--Suspension System"
(Form SEGV2599)
STMG 706 - 15 -
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1. Dust valve On the 785C truck, an air filter housing and a precleaner are located
behind the front wheels on both sides of the truck. Check the dust valves
(1) for plugging. If necessary, disconnect the clamp and open the cover
for additional cleaning.

• Replace dust valve if The dust valve is OPEN when the engine is OFF and closes when the
not flexible engine is running. The dust valve must be flexible and close when the
engine is running or the precleaner will not function properly and the
service life of the air filters will be reduced. Replace the rubber dust
valve if it becomes hard and brittle.

2. Primary fuel The "C" Series trucks may have the optional primary fuel filters with a
filter/water separator water separator (2). Two primary filter/water separators are installed, one
- Drain water on each side of the truck. Open the drain valve at the bottom of each
- Replace filter housing to drain the water when required. The drain interval is
determined by the humidity of the local climate.
Replace the filter element in each housing every 500 hours or when
restricted. The filter elements are removed from the top of the housings.
STMG 706 - 16 -
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10

• 3512B engine Shown is the right side of the 3512B engine used in the 784C tractor and
785C truck.
Engine oil samples can be taken at the Scheduled Oil Sampling (S•O•S)
• Engine oil S•O•S tap
(arrow) tap (arrow) located in the tube between the engine oil cooler and the
engine oil filters.
STMG 706 - 17 -
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5
3 4

2 1

11

1. Transmission Located behind the right front tire is the transmission charging filter (1),
charging filter the transmission lube filter (2), and the torque converter charging
2. Transmission lube
filter (3). Transmission oil samples can be taken at the Scheduled Oil
filter Sampling (S•O•S) tap (4).

3. Torque converter
charging filter
4. Transmission S•O•S
tap
5. Automatic lubrication
injector bank
An oil filter bypass switch is located on each filter. The transmission oil
filter bypass switches provide input signals to the Transmission/Chassis
ECM. The Transmission/Chassis ECM sends the signals to the VIMS,
which informs the operator if the filters are restricted. The torque
converter charging filter bypass switch provides an input signal directly to
the VIMS.
One of the three injector banks (5) for the automatic lubrication system is
also in this location. These injectors are adjustable and regulate the
quantity of grease that is injected during each cycle.

• Auto lubrication A solenoid air valve provides a controlled air supply for the automatic
adjustment lubrication system. The solenoid air valve is controlled by the Vital
Information Management System (VIMS), which energizes the solenoid
ten minutes after the machine is started. The VIMS energizes the
solenoid for 75 seconds before it is de-energized. Every 60 minutes
thereafter, the VIMS energizes the solenoid for 75 seconds until the
machine is stopped (shut down). These settings are adjustable through the
VIMS keypad in the cab.

INSTRUCTOR NOTE: For more detailed information on servicing

the automatic lubrication system, refer to the Service Manual module
"Automatic Lubrication System" (Form SENR4724).
STMG 706 - 18 -
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3
1

12

1. Transmission
hydraulic tank
2. Hoist, converter and
brake hydraulic tank
Shown are the transmission hydraulic tank (1) and the hoist, converter and
brake hydraulic tank (2). Both tanks are equipped with oil level sight
gauges.
The oil level of both hydraulic tanks should first be checked with cold oil
and the engine stopped. The level should again be checked with warm oil
and the engine running.

3. Lower sight gauge The lower sight gauge (3) on the hoist, converter and brake hydraulic tank
for oil level with can be used to fill the tank when the hoist cylinders are in the RAISED
raised cylinders position. When the hoist cylinders are lowered, the hydraulic oil level
will increase. After the hoist cylinders are lowered, check the hydraulic
tank oil level with the upper sight gauge.
4. Hoist, converter and Inspect the hoist, converter and brake hydraulic tank breather (4) and the
brake tank breather transmission hydraulic tank breather (behind the mud flap) for plugging.
• Transmission tank
breather (behind mud
flap)
STMG 706 - 19 -
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• Tank refill procedure When filling the hydraulic tanks after an oil change, fill the tanks with oil
to the FULL COLD mark on the sight gauge. Turn on the engine manual
shutdown switch (see Slide No. 25) so the engine will not start. Crank the
engine for approximately 15 seconds. The oil level will decrease as oil
fills the hydraulic systems. Add more oil to the tanks to raise the oil level
to the FULL COLD mark. Crank the engine for an additional 15 seconds.
Repeat this step as required until the oil level stabilizes at the FULL
COLD mark.
Turn off the engine manual shutdown switch and start the engine. Warm
the hydraulic oil. Add more oil to the tank as required to raise the oil
level to the FULL WARM mark.

• Use only TDTO oil In both tanks, use only Transmission Drive Train Oil (TDTO) with a
specification of TO-4 or newer.
TDTO TO-4 oil:
- Provides maximum frictional capability required for clutch discs
used in the transmission, torque converter and brakes.
- Increases rimpull because of reduced slippage.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
- Provides maximum frictional capability required for gears.

NOTICE
Failure to correctly fill the hydraulic tanks after an oil change may
cause component damage.
STMG 706 - 20 -
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13

• Final drives The rear axles are equipped with double reduction planetary final drives.
The magnetic plug (arrow) should be removed from the final drives at
• Check magnetic plugs regular intervals and checked for metal particles. For some conditions,
(arrow) for metal
checking the magnetic plug is the only way to identify a problem which
may exist.
• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer.
TDTO TO-4 oil provides:
- Maximum frictional capability required for gears.
- Increased lubrication capability for bearings.

NOTICE
The rear axle housing is a common sump for the differential and both
final drives. If a final drive or the differential fails, the other final
drive components must also be checked for contamination and then
flushed. Failure to completely flush the rear axle housing after a
failure can cause a repeat failure within a short time.
STMG 706 - 21 -
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1 2
2

14

1. Differential oil level The differential oil level is checked by viewing the oil level sight
sight glass glass (1). The oil should be level with the bottom of the inspection hole.

2. Rear axle oil level Two oil level sensors (2) provide input signals to the Brake ECM. The
sensors Brake ECM sends the signals to the VIMS, which informs the operator of
3. Rear axle housing
the rear axle oil level. A rear axle oil filter (3) removes contaminants
oil filter from the rear axle housing.

• Rear suspension Check the rear suspension cylinders for leaks or structural damage.
cylinders Check the charge condition of the rear suspension cylinders when the
truck is empty and on level ground. Measure the charge height of the
suspension cylinders and compare the dimension with the dimension that
was recorded the last time the cylinders were charged. Recharge the
cylinders with oil and nitrogen if necessary.

4. Automatic The second of three injector banks (4) for the automatic lubrication
lubrication injector system is mounted on the top rear of the differential housing.
bank
5. Rear axle breather Above the lubrication injectors is a breather (5) for the rear axle. Inspect
the condition of the breather at regular intervals. The breather prevents
pressure from building up in the axle housing. Excessive pressure in the
axle housing can cause brake cooling oil to leak through the Duo-Cone
seals in the wheel brake assemblies.
INSTRUCTOR NOTE: For more detailed information on servicing
the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411).
STMG 706 - 22 -
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15

• Cable holds body up The cable that holds the body up is stored below the rear of the body.
Whenever work is to be performed while the body is raised, the safety
cable must be connected between the body and the rear hitch to hold the
body in the raised position.

WARNING

The space between the body and the frame becomes a zero clearance
area when the body is lowered. Failure to install the cable can result
in injury or death to personnel working in this area.
The cable will not hold if the hoist control lever is used to power
down the body. Always disconnect the hoist valve cylinder linkage
when working below the body.
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16

• Fuel tank The fuel tank is located on the left side of the truck. The fuel level sight
• Fuel level sight gauge gauge (arrow) is used to check the fuel level during the walk around
(arrow) inspection.
• Fuel information The percentage of sulfur in the fuel will affect the engine oil
recommendations. The following is a summary of fuel sulfur and oil
recommendations:
1. Use API CH-4 performance oils.
2. With fuel sulfur below 0.5%, any API CH-4 oils will have a
sufficient Total Base Number (TBN) for acid neutralization.
3. For fuel sulfur values above 0.5%, the new oil TBN should be a
minimum of 10 times the fuel sulfur.
4. When 10 times the fuel sulfur exceeds the oil TBN, reduce the oil
change interval to approximately one-half the normal change
interval.
STMG 706 - 24 -
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17

1. Primary fuel filter The primary fuel filter (1) is mounted on the inner side of the fuel tank.

2. Condensation drain Open the drain valve (2) to remove condensation from the fuel tank.
valve
3. Fuel level sensor
A fuel level sensor (3) is also located on the fuel tank. The fuel level
sensor provides input signals to the VIMS which informs the operator of
the fuel level.
STMG 706 - 25 -
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1
3

18

1. Parking brake release Located in front of the fuel tank is the parking brake release filter (1) and
filter the torque converter outlet screen (2).
2. Torque converter An oil filter bypass switch is located on each housing. The parking brake
filter bypass switch provides an input signal to the Brake ECM and the
• Filter bypass switches torque converter outlet screen bypass switch provides an input signal to
the VIMS. The Brake ECM sends the signal to the VIMS, which informs
the operator if the filter or screen are restricted.

3. 789C rear air dryer The 789C trucks have two air dryers (3) to accommodate the larger
four-cylinder air compressor. Shown is the rear of the two air dryers.

• Automatic lubrication The third injector bank for the automatic lubrication system is also
injector bank located in this area.
STMG 706 - 26 -
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2
2

1 1

19

1. Brake cylinder Inspect the condition of the three breathers (1) (two visible) for the brake
breathers cylinders. The third breather is located on the front brake master cylinder
behind the cross tube. Oil should not leak from the breathers. Oil leaking
from the breathers is an indication that the oil piston seals in the brake
cylinder need replacement. Air flow from the breathers during a brake
application indicates that the brake cylinder air piston seals need
replacement.

2. Brake overstroke If air is in the system or a loss of oil downstream from the cylinders
switch occurs, the piston in the cylinder will overstroke and cause an indicator
rod to extend and open the brake overstroke switch (2). The switch
provides an input signal to the VIMS, which informs the operator of the
condition of the service and retarder brake oil circuit. If an overstroke
condition occurs, the problem must be repaired and the indicator rod
pushed in to end the warning.
STMG 706 - 27 -
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3
1

20

1. 789C front air dryer
2. Remote air supply
connector
3. Engine oil quick fill
connector
• Engine oil (DEO CH-4)
On the 789C truck, the second air dryer (1) is located in front of the left
front suspension cylinder. On the 785C truck, the only air dryer is located
here.
The air system can be charged from a remote air supply through a ground
level connector (2) inside the left frame.
Engine oil can be added at the quick fill connector (3).
Use only Diesel Engine Oil (DEO) with a specification of CF-4 or newer.
DEO oil with a CH-4 specification is available and should be used if
possible.
CH-4 engine oil:

- Higher temperature - Requires more performance tests than previous oils, such as CE or
capability CF, and has a narrower performance band.
- Better soot control - Can withstand higher temperatures before coking and has better
- Handles higher
dispersing capability for controlling soot.
sulfur fuels - Has better fuel sulfur neutralization capability.
STMG 706 - 28 -
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21

• 789C engine oil filters The engine oil filters (789C shown) are located on the left side of the
engine. Engine oil should be added at the fill tube (1) and checked with
1. Engine oil fill tube the dipstick (2). The 785C has three engine oil filters and is checked and
2. Engine oil dipstick filled through the engine cover (see Slide No. 22).
3. 789C engine oil On the 789C truck, engine oil samples can be taken at the Scheduled Oil
S•O•S tap Sampling (S•O•S) tap (3). (For the 785C truck, see Slide No. 10.)

4. Engine oil pressure The engine lubrication system is equipped with two oil pressure
sensor sensors (4). A sensor is located on each end of the oil filter base. One
sensor measures engine oil pressure before the filters. The other sensor
measures oil pressure after the filters. The sensors provide input signals
to the Engine Electronic Control Module (ECM). The ECM provides
input signals to the VIMS, which informs the operator of the engine oil
pressure. Together, these sensors inform the operator if the engine oil
filters are restricted.
STMG 706 - 29 -
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22

• 785C engine oil filters Shown is the 3512B engine used in the 785C truck. Three oil filters are
located on the left side of the engine. The 3512B engine also has a fitting
• Trapped engine oil
(arrow) that can be used to drain the engine oil that is trapped above the
drain (arrow)
filters. Do not add oil through the fitting (arrow) because unfiltered oil
will enter the engine. Any contamination could cause damage to the
engine.

NOTICE
When changing the engine oil filters, drain the engine oil that is
trapped above the oil filters through the fitting (arrow) to prevent
spilling the oil. Oil added to the engine through the fitting (arrow)
will go directly to the main oil galleries without going through the
engine oil filters. Adding oil to the engine through the fitting (arrow)
may introduce contaminants into the system and cause damage to the
engine.
STMG 706 - 30 -
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1
2

23

1. High speed oil Engine oil can be added through a high speed oil change connector and
change connector will enter the oil pan through the fitting (1).

2. Engine oil level An engine oil level switch (2) provides input signals to the Engine ECM.
switch The Engine ECM provides an input signal to the VIMS, which informs
the operator of the engine oil level.
The oil level switch tells the operator when the engine oil level is low and
it is unsafe to operate the truck without causing damage to the engine.
The ENG OIL LEVEL LOW message is a Category 2 or 3 Warning.
STMG 706 - 31 -
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2 1

24

• Secondary fuel filters The secondary fuel filters and the fuel priming pump (1) are located
above the engine oil filters on the left side of the engine. The fuel
1. Fuel priming pump
priming pump is used to fill the filters after they are changed.

2. Fuel filter bypass A fuel filter bypass switch (2) is located on the filter base. The bypass
switch switch provides an input signal to the Engine ECM. The Engine ECM
sends the signal to the VIMS, which informs the operator if the filters are
restricted.

NOTE: If the fuel system requires priming, it may be necessary to

block the fuel return line during priming to force the fuel into the
injectors.
STMG 706
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1. Manual engine
shutdown switch
2. Engine and access
ladder light switches
3. RS-232 connector for
VIMS
4. Battery disconnect
switch
5. Key switch for VIMS
service connector
6. VIMS service lamp
- 32 -
4 1
25
Before climbing the truck ladder, make sure that the manual engine
shutdown switch (1) is OFF. The engine will not start if the manual
shutdown switch is ON. If necessary, the switch can be used to stop the
engine from the ground level. Operate the switch periodically to check
the secondary steering system.
The toggle switches (2) control the lights in the engine compartment and
above the access ladder.
The RS-232 service connector (3) is used to connect a laptop computer
with VIMS PC software to upload new source and configuration files,
view real time data or download logged information from the VIMS.
The battery disconnect switch (4) and VIMS service connector key
switch (5) must be in the ON position before the laptop computer with
VIMS software will communicate with the VIMS.
The blue service lamp (6) is part of the VIMS. When the key start switch
is turned to the ON position, the VIMS runs through a self test. During
the self test, the service lamp will flash three times if any logged events
are stored in the VIMS main module and once if no logged events are
stored.
During normal operation, the service lamp will turn ON to notify service
personnel that the VIMS has an active data (machine) or maintenance
(system) event. The service lamp flashes to indicate when an event is
considered abusive to the machine.
STMG 706 - 33 -
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26

• 789C truck Shown is the 789C truck. While climbing the ladder, make a thorough
inspection of the radiator. Be sure that no debris or dirt is trapped in the
• Inspect radiator cores. Check the air filter restriction indicators (1) located on both sides
1. Air filter restriction of the truck. If the yellow pistons are in the red zone (indicating that the
indicators filters are plugged), the air filters must be serviced. Check the dust
valves (2) for plugging. If necessary, disconnect the clamp and open the
2. Dust valves cover for additional cleaning. Replace the dust valve if the rubber is not
flexible.
The VIMS will also provide the operator with an air filter restriction
warning when the filter restriction is approximately 6.2 kPa
(25 in. of water). Black exhaust smoke is also an indication of air filter
restriction.

• Large primary element Two filter elements are installed in the filter housings. The large element
is the primary element and the small element is the secondary element.
• Small secondary Air intake system tips:
element
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the
secondary element.
- Air filter restriction causes black exhaust smoke and low power.
- A 0.6°C (1°F) increase in intake temperature increases exhaust
temperature 1.8°C (3°F).
- For every 250 mm (10 in.) of water restriction above 500 mm
(20 in.) of water in an air filter, the inlet temperature increases 60°C
(100°F).
- Exhaust temperature should not exceed 750°C (1382°F).
STMG 706 - 34 -
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27

• 789C cooling system Shown is a 789C truck. The capacity of the 789C cooling system has
capacity increased been increased by 40% from 474 Liters (125 gal.) to 663 Liters (175 gal.).
The radiator is larger and a shunt tank (1) has been added above the
1. Engine coolant shunt
tank radiator.

• Engine cooling
The cooling system on the "C" Series trucks is divided into two systems.
systems: The two systems are the jacket water cooling system and the aftercooler
cooling system. These two systems are not connected. When servicing
- Jacket water cooling the cooling systems, be sure to drain and fill both systems separately.
system
- Aftercooler cooling The coolant levels are checked at the shunt tank. Use the gauges (2) on
system top of the shunt tank to check the two coolant levels.
2. Coolant level gauges
The water used in the cooling system is critical for good cooling system
• Use distilled water performance. Use distilled or deionized water whenever possible to
prevent acids or scale deposits in the cooling system. Acids and scale
deposits result from contaminants that are found in most common water
sources.

• Never use water alone Never use water alone. All water is corrosive at engine operating
temperatures without coolant additives. Also, water alone has none of the
lubrication properties which are required for water pump seals.
STMG 706 - 35 -
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• Trucks are filled with The "C" Series trucks are filled at the factory with Extended Life Coolant
Extended Life Coolant (ELC). If ELC is maintained in the radiator, it is not necessary to use a
(ELC)
supplemental coolant additive. If more than 10% of conventional coolant
is mixed with the ELC, a supplemental coolant additive is required.

• Conventional coolant: With conventional coolant, maintain a 3 to 6% concentration of

supplemental coolant additive.
- Maintain 3 to 6% - Too much additive will form insoluble salts that cause water pump
concentration of
supplemental seal wear, plugging and will coat parts with excessive deposits that
coolant additive prevent heat transfer.
- Not enough additive will result in severe cavitation erosion which
will pit and corrode cylinder liner and block surfaces.
- Use the 4C9301 Test Kit to measure the concentration of the
supplemental coolant additive in the cooling system.

• Maintain 30 to 60% Maintain a 30 to 60% concentration of Caterpillar Antifreeze.

antifreeze - More than 60% antifreeze concentration will reduce freeze
concentration protection and cause radiator plugging.
- Less than 30% antifreeze concentration will result in cavitation
erosion, which will pit and corrode cylinder liner and block surfaces
and decrease water pump life.
- Most commercial antifreezes are formulated with high silicate
content for gasoline engines and are not recommended for diesel
engines.

• Maintain correct The engine should operate between 88 and 99°C (190 and 210°F).
operating temperature - Operating below this temperature range will cause overcooling
problems.
- Operating above this temperature range will cause overheating
problems.

• Maintain correct Cooling system pressure should be between 55 and 110 kPa
cooling system (8 and 16 psi).
pressure - Raising the pressure raises the boiling point. If the pressure is
inadequate, the coolant will boil over and the engine will overheat.

• Do not fill cooling

Do not fill the cooling system faster than 20 L/min. (5 gpm).
system too fast - Filling the cooling system faster than 20 L/min. (5 gpm) will cause
air pockets that could produce damaging steam.

• Adjust fan belts Keep the fan belts adjusted.

• Keep radiator fins Keep the radiator cooling fins straight and clean.
straight and clean
STMG 706 - 36 -
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28

• 785C truck Shown is a 785C truck. The air cleaner indicators (1) are located above
the radiator next to the air filter screens. If the yellow pistons are in the
1. Air cleaner indicators
red zone (indicating that the filters are plugged), the air cleaners must be
serviced.

2. Coolant level gauges The coolant levels are checked at the radiator top tank. Use the
gauges (2) on top of the radiator to check the two coolant levels.
STMG 706 - 37 -
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29

• Ether cylinders The ether cylinders (arrow) are located in the engine compartment behind
(arrow) the radiator. Make sure the ether cylinders are not empty.

• Automatic ether The Engine ECM will automatically inject ether from the ether cylinders
injection during cranking. The duration of automatic ether injection depends on the
jacket water coolant temperature. The duration will vary from
10 to 130 seconds.
• Manual ether injection The operator can also inject ether manually with the ether switch in the
cab on the center console (see Slide No. 48). The manual ether injection
duration is 5 seconds.
Ether will be injected only if the engine coolant temperature is below
10°C (50°F) and engine speed is below 1900 rpm.
Ether starting tip:
- Cold weather causes rough combustion and white exhaust smoke
from unburned fuel. Ether injection will reduce the duration and
severity of unburned fuel symptoms.
 STMG 706 - 38 -
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30

• Batteries The batteries are located below the access panel on the right platform.
Inspect the battery connections for corrosion or damage. Keep the battery
terminals clean and coated with petroleum jelly.
Inspect the electrolyte level in each battery cell, except for maintenance
free batteries. Maintain the level to the bottom of the fill openings with
distilled water.

WARNING

Batteries give off flammable fumes that can explode resulting in

personal injury.
Prevent sparks near batteries. They could cause vapors to explode.
Do not allow jumper cable ends to contact each other or the machine.
Do not smoke when checking battery electrolyte levels. Electrolyte is
an acid and can cause personal injury if it contacts skin or eyes.
Always wear eye protection when starting a machine with jumper
cables.
Always connect the battery positive (+) to battery positive (+) and the
battery negative (-) to the stalled machine frame (-).
STMG 706
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2 3
1. Automatic lubrication
tank
2. Main air system tank
3. Steering system tank
- 39 -
31
Located on the right platform are the automatic lubrication system grease
tank (1), the main air system tank (2) and the steering system tank (3).
Check the level of the grease in the automatic lubrication system tank
with the grease level indicator located on top of the tank.
A drain valve is located at the bottom right of the main air system tank.
Drain the condensation from the air tank each morning.
STMG 706 - 40 -
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5 1

32

1. Steering ENGINE The oil level for the steering system tank is checked at the upper sight
STOPPED oil level gauge (1) when the oil is cold and the engine is stopped. After the engine
is started, the oil level will decrease as the oil fills the steering
accumulators.

2. Steering ENGINE
RUNNING oil level
After the accumulators are filled, the oil level should be checked again at
the lower sight gauge (2). When the engine is running and the
accumulators are fully charged, the oil level should not be below the
ENGINE RUNNING marking of the lower gauge. If the ENGINE
RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in
the accumulators and will reduce the secondary steering capacity.

3. Steering tank Before removing the cap to add oil to the steering system, be sure that the
pressure release engine was shut off with the key start switch, and the steering oil has
button returned to the tank from the accumulators. Then, depress the pressure
release button (3) on the breather to release any remaining pressure from
the tank.
4. Main steering oil filter Also located on the tank are the main steering oil filter (4) and the
steering pump case drain filter (5).
5. Steering pump case
drain filter
STMG 706 - 41 -
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6. APU supplemental If the steering pump fails or if the engine cannot be started, the
steering connector connector (6) is used to attach an Auxiliary Power Unit (APU). The APU
will provide supply oil from the steering tank at the connector (6) to
charge the steering accumulators. Steering capability is then available to
tow the truck.

INSTRUCTOR NOTE: For more detailed information on servicing

the steering accumulators, refer to the Special Instruction "Repair of
4T8719 Bladder Accumulator Group" (Form SEHS8757). For more
information on using the APU, refer to the Special Instructions
"Using 1U5000 Auxiliary Power Unit (APU)"(Form SEHS8715) and
"Using the 1U5525 Attachment Group" (Form SEHS8880).
STMG 706 - 42 -
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33

• Parking/secondary Another small air tank (not visible) is located behind the cab (see Slide
brake air tank drain No. 178). The air tank behind the cab supplies air to the parking and
valve (arrow)
secondary brakes. Drain the moisture from the tank daily with the drain
valve (arrow).
STMG 706 - 43 -
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34

1. Windshield washer The windshield washer reservoir (1) is located in the compartment in
reservoir front of the cab. Keep the reservoir full of windshield washer fluid.

2. Air conditioner filter The air conditioner filter (2) is also located in the compartment in front of
the cab. Clean or replace the filter element when a reduction of
circulation in the cab is noticed.
STMG 706 - 44 -
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35

• 10 hours/daily checks The remaining 10 Hours or Daily checks are performed in the operator's
performed in the cab compartment:
- Brakes: Check operation
- Indicators and gauges: Test operation
- Seat belt: Inspect
- Back-up alarm: Test operation
- Secondary steering: Test operation

The brakes are checked by engaging one of the brake systems and placing
the shift lever in FIRST FORWARD. Accelerate the engine until the
truck moves. The truck must not move below 1200 rpm. This procedure
should be repeated for each brake lever or pedal.

• Cab fresh air filter The cab fresh air filter is located behind the cover (arrow). Clean or
(arrow) replace the cab fresh air filter when necessary.
INSTRUCTOR NOTE: Refer to the Operation and Maintenance
Manual for more information on the remaining tests performed in
the cab.
STMG 706 - 45 -
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36

OPERATOR'S STATION

• "C" Series cab The operator's station for the "C" Series Off-highway Trucks has been
resembles "D" Series changed to improve operator comfort and ergonomics. The "C" Series
cab now resembles the cab used on the smaller "D" Series Off-highway
Trucks.
STMG 706 - 46 -
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37

• Operator and trainer Shown is a view of the operator's seat and the trainer's seat. The seats are
seats more comfortable with improved seat adjustments.
The trainer's seat has more leg room and can be replaced with an
attachment air suspension seat.
STMG 706 - 47 -
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38

• Hoist control lever The "C" Series truck hoist system is electronically controlled. The hoist
(arrow) control lever (arrow) activates the four positions of the hoist control
valve. The four positions are: RAISE, HOLD, FLOAT and LOWER.
• Electronically
controlled hoist A fifth position of the hoist valve is called the SNUB position. The
• Hoist SNUB position operator does not have control over the SNUB position. The body
position sensor (see Slide No. 129) controls the SNUB position of the
hoist valve. When the body is lowered, just before the body contacts the
frame, the Transmission/Chassis ECM signals the hoist solenoids to move
the hoist valve spool to the SNUB position. In the SNUB position, the
body float speed is reduced to prevent hard contact of the body with the
frame.

• Hoist lever in FLOAT The truck should normally be operated with the hoist lever in the FLOAT
for normal operation position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not on the hoist
cylinders. The hoist valve will actually be in the SNUB position.

• Reverse inhibitor If the transmission is in REVERSE when the body is being raised, the
operation hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
1. The hoist lever is moved into the HOLD or FLOAT position; and
2. the shift lever has been cycled into and out of NEUTRAL.

NOTE: If the truck is started with the body raised and the hoist lever
in FLOAT, the lever must be moved into HOLD and then FLOAT
before the body will lower.
STMG 706 - 48 -
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39

• Left side of dash Shown is an overall view of the dash from the left side of the cab. Some
of the improvements are:
- Telescopic/tilt steering column for individual adjustment
- Intermittent wiper/washer, turn signal control and dimmer switch
- Enhanced instrument layout
- Backlit rocker switches
- Steering wheel mounted electric horn control
STMG 706
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4
The operator controls to the left of the steering column are:
1. Steering column
adjustment lever
2. Wiper/washer, turn
signal and dimmer
control
3. Horn control
4. Cigarette lighter
- 49 -
3
40
- Telescopic/tilt steering column adjustment lever (1): Push for
telescoping and pull for tilt
- Intermittent wiper/washer, turn signal control and dimmer switch (2)
- Steering wheel mounted electric horn control (3)
- Cigarette lighter (4): The cigarette lighter socket receives a 12-Volt
power supply. This socket can be used as a power supply for
12-Volt appliances. Another 12-Volt power port is provided behind
the operator's seat.
STMG 706 - 50 -
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41

Shown is a closer view of the intermittent wiper/washer, turn signal

control and dimmer switch.

• Windshield washer Windshield washer: Push the button at the end of the lever to activate the
electrically powered windshield washer.

• Intermittent wiper Intermittent wiper switch (six positions):

- OFF (0)
- Intermittent position 1 (one bar)
- Intermittent position 2 (two bars)
- Intermittent position 3 (three bars)
- Low speed continuous wiper (I)
- High speed continuous wiper (II)

• Dimmer switch Dimmer switch: Pull the lever toward the operator for BRIGHT lights,
and push the lever away from the operator for DIM lights.

• Turn signals Turn signals: Lift the lever for a RIGHT turn, and lower the lever for a
LEFT turn.
STMG 706 - 51 -
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42

• Retarder lever Located on the right side of the steering column is the manual retarder
lever. The manual retarder lever is used to modulate engagement of the
service brakes on all four wheels. The retarder lever can control the
modulation of the service brakes more precisely than the service brake
pedal located on the cab floor.

• Key start switch Located on the dash to the right of the retarder lever are (from left to
right):
• Temperature knob
- Key start switch
• Fan speed switch - Temperature variable knob
- Fan speed switch
STMG 706 - 52 -
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3
2

43

Located on the floor of the cab are:

1. Secondary brake - Secondary brake pedal (1): Used to modulate application of the
pedal parking brakes on all four wheels.
2. Service brake pedal - Service brake pedal (2): Used to modulate engagement of the
service brakes on all four wheels. For more precise modulation of
the service brakes, use the manual retarder lever on the right side of
the steering column.
3. Throttle pedal - Throttle pedal (3): A throttle position sensor is attached to the
throttle pedal. The throttle position sensor provides the throttle
position input signals to the Engine ECM.
• Elevated idle The Engine ECM provides an elevated engine idle speed of 1300 rpm
when the engine oil temperature is below 60°C (140°F). The rpm is
gradually reduced to 1000 rpm between 60°C (140°F) and 71°C (160°F).
When the temperature is above 71°C (160°F), the engine will idle at
LOW IDLE (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can release the parking brake or depress the throttle momentarily, and the
idle speed will decrease to LOW IDLE for 10 minutes.
STMG 706 - 53 -
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44

1. Transmission shift To the right of the operator's seat is the shift console. Located on the shift
lever console are the transmission shift lever (1) and the parking brake air
valve (2).
2. Parking brake air
valve The "C" Series truck transmissions have SIX speeds FORWARD and
• Top and body up gear ONE speed REVERSE. The top gear limit and body up gear limit are
limits can be
reprogrammed programmable through the Transmission/Chassis ECM. The top gear
limit can be changed from THIRD to SIXTH. The body up gear limit can
be changed from FIRST to THIRD.
STMG 706 - 54 -
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1 2 3 4 5

45

• Overhead switches: Located in the overhead panel are several switches:

1. Hazard lights - Hazard lights (1)

2. Headlights and - Headlights and parking/taillights (2)

parking/taillights
- Fog lights (3)
3. Fog lights
- Back-up lights (4)
4. Back-up lights
- Front flood/ladder lights (5)
5. Front flood/ladder
lights
STMG 706 - 55 -
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46

• "C" Series trucks use Shown is the circuit breaker panel located behind the operator's seat. The
only circuit breakers previous "B" Series trucks used fuses to protect many of the electrical
circuits. The "C" Series trucks use only circuit breakers to protect the
electrical circuits.

1. Power port A 12-Volt/5 amp power port (1) provides a power supply for 12-Volt
appliances, such as a laptop computer.

2. VIMS diagnostic A laptop computer with the VIMS software installed can be connected to
connector the diagnostic connector (2) to obtain diagnostic and production
information from the VIMS Electronic Control.

3. CAT Data Link A laptop computer with the Electronic Technician (ET) software installed
connector can be connected to the CAT Data Link connector (3) to obtain diagnostic
information and perform programming functions on all the electronic
controls.
STMG 706 - 56 -
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47

• Center dash panel Shown is the center of the front dash panel. Eight dash indicators, the
four-gauge cluster module and the speedometer/tachometer module are
visible.

• Left dash indicators The four dash indicators to the left of the four-gauge cluster module are
(top to bottom): (from top to bottom):
- Left turn
- Left turn
- Body up
- Body up: Lights when the body is up. Input is from the body
- Reverse position sensor.

- High beam
- Reverse: Lights when the shift lever switch is in REVERSE.
- High beam
STMG 706 - 57 -
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• Right dash indicators The four dash indicators to the right of the speedometer/tachometer
(top to bottom): module are (from top to bottom):
- Right turn - Right turn
- Action lamp - Action lamp: Lights when a Category 2, 2-S or Category 3 Warning
- Retarder is active.
- TCS - Retarder: Lights when the retarder is ENGAGED (Auto or Manual).
Flashes rapidly when a fault in the ARC system is detected.
- TCS: Lights when the Traction Control System (TCS) is
ENGAGED.

• Four-gauge cluster The four systems monitored by the four-gauge cluster module are (top and
module: bottom, left to right):

- Engine coolant - Engine coolant temperature: Maximum operating temperature is

temperature 107°C (225°F).
- Brake oil - Brake oil temperature: Maximum operating temperature is
temperature
121°C (250°F).
- System air pressure
- System air pressure: Minimum operating pressure is
- Fuel level
450 kPa (65 psi).
- Fuel level: Minimum operating levels are 10% (Category 1) and
5% (Category 2).

• Speed/Tach module: The three systems monitored by the speedometer/tachometer module are:

- Tachometer - Tachometer: Displays the engine speed in rpm.

- Ground speed - Ground speed: Displayed in the left side of the three-digit display
- Actual gear area and can be displayed in miles per hour (mph) or
kilometers per hour (km/h).
- Actual gear: Displayed in the right side of the three-digit display
area and consists of two digits that show the actual transmission gear
that is engaged. The left digit shows the actual gear (such as "1,"
"2," etc.). The right digit shows the direction selected ("F," "N" or
"R").
STMG 706 - 58 -
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48

• Rocker switches To the right of the Speedometer/Tachometer Module are several rocker
(top row): switches. The rocker switches control the following systems:

Top row (from left to right)

- Throttle back-up - Throttle back-up: Raises the engine speed to 1300 rpm if the throttle
sensor signal is invalid.

- Ether starting aid - Ether starting aid: Allows the operator to manually inject ether if
the engine oil temperature is below 10°C (50°F) and engine speed is
below 1900 rpm. The manual ether injection duration is five
seconds (see Slides No. 66 and 90).

- ARC - ARC: Activates the Automatic Retarder Control (ARC) system.

- Brake release/hoist - Brake release/hoist pilot: Used to release the parking brakes for
pilot towing and provide hoist pilot oil to lower the body with a dead
engine. The small latch must be pushed UP before the switch can be
pushed DOWN.
- TCS test - TCS test: Tests the Traction Control System (TCS). Use this switch
when turning in a tight circle with the engine at LOW IDLE and the
transmission in FIRST GEAR. The brakes should ENGAGE and
RELEASE repeatedly. The test must be performed while turning in
both directions to complete the test.

• Rocker switches Bottom row (from left to right)

(bottom row): - Panel Lights: Use this switch to DIM the panel lights
- Panel lights
- Air Conditioning: Use this switch to turn ON the air conditioner.
- Air conditioning
STMG 706 - 59 -
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49

• VIMS Shown is the Vital Information Management System (VIMS) message

center module (1) and the keypad (2).

1. Message center The message center module consists of an alert indicator, a universal
module: gauge and a message display window. The alert indicator flashes when a
Category 1, 2, 2-S or 3 Warning is present.
- Alert indicator
- Universal gauge
The universal gauge displays active or logged data (machine) and
maintenance (system) events. The universal gauge will also display the
- Message display status of a parameter selected for viewing by depressing the GAUGE key
window
on the keypad.
2. Keypad
The message display window shows various types of text information to
the operator.
STMG 706 - 60 -
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• VIMS warning The VIMS provides three Warning Categories. The first category requires
categories only operator awareness. The second category states that the operation of
the machine and the maintenance procedure of the machine must be
changed. The third Warning Category states that the machine must be
safely shut down immediately.

• Warning Category 1 Warning Category 1

For a Category 1 Warning, the alert indicator will flash. The universal
gauge may display the parameter and a message will appear in the
message display window. A Category 1 Warning alerts the operator that a
machine system requires attention. The "OK" key on the keypad can be
used to acknowledge the warning. Some warnings will be silenced for a
predetermined period. After this time period, if the abnormal condition is
still present, the warning will reappear.

• Warning Category 2 Warning Category 2

For a Category 2 Warning, the alert indicator and the action lamp will
flash. The universal gauge may display the parameter and a message will
appear in the message display window. A Category 2 warning alerts the
operator that a change in machine operation is required to avoid possible
damage to the indicated system. The "OK" key on the keypad can be
used to acknowledge the warning. Some warnings will be silenced for a
predetermined period. After this time period, if the abnormal condition is
still present, the warning will reappear.

• Warning Category 2-S Warning Category 2-S

For a Category 2-S Warning, the alert indicator and the action lamp will
flash and a continuous action alarm will sound, which indicate a SEVERE
Category 2 Warning. The universal gauge may display the parameter and
a message will appear in the message display window. A Category 2-S
Warning alerts the operator to immediately change the operation of the
machine to avoid possible damage to the indicated system. When the
change in operation is made to an acceptable condition, the action alarm
will turn off.

