Service Manual Bell

SERVICE MANUAL
BN053280 Rev A (May 2019)
ARTICULATED DUMP TRUCKS & HAULERS E#

PIN 2.1
Original Instruction
DISCLAIMER:
Due to BELL EQUIPMENT’S policy of continuous product improvement, the

information contained in this manual was correct up to the time of printing (issue
date of manual). Any changes after this date will only be included in the next
update of this manual.
The illustrations in this manual are pictorial and not necessarily true
representations of components. Photographs and illustrations may show optional
equipment.
Copyright © 2019
All rights reserved. No part of this publication may be reproduced, stored in a

retrieval system or transmitted, in any form or by any means, electronic,
mechanical, photocopying or otherwise, without prior written permission of
BELL EQUIPMENT COMPANY SA (PTY) LTD as the copyright holder.
LOCATION OF OPERATIONS
Location Of Operations
Please visit www.bellequipment.com for the latest BELL EQUIPMENT operations listing.
SOUTH AFRICA, RICHARDS BAY (HEAD OFFICE)
Telephone + 27(0) 35 907 9431
Fax + 27(0) 35 797 4323
Email stephenj@bell.co.za
AFRICAN SERVICE CENTRES
SOUTH AFRICAN CENTRES ZAMBIA (KITWE & + 260 962 249 900
MAZUBUKA))
BLOEMFONTEIN + 27(0) 51 432 7855
ZAMBIA (SOLWEZI) + 260 (0) 218 821 439
CAPE TOWN + 27(0) 21 380 9000
ZIMBABWE + 263 4 447374/9
EAST LONDON + 27(0) 43 732 1415
EMPANGENI + 27(0) 35 907 2500

BELL EQUIPMENT INTERNATIONAL
GEORGE + 27(0) 44 878 0930
SOUTH EAST ASIA AND OCEANIA
JETPARK + 27(0) 11 928 9846
AUSTRALIA (PERTH) + 61 (0)8 935 52442
KIMBERLEY + 27(0) 53 841 0710
FIJI (SUVA) + 65 (0)9 66 27915
KURUMAN + 27(0) 53 712 3072
MIDDELBURG + 27(0) 13 246 8900/1 BELL EQUIPMENT DEUTSCHLAND GmbH
MTHATHA + 27(0) 47 531 4905/5045 Telephone + 49 (0) 6631 911 30
NELSPRUIT + 27(0) 13 755 2110 Fax + 49 (0) 6631 911 313
NEWCASTLE + 27 (0) 34 375 6190/1 Email center@de.bellequipment.

com
PIET RETIEF + 27(0) 17 826 1523
PIETERMARITZBURG + 27(0) 33 386 9319 BELL EQUIPMENT RUSSIA
Telephone + 7 495 287 8002

PORT ELIZABETH + 27(0) 41 486 3775
Email Alexey.Chukavin@ru.belle-
RUSTENBURG + 27(0) 14 592 1160
quipment.com
TZANEEN + 27(0) 15 307 1129/1180
BELL EQUIPMENT FRANCE
UMHLALI + 27(0) 32 947 0696
Telephone + 33 (0) 555 89 23 56
VRYHEID + 27(0) 34 981 5541
Fax + 33 (0) 555 89 23 24
WOLMARANSSTAD + 27(0) 53 712 3033
Email celine.gutierrez@fr.bellequip-
ment.com
AFRICAN SERVICE CENTRES
DRC + 243 82 857 9784 BELL EQUIPMENT UK
NAMIBIA (SWAKOPMUND) + 264 (0) 64 463115 Telephone + 44 (0) 1283 712 862
NAMIBIA (WINDHOEK) + 264 (0) 61 226 021/2/3 Fax + 44 (0) 1283 712 687
NAMIBIA (ORANJEMUND) + 264 (0) 63 239432/3 Email nickl@uk.bellequipment.com
SWAZILAND + 268 2518 7496/7
SERVICE MANUAL ARTICULATED DUMP TRUCKS & III

BN053280 REV A HAULERS E#
MAY 2019 PIN 2.1
PAGE LEFT BLANK INTENTIONALLY
IV ARTICULATED DUMP TRUCKS & SERVICE MANUAL

HAULERS E# BN053280 REV A
PIN 2.1 MAY 2019
BULLETINS
Bulletins
Record the relevant information from the Service Bulletins into this manual as follows:
1. Ensure the manual number reflected in the bulletin is the same as the manual number on the front page
or in the footer of this manual
2. Carry out the instructions as detailed in the bulletin
3. Record the required information below
4. File the bulletins in numerical order in a suitable binder
REF NO. SUBJECT INSERTED BY DATE
SERVICE MANUAL ARTICULATED DUMP TRUCKS & V

MAY 2019 PIN 2.1
BULLETINS
REF NO. SUBJECT INSERTED BY DATE
VI ARTICULATED DUMP TRUCKS & SERVICE MANUAL

PIN 2.1 MAY 2019
FEEDBACK FORM
Feedback Form
Should you, as user of this manual, have any suggestion for improving the manual, or you find any errors or
omissions, then we would like to know.
Please complete a copy of this form and hand it in to your BELL EQUIPMENT Product Support Representa-
tive or post it directly to the BELL EQUIPMENT head office at the following address:
Technical Documentation Department
Bell Equipment Company SA (Pty) Ltd
Private Bag X20046
EMPANGENI
3880
Comments, suggestions or queries (please state page number):
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SERVICE MANUAL ARTICULATED DUMP TRUCKS & VII

MAY 2019 PIN 2.1
VIII ARTICULATED DUMP TRUCKS & SERVICE MANUAL

PIN 2.1 MAY 2019
FEDERAL EMISSIONS WARRANTY
Federal Emissions Warranty • Oil Temperature Sensor

• AdBlue Compressed Air Pressure Sensor
In accordance with the requirements of the federal
clean air act as amended, BELL EQUIPMENT war- • AdBlue Tank Level Sensor 1
rants to the original and each subsequent owner of a • AdBlue Tank Temperature Sensor 2
Daimler off-road diesel engine that:
• AdBlue Temperature Sensor
1. the engine was designed, built, and equipped so
as to conform at the time of sale to the original • NOx Sensor
owner with the then applicable regulations is- • Temperature Sensor before SCR
sued by the Federal Environmental Protection
Agency under authority of the federal clean air • Temperature Sensor after SCR
act as amended and • Manifold Air Humidity Sensor
2. the emission-related components of such engine • AdBlue Pressure Sensor
are free from defects in material and workman-
ship at the time of sale. The emission control • AdBlue Doser
system warranty covers these emission-related • AdBlue Dosing Unit
components over a period of five years or 3000
hours of engine operation from the date of initial • AdBlue Pump Module
operation of the engine, whichever occurs first. • SCR - Frame module
Failures, which arise solely as a result of owner
abuse and/or lack of proper maintenance are not • AdBlue Tank 1
covered by the warranty. • SCR - Catalyst
For further information concerning the emission con- What is not covered?
trol system maintenance reference is made in the
Operator’s Manual and the Service Manual. • Conditions resulting from tampering, misuse, im-
proper adjustment, alteration, accident, failure to
The warranty period shall begin on the date the en- use specified fuel or non-performance of mainte-
gine is delivered to the first retail purchaser or , if the nance services.
engine is first placed in service as a dealer demon-
strator prior to sale at retail, on the date the engine is • The replacement of non-warranted maintenance
first placed in such service. Emission related defects parts R Consequential damages such as loss of
in the genuine Daimler components listed below, in- time, inconvenience, economic loss, loss of use
cluding reasonable related diagnostic costs, are cov- the engine or equipment.
ered by this warranty. • Any engine in equipment on which the hour meter
What is covered? reading has been changed so that the mileage
cannot be readily determined.
These components are covered by the above war-
ranty. Some scheduled maintenance is required (re- BELL EQUIPMENT DOES NOT AUTHORIZE ANY
fer to the Service Manual). PERSON TO CREATE FOR IT ANY OTHER OBLI-
GATION OR LIABILITY IN CONNECTION WITH
• Injection Pump THESE SYSTEMS.
• Fuel Injector
• Turbocharger California Emission Warranty
• Electronic Control Module (ECM)
Your Warranty Rights And Obligations
• Intake Manifold Pressure Sensor
The California Air Resources Board and BELL
• Intake Manifold Temperature Sensor EQUIPMENT are pleased to explain the emission
• Fuel Temperature Sensor control system warranty on your heavy-duty off-road
diesel engine. ln California, new heavy-duty off-road
• Timing Synchronization Sensor diesel engines must be designed, built and equipped
• Timing Reference Sensor to meet the State’s stringent anti-smog standards.
• Coolant Temperature Sensor BELL EQUIPMENT must warrant the emission con-
trol system on your heavy-duty off-road diesel engine
• Oil Pressure Sensor
SERVICE MANUAL ARTICULATED DUMP TRUCKS & IX

MAY 2019 PIN 2.1
MANUFACTURER'S WARRANTY COVERAGE
for the periods of time listed below, provided there 2. The emission control system of such engine is
has been no abuse, neglect or improper mainte- free from defects in materials and workmanship
nance of your engine. Your emission control system which would cause it not to conform with those
may include parts such as fuel-injection, catalytic regulations for a period of use (refer to BELL
converter and engine computer. Also included may EQUIPMENT warranty manual).
be hoses, belts, connectors and other emission-re-
The emission control system of your new BELL
lated assemblies. Where a warrantable condition ex-
EQUIPMENT heavy-duty off-road diesel engine was
ists, BELL EQUIPMENT will repair your heavy-duty
designed, built and tested using BELL EQUIPMENT
off-road engine at no cost to you including diagnosis,
approved parts and the engine is certified as being in
parts and labor.
conformity with Federal and California Air Resources
Board emission control regulations. If an emission-
related engine part is defective, it will be repaired or
Manufacturer's Warranty Coverage replaced by BELL EQUIPMENT under this emission
control system defects warranty. Additional warranty
Owner’s Warranty Responsibilities: coverage under Federal regulations, differing from
• Your engine is designed to be operated on speci- California regulations, may be applicable. Accord-
fied diesel fuel only. Use of any other fuel may re- ingly, it is recommended that any replacement parts
sult in your engine no longer operating in used for maintenance, repair or replacement of emis-
compliance with California’s emissions sion-related components be Daimler Approved Serv-
requirements. ice Parts or Authorized Remanufactured Parts.
• As the engine owner, you are responsible for the The owner may elect to have maintenance, repair or
performance of the required maintenance listed in replacement of the emission control devices and sys-
your Operator’s Manual and Service Manual. tems performed by any automotive repair establish-
BELL EQUIPMENT recommends that you retain ment or individual, and may elect to use parts other
all receipts covering maintenance on your engine. than genuine BELL EQUIPMENT Service Parts or
BELL EQUIPMENT cannot deny warranty solely Authorized Remanufactured Parts for such mainte-
for the lack of receipts. nance, repair or replacement without invalidating this
warranty; the cost of such service or parts, however,
• You are responsible for presenting your engine to will not be covered under the warranty, except in an
a BELL EQUIPMENT service dealer as soon as a emergency situation.
problem exists. The warranty repair should be
completed in a reasonable amount of time as ex- Use of replacement parts which are not of equivalent
peditiously as possible. quality may impair the effectiveness of emission con-
trol systems. If other than BELL EQUIPMENT parts
• As the engine owner you should also be aware
are used for maintenance, repair or replacement of
that BELL EQUIPMENT may deny you warranty
components affecting emission control, the owner
coverage if your engine or a part has failed due to
should obtain assurances that such parts are war-
abuse, neglect, improper maintenance or unap-
ranted by their manufacturer to be equivalent to gen-
proved modifications.
uine BELL EQUIPMENT parts in performance and
If you have any questions regarding the engine own- durability. BELL EQUIPMENT, however, assumes
er’s warranty rights and responsibilities, you should no liability under this warranty with respect to parts
contact nearest Bell Equipment Branch. other than BELL EQUIPMENT Service Parts or Au-
thorized Remanufactured Parts except for conse-
quential damage to a non-BELL EQUIPMENT
Owner's Warranty Rights warranted part caused by failure of a BELL EQUIP-
MENT part. However, the use of non-BELL EQUIP-
BELL EQUIPMENT warrants to the original and MENT replacement parts does not invalidate the
each subsequent owner of a Daimler heavy-duty off- warranty on other components unless non- BELL
road diesel engine that: EQUIPMENT parts cause damage to warranted
parts. Repairs covered by this warranty will be per-
1. The engine was designed, built and equipped so formed by any authorized BELL EQUIPMENT serv-
as to conform at the time of sale with the applica- ice dealer at his place of business with no charge for
ble regulations adopted by the Federal Environ- parts and labour (including diagnosis), using genuine
mental Protection Agency and the California Air BELL EQUIPMENT Service Parts or Authorized Re-
Resources Board. manufactured Parts for any part of the emission
X ARTICULATED DUMP TRUCKS & SERVICE MANUAL

PIN 2.1 MAY 2019
EXCLUSIONS
control system covered by this warranty and found to merchantability or fitness for a particular purpose,
be defective. and all other obligations or liabilities on the part of
the warrantor. BELL EQUIPMENT neither assumes
The attached list sets forth the emission related com-
nor authorizes any other person to assume for it any
ponents covered by this emission control system
other liability in connection with such emission-re-
warranty. You are advised to perform all recom-
lated components.
mended maintenance or repairs on your new BELL
EQUIPMENT engine. You are responsible for the re-
quired maintenance.
California Emission Warranty Parts
BELL EQUIPMENT will not deny a warranty claim List:
solely because you have no record of maintenance;
however, BELL EQUIPMENT may deny a warranty Warranted emission-related components on engines
claim if your failure to perform required maintenance of above family:
resulted in the failure of a warranted part. Receipts
covering the performance of regular maintenance • Injection Pump
should be retained in the event questions arise con- • Fuel Injector
cerning maintenance. The receipts should be trans-
ferred to each subsequent owner of the engine. • Turbocharger
• Electronic Control Module (ECM)
Exclusions • Intake Manifold Pressure Sensor
This warranty does not cover: • Intake Manifold Temperature Sensor
1. Malfunctions in any part caused by any of the fol- • Fuel Temperature Sensor
lowing: misuse, improper adjustment, modifica- • Timing Synchronization Sensor
tion, alteration, tampering, disconnection,
improper or inadequate maintenance. • Timing Reference Sensor
2. Damage resulting from accident, acts of nature • Coolant Temperature Sensor

or other events beyond the control of BELL • Oil Pressure Sensor
EQUIPMENT.
• Oil Temperature Sensor
3. The repair and replacement of warranted parts
which are scheduled for replacement prior to • AdBlue Compressed Air Pressure Sensor
3000 hours of operation (such as fuel and air fil- • AdBlue Tank Level Sensor
ters etc.), once these parts have been replaced
at the first replacement interval as a part of re- • AdBlue Tank Temperature Sensor
quired maintenance service. • AdBlue Temperature Sensor
4. Incidental or consequential damages such as • NOx Sensor
loss of time, inconvenience, loss of use of the
engine. • Temperature Sensor before SCR
5. Repairs consisting solely of adjustments to idle • Temperature Sensor after SCR

speed, valve clearance or injection timing, or any • Manifold Air Humidity Sensor
combination thereof.
• AdBlue Pressure Sensor
This warranty is applicable to engines certified for
sale and registered in the state of California. In all • AdBlue Doser
other states and countries defective parts will be re- • AdBlue Dosing Unit
paired or replaced in accordance with the terms and
limitations of the warranty for new BELL EQUIP- • AdBlue Pump Module
MENT engines in effect at the time in such states • SCR - Frame module
and countries.
• AdBlue Tank
With respect to emission-related components, this
• SCR - Catalyst
warranty is expressly in lieu of all other warranties
and representations, expressed or implied including ,
but not limited to, implied warranties of
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PIN 2.1 MAY 2019
TABLE OF CONTENTS
TABLE OF CONTENTS
LOCATION OF OPERATIONS .........................................................................................................III
BULLETINS.................................................................................................................................... V
FEEDBACK FORM ....................................................................................................................... VII
FEDERAL EMISSIONS WARRANTY .............................................................................................. IX
CALIFORNIA EMISSION WARRANTY............................................................................... IX
MANUFACTURER'S WARRANTY COVERAGE .................................................................. X
OWNER'S WARRANTY RIGHTS........................................................................................ X
EXCLUSIONS ........................................................................................................... XI
CALIFORNIA EMISSION WARRANTY PARTS LIST: .......................................................... XI
INTRODUCTION .............................................................................................................................1
INTRODUCTION.......................................................................................................................1
FOREWORD......................................................................................................................1
FOR YOUR SAFETY ..........................................................................................................1
MACHINE IDENTIFICATION ...............................................................................................1
WARRANTY.......................................................................................................................2
DISCLAIMER .....................................................................................................................2
CONTACT DETAILS ...........................................................................................................2
DEALER STAMP ................................................................................................................2
SAFETY..........................................................................................................................................3
CERTIFICATIONS AND STANDARDS........................................................................................5
SAFETY SPECIFICATION ..................................................................................................5
UNAUTHORIZED MACHINE MODIFICATIONS....................................................................5
ROLL OVER AND FALLING OBJECTS PROTECTIVE STRUCTURE (ROPS/FOPS)..............5
UNAUTHORIZED MODIFICATIONS OF MACHINE CAB (ROPS AND FOPS)..................5
LOOSENING OR REMOVAL OF ROPS AND FOPS.......................................................5
MATERIAL SAFETY DATA SHEET (MSDS) .........................................................................5
NOISE EMISSION LEVELS.................................................................................................6
SAFETY REGULATIONS ....................................................................................................6
SAFETY AND OPERATOR CONVENIENCES.............................................................................7
SAFETY FEATURES ..........................................................................................................7
GENERAL SAFETY PRECAUTIONS .........................................................................................9
GENERAL SAFETY............................................................................................................9
OPERATOR QUALIFICATIONS...........................................................................................9
WEAR PROTECTIVE EQUIPMENT.....................................................................................9
STAY CLEAR OF MOVING PARTS....................................................................................10
AVOID HIGH PRESSURE FLUIDS ....................................................................................10
BEWARE OF TOXIC FUMES ............................................................................................ 11
MEASURES TO PREVENT FIRES .................................................................................... 11
CLEAN TRASH FROM MACHINE ..................................................................................... 11
PREVENT BATTERY EXPLOSIONS AND ACID BURNS ....................................................12
HANDLING CHEMICAL PRODUCTS AND FLAMMABLE FLUIDS SAFELY..........................12
CLEAN MACHINE REGULARLY.................................................................................13
HEALTH AND SAFETY INFORMATION ON LUBRICANTS, FLUIDS AND GASES ...............13
FLUIDS AND LUBRICANTS .......................................................................................13
DISPOSE OF WASTE PROPERLY ....................................................................................15
PREPARE FOR EMERGENCIES ......................................................................................15
OPERATING SAFETY PRECAUTIONS ....................................................................................17
MOUNTING AND DISMOUNTING MACHINE.....................................................................17
START FROM OPERATOR SEAT......................................................................................17
USE SEAT BELT ..............................................................................................................17
LEAVING MACHINE .........................................................................................................18
AVOID WORK SITE HAZARDS .........................................................................................18
KEEP RIDERS OFF MACHINE .........................................................................................18
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MAY 2019 PIN 2.1
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AVOID REVERSING ACCIDENTS.....................................................................................18