• Warning Category 3 Warning Category 3

For a Category 3 Warning, the alert indicator and the action lamp will
flash and the action alarm will sound intermittently. The universal gauge
may display the parameter and a message will appear in the message
display window. A Category 3 Warning alerts the operator that the
machine must be safely shut down immediately to avoid damage to the
machine or prevent personal injury. Some Category 3 Warnings cannot
be stopped by pressing the "OK" key.
STMG 706 - 61 -
11/98

GAUGE SPEEDOMETER/ MESSAGE

TACHOMETER CENTER KEYPAD
CLUSTER MODULE
SERVICE MODULE MODULE MODULE
LAMP
VIMS
SERVICE RS-232 12
MPH
km/h 3F
KEY SWITCH PORT
VIMS ELECTRONIC
SERVICE TOOL TECHNICIAN/ECAP
AND
SOFTWARE DISPLAY
DATA LINK KEYPAD
DATA LINK
VIMS VIMS CAT DATA LINK
VIMS MAIN MODULE INTERFACE INTERFACE
MODULE MODULE

ENGINE
ECM
ACTION
ALARM

ACTION
LAMP
CAT DATA LINK
SENSORS SENSORS

TRANSMISSION/
VITAL INFORMATION CHASSIS
MANAGEMENT SYSTEM BRAKE ECM ECM
(VIMS) (ARC/TCS)

50

• VIMS The VIMS uses two interface modules to receive input signals from many
switches and sensors located around the machine. The VIMS also
communicates with other electronic controls on the machine. The VIMS
provides the operator and the service technician with a complete look at
the current and past conditions of all the systems on the truck.

• TPMS is part of VIMS
If the truck is equipped with the VIMS, the Truck Production
Management System (TPMS) is an integral part of the VIMS. Access to
the TPMS information is provided through the VIMS message center and
keypad modules and a laptop computer with the VIMS PC software
installed.

• ET required for The VIMS monitors all the systems on the truck, but ET is used for
programming and programming, running diagnostic tests and retrieving logged information
diagnostics from the Engine ECM, the Transmission/Chassis ECM, and the Brake
ECM (ARC and TCS).
STMG 706 - 62 -
11/98

4
1
3

51

1. VIMS main module Located in the compartment at the rear of the cab are the VIMS Main
Module (1), the VIMS Interface Module No. 1 (2) and the VIMS Interface
2. VIMS interface
Module No. 2 (3). These components make up the "heart" of the VIMS.
module No. 1

3. VIMS interface Also in this location are the Brake ECM (4) and the Transmission/Chassis
module No. 2 ECM (5).
4. Brake ECM
The Brake ECM controls the Automatic Retarder Control (ARC) system,
5. Transmission/ the Traction Control System (TCS) and rear axle cooling.
Chassis ECM
The Transmission/Chassis ECM controls the shifting of the transmission,
torque converter lockup, the hoist system, the neutral-start feature, power
train filter and temperature monitoring, and the automatic lubrication
feature.

All these electronic controls, along with the Engine ECM, communicate
with each other on the CAT Data Link. All the information from these
controls can be accessed through the VIMS message center or a laptop
computer with Electronic Technician (ET) or VIMS PC software.
STMG 706 - 63 -
11/98

52

• VIMS connector Shown is a laptop computer with the VIMS PC diagnostic software
installed. The laptop computer is connected to the VIMS diagnostic
connector.

Some of the operations that can be performed with a laptop computer with
VIMS PC installed are:
- View real time data (similar to the status menu of ET)
- View payload data
- Start and stop a data logger
- Calibrate the payload system
- Upload source and configuration files (similar to flash programming
other ECM’s with ET)
- Assign serial and equipment numbers
- Reset onboard date, time and hourmeter
- Download event list, data logger, event recorder, payload data, trend
data, cumulative data and histogram data

INSTRUCTOR NOTE: For more detailed information on the VIMS,

refer to the Service Manual Module "Vital Information Management
System (VIMS)" (Form SENR6059).
STMG 706 - 64 -
11/98

53

• Electronic Technician Shown is the 7X1700 Communication Adapter and a laptop computer
(ET) with the Electronic Technician (ET) diagnostic software installed. The
communication adapter is connected to the CAT Data Link diagnostic
connector located on the circuit breaker panel.

• ET must be used with The electronic controls (Transmission/Chassis ECM and Brake ECM)
electronic controls used on the "C" Series trucks no longer have diagnostic windows to
access diagnostic information. To perform diagnostic and programming
functions with these electronic controls, the service technician must use a
laptop computer with ET.
STMG 706 - 65 -
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54

ENGINE

• 3512B and 3516B Shown is the 3516B engine used in the 789C Off-highway Truck. The
engines 789C is equipped with the Caterpillar 3516B quad turbocharged and
aftercooled engine. The 785C is equipped with the Caterpillar 3512B
twin turbocharged and aftercooled engine.

The 785C and 789C engines have increased horsepower.

• Engine power ratings The engine power ratings for the 785C and 789C trucks are:
785C: gross power--1082 kW (1450 hp)
net power--1007 kW (1350 flywheel hp)
789C: gross power--1417 kW (1900 hp)
net power--1335 kW (1790 flywheel hp)
These engines utilize the Electronic Unit Injection (EUI) system for
power, reliability and economy with reduced sound levels and low
emissions.
STMG 706 - 66 -
11/98

3500B ELECTRONIC CONTROL SYSTEM

ENGINE COMPONENT DIAGRAM
ECM
ELECTRONIC UNIT GROUND DISCONNECT SWITCH
INJECTORS BOLT
24 V
MAIN KEY START
15 AMP POWER RELAY SWITCH
BREAKER
THROTTLE
TIMING PROBE
ENGINE COOLANT TEMPERATURE CONNECTOR
OIL LEVEL
SWITCH (ADD)
REAR AFTERCOOLER TEMPERATURE
SPEED/TIMING SENSOR

ENGINE OIL PRESSURE

ENGINE OIL PRESSURE (FILTERED) OIL LEVEL (UNFILTERED)
SWITCH (LOW)
ETHER SOLENOID
ATMOSPHERIC PRESSURE

MANUAL ETHER THROTTLE OVERRIDE SWITCH

TURBO OUTLET PRESSURE (BOOST) SWITCH

GROUND LEVEL
SHUTDOWN SWITCH
RIGHT TURBO INLET PRESSURE
FUEL FILTER CAT DATA LINK
SWITCH SERVICE TOOL
LEFT TURBO INLET PRESSURE TRANSMISSION/CHASSIS ECM
CRANKCASE BRAKE ECM
PRESSURE VIMS
RIGHT TURBO EXHAUST ENGINE OIL
RENEWAL SOLENOID
A/C PRESSURE
LEFT TURBO EXHAUST SWITCH SHUTTER SOLENOID

FAN CLUTCH
SOLENOID PRE-LUBRICATION RELAY
EXHAUST
WASTEGATE
FAN SPEED SENSOR SOLENOID COOLANT FLOW SWITCH
FAN

55

Engine Electronic Control System

• 3500B electronic Shown is the electronic control system component diagram for the 3500B
control system engines used in the "C" Series trucks. Fuel injection is controlled by the
component diagram Engine Electronic Control Module (ECM).
Many electronic signals are sent to the Engine ECM by sensors, switches
and senders. The Engine ECM analyzes these signals and determines
when and for how long to energize the injector solenoids.
When the injector solenoids are energized determines the timing of the
engine. How long the solenoids are energized determines the engine
speed.
STMG 706 - 67 -
11/98

• Pull-up Voltage The Engine ECM will provide a "Pull-up Voltage" to the signal circuit of
most sensors when the ECM senses an OPEN circuit. Frequency sensors
do not receive a Pull-up Voltage. The signal circuit is usually Pin C of the
3-pin sensor connectors. The Pull-up Voltage for most sensors is
approximately 6.50 Volts, but this value can vary with different electronic
controls. Generally, the Pull-up Voltage will be higher than the high value
of a sensor's normal range. For example, the normal range of a coolant
temperature sensor is 0.4 to 4.6 Volts with temperatures between
-40°C and +120°C (-40°F and +248°F). The Pull-up Voltage of
6.50 Volts for this sensor is greater than the normal 4.6 Volts high value.

• Pull-up Voltage test To test for Pull-up Voltage, use a digital multimeter set to "DC Voltage,"
and use the following procedure (key start switch must be ON):

1. Measure between Pin B (analog or digital return) and Pin C (signal) on

the ECM side of a sensor connector before it is disconnected. The
voltage that is associated with the current temperature or pressure
should be shown.
2. Disconnect the sensor connector while still measuring the voltage
between Pins B and C. If the circuit between the ECM and the sensor
connector is good, the multimeter will display the Pull-up Voltage.
STMG 706 - 68 -
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56

• Engine ECM (arrow) Fuel injection and some other systems are controlled by the Engine ECM
- Controls fuel
(arrow) located on top of the engine. Other systems controlled by the
injection Engine ECM include:
- Controls other
systems
- Ether injection - Engine start function

- Has two 40-pin - Engine oil pre-lubrication - Variable speed fan control
connectors
The Engine ECM has two 40-pin connectors. The connectors are
identified as "J1" and "J2." Be sure to identify which connector is the J1
or J2 connector before performing diagnostic tests.

• ECM cooled by fuel The Engine ECM is cooled by fuel. Fuel flows from the fuel transfer
pump through the ECM to the secondary fuel filters.

• Personality modules Occasionally, Caterpillar will make changes to the internal software
and flash files (personality module) that controls the performance of the engine. These
changes can be performed by physically installing a new personality
module, located below the ECM, or by using the WinFlash program that
is part of the laptop software program, Electronic Technician (ET). ET is
used to diagnose and program the electronic controls used in Off-highway
Trucks. If using the WinFlash program, a "flash" file must be obtained
from Caterpillar and uploaded into the existing ECM personality module.
The ECM in earlier 3500 engines had one 70-pin connector and cannot be
reprogrammed with the WinFlash application in ET. Reprogramming of
the earlier ECM requires a replacement of the personality module located
behind an access cover on the ECM.
STMG 706 - 69 -
11/98

• Timing calibration A timing calibration connector is located next to the ECM. If the engine
connector requires timing calibration, a timing calibration sensor (magnetic pickup)
is installed in the flywheel housing and connected to the timing
calibration connector.
Using the Caterpillar ET service tool, timing calibration is performed
automatically for the speed/timing sensors. The desired engine speed is
set to 800 rpm. This step is performed to avoid instability and ensures
that no backlash is present in the timing gears during the calibration
process.
Timing calibration improves fuel injection accuracy by correcting for any
slight tolerances between the crankshaft, timing gears and timing wheel.
Timing calibration is normally performed after the following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement

INSTRUCTOR NOTE: Some of the engine electronic control system

input components are shown during the discussion of other systems.
See the following slide numbers:

25. Engine shutdown switch

46. CAT Data Link connector
48. Throttle back-up switch
48. Manual ether switch
62. Air conditioner compressor pressure switch
63. Engine crankcase pressure sensor
68. Coolant temperature sensor
68. Turbocharger outlet pressure sensor
68. Engine fan speed sensor
70. Engine oil level switch
74. Coolant flow switch
78. Rear aftercooler temperature sensor
81. Engine oil pressure and filter restriction sensors
86. Fuel filter restriction switch
90. Turbocharger inlet pressure sensor
92. Turbocharger temperature sensor
STMG 706 - 70 -
11/98

57

• Atmospheric pressure The atmospheric pressure sensor (arrow) is located adjacent to the Engine
sensor (arrow) ECM. The Engine ECM uses the atmospheric pressure sensor as a
reference for calculating boost and air filter restriction.

• High altitude derate The sensor is also used for derating the engine at high altitudes. The
ECM will derate the engine at a rate of 1% per kPa to a maximum of
20%. Derating begins at a specific elevation. The elevation specification
can be found in the Technical Marketing Information (TMI) located on
the Caterpillar Network. If the Engine ECM detects an atmospheric
pressure sensor fault, the ECM will derate the fuel delivery to 20%. If the
Engine ECM detects an atmospheric and turbocharger inlet pressure
sensor fault at the same time, the ECM will derate the engine to the
maximum rate of 40%.
The Engine ECM also uses the atmospheric pressure sensor as a reference
when calibrating all the pressure sensors.

• Atmospheric pressure The atmospheric pressure sensor is one of the many analog sensors that
sensor signal is DC receive a regulated 5.0 ± .0.5 Volts from the Engine ECM. The
Volts atmospheric pressure sensor output signal is a DC Voltage output signal
that varies between 0.2 and 4.8 Volts DC with an operating pressure range
between 0 and 111 kPa (0 and 15.7 psi).

• Check atmospheric To check the output signal of analog sensors, connect a multimeter
pressure sensor between Pins B and C of the sensor connector. Set the meter to read
output signal "DC Volts." The DC Voltage output of the atmospheric pressure sensor
should be between 0.2 and 4.8 Volts DC.
STMG 706 - 71 -
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58

1. Engine speed/timing The engine speed/timing sensor (1) is positioned near the rear of the left
sensor camshaft. The sensor signals the speed, direction and position of the
camshaft by counting the teeth and measuring the gaps between the teeth
on the timing wheel which is mounted on the camshaft.

• No speed/timing The engine speed/timing sensor is one of the most important inputs to the
sensor signal Engine ECM. If the Engine ECM does not receive an input signal from
prevents operation the engine speed/timing sensor, the engine will not run.
The engine speed/timing sensor receives a regulated 12.5 ± 1.0 Volts from
• Check speed/timing the Engine ECM. To check the output signal of the speed/timing sensor,
sensor output signal connect a multimeter between Pins B and C of the speed/timing sensor
connector. Set the meter to read "Frequency." The frequency output of
the speed/timing sensor should be approximately:
- Cranking: 23 to 40 Hz
- Low Idle: 140 Hz
- High Idle: 385 Hz

2. Engine speed sensor A passive (two wire) engine speed sensor (2) is positioned on top of the
flywheel housing. The passive speed sensor uses the passing teeth of the
flywheel to provide a frequency output. The passive speed sensor sends
the engine speed signal to the Transmission/Chassis ECM and the Brake
ECM.
STMG 706 - 72 -
11/98

The signal from the passive speed sensor is used for several purposes:
- Torque converter lockup clutch slippage monitoring
- Transmission clutch slippage monitoring
- Automatic Retarder Control (ARC) engine control speed
The output signal of the passive speed sensor can also be checked by
connecting a multimeter between the two pins of the speed sensor
connector and setting the meter to read frequency.
NOTE: Turn ON the engine shutdown switch (see Slide No. 25)
during the cranking test to prevent the engine from starting. The
cranking speed and frequency output will vary depending on weather
and machine conditions. When viewing engine speed in the ET status
screen, cranking speed should be between 100 and 250 rpm.
STMG 706 - 73 -
11/98

59

• Throttle position The throttle position sensor (arrow) provides the desired throttle position
sensor (arrow) to the Engine ECM. If the Engine ECM detects a fault in the throttle
position sensor, the throttle back-up switch (see Slide No. 48) can be used
to increase the engine speed to 1300 rpm.

• Throttle position The throttle position sensor receives a regulated 8.0 ± 0.5 Volts from the
sensor signal is PWM Engine ECM. The throttle position sensor output signal is a Pulse Width
Modulated (PWM) signal that varies with throttle position and is
expressed as a percentage between 0 and 100%.

• Check throttle To check the output signal of the throttle position sensor, connect a
position sensor multimeter between Pins B and C of the throttle position sensor
output signal connector. Set the meter to read "Duty Cycle." The duty cycle output of
the throttle position sensor should be:
- Low Idle: 16 ± 6%
- High Idle: 85 ± 4%
STMG 706 - 74 -
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60

• EUI fuel injector Shown is the top of a cylinder head with the valve cover removed. The
solenoid (arrow) most important output from the Engine ECM is the Electronic Unit
Injection (EUI) injector solenoid (arrow). One injector is located in each
cylinder head. The engine control analyzes all the inputs and sends a
signal to the injector solenoid to control engine timing and speed.

• Engine timing and Engine timing is determined by controlling the start and end time that the
speed injector solenoid is energized. Engine speed is determined by controlling
the duration that the injector solenoid is energized.

• E-trim code number 3500B injectors are calibrated during manufacturing for precise injection
identifies injector timing and fuel discharge. After the calibration, a four-digit "E-trim"
performance range code number is etched on the injector tappet surface. The E-trim code
identifies the injector's performance range.

• Trim code numbers When the injectors are installed into an engine, the trim code number of
are programmed into each injector is entered into the personality module (software) of the
Engine ECM Engine ECM using the ECAP or ET service tool. The software uses the
trim code to compensate for the manufacturing variations in the injectors
and allows each injector to perform as a nominal injector.

• Enter new trim codes When an injector is serviced, the new injector's trim code should be
during injector service programmed into the Engine ECM. If the new trim code is not entered,
the previous injector's characteristics are used. The engine will not be
harmed if the new code is not entered, but the engine will not provide
peak performance.
STMG 706 - 75 -
11/98

3500B IMPROVEMENTS
INPUT SWITCHES AND SENSORS
• COOLANT FLOW

• REAR AFTERCOOLER TEMPERATURE

• ENGINE OIL LEVEL

• TURBOCHARGER TEMPERATURE

• ENGINE OIL FILTER PRESSURE/RESTRICTION

• ENGINE FAN SPEED

• FUEL FILTER RESTRICTION

• AIR CONDITIONER COMPRESSOR PRESSURE

• CRANKCASE PRESSURE

61

• 3500B improvements The 3500B engines have many improvements over the original 3500
engines. Some of the improvements are accomplished by adding
additional switch and sensor inputs to the Engine ECM. Adding
additional inputs allows the ECM to control the engine more precisely.
Additional inputs to the 3500B ECM are:

• Additional inputs - Coolant flow is monitored (see Slide No. 74).

- Rear aftercooler temperature is measured (see Slide No. 78).
- Engine oil level is monitored (see Slide No. 70).
- Two turbocharger temperature sensors measure exhaust temperatures
(see Slide No. 92).
- Two engine oil pressure sensors are located on the oil filter base to
measure oil pressure and oil filter restriction (see Slides No. 81 and
82).
- Engine fan speed is measured (with variable fan speed attachment).
- Fuel filter restriction is monitored (see Slide No. 86).
- Air conditioner compressor pressure is monitored (for variable fan
speed control) (see Slide No. 62).
- Engine crankcase pressure is measured (see Slide No. 63).
STMG 706 - 76 -
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62

• Air conditioner An air conditioner compressor switch (arrow) is located at the rear of the
compressor switch air conditioner compressor. If the truck is equipped with the variable fan
(arrow)
speed attachment, the air conditioner compressor switch signals the
Engine ECM when the air conditioner system is ON. When the air
conditioner system is ON, the ECM sets the variable speed fan at
MAXIMUM rpm.
Disconnecting the air conditioner compressor switch will also signal the
ECM to set the fan speed at MAXIMUM rpm.
STMG 706 - 77 -
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63

• Crankcase pressure The crankcase pressure sensor (arrow) is located on the right side of the
sensor (arrow) engine above the engine oil cooler. The crankcase pressure sensor
provides an input signal to the Engine ECM. The ECM provides the
signal to the VIMS, which informs the operator of the crankcase pressure.
High crankcase pressure may be caused by worn piston rings or cylinder
liners.

• Crankcase pressure If crankcase pressure exceeds 3.6 kPa (.5 psi) or 14.4 inches of water, a
event high crankcase pressure event will be logged. No factory password is
required to clear this event.
STMG 706 - 78 -
11/98

3500B IMPROVEMENTS
PREVIOUS LOGGED EVENTS
• AIR FILTER RESTRICTION

• LOW OIL PRESSURE

• HIGH COOLANT TEMPERATURE

• ENGINE OVERSPEED

64

• Events logged by ECM The 3500B ECM logs the four events of the previous 3500 engine plus
some additional events. The four events logged by the 3500 ECM and the
3500B ECM are:
Air filter restriction: Greater than 6.25 kPa (25 in. of water). Maximum
derate of 20%.
• 40% derate with two If the atmospheric and turbo inlet pressure sensors both fail at the same
sensor failures time, a derate of 40% will occur.
Low oil pressure: From less than 44 kPa (6.4 psi) at LOW IDLE to less
than 250 kPa (36 psi) at HIGH IDLE.
High coolant temperature: Greater than 107°C (226°F).
Engine overspeed: Greater than 2200 rpm.

NOTE: Factory passwords are required to clear all the events listed
above.
STMG 706 - 79 -
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3500B IMPROVEMENTS
ADDITIONAL LOGGED EVENTS

• OIL FILTER RESTRICTION • LOW COOLANT FLOW

• FUEL FILTER RESTRICTION • USER DEFINED SHUTDOWN

• HIGH EXHAUST TEMPERATURE • LOW BOOST PRESSURE

• HIGH AFTERCOOLER TEMPERATURE • HIGH BOOST PRESSURE

• ENGINE OIL LEVEL LOW • PRE-LUBE OVERRIDE

• HIGH CRANKCASE PRESSURE

65

• Additional logged Additional events logged by the 3500B ECM are:

events
Oil filter restriction: Greater than 70 kPa (10 psi), no factory password
required. Greater than 200 kPa (29 psi), factory password required.

Fuel filter restriction: Greater than 138 kPa (20 psi). No factory
password required.

Exhaust temperature high: Greater than 750°C (1382°F). Maximum

derate of 20%. Factory password required.

Aftercooler coolant temperature high: Greater than 107°C (226°F).

Factory password required.

Engine oil level low: No factory password required.

Crankcase pressure high: Greater than 3.6 kPa (.5 psi) or 14.4 inches of
water. No factory password required.
STMG 706 - 80 -
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Coolant flow low: Factory password required.

User defined shutdown: The customer has the option of installing
systems (fire suppression) that will shut down the engine if desired. If the
installed system sends a ground signal to the Engine ECM at Connector
J1 Pin 19, a user defined shutdown will occur. Factory password
required.
The VIMS will shut down the engine for any of the following conditions:
- Engine oil level low
- Engine oil pressure low
- Engine coolant temperature high
- Engine coolant level low
- Aftercooler coolant level low
The engine will shut down only when the ground speed is zero and the
parking brake is ENGAGED. Factory password required.
Boost pressure low: 35 kPa (5 psi) lower than desired. Maximum derate
of 10%. No factory password required.
Boost pressure high: 20 kPa (3 psi) greater than desired. Maximum
derate of 10%. No factory password required.
Pre-lube override: Override the engine oil pre-lubrication system with
the key start switch. Factory password required. (see Slide No. 67)
STMG 706 - 81 -
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3500B IMPROVEMENTS
SYSTEMS CONTROLLED BY ECM
• ETHER INJECTION
• RADIATOR SHUTTER CONTROL
• COLD MODE
• COLD CYLINDER CUTOUT
• ENGINE START FUNCTION
• ENGINE OIL PRE-LUBRICATION
• VARIABLE SPEED FAN CONTROL
• ENGINE OIL RENEWAL SYSTEM

66

• Engine ECM controls The Engine ECM also regulates other systems by energizing solenoids or
other systems relays. Some of the other systems controlled by the ECM are:

• Ether injection Ether Injection: The Engine ECM will automatically inject ether from
the ether cylinders during cranking. The duration of automatic ether
injection depends on the jacket water coolant temperature. The duration
will vary from 10 to 130 seconds. The operator can also inject ether
manually with the ether switch in the cab on the center console (see Slide
No. 48). The manual ether injection duration is 5 seconds. Ether will be
injected only if the engine coolant temperature is below 10°C (50°F) and
engine speed is below 1900 rpm.

• Radiator shutter Radiator Shutter Control: On trucks that operate in cold weather,
control shutters can be added in front of the radiator. Installing shutters in front of
the radiator allows the engine to warm up to operating temperature
quicker. If a truck is equipped with the attachment radiator shutter
control, the shutters are controlled by the Engine ECM.
STMG 706 - 82 -
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• Cold mode Cold Mode: The Engine ECM provides an elevated engine idle speed of
1300 rpm when the engine oil temperature is below 60°C (140°F). The
rpm is gradually reduced to 1000 rpm between 60°C (140°F) and 71°C
(160°F). When the temperature is greater than 71°C (160°F), the engine
will operate at low idle (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can release the parking brake or depress the throttle momentarily, and the
idle speed will decrease to LOW IDLE for 10 minutes.

• Cold cylinder cutout

Cold Cylinder Cutout: The 3500B engine uses a cold cylinder cutout
function to:
- Reduce white exhaust smoke (unburned fuel) after start-up and
during extended idling in cold weather
- Minimize the time in Cold Mode
- Reduce the use of ether injection.
After the engine is started and the automatic ether injection system has
stopped injecting ether, the Engine ECM will cut out one cylinder at a
time to determine which cylinders are firing. The ECM will disable some
of the cylinders that are not firing.
The ECM can identify a cylinder which is not firing by monitoring the
fuel rate and engine speed during a cylinder cutout. The ECM averages
the fuel delivery and analyzes the fuel rate change during a cylinder
cutout to determine if the cylinder is firing.

• Engine runs rough Disabling some of the cylinders during Cold Mode operation will cause
during Cold Mode the engine to run rough until the temperature increases above the Cold
Mode temperature. This condition is normal, but the operator should be
aware it exists to prevent unnecessary complaints.
• Engine start function Engine Start Function: The Engine Start function is controlled by the
Engine ECM and the Transmission/Chassis ECM. The Engine ECM
provides signals to the Transmission/Chassis ECM regarding the engine
speed and the condition of the engine pre-lubrication system. The
Transmission/Chassis ECM will energize the starter relay only when:
- The shift lever is in NEUTRAL.
- The parking brake is ENGAGED.
- The engine speed is zero rpm.
- The engine pre-lubrication cycle is complete or turned OFF.

NOTE: To protect the starter, the starter is disengaged when the

engine rpm is above 300 rpm.
STMG 706 - 83 -
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1 2

67

• Engine oil Engine Oil Pre-lubrication: Engine oil pre-lubrication is controlled by

pre-lubrication
1. Pre-lubrication pump
relay
2. Pre-lubrication pump
the Engine ECM and Transmission/Chassis ECM. The
Transmission/Chassis ECM signals the Engine ECM when to energize the
pre-lubrication pump relay (1). The Engine ECM signals the
Transmission/Chassis ECM to crank the engine when:
- Engine oil pressure is 3 kPa (.4 psi) or higher.
- The pre-lubrication pump (2) has run for 17 seconds. (If the system
times out after 17 seconds, a pre-lubrication time out fault is logged
in the Engine ECM.)
- The engine has been running in the last two minutes.
- Coolant temperature is above 50°C (122°F).

• Pre-lubrication The engine oil pre-lubrication system can be bypassed to allow quick
override starts. To override the pre-lubrication system, turn the key start switch to
the CRANK position for a minimum of two seconds. The
Transmission/Chassis ECM will begin the pre-lube cycle. While the pre-
lube cycle is active, turn the key start switch to the OFF position. Within
10 seconds, turn the key start switch back to the CRANK position. The
Transmission/Chassis ECM will energize the starter relay.

• Pre-lubrication
override event
If the engine oil pre-lubrication system is bypassed using the above
procedure, the Engine ECM will log a pre-lube override event that
requires a factory password to clear.
NOTE: The ECAP and ET can enable or disable the pre-lubrication
feature in the Engine ECM.
STMG 706 - 84 -
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68

• Variable speed fan Variable Speed Fan Control: If the engine is equipped with a variable
control: speed fan, the Engine ECM regulates the fan speed. Fan speed varies
1. Fan control solenoid according to the temperature of the engine. The ECM sends a signal to
valve the variable speed fan control solenoid valve (1) and engine oil pressure
engages a clutch as needed to change the speed of the fan.

2. Jacket water coolant The jacket water coolant temperature sensor (2) is located in the jacket
temperature sensor water temperature regulator (thermostat) housing. The ECM uses the
coolant temperature sensor information as the main parameter to control
the fan speed. The aftercooler temperature sensor, air conditioner
pressure sensor and brake cooling oil temperature sensors are also used as
• Fan speed sensor inputs to determine the required fan speed. A speed sensor (not shown) is
(not shown) located behind the fan pulley and informs the ECM of the current fan
speed.

• Fan speed overrides The variable speed fan feature can be turned off using the ECAP or ET
service tool. Turning off the variable speed fan feature will set the fan
speed at MAXIMUM rpm. Disconnecting the air conditioning
compressor switch will also signal the ECM to set the fan speed at
MAXIMUM rpm (see Slide No. 62).

3. Turbo outlet pressure The turbocharger outlet pressure sensor (3) sends an input signal to the
sensor Engine ECM. The ECM compares the value of the turbo outlet pressure
sensor with the value of the atmospheric pressure sensor and calculates
boost pressure.
INSTRUCTOR NOTE: For more information on the variable speed
fan, refer to the Service Manual "Variable Speed Fan Clutch" (Form
SENR8603).
STMG 706 - 85 -
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69

• Engine oil renewal Engine Oil Renewal System: Located on the right side of the engine are
system components: the components of the optional engine oil renewal system. Engine oil
flows from the engine block through an oil filter (1) to the engine oil
1. Oil filter
renewal solenoid (2). A small amount of oil flows from the engine oil
2. Oil renewal solenoid renewal solenoid into the return side of the fuel pressure regulator (3).
The engine oil returns to the fuel tank with the return fuel.
3. Fuel pressure
regulator The engine oil mixes with the fuel in the tank and flows with the fuel to
the EUI injectors to be burned.
• Oil mixes with fuel in
fuel tank When the engine oil renewal system is used, the operator must pay close
attention to the ADD OIL message that the VIMS provides to the operator
when makeup oil must be added.
The oil does not have to be changed when using the engine oil renewal
system. When the engine oil renewal system is used, the engine oil
filters, the engine oil renewal system filter, the primary fuel filter and the
secondary fuel filters must all be changed at 500 hour intervals.

• Sample engine oil to Engine oil samples must be taken regularly to ensure that the soot level of
check soot level the engine oil is in a safe operating range.
STMG 706 - 86 -
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• Oil injection The ECM regulates the amount of oil that is injected by the engine oil
controlled by Engine renewal solenoid. Several parameters must be met before the ECM will
ECM
allow the injection of oil through the engine oil renewal system. The
• Engine oil renewal parameters that must be met are:
system parameters
- Fuel position is greater than 10.
- Engine rpm is between 1100 and 1850 rpm.
- Jacket water temperature is between 63°C (145°F) and
107°C (225°F).
- Oil filter differential pressure at high idle with warm oil is less than
70 kPa (10 psi).
- Fuel filter differential pressure is less than 140 kPa (20 psi).
- Fuel level is greater than 10%.
- Engine oil level switches are sending a valid signal to the Engine
ECM.
- Engine has been running more than five minutes.
• Oil renewal adjusted The engine oil renewal system can be turned ON or OFF with the ECAP
with ECAP or ET or ET service tool. The amount of oil injected can also be adjusted by
programming the ECM with the ECAP or ET service tool. The factory
setting shown in the service tool is "0" and is equivalent to a 0.5% oil to
fuel ratio. The ratio can be changed with the service tool from minus 50
(-50) to plus 50 (+50), which is equivalent to 0.25% to 0.75% oil to fuel
ratios.
INSTRUCTOR NOTE: The optional Engine Oil Renewal System
was not available at first shipment of the 785C and 789C trucks.
STMG 706 - 87 -
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70

The engine oil level switches (1 and 2) provide input signals to the Engine
ECM. The Engine ECM provides a signal to the VIMS, which informs
the operator of the engine oil level.

1. Add engine oil level If the truck is equipped with the engine oil renewal system attachment,
switch the upper oil level switch (1) will tell the operator when makeup oil must
be added. The ADD ENG OIL message is a Category 1 Warning.
2. Engine oil level low The lower oil level switch (2) will tell the operator when the engine oil
switch level is low and it is unsafe to operate the truck without causing damage
to the engine. The ENG OIL LEVEL LOW message is a Category 2 or 3
Warning.
• Low oil level event If the Engine ECM detects a low oil level condition (oil level below the
lower switch), the ECM will log a low oil level event. No factory
password is required to clear this event.
STMG 706
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1
• 789C cooling system
capacity increased
1. 789C cooling system
shunt tank
• Engine cooling
systems:
- Jacket water cooling
system
- Aftercooler cooling
system
2. Coolant level gauges
3. Coolant level
switches
4. Pressure relief valves
- 88 -
2
4
71
Cooling System
Shown is a 789C truck. The capacity of the 789C cooling system has
been increased by 40% from 474 Liters (125 gal.) to 663 Liters (175 gal.).
The radiator is larger and a shunt tank (1) has been added above the
radiator. The shunt tank provides a positive pressure at the coolant pump
inlets to prevent cavitation during high flow conditions.
The cooling system is divided into two systems. The two systems are the
jacket water cooling system and the aftercooler cooling system. The only
connection between these two systems is a small hole in the separator
plate in the shunt tank. The small hole in the shunt tank prevents a
reduction of coolant from either of the two systems if leakage occurs in
one of the separator plates in the radiator top or bottom tank. When
servicing the cooling systems, be sure to drain and fill both systems
separately.
The coolant levels are checked at the shunt tank. Use the gauges (2) on
top of the shunt tank to check the coolant level.
A coolant level switch (3) is located on each side of the shunt tank to
monitor the coolant level of both cooling systems (guard removed for
viewing switch). The coolant level switches provide input signals to the
VIMS, which informs the operator of the engine coolant levels.
Pressure relief valves (4) prevent the cooling systems from becoming over
pressurized.
STMG 706 - 89 -
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72

1. Coolant level gauges Shown is the 785C radiator. The 785C is not equipped with a shunt tank.
The coolant levels are checked at the radiator top tank. Use the gauges
(1) on the top tank to check the coolant level.

2. Coolant level Two coolant level switches (2) are located on the top tank to monitor the
switches coolant level of both cooling systems. The coolant level switches provide
input signals to the VIMS, which informs the operator of the engine
coolant levels.

3. Pressure relief valves Pressure relief valves (3) prevent the cooling systems from becoming over
pressurized.

• Jacket water cooling The jacket water cooling system uses the cores on the right side of the
system radiator (approximately 60% of the total capacity). The jacket water
cooling system temperature is controlled by temperature regulators
(thermostats).

• Aftercooler cooling The aftercooler cooling system uses the cores on the left side of the
system radiator (approximately 40% of the total capacity). The aftercooler
cooling system does not have thermostats in the circuit. The coolant
flows through the radiator at all times to keep the turbocharged inlet air
cool for increased horsepower.
STMG 706 - 90 -
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73

1. Jacket water pump
2. Bypass tube
3. Jacket water
thermostat housing
• High coolant
temperature event
The jacket water pump (1) is located on the right side of the engine. The
pump draws coolant from the bypass tube (2) until the temperature
regulators (thermostats) open. The thermostats are located in the
housing (3) at the top of the bypass tube. When the thermostats are open,
coolant flows through the radiator to the water pump inlet.
If the jacket water cooling system temperature increases above 107°C
(226°F), the Engine ECM will log an event that requires a factory
password to clear.
STMG 706 - 91 -
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74

• Coolant flow warning Coolant flows from the jacket water pump, past the coolant flow warning
switch (arrow) switch (arrow), and through the various system oil coolers (engine, hoist
converter and brake, and the transmission).
The coolant flow switch sends an input signal to the Engine ECM. The
Engine ECM provides the input signal to the VIMS, which informs the
operator of the coolant flow status.

• Low coolant flow If the ECM detects a low coolant flow condition, a low coolant flow event
event will be logged. A factory password is required to clear this event.
STMG 706
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2 3
1. Engine oil cooler
2. Hoist, converter and
brake oil coolers
3. Tube to transmission
oil cooler
- 92 -
75
Shown is the right side of the engine. The engine oil cooler (1) and the
hoist, converter and brake oil coolers (2) are visible in this view. Jacket
water coolant flows through these coolers and through the tube (3) to the
transmission oil cooler.
Jacket water coolant flows through the transmission oil cooler, the engine
oil cooler and the hoist, converter and brake oil coolers to both sides of
the engine cylinder block. Coolant flows through the engine block and
through the cylinder heads. From the cylinder heads, the coolant flows to
the temperature regulators and either goes directly to the water pump
through the bypass tube or to the radiator (depending on the temperature
of the coolant).
STMG 706 - 93 -
11/98

JACKET WATER COOLANT FLOW THERMOSTAT

HOUSING SHUNT
TANK

ENGINE
BLOCK

ENGINE OIL COOLER

HOIST, CONVERTER AND

BRAKE OIL COOLER

HOIST, CONVERTER AND

BRAKE OIL COOLER RADIATOR
JACKET
TRANSMISSION OIL COOLER WATER PUMP

76

• Jacket water cooling Shown is the jacket water cooling circuit. Coolant flows from the jacket
circuit water pump through the coolers to the engine block. Coolant flows
through the engine block and the cylinder heads. From the cylinder
heads, the coolant flows to the temperature regulators (thermostats) and
either goes directly to the water pump through the bypass tube or to the
radiator (depending on the temperature of the coolant).
The shunt tank (789C only) increases the cooling capacity and provides a
positive pressure at the coolant pump inlet to prevent cavitation during
high flow conditions.
In this illustration and those that follow, the colors used to identify the
various pressures in the systems are:
Red - Supply oil/water pressure
Green - Drain or tank oil/water
Red and White Stripes - Reduced supply oil pressure
Brown - Lubrication or cooling pressure
Orange - Pilot or load sensing signal pressure
Blue - Blocked oil
Yellow - Moving components
Purple - Air pressure
STMG 706 - 94 -
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77

1. Aftercooler water The auxiliary (aftercooler) water pump (1) for the aftercooler cooling
pump system is located on the left side of the engine. Coolant enters the
aftercooler water pump from the radiator or the shunt tank supply tube (2)
2. 789C shunt tank
supply tube on the 789C truck. Coolant flows from the pump to the aftercooler cores
through the large tube (3)
3. Aftercooler circuit
coolant tube
STMG 706 - 95 -
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3 1

78

1. Rear aftercooler Located in a tube at the rear of the aftercooler is the rear aftercooler
temperature sensor temperature sensor (1). The rear aftercooler temperature sensor provides
an input signal to the Engine ECM. The Engine ECM uses the rear
aftercooler temperature sensor signal with the jacket water temperature
sensor signal, the brake temperature sensor signals (four) and the air
conditioner compressor pressure signal to control the variable speed fan
attachment.

• Rear aftercooler
The Engine ECM also provides the input signal to the VIMS, which
temperature event informs the operator of the aftercooler coolant temperature. If the rear
aftercooler temperature increases above 107°C (226°F), the Engine ECM
will log an event that requires a factory password to clear.

2. Front brake oil cooler Coolant flows through the aftercooler cores to the front brake oil
cooler (2) located at the rear of the engine.

• Aftercooler cooling Coolant flows through the front brake oil cooler to the aftercooler section
circuit does not have of the radiator. The aftercooler cooling system does not have temperature
thermostats regulators (thermostats) in the circuit.

3. Front brake oil cooler When the service or retarder brakes are ENGAGED, the front brake oil
diverter valve cooler diverter valve (3) allows brake cooling oil to flow through the front
brake oil cooler.
Normally, front brake cooling oil is diverted around the cooler and goes
directly to the front brakes. Diverting oil around the cooler provides
lower temperature aftercooler air during high power demands (when
climbing a grade with the brakes RELEASED, for example).
STMG 706 -2-
11/98

AFTERCOOLER COOLANT FLOW

SHUNT
TANK

AFTERCOOLER FRONT BRAKE

OIL COOLER

AFTERCOOLER
WATER PUMP

RADIATOR

79

• Aftercooler cooling Shown is the aftercooler cooling circuit. Coolant flows from the
circuit aftercooler water pump through the aftercooler.
Coolant flows through the aftercooler core to the front brake oil cooler
located at the rear of the engine.
Coolant then flows through the front brake oil cooler to the aftercooler
section of the radiator. The aftercooler cooling circuit does not have
temperature regulators (thermostats) in the circuit.

• 789C shunt tank On the 789C truck, the shunt tank increases the cooling capacity and
provides a positive pressure at the aftercooler water pump inlet to prevent
cavitation during high flow conditions.
The 785C truck does not have a shunt tank.
STMG 706 - 97 -
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1
4

80

Lubrication System

• Engine oil pump

Shown is the 3512B engine used in the 785C truck. The engine oil pump
is located behind the jacket water pump on the right side of the engine.
1. Engine oil pump The pump draws oil from the oil pan through a screen. The relief
relief valve valve (1) for the lubrication system is located on the pump.
The engine also has a scavenge pump at the rear of the engine to transfer
oil from the rear of the oil pan to the main sump.

2. Engine oil cooler Oil flows from the pump through an engine oil cooler bypass valve (2) to
bypass valve the engine oil cooler (3). The bypass valve for the engine oil cooler
permits oil flow to the system during cold starts when the oil is thick or if
3. Engine oil cooler
the cooler is plugged.

4. 785C engine oil On the 3512B engine used in the 785C truck, engine oil samples can be
S•O•S tap taken at the Scheduled Oil Sampling (S•O•S) tap (4).
STMG 706 - 98 -
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81

• Engine oil filters Oil flows from the engine oil cooler to the oil filters on the left side of the
engine. The oil flows through the filters and enters the engine cylinder
block to clean, cool and lubricate the internal components and the
turbochargers.
1. Engine oil fill tube Engine oil is added at the fill tube (1) and checked with the dipstick (2).
A bypass valve for each filter is located in each oil filter base. Engine oil
2. Engine oil dipstick
samples can be taken at the Scheduled Oil Sampling (S•O•S) tap (3)
3. 789C engine oil (789C only). (See Slide No. 80 for the 785C S•O•S tap location.)
S•O•S tap
4. Engine oil pressure The engine has two oil pressure sensors. One sensor is located on each
sensors end of the oil filter base. The front sensor measures engine oil pressure
before the filters. The rear sensor (4) measures oil pressure after the
filters. The sensors send input signals to the Engine ECM. The ECM
provides the input signal to the VIMS, which informs the operator of the
engine oil pressure. Used together, the two engine oil pressure sensors
inform the operator if the engine oil filters are restricted.

• Engine oil pressure If the engine oil pressure is less than 44 kPa (6.4 psi) at LOW IDLE to
event less than 250 kPa (36 psi) at HIGH IDLE, the Engine ECM will log an
event that requires a factory password to clear.

• Engine oil filter If the oil filter restriction exceeds 70 kPa (10 psi), a low oil filter
restriction events restriction event will be logged. No factory password is required to clear
this event. If the oil filter restriction exceeds 200 kPa (29 psi), a high oil
filter restriction event will be logged. A factory password is required to
clear this event.
STMG 706 - 99 -
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82

• 785C engine oil filters Shown is the 3512B engine used in the 785C truck. The 3512B engine
uses three oil filters located on the left side of the engine. The 3512B
• Trapped engine oil
engine also has a fitting (arrow) that can be used to drain the engine oil
drain (arrow)
trapped above the filters. Do not add oil through the fitting (arrow)
because unfiltered oil will enter the engine. Any contamination could
cause damage to the engine.

NOTICE
When changing the engine oil filters, drain the engine oil trapped
above the oil filters through the fitting (arrow) to prevent spilling the
oil. Oil added to the engine through the fitting will go directly to the
main oil galleries without going through the engine oil filters. Adding
oil to the engine through the fitting may introduce contaminants into
the system and cause damage to the engine.
STMG 706 - 100 -
11/98

ENGINE OIL SYSTEM

ENGINE
BLOCK

ENGINE
OIL RENEWAL
SYSTEM SOLENOID

TO FUEL
SYSTEM SCAVENGE
PUMP

BYPASS
VALVE
ENGINE
OIL FILTERS ENGINE
OIL COOLER

ENGINE
OIL PUMP

83

• Engine oil system
The engine oil pump draws oil from the oil pan through a screen.
The engine also has a scavenge pump at the rear of the engine to transfer
oil from the rear of the oil pan to the main sump.
Oil flows from the pump through an engine oil cooler bypass valve to the
engine oil cooler. The bypass valve for the engine oil cooler permits oil
flow to the system during cold starts when the oil is thick or if the cooler
is plugged.
Oil flows from the engine oil cooler to the oil filters. The oil flows
through the filters and enters the engine cylinder block to clean, cool and
lubricate the internal components and the turbochargers.

• Engine oil renewal Some trucks are equipped with an engine oil renewal system. Engine oil
system flows from the engine block through an oil filter to an engine oil renewal
system manifold. A small amount of oil flows from the engine oil
renewal system manifold into the return side of the fuel pressure regulator.
The engine oil returns to the fuel tank with the return fuel (see Slides
No. 69 and 70).
STMG 706 - 101 -
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84

Fuel System

• Primary fuel filter The fuel tank is located on the left side of the truck. Fuel is pulled from
(arrow) the tank through the fuel heater (not shown), if equipped, and through the
primary fuel filter (arrow) by the fuel transfer pump located on the right
side of the engine behind the engine oil pump.
STMG 706 - 102 -
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85

1. Fuel transfer pump The fuel transfer pump (1) is located behind the engine oil pump. The
fuel transfer pump contains a bypass valve (2) to protect the fuel system
2. Fuel transfer pump
components from excessive pressure. The bypass valve setting is higher
bypass valve
than the setting of the fuel pressure regulator (see Slide No. 87). Fuel
flows from the transfer pump through the Engine ECM to the secondary
fuel filters located on the left side of the engine.
STMG 706 - 103 -
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2 1

86

• Secondary fuel filters The secondary fuel filters and the fuel priming pump (1) are located
above the engine oil filters on the left side of the engine. The fuel
1. Fuel priming pump
priming pump is used to fill the filters after they are changed.

2. Fuel filter bypass Fuel filter restriction is monitored with a fuel filter bypass switch (2)
switch located on the fuel filter base. The fuel filter bypass switch provides an
input signal to the Engine ECM. The ECM provides a signal to the
VIMS, which informs the operator if the secondary fuel filters are
restricted.

• Fuel filter restriction If fuel filter restriction exceeds 138 kPa (20 psi), a fuel filter restriction
event event is logged. No factory password is required to clear this event.

• Fuel flows to EUI Fuel flows from the fuel filter base through the Electronic Unit Injection
injectors (EUI) fuel injectors (see Slide No. 60), the fuel pressure regulator and
then returns to the fuel tank. The injectors receive 4 1/2 times the amount
• Extra fuel cools
of fuel needed for injection. The extra fuel is used for cooling.
injectors
NOTE: If the fuel system requires priming, it may be necessary to
block the fuel return line during priming to force the fuel into the
injectors.
STMG 706 - 104 -
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2
1

87

1. Fuel pressure tubes Fuel flows from the fuel filter base through the steel tubes (1) to the EUI
to injectors fuel injectors. Return fuel from the injectors flows through the fuel
pressure regulator (2) before returning to the fuel tank. Fuel pressure is
2. Fuel pressure
regulator controlled by the fuel pressure regulator.
Fuel pressure should be 482 + 138 - 103 kPa (70 + 20 - 15 psi) at Full
Load rpm.
STMG 706 - 105 -
11/98

FUEL SYSTEM
FUEL
PRESSURE
REGULATOR
ENGINE OIL CYLINDER
RENEWAL HEAD
SYSTEM SOLENOID
ENGINE
BLOCK

SECONDARY
FUEL FILTERS

FUEL
TANK

PRIMARY ENGINE ECM

FUEL FUEL
FILTER TRANSFER
PUMP

FUEL
HEATER

88

• Fuel system circuit Fuel is pulled from the tank through a fuel heater, if equipped, and sent
through the primary fuel filter by the fuel transfer pump. Fuel flows from
the transfer pump through the Engine ECM to the secondary fuel filters.
Fuel flows from the fuel filter base through the fuel injectors in the
cylinder heads. Return fuel from the injectors flows through the fuel
pressure regulator before returning through the fuel heater to the tank.
If equipped with the engine oil renewal system, engine oil flows from the
engine block through an oil filter to the engine oil renewal system
manifold. A small amount of oil flows from the engine oil renewal
system manifold into the return side of the fuel pressure regulator. The
engine oil returns to the fuel tank with the return fuel.
The engine oil mixes with the fuel in the tank and flows with the fuel to
the injectors to be burned.
STMG 706 - 106 -
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89

Air Induction and Exhaust System

• 789C truck The engine receives clean air through the air filters located on the front of
the truck (789C) or on either side of the engine (785C). Any restriction
1. Air filter restriction caused by plugged filters can be checked at the filter restriction indicators
indicators (1). If the yellow piston is in the red zone, the filters must be cleaned or
replaced.

2. Dust valves
Check the dust valves (2) for plugging. If necessary, disconnect the
clamp and open the cover for additional cleaning. The dust valve is
OPEN when the engine is OFF and closes when the engine is running.
The dust valve must be flexible and close when the engine is running or
the precleaner will not function properly and the air filters will have a
shortened life. Replace the rubber dust valve if it becomes hard and not
flexible.
The VIMS will also provide the operator with an air filter restriction
warning when the filter restriction is approximately 6.2 kPa
(25 in. of water). Black exhaust smoke is also an indication of air filter
restriction.
• Large primary element
Two filter elements are installed in the filter housings. The large element
• Small secondary is the primary element and the small element is the secondary element.
element
STMG 706 - 107 -
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1
2

90

1. Turbocharger inlet
pressure sensor
The turbocharger inlet pressure sensor (1) is located in a tube between the
air filters and the turbochargers. The Engine ECM uses the turbocharger
inlet pressure sensor in combination with the atmospheric pressure sensor
to determine air filter restriction. The ECM provides the input signal to
the VIMS, which informs the operator of the air filter restriction.

• Air filter restriction If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter
event restriction event will be logged, and the ECM will derate the fuel delivery
(maximum derating of 20%) to prevent excessive exhaust temperatures.
A factory password is required to clear this event. If the Engine ECM
detects a turbocharger inlet pressure sensor fault, the ECM will derate the
engine to the maximum rate of 20%. If the Engine ECM detects a
turbocharger inlet and atmospheric pressure sensor fault at the same time,
the ECM will derate the engine to the maximum rate of 40%.

2. Ether cylinders
The Engine ECM will automatically inject ether from the ether
cylinders (2) during cranking. The duration of automatic ether injection
depends on the jacket water coolant temperature. The duration will vary
from 10 to 130 seconds. The operator can also inject ether manually with
the ether switch in the cab on the center console (see Slide No. 48). The
manual ether injection duration is 5 seconds. Ether will be injected only
if the engine coolant temperature is below 10°C (50°F) and engine speed
is below 1900 rpm.
STMG 706 - 108 -
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91

• 3516B has four Shown is the 3516B engine used in the 789C truck. The 3516B engine is
turbochargers equipped with four turbochargers (arrows). The 785C truck has a 3512B
(arrows)
engine with two turbochargers.
• 3512B has two The turbochargers are driven by the exhaust gas from the cylinders which
turbochargers
enters the turbine side of the turbochargers. The exhaust gas flows
through the turbochargers, the exhaust piping, and the mufflers.
The clean air from the filters enters the compressor side of the
turbochargers. The compressed air from the turbochargers flows to the
aftercoolers. After the air is cooled by the aftercoolers, the air flows to
the cylinders and combines with the fuel for combustion.
STMG 706 - 109 -
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92

• Exhaust temperature An exhaust temperature sensor (arrow) is located in each exhaust

sensor (arrow) manifold before the turbochargers. The two exhaust temperature sensors
provide input signals to the Engine ECM. The ECM provides the input
signal to the VIMS, which informs the operator of the exhaust
temperature.

• Causes of high Some causes of high exhaust temperature may be faulty injectors, plugged
exhaust temperature air filters, or a restriction in the turbochargers or the muffler.
• High exhaust If the exhaust temperature is above 750°C (1382°F), the Engine ECM will
temperature derates derate the fuel delivery to prevent excessive exhaust temperatures. The
engine and logs event ECM will derate the engine by 2% for each 30 second interval that the
exhaust temperature is above 750°C (1382°F) (maximum derate of 20%).
The ECM will also log an event that requires a factory password to clear.
STMG 706 - 110 -
11/98

FROM AIR MUFFLER

FILTERS

3512B
AIR INDUCTION
AND
EXHAUST SYSTEM AFTERCOOLER

FROM AIR
FILTERS

93

• Air induction and This schematic shows the flow through the air induction and exhaust
exhaust system system.
The turbochargers are driven by the exhaust gas from the cylinders which
enters the turbine side of the turbochargers. The exhaust gas flows
through the turbochargers, the exhaust piping, and the mufflers.
The clean air from the filters enters the compressor side of the
turbochargers. The compressed air from the turbochargers flows to the
aftercoolers. After the air is cooled by the aftercoolers, the air flows to
the cylinders and combines with the fuel for combustion.
STMG 706 - 111 -
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POWER TRAIN

785C

94

• Power train POWER TRAIN

components:
Power flows from the engine to the rear wheels through the power train.
- Torque converter The components of the power train are:
- Transfer gears - Torque converter
- Transfer gears
- Transmission
- Transmission
- Differential
- Differential
- Final drives - Final drives

INSTRUCTOR NOTE: In this section of the presentation, component

locations and a brief description of the component functions are
provided. For more detailed information on the torque converter and
ICM (Individual Clutch Modulation) transmission, refer to the
Technical Instruction Module "769C - 793B Off-highway Trucks--
Torque Converter and Transmission Hydraulic System" (Form
SEGV2591).
STMG 706 - 112 -
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2 5
1

95

Torque Converter
The first component in the power train is the torque converter. The torque
• Torque converter:
converter provides a fluid coupling that permits the engine to continue
- Provides a fluid running with the truck stopped. In converter drive, the torque converter
coupling multiplies engine torque to the transmission. At higher ground speeds, a
lockup clutch engages to provide direct drive. The NEUTRAL and
- Multiplies torque
REVERSE ranges are converter drive only. FIRST SPEED is converter
- Provides direct drive drive at low ground speed and direct drive at high ground speed.
operation
SECOND through SIXTH SPEEDS are direct drive only. The torque
converter goes to converter drive between each shift (during clutch
engagement) to provide smooth shifts.

1. Inlet relief valve Mounted on the torque converter are the inlet relief valve (1), the outlet
relief valve (2) and the torque converter lockup clutch control valve (3).
2. Outlet relief valve
A torque converter outlet temperature sensor (4) provides an input signal
3. Lockup clutch to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
control valve the signal to VIMS, which informs the operator of the torque converter
4. Outlet temperature
outlet temperature.
sensor
A Converter Output Speed (COS) sensor (5) sends an input signal to the
5. COS sensor Transmission/Chassis ECM. The Transmission/Chassis ECM sends the
signal to the VIMS. The VIMS uses the signal to calculate if any slippage
exists in the torque converter lockup clutch or any of the transmission
clutches.
STMG 706 - 113 -
11/98

LOCKUP PISTON TURBINE IMPELLER

TORQUE CONVERTER
STATOR CONVERTER DRIVE
TORQUE CONVERTER
INLET OIL

FREEWHEEL TORQUE CONVERTER

ASSEMBLY LOCKUP OIL PASSAGE

96

• CONVERTER DRIVE
- Output shaft rotates
slower than engine
rpm
- Torque is increased
• Torque converter
components:
This sectional view shows a torque converter in CONVERTER DRIVE.
The lockup clutch (yellow piston and blue discs) is not engaged. During
operation, the rotating housing and impeller (red) can rotate faster than the
turbine (blue). The stator (green) remains stationary and multiplies the
torque transfer between the impeller and the turbine. The output shaft
rotates slower than the engine crankshaft, but with increased torque.

- Lockup clutch
- Impeller
- Turbine
- Stator
STMG 706 - 114 -
11/98

LOCKUP PISTON TURBINE IMPELLER

TORQUE CONVERTER
DIRECT DRIVE
STATOR
TORQUE CONVERTER
INLET OIL

STATOR

FREEWHEEL TORQUE CONVERTER

ASSEMBLY LOCKUP OIL PASSAGE

97

• DIRECT DRIVE In DIRECT DRIVE, the lockup clutch is engaged by hydraulic pressure
and locks the turbine to the impeller. The housing, impeller, turbine, and
- Lockup clutch output shaft then rotate as a unit at engine rpm. The stator, which is
engaged
mounted on a freewheel assembly, is driven by the force of the oil in the
- Output shaft rotates housing and will freewheel at approximately the same rpm.
at engine rpm
- Stator freewheels
STMG 706 - 115 -
11/98

4 3

2 1
5

98

Torque Converter Hydraulic System

• Torque converter The three (785C) or four (789C) section torque converter pump is located
pump has three or at the bottom rear of the torque converter. The four sections (from the
four sections: front to the rear) are:
1. Torque converter - Torque converter scavenge (1)
scavenge
- Torque converter charging (2)
2. Torque converter
charging
- Parking brake release (3)
- Rear brake oil cooling (4) (789C only)
3. Parking brake
release Excess oil that accumulates in the bottom of the torque converter is
4. Rear brake oil scavenged by the first section of the pump through a screen behind the
cooling (789C only) access cover (5) and returned to the hydraulic tank.
5. Torque converter
scavenge screen
cover
STMG 706 - 116 -
11/98

99

1. Torque converter Oil flows from the torque converter charging section of the pump to the
charging filter torque converter charging filter (1).
An oil filter bypass switch (2) is located on the torque converter charging
2. Torque converter
charging filter bypass
filter. The oil filter bypass switch provides an input signal to the VIMS,
switch which informs the operator if the filter is restricted.
STMG 706 - 117 -
11/98

2
1
3

100

1. Torque converter Oil flows from the torque converter charging filter to the torque converter
inlet relief valve inlet relief valve (1). The inlet relief valve limits the maximum pressure
of the supply oil to the torque converter. The torque converter inlet relief
pressure can be measured at this valve by removing a plug and installing a
pressure tap. Inlet relief pressure should not exceed 930 ± 35 kPa
(135 ± 5 psi) at high idle when the oil is cold. Normally, the inlet relief
pressure will be slightly higher than the outlet relief valve pressure.
Oil flows through the inlet relief valve and enters the torque converter.
Some of the oil will leak through the torque converter to the bottom of the
2. Torque converter housing to be scavenged. Most of the oil in the torque converter is used
outlet relief valve to provide a fluid coupling and flows through the torque converter outlet
3. Torque converter
relief valve (2). The outlet relief valve maintains the minimum pressure
outlet relief pressure inside the torque converter. The main function of the outlet relief valve is
tap to keep the torque converter full of oil to prevent cavitation. The outlet
relief pressure can be measured at the tap (3) on the outlet relief valve.
The outlet relief pressure should be:
785C: 345 to 585 kPa (50 to 85 psi) at 1640 ± 65 rpm (TC Stall)
789C: 345 to 585 kPa (50 to 85 psi) at 1715 ± 65 rpm (TC Stall)

4. Torque converter A torque converter outlet temperature sensor (4) provides an input signal
outlet temperature to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
sensor a signal to VIMS, which informs the operator of the torque converter
outlet temperature.
STMG 706 - 118 -
11/98

4 3

2 1

101

1. Torque converter Most of the oil from the torque converter outlet relief valve flows through
outlet screen the torque converter outlet screen (1) located outside the left frame.

2. Torque converter A torque converter outlet screen bypass switch (2) provides an input
outlet screen bypass signal to the VIMS, which informs the operator if the torque converter
switch outlet screen is restricted.
Oil flows from the torque converter outlet screen to the front brake oil
cooler located behind the engine.

3. Parking brake release Oil flows from the parking brake release section of the torque converter
filter pump to the parking brake release filter (3).
4. Parking brake release A parking brake release filter bypass switch (4) is located on the parking
filter bypass switch brake release filter. The bypass switch provides an input signal to the
Brake ECM. The Brake ECM sends a signal to VIMS, which informs the
operator if the parking brake release filter is restricted.
STMG 706 - 119 -
11/98

102

1. Front brake oil cooler The oil from the torque converter outlet screen flows through a diverter
diverter valve valve (1) before flowing through the front brake oil cooler (2). When the
retarder or service brakes are ENGAGED, the oil is diverted through the
2. Front brake oil cooler
cooler to the brakes. When the brakes are RELEASED, the oil bypasses
the cooler and flows directly to the brakes.
Diverting oil around the cooler provides lower temperature aftercooler air
during high power demands (when climbing a grade with the brakes
RELEASED, for example).
STMG 706 - 120 -
11/98

103

1. Parking brake release Oil from the parking brake release filter flows to the parking brake release
valve valve (1). The parking brake release section of the torque converter pump
provides supply oil for several purposes:
- Release the parking brakes
- Engage the torque converter lockup clutch
- Hoist valve pilot oil
- Front (789C) or rear (785C) brake oil cooling

2. Parking brake relief The parking brake relief valve (2) controls the pressure for parking brake
release, torque converter lockup and hoist valve pilot oil. The parking
brake release pressure is 4700 ± 200 kPa (680 ± 30 psi).

• Most oil used for Most of the oil from the parking brake release valve flows to the front
brake cooling brake oil cooler on the 789C truck and to the rear brake oil coolers on the
785C truck.
STMG 706 - 121 -
11/98

104

1. Torque converter The parking brake release pump supplies oil to the torque converter
lockup clutch valve lockup clutch valve through the inlet port (1). When the lockup clutch
supply port
solenoid (located on the transmission housing) is energized by the
2. Torque converter Transmission/Chassis ECM, transmission pump supply oil (signal oil)
lockup clutch signal enters the lockup valve through the center hose (2). The signal oil
oil supply hose pressure is approximately 1725 kPa (250 psi). The signal oil causes the
lockup valve to start the modulation process for torque converter lockup.
The lockup clutch valve then supplies oil to ENGAGE the lockup clutch
in the torque converter.
3. Torque converter
lockup clutch Torque converter lockup clutch pressure can be measured at the tap (3).
pressure tap Torque converter lockup clutch pressure should be 2135 ± 70 kPa
• Do not test converter (310 ± 10 psi) at 1300 rpm or higher. Do not check the torque converter
lockup pressure lockup clutch pressure below 1300 rpm.
below 1300 rpm
The Converter Output Speed (COS) sensor (4) sends an input signal to the
4. Converter output Transmission/Chassis ECM. The Transmission/Chassis ECM memory
speed sensor also contains the engine rpm and the Transmission Output Speed (TOS)
for each gear of the transmission. The Transmission/Chassis ECM
provides all of these input signals to the VIMS.

• Clutch slippage is Using the information from the Transmission/Chassis ECM, the VIMS
recorded in VIMS calculates if any slippage exists in the torque converter lockup clutch or
any transmission clutches and stores this information in the VIMS main
module. This information can be downloaded from the VIMS with a
laptop computer.
STMG 706 - 122 -
11/98

TORQUE CONVERTER LOCKUP CLUTCH CONTROL

DIRECT DRIVE
LOCKUP CLUTCH
PILOT PRESSURE
(RV)

SIGNAL OIL

SELECTOR LOCKUP
LOCKUP PISTON MODULATION
SOLENOID VALVE

TO LOCKUP
CLUTCH (LU)
TO
TRANSMISSION LOCKUP
LUBE REDUCING
VALVE

FROM TO
TRANSMISSION STATION
CHARGE "D" SHUTTLE
PUMP VALVE

RELAY VALVE FROM

PARKING BRAKE
RELEASE PUMP (PMP)

105

• Lockup clutch valve Shown is a sectional view of the torque converter lockup clutch valve in
operation DIRECT DRIVE. Supply oil from the parking brake release pump is used
to provide lockup clutch oil.

• Supply pressure is First, supply pressure is reduced to provide pilot pressure to the relay
reduced to pilot valve. Supply oil to the pressure reduction valve flows through cross-
pressure drilled orifices in the spool, past a check valve and enters the slug
chamber. The check valve dampens spool movement and reduces the
possibility of valve chatter and pressure fluctuation. Oil pressure moves
the slug in the right end of the spool to the right and the spool moves to
the left against the spring force. The slug reduces the effective area on
which the oil pressure can push. Because of the reduced effective area, a
smaller, more sensitive spring can be used. Pilot pressure will be equal to
the force of the spring on the left end of the spool. The spring force can
be adjusted with shims. Pilot pressure is 1725 ± 70 kPa (250 ± 10 psi).
STMG 706 - 123 -
11/98

• Lockup solenoid When the lockup solenoid is energized, transmission pump supply
energized starts (signal) pressure is directed to the relay valve. Before moving the
clutch modulation
selector piston, the pilot oil moves a shuttle valve to the right, which
closes the lower left drain passage and opens the check valve. Oil then
flows to the selector piston. Moving the selector piston blocks the upper
drain passage, and the load piston springs are compressed.
When the solenoid is energized, supply oil from the parking brake release
pump is reduced to provide the lockup clutch pressure. Lockup clutch
pressure depends mainly on the force of the load piston valve springs.
When the solenoid is energized, pilot oil moves the selector piston down
• Lockup clutch at against a stop. When the load piston that compresses the springs is at the
primary pressure top against the selector piston, lockup clutch pressure is at its lowest
controlled value. This value is called "primary pressure." As the load
piston moves down, lockup clutch pressure increases gradually until the
• Lockup clutch at load piston stops. Maximum lockup clutch pressure is then reached. The
maximum pressure gradual increase in pressure, which depends on how fast the load piston
moves, is called "modulation."

• Load piston orifice The speed of the load piston movement depends on how fast the oil can
determines flow to the area above the load piston. The load piston orifice meters the
modulation time flow of oil to the load piston chamber and determines the modulation
time.

• Primary pressure is Primary pressure is adjusted with shims in the load piston. Final lockup
adjusted with shims clutch pressure is not adjustable. If the primary pressure is correct and
final lockup clutch pressure is incorrect, the load piston should be
checked to make sure that it moves freely in the selector piston. If the
load piston moves freely, the load piston springs should be replaced.
STMG 706 - 124 -
11/98

FRONT TORQUE CONVERTER REAR

BRAKES HYDRAULIC SYSTEM BRAKES

TO HOIST
TORQUE CONVERTER SOLENOID
CHARGING FILTER MANIFOLD
OUTLET
RELIEF VALVE
FRONT BRAKE CONVERTER
OIL COOLER LOCKUP
INLET VALVE
RELIEF VALVE
DIVERTER
VALVE

REAR BRAKE
OIL COOLERS
PARKING
BRAKE CONVERTER PARKING
RELEASE CONVERTER
OUTLET BRAKE
VALVE SCAVENGE
SCREEN FILTER
SCREEN

106

• 789C torque converter This schematic shows the flow of oil from the torque converter pump
hydraulic system through the torque converter hydraulic system on the 789C truck.
• Scavenge pump The scavenge pump section pulls oil through a screen from the torque
section converter housing and sends the oil to the hydraulic tank.

• Charging pump The charging pump section sends oil through the torque converter
section charging filter to the torque converter inlet relief valve. Oil flows from
the inlet relief valve through the torque converter to the outlet relief valve.
Oil flows from the outlet relief valve through the converter outlet filter
and the front brake oil cooler to the front brakes.

• Parking brake release The parking brake release pump section sends oil through the parking
pump section brake release filter to the parking brake release valve and the torque
converter lockup clutch valve. Most of the oil flows through the parking
brake release valve and the front brake oil cooler to the front brakes.

• 789C rear brake The brake cooling pump section of the torque converter pump (789C
cooling pump section only) sends oil through the two oil coolers located on the right side of the
engine to the rear brakes.
STMG 706 - 125 -
11/98

3
1

107

Transmission and Transfer Gears

1. Transfer gears Power flows from the torque converter through a drive shaft to the
transfer gears (1). The transfer gears are splined to the transmission input
2. Transmission shaft.
3. Differential The transmission (2) is located between the transfer gears and the
differential (3). The transmission is electronically controlled and
hydraulically operated as in all other ICM (Individual Clutch Modulation)
transmissions in Caterpillar rigid frame trucks.
The differential is located in the rear axle housing behind the
transmission. Power from the transmission flows through the differential
and is divided equally to the final drives in the rear wheels. The final
drives are double reduction planetaries.
STMG 706 - 126 -
11/98

2
3

108

1. Transmission lube Oil flows from the transmission oil cooler to the transfer gears through a
supply hose hose (1). Transmission lube oil flows through the transfer gears and the
transmission to cool and lubricate the internal components.

2. Transmission lube oil The transmission lube pressure relief valve is in the transmission case
pressure tap near the transmission hydraulic control valve. The relief valve limits the
maximum pressure in the transmission lube circuit. Transmission lube oil
pressure can be measured at the tap (2).
At HIGH IDLE, the transmission lube pressure should be 140 to 205 kPa
(20 to 30 psi). At LOW IDLE, the transmission lube pressure should be a
minimum of 4 kPa (.6 psi).

3. Transmission output The Transmission Output Speed (TOS) sensor (3) is located on the front
speed sensor of the transfer gears. A small shaft runs from the speed sensor location
through the entire length of the transmission and engages the transmission
output shaft. The transmission speed sensor signal serves many purposes.
Some of the purposes are:
- Transmission automatic shifting
- Speedometer operation
- Traction Control System (TCS) top speed limit
- Truck Production Management System (TPMS) distance
calculations
- Machine speed input to VIMS to determine some warning categories
STMG 706 - 127 -
11/98

POWER SHIFT PLANETARY TRANSMISSION

1 2 3
4
5 6

109

• Transmission is The transmission is a power shift planetary design which contains six
power shift planetary hydraulically engaged clutches. The transmission provides six
design FORWARD speeds and one REVERSE speed.
STMG 706 - 128 -
11/98

2
1

110

Transmission Hydraulic System

The transmission pump pulls oil through a suction screen from the
transmission tank (see Slides No. 12 and 159) located on the right side of
the truck.

• Transmission three The three section transmission pump is mounted on the rear of the pump
section pump: drive, which is located inside the right frame near the torque converter.
The three sections are:
1. Transmission
scavenge - Transmission scavenge (1)
2. Transmission lube
- Transmission lube (2)
- Transmission charging (3)
3. Transmission
charging The transmission scavenge section pulls oil through the magnetic screens
located at the bottom of the transmission. The scavenged oil from the
transmission is sent to the transmission tank.
STMG 706 - 129 -
11/98

111

• Transmission Shown is the location of the transmission magnetic scavenge

magnetic scavenge screens (arrow). These screens should always be checked for debris if a
screens (arrow)
problem with the transmission is suspected.
Oil is scavenged from the transmission by the first section of the
transmission pump (see Slide No. 110).
STMG 706 - 130 -
11/98

3
2

112

1. Transmission Oil flows from the charging section of the transmission pump to the
charging filter transmission charging filter (1) located on the frame behind the right front
tire.

2. Transmission oil Oil flows from the transmission charging filter to the transmission control
temperature sensor valve located on top of the transmission. A transmission oil temperature
sensor (2) is located in the tube between the transmission charging filter
and the transmission control valve. The temperature sensor provides an
input signal to the Transmission/Chassis ECM. The
Transmission/Chassis ECM sends a signal to VIMS, which informs the
operator of the transmission oil temperature.

3. Transmission lube Oil flows from the lube section of the transmission pump to the
filter transmission lube filter (3).
Oil flows from the transmission lube filter through the transmission oil
cooler to the transfer gears. Transmission lube oil flows through the
transfer gears and the transmission to cool and lubricate the internal
components.

• Oil filter bypass An oil filter bypass switch is located on each filter. The oil filter bypass
switches switches provide input signals to the Transmission/Chassis ECM. The
Transmission/Chassis ECM sends signals to the VIMS, which informs the
operator if the filters are restricted.

4. Transmission S•O•S Transmission oil samples can be taken at the Scheduled Oil Sampling
tap (S•O•S) tap (4).
STMG 706 - 131 -
11/98

113

1. Transmission oil Oil flows from the transmission lube filter and the transmission control
cooler bypass valve valve through the transmission oil cooler bypass valve (1) to the
transmission oil cooler (2). The bypass valve for the transmission oil
2. Transmission oil
cooler cooler permits oil flow to the system during cold starts when the oil is
thick or if the cooler is restricted.
Oil flows from the transmission oil cooler to the transfer gears and the
transmission to cool and lubricate the internal components.
STMG 706 - 132 -
11/98

2 1

114

1. Transmission control The transmission charging pump supplies oil to the transmission
valve supply port hydraulic control valve and the shift solenoids through the inlet port (1).
Excess transmission charging oil either drops to the bottom of the housing
2. Transmission
charging oil return to be scavenged or flows to the transmission oil cooler through the outlet
port hose (2).

3. Torque converter The torque converter lockup clutch solenoid (3) is energized by the
lockup clutch Transmission/Chassis ECM when DIRECT DRIVE (lockup clutch
solenoid ENGAGED) is required. Transmission charge pump supply (signal) oil
flows through the small hose (4) to the lockup clutch control valve. The
4. Lockup clutch signal
oil hose lockup clutch control valve then engages the lockup clutch.

5. Transmission The transmission charging pressure relief valve is part of the transmission
charging pressure hydraulic control valve. The relief valve limits the maximum pressure in
tap the transmission charging circuit. Transmission charging pressure can be
measured at the tap (5).
STMG 706 - 133 -
11/98

4
3

115

1. Transmission clutch Shown is the Individual Clutch Modulation (ICM) transmission hydraulic
pressure taps control valve. Transmission clutch pressures are measured at the pressure
taps (1).