AVOID MACHINE TIPPING ACCIDENTS ...........................................................................18
OPERATING ON SLOPES ................................................................................................19
TRAVELLING ON PUBLIC ROADS....................................................................................19
INSPECT AND MAINTAIN ROPS.......................................................................................19
HUMAN VIBRATION.........................................................................................................21
FACTORS EFFECTING DRIVE EXPOSURE TO WHOLE BODY VIBRATION................21
PROVISIONS AIMED AT REDUCING EXPOSURE TO VIBRATIONS............................21
LEGAL REQUIREMENTS ..........................................................................................21
DETERMINATION AND ASSESSMENT OF DAILY EXPOSURE TO
VIBRATIONS................................................................................................22
VIBRATION VALUES FOR DIFFERENT CONSTRUCTION VEHICLES .........................22
DETERMINATION OF THE DURATION OF DRIVER EXPOSURE TO
VIBRATION..................................................................................................23
PRACTICAL EXAMPLES ...........................................................................................26
COMFORT RIDE .......................................................................................................28
MAINTENANCE SAFETY PRECAUTIONS ...............................................................................29
PREPARE FOR MAINTENANCE AND SERVICE................................................................29
INSPECT COOLING SYSTEM ..........................................................................................29
MAKE WELDING REPAIRS ..............................................................................................29
STORAGE FOR FLEXIBLE HOSES ..................................................................................30
REPLACING HOSES........................................................................................................30
FILTER AND FILTER ELEMENTS .....................................................................................30
ACCUMULATOR MAINTENANCE .....................................................................................30
SAFETY SIGNS ......................................................................................................................31
SAFETY DECALS ............................................................................................................31
TYRE INFORMATION .............................................................................................................53
TYRES AND RIMS ...........................................................................................................53
TYRE PRESSURE - GENERAL.........................................................................................53
TYRE INFLATION PRESSURE, HOT VS. COLD ................................................................53
.......................................................................................................................................55
WHEELS AND WHEEL COMPONENTS ............................................................................56
IDENTIFY A DAMAGED RIM OR WHEEL ..........................................................................56
MOUNTING OF TYRE ONTO WHEEL RIM ........................................................................57
FASTENING OF WHEEL NUTS.........................................................................................57
WHEEL MAINTENANCE...................................................................................................57
SERVICE INFORMATION ..............................................................................................................59
OPERATIONAL CHECKS ........................................................................................................61
OPERATIONAL CHECK-OUT PROCEDURE .....................................................................61
OPERATIONAL CHECKS...........................................................................................61
IGNITION BUTTON PRESSED ONCE ...............................................................................61
.......................................................................................................................................62
ENGINE STOP BUTTON PRESSED..................................................................................64
ENGINE .................................................................................................................................65
ENGINE...........................................................................................................................65
ENGINE DESCRIPTION ...................................................................................................65
ENGINE DATA .................................................................................................................68
ENGINE SCHEMATICS ....................................................................................................69
ENGINE SCHEMATIC PAGE 1 OF 5 ...........................................................................69
FUNCTION OF THERMAL MANAGEMENT SYSTEM.........................................................74
ENGINE MANAGEMENT (MCM) ................................................................................74
ENGINE MANAGEMENT FOR THE AMPLIFIED PRESSURE COMMON RAIL SYSTEM
(APCRS)......................................................................................................74
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TABLE OF CONTENTS
FAN CLUTCH ............................................................................................................74

FUEL SYSTEM ................................................................................................................75
LOW FUEL PRESSURE.............................................................................................77
HIGH FUEL PRESSURE ............................................................................................77
HIGH PRESSURE FUEL PUMP .................................................................................77
TWO STAGE VALVE ..................................................................................................77
PRESSURE RELIEF VALVE .......................................................................................77
RAIL .........................................................................................................................77
THE INJECTORS ......................................................................................................78
TURBOCHARGER ...........................................................................................................79
CHARGING AND TURBOCOMPOUND SYSTEM ON OM473 ENGINE................................80
.................................................................................................................................80
BOOST PRESSURE CONTROL........................................................................................83
ENGINE BRAKE...............................................................................................................84
FUNCTIONAL DESCRIPTION ....................................................................................84
PRINCIPLE OF DECOMPRESSION BRAKE ...............................................................84
BRAKE CAM CONTOUR............................................................................................84
ENGINE BRAKE SOLENOID VALVES.........................................................................85
BRAKE STAGE 1 .......................................................................................................86
BRAKE STAGE 2 .......................................................................................................87
AFTER TREATMENT SYSTEM .........................................................................................88
EXHAUST GAS RECIRCULATION .............................................................................88
SCR SYSTEM ...........................................................................................................92
ADBLUE LOW LEVEL DECAL ....................................................................................97
SENSORS .......................................................................................................................98
CRANKSHAFT POSITION SENSOR (B600)................................................................98
ENGINE OIL LEVEL SENSOR (B605) .........................................................................98
FUEL TEMPERATURE SENSOR (B602) .....................................................................99
CHARGE-AIR TEMPERATURE SENSOR (B617) ........................................................99
CHARGE-AIR PRESSURE AND TEMPERATURE SENSOR (B616) .............................99
RAIL PRESSURE SENSOR (B622) .......................................................................... 100
OIL PRESSURE SWITCH (B604) ............................................................................. 101
COOLANT OUTLET TEMPERATURE SENSOR (B606) ............................................. 101
CAMSHAFT POSITION SENSOR (B601) .................................................................. 101
NOX SENSOR......................................................................................................... 102
WASTE GATE VALVE ACTUATOR ........................................................................... 102
ENGINE BRAKE SOLENOID (Y624 & Y625) ............................................................. 102
ENGINE MANAGEMENT NETWORKING.................................................................. 103
MCM ENGINE CONTROLLER.................................................................................. 103
FAILURES CAUSING LIMB-HOME MODE....................................................................... 104
FAILURE OF DRIVE TRAIN CAN.............................................................................. 104
FAILURE OF CAMSHAFT POSITION SENSOR......................................................... 104
FAILURE OF CRANKSHAFT POSITION SENSOR .................................................... 104
FAILURE OF TEMPERATURE SENSORS................................................................. 104
FAILURE OF EXHAUST GAS RECIRCULATION (AGR) COMPONENTS .................... 104
CONTROL UNIT FAILURE ....................................................................................... 104
CYLINDER HEAD........................................................................................................... 104
ADJUSTING THE ENGINE BRAKE VALVE CLEARANCE .......................................... 104
..................................................................................................................................... 106
FUEL PRESSURE MEASUREMENT ............................................................................... 110
TROUBLESHOOTING - ENGINE PROBLEMS ................................................................. 111
ELECTRICAL SYSTEMS....................................................................................................... 115
CAN BUS ELECTRICAL SCHEMATIC ............................................................................. 115
CONTROLLER AREA NETWORK (CAN) DIAGNOSTIC ................................................... 117
1 SYSTEM CHECK .................................................................................................. 117
2 CAN TERMINATION RESISTOR CHECK ............................................................... 117
3 CAN HI WIRE VOLTAGE CHECK........................................................................... 117
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4 CAN LO WIRE VOLTAGE CHECK.......................................................................... 118

5 CAN HI WIRE CONTINUITY CHECK...................................................................... 118
6 CAN LO WIRE CIRCUIT CHECK ........................................................................... 118
7 CONTROLLER CHECK ......................................................................................... 118
8 TOTAL RESISTANCE CHECK ............................................................................... 118
9 CAN HIGH SHORTED TO GROUND TEST ............................................................ 118
ELECTRICAL SCHEMATIC SYMBOLS............................................................................ 119
EARTH POINTS ............................................................................................................. 120
HARNESS AND SCHEMATIC INDEX .............................................................................. 121
FUSE LAYOUT SMALL ................................................................................................... 122
FUSE LAYOUT LARGE................................................................................................... 123
SYSTEM OVERVIEW ..................................................................................................... 124
ELECTRICAL SCHEMATIC - BATTERY AND ISOLATOR SWITCH.................................... 125
ELECTRICAL SCHEMATIC - REMOTE ISOLATOR OPTION............................................. 126
ELECTRICAL SCHEMATIC - START AND CHARGE CIRCUIT .......................................... 127
ELECTRICAL SCHEMATIC - BATTERY POWER ............................................................. 128
ELECTRICAL SCHEMATIC - BATTERY POWER ............................................................. 129
ELECTRICAL SCHEMATIC - IGNITION POWER.............................................................. 130
ELECTRICAL SCHEMATIC - SENSOR POWER AND SENSOR GROUND ........................ 136
ELECTRICAL SCHEMATIC - SENSOR POWER AND SENSOR GROUND ........................ 137
ELECTRICAL SCHEMATIC POWER CIRCUIT ................................................................. 138
ELECTRICAL SCHEMATIC - CAN CIRCUIT STAGE 2 & 3B (SMALL) ................................ 139
ELECTRICAL SCHEMATIC CAN CIRCUIT - STAGE 4 SMALL .......................................... 140
ELECTRICAL SCHEMATIC CAN CIRCUIT - STAGE 4 LARGE BELL ................................. 141
ELECTRICAL SCHEMATIC CAN CIRCUIT - STAGE 4 LARGE DRIVETRAIN ..................... 142
ELECTRICAL SCHEMATIC CAN CIRCUIT - STAGE 4 LARGE 3RD PARTY....................... 143
ELECTRICAL SCHEMATIC - MEMORY MODULE ............................................................ 144
ELECTRICAL SCHEMATIC DRIVELINE .......................................................................... 145
ELECTRICAL SCHEMATIC DRIVELINE - STAGE 4 ENGINE ............................................ 146
ELECTRICAL SCHEMATIC DRIVELINE - TRANSMISSION .............................................. 152
ELECTRICAL SCHEMATIC DRIVELINE - SCR SYSTEM STAGE 3B ................................. 153
ELECTRICAL SCHEMATIC DRIVELINE - SCR SYSTEM STAGE 4 ................................... 154
ELECTRICAL SCHEMATIC DRIVELINE - FAN ................................................................. 155
ELECTRICAL SCHEMATIC DRIVELINE - AMBIENT TEMPERATURE SENSOR
FRONT............................................................................................................. 156
ELECTRICAL SCHEMATIC - HYDRAULIC SYSTEM ........................................................ 157
ELECTRICAL SCHEMATIC - WDB FILTER ...................................................................... 158
ELECTRICAL SCHEMATIC - WDB TEMPERATURE ........................................................ 159
ELECTRICAL SCHEMATIC - PNEUMATIC PRESSURE, AIR HEATER, HYDRAULIC & WDB
LEVEL SENSORS............................................................................................. 160
ELECTRICAL SCHEMATIC - BRAKE PRESSURE 1 & 2, BRAKE CHARGE CUT &
BRAKETARDER ACTIVATION ........................................................................... 161
ELECTRICAL SCHEMATIC - PARK BRAKE, EB & EVB SOLENOID .................................. 162
ELECTRICAL SCHEMATIC - AUTOMATIC GREASING .................................................... 163
ELECTRICAL SCHEMATIC - BRAKE HIGH PRESSURE FILTER ...................................... 164
ELECTRICAL SCHEMATIC - ARTIC AND STEERING WHEEL ANGLE SENSOR .............. 165
ELECTRICAL SCHEMATIC - BIN POSITION, BIN UP AND DOWN SOLENOID.................. 166
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ELECTRICAL SCHEMATIC - SUSPENSION SENSORS ................................................... 167

ELECTRICAL SCHEMATIC - STRUTS............................................................................. 168
ELECTRICAL SCHEMATIC - SUSPENSION PRESSURE ................................................. 169
ELECTRICAL SCHEMATIC - SMALL ACTIVE STRAIN GAUGE ........................................ 170
ELECTRICAL SCHEMATIC - LARGE ACTIVE STRAIN GAUGE........................................ 171
ELECTRICAL SCHEMATIC - REAR SUSPENSION .......................................................... 172
ELECTRICAL SCHEMATIC - HEADLIGHTS BRIGHTS AND DIPS .................................... 173
ELECTRICAL SCHEMATIC - PARK AND BRAKE LIGHTS ................................................ 174
ELECTRICAL SCHEMATIC - FRONT, SIDE AND REAR INDICATORS .............................. 175
ELECTRICAL SCHEMATIC - REVERSE, ARTIC AND WORKLIGHTS ............................... 176
ELECTRICAL SCHEMATIC - INTERIOR LIGHT AND BIN SIDE LIGHTS ............................ 177
ELECTRICAL SCHEMATIC - COLOUR DISPLAY UNIT CIRCUIT ...................................... 178
ELECTRICAL SCHEMATIC - SSM................................................................................... 179
ELECTRICAL SCHEMATIC - KILL SWITCH ..................................................................... 180
ELECTRICAL SCHEMATIC - BACK UP ALARM, ELECTRIC HORN AND CAB
BUZZER........................................................................................................... 181
ELECTRICAL SCHEMATIC - ELECTRICAL SEAT, OCCUPANCY AND BELT
SWITCH ........................................................................................................... 182
ELECTRICAL SCHEMATIC - WIPER MOTOR AND WASHER BOTTLE............................. 183
ELECTRICAL SCHEMATIC - AIRCON UNIT (SMALL) ...................................................... 184
ELECTRICAL SCHEMATIC - AIRCON UNIT (LARGE) ...................................................... 185
ELECTRICAL SCHEMATIC - AIRCON UNIT (SMALL) ...................................................... 186
ELECTRICAL SCHEMATIC - AIRCON UNIT (LARGE) ...................................................... 187
ELECTRICAL SCHEMATIC - RADIO, SPEAKERS AND 2 WAY RADIO.............................. 188
ELECTRICAL SCHEMATIC - ELECTRIC MIRRORS ......................................................... 189
ELECTRICAL SCHEMATIC - HEATED MIRRORS B60E ................................................... 190
ELECTRICAL SCHEMATIC - BONNET SWITCHES 1 & 2 ................................................. 191
ELECTRICAL SCHEMATIC - BONNET UP & DOWN RELAYS & BONNET
ACTUATOR ...................................................................................................... 192
ELECTRICAL SCHEMATIC - GENERIC SPECIAL SPARE ................................................ 193
ELECTRICAL SCHEMATIC - DIAGNOSTIC, CCU3 SERIAL & 3RD PARTY SPARE............ 194
ELECTRICAL SCHEMATIC - IQAN INTERFACE, TRAILER BRAKE SWITCH &
SOLENOID ....................................................................................................... 195
ELECTRICAL SCHEMATIC - CONNECTORS PAGE 1...................................................... 196
ELECTRICAL SCHEMATIC - CONNECTORS PAGE 3 OF 7.............................................. 198
PLUG PIN CONFIGURATION ......................................................................................... 203
CCU3 J1 - PLUG PIN CONFIGURATION................................................................... 203
CCU3 J2 - PLUG PIN CONFIGURATION................................................................... 207
..................................................................................................................................... 211
..................................................................................................................................... 212
CPC4 CONNECTOR ST1 ............................................................................................... 213
CPC4 CONNECTOR ST2 ............................................................................................... 216
CPC4 CONNECTOR ST3 ............................................................................................... 219
CPC4 CONNECTOR ST4 ............................................................................................... 225
SEALED DISPLAY CONTROLLER (SDC) INPUTS AND OUTPUTS .................................. 231
SSM INPUTS AND OUTPUTS......................................................................................... 232
CCU3 THEORY OF OPERATION .................................................................................... 237
CCU INPUTS AND OUTPUTS......................................................................................... 238
SPECIFICATIONS AND TESTS ...................................................................................... 251
PNEUMATIC PRESSURE SWITCHES...................................................................... 251
SYSTEM AIR PRESSURE SENSOR TEST ............................................................... 251
PNEUMATIC PRESSURE SWITCHES TEST ............................................................ 251
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PNEUMATIC SOLENOID TEST ................................................................................ 251