• Priority valve The transmission hydraulic control valve contains a priority valve. The
pressure priority valve controls the pressure that is directed to the selector pistons
in each of the clutch stations. The transmission priority valve pressure is
1720 kPa (250 psi).
2. Transmission lube The transmission lube pressure relief valve (2) limits the maximum
relief valve
pressure in the transmission lube circuit.
3. "D" Station controls The "D" Station (3) is used to control the dual stage relief valve setting
dual stage relief valve for the clutch supply pressure. In DIRECT DRIVE, the pressure
measured at the tap for station "D" will be approximately 1380 kPa (200
psi). This valve station is adjusted to obtain the correct transmission
charge pressure in DIRECT DRIVE.
At LOW IDLE in TORQUE CONVERTER DRIVE, transmission
charging pressure should be 2515 kPa (365 psi) minimum. At HIGH
IDLE in TORQUE CONVERTER DRIVE, transmission charging
pressure should be 3175 kPa (460 psi) maximum.
STMG 706 - 134 -
11/98

• Test clutch pressures During torque converter lockup (DIRECT DRIVE), clutch supply
in DIRECT DRIVE pressure is reduced to extend the life of the transmission clutch seals. At
1300 rpm in DIRECT DRIVE, the clutch supply pressure should be
2020 + 240 - 100 kPa (293 + 35 - 15 psi). The corresponding
transmission charge pressure is reduced to 2100 ± 100 kPa (305 ± 15 psi).
To test the transmission clutch pressures in torque converter lockup
4. Torque converter
lockup signal line (DIRECT DRIVE), disconnect the signal line (4) and install a plug in the
hose and a cap on the fitting. An 8T5200 Signal Generator/Counter can
- Disconnect and plug be used to shift the transmission during the diagnostic tests. If a Signal
to test in DIRECT Generator is not available, disconnect the upshift and downshift solenoids
DRIVE
and rotate the rotary selector spool manually by inserting a 1/4 in. ratchet
extension through the transmission case.
STMG 706 - 135 -
11/98

TRANSMISSION ICM
HYDRAULIC SYSTEM DOWNSHIFT
UPSHIFT
PRESSURE PRESSURE

LOCKUP DOWNSHIFT UPSHIFT

SOLENOID SOLENOID SOLENOID ROTARY ACTUATOR A

ON
3
E
N1
TO TORQUE CONVERTER B
NEUTRALIZER
RELAY VALVE VALVE
PRIORITY ROTARY
PILOT OIL REDUCTION
PRESSURE SELECTOR
VALVE SPOOL
PUMP
PRESSURE
F
FILTERS
C

LUBE
PUMP SCAVENGE OIL
CHARGING PUMP COOLER
PUMP
G

COOLER D
BYPASS
VALVE
H
LUBE
PRESSURE

LOCKUP DUAL
STAGE RELIEF VALVE
SELECTOR VALVE GROUP PRESSURE CONTROL
RELIEF VALVE GROUP
TRANSMISSION
TANK
LUBRICATION
TRANSMISSION CASE RELIEF VALVE

116

• ICM transmission Shown is a sectional view of the ICM transmission hydraulic control
controls valve group. The rotary selector spool is in a position that engages two
clutches. Pump supply oil from the lockup solenoid flows to the selector
• Dual stage relief valve piston in station "D." Station "D" reduces the pump supply pressure, and
the reduced pressure flows to the lower end of the relief valve. Providing
oil pressure to the lower end of the relief valve reduces the clutch supply
pressure.
STMG 706 - 136 -
11/98

785C/789C TRANSMISSION HYDRAULIC SYSTEM

TRANSMISSION
CHARGING
FILTER TRANSMISSION
LUBE FILTER

TRANSMISSION
OIL COOLER

SIGNAL
TO LOCKUP TRANSMISSION
VALVE RELAY PUMP

LUBE
PORT

MAGNETIC SCAVENGE
SCREENS

117

• Transmission Shown is the transmission hydraulic system. The transmission pump pulls
hydraulic system oil through a suction screen from the transmission tank.
• Three section pump: The three section transmission pump is mounted on the rear of the pump
drive, which is located inside the right frame near the torque converter.
- Transmission
scavenge
The three sections are:
- Transmission scavenge
- Transmission lube
- Transmission lube
- Transmission
- Transmission charging
charging
The transmission scavenge section pulls oil through the magnetic screens
located at the bottom of the transmission. The scavenged oil from the
transmission is sent to the transmission tank.
STMG 706 - 137 -
11/98

• Transmission Oil flows from the charging section of the transmission pump to the
charging section transmission charging filter. Oil flows from the transmission charging
filter to the transmission control valve located on top of the transmission.
Transmission charging oil flows from the transmission control valve and
joins with the oil from the transmission lube section of the transmission
pump.

• Transmission lube Oil flows from the lube section of the transmission pump to the
section transmission lube filter.
Oil from the transmission lube filter and the transmission control valve
flows through the transmission oil cooler. Oil flows from the
transmission oil cooler to the transfer gears and the transmission to cool
and lubricate the internal components.
STMG 706 - 138 -
11/98

3 1

4
2

118

Differential
Shown is the differential removed from the rear axle housing. The rear
1. Rear axle pump
axle cooling and filter system starts with a rear axle pump (1) that is
driven by the differential. Since the pump rotates only when the machine
is moving, no oil flow is produced when the machine is stationary.
Cooling oil flow increases with ground speed to provide cooling when it
is most needed.

2. Rear axle suction
screen
3. Differential bearing
oil tubes
4. Fiberglass shroud
The rear axle pump pulls oil from the bottom of the rear axle housing
through a suction screen (2). Oil flows from the pump through a
temperature and flow control valve located on top of the differential
housing to a filter mounted on the rear of the axle housing. Oil then flows
from the filter back to the valve located on top of the differential housing.
Oil then flows from the valve to the rear wheel bearings and the
differential bearings.
Oil flows through tubes (3) to the differential bearings.
The fiberglass shroud (4) reduces the temperature of the rear axle oil on
long hauls by reducing the oil being splashed by the bevel gear.
STMG 706 - 139 -
11/98

4
2

119

1. Pump supply hose to Oil flows from the pump through the large hose (1) to the rear axle
flow control valve temperature and flow control valve (2). A differential oil temperature
sensor (3) and pressure sensor (4) are located on the temperature and flow
2. Rear axle
temperature and flow control valve. The sensors provide input signals to the Brake ECM. The
control valve Brake ECM sends signals to the VIMS.

3. Differential oil The differential temperature sensor input signal is used to warn the
temperature sensor operator of a high rear axle oil temperature condition or to turn on the
attachment rear axle cooling fan (if equipped).
4. Differential oil
pressure sensor The differential oil pressure sensor input signal is used to warn the
operator of a HIGH or LOW rear axle oil pressure condition.
A LOW oil pressure warning is provided if the pressure is below
35 kPa (5 psi) when the differential oil temperature is above 52°C
(125°F) and the ground speed is higher than 24 km/h (15 mph).
A HIGH oil pressure warning is provided if the pressure is above 690 kPa
(100 psi) when the differential oil temperature is above 52°C (125°F).
STMG 706 - 140 -
11/98

The temperature and pressure control valve (2) prevents high oil pressure
when the rear axle oil is cold. When the oil temperature is below 43°C
(110°F), the valve is OPEN and allows oil to flow to the rear axle
housing. When the oil temperature is above 43°C (110°F), the valve is
CLOSED and all the oil flows through the filter to a flow control valve
located in the temperature and flow control valve. The temperature and
pressure control valve is also the system main relief valve. If the pressure
exceeds 690 kPa (100 psi), the temperature and pressure control valve
will open to prevent high oil pressure to the rear axle oil filter.
The flow control valve distributes the oil flow to the rear wheel bearings
and the differential bearings.

5. Differential bearing Oil flows from the temperature and flow control valve to the differential
oil supply hose oil filter mounted on the rear of the axle housing. Oil then flows from the
filter back to the temperature and flow control valve. Some of the oil that
flows from the temperature and flow control valve flows through the
small supply hose (5) to the differential bearings.
STMG 706
11/98
1. Differential oil filter
bypass switch
2. Rear axle oil level
switches
• Differential oil filter
service information
3. Differential carrier
thrust pin cover
- 141 -
3 2
120
The differential oil filter bypass switch (1) and the two rear axle oil level
switches (2) (one behind differential filter) provide input signals to the
Brake ECM. The Brake ECM sends signals to the VIMS.
The differential oil filter bypass switch signal is used to warn the operator
when the differential oil filter is restricted.
The rear axle oil level switch input signals are used to warn the operator
when the rear axle oil level is LOW.
When the truck is initially put into operation, a 1R0719 (40 micron) filter
is installed. This filter removes the rust inhibitor used during
manufacturing. The 40 micron filter should be changed after the first
50 hours of operation and replaced with a 4T3131 (13 micron) filter. The
13 micron filter should be changed every 500 hours.
A differential carrier thrust pin is located behind the small cover (3). The
thrust pin prevents movement of the differential carrier during high thrust
load conditions.
STMG 706 - 142 -
11/98

REAR AXLE
OIL COOLING AND FILTER SYSTEM
OIL COOLER OIL
FILTER
FLOW CONTROL VALVE

TEMPERATURE/
PRESSURE
CONTROL VALVE

DIFFERENTIAL
OIL PUMP

REAR AXLE SUCTION

SCREEN

121

• Rear axle oil cooling Shown is a schematic of the rear axle oil cooling and filter system. The
and filter system differential oil pump pulls oil from the bottom of the rear axle housing
through a suction screen. Oil flows from the pump through a temperature
and flow control valve located on top of the differential housing.
The temperature and pressure control valve, which is part of the
• Temperature and
pressure control valve temperature and flow control valve, prevents high oil pressure when the
rear axle oil is cold. When the oil temperature is below 43°C (110°F), the
valve is OPEN and allows oil to flow to the rear axle housing. When the
oil temperature is above 43°C (110°F), the valve is CLOSED and all the
oil flows through the differential oil filter and the oil cooler (if equipped)
to a flow control valve, which is also part of the temperature and flow
control valve.
STMG 706 - 143 -
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• Temperature and The temperature and pressure control valve is also the system main relief
pressure control valve valve. If the pressure exceeds 690 kPa (100 psi), the temperature and
is main relief
pressure control valve will open to prevent high oil pressure to the rear
axle oil filter.

• Flow control valve The flow control valve distributes the oil flow to the rear wheel bearings
prevents overfilling and the differential bearings. At high ground speeds, excess oil flow is
compartments diverted to the axle housing to prevent overfilling the wheel bearing and
final drive compartments.
STMG 706 - 144 -
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FIRST REDUCTION SECOND REDUCTION SECOND REDUCTION

RING GEAR RING GEAR CARRIER

SECOND REDUCTION
PLANETARY GEAR

SECOND REDUCTION
FINAL DRIVE SUN GEAR

FIRST REDUCTION
SUN GEAR

FIRST REDUCTION
CARRIER

FIRST REDUCTION
PLANETARY GEAR

122

• Double reduction Final Drives

planetary gear final
drives Shown is a sectional view of the double reduction planetary gear final
drive. Power flows from the differential through axles to the sun gear of
the first reduction planetary set. The ring gears of the first reduction
planetary set and the second reduction planetary set cannot rotate. Since
the ring gears cannot rotate, the first reduction sun gear causes rotation of
the first reduction planetary gears and the first reduction carrier.

The first reduction carrier is splined to the second reduction sun gear. The
second reduction sun gear causes rotation of the second reduction
planetary gears and the second reduction carrier. Since the second
reduction carrier is connected to the wheel assembly, the wheel assembly
also rotates.

The wheel assembly rotates much slower than the axle shaft but with
increased torque.
STMG 706 - 145 -
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123

Transmission/Chassis Electronic Control System

• Transmission/Chassis
The Transmission/Chassis Electronic Control Module (ECM) (arrow) is
ECM (arrow) located in the compartment at the rear of the cab. The transmission
control used in the "B" Series trucks is referred to as the second
generation Electronic Programmable Transmission Control (EPTC II).
The transmission control used in the "C" Series trucks performs the
transmission control functions, plus some other machine functions (hoist
control). Because of the added functionality of the control, it is now
referred to as the "Transmission/Chassis ECM."

• Transmission/Chassis The Transmission/Chassis ECM does not have a diagnostic window as in

ECM the EPTC II. Diagnostic and programming functions must be performed
with an Electronic Control Analyzer Programmer (ECAP) or a laptop
- No diagnostic
computer with the Electronic Technician (ET) software installed. ET is
window
the tool of choice because the Transmission/Chassis ECM can be
- Diagnostics and reprogrammed with a "flash" file using the WinFlash application of ET.
programming
The ECAP cannot upload "flash" files.
require ECAP or ET

• Transmission/Chassis The Transmission/Chassis ECM appears identical to the Engine ECM

ECM looks like Engine with two 40-pin connectors, but the Transmission/Chassis ECM does not
ECM have fittings for cooling fluid. Also, the Transmission/Chassis ECM has
no access plate for a personality module.
STMG 706 - 146 -
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"C" SERIES TRUCK

TRANSMISSION/CHASSIS ELECTRONIC CONTROL SYSTEM

INPUT COMPONENTS OUTPUT COMPONENTS

SHIFT LEVER CAT DATA LINK
POSITION SWITCH
TRANSMISSION GEAR ELECTRONIC SERVICE TOOL
SWITCH
TRANSMISSION OUTPUT ENGINE ECM
SPEED SENSOR
BRAKE ECM
CONVERTER OUTPUT
SPEED SENSOR VIMS
ENGINE OUTPUT
SPEED SENSOR
SERVICE/RETARDER
BRAKE UPSHIFT SOLENOID
PRESSURE SWITCH PARKING/SECONDARY BRAKE
PRESSURE SWITCH
BODY DOWNSHIFT SOLENOID
POSITION SENSOR
KEY START SWITCH
LOCKUP SOLENOID
LOW STEERING
PRESSURE SWITCH

HOIST LEVER BACK-UP ALARM

POSITION SENSOR STARTER RELAY
SOLENOID
HOIST SCREEN SWITCH
TRANSMISSION OIL AUTO LUBE SOLENOID
TEMP SENSOR
TRANSMISSION CHARGE
FILTER SWITCH BODY UP LAMP
HOIST LOWER SOLENOID
TRANSMISSION LUBE
FILTER SWITCH
TORQUE CONVERTER HOIST RAISE SOLENOID
OIL TEMP SENSOR

124

• ECM shifts The purpose of the Transmission/Chassis ECM is to determine the desired
transmission transmission gear and energize solenoids to shift the transmission up or
down as required based on information from both the operator and
machine.

• Shifts controlled by The Transmission/Chassis ECM receives information (electrical signals)

electrical signals
from various input components such as the shift lever switch,
Transmission Output Speed (TOS) sensor, transmission gear switch, body
position sensor and the hoist lever sensor.
Based on the input information, the Transmission/Chassis ECM
determines whether the transmission should upshift, downshift, engage
the lockup clutch or limit the transmission gear. These actions are
accomplished by sending signals to various output components.

• Output components Output components include the upshift, downshift and lockup solenoids,
the back-up alarm and others.
STMG 706 - 147 -
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The Transmission/Chassis ECM also provides the service technician with

enhanced diagnostic capabilities through the use of onboard memory,
which stores diagnostic codes for retrieval at the time of service.
The Engine Electronic Control, the Brake Electronic Control System
• Benefits of electronic
communication (ARC and TCS), the Vital Information Management System (VIMS) and
the Transmission/Chassis Electronic Control System all communicate
through the CAT Data Link. Communication between the electronic
controls allows the sensors of each system to be shared. Many additional
benefits are provided, such as Controlled Throttle Shifting (CTS). CTS
occurs when the Transmission/Chassis ECM signals the Engine ECM to
reduce or increase engine fuel during a shift to lower stress to the power
train.

• Transmission/Chassis The Transmission/Chassis ECM is also used to control the hoist, the
ECM controls hoist automatic lubrication (grease), the neutral-start and the back-up alarm
and other systems systems on the "C" Series trucks.

• Sensors signal Many of the sensors and switches that provided input signals to the VIMS
Transmission/Chassis interface modules on the "B" Series trucks have been moved to provide
ECM input signals to the Transmission/Chassis ECM and the Brake ECM.
Sensors and switches that were in the VIMS and now provide input
signals to the Transmission/Chassis ECM are:
- Low steering pressure - Hoist screen bypass
- Transmission oil temperature - Transmission charge filter bypass
- Transmission lube filter bypass - Torque converter oil temperature

• Diagnostic and The Electronic Control Analyzer Programmer (ECAP) and the Electronic
programming Technician (ET) Service Tools can be used to perform several diagnostic
functions and programming functions.
Some of the diagnostic and programming functions that the service tools
can perform are:
- Display real time status of input and output parameters
- Display the internal clock hour reading
- Display the number of occurrences and the hour reading of the first
and last occurrence for each logged diagnostic code and event
- Display the definition for each logged diagnostic code and event
- Display load counters
- Display the lockup clutch engagement counter
- Display the transmission gear shift counter
- Program the top gear limit and the body up gear limit
- Upload new Flash files
STMG 706 - 148 -
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2
3

125

1. Shift lever switch The shift lever (also referred to as the "Cane" or "Gear Selector")
switch (1) is located inside the cab in the shift console and provides input
- Switch-type input signals to the Transmission/Chassis ECM. The shift lever switch controls
the desired top gear selected by the operator. The shift lever switch inputs
consist of six wires. Five of the six wires provide codes to the
Transmission/Chassis ECM. Each code is unique for each position of the
shift lever switch. Each shift lever switch position results in two of the
five wires sending a ground signal to the Transmission/Chassis ECM.
The other three wires remain open (ungrounded). The pair of grounded
wires is unique for each shift lever position. The sixth wire is the
"Ground Verify" wire, which is normally grounded. The Ground Verify
wire is used to verify that the shift lever switch is connected to the
Transmission/Chassis ECM. The Ground Verify wire allows the
Transmission/Chassis ECM to distinguish between loss of the shift lever
switch signals and a condition in which the shift lever switch is between
detent positions.

• Shift lever switch To view the shift lever switch positions or diagnose problems with the
diagnostics switch, use the VIMS message center module or the status screen of the
ET service tool and observe the "Gear Lever" status. As the shift lever is
moved through the detent positions, the Gear Lever status should display
the corresponding lever position shown on the shift console.
2. Shift lever The position of the shift lever can be changed to obtain better alignment
adjustment nuts with the gear position numbers on the shift console by loosening the three
nuts (2) and rotating the lever. The position of the shift lever switch is
3. Shift lever switch
adjustment screws
also adjustable with the two screws (3).
STMG 706 - 149 -
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2 4

126

1. Transmission gear The transmission gear switch (1) provides input signals to the
switch Transmission/Chassis ECM. The transmission gear switch inputs (also
referred to as the "actual gear inputs") consist of six wires. Five of the six
- Switch type input
wires provide codes to the Transmission/Chassis ECM. Each code is
unique for each position of the transmission gear switch. Each
transmission gear switch position results in two of the five wires sending
a ground signal to the Transmission/Chassis ECM. The other three wires
remain open (ungrounded). The pair of grounded wires is unique for each
gear position. The sixth wire is the "Ground Verify" wire, which is
normally grounded. The Ground Verify wire is used to verify that the
transmission gear switch is connected to the Transmission/Chassis ECM.
The Ground Verify wire allows the Transmission/Chassis ECM to
distinguish between loss of the transmission gear switch signals and a
condition in which the transmission gear switch is between gear detent
positions.
Earlier transmission gear switches use a wiper contact assembly that does
not require a power supply to Pin 4 of the switch. Current transmission
gear switches are Hall-Effect type switches. A power supply is required
to power the switch. A small magnet passes over the Hall cells, which
then provide a non-contact position switching capability. The Hall-Effect
type switch uses the same 24-Volt power supply used to power the
Transmission/Chassis ECM.

2. Upshift solenoid The solenoid outputs provide +Battery voltage to the upshift solenoid (2),
the downshift solenoid (3) or the lockup solenoid (4) based on the input
3. Downshift solenoid information from the operator and the machine. The solenoids are
4. Lockup solenoid
energized until the transmission actual gear switch signals the
Transmission/Chassis ECM that a new gear position has been reached.
STMG 706 - 150 -
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127

• TOS sensor (arrow) The Transmission Output Speed (TOS) sensor (arrow) is located on the
transfer gear housing on the input side of the transmission. Although the
sensor is physically located near the input side of the transmission, the
sensor is measuring the speed of the transmission output shaft. The
sensor is a Hall-Effect type sensor. Therefore, a power supply is required
to power the sensor. The sensor receives 10 Volts from the
Transmission/Chassis ECM. The sensor output is a square wave signal of
approximately 10 Volts amplitude. The frequency in Hz of the square
wave is exactly equal to twice the output shaft rpm. The signal from this
sensor is used for automatic shifting of the transmission. The signal is
also used to drive the speedometer and as an input to other electronic
controls.

• Engine rpm is The Transmission/Chassis ECM uses the TOS sensor to determine when
calculated for shift to shift, but the shifts always occur at a precise engine rpm. The engine
points rpm is known because the Transmission/Chassis ECM knows the gear
ratios of the transfer gear, each gear range of the transmission, the
differential and the final drives. The Transmission/Chassis ECM also
estimates the circumference of the tires. The Transmission/Chassis ECM
uses the gear ratios and tire circumference to calculate the engine rpm for
any ground speed.

• 8T5200 Signal An 8T5200 Signal Generator/Counter can be used to shift the

Generator/Counter transmission during diagnostic tests. Disconnect the harness from the
lockup solenoid and the speed sensor and attach the Signal Generator to
the speed sensor harness. Depress the ON and HI frequency buttons.
Start the engine and move the shift lever to the highest gear position.
Rotate the frequency dial to increase the ground speed and the
transmission will shift.
STMG 706 - 151 -
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2 4

128

1. Service/retarder The service/retarder brake switch (1) is located in the compartment

brake switch behind the cab. The switch is normally closed and opens when
service/retarder brake air pressure is applied. The switch has two
functions for the Transmission/Chassis ECM:
• Service/retarder - Signals the Transmission/Chassis ECM to use elevated shift points,
brakes engaged: which provide increased engine speed during downhill retarding for
increased oil flow to the brake cooling circuit.
- Raises shift points
- Signals the Transmission/Chassis ECM to allow rapid shifting
- Eliminates anti-hunt
during braking by overriding the anti-hunt timer.
timer
A diagnostic code is stored if the Transmission/Chassis ECM does not
receive a closed (ground) signal from the switch within seven hours of
operation time or an open signal from the switch within two hours of
operation time.
The Traction Control System (TCS) also uses the service/retarder brake
• Service/retarder switch as an input through the CAT Data Link (see Slide No. 199).
switch used as TCS
input
STMG 706 - 152 -
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2. Parking/secondary The parking/secondary brake switch (2) is in the parking/secondary brake

brake switch air pressure line. The normally open switch is closed during the
application of air pressure. The purpose of the switch is to signal the
Transmission/Chassis ECM when the parking/secondary brakes are
• Parking/secondary ENGAGED. Since the parking/secondary brakes are spring engaged and
brakes engaged:
pressure released, the parking/secondary brake switch is closed when the
- Eliminates anti-hunt brakes are RELEASED and opens when the brakes are ENGAGED. This
timer signal is used to override the anti-hunt timer for rapid downshifting and is
- Signals parked
used to sense when the machine is parked.
machine
A diagnostic code is stored if the Transmission/Chassis ECM does not
receive a closed (ground) signal from the switch within seven hours of
operation time or an open signal from the switch within one hour of
operation time.
Many relays (3) are located behind the cab. Some of these relays receive
3. Relays output signals from the Transmission/Chassis ECM, and the relays turn on
the desired function. The back-up alarm relay is one of the
Transmission/Chassis ECM output components located behind the cab.
When the operator moves the shift lever to REVERSE, the
Transmission/Chassis ECM provides a signal to the back-up alarm relay,
which turns ON the back-up alarm.

• Hoist lever sensor

Another input to the Transmission/Chassis ECM is the hoist lever sensor
(see Slide No. 157). The main function of the hoist lever sensor is to raise
- Reverse inhibitor and lower the body, but it is also used to NEUTRALIZE the transmission.
operation If the transmission is in REVERSE when the body is being raised, the
hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
- The hoist lever is moved into the HOLD or FLOAT position.
- The shift lever has been cycled into and out of NEUTRAL.

4. System air pressure The system air pressure sensor (4) and the brake light switch (5) are also
sensor located in the compartment behind the cab. The low air pressure sensor
provides an input signal to the Brake ECM. The Brake ECM sends a
5. Brake light switch
signal to the VIMS, which informs the operator of the system air pressure
condition.
STMG 706 - 153 -
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129

1. Body position sensor The body position sensor (1) is located on the frame near the left body
pivot pin. A rod assembly (2) is connected between the sensor and the
2. Body position rod
body. When the body is raised, the rod rotates the sensor, which changes
assembly
the Pulse Width Modulated (PWM) signal that is sent to the
Transmission/Chassis ECM. The adjustment of the rod between the
• Body position sensor sensor and the body is very important. The length of the rod must be
rod adjustment within 10 mm (.39 in.) of the following dimensions (center to center of
the rod ends):
785C: 350 ± 3 mm (13.78 ± .12 in.)
789C: 50 ± 3 mm (13.78 ± .12 in.)

• Body position sensor After the rod has been adjusted, a calibration should be performed. The
calibration body position sensor is calibrated by the Transmission/Chassis ECM
when the following conditions occur:
- Engine is running
- Hoist lever is in FLOAT
- No ground speed is present for one minute
- Body position is 6 degrees different than previous calibration
- Duty cycle output from the sensor is less than 20%
Use the VIMS display to view the body position. When the body is
down, the VIMS should display zero degrees. If the position is greater
than zero degrees, the sensor rod may have to be adjusted.
STMG 706 - 154 -
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The body position signal is used for several purposes.

- Body up gear limiting
- Hoist snubbing
- Starts a TPMS cycle
- Signals a new load count (after 10 seconds in RAISE position)
- Lights the body up dash lamp
- Allows the VIMS to provide body up warnings

• Body up gear limit The body position sensor signal is used to limit the top gear into which
the transmission will shift when the body is UP. The body up gear limit
value is programmable from FIRST to THIRD gear using the ECAP or
ET service tool. The Transmission/Chassis ECM comes from the factory
with this value set to FIRST gear. When driving away from a dump site,
the transmission will not shift past the programmed gear until the body is
down. If the transmission is already above the limit gear when the body
goes up, no limiting action will take place.

• Hoist SNUB control The body position sensor signal is also used to control the SNUB position
of the hoist control valve. When the body is being lowered, the
Transmission/Chassis ECM signals the hoist LOWER solenoid to move
the hoist valve spool to the SNUB position. In the SNUB position, the
body float speed is reduced to prevent the body from making hard contact
with the frame.
• Body up warnings The body position sensor signal is used to provide warnings to the
operator when the truck is moving with the body UP. The faster the
ground speed, the more serious the warning.
INSTRUCTOR NOTE: In the previous slides, only some of the input
and output components of the transmission and chassis control were
shown. Other components will be shown when the system they
control is discussed (hoist solenoids for example).
STMG 706 - 155 -
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STEERING

789C

130

STEERING SYSTEM

• Steering hydraulically This section of the presentation explains the operation of the steering
operated system. As on other Caterpillar Off-highway Trucks, the steering system
uses hydraulic force to change the direction of the front wheels. The
system has no mechanical connection between the steering wheel and the
steering cylinders.

• Secondary steering
If the oil flow is interrupted while the truck is moving, the system
uses accumulators incorporates a secondary steering system. Secondary steering is
accomplished by accumulators which supply oil flow to maintain steering.
The steering system on the "C" Series trucks is the same as the steering
• "C" Series steering system on the "B" Series trucks. No changes were made to the steering
system same as "B" system.
Series
STMG 706 - 156 -
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789C STEERING SYSTEM

HIGH STEERING
PRESSURE SWITCH
NO STEER/MAXIMUM FLOW

STEERING
SOLENOID AND DIRECTIONAL
RELIEF VALVE VALVE
RETURN
MANIFOLD

L R

P
CASE
DRAIN
FILTER

LS

PISTON PUMP

ACCUMULATOR
CHARGING
VALVE
LOW STEERING
PRESSURE SWITCH
HAND
METERING UNIT

131

• 789C steering system
When the engine is started, oil for the steering system is drawn from the
steering hydraulic tank by the steering pump and sent through a one-way
check valve to the solenoid and relief valve manifold. Oil from the
solenoid and relief valve manifold flows to the steering directional valve,
the accumulator charging valve and the accumulators. After the oil
pressure increases to a predetermined pressure in both accumulators, the
steering pump will destroke.

• Accumulators supply
oil for normal and
secondary steering
When a steering demand occurs, the accumulators supply the necessary
oil flow for steering, and pressure in the accumulators decreases. When
the oil pressure in the accumulators decreases to a predetermined level,
the steering pump will automatically upstroke to maintain the oil pressure
required for steering in the accumulators.
STMG 706 - 157 -
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• Accumulators direct Oil from the accumulators flows through the steering directional valve to
oil to steering the Hand Metering Unit (HMU).
directional valve
If the steering wheel is not turned, the oil flows through the HMU and the
main steering oil filter to the tank.
Allowing oil to circulate through the HMU while the steering wheel is
• Orifice in HMU stationary provides a "thermal bleed" condition, which maintains a
provides "thermal temperature differential of less than 28°C (50°F) between the HMU and
bleed" to prevent
the tank. This "thermal bleed" prevents thermal seizure of the HMU
seizure
(sticking steering wheel).
When the steering wheel is turned, the HMU directs oil back to the
• Steering directional steering directional valve. The steering directional valve directs oil to the
valve directs oil to steering cylinders. Depending on which direction the steering wheel is
steering cylinders turned, oil will flow to the head end of one steering cylinder and to the
rod end of the other cylinder. The action of the oil on the pistons and rods
in the steering cylinders causes the wheels to change direction. Displaced
oil from the steering cylinders flows through the back pressure valve in
the steering directional valve and returns through the main steering oil
filter to the tank.
STMG 706 - 158 -
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785C STEERING SYSTEM

HOLD

CASE DRAIN
FILTER
CROSSOVER
PISTON RELIEF
PUMP VALVES

PUMP
SWITCH

HAND
METERING
UNIT

SOLENOID AND
RELIEF VALVE
RETURN MANIFOLD

132

• 785C steering system Oil from the steering pump flows through a one-way check valve to the
solenoid and relief valve return manifold and is then sent to the
accumulators and the Hand Metering Unit (HMU). The 785C truck does
not use a steering directional valve. Oil from the HMU flows through a
crossover relief valve group directly to the steering cylinders.

• Orifice in HMU In the HOLD position, oil flows through an orifice in the HMU to the
provides "thermal tank. Allowing oil to flow through the HMU in the HOLD position
bleed" to prevent provides a "thermal bleed" condition, which prevents thermal seizure of
seizure the HMU (sticking steering wheel).

• Crossover relief The crossover relief valves protect the steering cylinders and oil lines
valves protect from pressure surges when the steering wheel is in the HOLD position by
cylinders and lines equalizing the oil pressure between the head ends and rod ends of the
steering cylinders.

• HMU directs oil to During a turn, the HMU directs oil through the crossover relief valves to
crossover relief the steering cylinders. Displaced oil from the steering cylinders flows
valves and steer back through the HMU to the main steering oil filter.
cylinders
STMG 706
11/98
• Steering tank
1. Upper sight gauge
2. Lower sight gauge
3. Pressure release
button
4. Case drain filter
5. Main steering filter
- 159 -
4 1
133
The steering tank is located on the right platform. Two sight gauges are
on the side of the tank. When the engine is shut off and the oil is cold, the
oil should be visible between the FULL and ADD OIL markings of the
upper sight gauge (l). When the engine is running and the accumulators
are fully charged, the oil level should not be below the ENGINE
RUNNING marking of the lower sight gauge (2). If the ENGINE
RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in
the accumulators and will reduce the secondary steering capacity.
A combination vacuum breaker/pressure relief valve is used to limit the
tank pressure. Before removing the fill cap, be sure that the engine was
shut off with the key start switch and the oil has returned to the tank from
the accumulators. Depress the pressure release button (3) on the breather
to vent any remaining pressure from the tank.
Supply oil for the steering system is provided by a piston-type pump.
Case drain oil from the pump returns to the tank through the filter (4).
The remaining steering system oil returns to the tank through the main
steering filter (5). Both filters are equipped with bypass valves to protect
the system if the filters are restricted or during cold oil start-up.
STMG 706 - 160 -
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6. APU secondary If the steering pump fails or if the engine cannot be started, the
steering connector connector (6) is used to attach an Auxiliary Power Unit (APU). The APU
will provide supply oil from the steering tank at the connector to charge
the steering accumulators. Steering capability is then available to tow the
truck.
INSTRUCTOR NOTE: For more information on using the APU,
refer to the Special Instructions "Using 1U5000 Auxiliary Power Unit
(APU)" (Form SEHS8715) and "Using the 1U5525 Attachment
Group" (Form SEHS8880).
STMG 706 - 161 -
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2
1

134

1. 785C steering pump The piston-type steering pump (1) for the 785C truck is mounted to the
pump drive. The pump drive is located on the inside of the right frame
rail near the torque converter.
The steering pump operates only when the engine is running and provides
the necessary oil flow to the accumulators for steering system operation.
2. Pressure The steering pump for the 785C truck contains a pressure compensator
compensator valve valve (2) that monitors and controls steering pump output.
STMG 706 - 162 -
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785C STEERING PUMP

MAXIMUM FLOW
SWASHPLATE PISTON
SUPPLY OIL

OUTPUT
OIL

SPRING CONTROL PISTON PRESSURE COMPENSATOR

VALVE

135

• 785C steering pump Shown is a sectional view of the piston-type steering pump for the 785C
truck in the MAXIMUM FLOW condition. No oil pressure is present in
- Maximum flow the control piston. In this condition, the swashplate is kept at maximum
angle by the force of the spring in the pump housing. The pistons travel
• Swashplate at in and out of the barrel and maximum flow is provided through the outlet
maximum angle port. Since the pump is driven by a shaft off the engine, it should be
allows maximum flow
remembered that engine rpm also affects pump output.
STMG 706 - 163 -
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PUMP COMPENSATOR VALVE

MAXIMUM PUMP FLOW MINIMUM PUMP FLOW

FROM FROM
DRAIN PASSAGES PUMP DRAIN PASSAGES PUMP
TO TO
CONTROL PISTON CONTROL PISTON

136

• 785C pump Shown is a sectional view of the pump compensator valve for the 785C
compensator valve truck. The pump compensator valve senses pump supply pressure through
a passage in the valve body. When the outlet pressure is less than the
- Maximum flow
force of the spring on the end of the compensator spool, the oil is blocked
from flowing to the pump control piston.

- Minimum As the accumulators fill, the pressure of the oil through the pump outlet
flow/maximum increases. The pump supply pressure will increase until the pressure of
pressure the oil in the pump passage in the pump compensator valve is high enough
to overcome the spring force on the compensator spool. The spool then
moves to the left and opens the passage to the control piston. This
movement occurs when the outlet oil pressure is approximately
17580 ± 345 kPa (2550 ± 50 psi).

• Adjust compensator The pressure setting can be adjusted by changing the shim thickness
with shims behind the compensator spool spring. Remove the plug and add shims to
increase the pressure setting. Remove shims to lower the setting.
STMG 706 - 164 -
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785C STEERING PUMP

MINIIMUM FLOW

SWASHPLATE PISTON
SUPPLY OIL

OUTPUT OIL

CONTROL PISTON PRESSURE

COMPENSATOR VALVE

137

• 785C steering pump The pressure of the oil from the compensator valve passage moves the
control piston, which rotates the swashplate toward the minimum angle.
- Minimum The pistons now have very little movement in and out of the barrel as the
flow/maximum
pressure retraction plate and slippers follow the minimum angle of the swashplate.
While the accumulators are filled, this small movement of the pistons
maintains the pressure at the setting of the pressure compensator valve.
The compensator spool will remain open to provide pressure oil behind
the control piston. Excess oil from the pump outlet goes into the pump
case for cooling and lubrication. The oil then goes through a drain line to
the case drain oil filter and steering hydraulic tank.

• Pump returns to As the steering wheel is turned and oil is taken from the accumulators, the
maximum flow pressure at the pump outlet will decrease. When accumulator pressure
decreases, the pressure compensator valve will allow the swashplate to
move toward maximum angle and increase pump output.
STMG 706 - 165 -
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3
4

138

1. Steering pump The 789C is equipped with a load sensing, pressure compensated,
piston-type pump (1). The steering pump is mounted to the pump drive.
The pump drive is located on the inside of the right frame rail near the
torque converter.

2. Load sensing The steering pump operates only when the engine is running and provides
controller the necessary flow of oil to the accumulators for steering system
operation. The steering pump contains a load sensing controller (2) that
works with an accumulator charging valve to monitor and control steering
pump output.

• CUT-OUT pressure The steering pump will produce flow at high pressure until the steering
accumulators are charged with oil and the pressure increases to
18300 ± 350 kPa (2655 ± 50 psi) at LOW IDLE. This pressure is referred
• LOW PRESSURE to as the CUT-OUT pressure. When the CUT-OUT pressure is reached,
STANDBY the accumulator charging valve reduces the load sensing signal pressure
to the pump load sensing controller, and the pump destrokes to the LOW
PRESSURE STANDBY condition. During LOW PRESSURE
STANDBY, the pressure should be between 2070 and 3600 kPa
(300 and 525 psi).