HYDRAULIC TEMPERATURE SENSORS ................................................................ 251
BIN POSITION SENSOR TEST ............................................................................... 252
TRANSMISSION SENSORS .................................................................................... 252
BISTABLE BATTERY SWITCH ................................................................................. 252
FUEL LEVEL SENSOR ............................................................................................ 253
TRANSMISSION SPEED SENSORS TEST .............................................................. 253
TRANSMISSION SOLENOIDS TEST........................................................................ 253
ON/OFF SOLENOIDS .............................................................................................. 253
PCS SOLENOIDS.................................................................................................... 254
BIN ANGLE SENSOR .............................................................................................. 254
OBW TESTING .............................................................................................................. 254
ASG OBW SYSTEM ................................................................................................ 254
ENSURE CORRECT GAIN FACTORS ...................................................................... 254
ZERO WITH IDEAL CONDITIONS ............................................................................ 255
CONFIRM LOAD CELL SENSITIVITY ....................................................................... 255
WARNING LIGHTS TABLE ............................................................................................. 256
ENGINE OIL LEVEL WARNING LIGHT ............................................................................ 259
TRANSMISSION OIL LEVEL WARNING LIGHT ............................................................... 261
HYDRAULIC OIL LEVEL WARNING LIGHT...................................................................... 263
WET DISK BRAKE OIL LEVEL WARNING LIGHT............................................................. 264
TEMPERATURE WARNING LEVEL GAUGES ................................................................. 265
BRAKE RETARDATION / IMPROVED COASTING SETUP ............................................... 265
FAULT CODES AND CDU FAULT DISPLAY............................................................................ 267
NOTES .......................................................................................................................... 267
TRANSMISSION................................................................................................................... 269
GENERAL DESCRIPTION .............................................................................................. 269
TRANSMISSION IDENTIFICATION ................................................................................. 269
TORQUE CONVERTER.................................................................................................. 270
OPERATIONAL OVERVIEW .......................................................................................... 270
TORQUE CONVERTER OPERATION ............................................................................. 270
STATOR ONE-WAY CLUTCH OPERATION ..................................................................... 270
VORTEX FLOW (TORQUE MULTIPLICATION) ............................................................... 271
ROTARY FLOW (FLUID COUPLING) .............................................................................. 271
LOCK-UP CLUTCH OPERATION ................................................................................... 271
STALL TESTING ............................................................................................................ 272
STALL PROTECTION ............................................................................................. 272
STALL TEST PROCEDURE...................................................................................... 272
CHECKING OF STALL RPM..................................................................................... 272
STALL SPEED ............................................................................................................... 273
ANALYSING STALL TEST RESULTS............................................................................... 273
TROUBLE SHOOTING A FREEWHEELING STATOR ...................................................... 273
TROUBLESHOOTING A STUCK STATOR ...................................................................... 273
PLANETARY GEARS SETS ........................................................................................... 274
GEN - 5 TRANSMISSION PLANETARY CONFIGURATION .............................................. 274
P4 PLANETARY CONFIGURATION.......................................................................... 274
P2 PLANETARY CONFIGURATION ......................................................................... 274
CLUTCHES.................................................................................................................... 275
TRANSMISSION CLUTCH CONFIGURATION........................................................... 275
4500 ORS TRANSMISSION CROSS SECTIONAL DIAGRAM ........................................... 276
4700 ORS TRANSMISSION CROSS SECTIONAL DIAGRAM ........................................... 277
POWER FLOW .............................................................................................................. 279
FUNCTIONAL DESCRIPTION HYDRAULIC SYSTEM ...................................................... 280
MAIN PRESSURE CIRCUIT............................................................................................ 280
REGULATOR VALVES.................................................................................................... 280
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CLUTCH APPLICATION ................................................................................................. 282

HYDRAULIC OPERATION DURING ELECTRICAL INTERRUPTION ................................ 283
LATCH VALVES ............................................................................................................. 283
CONTROL MAIN CIRCUIT ............................................................................................. 283
TORQUE CONVERTER CIRCUIT .................................................................................. 284
CONVERTER- IN PRESSURE CIRCUIT ......................................................................... 284
NORMAL CONVERTER-IN PRESSURE .................................................................. 284
EXCESSIVE CONVERTER-IN PRESSURE............................................................... 284
LUBRICATION AND COOLING CIRCUITS ................................................................ 284
EXHAUST CIRCUIT................................................................................................. 284
EXHAUST BACKFILL CIRCUIT ................................................................................ 286
GENERAL DESCRIPTION ALLISON GEN 5 .................................................................... 288
ALLISON CAB HARNESS............................................................................................... 289
SPEED SENSORS ......................................................................................................... 290
CONTROL MODULE ...................................................................................................... 290
WIRING HARNESS ........................................................................................................ 291
EXTERNAL WIRING HARNESS ............................................................................... 291
INTERNAL WIRING HARNESS ................................................................................ 291
AUTODETECT FEATURE............................................................................................... 293
FUNCTION PERFORMED BY TCU .......................................................................... 293
OIL LEVEL SENSOR (OLS) ..................................................................................... 293
THROTTLE SOURCE .............................................................................................. 293
TRANS ID (TID) ....................................................................................................... 294
BELL TRANSMISSION SOFTWARE CONTROL............................................................... 294
PRIMARY MODE..................................................................................................... 294
SECONDARY MODE ............................................................................................... 294
HOW BELL USES PRIMARY AND SECONDARY MODES VIA FUEL SAVER.............. 294
HYDRAULIC CIRCUITS.................................................................................................. 295
4500 ORS HYDRAULIC CIRCUITS........................................................................... 295
4700 ORS HYDRAULIC CIRCUITS........................................................................... 311
TORQUE CONVERTER AND LUBE PRESSURE CIRCUITS ............................................ 318
CONVERTER FLOW VALVE OPERATION....................................................................... 318
EXHAUST BACKFILL PRESSURE ................................................................................. 318
DEFINITIONS AND ABBREVIATIONS ............................................................................. 318
CHECK TRANS LIGHT ............................................................................................ 318
ALLISON TRANSMISSION DIAGNOSTIC TOOL ....................................................... 318
ABBREVIATIONS TABLE ......................................................................................... 320
SYSTEM OVERVIEW .................................................................................................... 322
TROUBLESHOOTING ................................................................................................... 322
TCU DIAGNOSTIC PROCEDURE ................................................................................... 323
OIL LEVEL SENSOR (OLS) ........................................................................................... 323
ELECTRONIC FLUID LEVEL CHECK (ALLISON DOC FOR PC–SERVICE TOOL)............. 324
CIRCUIT INSPECTION................................................................................................... 324
MEASURING CLUTCH PRESSURES.............................................................................. 325
TRANSMISSION AND VEHICLE PREPARATION ...................................................... 325
RECORDING DATA ................................................................................................. 325
COMPARING RECORDED DATA TO SPECIFICATION .............................................. 325
TRANSFER CASE ................................................................................................................ 327
TRANSFER CASE FUNCTION........................................................................................ 327
TRANSFER CASE INPUT ASSEMBLY...................................................................... 328
TRANSFER CASE IDLER ASSEMBLY...................................................................... 330
TRANSFER CASE OUTPUT ASSEMBLY .................................................................. 332
TRANSFER CASE LINE DRAWING................................................................................. 338
INTER AXLE NOT ENGAGED .................................................................................. 338
INTER AXLE ENGAGED .......................................................................................... 339
PNEUMATIC SYSTEM .......................................................................................................... 341
PNEUMATIC SCHEMATIC .............................................................................................. 341
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PNEUMATIC SCHEMATIC (B60E)................................................................................... 343

PNEUMATIC SYSTEM OPERATION ............................................................................... 344
AIR PRESSURE SUPPLY CIRCUIT OPERATION ............................................................ 344
COMPRESSOR ............................................................................................................. 345
AIR DRIER AND UNLOADER VALVE .............................................................................. 345
DRYING THE AIR .......................................................................................................... 345
UNLOADING THE COMPRESSOR ................................................................................ 345
CHARGING THE REGENERATION AIR RESERVOIR ...................................................... 345
SUPPLYING THE PNEUMATIC MANIFOLD .................................................................... 345
CHARGING THE PNEUMATIC SYSTEM ......................................................................... 345
PURGING THE AIR DRIER............................................................................................. 346
PARK BRAKE CIRCUIT .................................................................................................. 346
CONTROL TRACTION DIFFERENTIAL (CTD) ................................................................ 347
SEAT HEIGHT CIRCUIT ................................................................................................. 347
INTER-AXLE LOCK CIRCUIT.......................................................................................... 348
FAULT FINDING - PNEUMATIC SYSTEM ........................................................................ 349
ADJUSTMENTS AND TESTS ......................................................................................... 349
PNEUMATIC SYSTEM MAIN PRESSURE TEST AND ADJUSTMENT ........................ 349
PARK BRAKE PRESSURE TEST ............................................................................ 350
PARK BRAKE ADJUSTMENT................................................................................... 351
BRAKE TEST .......................................................................................................... 352
PARK BRAKE PAD THICKNESS CHECK .................................................................. 353
HYDRAULIC SYSTEM .......................................................................................................... 355
HYDRAULIC SYSTEM CIRCUIT SYMBOLS .................................................................... 355
HYDRAULIC SCHEMATIC (1 OF 5) ................................................................................. 356
ARTICULATED DUMP TRUCK HYDRAULIC SYSTEM OPERATION................................. 361
MAIN HYDRAULIC PUMP OPERATION .......................................................................... 362
MAIN HYDRAULIC PUMP PRIMING ............................................................................... 363
MAIN HYDRAULIC PUMP CONTROL VALVE (DRS CONTROLLER) ................................. 364
MAIN PUMP CONTROL VALVE OPERATION .................................................................. 365
RESIDUAL PRESSURE ........................................................................................... 365
WORKING PRESSURE ........................................................................................... 365
COMPENSATING PRESSURE ................................................................................. 365
STEERING VALVE ......................................................................................................... 366
SECONDARY STEERING PUMP OPERATION ................................................................ 367
HYDRAULIC SYSTEM MANIFOLD (TOP VIEW) .............................................................. 369
HYDRAULIC SYSTEM MANIFOLD (FRONT VIEW).......................................................... 370
HYDRAULIC SYSTEM MANIFOLD (LEFT VIEW) ............................................................. 371
HYDRAULIC SYSTEM MANIFOLD (REAR VIEW) ............................................................ 372
MANIFOLD SCHEMATIC ................................................................................................ 373
GENERAL DESCRIPTION .............................................................................................. 374
STEERING AND SECONDARY STEERING SYSTEM OPERATION .................................. 374
FAN DRIVE SYSTEM ..................................................................................................... 375
FAN OPERATION........................................................................................................... 375
BIN OPERATION............................................................................................................ 376
BIN UP OPERATION................................................................................................ 376
BIN DOWN OPERATION.......................................................................................... 377
BIN OPERATION NEUTRAL..................................................................................... 378
DIAGNOSTIC INFORMATION......................................................................................... 378
DIAGNOSTIC PROCEDURE .................................................................................... 378
HYDRAULIC PRESSURE SETTINGS TABLE .................................................................. 379
TESTS........................................................................................................................... 380
HYDRAULIC SYSTEM DEPRESSURISING PROCEDURE ........................................ 380
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HYDRAULIC PRESSURE SETTINGS ....................................................................... 381

BRAKE SYSTEM .................................................................................................................. 393
SERVICE BRAKE SYSTEM OPERATION ....................................................................... 393
BRAKE CHARGING SYSTEM .................................................................................. 393
BRAKE APPLICATION SYSTEM .............................................................................. 393
BRAKE COOLING SYSTEM..................................................................................... 393
BRAKE SYSTEM MANIFOLD (TOP VIEW)................................................................ 394
BRAKE SYSTEM MANIFOLD (FRONT VIEW) ........................................................... 395
BRAKE SYSTEM MANIFOLD (REAR VIEW) ............................................................. 396
BRAKE SYSTEM MANIFOLD (LEFT VIEW) .............................................................. 397
BRAKE SYSTEM MANIFOLD (RIGHT VIEW) ............................................................ 398
BRAKE SYSTEM MANIFOLD (SCHEMATIC) ............................................................ 399
BRAKE CHARGING SYSTEM .................................................................................. 399
BRAKE APPLICATION SYSTEM .............................................................................. 400
BRAKE RELAY VALVE ............................................................................................. 401
BRAKE COOLING SYSTEM..................................................................................... 402
BRAKE SYSTEM SETUP PROCEDURE.......................................................................... 402
TOOLS AND EQUIPMENT ....................................................................................... 402
BRAKE SYSTEM COMPONENTS AND LAYOUT ...................................................... 402
REAR ACCUMULATOR CHARGE PRESSURE (B60) ................................................ 407
MACHINE FIRST START-UP .................................................................................... 407
BRAKE PILOT HOSE AIR BLEEDING....................................................................... 408
BRAKE CALIPER AIR BLEEDING (APPLICATION SECTION).................................... 408
BRAKE CALIPER AIR BLEEDING (COOLING SECTION) .......................................... 409
TESTING BRAKES .................................................................................................. 409
PROBLEM SOLVING ............................................................................................... 409
AUTO GREASER.................................................................................................................. 411
PRINCIPLE OF OPERATION .......................................................................................... 411
MODES OF OPERATION................................................................................................ 411
NORMAL MODE...................................................................................................... 411
TEST LINE A/B ........................................................................................................ 412
TEST MULTI-CYCLE ............................................................................................... 412
FILL LINE A/B.......................................................................................................... 413
TROUBLESHOOTING .................................................................................................... 414
TROUBLESHOOTING PROCEDURES ..................................................................... 416
FRONT SUSPENSION .......................................................................................................... 419
SUMMARY .................................................................................................................... 419
FRONT SUSPENSION OPERATION ............................................................................... 419
ACCUMULATOR CHARGE PRESSURE.......................................................................... 420
PROCEDURE FOR THREADED END ACCUMULATORS .......................................... 421
PROCEDURE FOR CRIMPED END ACCUMULATORS ............................................. 421
SUSPENSION CALIBRATION......................................................................................... 422
SUSPENSION CALIBRATION PROCEDURE ............................................................ 422
COMFORT RIDE SUSPENSION FUNCTIONALITY CHECKS ........................................... 425
REAR SUSPENSION ............................................................................................................ 427
REAR SUSPENSION (B60E) .......................................................................................... 427
STRUT EQUALISATION (B60) ........................................................................................ 428
HEATING, VENTILATION AND AIR CONDITIONING .............................................................. 429
AIR CONDITIONING SYSTEM CYCLE OF OPERATION .................................................. 429
HEATER CORE OPERATION.......................................................................................... 430
FAULT FINDING............................................................................................................. 431
HVAC COMPONENT LOCATION .................................................................................... 432
HVAC OIL REFILL .......................................................................................................... 434
COMPONENT REPLACEMENT ............................................................................... 434
............................................................................................................................... 434
OPERATIONAL CHECKS .............................................................................................. 435
VISUAL INSPECTION OF COMPONENTS ............................................................... 435
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ALL LINES AND HOSES ......................................................................................... 435

AIR CONDITIONER COMPRESSOR CHECK ........................................................... 435
CONDENSER CHECK ............................................................................................ 435
HEATER/EVAPORATOR CORE CHECK ................................................................... 435
FREEZE CONTROL SWITCH CAPILLARY TUBE CHECK ........................................ 435
CAB DOOR AND WINDOW SEALS CHECK ............................................................. 435
FILTER CHECK ....................................................................................................... 436
TESTS........................................................................................................................... 436
R134A AIR CONDITIONER SYSTEM TEST .............................................................. 436
AIR FREEZE CONTROL SWITCH TEST................................................................... 438
AIR COMPRESSOR CLUTCH TEST ........................................................................ 438
AIR HIGH/LOW PRESSURE SWITCH TEST ............................................................. 438
AIR EXPANSION VALVE TEST................................................................................. 439
EXPANSION VALVE BENCH TEST........................................................................... 440
REFRIGERANT LEAK TEST .................................................................................... 440
SERVICE AND CHECKS ............................................................................................................. 443
SERVICE INFORMATION...................................................................................................... 445
RECOMMENDED SERVICE GUIDE................................................................................ 445
FUEL SPECIFICATION................................................................................................... 450
FLUIDS AND LUBRICANTS INFORMATION .................................................................... 451
LUBRICATION SPECIFICATIONS ............................................................................ 451
HANDLING AND STORING DIESEL FUEL................................................................ 451
HANDLING AND STORING LUBRICANTS................................................................ 452
HANDLING ADBLUE® / DEF.................................................................................... 452
TRANSPORTATION AND STORAGE OF ADBLUE® / DEF ........................................ 452
ADBLUE® / DEF INSTRUCTIONS FOR MAINTENANCE AND REPAIR ...................... 452
REFRIGERANT R134A ............................................................................................ 452
REPLACING THE FILTER ........................................................................................ 453
MEASURES TO PREVENT FIRES ........................................................................... 453
GENERAL SERVICE INFORMATION .............................................................................. 453
LOCK-OUT POINTS ................................................................................................ 453
SERVICE POSITION ............................................................................................... 456
SERVICE SAFETY .................................................................................................. 456
SERVICE HISTORY................................................................................................. 457
DAILY WALK ROUND CHECK BEFORE SERVICING ................................................ 458
10 HOURLY OR DAILY SERVICE AND CHECKS .................................................................... 459
SERVICE INSTRUCTIONS ............................................................................................. 459
ENGINE CHECKS .......................................................................................................... 459
CHECK RACOR DIESEL FILTER ............................................................................. 459
CHECK ENGINE OIL LEVEL .................................................................................... 459
CHECK COOLANT LEVEL ....................................................................................... 460
CHECK ENGINE AIR INTAKE SYSTEM .................................................................... 461
CHECK EXHAUST HEAT SHIELD ............................................................................ 461
TRANSMISSION CHECKS ............................................................................................. 462
CHECK TRANSMISSION FOR OIL LEAKS ............................................................... 462
CHECK TRANSMISSION OIL LEVEL........................................................................ 462
CHECK TRANSFER CASE OIL LEVEL (SIGHT GLASS) .................................................. 463
HYDRAULIC AND WDB OIL LEVEL CHECKS.................................................................. 463
CHECK HYDRAULIC OIL LEVEL ON CDU................................................................ 463
HYDRAULIC AND WDB OIL LEVEL SIGHT GLASS CHECKS .................................... 464
HYDRAULIC AND WDB OIL LEVEL FILLER CAP CHECKS ....................................... 464
CLEAN OR REPLACE AIR CONDITIONER FILTER ......................................................... 465
LUBRICATION CHECKS................................................................................................. 465
AUTO GREASING SYSTEM (WHERE APPLICABLE) ................................................ 465
MANUAL GREASING .............................................................................................. 466
DAILY OSCILLATION JOINT PROCEDURE ..................................................................... 467
CHECK TYRE PRESSURES (COLD) .............................................................................. 467
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500 HOURS SERVICE AND CHECKS.................................................................................... 469

CHANGE ENGINE OIL AND FILTER ............................................................................... 469
INSPECT FUEL TANK BREATHER FILTER...................................................................... 470
CHECK CONDITION OF FAN BELTS, INCLUDING IDLER AND TENSIONER PULLEYS AND
BEARINGS ....................................................................................................... 470
INSPECT ADBLUE / DEF TANK BREATHER FILTER........................................................ 471
INSPECT TRANSMISSION BREATHER .......................................................................... 472
INSPECT TRANSFER CASE BREATHER........................................................................ 472
INSPECT THE HYDRAULIC AND WDB RESERVOIR BREATHERS.................................. 472
TEST THE BRAKE ACCUMULATOR FUNCTION ............................................................. 473
BRAKE SYSTEM ACCUMULATOR HEALTH INSPECTION........................................ 473
BRAKE ACCUMULATOR PRE-CHARGE INSPECTION ............................................. 473
CHECK ALL HYDRAULIC HOSES .................................................................................. 474
CHECK BRAKE FUNCTION, WDB WEAR INDICATORS .................................................. 474
CHECK SERVICE AND PARK BRAKE PADS AND DISKS FOR WEAR.............................. 475
CHECK AND ADJUST BIN PAD SPACING....................................................................... 476
CHECK SUSPENSION STRUT HEIGHT, OIL LEAKS AND GENERAL
CONDITIONS ................................................................................................... 476
CHECK THE CONDITION OF ALL DRIVE SHAFTS.......................................................... 477
INSPECT AND CLEAN AXLE BREATHERS ..................................................................... 477
CHECK OPERATOR CONTROLS ................................................................................... 478
CHECK ALL LIGHTS ...................................................................................................... 478
CHECK MACHINE SOFTWARE VERSION ...................................................................... 479
CHECK ELECTRICAL CONNECTIONS AND WIRE ROUTING FOR CHAFFING................ 479
RECORD AND DELETE FAULT CODES FOUND ON CDU DISPLAY ................................ 479
REPLACE AIR CONDITIONER FILTER ........................................................................... 480
CHANGE THE AUTO GREASER FILLER FILTER (WHERE APPLICABLE)........................ 480
INSPECT AND GREASE SLIP JOINTS AND PROPSHAFT CROSSES/ROLLERS ............. 481
GREASE ALL REMAINING GREASABLE LUBE POINTS, INCLUDING OSCILLATION
JOINT............................................................................................................... 481
GREASE THE PTO PROPSHAFT ................................................................................... 481
1000 HOURS SERVICE AND CHECKS .................................................................................. 483
CHANGE THE PRIMARY FUEL FILTER AND WATER SEPARATOR ................................. 483
CHANGE ENGINE SECONDARY FUEL FILTER .............................................................. 483
CLEAN AND REPLACE THE FUEL "PRE-FILTER" SCREEN ............................................ 484
CHECK THE COOLANT MIXTURE.................................................................................. 485
ADJUST THE VALVE CLEARANCE................................................................................. 485
CHANGE BOTH AIR CLEANER PRIMARY FILTERS ........................................................ 485
CHANGE ADBLUE / DEF FILTER.................................................................................... 486
CHANGE TRANSMISSION FILTERS............................................................................... 488
CHANGE THE TRANSFER CASE OIL FILTER................................................................. 489
CHANGE THE HYDRAULIC AND WDB RESERVOIR BREATHERS.................................. 489
CHANGE THE HYDRAULIC RETURN FILTER................................................................. 490
CHANGE HIGH PRESSURE HYDRAULIC FILTER KIT (WHERE APPLICABLE) ................ 491
CHANGE THE HIGH PRESSURE BRAKE CHARGE FILTER ............................................ 491
CHANGE THE WDB RETURN FILTER ............................................................................ 492
CHECK THE OIL LEVEL IN THE DIFFERENTIALS AND FINAL DRIVES ........................... 493
CHECK THE OIL LEVEL IN THE DIFFERENTIALS.................................................... 493
CHECK THE OIL LEVEL IN THE FINAL DRIVES ....................................................... 493
CHECK CONDITION OF ALL AXLE DRIVE-LINE CROSS AND ROLLERS ........................ 493
CHANGE THE AIR DRIER FILTER .................................................................................. 494
GREASE CAB TILT CYLINDER....................................................................................... 494
CARRY OUT OSCILLATION JOINT MAINTENANCE PROCEDURE.................................. 494
REPLACE FUEL TANK BREATHER FILTER..................................................................... 497
CHANGE BOTH FAN V-BELTS ....................................................................................... 497
CHANGE BOTH SECONDARY AIR FILTER ..................................................................... 498
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CHANGE ADBLUE / DEF TANK BREATHER FILTER ....................................................... 499

CHANGE THE TRANSMISSION OIL ............................................................................... 499
REPLACE TRANSMISSION BREATHER ......................................................................... 500
CHANGE THE TRANSFER CASE OIL............................................................................. 500
REPLACE TRANSFER CASE BREATHER ...................................................................... 501
CHANGE WET DISC BRAKE OIL .................................................................................... 501
CHANGE WET DISC BRAKE SUCTION SCREENS ......................................................... 502
CHANGE ALL AXLE AND FINAL DRIVE OILS ................................................................. 503
CHANGE ALL AXLE OILS ........................................................................................ 503
CHANGE ALL FINAL DRIVE OILS ............................................................................ 504
CHANGE THE WDB AXLE OIL FILTER..................................................................... 504
CHECK REAR BRAKE SYSTEM PRESSURE REDUCING VALVE
FUNCTIONALITY ....................................................................................... 504
CHECK OPERATION OF SEAT BELT .............................................................................. 504
CHANGE THE HYDRAULIC OIL ..................................................................................... 507
CHANGE THE HYDRAULIC SUCTION STRAINERS ........................................................ 507
CHANGE THE EMERGENCY STEERING SUCTION STRAINER ...................................... 508
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INTRODUCTION
♦ INTRODUCTION
SERVICE MANUAL ARTICULATED DUMP TRUCKS & 1

MAY 2019 PIN 2.1
2 ARTICULATED DUMP TRUCKS & SERVICE MANUAL

PIN 2.1 MAY 2019
INTRODUCTION
INTRODUCTION
Foreword
All specifications in this manual apply to a standard machine

as supplied by the factory and any modifications done to the DANGER indicates a hazard with a high level of risk
machine will result in different specifications and we as OEM which, if not avoided, will result in death or serious
cannot take responsibility for this. injury. These symbols are red in colour.
Read this manual carefully for it has been produced

to assist you in the correct operation, maintenance
and care of your BELL EQUIPMENT machine. Fail-
ure to do so could result in personal injury or equip-
ment damage.
This manual should be considered a permanent
part of your machine and should remain with the WARNING indicates a hazard with a medium level
machine when you sell it. of risk which, if not avoided, could result in death or
serious injury. These symbols are orange in colour.
Be sure all operators of this machine understand
every safety message.
Replace operator’s manual and safety labels imme-
diately if missing or damaged.
For Your Safety

CAUTION indicates a hazard with a low level of risk
which, if not avoided, will result in minor or moder-
ate injury. These symbols are yellow in colour.
NOTE highlights information of special interest.
Do not operate the machine unless you have read the opera- DANGERS, WARNINGS and CAUTIONS must be
tor’s manual and fully understand how to operate the machine read, fully understood and followed, before carrying
properly. out the action or maintenance procedure
concerned.
The safe operation of your BELL EQUIPMENT ma-
chine is very important to prevent any personal in- DANGERS, WARNINGS and CAUTIONS are al-
jury and/or damage. This manual must be read and ways placed before any action or maintenance pro-
fully understood before operating or carrying out cedure where personal injury and/or damage to the
any maintenance or tests on your BELL EQUIP- machine could occur if that action, test or mainte-
MENT machine. nance procedure is not carried out correctly.
The following symbols and words are used through-

out this manual:
Diesel engine exhaust and some of its constituents are

known to the state of California to cause cancer, birth de-
fects and other reproductive harm.
Machine Identification
This is the safety alert symbol. When you see this Write product identification numbers (P.I.N.) in the
symbol on your machine or in this manual, follow
Machine Numbers section of this manual. Accu-
the safety message to avoid personal injury or
rately record all the numbers to help in tracing the
death.

MAY 2019 PIN 2.1
INTRODUCTION
INTRODUCTION
machine should it be stolen. Your dealer also needs suffered, whether direct, or indirect or consequen-
these numbers when you order parts. File the iden- tial, arising from the use of this manual.
tification numbers in a secure place off the
In particular and without detracting from the above,
machine.
the disclaimer also applies in the event of any spec-
ification, warning, or representation contained in
this manual being inadequate, inaccurate, or unin-
Warranty tentionally misleading.
Warranty is provided as part of BELL EQUIP-
MENT’S support program for customers who oper-
ate and maintain their equipment as described in
Contact Details
this manual. The warranty is explained on the war-
ranty certificate which you should have received Please do not hesitate to contact your BELL
EQUIPMENT Product Support Representative
from your dealer.
whenever you have a query on your BELL EQUIP-
Should the equipment be abused, or modified to MENT product or this manual.
change its performance beyond the original factory
The contact details of the BELL EQUIPMENT oper-
specifications, the warranty will become void and
ations can be obtained from the following sources:
field improvements may be denied.
• The Location Of Operations, page III in this
manual.
Disclaimer
• The BELL EQUIPMENT website at
www.bellequipment.com
This manual has been produced by the Technical
Documentation Department of BELL EQUIPMENT. • The BELL EQUIPMENT head office (Richards
Every effort has been made to ensure that the infor- Bay – South Africa) by phoning +27 (0) 35 907
mation in this manual was correct at the time of 9111 or emailing sales@bellequipment.com
publication. BELL EQUIPMENT has a policy of
continuous product development, improvement and
design. BELL EQUIPMENT reserves the right to Dealer Stamp
change, amend and update the design of its prod-
uct at any time without prior notice. With this policy,
changes may have occurred that are not included in
this manual.
Whilst every endeavour has been made to provide
accurate and reliable information, BELL EQUIP-
MENT specifically disclaims any actual or implied
warranty and under no circumstances shall be liable
for any loss, damage or injury to person or property

PIN 2.1 MAY 2019
SAFETY
♦ CERTIFICATIONS AND STANDARDS
♦ SAFETY AND OPERATOR CONVENIENCES
♦ GENERAL SAFETY PRECAUTIONS
♦ OPERATING SAFETY PRECAUTIONS
♦ MAINTENANCE SAFETY PRECAUTIONS
♦ SAFETY SIGNS
♦ TYRE INFORMATION

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SAFETY
CERTIFICATIONS AND STANDARDS
Safety Specification FOPS) and will void the certification (and increase
the risk of an adverse safety incident).
These machines comply to the CE Specification. Any planned modification or change must be re-
viewed in advance by the BELL EQUIPMENT Engi-
neering Department to determine if the modification
Unauthorized Machine or change can be made within the limits of the certi-
Modifications fying tests. It is important that each person in your
organisation, including management, be made fully
aware of these rules involving the machine Cab
(ROPS and FOPS). Whenever anyone sees unau-
thorised modification or change to a machine’s Cab
(ROPS or FOPS) both the customer and manufac-
All specifications in this manual apply to a standard machine turer must be notified in writing. The protection of-
as supplied by the factory.
fered by ROPS or FOPS will be impaired if they are
Any modifications done to the machine such as
greedy boards, etc. will result in different specifica- subjected to structural damage, is involved in an
tions and we as OEM cannot take responsibility for overturn incident, or is altered in any way and as
this. such Machine Cab’s (ROPS or FOPS) must be re-
placed, not reused.
Loosening Or Removal Of ROPS And

FOPS
All specifications in this manual apply to a standard machine
as supplied by the factory, all machines fitted with rear view Make sure that all parts are installed correctly if the
mirrors, cab top peak mirror and rear camera are compliant to
ISO 5006.
Cab (ROPS or FOPS) is loosened or removed for
Any modifications done to the machine may result in any reason.
the non compliance of ISO 5006 & 14401, unless re-
testing is conducted. Once the mounting bolt and nut assembly has been
removed or loosened it must be replaced with new
parts as specified in the parts manual. Tighten the
mounting bolts to the correct torque specification as
Roll Over And Falling Objects specified in the parts manual. Failure to comply
Protective Structure (ROPS/ could compromise product safety and increase the
FOPS) risk to safety.
The Roll Over Protective Structure has been certi-

fied to meet specified test requirements according
Material Safety Data Sheet (MSDS)
to ISO 3471. The Falling Objects Protective Struc-
ture has been certified to meet specified test re- The Federal Occupational, Safety and Health Ad-
quirements according to ISO 3449, Level II. ministration (OSHA) Standard 29 CFR 1910.1200
and in some cases, State and Local Right-to-Know
laws, may require that specific MSDS be available
Unauthorized Modifications Of Machine to the employees prior to operating this equipment.
Cab (ROPS And FOPS) This may include information on substances con-
tained in this equipment such as antifreeze, engine
oil, battery acid, hydraulic fluid and Freon (if
equipped with an air conditioner).
To ensure a prompt response, please be sure to in-
A damaged ROPS or FOPS must be replaced, not reused.
clude your return address and ZIP (postal) code,
along with the model, serial number and/or VIN
number of your machine.
Do not perform or undertake any unauthorised
modification or alteration to the machine Cab
(ROPS and FOPS) such as: welding on extin-
guisher brackets, CB aerial brackets, fire suppres-
sion systems etc. Unauthorised modifications will
affect the structural limits of the Cab (ROPS and

MAY 2019 PIN 2.1
SAFETY
CERTIFICATIONS AND STANDARDS
Noise Emission Levels Safety Regulations

The sound pressure and sound power was tested It is the obligation of the operator to know and apply
according to ISO 6395. any safety regulation in the country where the ma-
chine is operated and apply this manual.

PIN 2.1 MAY 2019
SAFETY
SAFETY AND OPERATOR CONVENIENCES
Safety Features
1. ROPS/FOPS Cab Protection 8. Articulation Locking Bar (On Left Hand Side
The Roll Over Protective Structure has been of the Machine)
certified to meet specified test requirements ac-
9. Secondary Steering
cording to ISO 3471 and ISO 13459. The Fall-
Ground driven, continuously in operation. Sec-
ing Objects Structure has been certified to meet
ondary steering indicator light will light when
specified test requirements according to ISO
activated.
3449.
10. Exhaust Brake and Transmission Retarder
2. Cab with Heater/Defroster
(If Equipped)
The ventilation system circulates both outside
and inside air through filters for a clean working 11. Engine Fan Guard
environment. Built in defroster vents direct air
12. Bypass Start Protection
flow for effective window de-fogging/de-icing.
13. Mirrors
3. Dump Body Service Lock (Bin Pole)
14. Halogen Lights and Turn Signals
4. Stop/Back Lights. Highly Visible Lights
15. Seat Belt Retractors
5. Over Centre Bin-Up Lock
16. Large Windshield Wiper With Washer
6. Backup Alarm
17. Horn
7. Independent Parking Brake
18. Beacon Lights

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SAFETY
GENERAL SAFETY PRECAUTIONS
General Safety Operator Qualifications

Be sure all operators of this machine understand
every safety message. Replace operator’s manual
and safety decals immediately if missing or
damaged.
Accidents and injuries must be reported immedi-
ately. Site management must also be informed of
any “narrow escapes” and areas and situations
which may present an accident risk.
If possible, after an accident, the machine must be
left in position.
Do not do anything to the machine that may hamper
an investigation into the accident.
Follow the instructions given by site management
and familiarise yourself with the job site and your
surroundings before operating the machine.
Know and observe all safety rules that may apply to
your work situation and your job site.
Never drive the machine with the doors open.
Operators must be trained and supervised by a
Keep bystanders away from the machine and in training instructor before operating the machine.
sight at all times. Use barricades or a person nomi-
nated as the spotter to keep vehicles and pedes- The operator must read and understand the Opera-
trians away. tor’s manual to familiarize him/her self with the
safety and controls of the machine.
Use the spotter if moving the machine in congested
or restricted vision areas. Always keep the spotter The operator will need to also familiarize him/her
in sight and co-ordinate hand signals before starting self with the machine risk assessment.
the machine. Qualified operators must familiarise themselves
Lower bin during work interruptions, apply park with the work site and surroundings before operat-
brake and be careful not to accidentally actuate ing the machine. Test all controls and machine func-
controls when co-workers are present. tions in an open area before starting work.
Keep bystanders away from a raised bin.

Should the machine malfunction for any reason,
Wear Protective Equipment
bring the truck to a complete stop, apply the park
brake, select neutral gear and switch truck Off. In-
stall the "Do Not Operate" tag in the truck and report
the malfunction to the site management and/or
service personal.
Should the service brake malfunction for some rea-
son, conduct the emergency braking procedure to
bring the truck to a complete stop. (Refer to "Oper-
ating Instructions" for procedure.)