• CUT-IN pressure The pump operates at minimum swashplate angle to supply oil for
lubrication and leakage. Because of the normal leakage in the steering
system and Hand Metering Unit (HMU) "thermal bleed", the pressure in
the accumulators will gradually decrease to 16470 ± 350 kPa
(2390 ± 50 psi). This pressure is referred to as the CUT-IN pressure.
STMG 706 - 166 -
11/98

When the pressure in the accumulators decreases to the CUT-IN pressure,

the accumulator charging valve blocks the load sensing signal line to the
load sensing controller from returning to the tank, and the pump upstrokes
to maximum displacement (full flow).

3. LOW PRESSURE
A pressure tap (3) is located on the pump pressure switch manifold. If
STANDBY pressure steering pump supply pressure is measured at this tap during LOW
tap PRESSURE STANDBY, a gauge acceptable for testing maximum
steering system pressure must be used to avoid damaging the gauge when
the steering pump upstrokes to provide maximum oil flow.

4. Low steering Two pressure switches monitor the condition of the steering system on the
pressure switch 789C. One switch (4) monitors the output of the steering pump. This
switch monitors pump supply pressure during LOW PRESSURE
STANDBY. The VIMS refers to this switch as the "low steering
pressure" switch.

• High steering The other steering pressure switch is mounted on the bottom of one of the
pressure switch steering accumulators (see Slide No. 153). This switch monitors the
steering system accumulator pressure. The VIMS refers to this switch as
the "high steering pressure" switch.

• Steering pressure Both steering pressure switches provide input signals to the
warning only above Transmission/Chassis ECM. The Transmission/Chassis ECM sends
8 km/h (5 mph) signals to the VIMS, which informs the operator of the condition of the
steering system. A steering system warning is only displayed if the
ground speed is above 8 km/h (5 mph) or the actual gear switch is not in
NEUTRAL.
STMG 706 - 167 -
11/98

2
4

6 3
5

139

• 789C trucks On the 789C truck, steering pump supply oil flows through a check
valve (1) to the solenoid and relief valve manifold (2). The solenoid and
1. Check valve
relief valve manifold connects the steering pump to the accumulator
2. Solenoid and relief charging valve (3), the accumulators and the steering directional
valve manifold valve (4). The solenoid and relief valve manifold also provides a path to
drain for the steering oil.
3. Accumulator
charging valve When checking the steering system CUT-OUT and CUT-IN pressures, a
gauge can be connected at the pressure tap (5).
4. Steering directional
valve Steering system oil samples can be taken at the steering system Scheduled
Oil Sampling (S•O•S) tap (6).
5. Steering system
pressure tap

6. Steering system
S•O•S tap
STMG 706 - 168 -
11/98

789C STEERING PUMP

MAXIMUM FLOW
FROM ACCUMULATORS

TO ACCUMULATORS
ACCUMULATOR PUMP OUTPUT
CHARGING
VALVE ACTUATOR
PISTON

LOAD SENSING
PRESSURE

FLOW
COMPENSATOR

LOAD SENSING
CONTROLLER
SWASHPLATE
PISTON

140

• Steering pump After the engine is started, pressure increases in the steering accumulators.
operation The pump load sensing controller is spring biased to vent the actuator
piston pressure to drain. Venting pressure from the load sensing controller
• Actuator piston
drained during and the actuator piston positions the spring biased swashplate to
maximum flow maximum displacement (full flow).
As pressure increases in the accumulators, pump supply pressure is sensed
in the accumulator charging valve and on both ends of the flow
compensator. With pressure on both ends of the flow compensator, the
swashplate is kept at maximum angle by the force of the spring in the
pump housing and pump discharge pressure on the swashplate piston.
The pistons travel in and out of the barrel and maximum flow is provided
through the outlet port. Since the pump is driven by the engine, engine
rpm also affects pump output.
NOTE: Because the signal lines are sensing pump supply pressure
and not a "load" pressure, the steering system does not operate the
same as other load sensing systems with a margin pressure.
STMG 706 - 169 -
11/98

789C STEERING PUMP

LOW PRESSURE STANDBY
FROM ACCUMULATORS

TO ACCUMULATORS
ACCUMULATOR
CHARGING PUMP OUTPUT ACTUATOR
VALVE PISTON

LOAD SENSING
PRESSURE

FLOW
COMPENSATOR

LOAD SENSING
CONTROLLER

SWASHPLATE
PISTON

141

• Accumulator charging Pump supply pressure will increase until the accumulator pressure acting
valve shifts on the accumulator charging valve shifts the spool, and the load sensing
signal pressure is vented to the tank. The accumulator charging valve
• Signal pressure
decreases spool shifts (cut-out) when the pump outlet oil pressure is approximately
18300 ± 350 kPa (2655 ± 50 psi).
An orifice prevents supply pressure from filling the drained load sensing
• Pump at LOW
passage above the flow compensator. Pump oil (at low pressure standby
PRESSURE STANDBY
pressure) flows past the lower end of the displaced flow compensator
spool to the actuator piston. The actuator piston has a larger surface area
than the swashplate piston. The oil pressure at the actuator piston
overcomes the spring force of the swashplate piston and moves the
swashplate to destroke the pump. The pump is then at a low flow, LOW
PRESSURE STANDBY condition. Pump output pressure is equal to the
setting of the flow compensator. The LOW PRESSURE STANDBY
setting must be between 2070 and 3600 kPa (300 and 525 psi).
STMG 706 - 170 -
11/98

In the NEUTRAL or NO STEER position, demand for oil from the

accumulators is low. The pump operates at minimum swashplate angle to
supply oil for lubrication and leakage. Because of the normal leakage in
the steering system and HMU "thermal bleed.", the pressure in the
accumulators will gradually decrease to approximately 16470 ± 350 kPa
(2390 ± 50 psi) (90% of the accumulator charging valve cut-out pressure).
When the pressure in the accumulators decreases to 16470 ± 350 kPa
• Charging valve shifts (2390 ± 50 psi), the accumulator charging valve shifts (cut-in) and blocks
when accumulator
pressure decreases the load sensing signal line pressure from the tank. Pump supply oil
flows through the orifice and pressurizes the load sensing signal line. The
• Pump returns to full load sensing signal shifts the flow compensator spool and drains the
flow actuator piston oil to the tank. Venting pressure from the actuator piston
positions the spring biased swashplate to maximum displacement (full
flow).
• Steering pump cycle At LOW lDLE in the NEUTRAL or NO STEER position, the pump will
time cycle between the cut-out and cut-in conditions in 25 seconds or more.
Connecting a pressure gauge to the pressure tap on the bottom of the
steering directional valve will indicate these steering system pressures. If
pump pressure cycles in less than 25 seconds, leakage is in the system and
must be corrected. Typical sources of leakage can be the accumulator
bleed down solenoid or the back-up relief valve located on the return
manifold.
STMG 706 - 171 -
11/98

2
1

142

1. Accumulator Shown is the accumulator charging valve (1). The accumulator charging
charging valve valve is located on the frame rail near the front of the truck and below the
engine oil pan.

• Adjusting charging The pressure setting of the accumulator charging valve can be changed by
valve adjusting the spring force that keeps the valve seated (closed). Change
the setting by removing the protective cap (2) and turning the adjustment
2. Protective cap screw clockwise to increase or counterclockwise to decrease the pressure
setting. Do not exceed 14 N•m (10 lb. ft.) torque on the adjustment screw
when making the adjustments. One turn of the adjustment screw changes
the pressure approximately 4000 kPa (580 psi).
Operate the engine at LOW IDLE and check the pump (accumulator)
pressure at the pressure tap (3). The pump will cycle between cut-out and
cut-in every 25 seconds or more. The pressure gauge will indicate these
steering system pressures. Turn the adjusting screw until the cut-out
pressure is correct.
If the accumulator charging pressure cannot be adjusted within
specifications, an adjustment of the high pressure cutoff valve is required.
The high pressure cutoff setting must be a minimum of 1720 kPa
(250 psi) higher than the accumulator charging valve setting.

• Allow three charging NOTE: When testing or adjusting any steering system pressure
cycles before testing settings, always allow the accumulator charge cycle to occur at least
pressures three times before testing the pressures. Failure to allow the charging
cycle to occur three times will result in inaccurate readings.
STMG 706 - 172 -
11/98

LOAD SENSING CONTROLLER

FROM
ACCUMULATOR

ACCUMULATOR
CHARGING VALVE
TO
ACCUMULATOR
DISCONNECT AND
PLUG LINE FOR HIGH PRESSURE CUTOFF
HIGH PRESSURE ADJUSTMENT SCREW
CUTOFF TEST

LOW PRESSURE
STANDBY ADJUSTMENT
SCREW TO TANK

TO ACTUATOR PISTON
FROM PUMP OUTPUT PORT

143

• Adjusting high Pump pressure limiting (high pressure cutoff) is adjustable. To adjust the
pressure cutoff pump high pressure cutoff valve, turn the accumulator charging valve
adjustment screw all the way in, or disconnect the load sensing (LS) line
- Disconnect load (pump to accumulator charging valve) at the pump. Plug the line to the
sensing line
accumulator charging valve and cap the fitting on the pump. Operate the
engine at LOW IDLE, and check the pump (accumulator) pressure at the
pressure tap below the steering directional valve.

- Adjust high pressure Turn the compensator (high pressure cutoff) adjusting screw while
cutoff adjusting watching the pressure gauge. One turn is equal to approximately
screw 2800 kPa (405 psi). Adjust the pressure to 20000 ± 350 kPa
(2900 ± 50 psi). When the adjustment is complete, reconnect the LS line
to the pump.
• Cutoff setting must be The high pressure cutoff setting must be a minimum of 1720 kPa (250 psi)
higher than charging
valve setting
higher than the accumulator charging valve setting. If the high pressure
cutoff setting of the compensator valve (in the load sensing controller) is
lower than the accumulator charging valve setting, the pump will stay at
MINIMUM FLOW, and the steering system will take too long to recharge.
The high pressure cutoff adjustment provides a back-up if the accumulator
charging valve malfunctions.
STMG 706 - 173 -
11/98

• Adjusting low Pump LOW PRESSURE STANDBY is also adjustable. Connect a gauge
pressure standby to the low pressure standby pressure tap (see Slide No. 138). With the
signal line connected, operate the engine at LOW IDLE and check the
pump pressure. The pump will cycle to low pressure standby every
25 seconds or more. Low pressure standby must be between
2070 and 3600 kPa (300 and 525 psi). If adjustment is required, stop the
engine.
Turn the low pressure standby adjustment screw clockwise to increase the
pressure and counterclockwise to decrease the pressure until the pressure
is between 2070 and 3600 kPa (300 and 525 psi). Each 1/4 turn changes
the pressure setting approximately 345 kPa (50 psi).
NOTE: If the steering pump is adjusted on a hydraulic test stand, set
the margin pressure to 2070 ± 100 kPa (300 ± 15 psi) with a flow of
115 ± 12 L/min (30 ± 3 gpm), 1838 rpm and 15000 kPa (2180 psi)
discharge pressure. The low pressure standby reading measured on a
truck is higher than the test stand margin pressure due to parasitic
loads in the truck steering system.
STMG 706 - 174 -
11/98

2
4
3

144

• 789C solenoid and On the 789C truck, steering pump supply oil flows through a check valve
relief valve manifold (1) to the solenoid and relief valve manifold. The solenoid and relief
valve manifold connects the steering pump to the accumulator charging
valve, the accumulators and the steering directional valve. The solenoid
and relief valve manifold also provides a path to drain for the steering oil.

1. Check valve The check valve (1) prevents accumulator oil from flowing back to the
steering pump when the pump destrokes to LOW PRESSURE
STANDBY.

2. Accumulator bleed The accumulator bleed down solenoid (2) drains pressure oil from the
down solenoid accumulators when the truck is not in operation.

3. Back-up relief valve The back-up relief valve (3) protects the system from pressure spikes if
the pump cannot destroke fast enough or limits the maximum pressure if
the steering pump high pressure cutoff valve does not open.

4. Steering system Steering system oil samples can be taken at the steering system Scheduled
S•O•S tap Oil Sampling (S•O•S) tap (4)

5. Secondary steering To operate the steering system on a disabled truck, an Auxiliary Power
connector Unit (APU) can be connected to the secondary steering connector (5) on
the solenoid and relief valve manifold and to a suction port on the
hydraulic tank (see Slide No. 133). The APU will provide supply oil to
charge the accumulators. Steering capability is then available to tow the
truck.
STMG 706 - 175 -
11/98

1 6

3 2

145

• 785C solenoid and On the 785C truck, steering pump supply oil flows through a check valve
relief valve manifold (1) to the solenoid and relief valve manifold. The solenoid and relief
valve manifold connects the steering pump to the accumulators and the
HMU. The solenoid and relief valve manifold also provides a path to
drain for the steering oil.
The check valve (1) prevents accumulator oil from flowing back to the
1. Check valve
steering pump
The accumulator bleed down solenoid (not shown) drains pressure oil
• Accumulator bleed from the accumulators when the truck is not in operation.
down solenoid (not
shown) The back-up relief valve (2) limits the maximum pressure if the steering
2. Back-up relief valve pump compensator valve fails.
Steering system oil samples can be taken at the steering system Scheduled
Oil Sampling (S•O•S) tap (3)
3. Steering system
S•O•S tap To operate the steering system on a disabled truck, an Auxiliary Power
Unit (APU) can be connected to the secondary steering connector (4) on
4. Secondary steering the solenoid and relief valve manifold and to a suction port on the
connector hydraulic tank (see Slide No. 133). The APU will provide supply oil to
charge the accumulators. Steering capability is then available to tow the
truck.
5. Steering accumulator
The 785C has two accumulators (5). The steering system pressure tap (6)
6. Steering system is located on the bottom of the left steering accumulator.
pressure tap
STMG 706 - 176 -
11/98

SOLENOID AND RELIEF VALVE MANIFOLD

FROM ACCUMULATORS

TO
TANK

BLEED DOWN
SOLENOID
BACKUP RELIEF
VALVE

146

• Solenoid and relief Shown is a sectional view of the solenoid and relief valve manifold. The
valve manifold accumulator bleed down solenoid is energized by the bleed down solenoid
shutdown control (see Slide No. 154) when the key start switch is moved
to the OFF position. The bleed down solenoid shutdown control holds the
solenoid open for 70 seconds.

• Bleed down solenoid Pressure oil from the accumulators is sensed by the bleed down solenoid.
drains accumulators When the solenoid is ENERGIZED, the plunger moves and connects the
pressure oil to the drain passage. Pressure oil flows through an orifice,
past the plunger, to the tank. The orifice limits the return oil flow from
the accumulators to a rate which is lower than the flow limit (restriction)
of the steering oil filter in the hydraulic tank. When the solenoid is
DE-ENERGIZED, spring force moves the plunger and pressure oil cannot
go to drain.
STMG 706 - 177 -
11/98

• Back-up relief valve The back-up relief valve protects the steering system if the steering pump
protects system if malfunctions (fails to destroke). Pressure oil from the steering pump
pump does not
works against the end of the back-up relief valve and the spring. The
destroke
relief valve unseats (opens) if the pressure reaches approximately:
785C: 22740 ± 350 kPa (3300 ± 50 psi) at 8 ± 2 L/min (2 ± .5 gpm)
789C: 20670 ± 400 kPa (3000 ± 60 psi) at 8 ± 2 L/min (2 ± .5 gpm)
Oil then flows past the relief valve and drains to the tank.

• Adjust back-up relief The back-up relief valve must be adjusted only on a test bench. The
valve on test bench pressure setting of the back-up relief valve can be changed by adjusting
only the spring force that keeps the relief valve seated (closed). To change the
relief valve setting, remove the protective cap and turn the adjustment
screw clockwise to increase or counterclockwise to decrease the pressure
setting. One revolution of the setscrew will change the pressure setting
3800 kPa (550 psi).

• Functional test of A functional test of the back-up relief valve can be performed on the
back-up relief valve machine by installing a manual hydraulic pump at the location of the
(on machine) Auxiliary Power Unit (APU) connector and installing blocker plates to
prevent oil from flowing to the accumulators. See the service manual for
more detailed information.
NOTE: Using the functional test procedure to adjust the back-up
relief valve will provide only an approximate setting. Accurate
setting of the back-up relief valve can only be performed on a
hydraulic test bench.
STMG 706 - 178 -
11/98

147

1. 789C steering The steering directional valve (1) used on the 789C truck is pilot operated
directional valve from the HMU in the operator’s station. Five pilot lines connect these
two components. The pilot lines send pilot oil from the HMU to shift the
spools in the steering directional valve. The spools control the amount
and direction of pressure oil sent to the steering cylinders. Four pilot lines
are used for pump supply, tank return, left turn and right turn. The fifth
pilot line is for the load sensing signal.
2. Steering system When checking the steering system cut-out and cut-in pressures, a gauge
pressure tap can be connected at the pressure tap (2).
STMG 706 - 179 -
11/98

LEFT TURN TO TANK RIGHT TURN

CYLINDER CYLINDER
BACK PRESSURE
VALVE
RELIEF/MAKEUP
VALVE
RELIEF/MAKEUP
VALVE

STEERING
DIRECTIONAL VALVE
NO TURN RIGHT TURN LEFT TURN
PILOT OIL PILOT OIL
COMBINER/CHECK
SPOOL AMPLIFIER SPOOL

PRIORITY SPOOL

LOAD
SENSING PORT HAND METERING
FROM UNIT SUPPLY AND
ACCUMULATOR THERMAL BLEED

148

• Steering directional
valve components:
- Priority spool
- Amplifier spool with
combiner/check
spool
- Directional spool
- Relief/makeup
valves
- Back pressure valve
Shown is a sectional view of the steering directional valve. The main
components of the steering directional valve are: the priority spool, the
amplifier spool with internal combiner/check spool, the directional spool,
the relief/makeup valves and the back pressure valve.
Pressure oil from the accumulators flows past the spring biased priority
spool and is blocked by the amplifier spool. The same pressure oil flows
through an orifice to the right end of the priority spool. The orifice
stabilizes the flow to the priority spool and must be present to open and
close the priority spool as the flow demand changes. The same pressure
oil flows to the HMU. After all the passages fill with pressure oil, the
priority spool shifts to the left, but remains partially open. In this
position, the priority spool allows a small amount of oil flow (thermal
bleed) to the HMU and decreases the pressure to the HMU supply port.
The "thermal bleed" prevents the HMU from sticking.
STMG 706 - 180 -
11/98

• Steering directional With the truck in the NEUTRAL or NO TURN position, all four working
valve in NO STEER ports (supply, tank, right turn and left turn) are vented to the tank through
position
the HMU. The directional spool is held in the center position by the
centering springs.

• Relief/makeup valves While the truck is traveling straight (no steer), any rolling resistance
(opposition) acting on the steering cylinders creates a pressure increase.
• External impact opens The increased pressure acts on the relief/makeup valve in that port. If the
a relief valve and a
pressure increase exceeds 28000 ± 1000 kPa (4065 ± 150 psi), the relief
makeup valve
poppet will open. A pressure drop occurs across the orifice. The pressure
drop causes the dump valve to move and allows oil to flow to the tank
passage.
The relief action causes the makeup portion of the other relief/makeup
valve to open and replenish oil to the low pressure ends of the cylinders.

• Back pressure valve The excess (dumped) oil flows across the back pressure valve and enters
sends pressure to the outer end of the other relief/makeup valve. A pressure difference of
makeup valve 48 kPa (7 psi) between the tank passage and the low pressure cylinder
port causes the makeup valve to open. The excess oil flows into the low
pressure cylinder port to prevent cavitation of the cylinder. The back
pressure valve also prevents cavitation of the cylinders by providing a
positive pressure of 170 kPa (25 psi) in the passage behind the makeup
valve. A pressure higher than 170 kPa (25 psi) will open the back
pressure valve to the tank.
• Adjust relief/makeup The steering directional valve must be removed and tested on a hydraulic
valves on test bench test bench to accurately check the setting of the relief/makeup valves.
only
• Functional test of A functional test of the relief/makeup valves can be performed on the
relief/makeup valves machine by connecting a manual hydraulic pump and installing blocker
(on machine) plates to prevent oil from flowing to the steering cylinders. See the
service manual for more detailed information.
NOTE: Using the functional test procedure to adjust the
relief/makeup valves will provide only an approximate setting.
Accurate setting of the relief/makeup valves can only be performed
on a hydraulic test bench.
STMG 706 - 181 -
11/98

LEFT TURN TO TANK RIGHT TURN BACK

CYLINDER CYLINDER PRESSURE VALVE
RELIEF/MAKEUP
VALVE
RELIEF/MAKEUP
VALVE

STEERING
DIRECTIONAL VALVE
RIGHT TURN
RIGHT TURN LEFT TURN
PILOT OIL PILOT OIL

COMBINER/CHECK AMPLIFIER SPOOL

SPOOL

PRIORITY SPOOL

LOAD SENSING PORT

HAND METERING
FROM UNIT SUPPLY AND
ACCUMULATOR THERMAL BLEED

149

• Steering directional When the steering wheel is turned to the RIGHT, the "thermal bleed" and
valve during a RIGHT venting of the four work ports to the tank is stopped. The increased
TURN supply pressure flows to the HMU and the load sensing pilot line. The
load sensing pilot line directs cylinder pressure to the priority spool in the
directional valve. Cylinder pressure is present in the HMU because pilot
oil combines with accumulator oil in the combiner/check valve spool in
• Load sensing pilot the directional valve. The increased pressure in the load sensing line
pressure moves causes the priority spool to move to the right and allows more oil flow to
priority spool the HMU through the supply line. The load sensing port supply pressure
varies with the steering load. The priority spool moves proportionally,
allowing sufficient oil flow to meet the steering requirements.

• Pilot oil moves Pilot oil flows through a stabilizing orifice to the right turn pilot port of
directional spool the directional valve and moves the directional spool. Movement of the
directional spool allows pilot oil to flow to the amplifier and
combiner/check spools.
STMG 706 - 182 -
11/98

• Pilot oil moves The pilot oil divides at the amplifier spool. Pilot oil flows through a
amplifier spool narrow groove around the combiner/check spool. The pilot oil is
momentarily blocked until the amplifier spool moves far enough to the
right to allow partial oil flow through one of eight orifices.
Pilot oil also flows through a connecting pin hole and a stabilizing orifice
to the left end of the amplifier spool and causes the amplifier spool to
move to the right. Accumulator oil at the spring end (right end) of the
amplifier spool flows through a mid-connecting pin to the left end of the
amplifier spool and also causes the amplifier spool to move to the right.

• Pilot and accumulator When the amplifier spool moves to the right, accumulator oil flows to the
oil combine in inner chamber, forcing the combiner/check spool to the left. Accumulator
combiner/check spool oil then flows through seven of the eight orifices. Pilot and accumulator
oil combine. Oil flows across the directional spool (which has already
shifted) for a RIGHT TURN.

• Turning steering The faster the steering wheel is turned, the farther the directional spool
wheel faster provides and the amplifier spool are shifted. A higher flow rate is available, which
more flow to cylinders causes the truck to turn faster. The ratio of pilot and pump supply oil that
combine is always the same because one orifice is dedicated to pilot flow
and seven orifices are dedicated to accumulator supply flow.
Return oil from the cylinders flows across the directional spool, around
the relief/makeup valve, forces the back pressure valve open and returns
to the tank.

• Pressure spike moves During a turn, if a front wheel strikes a large obstruction that cannot
combiner/check spool move, oil pressure in that steering cylinder and oil line increases. Oil
and blocks flow to flow to the cylinder is reversed. This pressure spike is felt in the
HMU amplifier spool. The combiner/check spool moves to the right and blocks
the seven pump supply oil orifices to the steering cylinders. The
amplifier spool moves to the left and blocks the pilot oil orifice. Pilot oil
flow to the steering cylinders stops. The pressure spike is not felt at the
HMU. If the pressure spike is large enough, the relief/makeup valve
drains the pressure oil to the tank as previously described.
STMG 706 - 183 -
11/98

150

1. 785C solenoid and Shown is the solenoid and relief valve manifold (1) and the crossover
relief valve manifold relief valves (2) on the 785C truck.

2. Crossover relief The crossover relief valves (2) are located in one housing mounted on the
valves inside of the left frame rail near the front of the truck. The crossover
relief valves prevent damage from high pressure oil in the steering
- Protect cylinders
cylinder circuit caused by an outside force applied to a front wheel when
and lines
the steering wheel is stationary.

3. Pressure taps The crossover relief valve housing contains two pressure taps (3) where
steering system pressure can be measured. One tap shows pressure during
a left turn and the other tap shows pressure during a right turn.
To check the steering system pressure, turn the steering wheel completely
in either direction. Operate the engine at LOW IDLE. Continue to turn
the steering wheel after the wheels have stopped and the pressure will
increase to the pump compensator valve setting. Check the steering
• Pressure difference pressure while turning in both directions. The pump compensator valve
could indicate setting should be observed on the gauge in both directions. If the pressure
incorrect crossover readings are different, one of the crossover relief valve settings is
relief valve setting probably incorrect. A misadjusted valve must be removed and readjusted
on a test bench.

4. Steering system On the 785C, one pressure switch (4) monitors the condition of the
pressure switch steering system. The switch provides an input signal to the
Transmission/Chassis ECM. The Transmission/Chassis ECM sends a
signal to the VIMS.
STMG 706 - 184 -
11/98

785C CROSSOVER RELIEF SYSTEM

EXTERNAL IMPACT

CROSSOVER
RELIEF VALVES

HAND
METERING UNIT

151

• Crossover relief On the 785C truck, when the steering wheel is stationary, the HMU blocks
valves equalize oil in the steering cylinders and in the lines between the steering cylinders
pressure between and the HMU. The oil blockage prevents the front wheels from moving
steering cylinders
when the steering wheel is not turned. If pressure is applied against the
front wheels while the steering wheel is stationary, the pressure of the oil
increases in the head end of one cylinder and the rod end of the other
cylinder. If the increase of oil pressure exceeds 18270 kPa (2650 psi) at
the affected crossover relief valve, the valve will open. Oil from the high
pressure ends of the steering cylinders then transfers to the low pressure
ends of the cylinders.
STMG 706 - 185 -
11/98

152

• 789C HMU (arrow) The 789C Hand Metering Unit (HMU) (arrow) is located at the base of
the steering column behind a cover at the front of the cab. The HMU is
connected to the steering wheel and controlled by the operator.

• 789C meters oil to The 789C HMU meters the amount of oil sent to the steering directional
directional valve valve by the speed at which the steering wheel is turned. The faster the
HMU is turned, the higher the flow sent to the steering cylinders from the
steering directional valve, and the faster the wheels will change direction.

• 785C HMU is larger to The 785C HMU is larger because oil flows directly from the HMU,
handle more flow through the crossover relief valve, to the steering cylinders. The capacity
of the 785C HMU must be large enough to handle the flow required to fill
the steering cylinders and allow satisfactory steering cycle times.

• HMU ports On the front of the HMU are four ports:

- Return to tank - Left turn
- Pump supply - Right turn
The 789C HMU has a fifth port on the side of the HMU. The fifth port is
the load sensing signal line to the steering directional valve.
STMG 706 - 186 -
11/98

153

1. 789C steering Two steering accumulators (1) provide the supply oil during normal
accumulators operation and temporary secondary steering if a loss of pump flow occurs
(789C shown).
Inside each accumulator is a rubber bladder that is charged with nitrogen.
The nitrogen charge provides energy for normal steering and secondary
steering capability if steering pump flow stops.

• Check secondary To check the secondary steering system, the engine must be shut off with
steering the manual shutdown switch (see Slide No. 25) while leaving the key start
switch in the ON position. When the manual shutdown switch is used,
the bleed down solenoid is not energized and the accumulators do not
bleed down. The truck can then be steered with the engine stopped.

2. Steering accumulator The steering accumulator pressure switch (2) monitors the steering
pressure switch accumulator pressure. The switch provides an input to the VIMS. The
VIMS refers to this switch as the "high steering pressure" switch.

WARNING

High pressure oil remains in the accumulators if the manual

shutdown switch is used. To release the oil pressure in the
accumulators, turn the key start switch to the OFF position and turn
the steering wheel left and right until the oil is drained from the
accumulators (steering wheel can no longer be turned).
STMG 706 - 187 -
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154

• Shutdown control Shown is the shutdown control (arrow) for the steering accumulator bleed
(arrow) down solenoid. The control is located in the compartment behind the cab.
The steering accumulator bleed down solenoid is activated by the control
when the key start switch is moved to the OFF position. The bleed down
solenoid shutdown control holds the solenoid open for 70 seconds.
The charge pressure for the steering accumulators is:

• Accumulator charge 785C: 8270 ± 0 kPa (1200 ± 0 psi)

pressures 789C: 5512 ± 345 kPa (800 ± 50 psi)
STMG 706 - 188 -
11/98

HOIST SYSTEM

789C

155

HOIST SYSTEM

• Hoist system The hoist system on the 785C and 789C trucks is electronically controlled
controlled by
by the Transmission/Chassis ECM. The hoist control system operates
Transmission/Chassis
ECM similarly to the earlier trucks. The four operating positions are: RAISE,
HOLD, FLOAT and LOWER.

• Hoist SNUB control The hoist valve has a fifth position referred to as the SNUB position. The
operator is unaware of the SNUB position because a corresponding lever
position is not provided. When the body is being lowered, just before the
body contacts the frame, the Transmission/Chassis ECM signals the hoist
solenoids to move the hoist valve spool to the SNUB position. In the
SNUB position, the body float speed is reduced to prevent the body from
making hard contact with the frame.
STMG 706 - 189 -
11/98

156

• Hoist lever (arrow) The operator controls the hoist lever (arrow). The four positions of the
hoist lever are RAISE, HOLD, FLOAT and LOWER.

• Hoist lever normally in The truck should normally be operated with the hoist lever in the FLOAT
FLOAT position position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not on the hoist
cylinders. The hoist control valve will actually be in the SNUB position.
NOTE: If the truck is started with the body raised and the hoist lever
in FLOAT, the lever must be moved into HOLD and then FLOAT
before the body will lower.
STMG 706 - 190 -
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157

• Hoist control position The hoist lever controls a Pulse Width Modulated (PWM) position
sensor (arrow) sensor (arrow). The PWM sensor sends duty cycle input signals to the
• Sensor energizes two Transmission/Chassis ECM. Depending on the position of the sensor and
solenoids on hoist the corresponding duty cycle, one of the two solenoids located on the
valve hoist valve is energized.
The four positions of the hoist lever are RAISE, HOLD, FLOAT and
LOWER but since the sensor provides a duty cycle signal that changes for
• Hoist lever sensor
all positions of the hoist lever, the operator can modulate the speed of the
provides modulation
hoist cylinders.
• Hoist lever sensor The hoist lever sensor also replaces the body raise switch (transmission
performs two neutralizer switch) that was located behind the operator’s seat. The hoist
functions:
lever sensor performs two functions:
- Raises and lowers - Raises and lowers the body
body
- Neutralizes - Neutralizes the transmission in REVERSE
transmission in
REVERSE
STMG 706
11/98
1. Hoist, converter and
brake tank
2. Oil level sight gauges
- Lower gauge for
filling tank with
cylinders RAISED
• Use only TDTO oil
3. Breather
- 191 -
158
Shown is the hoist, converter and brake oil hydraulic tank (1) and the oil
level sight gauges (2). The oil level is normally checked with the upper
sight gauge. The oil level should first be checked with cold oil and the
engine stopped. The level should again be checked with warm oil and the
engine running.
The lower sight gauge is used when filling the hydraulic tank with the
hoist cylinders in the RAISED position. When the hoist cylinders are
lowered, the hydraulic oil level will increase. After the hoist cylinders are
lowered, check the hydraulic tank oil level with the upper sight gauge as
explained above.
Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer.
TDTO-4 oil:
- Provides maximum frictional capability required for clutch discs
used in the brakes.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
Check the hydraulic tank breather (3) for restriction. Clean the filter if it
is restricted.
STMG 706 - 192 -
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159

• Rear of tanks Shown is the rear of the transmission and hoist, converter and brake oil
hydraulic tanks. The hoist system pumps pull oil from the hydraulic tank
• Hoist suction screens
through the suction screens (arrows) located in the rear of the tank.
(arrows)
STMG 706 - 193 -
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2
2 1

160

1. Two section hoist The hoist system oil for the "C" Series Trucks is supplied by a two section
pump pump (1) located at the top rear of the pump drive. Oil flows from the
2. Hoist system hoist pump through two screens to the hoist valve. The hoist system
pressure taps pressure can be tested at the two pressure taps (2).
The hoist system relief pressures are different in the RAISE and LOWER
positions.

• Hoist pressures The hoist system relief pressure during RAISE is:
during RAISE 17225 + 700 - 0 kPa (2500 + 100 - 0 psi)

• Hoist pressures The hoist system relief pressure during LOWER is:
during LOWER 3450 + 350 - 0 kPa (500 + 50 - 0 psi)

When the body is in the DOWN position, the hoist valve will be in the
• Body position sensor SNUB position. The body position sensor rod must be disconnected from
must be in RAISE to the body and the sensor must be rotated to the RAISE position before the
test LOWER pressure LOWER relief pressure can be tested.
• Hoist pressures In the HOLD, FLOAT and SNUB positions, the gauge will show the
during HOLD, FLOAT brake cooling system pressure, which is a result of the restriction in the
and SNUB coolers, brakes and hoses (normally much lower than the actual oil cooler
relief valve setting). The maximum pressure is limited by the oil cooler
relief valve, which has a setting of 790 ± 20 kPa (115 ± 3 psi).
STMG 706 - 194 -
11/98

1 2

161

1. Hoist screens Oil flows from the hoist pump through the hoist screens (1) to the hoist
control valve. Two hoist screen bypass switches (2) provide input signals
2. Hoist screen bypass to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
switches
signals to the VIMS, which informs the operator if the hoist screens are
restricted.
STMG 706 - 195 -
11/98

4 3

2 1

7
6

162

1. Pump supply ports Oil flows from the hoist pump through two ports (1) (only one visible in
this view) to the hoist control valve located inside the right frame next to
the hoist cylinder. Two load check valves, one for each pump port, are
2. Load check valve located below the two plugs (2). The load check valves remain closed
plugs until the pump supply pressure is higher than the pressure in the hoist
cylinders. The load check valves prevent the body from dropping before
the RAISE pressure increases.

3. RAISE relief valve The hoist system relief pressures are different in the RAISE and LOWER
positions. The RAISE relief valve (3) controls the pressure in the hoist
4. LOWER relief valve system during RAISE. The LOWER relief valve (4) controls the pressure
in the hoist system during LOWER. The relief valve housing must be
removed to install shims (see Slide No. 164).
5. Tank return port Oil flows through the drain port (5) to the hydraulic tank. When the hoist
valve is in the HOLD, FLOAT or SNUB position, all the hoist pump oil
6. Oil cooler port flows through two ports (6), one on each side of the hoist valve, to the
two rear brake oil coolers located on the right side of the engine.

7. Brake oil cooling Brake cooling oil pressure can be checked at the test port (7) by removing
pressure port the plug and installing a pressure tap.
STMG 706 - 196 -
11/98

7
1 2 3

163

1. Counterbalance valve A counterbalance valve (1) is mounted on the left side of the hoist valve.
The counterbalance valve prevents cavitation of the cylinders when the
body raises faster than the pumps can supply oil to the cylinders (caused
2. Counterbalance valve by a sudden shift of the load). The counterbalance valve signal pressure
signal pressure port can be checked at the test port (2) by removing the plug and installing a
pressure tap. The counterbalance signal pressure is equal to the RAISE
pressure.
3. Rear brake oil cooler
relief valve An oil cooler relief valve is located behind the large plug (3). The oil
cooler relief valve limits the rear brake oil cooling pressure when the hoist
valve is in the HOLD, FLOAT or SNUB position. The setting of the oil
cooler relief valve is 790 kPa (115 psi).
• Hoist pilot oil supplied The hoist valve uses parking brake release pressure as the pilot oil to shift
by parking brake the directional spool inside the hoist valve. The parking brake release
system
pressure is 4700 ± 200 kPa (680 ± 30 psi).

4. RAISE position Pilot pressure is always present at both ends of the directional spool. Two
solenoid valve solenoid valves are used to drain the pilot oil from the ends of the
directional spool, which then allows the spool to move. On the left is the
5. LOWER position
RAISE solenoid valve (4), and on the right is the LOWER solenoid valve
solenoid valve
(5).
STMG 706 - 197 -
11/98

• Hoist solenoids The RAISE and LOWER solenoid valves are always receiving
"dither" in HOLD approximately 300 millivolts at a frequency of 80 Hz when they are in
any position except HOLD. The excitation, referred to as "dither," is used
to keep the solenoids in a ready state for quick response.

• Hoist solenoids When the Transmission/Chassis ECM receives an input signal from the
receive between hoist lever sensor, the Transmission/Chassis ECM sends an output signal
0 and 1.9 amps current between 0 and 1.9 amps to one of the solenoids. The amount of
current sent to the solenoid determines the amount of pilot oil that is
drained from the end of the directional spool and, therefore, the distance
that the directional spool travels toward the solenoid.