MAY 2019 PIN 2.1
SAFETY
Wear a hard hat, protective glasses and other pro- Avoid High Pressure Fluids
tective equipment as required by the job conditions.
Do not wear loose clothing or jewellery that can get
caught on controls or other parts of the machine.
When you drive connecting pins in or out, guard
against injury from flying pieces of debris by wear-
ing goggles or protective glasses.
Always wear protective goggles or safety glasses
and other protective equipment before striking hard-
ened parts.
Hammering hardened metal parts such as pins and
bucket teeth may dislodge chips at high velocity.
Use a soft hammer or a brass bar between hammer
and object to prevent chipping.
Prolonged exposure to loud noise can cause im-
pairment or loss of hearing. Wear a suitable hearing
protective device such as earmuffs or earplugs.
Wear gloves when handling wire rope cable.
Discharge the pressure before disconnecting any

Stay Clear Of Moving Parts hydraulic or other lines. Tighten all connections be-
fore applying pressure.
The pressure discharge on pressurised vessels
must be performed by Service Personnel only.
Escaping fluid under pressure can penetrate the

skin causing serious injury.
Keep hands and body away from pinholes and noz-
zles which eject fluids under high pressure. Use a
piece of cardboard or paper to search for leaks.
Entanglements in moving parts can cause serious
injury. If any fluid is injected into the skin it must be surgi-
cally removed within a few hours by a doctor who is
Stop the engine and park the machine safely and
familiar with this type of injury or gangrene may
lock-out before examining, adjusting or maintaining
result.
any part of the machine with moving parts.
Ensure that leaking hydraulic hoses are replaced
Keep guards and shields in place. Replace any
immediately and clean up any fluid spills.
guard or shield that has been removed for access
as soon as service or repair is complete.

PIN 2.1 MAY 2019
SAFETY
Beware Of Toxic Fumes 1. Move the machine away from the danger area
2. Shut down the engine and leave the cab.
3. Start putting out the fire and notify the fire bri-
gade if required.
Do not smoke or have a naked flame near a ma-
chine when filling with fuel or when the fuel system
has been opened.
Diesel fuel oil is flammable and should not be used
for cleaning, use an approved solvent.
Remember that certain solvents can cause skin
Prevent inhalation of engine exhaust fumes, which rashes and are usually flammable. Do not inhale
can cause sickness or death. solvent vapour.
Operate only in well ventilated areas. Avoid hazard- Store flammable starting aids in a cool, well venti-
ous fumes by first removing paint on painted surfa- lated location. Remember that such aids (starting
ces before welding. gas) must not be used in connection with preheat-
Wear an approved respirator when sanding or ing of the induction manifold.
grinding painted surfaces. Keep the work place clean. Oil and/or water on the
If a solvent or paint stripper is used, wash surface floor makes it slippery.
with soap and water. Remove solvent or paint con- Oil and/or water in close proximity to electrical
tainers before welding and allow at least 15 minutes equipment or electrically powered tools are danger-
before welding or heating. ous and any spills should be cleaned up
immediately.
Measures To Prevent Fires Oily clothes are a serious fire hazard.

Check daily that the machine and equipment are
free from dirt and oil. In this way the risk of fire is re-
duced and it is easier to detect faulty or loose
components.
Do not point the high pressure jet at personnel. Check if the electric leads have been damaged by
chafing which could lead to a short circuit and fire.
Check that there is no damage to hydraulic and
brake hoses caused by chafing.
Welding and grinding may only be done on the ma-
If a high pressure jet is used for cleaning, take great care as chine when it is placed in a clean area where there
the insulation of electrical leads can become damaged even
at a moderately high pressure and temperature. are no fuel tanks, hydraulic pipes or similar lying
around. Take extra care when welding and grinding
near flammable objects. A fire extinguisher should
be kept handy.
Switch OFF the battery isolator switch and discon- Clean Trash From Machine
nect the batteries, when welding on the machine.
Keep engine compartment, radiator, batteries, hy-
Find out which type of fire extinguisher to use, draulic lines, exhaust components, fuel tank and
where it is kept and how to use it. operator’s station clean and free of debris.
Any fire fighting equipment stored on the machine Clean any oil spills or fuel spills on machine
must be maintained in working order. surfaces.
At the slightest sign of fire, and if the situation al-
lows, take the following steps:

MAY 2019 PIN 2.1
SAFETY
Temperature in engine compartment may go up im- clothing and cause blindness if splashed into the
mediately after engine is stopped. BE ON GUARD eyes.
FOR FIRES DURING THIS PERIOD.
Avoid the hazard by:
Open access door(s) to cool the engine faster, and
• Filling the batteries in a well ventilated area.
clean engine compartment.
• Wearing eye protection and rubber gloves.
• Avoid breathing fumes when electrolyte is added.
Prevent Battery Explosions And
Acid Burns • Avoid spilling or dripping electrolyte.
Handling Chemical Products And

Flammable Fluids Safely
Exposure to hazardous chemicals can cause seri-

The standard battery supplied with the machine is a ous injury. Under certain conditions, lubricants,
sealed type that does not need maintenance. coolants, paints and adhesives used with this ma-
Keep sparks and flames away from the batteries. chine may be hazardous.
Keep batteries clean and check that all cables are

properly secured and insulated.
If a non-sealed battery is subsequently installed,
keep sparks and flames away from the batteries.
Use a flashlight to check the battery electrolyte lev-
el. Use a voltmeter to check battery charge. Never
place a metal object across the posts.
Always remove the grounded (Negative -) battery
clamp first and replace it last.
Do not smoke in areas where batteries are being
charged.
Do not attempt to charge a frozen battery. If the bat-
tery temperature is below 16°C (60°F) there is a
danger it may explode while charging.
Sulphuric acid in battery electrolyte is poisonous
and is strong enough to burn skin, eat holes in

PIN 2.1 MAY 2019
SAFETY
If uncertain about safe handling or use of these around the exhaust, turbo charger, between the cab
chemical products, contact your authorised dealer and the transmission cooler/exhaust silencer and
for a Material Safety Data Sheet (MSDS). The the area on top of the horizontal heat shield leading
MSDS describes physical and health hazards, safe into the silencer heat shield. It may require that from
use procedures and emergency response techni- time to time the heat shields have to be removed by
ques for chemical substances. Follow MSDS rec- service personnel to clean this areas properly.
ommendations to handle chemical products safely.
Refer to Health and Safety Information on Lubri-
cants and Fluids at the end of this section for fur-
Health And Safety Information On
ther information. Lubricants, Fluids And Gases
Handle fuel with care, as it is highly flammable. Do
not smoke or go near an open flame or sparks while
refuelling. Always stop the engine before refuelling
the machine and fill the fuel tank outdoors.
Keep all fuels and lubricants in properly marked
containers and away from all unauthorised persons.
Do not smoke in the storage areas.
Store oily rags and other flammable material in a
protective container, in a cool, safe area, away from
fire hazards. Never store oily rags or flammable ma-
terials inside a machine compartment.
Do not weld or flame cut pipes or tubes that have
contained flammable fluids. Clean them thoroughly
with non flammable solvent before welding or flame
cutting them.
Starting fluid is highly flammable. Keep all sparks
and flames away when using it. To prevent acciden-
tal discharge when storing the pressurised can,
keep the cap on the can and store it in a cool pro-
tected place. Do not burn or puncture a starting fluid
container. The Material Safety Data Sheet (MSDS) is a docu-
ment containing data regarding the properties of a
particular substance. An important component of
Clean Machine Regularly product management and work place safety.
Wait until the engine has cooled before removing It is intended to provide workers and emergency
trash from areas such as the engine, radiator, bat- personnel with procedures for handling or working
teries, hydraulic lines, fuel tank and operators cab. with that particular substance in a safe manner, and
Remove any grease, oil or debris build-up. Keep includes information such as physical data (melting
the machine, especially the walkways and steps, point, boiling point, flash point, etc.), toxicity, health
free of foreign material, such as debris, oil, tools effects, first aid, reactivity, storage, disposal, protec-
and other items which are not part of the machine. tive equipment, and spill handling procedures.
Ensure that service personnel replace hydraulic ho-

ses immediately if they show signs of leaking . Fluids and Lubricants
Clean up any oil spills. Regularly examine electrical
wiring and connectors for damage.
Keep a fire extinguisher available, on or near the
machine and know how to use it properly.
If uncertain about safe handling or use of any lubricant, fluid
The build-up of combustible material on and around or other chemical products, contact your authorised dealer for
high heat areas must be removed on a regular ba- a Material Safety Data Sheet (MSDS). The MSDS describes
sis and the machine cleaned to prevent build-up in detail the physical and health hazards, safe use procedures
and emergency response techniques for chemical
and ignition of material. Critical areas are the areas substances.

MAY 2019 PIN 2.1
SAFETY
BELL E# WDB Cooling Oil Inhalation — Move the person to fresh air. Avoid
by using the product only in a well ventilated area. If
BELL Hydraulic Oil
any effects continue, refer to a doctor.
BELL Semi Synthetic Engine Oil 10W40
Fire Hazard — Products may be combustible at
BELL Syn ATF Ultra high temperatures or if pressurised.
BELL Gear Oil Limited Slip 80W90 Waste Disposal (environment protection) — Pre-
BELL Super Gear Oil vent the product from contaminating soil and from
entering drainage, sewer systems and all bodies of
Eyes — May cause mild eye irritation. Flush eyes water.
for 15 minutes with fresh water. Avoid by wearing
safety goggles when splashing may occur.
Extended Life Coolant Ultra
Skin — May cause mild skin irritation. Avoid by
washing thoroughly with soap and water after con-
tact and by wearing gloves and protective clothing.
Ingestion — If swallowed, give water or milk and
DO NOT induce vomiting. IF discomfort occurs This product is harmful or fatal if swallowed.
It can enter lungs and cause damage.
seek medical attention.
Inhalation — Move the person to fresh air. Avoid Eyes — Cause no more than minor irritation. Flush
by using the product only in a well ventilated area. If eyes for 15 minutes with fresh water. Avoid by
any effects continue, refer to a doctor. wearing safety goggles when splashing may occur.
Fire Hazard — Products may be combustible at Skin — Cause no more than minor irritation. Avoid
high temperatures or if pressurised. by washing thoroughly with soap and water after
contact. Avoid by wearing protective clothing when
Waste Disposal (environment protection) — Pre-
splashing may occur.
vent the product from contaminating soil and from
entering drainage, sewer systems and all bodies of Ingestion — May be toxic. DO NOT induce
water. vomiting.
Inhalation — Not volatile at ambient temperatures,
BELL Multi Purpose Grease spraying or heating in an enclosed space may
BELL Wheel Bearing Grease cause irritation.
BELL High Temperature Grease BELL EQUIPMENT do not assume any liability for
consequences of the use of this information since it
may be applied under conditions beyond our control
or knowledge. Also, it is possible that additional da-
ta could be made available after this MSDS was
issued.
Handle grease in pressure equipment carefully.
Accidental injection can cause serious tissue If any effects continue, refer to a doctor.
damage.
See a doctor as soon as possible.
Eyes — Cause no more than minor irritation. Flush

eyes for 15 minutes with fresh water. Avoid by
wearing safety goggles when splashing may occur.
Skin — Cause no more than minor irritation. Avoid
by washing thoroughly with soap and water after
contact and by wearing gloves and protective
clothing.
Ingestion — If swallowed, give water or milk and
DO NOT induce vomiting.

PIN 2.1 MAY 2019
SAFETY
Dispose Of Waste Properly Prepare For Emergencies
Keep a first aid kit and fire extinguishers handy and

know how to use them.
Improper disposal of waste can threaten the envi- Inspect and have your extinguisher serviced as rec-
ronment. Fuel, oils, coolants, filters and batteries ommended on its instruction plate. When an extin-
used with this machine may be harmful if not dis- guisher is discharged, no matter for how long, it
posed of properly. must be re-charged. Keep record of inspections on
Never pour waste onto the ground, down a drain or the tag supplied with the extinguisher.
into any water source. Keep emergency numbers for doctors, ambulance
Air conditioning refrigerants can damage the atmos- service, hospital and fire department near your
phere. Government regulations may require using a telephone.
certified service centre to recover and recycle used
refrigerants.
If uncertain about the safe disposal of waste, con-
tact your local environmental centre or your dealer
for more information.

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SAFETY
OPERATING SAFETY PRECAUTIONS
Mounting And Dismounting Avoid unexpected machine movement. Start engine

Machine only while sitting in the operator seat. Ensure all
controls and working tools are in proper position for
a parked machine.
Never attempt to start engine from the ground. Do
not attempt to start engine by shorting across the
starter solenoid terminals.
Use Seat Belt
Always use the handrails and steps provided to get

on and off the machine. Use both hands and always
face the machine.
Maintain three-point contact when climbing on/off
the machine or moving around on the machine ex-
terior. (Three-point contact is both hands and a foot,
or both feet and a hand).
Never get on or off a moving machine.
Never jump off the machine.
Use a hand line to pull equipment up onto the plat-
form, do not climb on or off the machine carrying
tools or supplies.
Use extra care when mud, snow, or moisture
present slippery conditions. Use the seat belt at all times to minimise the possi-
bility of injury in an accident.
Keep steps clean and free of grease, oil and foreign
objects. The seat belt must not be altered or modified in any
way. Such changes can render the belt ineffective
Never use machine controls as hand-holds.
and unsafe.
Inspect all access systems (steps, handrails, hand-
The seat belt is designed and intended for the
holds), including slip-resistant surfaces, for signs of
seat’s occupant to be of adult build and for one oc-
wear or damage. Repair/replace as necessary.
cupant on the seat only.
The seat belt with associated parts must be in-
Start From Operator Seat spected at regular intervals (Refer to RSG). Re-
place the entire seat belt immediately if it is worn,
has loose stitching, if the buckles are damaged or
the seat belt roller does not work.
Replace the seat belt if the machine has been in-
volved in an accident where the belt has been sub-
jected to high strain or load.
Only clean with warm water, not soap or cleaners.
Let the belt dry while it is fully extended before roll-
ing it in.
The trainer seat is also equipped with a seat belt,
and must be used at all times should there be a
passenger or trainer travelling in the machine.

MAY 2019 PIN 2.1
SAFETY
Leaving Machine Keep Riders Off Machine

Before leaving the machine, ensure that the park
brake is applied, the transmission is in neutral, the
engine is switched off at the SSM. Lock the cab
door and the fuel cap. Turn the battery isolator
switch to the OFF position if the machine is to be left
for an extended period.
Avoid Work Site Hazards Do not allow unauthorised personnel on the

machine.
Avoid Overhead Power Line Riders may fall from the machine, be caught in
moving parts or be struck by objects. Riders will al-
so impair the operator’s view and his control of the
machine.
Avoid Reversing Accidents
Never move any part of the machine within 3 m (10

ft) plus twice the line insulator length, as serious in-
jury or death may result.
Before moving the machine ensure that no person
Operate Only on Solid Footing is in the path of the machine. Where conditions per-
mit, raise bin for better visibility to the rear. Use re-
verse camera if fitted.
Use a spotter when reversing if view is obstructed
and/or in close quarters. Keep spotter in view at all
times. Use prearranged hand signals to
communicate.
Avoid Machine Tipping Accidents

Operate only on solid footing with strength sufficient Use seat belt at all times.
to support machine. Be alert working near embank-
ments, excavations and with bin raised. Avoid work- Do not jump out of the cab if the machine tips over.
ing on surfaces that could collapse under machine. It would be unlikely, that you would jump clear of
the machine which could result in the machine
Use caution when backing up to berms before crushing you.
dumping load.
Use extra care when bin is raised. Machine stability
Avoid operating near structures or objects that is greatly reduced when bin is raised. Drive slowly,
could fall onto the machine. Clear away debris that avoid sharp turns and uneven ground.
could move unexpectedly if run over.
Know the capacity of the machine. Do not overload.
Before operating machine after any accident, care-
fully inspect all hydraulic and electrical lines.

PIN 2.1 MAY 2019
SAFETY
Operating On Slopes wet conditions and/or while operating on slopes.

These precautions include (although the list is not
exhaustive):
• When operating on slopes, the operator should
take special care of sliding and/or rolling hazards.
These hazards are dependent on site and operat-
ing conditions. When operator is unsure of poten-
tial hazards, a risk assessment must be done.
• The differential locks should be engaged when
operating at a downhill or operating on ice or slip-
pery conditions. This will ensure maximum ve-
hicle traction is achieved.
• It is important that the diff locks are engaged prior
Avoid side slope travel whenever possible. to entering an area where there is poor traction.
Check service brakes frequently when operating on • Make full use of the retarder before applying
slopes. service brakes.
The maximum slope values are calculated with the
exhaust brake and exhaust valve brake fully func-
tional, the transmission retarder set to maximum
Travelling On Public Roads
and the transmission locked in a specified gear.
The continuous slope values are with the exhaust
brake and exhaust valve brake fully functional.
The operator must refer to the ' speed down slope'
decal on the windscreen (or in this manual) for the
gear selection and speed values. The operator
must also be familiar with the gradient value charts
in the Operating Instructions Chapter in this
manual.
Knowledge of the site is important, especially the al-
titude of the site and the maximum percentage Machines which operate or travel on or near public
slope likely to be encountered and also the continu- roads, with or without payload must ensure that the
ous slope at the site. Take note that the values indi- machine complies with the local legislation require-
cated on the gradient decal are for operation at sea ments and must be allowed to do so. Make sure
level. proper lighting, markings, beacon light and other re-
quirements are in place so the machine is visible to
Also take into account the ground conditions at the other drivers. (Refer to your local BELL EQUIP-
site when deciding upon gear selection. MENT Product Support Representative for
Due to an ADT's versatility, it can be used in a wide assistance).
variety of applications. Many of these applications
present hazards related to machine stability when
operated in soft and/or slippery conditions and/or Inspect And Maintain ROPS
on slopes. For this reason a risk assessment must
be performed on the use of the machine per appli- A damaged roll-over protective structure (ROPS /
cation. The risk assessment must be done in ac- Machine Cab) should be replaced, not reused.
cordance with the local governing and/or ISO
If the ROPS / Machine Cab was loosened or re-
legislation. Whilst precautions have been taken to
moved for any reason, inspect it carefully before op-
optimise the performance and stability of the ve-
erating the machine again.
hicle, the risk assessment must identify and priori-
tise all additional actions to be taken to treat, To Maintain the ROPS / Machine Cab:
tolerate or transfer the risks
Report missing hardware to service personnel
In addition, there are precautions the operator can immediately.
take during the operation of the machine in slippery/

MAY 2019 PIN 2.1
SAFETY
Check isolation mounts for damage, looseness or physical damage, report any problems to service
wear. Check ROPS / Machine Cab for cracks or personnel.

PIN 2.1 MAY 2019
SAFETY
Human Vibration • It is highly recommended to follow the safety in-

structions provided by the machine manufacturer.
Factors Effecting Drive Exposure to Only use appropriate machines, equipment and
Whole Body Vibration additional devices for the task at hand.
• In case of re-fitting the driver seat, only use seats
Driver exposure to vibrations can be influenced sig- complying with ISO 7096. All original seats are
nificantly by the driver and operator. It depends on provided in accordance with ISO 7096. As the
the following factors: seat has to be individually adjusted for every driv-
er, it is recommended to consider the following
Driving style
aspects regarding seating comfort (Refer to Op-
Driver Operation erator Seat overview under the Operating Com-
ponents section) :
Training
- Height and weight adjustment.
Driving Route
- Ideal damping adjustment.
Construction Site Ground
- Correct inclination adjustment.
Material
- Use of additional options such as lumbar
Machine Type support.
Equipment • Carry out regular maintenance checks of your
machines, particularly of tyre pressure, chain ten-
Seat
Machine sion, brakes, steering and mechanical linkages.
Suspension / Damping
System • Avoid jerky operation of machine and working
equipment. Avoid jerky steering, braking and
Condition / maintenance
accelerating.
To a great extent, the driver determines the current • Adapt the driving speed to the road conditions.
exposure to vibrations himself since he can choose - Adapt your driving speed to longer distances.
factors such as speed, operating mode and driving
route. In addition, driver exposure to vibrations is in- - Decelerate if you drive on rough terrain.
fluenced by machine type, equipment, maintenance - Drive around obstacles and avoid driving on ex-
condition and seat type. tremely rough terrain.
The daily driver exposure to vibrations depends on • Try to maintain a good condition of the terrain the
vibration values as well as duration of exposure. machine works and drives on.
The BELL machine was tested under typical work - Remove big stones and obstacles.
site conditions, and the hand-arm vibration does
not exceed 2.5m/s² and the whole body vibration - Avoid and fill up holes.
does not exceed 0.5m/s². - Keep appropriate machines for ground
improvement.
Provisions Aimed at Reducing - Allow enough time for such measures.
Exposure to Vibrations
• Use additional systems such as comfortable sus-
pension for machines with a prolonged vibration
• Correct use of machines.
exposure. If no additional system is available,
• High-quality seat and its correct adjustment. avoid accumulation of vibration exposure by re-
ducing speed.
• Machine maintenance to OEM (Original Equip-
ment Manufacturer) requirements.
• Correct operation of the machine. Legal Requirements
• Appropriate driving speed. • The EU Directive 2002/44/EC defines the daily
• Good ground conditions. driver exposure to vibrations with two limit values:
• Use of additional suspension/damping systems. - Action value 2.5 m/s²

- Limit value 0.5 m/s²

MAY 2019 PIN 2.1
SAFETY
NOTE
Some EU member states may have stricter
limit values.
• Once the exposure action values are exceeded,
the operator of construction machinery shall im-
plement the following measures:
- Establish technical and organisational meas-
ures intended to reduce to a minimum the expo-
sure to mechanical vibration.
- Provide adequate information and training to in-
struct drivers to use work equipment correctly
and safely in order to reduce their exposure to
mechanical vibration to a minimum.
- Adopt provisions to ensure the appropriate
health surveillance of drivers.
• If the exposure limit value is exceeded, the oper-
ator of construction machinery shall implement
the following measures:
- Take immediate action to reduce exposure be-
low the exposure limit value. The operating conditions for the machinery are div-
- If necessary, reduce working hours. ided into three stages:
The assessment of the daily level of exposure to vi- Light, Normal and Hard operating conditions. The x,
bration is based on the calculation of vibration val- y and z axis need to be assigned to the same condi-
ues and duration of exposure in different operating tion. The exposure of machinery and drivers can be
cycles. The results can either be displayed in m/s² divided into the following categories:
or in a system of points.
Light conditions (L)
The following pages describe a simple system of
points to determine and assess the daily exposure Experienced driver, level road surface, loose material ...
of a driver to vibrations without any measurement
or calculations. Normal conditions (N)
Determination And Assessment of Daily Proficient driver, level road surface ...
Exposure to Vibrations
Hard conditions (H)
Since the daily driver exposure to vibration depends
on the vibration values as well as on the duration of Inexperienced driver, rough use of machinery ...
exposure, both factors need to be determined.
Determination of the vibration values of differ- Vibration Values for Different
ent operating cycles Construction Vehicles
The driver vibration values in different operating
cycles are determined using the chart. The chart
contains average vibration values of construction
machines and their typical application areas. The vi-
bration values are given for the three main direc-
tions x, y and z.
Table 1

PIN 2.1 MAY 2019
SAFETY
Source: ISO /TR 25398 Earth-moving machinery - of points in which the measured values are re-
Guidelines for assessment of exposure to whole- placed by a number of points. The number of points
body vibration of ride-on machines resulting from the individual operating cycles com-
pleted during a day is added up to a total value.
Determination of the Duration of Driver According to the directive ISO/ TR25398, the values
Exposure to Vibration can be expressed as follows:
Action value (0.5 m/s²) 100 total points
The daily driver exposure to vibration can either be
estimated or measured, using the duration of the in- Limit value (1.15 m/s²) 529 total points
dividual operating cycles the driver carries out dur-
ing the day. To define the individual operating The total number of achieved points is assigned to
cycles, use table 1 and 2 a certain colour indicating the operator’s need for
action (also see the practical examples in chapter
Note: If the drivers are asked about the duration of 5).
their exposure to vibration, times are usually over-
estimated since they tend to include vibration-free Some EU member states may have stricter limit val-
periods such as engine idling or waiting periods. ues. A lower limit value also results in a lower num-
ber of total points, which means that the red zone is
reached sooner. It is up to you to mark the respec-
tive colour codes according to your valid limit values
using the following chart:
Vibration-free periods do not constitute an exposure to vibra- Limit

tions and therefore may not be included in the calculations. Value 1.1- 1.1- 14.- 1.0- 0.9- 0.9- 0.8- 0.8-
in m/ 5 0 05 0 5 0 5 0
s²
Simplified determination and assessment of daily
Total
driver exposure to vibration Poin- 529 484 441 400 361 324 289 256
ts
The aim of this method is to determine and assess
the daily driver exposure to vibration using a system

MAY 2019 PIN 2.1
SAFETY

PIN 2.1 MAY 2019
SAFETY
Determination and assessment of daily driver 5. Determine the number of points of the individu-
exposure by total number of points. al operating cycles for the x-, y- and z-axis us-
ing table 2. In case of intermediate values, the
1. Determine the type of machine and the corre-
vibration values should be rounded up.
sponding operating cycles the driver completes
during the day. 6. Add up the points for x, y and z-axis.
2. Estimate or measure the duration of exposure 7. The highest point sum of the three axes consti-
for the individual operating cycles. Vibration- tutes the total number of points.
free periods may not be counted.
8. Compare the total number of points to the ac-
3. Determine whether your driver is exposed to tion value and the limit value valid in the respec-
light, normal or hard operating conditions. tive EU member state.
4. Determine the vibration values of the individual 9. Determine the need for action of the operator of
operating cycles for the x-, y- and z-axis using the construction vehicle.
table 1.
Machine Op- Duration of

exposure in x-axis in m/s² No. of points y-axis in m/s² No. of points z-axis in m/s² No. of points
erating Cycle
hours
Sum Total x- Sum Total y- Sum Total z-

axis axis axis
Total number of points (high-

est point sum of x-, y- and z-
axis)

MAY 2019 PIN 2.1
SAFETY
Practical Examples • Typical operating cycle 1: Driving with load = 2

hours.
Example 1
• Typical operating cycle 2: Unloading = 0.1 hour.
Articulated Dump Truck (ADT)
• Typical operating cycle 3: Driving without load = 1
Operating conditions: hour.
• Very good working conditions. • Typical operating cycle 4: Loading = 0.2 hour.
• Level surface. Result: Light conditions (L)
• Very experienced driver. Use the vibration values stated for x-, y- and z-axis
under light conditions.
Duration of
Machine Op-
erating Cycle
hours
ADT(Driving 0.43 rounded 0.46 rounded
2 20 0.60 36 25
with Load) up to 0.45 up to 0.50
ADT 0.24 rounded 0.09 rounded 0.12 rounded

(Unloading) 0.1 0 0 0
up to 0.25 up to 0.10 up to 0.15
ADT (Driving 0.56 rounded 0.76 rounded 0.53 rounded

1 18 32 15
without load) up to 0.60 up to 0.80 up to 0.55
ADT (Loading 0.12 rounded 0.18 rounded 0.08 rounded

0.2 0 0 0
process) up to 0.15 up to 0.20 up to 0.10

38 68 40
axis axis axis

est point sum of x-, y- and z- 68
axis)
The action value of the vibration exposure is • Adequate information and training shall be pro-
not exceeded. vided to instruct drivers how to reduce their expo-
sure to mechanical vibration.
• If the result is near the action value, appropriate
action shall be taken to reduce vibration
exposure.

PIN 2.1 MAY 2019
SAFETY
Example 2 • Typical operating cycle 2: Unloading = 0.2 hour.

Articulated Dump Truck (ADT) • Typical operating cycle 3: Driving without load = 1
hour
Operating conditions:
• Typical operating cycle 4: Loading = 0.2 hour
• Average working conditions.
Result: Light conditions (L)
• Uneven road surface.
Use the vibration values stated for x-, y- and z-axis
• Inexperienced driver.
under light conditions.
• Typical operating cycle 1: Driving with load = 3
hours.
Machine Op- Duration of

erating Cycle
hours
ADT(Driving 1.18 rounded 0.88 rounded
3 0.85 108 216 122
with Load) up to 1.20 up to 0.90
ADT 0.74 rounded 0.48 rounded

(Unloading) 0.2 6 0.75 6 3
up to 0.75 up to 0.50
ADT (Driving 1.08 rounded 1.28 rounded 1.09 rounded

1 85 85 61
without load) up to 1.10 up to 1.30 up to 1.10
ADT (Loading 0.46 rounded 0.64 rounded 0.24 rounded

0.2 4 4 1
process) up to 0.50 up to 0.65 up to 0.25

178 311 187
axis axis axis

est point sum of x-, y- and z- 311
axis)
Assessment of a total point sum between 101 • The employer shall establish and implement a
and limit value: programme intended to reduce the vibration
exposure.
The action value of the vibration exposure is
exceeded. • Provisions shall be made to ensure the appropri-
ate health surveillance of drivers.
The limit value is not exceeded.

MAY 2019 PIN 2.1
SAFETY
Comfort Ride laden and unladen operation, to ensure the optimal

spring rate is always active. This simple mechanical
Bell Equipment offers an optional BELL designed solution has proven to be durable and maintenance
Comfort Ride system, that helps to reduce the ef- free, while being effective in reducing vehicle
fects of vehicle vibration on the operator, and bounce and vibration.
serves to improve operational cycle times.
On site tests have shown that the new system will
The Comfort Ride suspension is available for the allow the operator to increase his shift duration by
B25E and B30E range of BELL Equipment ADT's. as much as 34% using the RMS (Root Mean
The system consists of a unique walking beam de- Square) WBV (Whole Body Vibration) calculations
sign that uses a dual stage sandwich block on the during unladen operation of the vehicle. Unladen
middle and rear axles. This solution functions by al- operation is deemed to cause the greatest vibration
tering the spring stiffness characteristic between inputs.

PIN 2.1 MAY 2019
SAFETY
MAINTENANCE SAFETY PRECAUTIONS
Prepare For Maintenance And Before working under the machine ensure that the
Service machine and attachments are securely supported.
The use of appropriate wheel chocks are recom-
mended to prevent movement of the machine dur-
ing maintenance.
Do not support the machine with a single jack or
If the following steps are not observed it could result in injury other devices that may slip out of position.
or death.
If work must be done on a warm machine, beware of Understand maintenance procedures before begin-
hot fluids and components. ning any maintenance.
Keep the maintenance and service area clean and
Warn others of maintenance or service work.
dry.
Before starting to work on the machine, wash it
The operator should assist the service personnel
thoroughly and park the machine on a level surface.
whenever the engine must be running during serv-
Engage the park brake. ice or repair.
Stop the engine.
Use access systems provided to access mainte- Inspect Cooling System
nance areas on machine.
Explosive release of fluids from the pressurised

cooling system can cause serious burns.
Shut off the engine and only remove the filler cap
when the engine is cool enough to touch with bare
hands.
Slowly loosen the cap to the first stop, to relieve the
pressure before removing it completely.
Make Welding Repairs

Disable electrical power before welding.
Attach the “Do Not Operate” tag in full view of any- • Turn off battery isolator switch (or disconnect
one entering the operator's station. positive battery cable).
Allow the machine to cool down. • Separate harness connectors to engine, alterna-
Discharge all pressure in the relevant pneumatic, tor and vehicle microprocessors if necessary.
hydraulic and fuel systems gradually before any Avoid welding near fluid lines or vessels. Do not let
lines, fittings or related items are disconnected or heat go beyond work area near fluid lines.
removed.

MAY 2019 PIN 2.1
SAFETY
MAINTENANCE SAFETY PRECAUTIONS
Remove paint properly. Wear eye protection and Replacing Hoses

protective equipment when welding. Do not inhale
dust or fumes. Damaged hoses and fittings should be replaced
Avoid welding or heating near pressurised fluid and not repaired.
lines. Flammable spray may result and cause se- Replacement of high pressure hoses should only
vere burns if pressurised lines fail as a result of be carried out by qualified personnel.
heating. Prevent heat going beyond the immediate
work area towards any nearby pressurised lines. Only original parts must be used when replacing
components/parts.
Use a qualified welding technician for structural
repairs.
Ensure that there is good ventilation in the welding Filter And Filter Elements
area.
This machine should be operated in a well-venti-
Do not earth through any assembly incorporating lated area.
bearings or gears because this could cause these
items to fail. The design intent of the Heating, Ventilation and Air
Conditioning ( HVAC) system on this machine is not
In cases where the repair has to be done close to a to filter toxic gases.
bearing or gear assembly, ensure that the earth
point is close to where the repair is being done and Only use a BELL Equipment approved ventilation
that the current does not have to pass through bear- filter element.
ings or gears.
Accumulator Maintenance
Storage For Flexible Hoses
Maintenance shall only be carried out by suitably
Store hoses in a dark, dry environment away from skilled personnel, using instructions in accordance
electrical equipment below 33°C with sealed end with ISO 12100 : 2010 - 1&2.
caps. Overhaul or re-certification for continued safe use
of gas loaded accumulators shall be carried out on-
ly by skilled personnel.

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
Safety Decals
There are several safety decals on your BELL EQUIPMENT machine. Their exact location and description
of the hazard are reviewed in this section. Please take the time to familiarise yourself with these.
Keep the decals clean by using a soft cloth, water, and soap. Do not use solvent, gasoline, etc. You must re-
place a decal if it is damaged, missing or cannot be read. If a decal is on a part that is replaced, ensure a
new decal is installed on the replacement part. Contact your BELL EQUIPMENT Representative for new
decals.
There are other decals on your machine, such as the BELL identification decal, but only the decals of spe-
cial relevance to the safety of the operator are shown here. Refer to the Parts Manual for additional decals.
This decal is situated near hot surfaces to warn the

operator not to touch such surfaces, as it may result
in burn injuries.
The Fan Warning decal is situated at the engine fan

cowling and is used to warn the operator to keep
clear of the rotating fan blades, as it may result in
serious injury.
The Do Not Operate tag is located inside the parts

manual (PM) pack wallet.
The Articulation Crush decal is located on each side

of the articulation area. (All machines).
It denotes a crushing injury, that may occur in the
articulation area of the machine. Stay clear of the
articulation area to avoid serious injury.
Attach the articulation locking bar before performing
service on the machine or during transportation.
The Hot Surface decal is located on the engine, on
the exhaust heat shield, on the back of the catalyst
frame and on the cooler box. (All machines)

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The Visibility Warning decal is located at the rear of The Crush Support decal is located on the left and
the machine as well as on the back of the bin. (All right of the rear chassis at the bin pole as well as on
machines) the fire wall of the cab facing the cab stay. (All
machines)
Purpose of the decal is to warn people, not to stand
behind the machine as the operator of the machine Purpose of the decal is to warn all personnel, that
may reverse onto them which may result in serious should any work or maintenance be conducted on
injury or death. the machine in this area, they should ensure that
the machine transmission is set to neutral, the bin is
emptied and the bin support pole is installed, to
avoid accidental injury.
The Propshaft Guard decal is located on the prop-

shaft guard. (All machines)
The High Pressure decal is located at the nose box
The purpose of the decal is to warn all personnel of the machine, on the tip cylinders, as well as adja-
not to remove the propshaft guard, as it may result cent to the brake accumulators and suspension
in serious injury should they come into contact with struts. (All machines)
the rotating propshaft.
Purpose of the decal is to warn all personnel, that
all hoses and components are under high pressure
and that any escaping fluid or gas may cause injury.
The Spring Pressure decal is located on the inside

of the right rear chassis beam. (All machines)
Purpose of the decal is to warn all personnel, to be The Bonnet Lockout decal is located on the cooling
aware that the braking system is under pressure. pack mounting on the front chassis. (All machines)
Purpose of the decal is to warn all personnel that if
bonnet is not secured properly it can cause injury.