6. RAISE port Oil flows through two upper ports (6), one on each side of the hoist valve,
to RAISE the hoist cylinders. Oil flows through two lower ports (7), one
7. LOWER port on each side of the hoist valve, to LOWER the hoist cylinders.
STMG 706 - 198 -
11/98

LOWER
SOLENOID

PARKING BRAKE
"C" SERIES RELEASE PRESSURE
HOIST CONTROL VALVE
HOLD

REAR BRAKE
OIL COOLER
TO TANK RELIEF VALVE
TO
HOIST CYLINDER
LOAD CHECK HEAD END
VALVE

TO
HOIST CYLINDER
ROD END

LOW PRESSURE
RELIEF VALVE
COUNTERBALANCE
VALVE
HIGH PRESSURE
ROD END
RELIEF VALVE VENT SLOT
TO REAR BRAKE
OIL COOLERS

DUAL STAGE PUMP

RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE
SOLENOID

164

• Hoist valve in HOLD
• Hoist supply oil flows
to rear brake cooling
• Test brake cooling
pressure at pumps in
HOLD
Shown is a sectional view of the hoist valve in the HOLD position. Pilot
oil pressure is directed to both ends of the directional spool. The spool is
held in the centered position by the centering springs and the pilot oil.
Passages in the directional spool vent the dual stage relief valve signal
stem to the tank. All the hoist pump oil flows through the rear brake oil
coolers to the rear brakes.
The position of the directional spool blocks the oil in the head end of the
hoist cylinders. Oil in the rod end of the hoist cylinders is connected to
the rear brake cooling oil by a small vent slot cut in the directional spool.
A gauge connected to the hoist system pressure taps while the hoist valve
is in the HOLD position will show the brake cooling system pressure,
which is a result of the restriction in the coolers, brakes and hoses
(normally much lower than the actual oil cooler relief valve setting). The
maximum pressure in the circuit should correspond to the setting of the
front brake oil cooler relief valve. The setting of the oil cooler relief valve
is 790 kPa (115 psi).
STMG 706 - 199 -
11/98

LOWER
SOLENOID

"C" SERIES PARKING BRAKE

HOIST CONTROL VALVE RELEASE PRESSURE

RAISE

REAR BRAKE
OIL COOLER
TO TANK RELIEF VALVE

TO HOIST CYLINDER
HEAD END
LOAD CHECK
VALVE

FROM HOIST CYLINDER

ROD END

LOW PRESSURE
RELIEF VALVE
COUNTERBALANCE
VALVE
HIGH PRESSURE
ROD END
RELIEF VALVE VENT SLOT
TO REAR BRAKE
OIL COOLERS

DUAL STAGE PUMP

RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE
SOLENOID

165

• Hoist valve in RAISE Shown is a sectional view of the hoist valve in the RAISE position. The
RAISE solenoid is energized and drains pilot oil pressure from the lower
end of the directional spool. The directional spool moves down. Pump
oil flows past the directional spool to the head end of the hoist cylinders.

• Load check valve When the directional spool is initially shifted, the two load check valves
(one shown) remain closed until the pump supply pressure is higher than
the pressure in the hoist cylinders. The load check valves prevent the
body from dropping before the RAISE pressure increases.

• Dual stage relief The directional spool also sends hoist cylinder raise pressure to the dual
signal stem stage relief valve signal stem and the counterbalance valve. The dual
stage relief valve signal stem moves down and blocks the supply pressure
from opening the low pressure relief valve.
STMG 706 - 200 -
11/98

• Counterbalance valve The counterbalance valve is held open by the hoist cylinder raise pressure.
Oil from the rod end of the hoist cylinders flows freely to the rear brake
oil coolers. If the body raises faster than the pump can supply oil to the
hoist cylinders (caused by a sudden shift of the load) and the raise
pressure drops below 2275 kPa (330 psi), the counterbalance valve starts
to close and restricts the flow of oil from the rod end of the hoist
cylinders. Restricting the flow of oil from the rod end of the hoist
cylinders will slow down the cylinders and prevent cavitation. Cavitation
in the hoist cylinders can cause the body to drop suddenly when the hoist
lever is moved from the RAISE position to the LOWER position.

• High pressure relief The pressure in the head end of the hoist cylinders cannot exceed:
setting checked
during RAISE at HIGH 17225 + 700 - 0 kPa (2500 + 100 - 0 psi)
IDLE
The high pressure relief valve will open if the pressure increases above
this specification. When the high pressure relief valve opens, the dump
spool moves to the left, and pump oil is directed to the rear brake oil
coolers.
The high pressure hoist relief valve setting is checked at the two pressure
taps located on the hoist pump. Check the relief pressures with the hoist
lever in the RAISE position and the engine at HIGH IDLE.
STMG 706 - 201 -
11/98

HOIST
COUNTERBALANCE
VALVE

HEAD END
SIGNAL PRESSURE

TO TANK FROM
PUMP

FROM
HOIST CYLINDER ROD END
ROD END PRESSURE TO
PISTON HOIST CYLINDER
ROD END CHECK VALVE

RAISE LOWER AND FLOAT

166

• Counterbalance valve During RAISE, the counterbalance valve prevents the dump body from
running ahead of the hoist pumps if the load shifts rapidly to the rear of
• Head end signal the body and attempts to pull the hoist cylinders. Signal pressure from the
pressure holds valve head end of the hoist cylinders holds the counterbalance valve open. Oil
open from the rod end of the hoist cylinders flows unrestricted through the
counterbalance valve to the tank. If the head end pressure decreases
below 2270 kPa (330 psi), the counterbalance valve moves down and
restricts the flow of oil from the rod end of the cylinders to the tank.

• Rod end pressure can If no head end signal pressure is present, rod end pressure can still open
open valve the counterbalance valve. If the rod end pressure exceeds 6900 ± 690 kPa
(1000 ± 100 psi) at the rod end pressure piston, the valve will move up
and allow rod end oil to flow from the cylinders to the tank.

• No restriction in During LOWER and FLOAT, the counterbalance valve allows

LOWER and FLOAT unrestricted flow from the pump through a check valve to the rod end of
the hoist cylinders.
STMG 706 - 202 -
11/98

LOWER
SOLENOID

PARKING BRAKE
RELEASE PRESSURE
"C" SERIES
HOIST CONTROL VALVE
LOWER (POWER DOWN)

REAR BRAKE
OIL COOLER
TO TANK RELIEF VALVE

FROM HOIST CYLINDER

HEAD END
LOAD CHECK
VALVE

TO HOIST CYLINDER
ROD END

LOW PRESSURE
RELIEF VALVE
COUNTERBALANCE
HIGH PRESSURE VALVE
RELIEF VALVE ROD END
VENT SLOT
TO REAR BRAKE
OIL COOLERS

DUAL STAGE PUMP

RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE
SOLENOID

167

• Hoist valve in LOWER
(power down)
Shown is a sectional view of the hoist valve in the LOWER (power down)
position. The LOWER solenoid is energized and drains pilot oil pressure
from the upper end of the directional spool. The directional spool moves
up.
Supply oil from the pump flows past the directional spool, through the
counterbalance valve, to the rod end of the hoist cylinders. Oil in the head
end of the hoist cylinders flows to the tank. The supply oil in the rod end
of the cylinders and the weight of the body move the cylinders to their
retracted positions.

• Body position sensor Just before the body contacts the frame, the body position sensor sends a
controls SNUB signal to the Transmission/Chassis ECM to move the valve spool to the
position SNUB position. In the SNUB position, the valve spool moves slightly to
restrict the flow of oil and lower the body gently.
STMG 706 - 203 -
11/98

• Dual stage relief The directional spool also vents the passage to the dual stage relief valve
signal stem signal stem. The dual stage relief valve signal stem allows supply
pressure to be limited by the low pressure relief valve.
If the pressure in the rod end of the hoist cylinders exceeds
3450 + 350 - 0 kPa (500 + 50 - 0 psi), the low pressure relief valve will
open. When the low pressure relief valve opens, the dump spool moves
to the left and pump oil flows to the rear brake oil coolers.

• Test low pressure The low pressure hoist relief valve setting is checked at the two pressure
relief setting during taps located on the hoist pump. Check the relief pressures with the hoist
LOWER at HIGH IDLE lever in the LOWER position and the engine at HIGH IDLE.

• Body position sensor When the body is in the DOWN position, the hoist valve will be in the
must be in RAISE to SNUB position. The body position sensor rod must be disconnected from
test LOWER pressure the body, and the sensor must be rotated to the RAISE position before the
LOWER relief pressure can be tested.
STMG 706 - 204 -
11/98

LOWER
SOLENOID

PARKING BRAKE
"C" SERIES RELEASE PRESSURE

HOIST CONTROL VALVE

FLOAT

REAR BRAKE
OIL COOLER
TO TANK RELIEF VALVE

FROM HOIST
CYLINDER
LOAD CHECK HEAD END
VALVE

TO HOIST
CYLINDER
ROD END

LOW PRESSURE
RELIEF VALVE
COUNTERBALANCE
HIGH PRESSURE VALVE
RELIEF VALVE ROD END
VENT SLOT

TO REAR BRAKE
OIL COOLERS
DUAL STAGE PUMP
RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE
SOLENOID

168

• Hoist valve in FLOAT
Shown is a sectional view of the hoist valve in the FLOAT position. The
LOWER solenoid is partially energized and drains part of the pilot oil
pressure above the directional spool to the tank. The directional spool
moves up. Because the pilot pressure is only partially drained, the
directional spool does not move as far up as during LOWER.
Pump supply oil flows past the directional spool, through the
counterbalance valve, to the rod end of the hoist cylinders. Oil in the head
end of the hoist cylinders flows to the tank. The directional valve is in a
position that permits the pressure of the oil flowing to the rear brake oil
coolers to be felt at the rod end of the hoist cylinders.

• Operate truck with

The truck should normally be operated with the hoist lever in the FLOAT
hoist lever in FLOAT position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not the hoist
cylinders. The hoist valve will actually be in the SNUB position.

• Valve moves to SNUB Just before the body contacts the frame, the body position sensor sends a
position signal to the Transmission/Chassis ECM to move the valve spool to the
SNUB position. In the SNUB position, the valve spool moves slightly to
restrict the flow of oil and lower the body gently.
STMG 706 - 205 -
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169

• Two-stage hoist Shown are the twin two-stage hoist cylinders used to raise and lower the
cylinders body.

• Body pads (arrow) Check the condition of the body pads (arrow) for wear or damage.

• Body lower with dead To LOWER the body with a dead engine, hoist pilot pressure is required.
engine The towing pump can be used to provide the hoist pilot oil. To lower the
body with a dead engine:
- Turn ON the key start switch so the towing motor and the hoist
solenoids can be energized.
- Move the hoist lever to the RAISE position for 15 seconds, then to
the FLOAT position.
- Depress the brake retraction switch on the dash (see Slide No. 48).

• Body raise with dead To RAISE the body with a dead engine, connect an Auxiliary Power Unit
engine (APU) to the hoist cylinders. Follow the same procedure used to lower
the body with a dead engine, except keep the hoist lever in RAISE after
the 15 seconds interval.
NOTE: For more information on using the APU, refer to the Special
Instructions "Using 1U5000 Auxiliary Power Unit (APU)"
(Form SEHS8715) and "Using the 1U5525 Attachment Group"
(Form SEHS8880).
STMG 706 - 206 -
11/98

HOIST PUMP FROM PARKING

HOIST BRAKE RELEASE
SUCTION SCREENS VALVE
SCREENS
PILOT OIL

HOIST SYSTEM
HOLD

TO HOIST CYLINDER TO HOIST CYLINDER

REAR ROD END HEAD END
BRAKES

REAR BRAKE
OIL COOLERS

170

• Hoist system The hoist system pumps pull oil from the hydraulic tank through suction
screens.
Oil flows from the hoist pump through the hoist screens to the hoist
control valve.
The hoist valve uses parking brake release pressure as pilot oil to shift the
directional spool inside the hoist valve. Two solenoid valves are used to
drain the pilot oil from the ends of the directional spool. The solenoid
valve on the left is energized in the RAISE position. The solenoid valve
on the right is energized in the LOWER or FLOAT position.
When the hoist valve is in the HOLD or FLOAT position, all the hoist
pump oil flows through the rear brake oil coolers to the rear brakes.
STMG 706 - 207 -
11/98

An oil cooler relief valve is located in the hoist valve. The relief valve
limits the rear brake oil cooling pressure when the hoist valve is in the
HOLD or FLOAT position.
Two hydraulic cylinders are used to raise the body away from the frame
of the truck. When the hoist lever is held in the RAISE position, supply
oil flows to the head end of the hoist cylinders and moves the two stage
cylinders to their extended lengths. The oil from the rod end of the
cylinders flows through the hoist valve to the rear brake oil cooling
circuit.
When the hoist lever is moved to the LOWER or FLOAT position and the
cylinders are extended, supply oil enters the rod end of the hoist cylinders
and lowers the second stage of the cylinders. The oil from the head end
of the cylinders flows through the hoist valve to the hydraulic tank.
STMG 706 - 208 -
11/98

AIR SYSTEM AND BRAKES

789C

171

AIR SYSTEM AND BRAKES

• Two brake systems: Two separate brake systems are used on the "C" Series trucks. The two
brake systems are: the parking/secondary brake system and the
- Parking/secondary service/retarder brake system.
brake system
- Service/retarder The parking/secondary brakes are spring engaged and hydraulically
brake system released. The service/retarder brakes are engaged hydraulically by an
air-over-oil brake system.
The "C" Series trucks are also equipped with an air system. An engine
driven air compressor supplies the air and fills two tanks. Air from the
tanks provides energy to perform several functions:

• Air system functions - Engine start-up

- Service and retarder brake control
- Secondary and parking brake control
- Automatic lubrication injection (grease)
- Horn, air seat and cab clean-out
STMG 706 - 209 -
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172

• Oil cooled brake Shown is a cutaway illustration of an oil cooled brake assembly. The
assembly brakes are environmentally sealed and adjustment free. Oil continually
flows through the brake discs for cooling. Duo-Cone seals prevent the
• Seals prevent oil leaks
or transfer cooling oil from leaking to the ground or transferring into the axle
housing. The wheel bearing adjustment must be maintained to keep the
Duo-Cone seals from leaking.

• Small piston The smaller piston (yellow) is used to ENGAGE the secondary and
ENGAGES secondary parking brakes. The parking brakes are spring ENGAGED and
and parking brakes hydraulically RELEASED.
• Large piston The larger piston (purple) is used to ENGAGE the retarder/service brakes.
ENGAGES The retarder/service brakes are engaged hydraulically by an air-over-oil
retarder/service brake system.
brakes
STMG 706 - 210 -
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173

Air Charging System

The air system is charged by an air compressor mounted on the left front
• 789C air compressor
of the engine. Shown is the 789C four-cylinder air compressor. The
785C has a two-cylinder air compressor.

• Air compressor System pressure is controlled by the governor (arrow). The governor
governor (arrow) maintains the system pressure between 660 and 830 kPa (95 and 120 psi).

• Air compressor The governor setting can be adjusted with a screw below the cover on top
governor adjustment of the governor. Turn the adjustment screw OUT to increase the pressure
and IN to decrease the pressure.
• 789C has increased The capacity of the air charging system on the 789C truck has been
air charging capacity increased. The 789C air compressor has been increased from a two-
cylinder compressor to a four-cylinder compressor. To handle the
increased air flow, two larger air dryers are used, and the hoses and tubing
have also been increased in size.
STMG 706 - 211 -
11/98

1
1

174

1. 789C air dryers On the 789C truck, air flows from the air compressor to two air dryers (1)
located behind the left front tire. The 785C has one air dryer located in
• 785C has one air dryer
front of the left front suspension cylinder.

2. Remote air supply The air system can be charged from a remote air supply through a ground
connector level connector (2) inside the left frame.

• Check desiccant The air dryers remove contaminants and moisture from the air system.
The condition of the desiccant in the air dryers should be checked every
250 hours and changed periodically (determined by the humidity of the
local climate).

• Purge valve When the air compressor governor senses that system air pressure is at the
cut-out pressure of 830 kPa (120 psi), the governor sends an air pressure
signal to the purge valve in the bottom of the dryers. The purge valve
opens and air pressure that is trapped in the air dryers is exhausted
through the desiccant, an oil filter and the purge valve.
• Air system relief valve An air system relief valve is located on the air dryers to protect the system
if the air compressor governor malfunctions.

• Heating element A heating element in the bottom of the dryers prevents moisture in the
dryers from freezing in cold weather.
STMG 706 - 212 -
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175

1. Service/retarder Air flows through the air dryers and fills two tanks. The service/retarder
brake tank brake tank (1) is located on the right platform. This tank also supplies air
for the air start system.
The second tank is located behind the cab and supplies air for the
parking/secondary brake system.

2. Condensation drain Condensation should be drained from the tank daily through the drain
valve valve (2).

• Relief valve (not A relief valve located near the tank drain is installed in the
shown) service/retarder brake tank. This relief valve protects the air system when
the air dryers have exhausted and the ball check valves in the air dryer
outlet ports close. The check valves separate the air system from the air
dryer relief valves.
STMG 706 - 213 -
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176

1. Pressure protection Located behind the operator’s station is a pressure protection valve (1).
valve Supply air flows from the large service/retarder brake tank, through the
pressure protection valve, to the secondary air system and accessories.
The pressure protection valve opens at 550 kPa (80 psi) and closes at
482 kPa (70 psi). If the secondary air lines or an accessory circuit fails,
the pressure protection valve maintains a minimum of 482 kPa (70 psi) in
the service/retarder brake circuit.

• Pressure protection To test the pressure protection valve, drain the air pressure to
valve test approximately 345 kPa (50 psi). Use the VIMS display to observe the
brake air pressure. With the engine running at LOW IDLE, press the horn
button. Record the air pressure when the horn sounds. This pressure
reading is the open setting of the pressure protection valve. Slowly drain
the air pressure and record the air pressure when the horn turns off. This
pressure reading is the setting of the pressure protection valve when it
closes.

2. Air system pressure The air system pressure sensor (2) provides an input signal to the Brake
sensor ECM. The Brake ECM sends a signal to the VIMS, which informs the
operator if a problem exists in the air system.

• Other air switches Also located behind the operator’s station are the service/retarder brake
behind cab switch, the parking/secondary brake switch and the brake light switch
(see Slide No. 128).
STMG 706 - 214 -
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177

• Automatic lubrication The solenoid air valve (arrow) provides a controlled air supply for the
solenoid air valve automatic lubrication (grease) system. The solenoid air valve is
(arrow)
controlled by the VIMS. The VIMS ENERGIZES the solenoid ten
minutes after the machine is started. The VIMS keeps the solenoid
ENERGIZED for 75 seconds and then DE-ENERGIZES it. Every
60 minutes thereafter, the VIMS ENERGIZES the solenoid for 75
seconds until the machine is stopped (turned off). These settings are
adjustable through the VIMS keypad in the cab.
STMG 706 - 215 -
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178

• Parking/secondary Located behind the operator’s station is the parking/secondary brake air
brake tank tank. A drain valve is located on the right side of the cab. Moisture
should be drained from the tank daily through the drain valve
(see Slide No. 33).

• Check valve (arrow) A check valve (arrow) prevents a loss of air if an air line breaks upstream
of the air tank.
STMG 706 - 216 -
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789C AIR CHARGING SYSTEM

AIR COMPRESSOR
AND GOVERNOR

AIR
DRYERS
TO AIR START
SOLENOID

REMOTE
SUPPLY

SERVICE/RETARDER
BRAKE TANK
LOW AIR
TO AUTO LUBE SOLENOID SENSOR
TO HORN / SEAT / CLEAN-OUT
PRESSURE
PROTECTION
VALVE

PARKING/SECONDARY
BRAKE TANK

179

• 789C air charging This schematic shows the flow of air through the 789C air charging
system system. Air flows from the air compressor, through the two air dryers, to
the service/retarder brake tank.

• 785C has one air dryer The 785C air charging system is the same as the 789C, but has only one
air dryer.
Air from the service/retarder brake tank enters the pressure protection
valve. When the pressure in the service/retarder tank reaches
550 kPa (80 psi), the pressure protection valve allows air to flow to the
parking/secondary brake tank, the air start system, the automatic
lubrication system and the accessory circuits (horn, air seat and cab
clean-out).
All tanks have a check valve at the air supply port to prevent a loss of air
if a leak upstream of the tank occurs.
STMG 706 - 217 -
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180

Brake Systems

• Manual retarder valve The manual retarder valve (arrow) is controlled by the retarder lever in
(arrow) the cab. Normally, the retarder valve blocks air flow to the service brake
relay valve near the brake master cylinders and to the front brake oil
- Engages all four
cooler diverter valve.
service brakes
- Modulates brakes When the retarder lever is pulled down, air flows to the service brake
better than pedal relay valve and the front brake oil cooler diverter valve [maximum
pressure is 550 kPa (80 psi)]. The retarder lever is used to modulate the
service brake engagement by metering the amount of air flow to the
service brake relay valve.
The retarder engages the same brakes as the service brake pedal (see Slide
No. 43), but is easier to control for brake modulation.
STMG 706 - 218 -
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2
5

1 8 7
6

181

1. Service brake valve The service brake valve (1) is controlled by the brake pedal in the cab.
Supply air for the service brake valve, the manual retarder valve and the
2. Automatic Retarder
Automatic Retarder Control (ARC) valve (2) is supplied from the
Control (ARC) valve
manifold (3).
3. Air supply manifold
When the service brakes are engaged, air flows from the service brake
valve to the service brake relay valve near the brake master cylinders and
to the front brake oil cooler diverter valve [maximum pressure is
825 kPa (120 psi)].
The service brake valve engages the same brakes as the retarder, but does
not control brake modulation as precisely as the retarder.
4. Double check valve Air from the service brake valve and the manual retarder valve flows
to brake relay
through the double check valve (4) to the service brake relay valve and
5. Double check valve through the double check valve (5) to the front brake oil cooler diverter
to front cooler valve. If the manual retarder and the service brakes are engaged at the
diverter valve same time, air from the system with the highest pressure will flow
• System with highest through the double check valves to the service brake relay valve and to
pressure engages the front brake oil cooler diverter valve.
brakes
Air from the manual retarder valve also flows through the double check
6. Double check valve
valve (6) to the retarder switch (7). The retarder switch turns on the
7. Retarder switch amber retarder lamp on the dash in the operator’s station when the manual
retarder is ENGAGED (see Slide No. 47).
STMG 706 - 219 -
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The function of the Automatic Retarder Control (ARC) system is to

modulate truck braking (retarding) when descending a long grade to
maintain a constant engine speed.

• ARC engages When the ARC is engaged, air flows from the ARC valve to a separate
separate relay valve ARC relay valve located near the brake master cylinders. Air also flows
from the ARC valve through the double check valve (6) to the retarder
switch (7) and through double check valve (5) to the front brake oil cooler
diverter valve.

• Brakes, retarder and The brake light switch and the service/retarder brake switch (see Slide
ARC activate brake No. 128) are located in the supply line to the front brake oil cooler
switches diverter valve (see Slide No. 102). The service brake valve, the manual
retarder valve and the Automatic Retarder Control (ARC) valve send air
to these switches when engaged.

8. Secondary brake The secondary brake valve (8) is controlled by the red pedal in the cab
valve (see Slide No. 43). When the secondary brakes are engaged, air flows
from the secondary brake valve to the signal port of an inverter valve (see
- Modulates parking next slide). The inverter valve then blocks the flow of air from the
brake engagement
secondary brake tank to the brake release valve (see Slide No. 183).
Blocking the air from the brake release valve positions the spool in the
brake release valve to drain the oil from the parking brakes, which allows
the springs in the parking brake to ENGAGE the brakes. The secondary
brake valve can be used to modulate parking brake engagement by
metering the amount of air flow to the brake release valve.

• Parking brake valve The parking brake air valve (see Slide No. 44) on the shift console in the
does not modulate cab also controls the flow of air to the brake release valve, but the parking
engagement brake air valve does not modulate the parking brake application.

• Secondary and The parking/secondary brake switch (see Slide No. 128) is located in the
parking brake valves supply line to the brake release valve. The secondary brake valve and the
activate brake switch parking brake air valve send air to this switch when engaged.
INSTRUCTOR NOTE: The ARC system will be discussed in more
detail later in this presentation.
STMG 706 - 220 -
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182

1. Inverter valve signal When the secondary brakes are engaged, air flows from the secondary
port brake valve to the signal port (1) of the inverter valve (2). The inverter
valve then blocks the flow of air from the secondary brake tank to the
2. Inverter valve
brake release valve.
Blocking the air from the brake release valve positions the spool in the
brake release valve to drain the oil from the parking brakes, which allows
the springs in the parking brake to ENGAGE the brakes.
STMG 706
11/98
1. Brake release valve
2. Brake release valve
air supply hose
3. Brake release relief
valve
4. Brake makeup tank
supply oil screen
5. Towing pump
- 221 -
2 1
183
Oil from the parking brake release pump (see Slide No. 98) flows through
the parking brake release filter (see Slide No. 101) to the brake release
valve (1) located inside the left frame near the torque converter. Oil flows
from the parking brake release valve to the parking brake piston in the
brakes when the parking brakes are released.
Supply air from the parking brake air valve in the cab or the secondary
brake valve flows through the small hose (2) to an air chamber in the
brake release valve. The brake release valve contains an air piston that
moves a spool. The spool either directs oil to RELEASE the parking
brakes or drains oil to ENGAGE the parking brakes. A relief valve (3) in
the brake release valve limits the system pressure for releasing the brakes.
The setting of the relief valve is 4700 ± 200 kPa (680 ± 30 psi).
Supply oil flows from the brake release valve through an orifice and a
screen (4) to the brake oil makeup tank.
To release the parking brakes for service work or towing, the electric
motor that turns the towing pump (5) can be energized by the brake
release switch located in the cab (see Slide No. 48). The pump sends oil
to the brake release valve to RELEASE the parking brakes. Towing
pump pressure is controlled by a relief valve in the towing pump.
STMG 706 - 222 -
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TOWING SYSTEM RELIEF

FROM CAB SECONDARY
OR PARKING BRAKE VALVE
VALVE

TO TO HOIST
TC LOCKUP PARKING BRAKE
VALVE PILOT RELEASE VALVE
PARKING PARKING SYSTEM
BRAKE BRAKE
RELEASE RELEASE
PUMP FILTER

CHECK
VALVE

TOWING PUMP
AND MOTOR
TOWING PUMP
RELIEF VALVE

184

• Normal parking and Normally, supply oil flows from the parking brake release pump, through
secondary brake the parking brake release filter, to the parking brake release valve. If air
operation pressure is present from the parking brake air valve or the secondary
brake valve, supply oil flows past the relief valve, the check valve and the
• Parking brake relief spool to RELEASE the parking brakes. The relief valve limits the system
valve limits TC lockup pressure for releasing the brakes, torque converter lockup and for the pilot
and hoist pilot oil to shift the hoist valve. The setting of the relief valve in the parking
pressure
brake valve is 4700 ± 200 kPa (680 ± 30 psi).

• Parking brake release
system during towing
This schematic shows the flow of oil through the parking brake release
system when the towing system is activated.
Oil flow from the parking brake release pump has stopped. The towing
motor is energized, and air pressure is present above the parking brake
release valve piston. The air pressure moves the spool in the parking
brake release valve down to block the drain port.
STMG 706 - 223 -
11/98

Oil flows from the towing pump to the parking brake release valve and
the parking brakes. The check valve to the right of the parking brake
release filter blocks the oil from the towing pump from flowing to the
parking brake release pump.

• Relief valve in towing

During towing, the parking brake release pressure is limited by a relief
pump limits brake valve in the towing pump. When the relief valve opens, oil transfers from
release pressure the pressure side to the suction side of the towing pump. The setting of
the relief valve is approximately 4480 kPa (650 psi).

• Towing pump check A check valve in the outlet port of the towing pump prevents oil from
valve flowing to the towing pump during normal operation.

• Procedure to check To check the brake release system used for towing, connect a gauge to the
towing system parking brake release pressure tap on the rear axle (see Slide No. 189).
Use a long gauge hose so the gauge can be held in the cab. With the
parking brake air valve in the RELEASE position and the key start switch
in the ON position, energize the parking brake release switch used for
towing (on the dash). The parking brake release pressure should increase
to 4480 kPa (650 psi). Turn off the switch when the pressure stops
increasing.

• Parking brake release The parking brake release pressure must increase to a minimum of
pressures 3790 kPa (550 psi). The parking brakes start to release between
3100 and 3445 kPa (450 and 500 psi). During towing, the brake release
switch on the dash must be energized whenever the parking brake release
pressure decreases below this level or the brakes will drag. The parking
brakes are fully released between 3445 and 3860 kPa
(500 and 560 psi).

NOTE: A minimum of 550 kPa (80 psi) air pressure must be

available at the parking brake release valve to ensure full release of
the brakes for towing.

NOTICE
Activate the brake release switch only when additional pressure is
required to release the brakes. Leaving the brake release (towing)
motor energized continuously will drain the batteries.
The parking brake release pressure setting must not exceed
5445 kPa (790 psi). Exceeding this pressure can cause internal
damage to the brake assembly.
STMG 706 - 224 -
11/98

PARKING/SECONDARY BRAKES
SECONDARY BRAKES RELEASED
PARKING BRAKES ENGAGED

PARKING / PARKING
SECONDARY PARKING
BRAKE BRAKE
BRAKE
PARKING SWITCH RELEASE RELEASE
BRAKE PUMP VALVE
VALVE

INVERTER
SECONDARY VALVE
BRAKE
VALVE
TO TC LOCKUP VALVE
AND HOIST
PILOT SYSTEM

PARKING / SECONDARY
BRAKE TANK

185

• Parking/secondary Shown is the parking/secondary brake hydraulic and air system with the
brake system secondary brakes RELEASED and the parking brakes ENGAGED.
Supply air from the parking/secondary brake air tank flows to the
secondary brake valve and is blocked from flowing to the inverter valve
signal port. Supply air is allowed to flow through the inverter valve and is
blocked by the parking brake air valve.
No air pressure is present to move the spool in the parking brake release
valve. Supply oil from the parking brake release pump is blocked by the
spool. Oil from the parking brake is open to drain through the parking
brake release valve, which allows the springs in the parking brake to
ENGAGE the brakes.

• Parking/secondary A parking/secondary brake switch is located in the air line between the
brake switch input to parking brake valve and the parking brake release valve. The switch
Transmission/Chassis provides an input signal to the Transmission/Chassis ECM. When the
ECM parking or secondary brakes are ENGAGED, the switch signals the
Transmission/Chassis ECM to allow rapid downshifts.
STMG 706
11/98
4 5
3 6
1. Service brake and
manual retarder relay
valve
2. ARC relay valve
3. Double check valves
4. Brake cylinders
• Relay valves reduce
braking time
• Double check valves
separate systems
5. Pressure protection
valve
6. Front brake slack
adjuster
- 225 -
2 1
3
186
The front service brake relay valve (1) receives metered air from only the
service brake valve or the manual retarder valve. The rear Automatic
Retarder Control (ARC) brake relay valve (2) receives metered air from
only the ARC valve.
When the service brakes or manual retarder brakes are ENGAGED, the
front relay valve opens and metered air flows from the service brake tank,
through the double check valves (3), to the three brake cylinders (4). The
brake relay valves reduce the time required to engage and release the
brakes. The double check valves (3) are used to separate the service and
manual retarder brakes from the ARC brake system.
When the ARC brake system is ENGAGED, the rear relay valve opens
and metered air flows from the service brake tank, through a pressure
protection valve (5) and the double check valves (3), to the three brake
cylinders (4). The pressure protection valve prevents a total loss of air
pressure in the service brake air system if the ARC relay valve fails. The
protection valve opens to send flow to the ARC relay valve at 380 kPa
(55 psi) and closes when the pressure decreases below 310 kPa (45 psi).
The brake cylinders operate by air-over-oil. When the metered air enters
the brake cylinders, a piston moves down and pressurizes the oil in the
bottom of the cylinders. One brake cylinder supplies oil to the front
brakes through the slack adjuster (6). Two brake cylinders supply oil to
the rear brakes through a separate slack adjuster.
STMG 706 - 226 -
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3
2

187

1. Brake oil makeup As the brake discs in the brake assemblies wear, more oil is needed from
tank the brake cylinders to compensate for the wear. The brake makeup oil
tank (1) supplies makeup oil for the brake cylinders. Oil from the parking
2. Brake oil makeup brake release valve flows through an orifice and the screen (2) to provide
tank supply screen a continuous supply of oil to the makeup tank. Low flow to the makeup
tank can cause the makeup oil reserve to decrease and cause the brake
cylinders to overstroke.

• Check brake makeup To check for makeup oil flow, remove the cover from the makeup oil
oil flow tank. With the engine at HIGH IDLE, a stream of oil filling the tank
should be visible. If a stream of oil is not visible, the filter or hose to the
tank may be restricted or pump flow may be low.
3. Brake overstroke Keep the service brake ENGAGED for at least one minute. If air is in the
switch system or a loss of oil downstream from the cylinders occurs, the piston in
the cylinder will overstroke and cause an indicator rod to extend and open
the brake overstroke switch (3). The switch provides an input signal to
the Brake ECM. The Brake ECM sends the signal to the VIMS, which
informs the operator of the condition of the service/retarder brake oil
circuit. If an overstroke condition occurs, the problem must be repaired
and the indicator rod pushed in to end the warning.
STMG 706 - 227 -
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4. Front brake oil Front brake oil pressure can be measured at the pressure tap (4) located on
pressure tap the front brake slack adjuster.

• Brake cylinder test The oil-to-air ratio of the brake cylinder is approximately 6.6 to 1. To test
the brake cylinder, install a gauge in the fitting on top of the brake
cylinder and a gauge on the pressure tap on the slack adjuster. When the
service brakes are ENGAGED, if the air pressure in the brake cylinder is
690 kPa (100 psi), the oil pressure measured at the slack adjuster should
be approximately 4560 kPa (660 psi). When the brakes are RELEASED,
both pressures should return to zero.

5. Brake cylinder Inspect the condition of the breather (5) for the brake cylinders. Oil
breather should not leak from the breathers. Oil leaking from the breathers is an
indication that the oil piston seals in the brake cylinder need replacement.
Air flow from the breathers during a brake application is an indication
that the brake cylinder air piston seals need replacement.
STMG 706 - 228 -
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BRAKE CYLINDER
BRAKES ENGAGED

AIR INDICATOR ROD FROM

PISTON MAKEUP
TANK
OIL
PISTON

AIR TO
INLET SLACK
ADJUSTER

VALVE

SPRING ROD

188

• Brake cylinder This slide shows a sectional view of the brake cylinder when the brakes
ENGAGED are ENGAGED.
Air pressure from the brake relay valve enters the air inlet. The air
pressure moves the air piston and the attached rod closes the valve in the
oil piston. When the valve in the oil piston is closed, the oil piston
pressurizes the oil in the cylinder. The pressure oil flows to the slack
adjuster.

• Overstroke switch If air is in the system or a loss of oil downstream from the cylinders
indicates oil loss occurs, the piston in the cylinder will overstroke, which causes the
indicator rod to extend and open the brake overstroke switch. If an
overstroke condition occurs, the problem must be repaired and the
indicator rod pushed in to end the warning.
When the air pressure is removed from behind the air piston, the spring
moves the air piston and the attached rod opens the valve in the oil piston.
Any makeup oil that is needed flows into the passage at the top of the oil
chamber, through the valve, and into the oil chamber at the right of the oil
piston.
STMG 706 - 229 -
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2
3 3

189

1. Slack adjuster The truck is equipped with two slack adjusters--one for the front brakes
and one for the rear brakes. The slack adjuster (1) shown is for the rear
brakes. The slack adjusters compensate for brake disc wear by allowing a
small volume of oil to flow through the slack adjuster and remain between
the slack adjuster and the brake piston under low pressure. The slack
adjusters maintain a slight pressure on the brake piston at all times.
• Cooling oil pressure Brake cooling oil pressure maintains a small clearance between the brake
maintains clearance
between discs
discs.
The service brake oil pressure can be measured at the two taps (2) located
2. Service brake on top of the slack adjusters.
pressure taps
Air can be removed from the service brakes through two remote bleed
• Service brake bleed
valves (not shown) mounted on the rear axle housing.
valves
The parking brake release pressure can be measured at the two taps (3) on
the axle housing.
3. Parking brake release
pressure taps NOTE: Air can be removed from the front service brakes through
bleed valves located on each wheel.
STMG 706 - 230 -
11/98

BRAKE SLACK ADJUSTER

OIL FLOW
TO BRAKE OIL FLOW
SMALL PISTON FROM BRAKE
CYLINDER
CYLINDER
LARGE PISTON

FROM FROM
TO
WHEEL WHEEL
WHEEL
BRAKES BRAKES
BRAKES

TO
WHEEL
BRAKES

BRAKES RELEASED BRAKES ENGAGED

190

• Slack adjuster This slide shows sectional views of the slack adjuster when the brakes are
RELEASED and RELEASED and ENGAGED.
ENGAGED
• Large piston moves to When the brakes are ENGAGED, oil from the brake cylinders enters the
ENGAGE brakes slack adjusters and the two large pistons move outward. Each large piston
supplies oil to one wheel brake. The large pistons pressurize the oil to the
service brake pistons and ENGAGE the brakes.
Normally, the service brakes are FULLY ENGAGED before the large
pistons in the slack adjusters reach the end of their stroke. As the brake
• Small piston allows discs wear, the service brake piston will travel farther to FULLY
makeup oil to brakes ENGAGE the brakes. When the service brake piston travels farther, the
large piston in the slack adjuster moves farther out and contacts the end
cover. The pressure in the slack adjuster increases until the small piston
moves and allows makeup oil from the brake cylinders to flow to the
service brake piston.
STMG 706 - 231 -
11/98

• Brake springs move When the brakes are RELEASED, the springs in the service brakes push
large pistons to center the service brake pistons away from the brake discs. The oil from the
of slack adjuster
service brake pistons pushes the large pistons in the slack adjuster to the
center of the slack adjuster. Makeup oil that was used to ENGAGE the
brakes is replenished at the brake cylinders from the makeup tank.