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
The Starter Motor decal is located on the electrical

routing plate on the RHS chassis. (All machines)
Purpose of the decal is to warn all personnel to
avoid serious injury from electrical and mechanical
hazards. The machine must be started from inside
the cab.
The Bin Up Lock decal is located at the rear of the

machine on the bin, adjacent to the left brake light.
(B35E, B40E, B45E & B50E Only) (On the B60E
the decal is located on the LHS of the bin.)
Purpose of the decal is to show the operator that
the lock out tag should be used.
The Overhead Power Lines decal is located on the

rear window inside the cab. (All machines)
Purpose of the decal is to warn the operator never
to move any part of the machine or load closer than
3m (10FT) plus twice the insulator length to an elec-
tric line to avoid serious injury .

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The Tyre Pressure decal is located underneath the

second step of the B45E. (Refer to Tyre Information
section for more details)





PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
The Speed Down Slope decal is located on the inte- The Speed Down Slope decal is located on the inte-
rior windscreen of the B35E. This decal applies to rior windscreen of the B50E. This decal applies to
the 35 Ton ADT descending a slope with fully laden the 50 Ton ADT descending a slope with fully laden
gross vehicle mass of 65101 kg [143523 lb] at sea gross vehicle mass of 81816 kg [180373 lb] at sea
level. (Refer to section Operating Instructions - level. (Refer to section Operating Instructions -
Down Hill Operation and Gradient Values at Altitude Down Hill Operation and Gradient Values at Altitude
for more details) for more details)
The Speed Down Slope decal is located on the inte- The Speed Down Slope decal is located on the inte-
rior windscreen of the B40E. This decal applies to rior windscreen of the B60E. This decal applies to
the 40 Ton ADT descending a slope with fully laden the 60 Ton ADT descending a slope with fully laden
gross vehicle mass of 72227 kg [159233 lb] at sea gross vehicle mass of 98093 kg [216258 lb] at sea
level. (Refer to section Operating Instructions - level. (Refer to section Operating Instructions -
Down Hill Operation and Gradient Values at Altitude Down Hill Operation and Gradient Values at Altitude
for more details) for more details)
The Speed Down Slope decal is located on the inte-

rior windscreen of the B45E. This decal applies to
the 45 Ton ADT descending a slope with fully laden
gross vehicle mass of 73916 kg [162957 lb] at sea
level. (Refer to section Operating Instructions -
Down Hill Operation and Gradient Values at Altitude
for more details)

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The ROPS/FOPS decal is located inside the cab on The ROPS/FOPS decal is located inside the cab on
the LHS panel (B35E, B40E & B45E) - Euro/Rus- the LHS panel (B50E & B60E) - Euro/Russian
sian machines. machines.
The ROPS/FOPS decal is located inside the cab on The ROPS/FOPS decal is located inside the cab on
the LHS panel (B35E, B40E & B45E) - US and SA the LHS panel (B50E & B60E) - US and SA
machines. machines.

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
The Do Not Step decal is located inside the bonnet NOTE

on the engine. (All machines)
The Battery Disconnect decal is only used
Purpose of the decal is to warn all personnel, not to on machines that have a Battery Isolation
step on surfaces that have this decal, as it may switch fitted.
cause damage to the machine.
The Battery Disconnect decal is located on the Ma-
chine Isolation Panel.
This decal identifies the Battery Isolation switch.
NOTE
The Battery Lock Out decal is only used on
machines that have a battery Isolation
NOTE
switch fitted.
This decal is located on the Machine Isolator Cover. The Engine Lock Out decal is only used on
machines that have an Engine Isolation
The decal identifies the Battery Isolation switch. switch fitted.
This decal is located on the Machine Isolator Cover.
The decal identifies the Engine Isolation switch.

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The RPM decal is located inside the cab on the The Tie Down Point decals are located at each of
windscreen. (All machines) the six tie-down points on the chassis. (The B60E
only has four tie-down points)
Maximum engine speed allowed.
Refer to Machine Tie Down section for more details.
The Refrigerant decal is located in the centre of the

panel next to the driver's seat, on the right side of The Towing decals are located near the front and
the cab. (All machines) rear tow points.
Refer to Service Instructions section for more Refer to Machine towing section for more details.
details.
The Cab Lift Pump Lever decal is located on the

The Lifting Point decal is located at each of the two cab lift pump.
rear and two front lifting points. (All machines)
This decal illustrates to the operator, in which direc-
Refer to Machine Lifting section for more details. tion to set the cab lift pump for upward / downward
movement.

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
The Electronic Engine Coolant Check decal is lo-

cated on the surge tank cover.
The Grease 500hr decals are located on the PTO This decal indicates where to check Engine Coolant
propshaft cover. Level.
Refer to Service Manual for greasing procedure of

propshaft.
The LSF (Low Sulphur Fuel) decal is located on the

diesel tank. (SA machines only)
The purpose of this decal is to ensure the operator
fills the machine with the correct grade and quality
diesel.
The Grease Point decal is located near the bonnet
hinge on both sides of the front bumper.
Refer to Service Manual for greasing procedure of
bonnet.
The ULSF (Ultra Low Sulphur Fuel) decal is located

on the diesel tank. (European machines only)
diesel.
This decal is located on the transfer case, next to

the sight glass. (All machines)
Check Transfer Box Oil Level.

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The ULSF (Ultra Low Sulphur Fuel) decal is located

on the diesel tank. (US machines only - EPA
requirement)
diesel.
The Hydraulic Test Point decal is located on the

LHS of the front chassis.
Refer to Service Manual for inspection procedure.
This Grease decal is located at the grease bank

which supplies grease to the oscillation joint.
(Found on machines that are NOT fitted with an au-
to greasing system)
Refer to Service Manual for greasing procedure.
This Grease decal is located on the bin, between

the bin pivots. (Found on machines that are NOT fit-
The WDB Hydraulic Oil Level decals are located
ted with an auto greasing system)
next to hydraulic level gauges.

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
The Reflective Tape (Red) decal is located at the

rear of all machines.
The Reflector Tape (Red) decal is located on the

cab stay.
This Grease decal is located on the LHS mudguard.

(Found on machines that are NOT fitted with an au-
to greasing system)
The AdBlue Only decal is located next to the AdBl-

ue / DEF filler cap. (European machines only).
The purpose of the decal is to help the operator dis-
tinguish between the AdBlue / DEF tank and Diesel
tank.
The Blue Advantage decal is located inside the cab

on the LHS window (European machines only).
The Emergency Exit decal is located on the RHS

window of the cab. (All machines)
The Fleetmatic decal is located inside the cab on
This decal illustrates to the operator, the direction of the LHS window (If machine is equipped with
the emergency exit. Fleetmatic).

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
This decal is located next to the jump start point that

is situated behind the cab lift pump.
The Powercore Filters decal is located on the

Power Core Air Cleaner. This decal has details
about changing the filter elements and their parts
numbers. (Refer to the Service manual for detailed
description on how to change the filter elements).
The Sound Pressure decal is located inside the cab

on the LHS panel near the door. (B35E, B40E &
B45E)
The PDI/Quality decal is located inside the truck on

the rear window. All information regarding the final
inspection off the machine before it is delivered,
can be found on this decal.
The Sound Pressure decal is located inside the cab

on the LHS panel near the door. (B50E & B60E)

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
The Sound Power Level decal is located on the out- The Sound Power Level decal is located on the out-
side of the cab, on the rear RHS. (B35E, B40E & side of the cab, on the rear RHS. (B50E & B60E)
B45E)
This decal is located inside the fuse panel lid, inside the cab.

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The SSM (Sealed Switch Module) decal is located inside the cab on the RHS window adjacent to the SSM.

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
This Daily Inspection decal is located underneath the first step on the primary access route. (B35E, B40E,
B45E & B50E)

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
This Daily Inspection decal is located underneath the first step on the primary access route. (B60E)

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
RSG Decal Symbols
Check Engine Coolant Level Check Hydraulic Oil Level
Visual checks to be carried out around

Check Engine Oil Level
machine.
Check Transmission Oil Level

Greasing Point
Check Drop Box Oil Level
Drain water from fuel/ water sep-

Wheel Rim Wet Torque Setting
arator fitted to Fuel System
Refer to Operators Manual Check Tyre Pressure
Emergency Steering Test - refer

Check Auto Greaser Level
to operator's manual
Contact Bell Equipment, prior to conduct-

ing any welding on the machine.
To avoid electric circuit damage, while

Emergency Steering Test - refer welding is carried out on the machine,
to operator's manual ensure that the battery terminals are
removed.
NO welding / repairs permitted on wheel

rims.
Use Bell Lubricants Only

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The DEF Level Warning decal is found on all machines equipped with a SCR / DEF system. It is located inside the cab, at the bottom
RHS of the windscreen.
It describes the different inducement levels the truck would experience as the AdBlue/ DEF level decreases below the specified thresh-
old. For a detailed explanation of each inducement level please refer to the table below.

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
Stage System Reaction / Response
1 Stage 1 is triggered when the AdBlue/ DEF level in the tank has reached < 14%, the AdBlue/ DEF Low Level warning light
will flash on the CDU within the fault warning panel and stay ON untill the level of AdBlue/ DEF is replenished to above
14%.
2 When the AdBlue/ DEF level in the tank has reached < 10%, the AdBlue/ DEF warning light will illuminate on the CDU
within the Fault warning Panel. A countdown timer of 10 minutes will appear in the interactive display screen.
3 The AdBlue/ DEF warning light will still be illuminated on the CDU.
Stage 3 is triggered once the timer has reached zero, at which time the travel speed of the machine is limited to 15km/h
(9.32 m/h) for a duration of 20min.
When stage three is triggered a new count down timer will start for a further 20 minutes.
4 The AdBlue/ DEF warning light will still be illuminated on the CDU.
Stage 4 is triggered once the 20 minute countdown is over, at this stage the travel speed of the truck is further reduced to
10 km/h (6.21 m/h).
5 When the AdBlue/ DEF level in the tank has reached < 7.5% the AdBlue/ DEF warning light will begin to flash on the CDU.
The Torque Limiter warning light will also illuminate on the CDU within the fault warning panel.
The engine torque will be limited to 75%.
6 When the AdBlue/ DEF level in the tank has reached < 5% the AdBlue/ DEF & Torque Limiter warning lights will be flash-
ing on the CDU.
7 When the AdBlue/ DEF level in the tank has reached < 2.5% the AdBlue/ DEF & Torque Limiter warning lights will still be
flashing on the CDU.
The Engine Fault warning light will also illuminate in the CDU within the fault warning panel. (Refer to the "Operating Com-
ponent" section under "Warning Lights" for a description of actions to be taken).
8 When the AdBlue/ DEF level in the tank has reached < 0% the AdBlue/ DEF & Torque Limiter warning lights will still be
flashing on the CDU.
The Engine Fault warning light will begin to flash. (Refer to the "Operating Component" section under "Warning Lights" for
a description of actions to be taken).
The machine engine speed will be restricted to Idle and will cut accelerator pedal function.

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The iT4 Serial Plate decal is added beneath the

previous serial plate when a South African Bell As-
sembled machine is exported. (US/Euro machines
only)
The BELL Serial Plate decal is located inside the

cab on the LHS rear pillar. (South African Bell As-
sembled machines Only)

PIN 2.1 MAY 2019
SAFETY
SAFETY SIGNS
The BELL Serial Plate decal is located inside the The BELL Serial Plate decal, for Euro machines, is
cab on the LHS rear pillar. (Bell Germany as- located inside the cab on the LHS rear pillar (Bell
sembled machine - Non CE marked machines) Germany assembled machine - CE marked
machines).

MAY 2019 PIN 2.1
SAFETY
SAFETY SIGNS
The BELL Serial Plate decal, for Euro machines, is

located inside the cab on the LHS rear pillar (Ma-
chines manufactured in SA when Bell Germany as-
sembly line is at 100% capacity - CE marked
machines).

PIN 2.1 MAY 2019
SAFETY
TYRE INFORMATION
Tyres And Rims NOTE

Pressure amendments to allow for over-
Unless otherwise specified, the standard tyres and loads are not permitted, as it will not only
rims fitted to BELL machines are approved for use result in excessive vibration during the un-
at the specified machine tyre loads (half of the axle laden state of the machine, but also over-
loads) at the machine's maximum speed, at the cold load load-carrying components which could
tyre inflation pressures specified by each tyre sup-
result in premature failure.
plier. Site specific investigations are required to en-
sure that the machines operate within the Tyres of different manufacturers should never be
capabilities of the machines and tyres. combined on the same machine. Tyres of different
types and/or from different manufacturers have dif-
Rims are designed with inherent safety factors
ferent dimensions and constructions which, when
against safety critical failure with reasonable use. mixed on a machine, will have a negative impact on
However, due to overloading and vehicle abuse, the drive train, as well as the safety of the machine,
the working life of such a rim may be significantly as the handling and stability will be affected.
shortened. It is a BELL recommendation that rims
be scrutinised and inspected at least every 2 years
by the responsible wheel manufacturer and recerti-
fied as fit for use. This inspection should at least in-
Tyre Inflation Pressure, Hot vs.
clude cleaning, sandblasting, ultrasonic or Cold
magnetic particle inspection for cracks, repair if re-
quired, and stamping for recertification. By imple- The pressures specified on the tyre pressure decals
menting these measures the owner will benefit from are Cold Inflation Pressures. These pressures are
extended rim working lives and improved safety typically used when new machines start on a job
within the operational site and for operators alike. It site and/or new wheels are fitted to machines and/
is recommended that a visual rim inspection be or after long periods without operating the machine.
done not less than at every tyre change. In this case the tyre temperature will be the same
as the ambient temperature. The load/pressure tyre
tables in the tyre companies' data books are usually
Tyre Pressure - General based on a reference ambient temperature of 18° C
and indicate Cold Inflation Pressures. Here 'ambi-
Air under pressure, in the correct quantity, enables ent' refers to environment at the place and time of
a tyre to carry the load in approved conditions. The tyre inflation, not the work site. These tables may
quantity of air necessary for optimal functioning of a be used without adjustment between 0° C and 25°
tyre is determined by the tyre inflation pressure. C. However, if ambient temperature varies signifi-
cantly, adjusted cold inflation pressures must be
These tyre pressures are specially calculated for used.
BELL machines to provide maximum tyre life and
should be used in all normal operating conditions. It As a general rule of thumb, for ambient (at place of
is important to note that design axle loads are used inflation) temperatures exceeding 25°C, the follow-
to calculate the Cold Inflation Pressures appearing ing applies:
on the Tyre Pressure Decals. Additionally, some • from (25 to 29° C) increase the Cold Inflation
tyre companies have allowed for extreme condi- Pressure by 4%
tions and have recommended higher pressures to
protect the tyres from excessive deflection. As a re- • from (30 to 34° C) increase the Cold Inflation
sult of these factors, optimum performance and Pressure by 6%
safe operation can only be ensured by determining • from (35 to 39° C) increase the Cold Inflation
inflation pressure from operational and site specific Pressure by 8%
data. For instance, actual axle loads, haul condi-
tions and ambient operating temperature. Both • from (40 to 45° C) increase the Cold Inflation
over- and under-inflation of a tyre can result in de- Pressure by 10%
creased tyre tread life. The adjusted Cold Inflation Pressure is a one-time
change based on the recommended inflation pres-
sure for the machine/site and the temperature at
the time the pressure is being checked or adjusted.
This adjustment is required to ensure that the tyre
does not become under-inflated should the

MAY 2019 PIN 2.1
SAFETY
TYRE INFORMATION
ambient operating temperature drop below the machine should be monitored until stabilised, at
temperature at which the tyre pressures were which time the pressure is noted as the Hot Inflation
set. Once the machine starts operating, the pres- Pressure. Future pressure checks and adjustments
sure will increase due to heat build-up inside the should be done according to the Hot Inflation Pres-
tyre. The increasing pressure on an operational sure with the tyre at operating temperature.
BELL Equipment has done everything in its power to source Welding or modifying rims is strictly prohibited. Rims are manu-
tyres suited for the machine application. Customers and Oper- factured in a controlled environment and any welding or other
ators are reminded that BELL Equipment cannot control the modifications to factory issued rims will immediately render the
applications in which BELL machines are being applied. In- rims unsafe. Overheating of a tyre caused by application of an
spection and maintenance of tyres needs to be conducted con- external heat source, internal heat source, for instance exces-
tinuously by trained tyre professionals. Failure to do so may sive use of brakes, or operating conditions will cause a steep
result in unexpected tyre failure which poses serious risk to the rise in internal tyre pressure. This could result in tyre explosion
operators and bystanders. which could propel projectiles in excess of 500m (1640ft) from
BELL Equipment strongly recommends that respec- the machine, posing a serious risk to anyone or anything in the
tive tyre companies are approached to establish safe affected area. If tyre overheating is suspected or noticed, do
working parameters of each machine & tyre combina- not approach the tyre until such time that the tyre has cooled
tion prior to operation on any site down sufficiently. Never deflate overheated tyres. When inflat-
ing tyres, stand behind the tread and use a self attaching chuck
with extension hose. Use a safety cage on loose wheel-sets if
available. Do not stand over the tyre.
DO use a clip-on chuck to connect the airline with a DON’T use valve connectors that require the opera-
quick-release coupling at the operator’s end, this al- tor to hold them in place.
lows tyre deflation from a safe position if problems
occur.
DO use airline hoses long enough to allow the oper- DON’T exceed the manufacturer’s recommended
ator to stay outside the likely explosion trajectory tyre pressure for the size and rating of the tyre.
during inflation.
DO use enough bead lubricant when seating the DON’T use ‘unrestricted’ airlines without a gauge or
tyre. Consider removing the valve core or using a pressure control device.
‘beadblaster’ if seating is difficult.
DO remove the airline after use to prevent air seep- DON’T allow the control valve to be jammed open
age and possible over inflation. which could allow the operator to leave the inflating
tyre unattended.