• Large piston spring The spring behind the large piston causes some oil pressure to be felt on
keeps pressure on the service brake piston when the brakes are RELEASED. Keeping some
service brake piston pressure on the brake piston provides rapid brake engagement with a
minimum amount of brake cylinder piston travel.

• Check slack adjuster The slack adjusters can be checked for correct operation by opening the
for correct operation service brake bleed screw with the brakes RELEASED. A small amount
of oil should flow from the bleed screw when the screw is opened. The
small flow of oil verifies that the spring behind the large piston in the
slack adjuster is maintaining some pressure on the service brake piston.

• Brakes ENGAGED-- Another check to verify correct slack adjuster operation is to connect a
pressures should be gauge to the pressure tap on top of the slack adjuster and another gauge at
equal the service brake bleed screw location. With system air pressure at
maximum and the service brake pedal depressed, the pressure reading on
both gauges should be approximately the same.

• Brakes RELEASED-- When the brakes are RELEASED, the pressure at the slack adjuster
residual pressure at should return to zero. The pressure at the service brake bleed screw
bleed screw location should return to the residual pressure held on the brakes by the
slack adjuster piston.
The residual pressures at the service brake bleed screw location should
be:
785C front: 103 kPa (14.9 psi) 785C rear: 59 kPa (8.6 psi)
789C front: 106 kPa (15.3 psi) 789C rear: 65 kPa (9.5 psi)
• Check for warped
brake discs
Low residual pressure indicates a failed slack adjuster. High residual
pressure may indicate a failed slack adjuster or warped brake discs. To
check for warped brake discs, rotate the wheel to see if the pressure
fluctuates. If the pressure fluctuates while rotating the wheel, the brake
discs are probably warped and should be replaced.
• Check for brake
cooling oil leakage To check for brake cooling oil leakage, block the brake cooling ports and
pressurize each brake assembly to a maximum of 138 kPa (20 psi). Close
off the air supply source and observe the pressure trapped in the brake
assembly for five minutes. The trapped pressure should not decrease.
STMG 706 - 232 -
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SERVICE/RETARDER BRAKE AIR SYSTEM

SERVICE BRAKES ENGAGED

FRONT BRAKE COOLER

DIVERTER VALVE
SERVICE
BRAKE VALVE SERVICE PRESSURE ARC
RELAY PROTECTION RELAY
VALVE VALVE VALVE

BRAKE
LIGHT
AND
RETARDER SERVICE /
VALVE RETARDER
SWITCH

ARC
VALVE

RETARDER
SWITCH BRAKE CYLINDERS

191

• Service/retarder brake This schematic shows the flow of air through the service/retarder brake air
air system system when the retarder (manual and automatic) is RELEASED, and the
service brakes are ENGAGED. Supply air pressure flows from the large
service brake air tank to the relay valves and the service brake valve,
manual retarder valve and the ARC valve.
The manual retarder valve and the ARC solenoids block the flow of air.
The service brake valve allows air to flow to two double check valves that
block the passages to the manual retarder and ARC valves. Air pressure
from the service brake valve flows through the double check valves to the
service brake relay valve and the front brake oil cooler diverter valve.
• Relay valves reduce The service brake relay valve opens and metered air flows from the large
braking time service brake air tank to the brake cylinders. The relay valves reduce the
time required to engage and release the brakes. A pair of double check
• Double check valves
separate systems valves above the brake cylinders prevent the flow of service brake air to
the ARC relay valve.
STMG 706 - 233 -
11/98

• Service brakes Air from the service brake valve also flows to the brake light switch and
activate two switches the service/retarder brake switch. Depressing the service brake pedal
turns ON the brake lights and changes the transmission shift points and
anti-hunt timer.

• Manual retarder When the manual retarder lever is moved, air flows through three double
operation check valves that block the passages to the service brake valve and the
ARC valve. Air pressure from the manual retarder brake valve flows
through the double check valves to the service brake relay valve and the
front brake oil cooler diverter valve.
• Manual retarder Air from the manual retarder brake valve also flows to the retarder switch,
activates three the brake light switch and the service/retarder brake switch. Engaging the
switches
manual retarder turns ON the retarder dash lamp, the brake lights, and
changes the transmission shift points and anti-hunt timer.

• ARC operation When the ARC is activated, air flows through two double check valves
that block the passages to the service brake valve and the manual retarder
- Engages ARC relay brake valve. Air pressure from the ARC valve flows through the double
valve
check valves to the front brake oil cooler diverter valve.
When the ARC brake system is ENGAGED, the ARC relay valve opens
and metered air flows from the service brake tank, through a pressure
protection valve and the double check valves, to the three brake cylinders.
• Pressure protection The pressure protection valve prevents a total loss of air pressure in the
valve prevents air loss service brake air system if the ARC relay valve fails. The protection
valve opens to send flow to the ARC relay valve at 380 kPa (55 psi) and
closes when the pressure decreases below 310 kPa (45 psi).

• ARC activates three Air from the ARC valve also flows to the retarder switch, the brake light
switches switch and the service/retarder brake switch. Engaging the ARC turns
ON the retarder dash lamp, the brake lights, and changes the transmission
shift points and anti-hunt timer.
STMG 706 - 234 -
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789C BRAKE HOIST PUMP

COOLING SYSTEM
HOIST REAR BRAKES
SCREENS
FRONT
BRAKES

HOIST
VALVE

FRONT BRAKE
OIL COOLER OUTLET
RELIEF VALVE
INLET TORQUE
RELIEF VALVE CONVERTER
DIVERTER CHARGING
VALVE FILTER

REAR BRAKE
OIL COOLERS

CONVERTER PARKING
PARKING BRAKE OUTLET BRAKE
RELEASE VALVE FILTER FILTER

192

• 789C brake oil cooling
system:
- Three pump sections
for rear brakes
- Two pump sections
for front brakes
• Rear brake cooling
• Hoist pump flow
• Fourth section of TC
pump flow
This schematic shows the flow of oil through the 789C brake cooling
system. Three pump sections provide oil for rear brake cooling: the two
sections of the hoist pump and the fourth section of the torque converter
pump. Two pump sections provide oil for front brake cooling: the torque
converter charging and the brake release sections of the torque converter
pump. All the pumps pull oil from the hydraulic tank through suction
screens.
Oil flows from the hoist pump sections through two screens to the hoist
valve. In the HOLD and FLOAT positions, oil from the pump flows
through the hoist valve to the rear brake cooling system.
Oil flows from the fourth section of the torque converter pump, joins with
the oil from the hoist valve, and flows to the rear brake oil coolers.
Oil from all three pump sections combines and flows through the screens
and rear brake oil coolers located on the right side of the engine. The rear
brake oil coolers are cooled by the engine jacket water cooling system.
From the coolers, oil flows through the brakes and returns to the hydraulic
tank.
STMG 706 - 235 -
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• Oil cooler relief valve The pressure in the rear brake cooling system is controlled by the oil
for rear brake cooling cooler relief valve located in the hoist valve. The relief valve setting is
790 kPa (115 psi).
• Front brake cooling Oil flows from the torque converter charging pump through the torque
converter charging filter, the torque converter, and the torque converter
• Converter charging
pump flow
outlet screen to the front brake oil cooler diverter valve.

• Brake release pump Oil flows from the brake release pump through the brake release filter to
flow the brake release valve. The brake release valve controls the oil pressure
to release the parking brakes, lock up the torque converter and shift the
directional spool in the hoist valve. These functions require minimal oil
flow. Most of the oil from the brake release pump flows through the
brake release valve and joins with the torque converter charging pump oil
at the front brake oil cooler diverter valve.

• Front cooler used only When the service or retarder brakes are ENGAGED, the front brake oil
with brakes cooler diverter valve allows brake cooling oil to flow through the front
ENGAGED brake oil cooler to the front brakes. When the brakes are RELEASED,
the oil bypasses the cooler and flows directly to the brakes. The front
brake oil cooler is cooled by the engine aftercooler cooling system. The
aftercooler cooling system does not have temperature regulators
(thermostats) in the circuit.
Normally, front brake cooling oil is diverted around the cooler and goes
directly to the front brakes. Diverting oil around the cooler provides
lower temperature aftercooler air during high power demands (when
climbing a grade with the brakes RELEASED, for example).
• 785C brake oil cooling The brake cooling system on the 785C truck is slightly different from the
system 789C truck. The 785C truck does not have a fourth section on the torque
converter pump for rear brake cooling. The parking brake release pump
- Three pump sections
for rear brakes sends oil to the rear brake cooling system, not to the front brake cooling
system.
- One pump section
for front brakes
STMG 706 - 236 -
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193

• Brake cooling oil Shown is the left rear brake housing on a 789C truck. Brake cooling oil
pressure tap (arrow) pressure can be tested at the two taps (arrow) located in the brake cooling
oil tubes. One tap is located on the brake cooling inlet tube and another
tap is located on the brake cooling outlet tube. The pressure measured at
the brake inlet tube (from the oil coolers) will always be higher than the
pressure measured at the brake outlet tube.

• Brake cooling oil With the brake cooling oil temperature between 79 to 93°C
pressure (175 to 200°F), the pressure measured at the brake inlet tube should be
above 14 kPa (2 psi) at LOW IDLE and below 172 kPa (25 psi) at HIGH
IDLE.

• High brake cooling oil Four brake oil temperature sensors, one for each brake, are located in the
temperature: brake oil cooling tubes. The brake oil temperature sensors provide input
signals to the VIMS, which keeps the operator informed of the brake
cooling oil temperature.
- Gear too high The most common cause of high brake cooling oil temperature is
operating a truck in a gear that is too high for the grade and not
- Engine speed too maintaining sufficient engine speed. Engine speed should be kept at
low approximately 1900 rpm during long downhill hauls.

- Slack adjuster Also, make sure the pistons in the slack adjuster are not stuck and
pistons stuck retaining too much pressure on the brakes (see Slides No. 189 and 190).
STMG 706 - 237 -
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BRAKE ELECTRONIC CONTROL SYSTEM

INPUT COMPONENTS
PARKING BRAKE FILTER
CAT DATA LINK
SERVICE TOOL
BRAKE OVERSTROKE ENGINE ECM
SWITCH
TRANSMISSION/CHASSIS ECM
BRAKE AIR PRESSURE
LEFT BRAKE VIMS
RELEASE
PRESSURE SHIFT LEVER THROTTLE TRANSMISSION OUTPUT
SWITCH SENSOR SPEED SENSOR
RIGHT BRAKE
RELEASE PRESSURE ACTUAL GEAR ENGINE SERVICE/RETARDER
SWITCH SPEED/TIMING BRAKE SWITCH
DIFFERENTIAL SENSOR
FILTER PARKING/SECONDARY
BRAKE SWITCH
DIFFERENTIAL OIL
TEMP SENSOR
DIFFERENTIAL OUTPUT COMPONENTS
PRESSURE
DIFFERENTIAL DIFFERENTIAL FAN RELAY
OIL LEVEL

ARC ENGINE OUTPUT ARC SUPPLY ARC

SPEED SENSOR SOLENOID
ON INPUT

ARC CONTROL
OFF INPUT SOLENOID
RETARDER
ARC ON/OFF PRESSURE SWITCH
SWITCH RETARDER
AUTO RETARDER ENGAGED LAMP
PRESSURE SWITCH

TCS TCS
TCS TEST TCS
SWITCH ENGAGED LAMP TCS SELECTOR SOLENOID
LEFT AND RIGHT
LEFT WHEEL SPEED SENSOR

PROPORTIONAL
RIGHT WHEEL SPEED SENSOR (SERVO) SOLENOID

194

BRAKE ELECTRONIC CONTROL SYSTEM

• Brake ECM The "C" Series trucks use an additional Electronic Control Module (ECM)
for controlling both the Automatic Retarder Control (ARC) and the
Traction Control System (TCS).
The Automatic Retarder Control (ARC) and the Traction Control System
(TCS) control modules are replaced with one Brake ECM. The Brake
ECM controls both the ARC and the TCS functions. The TCS is now on
the CAT Data Link, and the Electronic Technician (ET) service tool can
be used to diagnose the TCS.
STMG 706 - 238 -
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• Brake functions The Brake ECM receives information from various input components
controlled by such as the Engine Output Speed (EOS) sensor, retarder pressure switch,
electrical signals
left and right wheel speed sensors and the TCS test switch.
Based on the input information, the Brake ECM determines whether the
service/retarder brakes should ENGAGE for the ARC or the
parking/secondary brakes should ENGAGE for the TCS. These actions
are accomplished by sending signals to various output components.
Output components include the ARC supply and control solenoids, the
retarder ENGAGED lamp, the TCS selector and proportional solenoids
and the TCS ENGAGED lamp.
The Brake ECM also provides the service technician with enhanced
diagnostic capabilities through the use of onboard memory, which stores
possible diagnostic codes for retrieval at the time of service.

• Benefits of electronic The Engine ECM, the Transmission/Chassis ECM, the Vital Information
communication Management System (VIMS) and the Brake ECM all communicate
through the CAT Data Link. Communication between the electronic
controls allows the sensors of each system to be shared.
The Electronic Control Analyzer Programmer (ECAP) and the Electronic
• Service tool functions Technician (ET) Service Tools can be used to perform several diagnostic
and programming functions.
Some of the diagnostic and programming functions that the service tools
can perform are:
- Display real time status of input and output parameters
- Display the internal clock hour reading
- Display the number of occurrences and the hour reading of the first
and last occurrence for each logged diagnostic code and event
- Display the definition for each logged diagnostic code and event
- Display the supply and control solenoid engagement counter
- Program the ARC control speed
- Perform ARC diagnostic tests
- Upload new Flash files
STMG 706 - 239 -
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195

• Brake ECM (arrow): The Brake ECM (arrow) is located in the compartment at the rear of the
cab. The Brake ECM does not have a diagnostic window like the ARC
- No diagnostic
and the TCS used on the "B" Series trucks.
window
- Diagnostics and All diagnostic and programming functions must be performed with an
programming Electronic Control Analyzer Programmer (ECAP) or a laptop computer
require ECAP or ET with the Electronic Technician (ET) software installed. ET is the tool of
choice because the Brake ECM can be reprogrammed with a "flash" file
using the WinFlash application of ET. ECAP cannot upload "flash" files.

• Brake ECM looks like The Brake ECM looks like the Engine ECM with two 40-pin connectors,
Engine ECM but the Brake ECM does not have fittings for cooling fluid. Also, the
Brake ECM has no access plate for a personality module.
STMG 706 - 240 -
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AUTOMATIC RETARDER CONTROL

ENGINE SPEED BRAKE ECM
SENSOR (ARC/TCS)
ON INPUT
ARC ON/OFF
SWITCH
OFF INPUT
SERVICE TOOL
ENGINE ECM CAT DATA LINK
TRANSMISSION/
CHASSIS ECM RETARDER SUPPLY
VIMS ENGAGED SOLENOID
AIR FROM LAMP
SERVICE BRAKE VENT
RESERVOIR VENT

CONTROL
SOLENOID

MANUAL AUTOMATIC
RETARDER RETARDER
SERVICE VALVE VALVE
BRAKE
VALVE AUTO RETARDER
PRESSURE SWITCH

TO SERVICE / RETARDER
PRESSURE TO ARC
RETARDER BRAKE
SWITCH RELAY VALVE
RELAY VALVE

196

Automatic Retarder Control (ARC)

• Automatic Retarder The Automatic Retarder Control (ARC) system function is to modulate
Control (ARC) truck braking (retarding) when descending a long grade to maintain a
constant engine speed. The ARC system engages the service/retarder
brakes. If the ON/OFF switch is moved to the ON position, the ARC will
be activated if the throttle pedal is not depressed and the parking/
secondary brakes are RELEASED. The ARC system is disabled when the
throttle is depressed or when the parking/secondary brakes are
ENGAGED.
The ARC is not connected to the service brakes and the manual retarder.
When the ARC is ENGAGED, air flows from the ARC valve to a separate
relay valve located near the brake master cylinders (see Slide No. 182).
STMG 706 - 241 -
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• ARC set to maintain The ARC is set at the factory to maintain a constant engine speed of
1900 engine rpm 1900 ± 50 rpm (engine speed setting is programmable). When the ARC
initially takes control of retarding, the engine speed may oscillate out of
the ± 50 rpm target, but the engine speed should stabilize within a few
seconds.
For proper operation of the ARC, the operator needs only to activate the
control with the ARC ON/OFF switch and select the correct gear for the
grade, load, and ground conditions. The ARC is designed to allow the
transmission to upshift to the gear selected by the shift lever. After the
transmission shifts to the gear selected by the operator and the engine
speed exceeds 1900 rpm, the ARC will apply the retarder as needed to
maintain a constant engine speed.
• ARC provides engine The ARC system also provides engine overspeed protection. If an unsafe
overspeed protection engine speed is reached, the ARC will engage the brakes, even if the ARC
ON/OFF switch is in the OFF position and the throttle is depressed.
Trucks approaching an overspeed condition will sound a horn and activate
a light at 2100 rpm. If the operator ignores the light and horn, the ARC
will engage the retarder at 2180 rpm. If the engine speed continues to
increase, the Transmission/Chassis ECM will either upshift (one gear only
above shift lever position) or unlock the torque converter (if the shift lever
is in the top gear position) at 2300 rpm.
• ARC provides The ARC also provides service personnel with enhanced diagnostic
programming and capabilities through the use of onboard memory, which stores possible
diagnostic capability
faults, solenoid cycle counts and other service information for retrieval at
the time of service.
By using an ECAP or a laptop computer with the Electronic Technician
(ET) software installed, service personnel can access the stored diagnostic
information or set the adjustable engine speed control setting.
The Auto Retarder Control receives signals from several switches and
sensors. The control analyzes the various input signals and sends signals
to the output components. The output components are two solenoids and
a lamp.

INSTRUCTOR NOTE: For more detailed information about the

Automatic Retarder Control (ARC) system, refer to the Service
Manual Module "Automatic Retarder Control System" (Form
SENR5683) and the Technical Instruction Module "Automatic
Retarder Control System" (Form SEGV2593).
STMG 706 - 242 -
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197

1. Engine output speed Shown is the location of the Engine Output Speed (EOS) sensor (1) that
sensor provides the primary input signal used by the ARC. The engine speed
information is the main parameter that the Brake ECM uses to control
retarding. The engine speed sensor is a frequency sensor that generates
an AC signal from the passing flywheel gear teeth.

2. Engine speed/timing
The engine speed/timing sensor (2) is also used by the ARC for diagnostic
sensor purposes. If the Brake ECM receives an input signal from the engine
speed/timing sensor, but not the EOS sensor, the Brake ECM will log an
engine speed fault. The ARC will not function without an engine speed
signal from EOS sensor (1).
• Use 8T5200 Signal NOTE: The 8T5200 Signal Generator/Counter Group can be
Generator to simulate connected to the engine speed sensor wiring harness and be used to
engine speed simulate engine speed for diagnostic purposes. To connect the
8T5201 Signal Generator to the engine speed sensor wiring harness,
fabricate jumper wires and connect the 8T5198 Adapter Cable (part
of the 8T5200 Signal Generator/Counter Group) to the speed sensor
harness Deutsch DT connector.
8T5198 Adapter Deutsch DT Connector

Pin B J765 BU Pin 2 (ground)

Pin C 450 YL Pin 1 (signal)
STMG 706 - 243 -
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2 5

198

1. Retarder pressure Shown is the location of the retarder pressure switch (1). The retarder
switch pressure switch signals the Brake ECM when manual or automatic
retarder air pressure is present. The switch is normally open and closes
when the manual or automatic retarder is engaged.
A fault is recorded when the Brake ECM detects the absence of retarder
pressure (switch open) while the supply solenoid and the control solenoid
are energized.

2. Auto retarder The auto retarder pressure switch (2) signals the Brake ECM when air
pressure switch pressure is present and the automatic retarder valve (3) is functioning.
The auto retarder pressure switch is located in front of the cab in the
3. Automatic retarder output port of the automatic retarder valve. The switch is normally closed
valve
and opens only when the auto retarder is engaged.
A fault is recorded when the Brake ECM detects the presence of auto
retarder pressure (switch open) while the supply solenoid and the control
solenoid are not energized.
STMG 706 - 244 -
11/98

4. Supply solenoid The supply solenoid valve (4) turns ON or OFF to control the flow of
valve supply air to the automatic retarder valve (3). The Brake ECM energizes
the supply solenoid valve with +Battery voltage (24 Volts) at 100 rpm less
than the programmed control speed setting. Normally, the reduced speed
will be 1800 rpm, since the control speed is set to 1900 rpm at the factory.
A fault is recorded if the Brake ECM senses the signal to the supply
solenoid as open, shorted to ground, or shorted to battery.

5. Control solenoid The control solenoid valve (5) modulates the air flow to the brakes during
valve automatic retarding. The control solenoid receives a Pulse Width
Modulated (PWM) signal from the Brake ECM. The longer the duty
cycle, the more time the control solenoid valve is open, and more air
pressure is allowed to the brakes. Voltage to the control solenoid
increases proportionally from zero to approximately 22 Volts with the
demand for more brake pressure.
A fault is recorded if the Brake ECM senses the signal to the control
solenoid as open, shorted to ground, or shorted to battery.

• Supply and control Normal resistance through the supply and control solenoids is 31 Ohms.
solenoid resistance An excess resistance of approximately 40 Ohms will prevent the valves
from opening and will cause a supply or control valve fault to be logged.
Therefore, a measurement of approximately 71 Ohms or more will show
that the solenoid is defective.

• ARC valve The Brake ECM can also determine if the solenoid valves have
malfunction malfunctioned (valves leaking). If air pressure is present at the auto
retarder pressure switch when the solenoids are DE-ENERGIZED, the
auto retarder pressure switch will signal the Brake ECM that the ARC
valve has malfunctioned.
STMG 706 - 245 -
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TRACTION CONTROL SYSTEM

BRAKE ECM
(ARC/TCS)
ELECTRONIC
SERVICE TOOL

SERVICE/RETARDER TCS
BRAKE SWITCH ENGAGED
LAMP
TRANSMISSION
OUTPUT SPEED
SENSOR CAT DATA LINK TCS SELECTOR
SOLENOID
LEFT AND RIGHT
TCS TEST
SWITCH

PROPORTIONAL
LEFT WHEEL SOLENOID
SPEED SENSOR

RIGHT WHEEL + 10V TO

SPEED SENSOR WHEEL SENSORS

199

Traction Control System (TCS)

• TCS uses rear The Traction Control System (TCS) uses the rear parking/secondary
parking/secondary brakes (spring engaged and hydraulically released) to decrease the
brakes revolutions of a spinning wheel. The TCS allows the tire with better
underfoot conditions to receive an increased amount of torque. The
system is controlled by the Brake ECM (see Slides No. 194 and 195).
The Brake ECM monitors the drive wheels through three input signals:
one at each drive axle, and one at the transmission output shaft. When a
spinning drive wheel is detected, the Brake ECM sends a signal to the
selector and proportional valves which ENGAGE the brake of the affected
wheel. When the condition has improved and the ratio between the right
and left axles returns to 1:1, the Brake ECM sends a signal to RELEASE
the brake.
STMG 706 - 246 -
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• TCS replaces AETA The TCS was formerly referred to as the Automatic Electronic Traction
Aid (AETA). The operation of the system has not changed. The main
differences are the appearance of the ECM, and the TCS is now on the
CAT Data Link. Also, the ECAP and ET Service Tools can communicate
with the TCS.
A service/retarder brake switch (see Slide No. 128) provides an input
• Service/retarder brake
switch: signal to the TCS through the CAT Data Link and performs two functions:

- Stops TCS function 1. When the service brakes or retarder are ENGAGED, the TCS function
is stopped.
- Performs diagnostic
test 2. The service/retarder brake switch provides the input signal needed to
perform a diagnostic test. When the TCS test switch and the retarder
lever are ENGAGED simultaneously, the TCS will engage each rear
brake independently. Install two pressure gauges on the TCS valve,
and observe the pressure readings during the test cycle. The left brake
pressure will decrease and increase. After a short pause, the right
brake pressure will decrease and increase. The test will repeat as long
as the TCS test switch and the retarder lever are ENGAGED.

• Brake release The TCS valve has a left and right brake release pressure sensor. A
pressure sensors laptop computer with the ET software installed can also be used to view
the left and right parking brake pressures during the test discussed above
in function No. 2. When the proportional solenoid is ENERGIZED, ET
will show 44% when the brake is FULLY ENGAGED.
NOTE: During the diagnostic test, the parking/secondary brakes
must be released.
STMG 706 - 247 -
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200

• Wheel speed sensor Shown is the right rear wheel speed sensor (arrow). The TCS monitors
(arrow) the drive wheels through three input speed signals: one at each drive axle,
and one at the transmission output shaft.

• TOS sensor disables The Transmission Output Speed (TOS) sensor (see Slide No. 127)
TCS monitors the ground speed of the machine and provides input signals to
the TCS through the CAT Data Link. The TCS uses the TOS sensor to
disable the TCS when ground speed is above 19.3 km/h (12 mph).
STMG 706 - 248 -
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4
4

3 3

2
1

201

• TCS valve The Traction Control System (TCS) valve is mounted inside the rear of
the left frame rail. Two solenoids are mounted on the valve.

1. Selector solenoid
Electrical signals from the Brake ECM cause the selector solenoid
valve (1) to shift and select either the left or right parking brake. If the
selector valve shifts to the left parking brake hydraulic circuit, the control
oil is drained. The left reducing spool of the control valve can then shift
and engage the parking brake.
The Brake ECM energizes the selector solenoid valve with + Battery
voltage (24 Volts). Normal resistance through the selector solenoid is
between 18 and 45 Ohms.

2. Proportional solenoid The proportional solenoid valve (2) controls the volume of oil being
drained from the selected parking brake control circuit. The rate of flow
is controlled by a signal from the Brake ECM.
The proportional solenoid receives a Pulse Width Modulated (PWM)
signal from the Brake ECM. The longer the duty cycle, the more time the
proportional solenoid valve is open, and more oil pressure is drained from
the brakes. Voltage to the proportional solenoid increases proportionally
from zero to approximately 10 Volts with the demand for more braking.
Normal resistance through the solenoid is between 12 and 22 Ohms.

3. Left and right brake The pressure taps (3) or pressure sensors (4) can be used to check the left
release pressure taps and right brake release pressures when performing diagnostic tests on the
TCS. The pressure at the taps in the TCS valve will be slightly less than
4. Left and right brake
release pressure
the brake release pressure measured at the wheels.
sensors
STMG 706 - 249 -
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TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING/BRAKES RELEASED
TEST
SWITCH
SERVICE/RETARDER
BRAKE SWITCH

LEFT
DRIVE AXLE

INPUT
BALL CHECK SIGNALS
TRANSMISSION
SPEED SENSOR OUTPUT
SIGNALS
ORIFICE

SCREEN TCS ENGAGED

LAMP

SELECTOR
SOLENOID
PARKING
BRAKE
VALVE
RIGHT
DRIVE AXLE
PROPORTIONAL
SOLENOID

202

• TCS operation with Shown is the TCS with the engine running and the brakes RELEASED.
brakes RELEASED
When the machine is started:
- Oil flows from parking brake release pump through the brake release
oil filter where the flow is divided. One line from the filter directs
oil to the parking brake release valve. The other line sends oil to the
signal port (right end of signal piston) of the TCS control valve.
- Oil flow to the TCS control valve signal port causes the ball check
piston to move to the left and unseat the drain ball check valve.
Opening the drain ball check valve opens a drain passage to the
hydraulic tank.
STMG 706 - 250 -
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When the operator releases the parking brakes:

- Air pressure is increased at the parking brake release valve forcing
the valve spool down.
- Parking brake release oil can now flow through the parking brake
release valve to the TCS control valve.
- In the control valve, oil closes the parking/secondary ball check
valve and flows through the screen.
- Oil flows through the right and left brake control circuit orifices.
- Oil flows to the ends of the left and right brake reducing valve
spools.
- When the control circuit pressure is high enough, the reducing
spools shift toward the center of the TCS control valve and parking
brake release oil flows to release the brakes.
STMG 706 - 251 -
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TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING/LEFT BRAKE ENGAGED
TEST
SWITCH
SERVICE/RETARDER
BRAKE SWITCH

LEFT
DRIVE AXLE

INPUT
BALL CHECK SIGNALS
TRANSMISSION
SPEED SENSOR OUTPUT
SIGNALS
ORIFICE

SCREEN TCS ENGAGED

LAMP

SELECTOR
SOLENOID
PARKING
BRAKE
VALVE
RIGHT
DRIVE AXLE
PROPORTIONAL
SOLENOID

203

• CS operation with left Shown is the TCS with the engine running and the left brake ENGAGED.
brake ENGAGED When signals from the sensors indicate that the left wheel is spinning
60% faster than the right wheel, the following sequence of events occurs:
- The Brake ECM sends a signal to the selector solenoid valve and the
proportional solenoid valve.
- The selector solenoid valve opens a passage between the outer end
of the left brake pressure reducing valve and the proportional
solenoid valve.
- The proportional solenoid valve opens a passage from the selector
solenoid valve to drain. The proportional solenoid valve also
controls the rate at which the oil is allowed to drain.
- Control circuit oil drains through the selector valve and enters the
proportional valve.
STMG 706 - 252 -
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- The reducing valve spool for the left parking brake shifts and blocks
the flow of oil to the parking brake.
- Oil in the left parking brake control circuit begins to drain.
- The left parking brake begins to ENGAGE.
- The left brake orifice restricts the flow of oil from the parking brake
release valve.
When the signals from the sensors indicate that the left wheel is no longer
spinning, the following sequence occurs:
- The Brake ECM stops sending signals to the selector solenoid and
the proportional solenoid.
- The selector solenoid valve and proportional solenoid valve block
the passage to drain and allow the control circuit pressure to
increase.
- The left brake reducing valve spool shifts to the center position and
blocks the passage to drain.
- Parking brake release oil is directed to the left parking brake and the
brake is RELEASED.
INSTRUCTOR NOTE: For more detailed information on the
Traction Control System (TCS) refer to the Service Manual module
"Automatic Electronic Traction Aid" (Form SENR2986) and the
Technical Instruction Module "Automatic Electronic Traction Aid"
(Form SEGV2585).
STMG 706 - 253 -
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204

OPTIONAL EQUIPMENT

FlexxaireTM Fan

• Flexxaire fan:
Shown is a 3516B Engine with a FlexxaireTM Fan installed. The
- Variable pitch FlexxaireTM fan provides full control of air movement through the radiator
- Temperature with an automatically controlled, variable pitch fan. The fan is designed
controlled to help control cooling requirements in specific applications such as cold
weather and high altitude. The thermostatic controller automatically
adjusts the blade pitch to maintain an optimum engine coolant
temperature.
• Warms engine quickly
With zero-pitch start-up, the air dam effect prevents air flow through the
• Reduces horsepower
loss
radiator and the engine reaches the recommended operating temperature
more quickly. The pitch will vary throughout the day based on the engine
cooling temperature and air conditioning requirements. The automatic
blade pitch control reduces the horsepower loss when engine cooling is
1. Hub assembly not required.
2. Coolant temperature The 10 fan blades attach to the hub assembly (1). A coolant temperature
sensor
sensor (2) and an air conditioning pressure sensor (see Slide No. 62)
3. Fan pitch actuator provide input signals to an electronic control box located behind the cab
(see next page). The electronic control analyzes the input signals and
sends an electrical signal to the actuator (3). The actuator rotates and
changes the fan pitch as needed to increase or decrease the engine coolant
temperature.
STMG 706 - 254 -
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3 4

205

1. Electronic control The FlexxaireTM Fan electronic control box (1) and the remote display (2)
box are located in the compartment behind the operator's station. The control
box is used to set up and calibrate the Flexxaire fan. Remove the cover
2. Remote display
from the control box and follow the instructions on the label inside the
cover.

• Control features The FlexxaireTM control box provides many features. The customer must
decide which features he wants to use before setting up the system. Some
of the features are:
Timed Auto-Purge, Purge Interval Override, Temperature
Driven Auto-Purge: Off-highway Trucks normally PULL air
through the radiator. For a PURGE to occur, the fan blades rotate
and PUSH air through the radiator. Changing air flow direction
can help clear debris from the radiator.

Actuator Stall Detection: If the fan pitch actuator encounters

excessive resistance (bolt falls into the linkage), the control will
sense the increased current and attempt an automatic calibration.
If the obstruction continues, as a safety measure, the control will
rotate the fan blades to full pitch.
STMG 706 - 255 -
11/98

Second Fluid Temperature Control: A second temperature

sensor can be installed to control the fan pitch in addition to the
engine coolant temperature sensor (brake oil temperature).

Blaze Blocker: A fire suppression system can provide an input

signal to the control that will rotate the fan blades to the
NEUTRAL position. In the NEUTRAL position, the fan provides
no air flow. Limiting the air flow reduces the amount of oxygen to
the fire, and the fire suppressant is not blown from the engine
compartment.

• Fan setup The following two FlexxaireTM Fan Controls must be set up properly:
requirements:

- Actuator limits Actuator Limits: This procedure sets the travel limits and the
NEUTRAL position of the actuator.

- Temperature set Temperature Set Point Calibration: This procedure sets the
points temperature range that the controller will try to maintain by
changing the fan pitch.

2. Remote display The remote display (2) can be used to change the air flow from PUSH to
PULL by depressing the air flow button (3). The nine LED bar display to
3. Air flow button the right of the air flow button indicates the position of the fan. The
bottom four LED's indicate the PULL direction. The center LED
- LED bar display
indicates the NEUTRAL position. The top four LED's indicate the PUSH
direction.

4. Purge button The purge button (4) will start the purge cycle if one has been
programmed into the control (optional).

INSTRUCTOR NOTE: More detailed information about the

FlexxaireTM Fan System can be found in the Service Manual module
"FlexxaireTM Fan Installation And Maintenance Manual"
(Form SEBC1152).
STMG 706 - 256 -
11/98

206

CONCLUSION

This presentation has provided a basic introduction to the Caterpillar

785C and 789C Off-highway Trucks. All the major component locations
were identified and the major systems were discussed. When used in
conjunction with the service manual, the information in this package
should permit the serviceman to analyze problems in any of the major
systems on these trucks.
STMG 706 - 257 -
11/98

SLIDE LIST
1. 789C model view 46/ Circuit breaker panel
2. Right side 789C truck 47. Center dash panel
3. Front of 789C truck 48. Rocker switches
4. Truck body options 49. VIMS message center module
5. Walk around inspection 50. VIMS interface modules
6. Maintenance checks 51. VIMS main module
7. Front wheel bearing 52. VIMS diagnostic connector
8. Front suspension cylinder 53. Electronic Technician (ET)
9. Air filter housing 54. 3516B engine model view
10. Right side engine 55. Electronic control system component
11. Transmission charging filter diagram
12. Transmission hydraulic tank 56 Engine ECM
13. Final drive 57. Atmospheric pressure sensor
14. Differential oil level 58. Engine speed/timing sensor
15. Safety cable 59. Throttle position sensor
16. Fuel tank 60. EUI fuel injector solenoid
17. Primary fuel filter 61. Input switches and sensors
18. Parking brake and torque converter 62. Air conditioner compressor switch
19. Brake cylinder breathers 63. Crankcase pressure sensor
20. Front air dryer 64. ECM logged events
21. 789C engine oil filters 65. Additional ECM logged events
22. 785C engine oil filters 66. Systems controlled by ECM
23. Oil change connector 67. Engine oil pre-lubrication
24. Secondary fuel filters 68. Speed fan control
25. Engine shutdown switch 69. Oil renewal system components
26. Air filter restriction indicators 70. Oil level switches
27. 789C cooling system 71. Cooling system
28. Air cleaner indicators 72. Radiator
29. Ether cylinders 73. Water pump
30. Batteries 74. Coolant
31. Lubrication tank 75. Engine (right side)
32. Steering system tank 76. Jacket water coolant flow
33. Air tank drain valve 77. Auxiliary (aftercooler) water pump
34. Windshield washer reservoir 78 Rear aftercooler temperature sensor
35. Daily checks 79. 789C air charging system
36. Operator's station 80. Lubrication system
37. Operator and trainer seats 81. Oil filters
38. Hoist control lever 82. 785C engine oil filters
39. Dash (left side) 83. Engine oil system
40. Operator controls 84. Primary fuel filter
41. Switches and signals 85. Fuel transfer pump
42. Manual retarder lever 86. Secondary fuel filters
43. Brake and throttle pedals 87. Fuel injectors
44. Shift console 88. Fuel system circuit
45. Overhead switches 89. Air induction and exhaust system
STMG 601 - 258 -
5/91

SLIDE LIST
90. Turbocharger inlet pressure sensor 131. 789C steering system (no steer/maximum
91. 351B turbochargers flow
92. Exhaust temperature sensor 132 785C steering system (hold)
93. 3512B air induction and exhaust system 133. Steering tank and filter
94. Power train components 134. 785C steering pump
95. Torque converter 135. 785C steering pump (maximum flow)
96. Torque converter (converter drive) 136. Pump compensator valve
97. Torque converter drive (direct drive) 137. 785C steering pump (minimum flow)
98. Torque converter pump (four sections) 138. 789C steering pump
99. Torque converter charging filter 139. 789C steering pump supply oil
100. Torque converter inlet relief valve 140. 789C steering pump operation (maximum
101. Torque converter outlet screen flow)
102. Brake oil cooler and diverter valve 141. 789C steering pump (low pressure standby)
103. Parking brake release valve 142. Accumulator charging valve
104. Torque converter lockup clutch valve (iron) 143. Load sensing controller
105. Torque converter lockup clutch control 144. 789C solenoid and relief valve manifold
(direct drive) 145. 785C solenoid and relief valve manifold
106. Torque converter hydraulic system 146. Solenoid and relief valve manifold
107. Transfer gears (sectional view)
108. Transmission lube supply hose 147. 789C steering directional valve
109. Power shift planetary transmission 148. Steering directional valve (no turn)
110. Transmission pump 149. Steering directional valve (right turn)
111. Transmission scavenge screens 150. 785C solenoid and relief valve manifold and
112. Transmission charging filter crossover relief valves
113. Transmission oil cooler bypass valve and oil 151. 785C crossover relief system (external
cooler impact)
114. Transmission charging pump 152. 789C Hand Metering Unit (HMU)
115. Transmission clutch pressures 153. 789C steering accumulators
116. ICM transmission controls (sectional view) 154. Shutdown control
117. Transmission hydraulic system 155. Hoist control system
118. Rear axle pump 156. Hoist lever
119. Pump supply hose 157. Hoist control position sensor
120. Oil filter bypass switch 158. Hoist, converter and brake tank
121. Rear axle oil cooling and filter system 159. Hydraulic tanks (rear)
122. Double reduction planetary gear final drives 160. Two section hoist pump
123. Transmission/Chassis ECM 161. Hoist screens
124. Transmission/Chassis electronic control 162. Pump supply ports
system 163. Counterbalance valve
125. Shift lever switch 164. Hoist control valve (hold)
126. Transmission gear switch 165. Hoist control valve (raise)
127. Transmission Output Speed (TOS) sensor 166. Hoist counterbalance valve (raise, lower and
128. Service/retarder brake switch float)
129. Body position sensor 167. "C" Series hoist control valve (lower)
130. Steering system 168. "C" Series hoist control valve (float)
STMG 601 - 259 -
5/91

SLIDE LIST
169. Two-stage hoist cylinders
170. Hoist system (hold)
171. Air and brake systems
172. Oil cooled brake assembly (cutaway)
173. Air charging system
174. 789C air dryers
175. Service/retarder brake tank
176. Pressure protection valve
177. Automatic lubrication solenoid air valve
178. Parking/secondary brake tank
179. 789C air charging system
180. Manual retarder valve
181. Service brake valve
182. Inverter valve signal port
183. Brake release valve
184. Normal parking and secondary brake
operation
185. Parking/secondary brakes released and
parking brakes engaged
186. Service brake and manual retarder relay
valve
187. Brake oil makeup tank
188. Brake cylinder (engaged)
189. Slack adjuster (iron)
190. Slack adjuster (released and engaged)
191. Service/retarder brake air system (engaged)
192. 789C brake oil cooling schematic
193. Brake cooling oil pressure tap
194. Brake electronic control system
195. Brake ECM (iron)
196. Automatic Retarder Control (ARC)
schematic
197. Engine Output Speed (EOS) sensor
198. Retarder pressure switch
199. Traction Control System (TCS) schematic
200. Wheel speed sensor
201. Traction Control System (TCS) valve
202. Traction Control System (TCS) operation
(brakes released)
203. Traction Control System (TCS) operation
(left brake engaged)
204. Flexxaire fan
205. Flexxaire fan electronic control box
206. Model rear view
STMG 706 - 260 - Serviceman's Handout No. 1
11/98

"C" SERIES TRUCK SERVICE TOOLS

MAINTENANCE

2P8250 Filter Strap Wrench

4C5084 Filter Cutting Tool
4C9301 Coolant Conditioner Test Kit
4C4911 Battery Load Tester
1U9921 Battery Post Cleaner
5P0957 Coolant and Battery Tester (°F)
5P3514 Coolant and Battery Tester (°C)
9U5617 Suspension oil fill unit
7S5437 Nitrogen Charging Group
5P8610 Nitrogen Charging Adapter (for charging two suspension cylinders)
1U5551 Valve Extension (for charging steering accumulators)
7S9394 Tire Fill Air Hose
7F8240 Tire Valve Repair Tool
1P0545 Tire Gauge
6V4040 Nitrogen Tire Inflation Kit
5P1720 Seal Pick

ENGINE

9U7400 Multitach II Group

9S9082 Engine Turning Tool
1U5470 Engine Pressure Gauge Group
1U5440 Fuel Flow Monitor Group (3400/3500)
147-5482 3500/3500B Valve Lash Setting Group
147-2056 Dial Indicator (inches) (need with 147-5482)
147-5537 Dial Indicator (metric) (need with 147-5482)
148-7211 Bridge Nut Socket (need with 147-5482)
9U5132 Injector Height Tool Group

ELECTRONIC CONTROL DIAGNOSTICS

Laptop Computer for VIMS and ET

IBM Compatible Computer with DB-9 or DB-25 Pin RS-232 Serial Port

Vital Information Management System (VIMS)

JERD2093 Caterpillar Common Services Software
JERD2137 VIMS Software License
JERD2138 VIMS Software Subscription
JERD2139 VIMS Software Subscription (additional copies)
127-9797 VIMS Computer to Truck Adapter Cable (same as TPMS)
STMG 706 - 261 - Serviceman's Handout No. 2
11/98

ELECTRONIC CONTROL DIAGNOSTICS (continued)

Electronic Technician (ET)

JEBD3003 ET Getting Started Book and CD
JERD2124 Electronic Technician (ET) Software License
JERD2129 ET Software Subscription (Engines and Machines)
JERD2142 ET Software Subscription (Machines Only)
7X1700 Communication Adapter
NEXG4523 Service Program Module (SPM) for Communication Adapter
139-4166 ET Universal Cable (connects Communication Adapter to machine;
for CAT Data Link and ATA Communication)
7X1425 ET Adapter Cable (connects Laptop to Communication Adapter)
7X1695 Timing Probe Cable (for timing calibration)
6V2197 Timing Probe Magnetic Pickup (for timing calibration)
6V3093 Timing Probe Adapter Sleeve (for timing calibration)
LERQ3133 HyperACCESS/5--Flash File Download Software

ELECTRICAL

4C3406 Deutsch Connector Kit (HD10 with crimp tool)

9U7246 Deutsch Connector Kit (DT no crimp tool)
1U5804 Deutsch Connector Crimp Tool (part of 4C3406)
6V3000 Sure Seal Repair Kit
1P2305 Terminal and Connector Repair Kit
8T0900 AC/DC Clamp-on Ammeter
146-4080 Digital Multimeter (reads PWM and Frequency)
9U7330 Fluke 87 Digital Multimeter (reads PWM and Frequency)
8T3224 Multimeter Probes (for checking CE connectors)
7X1710 Signal Reading Probe Group (spade slides in connectors)
4C9024 Service Tool and Soldering Iron Battery
9U7560 Field Soldering Iron Group (used with 4C9024)
5P4205 5/32 T-handle Allen wrench for DRC connectors
121-9587 Deutsch Connector (HD10/DRC)--Blue removal tool
4C4074 CE Connector--Black removal tool
STMG 706 - 262 - Serviceman's Handout No. 3
11/98

POWER TRAIN

8T5200 Signal Generator (substitutes transmission/engine speed signals)

6V4157 Transmission/Hydraulic System Pressure Gauge Group
6V6064 Test Cover (top of ICM transmission)

TEMPERATURE MEASUREMENTS

4C6500 Digital Thermometer Group

8T2844 Temperature Recorder Stickers
4C6090 Multichannel Temperature Selector Group
6V9130 Temperature Adapter Group (for Digital Multimeter)
8T5334 Surface Temperature Probe
123-6700 Infrared Thermometer with Laser Sight
148-2400 Compact Infrared Thermometer with Laser sight

MISCELLANEOUS

FT1114 7H1447 Vacuum Cap Assembly--7H1447 Hydraulic Cap

FT1115 4J3754 Vacuum Cap Assembly--4J3754 Hydraulic Cap
5P0306 Transducer
6V4142 Open nipple 1/8-27 NPTF
5K5068 Pipe Nipple 1/8-27 x 1/8-27 NPTF male union
3B6488 Black Pipe Coupling 1/4-18 NPTF both ends
5P1750 to 5P1756 Thin plates slide in hose ends to block oil
5P1750 Blocker Plate 1.25 in ID Line
5P1756 Blocker Plate 4.00 in ID Line
6V7830 Tetragauge
1U5481 Pressure Gauge Group
1U5482 Pressure Adapter Group for 1U5481
4C4892 ORFS Fitting and Gauge Group
8T5320 Hydraulic Test Group (contains blocker plates)
5P1404 Adapter (7/8-14 male x 9/16-18 female) for brake bleed port
2P8421 Adapter (1 1/16-12 male x 9/16-18 female) for brake cooling pressure
at hoist valve
1U5000 Auxiliary Power Unit (gas engine powered pump for dumping or towing)
1U5525 Auxiliary Power Unit Attachment Group
146-1738 Precision Borescope
1U8869 Digital Dial Indicator
6V6042 Dial Indicator Contact Group
8T5096 Magnetic Dial Indicator Group
8T1000 Digital Positioner Group
FT1975 Suspension Gauge Block
Stop Watch
STMG 706 - 263 - Serviceman's Handout No. 4
11/98

785C/789C TRANSMISSION/CHASSIS ECM PIN IDENTIFICATION

Pin Number Chassis Control Function Type Of Pin
J1- 1 Battery+ (24V) Power
J1- 2 Battery- (ground) Power
J1- 3 CAT Data Link- CAT Data Link-
J1- 4 Dash Body Up Lamp Proportional Driver No. 2
J1- 5 Battery- (ground) Power
J1- 6 Battery+ (24V) Power
J1- 7 Solenoid Return Solenoid Return
J1- 8 Start Relay ON/OFF Driver No. 13*
J1- 9 CAT Data Link+ CAT Data Link+
J1-10 Secondary Steering Relay Proportional Driver No. 1
J1-11 Lockup Clutch Solenoid Proportional Driver No. 4
J1-12 Upshift Solenoid Proportional Driver No. 11
J1-13 Transmission Charge Filter Switch Switch To Ground 8
J1-14 Shift Lever 1 Switch To Ground 16
J1-15 Switch and Sensor Ground Return Switch and Sensor Ground
J1-16 Switch and Sensor Ground Return Switch and Sensor Ground
J1-17 Unused Proportional Driver No. 3
J1-18 Downshift Solenoid Proportional Driver No. 12
J1-19 Shift Lever 4 Switch To Ground 7
J1-20 Transmission Lube Filter Switch Switch To Ground 3
J1-21 Location code 1 (open) Switch To Ground 26
J1-22 Location code 0 (grounded) Switch To Ground 25
J1-23 Shift Lever Ground Verify Switch To Ground 6
J1-24 Shift Lever 2 Switch To Ground 2
J1-25 Service Brake Pressure Switch Switch To Ground 12
J1-26 Secondary Brake Pressure Switch Switch To Ground 13
J1-27 Shift Lever 5 Switch To Ground 28
J1-28 ECM Location Enable (+Battery) Switch To Battery 3
J1-29 Transmission Gear 1 Switch To Ground 4
J1-30 Transmission Gear 2 Switch To Ground 1
J1-31 Transmission Gear 3 Switch To Ground 10
J1-32 Transmission Gear 4 Switch To Ground 14
J1-33 Transmission Gear 5 Switch To Ground 29
J1-34 Unused Switch To Battery 2
J1-35 Shift Lever 3 Switch To Ground 5
J1-36 Transmission Gear Ground Verify Switch To Ground 15
J1-37 Low Steering Pressure Switch Switch To Ground 11
J1-38 Location Code 2 (open) Switch To Ground 27
J1-39 Hoist Screen Switch Switch To Ground 9
J1-40 Key Switch Input Switch To Battery 1*

* The J1-8 driver receives power from the J1-40 input.

STMG 706 - 264 - Serviceman's Handout No. 5
11/98

785C/789C TRANSMISSION/CHASSIS ECM PIN IDENTIFICATION

Pin Number Chassis Control Function Type Of Pin

J2- 1 Hoist Enable Relay Proportional Driver No. 6

J2- 2 Unused Proportional Driver No. 8
J2- 3 Solenoid Return Solenoid Return
J2- 4 Transmission Oil Temperature Sensor PWM 4/Switch To Gnd 33
J2- 5 Unused PWM 2/Switch To Gnd 31
J2- 6 T/C Oil Temperature Sensor PWM 6/Switch To Gnd 35
J2- 7 Float Solenoid Proportional Driver No. 5
J2- 8 Autolube Solenoid Proportional Driver No. 7
J2- 9 Unused No Connection
J2-10 Unused PWM 5/Switch To Gnd 34
J2-11 Hoist Lever PWM 1/Switch To Gnd 30
J2-12 +8V Sensor Power Supply +8V Sensor Power Supply
J2-13 Raise Solenoid Proportional Driver No. 10
J2-14 Unused Timer In No. 4
J2-15 +10V Sensor Power Supply +10V Sensor Power Supply
J2-16 Unused No Connection
J2-17 Unused No Connection
J2-18 Body Position Sensor/Body Up Switch PWM 3/Switch To Gnd 32
J2-19 Lower Solenoid Proportional Driver No. 9
J2-20 Unused Unused
J2-21 Unused No Connection
J2-22 Unused Open Collector Output 3
J2-23 Engine Output Speed Timer In No. 2
J2-24 Unused Unused
J2-25 Unused Unused
J2-26 Unused No Connection
J2-27 Unused No Connection
J2-28 Neutral Output Open Collector Output 1
J2-29 Unused No Connection
J2-30 Unused Timer In No. 3Q
J2-31 Unused Timer In No. 4Q
J2-32 Unused No Connection
J2-33 Unused No Connection
J2-34 Body Raise Output Open Collector Output 4
J2-35 Converter Output Speed Timer In No. 3
J2-36 Unused Unused
J2-37 Back-up Alarm ON/OFF Driver No. 14
J2-38 Transmission Output Speed Timer Input No. 1
J2-39 Unused No Connection
J2-40 Low Steering Warning Output Open Collector Output 2
STMG 706 - 265 - Serviceman's Handout No. 6
11/98

785C/789C BRAKE CONTROL PIN IDENTIFICATION

Pin Number Chassis Control Function Type Of Pin
J1- 1 Battery+ (24V) Power
J1- 2 Battery- (ground) Power
J1- 3 CAT Data Link- CAT Data Link-
J1- 4 Retarder Lamp Proportional Driver No. 2
J1- 5 Battery- (ground) Power
J1- 6 Battery+ (24V) Power
J1- 7 Solenoid Return Solenoid Return
J1- 8 TCS Dash Lamp ON/OFF Driver No. 13*
J1- 9 CAT Data Link+ CAT Data Link+
J1-10 TCS Right Brake On/Off Solenoid Proportional Driver No. 1
J1-11 TCS Left Brake On/Off Solenoid Proportional Driver No. 4
J1-12 ARC Control Solenoid Proportional Driver No. 11
J1-13 ARC On/Off Switch N/O when Off Switch To Ground 8
J1-14 ARC On/Off Switch N/C when Off Switch To Ground 16
J1-15 Switch and Sensor Ground Return Switch and Sensor Ground
J1-16 Switch and Sensor Ground Return Switch and Sensor Ground
J1-17 TCS Proportional Servo Valve Proportional Driver No. 3
J1-18 ARC Supply Solenoid Proportional Driver No. 12
J1-19 TCS System Test Switch Switch To Ground 7
J1-20 ARC Pressure Switch Switch To Ground 3
J1-21 Location Code 1 (grounded) Switch To Ground 26
J1-22 Location Code 0 (open) Switch To Ground 25
J1-23 Retarder Switch Switch To Ground 6
J1-24 Unused Switch To Ground 2
J1-25 Brake Cooling Filter Switch (793C only) Switch To Ground 12
J1-26 Brake Overstroke Switch Switch To Ground 13
J1-27 Unused Switch To Ground 28
J1-28 ECM Location Enable (+Battery) Switch To Battery 3
J1-29 Unused Switch To Ground 4
J1-30 Unused Switch To Ground 1
J1-31 Rear Diff Level Switch Switch To Ground 10
J1-32 Rear Diff Filter Switch Switch To Ground 14
J1-33 Park Brake Filter Switch Switch To Ground 29
J1-34 Unused Switch To Battery 2
J1-35 Unused Switch To Ground 5
J1-36 Unused Switch To Ground 15
J1-37 Unused Switch To Ground 11
J1-38 Location Code 2 (open) Switch To Ground 27
J1-39 Unused Switch To Ground 9
J1-40 +Battery Input Switch To Battery 1*

* The J1-8 driver receives power from the J1-40 input.

STMG 706 - 266 - Serviceman's Handout No. 7
11/98

785C/789C BRAKE CONTROL PIN IDENTIFICATION

Pin Number Chassis Control Function Type Of Pin
J2- 1 Rear Diff Fan High Solenoid Proportional Driver No. 6
J2- 2 Unused Proportional Driver No. 8
J2- 3 Solenoid Return Solenoid Return
J2- 4 Left Brake Retract Pressure Sensor PWM 4/Switch To Gnd 33
J2- 5 Right Brake Retract Pressure Sensor PWM 2/Switch To Gnd 31
J2- 6 Rear Diff Oil Pressure Sensor PWM 6/Switch To Gnd 35
J2- 7 Unused Proportional Driver No. 5
J2- 8 Unused Proportional Driver No. 7
J2- 9 Unused No Connection
J2-10 Rear Diff Oil Temperature Sensor PWM 5/Switch To Gnd 34
J2-11 Brake System Air Pressure Sensor PWM 1/Switch To Gnd 30
J2-12 +8V Sensor Power Supply +8V Sensor Power Supply
J2-13 Unused Proportional Driver No. 10
J2-14 Unused Timer In No. 4
J2-15 +10V Sensor Power Supply +10V Sensor Power Supply
J2-16 Unused No Connection
J2-17 Unused No Connection
J2-18 Unused PWM 3/Switch To Gnd 32
J2-19 Unused Proportional Driver No. 9
J2-20 Unused Unused
J2-21 Unused No Connection
J2-22 Unused Open Collector Output 3
J2-23 RR Wheel Speed Sensor Timer In No. 2
J2-24 Unused Unused
J2-25 Unused Unused
J2-26 Unused No Connection
J2-27 Unused No Connection
J2-28 Unused Open Collector Output 1
J2-29 Unused No Connection
J2-30 Unused Timer In No. 3Q
J2-31 Unused Timer In No. 4Q
J2-32 Unused No Connection
J2-33 Unused No Connection
J2-34 Unused Open Collector Output 4
J2-35 Engine Speed Sensor Timer In No. 3
J2-36 Unused Unused
J2-37 Rear Diff Fan Low Solenoid ON/OFF Driver No. 14
J2-38 LR Wheel Speed Sensor Timer Input No. 1
J2-39 Unused No Connection
J2-40 Unused Open Collector Output 2
STMG 706 - 267 - Serviceman's Handout No. 8
11/98

MODULE IDENTIFICATION CODES

MID ELECTRONIC CONTROL
36 Engine ECM
27 Transmission/Chassis ECM
116 Brake ECM or Automatic Retarder Control (ARC) or
Traction Control System (TCS)
49 VIMS Main Module
57 Interface Module No. 1
58 Interface Module No. 2

FAILURE MODE IDENTIFIER LIST

FMI FAILURE DESCRIPTION
00 Data valid but above normal operational range
01 Data valid but below normal operational range
02 Data erratic, intermittent or incorrect
03 Voltage above normal or shorted high
04 Voltage below normal or shorted low
05 Current below normal or open circuit
06 Current above normal or grounded circuit
07 Mechanical system not responding properly
08 Abnormal frequency, pulse width or period
09 Abnormal update
10 Abnormal rate of change
11 Failure mode not identifiable
12 Bad device or component
13 Out of calibration
STMG 706 - 268 - Serviceman's Handout No. 9
11/98

ELECTRONIC UNIT INJECTION (EUI) ENGINE (MID 36)

COMPONENT and SIGNAL CODES

CID FMI DESCRIPTION

01 F05 Cylinder 1--Open Circuit
01 F06 Cylinder 1--Short
02 F05 Cylinder 2--Open Circuit
02 F06 Cylinder 2--Short
03 F05 Cylinder 3--Open Circuit
03 F06 Cylinder 3--Short
04 F05 Cylinder 4--Open Circuit
04 F06 Cylinder 4--Short
05 F05 Cylinder 5--Open Circuit
05 F06 Cylinder 5--Short
06 F05 Cylinder 6--Open Circuit
06 F06 Cylinder 6--Short
07 F05 Cylinder 7--Open Circuit
07 F06 Cylinder 7--Short
08 F05 Cylinder 8--Open Circuit
08 F06 Cylinder 8--Short
09 F05 Cylinder 9--Open Circuit
09 F06 Cylinder 9--Short
10 F05 Cylinder 10--Open Circuit
10 F06 Cylinder 10--Short
11 F05 Cylinder 11--Open Circuit
11 F06 Cylinder 11--Short
12 F05 Cylinder 12--Open Circuit
12 F06 Cylinder 12--Short
13 F05 Cylinder 13--Open Circuit
13 F06 Cylinder 13--Short
14 F05 Cylinder 14--Open Circuit
14 F06 Cylinder 14--Short
15 F05 Cylinder 15--Open Circuit
15 F06 Cylinder 15--Short
16 F05 Cylinder 16--Open Circuit
16 F06 Cylinder 16--Short
STMG 706 - 269 - Serviceman's Handout No. 10
11/98

ELECTRONIC UNIT INJECTION (EUI) ENGINE (MID 36)

COMPONENT and SIGNAL CODES

CID FMI DESCRIPTION

91 F08 Throttle Output Signal--Abnormal
100 F03 Oil Pressure Signal--Open/Short to +Battery
100 F04 Oil Pressure Signal--Open/Short to Ground
100 F13 Oil Pressure Sensor--Calibration
101 F03 Crankcase Pressure Signal--Open/Short to +Battery
101 F04 Crankcase Pressure Signal--Open/Short to Ground
101 F13 Crankcase Pressure Sensor--Calibration
110 F03 Coolant Temperature Signal--Open/Short to +Battery
110 F04 Coolant Temperature Signal--Open/Short to Ground
168 F00 Battery Voltage--Above Normal
168 F01 Battery Voltage--Below Normal
168 F02 Battery Voltage--Intermittent
190 F02 Engine Speed/Timing Signal--Lost/Erratic
190 F03 Engine Speed/Timing Signal--Open/Short to +Battery
190 F07 Engine Speed/Timing Sensor--Misinstalled
190 F08 Engine Speed/Timing Signal--Abnormal
248 F09 CAT Data Link--Communication Error
253 F02 Personality Module Mismatch
254 F12 Internal ECM Problem
261 F13 Speed/Timing Sensor--Calibration
262 F03 Analog Supply--Short to +Battery
262 F04 Analog Supply--Short to Ground
263 F03 Digital Supply--Short to +Battery
263 F04 Digital Supply--Short to Ground
267 F02 Ground Level Shutdown Inputs--Incorrect
268 F02 Check Programmable Parameters
273 F00 Turbocharger Outlet Pressure Signal--Above Normal
273 F01 Turbocharger Outlet Pressure Signal--Below Normal
273 F03 Turbocharger Outlet Pressure Signal--Open/Short to +Battery
273 F04 Turbocharger Outlet Pressure Signal--Short to Ground
273 F13 Turbocharger Outlet Pressure Sensor--Calibration
STMG 706 - 270 - Serviceman's Handout No. 11
11/98

ELECTRONIC UNIT INJECTION (EUI) ENGINE (MID 36)

COMPONENT and SIGNAL CODES

CID FMI DESCRIPTION

274 F03 Atmospheric Pressure Signal--Open/Short to +Battery
274 F04 Atmospheric Pressure Signal--Short to Ground
274 F13 Atmospheric Pressure Sensor--Calibration
275 F03 Right Turbocharger Inlet Pressure Signal--Open/Short to +Battery
275 F04 Right Turbocharger Inlet Pressure Signal--Short to Ground
275 F13 Right Turbocharger Inlet Pressure Sensor--Calibration
276 F03 Left Turbocharger Inlet Pressure Signal--Open/Short to +Battery
276 F04 Left Turbocharger Inlet Pressure Signal--Short to Ground
276 F13 Left Turbocharger Inlet Pressure Sensor--Calibration
291 F05 Engine Fan Solenoid--Open Circuit
291 F06 Engine Fan Solenoid--Short to Ground
296 F09 CAT Data Link Communications Error with Transmission Control
338 F05 Pre-lubrication Relay--Open Circuit
338 F06 Pre-lubrication Relay--Short to Ground
338 F11 Pre-lubrication Relay--Timeout
526 F05 Wastegate Solenoid--Open Circuit (793 only)
526 F06 Wastegate Solenoid--Short to Ground (793 only)
542 F03 Unfiltered Oil Pressure Signal--Open/Short to +Battery
542 F04 Unfiltered Oil Pressure Signal--Short to Ground
542 F13 Unfiltered Oil Pressure Sensor--Calibration
544 F08 Engine Fan Speed Signal--Abnormal
545 F05 Ether Injection START Relay--Open/Short to +Battery
545 F06 Ether Injection START Relay--Short to Ground
546 F05 Ether Injection HOLD Relay--Open/Short to Ground
546 F06 Ether Injection HOLD Relay--Short to +Battery
569 F05 Oil Renewal Solenoid--Open/Short to +Battery
569 F06 Oil Renewal Solenoid--Short to Ground
800 F09 VIMS Communications Error
827 F08 Left Exhaust Temperature Abnormal
828 F08 Right Exhaust Temperature Abnormal
829 F03 Rear Aftercooler Temperature Signal--Open/Short to +Battery
829 F04 Rear Aftercooler Temperature Signal--Short to Ground
STMG 706 - 271 - Serviceman's Handout No. 12
11/98

TRANSMISSION/CHASSIS ECM (MID 27)

COMPONENT and SIGNAL CODES

CID FMI DESCRIPTION

168 F01 System Voltage--Low
177 F03 Transmission Oil Temperature Sensor--Open/Shorted to +Battery
177 F04 Transmission Oil Temperature Sensor--Shorted to Ground
190 F02 Engine Output Speed (EOS) Signal--Lost/Erratic
248 F09 CAT Data Link Communication Error
269 F00 Sensor Power Supply--Shorted to +Battery
269 F01 Sensor Power Supply--Shorted to Ground
378 F03 Auto Lube Solenoid (grease)--Shorted to +Battery
378 F05 Auto Lube Solenoid (grease)--Open
378 F06 Auto Lube Solenoid (grease)--Shorted to Ground
444 F03 Start Relay--Short to +Battery
444 F05 Start Relay--Open Circuit
444 F06 Start Relay--Short to Ground
590 F09 Engine Control Module--Missing on Data Link
590 F12 Engine Control Module--Device Bad
627 F03 Parking/Secondary Brake Pressure Switch--Open/Short to +Battery
627 F04 Parking/Secondary Brake Pressure Switch--Short to Ground
672 F02 Converter Output Speed (COS) Signal--Lost/Erratic
700 F02 Transmission Gear Switch--Invalid
701 F02 Transmission Output Speed (TOS) Signal--Lost
701 F08 Transmission Output Speed (TOS) Signal--Erratic
701 F11 Transmission Output Speed (TOS) Signal--Not Identifiable
702 F02 Gear Selector Lever--Invalid
704 F03 Service Brake Pressure Switch--Open/Short to +Battery
704 F04 Service Brake Pressure Switch--Short to Ground
707 F03 Upshift Solenoid--Shorted to +Battery
707 F05 Upshift Solenoid--Open
707 F06 Upshift Solenoid--Shorted to Ground
708 F03 Downshift Solenoid--Shorted to +Battery
708 F05 Downshift Solenoid--Open
708 F06 Downshift Solenoid--Shorted to Ground
STMG 706 - 272 - Serviceman's Handout No. 13
11/98

TRANSMISSION/CHASSIS ECM (MID 27)

COMPONENT and SIGNAL CODES

CID FMI DESCRIPTION

709 F03 Lockup Solenoid--Shorted to +Battery
709 F05 Lockup Solenoid--Open
709 F06 Lockup Solenoid--Shorted to Ground
724 F03 Hoist Raise Solenoid--Shorted to +Battery
724 F05 Hoist Raise Solenoid--Open
724 F06 Hoist Raise Solenoid--Shorted to Ground
725 F03 Hoist Lower Solenoid--Shorted to +Battery
725 F05 Hoist Lower Solenoid--Open
725 F06 Hoist Lower Solenoid--Shorted to Ground
773 F03 Hoist Lever Sensor--Open/Shorted to +Battery
773 F04 Hoist Lever Sensor--Shorted to Ground
800 F09 VIMS--Missing on Data Link
800 F12 VIMS--Device Bad
826 F03 Torque Converter Oil Temperature Sensor--Open/Shorted to +Battery
826 F04 Torque Converter Oil Temperature Sensor--Shorted to Ground
967 F02 Machine Application Identity--Erratic
967 F09 Machine Application Identity--Missing on Data Link
1175 F03 Body Position Sensor--Open/Shorted to +Battery
1175 F06 Body Position Sensor--Shorted to Ground
1236 F03 Body Up Dash Lamp--Short to +Battery
1236 F06 Body Up Dash Lamp--Short to Ground
1326 F02 Location Code--Incorrect
STMG 706 - 273 - Serviceman's Handout No. 14
11/98

BRAKE ECM (MID 116)

AUTOMATIC RETARDER CONTROL (ARC)
TRACTION CONTROL SYSTEM (TCS)
COMPONENT and SIGNAL CODES

CID FMI DESCRIPTION

84 F02 Ground Speed Signal--Lost/Erratic
84 F09 Ground Speed Signal--Missing on Data Link
91 F09 Throttle Sensor--Missing on Data Link
100 F03 Engine Speed Cross Check--Incorrect
168 F01 System Voltage--Low
190 F02 Engine Output Speed (EOS) Signal--Lost/Erratic
190 F08 Engine Output Speed (EOS) Signal--Abnormal
190 F09 Engine Output Speed (EOS) Signal--Missing on Data Link
248 F09 CAT Data Link--Communication Error
269 F00 Sensor Power Supply--Shorted to +Battery
269 F01 Sensor Power Supply--Shorted to Ground
296 F09 Transmission Control--Missing on Data Link
541 F03 Differential (Axle) Oil Pressure Sensor--Open/Shorted to +Battery
541 F04 Differential (Axle) Oil Pressure Sensor--Shorted to Ground
607 F02 Left Rear Wheel Speed Sensor Signal--Lost/Erratic
608 F02 Right Rear Wheel Speed Sensor Signal--Lost/Erratic
627 F09 Parking/Secondary Brake Pressure Switch--Missing on Data Link
689 F03 TCS Left Solenoid--Shorted to +Battery
689 F05 TCS Left Solenoid--Open
689 F06 TCS Left Solenoid--Shorted to Ground
690 F03 TCS Right Solenoid--Shorted to +Battery
690 F05 TCS Right Solenoid--Open
690 F06 TCS Right Solenoid--Shorted to Ground
700 F09 Transmission Gear Switch--Missing on Data Link
702 F09 Gear Selector Lever--Missing on Data Link
704 F09 Service/Retarder Brake Pressure Switch--Missing on Data Link
710 F03 ARC Supply Solenoid--Shorted to +Battery
710 F05 ARC Supply Solenoid--Open
710 F06 ARC Supply Solenoid--Shorted to Ground
710 F12 ARC Supply Valve--Malfunction
STMG 706 - 274 - Serviceman's Handout No. 15
11/98

BRAKE ECM (MID 116)

AUTOMATIC RETARDER CONTROL (ARC)
TRACTION CONTROL SYSTEM (TCS)
COMPONENT and SIGNAL CODES

CID FMI DESCRIPTION

711 F03 ARC Control Solenoid--Shorted to +Battery
711 F05 ARC Control Solenoid--Open
711 F06 ARC Control Solenoid--Shorted to Ground
711 F07 ARC Control Valve--Mechanical Response Malfunction
711 F12 ARC Control Valve--Malfunction
712 F03 Retarder Dash Lamp--Shorted to +Battery
712 F06 Retarder Dash Lamp--Shorted to Ground
713 F03 ARC ON/OFF Switch--Open or Shorted to +Battery
713 F04 ARC ON/OFF Switch--Shorted to Ground
714 F03 ARC Pressure Switch--Open or Shorted to +Battery
715 F03 Retarder Pressure Switch--Open or Shorted to +Battery
719 F03 TCS Proportional Solenoid--Shorted to +Battery
719 F05 TCS Proportional Solenoid--Open
719 F06 TCS Proportional Solenoid--Shorted to Ground
966 F03 TCS Dash Lamp--Shorted to +Battery
966 F06 TCS Dash Lamp--Shorted to Ground
796 F03 Differential Fan HI Solenoid--Shorted to +Battery
796 F05 Differential Fan HI Solenoid--Open
796 F06 Differential Fan HI Solenoid--Shorted to Ground
800 F09 VIMS--Missing on Data Link
835 F03 Differential (Axle) Oil Temperature Sensor--Open/Shorted to +Battery
835 F04 Differential (Axle) Oil Temperature Sensor--Shorted to Ground
849 F03 System Air Pressure Sensor--Open/Shorted to +Battery
849 F04 System Air Pressure Sensor--Shorted to Ground
967 F02 Machine Application Identity--Erratic
967 F09 Machine Application Identity--Missing on Data Link
1225 F03 Left Park Brake Oil Pressure Sensor--Open/Shorted to +Battery
1225 F04 Left Park Brake Oil Pressure Sensor--Shorted to Ground
1226 F03 Right Park Brake Oil Pressure Sensor--Open/Shorted to +Battery
1226 F04 Right Park Brake Oil Pressure Sensor--Shorted to Ground
1326 F02 Location Code--Incorrect
STMG 706 - 275 - Serviceman's Handout No. 16
11/98

VIMS KEYPAD OPERATIONS

The keypad allows the operator or a service technician to interact with the VIMS. Some of the
functions that can be performed by the keypad are:
PAYCONF 7292663 Configure Payload Monitor
PAYCAL 729225 Calibrate Payload Monitor
TOT 868 Show Payload Cycle Resettable Totals
RESET 73738 Reset Displayed Data
SVCLIT 782548 Reset Service Light
SVCSET 782738 Service Light Set
TEST 8378 Self Test Instrumentation
MSTAT 67828 Show Machine Statistics (source and configuration codes)
LUBSET 582738 Set Lube Cycle Times
LUBMAN 582626 Manual Lube
EACK 3225 Show Acknowledged Events (Active)
ESTAT 37828 Show Event Statistics
ELIST 35478 Show Event List (Intermittent)
EREC 3732 Start Event Recorder
ERSET 37738 Configure 1 Event Recorder
(requires VIMS PC connection)
DLOG 3564 Start/Stop Data Logger
DLRES 35737 Reset Data Logger
LA 52 Change Language
UN 86 Change Units
ODO 636 Odometer Set/Reset
(requires VIMS PC connection)
BLT 258 Change Backlight
CON 266 Change Display Contrast
OK Key: Used to complete keypad entries and to acknowledge events. Acknowledging an event will
remove the event from the display temporarily. Severe events cannot be acknowledged.
GAUGE Key: Displays parameters monitored by the VIMS. Depressing the arrow keys will scroll
through the parameters. Entering the parameter number and the GAUGE key selects that parameter.
F1 Key: Provides additional information on the current event being displayed. For MAINTENANCE
events, the MID, CID, and FMI are displayed. For DATA events, the current parameter value is
displayed (temperature, pressure, rpm).
SESV1706 Printed in U.S.A.
11/98