PIN 2.1 MAY 2019
SAFETY
TYRE INFORMATION
Recommended Operator Position During Tyre Inflation
Schrader Gauge Instructions

1. Measurement Scale: 0.7 to 12bar (10 to 170psi)
2. Recommendations and first time operation:
• Use only filtered oil and water free compressed air.
• Maximum pressure of air source: 15bar.
• Do not use inflating or checking pressure of hydroflated
tyres or those containing corrosives.
• Attach a hose (7 mm interior diameter and exceeding the
total length of A+B+C) to the air- intake neck (fitted with an
R987-2 coupler).
• Insert a flexible intermediate connector:
– Ref. R153-1 on the air-intake neck for connection to a
quick-acting coupler. Ref. 39066-67 for a 1/4 inch thread
Schrader MAST AIR gauge with 6mm connection.
input and output hose
3. Check regularly to see that the hose and the seal on the
quick-acting coupler are airtight.
• Fit the connector to the valve mouth.
• Press the + button for inflation.
• Press the - button for deflation.

MAY 2019 PIN 2.1
SAFETY
TYRE INFORMATION
Wheels and Wheel Components • Broken, twisted, buckled rings or excessive cor-
rosion of multi-piece rims.
The geometric characteristics of the wheel disc • No technical modification to any part of the wheel
must correspond exactly to the matching vehicle is allowed.
parts (axle hub and brake) in order to guarantee the
proper fitting and an effective load transmission. The repair of a damaged rim or disc by heating, by
welding, by addition or removal of material is abso-
The use of the correct replacement part becomes lutely forbidden.
particularly important for the removable rings of a
multi piece rim, since the ring of a given rim size There is no guarantee on repaired parts since such
may not be interchangeable with the one belonging changes may introduce additional stresses in crit-
to another rim type. ical, high stressed areas.
Mismatched or wrong parts mounted on a multi The following pictures are examples of rim / wheel
piece rim can cause serious mounting or service damages specifically referring to machine wheels
accidents or, at the least, the wheel failure, without with a multi-piece rim:
any prior warning.
Identify a Damaged Rim or Wheel

Periodically check the wheel conditions. A complete
cleaning of all surfaces before inspection will help in
finding any possible defects more easily. Check all
components closely after removal to ensure that
they are in good condition and look for any possible
non conformities.
In order to avoid damage to the tyres, during mount- A - cracks in rim shoulder and gutter.
ing or while in use, any sharp edges, burrs or un-
even areas which might have occurred during
service should be de-burred and covered with a
suitable paint to protect against corrosion.
The wheel as a safety part, must not show frac-
tures, deformations, distortions, severe corrosion,
excessive wear, buckled or twisted rings (where ex-
isting) or other similar defects. Such pieces must
not be reused, but destroyed and scrapped. Also, in
the event of suspected damage or if in doubt about
the suitability of a wheel/rim component, the in-
B - cracks involving disc ventilation holes.
volved part must be replaced.
Typical defects that require the replacement of parts
are:
• Cracks in the wheel disc face, in particular the
bolt holes area can be a concern.
• Deformations or abnormal imprints in the seats of
the bolts / studs fixings.
• Leaks in tubeless tyres derived by micro-cracks
in the rim, or by wear and tear marks on the rim-
tyre matching surface.
C - cracks in the bolt holes area.
• Bent rim flanges (generally due to impacts
against obstacles).
• Circumferential cracks on the rear flange or at the
gutter in the base of multi-piece rims.

PIN 2.1 MAY 2019
SAFETY
TYRE INFORMATION
Check all matching surfaces i.e. hub, studs, nuts,

disc attachment face (and in case of multi-piece
rims all contact surfaces for a correct ring seating),
removing dirt, rust, scratches and other similar sur-
face defects.
To complete the tyre inflation use a “safety cage”
designed with suitable strength.
Extreme care should be taken. The sudden re-
lease of the air contained in the tyre can cause
serious injury.
D - broken (continuous) side ring.
Fastening of Wheel Nuts
Studs and nuts of all disc wheels have to be fas-
tened in accordance with the vehicle manufac-
turer’s instructions, either using a torque spanner or
by means of a tool designed to reach the torque val-
ue specified by BELL EQUIPMENT (560 Nm wet
torque).
Use the correct tightening sequence.
On a new vehicle, and always after a wheel / tyre
replacement, it is imperative to verify the mounting
torque after approximately 10 hours of operation
E - buckled (‘kombi’ - side) ring.
and, where necessary, to torque the wheel nuts to
the correct value after 50 hours.
It is recommended to periodically check the nut
Mounting of Tyre Onto Wheel Rim torque.
NOTE
Wheel Maintenance
THIS PROCEDURE MUST BE DONE BY
TRAINED PERSONNEL ONLY.
In any event, avoid to paint the countersink of bolt
Be sure that the rim size and diameter are the right seats (where existing) and in general the nut con-
ones for the tyre to be mounted. Inspect the wheels tact area, on the wheel disc. Before installing on ve-
and its components to verify that all parts are in hicle and periodically during the use, all parts must
good conditions. be inspected to ensure that they are clean and free
from rust and deposits.
Do not use damaged, worn out or cracked parts
and do not try to repair them. Regular checks of the tyre inflation pressure are to
be made.

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
♦ OPERATIONAL CHECKS
♦ ENGINE
♦ ELECTRICAL SYSTEMS
♦ FAULT CODES AND CDU FAULT DISPLAY
♦ TRANSMISSION
♦ TRANSFER CASE
♦ PNEUMATIC SYSTEM
♦ HYDRAULIC SYSTEM
♦ BRAKE SYSTEM
♦ AUTO GREASER
♦ FRONT SUSPENSION
♦ REAR SUSPENSION
♦ HEATING, VENTILATION AND AIR CONDITIONING

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
OPERATIONAL CHECKS
Operational Check-Out Procedure Start at the top of the left column and read com-
pletely down column before performing check. Fol-
Use this procedure to check operation of the ma- low this sequence from left to right. In the far right
chine. This procedure is designed so you can make column, if no problem is found, you will be in-
a quick check of the machine operation while per- structed to go to next check. If a problem is indi-
forming specific checks from the operator’s seat. cated, you will be referred to either a chapter in this
manual for specific test or the repair manual for re-
Should you experience a problem with the machine, pair procedure.
you will find helpful diagnostic information in this
check-out that will help pinpoint the cause.
Operational Checks
A location will be required which is level and has ad-
equate space to perform the check-out procedure. All critical functions which require an operational
No tools or equipment are required to perform the check-out are monitored by the control units and
check-out procedure. displayed and stored in the CDU. All faults regis-
Complete the necessary visual checks (oil levels, tered must be checked and corrected as soon as
oil condition, external leaks, loose hardware, link- possible.
ages, wiring, etc.) prior to doing the operational
check-out. The machine must be at operating tem-
perature for many of the checks.
Ignition Button Pressed Once
Battery Isolator Switch ON.
Press Ignition Button ONCE.
CHECKS QUESTIONS/TASKS RESULTS
CDU Did you observe the following after a few seconds: YES: Go to next
check.
All warning / indicator lights go off except the following:
NO: Check circuit
• Park brake light stays on Main Warning, Emergency Steering,
breakers and fuses.
Brake Pressure and Battery Charge lights flash.
Reset circuit breakers
NOTE and/or replace fuses
as necessary.
Cold start indicator light will remain ON for a maximum of Go to Menu Display
20 seconds in low ambient temperature conditions. Unit for fault codes.
Did the CDU request the driver code?
Did the CDU accept the code?
Is the Main Menu available?

MAY 2019 PIN 2.1
SERVICE INFORMATION
OPERATIONAL CHECKS
Ignition Button Pressed (Second Stage), Engine Start

CDU Start the engine. YES: Go to next check.
Did the horn sound on start-up? (Optional) NO: Go to Menu Display
Unit for fault codes. Cor-
Do all indicator lights, except park brake indicator light, go OFF
rect any recorded faults.
after the engine starts?
Go to Fault Codes if
Does the bars of the Coolant temp and Transmission temp necessary.
gauge indicate pressure register in the green area?
Does the rpm gauge register?
Does the fuel gauge register?
Are any faults displayed on the CDU faults menu?
NOTE
Check the Daily Checks display screens before driving
and correct any problems.
Service Apply brakes repeatedly until main hydraulic pump strokes to YES: Go to next check.
Brake charge accumulators.
NO: Go to Font And
Accumulator
When accumulators are fully charged, pump will de-stroke. Turn Rear Brake Accumula-
engine “OFF”. tors Pressure Test and
Charge Procedure.
Turn key switch “ON” again and wait for indicator lights to go
“OFF”.
Apply the service brakes, counting the number of applications
until the accumulator low pressure light illuminates.
Steering Park machine in an open area, on a hard level surface. YES: Continue check.
Turn inter-axle switch to the “OFF” position. NO: Go to Steering Sys-
tem Malfunction.
Ensure that the inter-axle lock switch is in the “OFF” position and
the IDL light on the CDU is “OFF”.
Put the Transmission in drive.
Release park brake.
Release service brakes.
Run engine at slow idle.
Turn steering wheel fully left and then fully right.
Does machine turn smoothly in both directions.
YES: Go to next check.
NOTE
NO: Go to Service
Perform this check in an open area where the machine Brake System
can travel at full speed.
Malfunction.
Drive machine slowly.
Apply brake pedal to stop machine.
Release the brake pedal.

PIN 2.1 MAY 2019
SERVICE INFORMATION
OPERATIONAL CHECKS
Does brake pedal push easily without binding?

Does brake pedal return to the released position so brakes are
not dragging?
Do brakes stop machine in a reasonable distance without pulling
to one side or making noise?
Drive machine at full speed.
Release accelerator and apply brake pedal to stop machine.
Do brakes stop machine in a reasonable distance without pulling
to one side or making noise?
Run engine at fast idle. YES: Continue check.
Turn steering wheel fully left then right. NO: Go to Steering Sys-
tem Malfunction.
Does machine turn smoothly in both directions?
Bin Perform this check in an open area, clear of bystanders. YES: Continue check.
Position the machine frames straight. Operate the bin. NO: Go to Hydraulic
System Malfunctions.
Does bin raise to full height and return to full down smoothly?
Exhaust Start engine and allow to warm to normal working temperature. YES: Continue to next
Smoke (The Icon turns blue when below 60C˚ and grey above 60˚C. check.
Operate machine under full load at fast engine speed. NO: Go to Diagnose En-
gine Malfunctions.
Observe exhaust colour. No smoke is normal.
Blue smoke indicates faulty or stuck piston rings.
White or grey smoke indicates stuck piston rings, fuel cetane too
low or engine running too cold.
Heavy black smoke indicates injection nozzles faulty, engine in-
jection system incorrect, fuel octane to low or air filter element
clogged.
Is engine exhaust smoke normal colour?
Engine Start engine and warm to normal operating temperature. YES: Continue to next
Speed check.
Run engine at low idle. Record rpm.
NO: Do slow and Fast
Is engine speed 820 ± 20 rpm)? (B35E)
idle Adjustment. See
Increase engine speed to high idle. Record rpm. Slow And Fast Idle
Adjustment.
Is engine speed 780 rpm ± 20 rpm? (B40E-B45E Tier 4F / Stage
4)
Increase engine speed to high idle. Record rpm.
Is engine speed 680 ± 20 rpm? (B50E)
Increase engine speed to high idle. Record rpm.
Is engine speed 2240 ± 20 rpm?

MAY 2019 PIN 2.1
SERVICE INFORMATION
OPERATIONAL CHECKS
Engine Stop Button Pressed

Shutdown Did Turbo Spin Down display whole engine was shutting down? YES: Check complete.
Did engine shut down? NO: Go to Menu Display Unit for

fault codes.
Did CDU shut down?
SCR (Isolate, Spin down)
CDU wont shut down if the door is open.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Engine
Number of Bore x Stroke

Engine Displacement Power Range Torque
Cylinders Weight (dry)
OM470LA 125 x 145 mm 280 kW (380 PS) - 320 kW (435 PS) 1900 - 2100 Nm
6 in-line 10.677 cm³
(B35E) 990 kg at 1700 rpm at 1300 rpm
6 in-line 12.809 cm³
(B40E - B45E) 1140 kg at 1700 rpm at 1300 rpm
6 in-line 15.569 cm³ 1277 kg
(B50E - B60E) at 1700 rpm at 1300 rpm
Engine Description
The engine shown next is an OM471LA engine, only fitted to the B40E and B45E.
NOTE
The B35E has a OM470LA and the B50E and B60E is fitted with a OM473LA.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
A4 Engine management control unit (MCM) B608 Charge air pressure & temp. sensor in charge air pipe
B600 Crankshaft position sensor B610 Turbocharger speed sensor
B601 Camshaft position sensor B611 Temperature sensor downstream of air filter
B602 Fuel temperature sensor B617 Charge air temperature in charge air housing
B604 Oil pressure Sensor B621 Exhaust recirculation differential pressure sensor
B605 Combined oil level / temperature sensor B622 Rail pressure sensor
B606 Coolant outlet temperature sensor B638 Fuel filter module pressure sensor
B607 Coolant inlet temperature sensor S600 Engine stop button

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
A4 Engine management control unit (MCM) Y613 Cylinder 6 fuel injector
Y608 Cylinder 1 fuel injector Y621 Exhaust gas recirculation regulator
Y609 Cylinder 2 fuel injector Y624 Engine Brake Solenoid, level 1
Y610 Cylinder 3 fuel injector Y625 Engine Brake Solenoid, level 2
Y611 Cylinder 4 fuel injector Y636 Waste Gate Valve Actuator
Y612 Cylinder 5 fuel injector Y642 Flow Control Valve

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Engine Data Operating Data
Engine Operating range of engine Approx. 1000 - 3000 rpm

brake
Type In-line engine with exhaust

gas recirculation and charge- Engine speed range of maxi- Approx. 1200 - 1600 rpm
air pressure control mum engine torque
Combustion principle 4-stroke direct injection Engine speed of maximum Approx. 2200 rpm
diesel power output
Engine, direction of rotation Anti-clockwise (when looking Idling speed Approx. 600 rpm
at the flywheel)
Oil pressure at idling speed Minimum 0.5 bar
Valve Clearance
Intake valve 0.40 mm +/- 0.05 mm Coolant temper - Normal op- Approx. 85 - 100 °c
eration tempature
Exhaust valve 0.60 mm +/- 0.1 mm

Maximum permissible tem- 105 °C
perature of coolant (auto-
Engine brake(while intake 4.6mm
matic tor que limitation up to
valves are fully opened) 50 % from 103 °C)
Starter Motor
Starter Electric
Voltage 24V
Output 3.9 kW
Cold-start limit -30 °C (battery charging level

75%)

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Engine Schematics
Engine Schematic Page 1 of 5
A0 Color code key Y627 AdBlue® heater coolant solenoid valve
A4 Engine management control unit (MCM) Y628 Fuel metering valve
B600 Crankshaft position sensor Y629 Fuel shutoff valve
B601 Camshaft position sensor Y636 Boost pressure positioner
B602 Fuel temperature sensor Y642 Quantity control valve
B604 Oil pressure sensor Y644 Switched water pump solenoid valve
B605 Engine oil fill level sensor Z102 Connector sleeve
B606 Exhaust coolant temperature sensor Z103 Connector sleeve
B607 Intake coolant temperature sensor Z104 Connector sleeve

Charge air pressure and temperature sensor in
B608 Z105 Connector sleeve
charge air pipe
B610 Turbine wheel rpm sensor Z114 Connector sleeve
B611 Temperature sensor downstream of air filter Z117 Connector sleeve

Charge air temperature sensor in charge air
housing
Exhaust gas recirculation (AGR) differential pres-

sure sensor
B622 Rail pressure sensor Z52 Connector sleeve
B625 Fuel pressure sensor (outlet) Z55 Connector sleeve
B626 Fuel pressure sensor (inlet) Z58 Connector sleeve
B638 Fuel filter module pressure sensor Z62 Connector sleeve
B640 Coolant pump rpm sensor Z64 Connector sleeve

CAN 4 Drive train CAN Z67 Connector sleeve
X602.1- Engine management (MCM) electrical connector Z74 Connector sleeve
4
Coolant outlet temperature sensor electrical
X920.2 Z75 Connector sleeve
connector
Y616 Fan clutch solenoid valve Z82 Connector sleeve
Y616
Fan rpm sensor Z88 Connector sleeve
b1
Y621 Exhaust gas recirculation positioner Z88 Connector sleeve
Y624 Engine brake solenoid valve, stage 1 Z91 Connector sleeve
Y625 Engine brake solenoid valve, stage 2 Z93 Connector sleeve

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Function of Thermal Management The engine management (MCM) control unit (A4)
System services primarily as an interface between the elec-
trical or electronic components located on the en-
gine side and drive control (CPC) control unit (A3)
The thermal management function of the engine
on the vehicle side.
cooling system optimizes the efficiency of the en-
gine and thus helps optimize fuel consumption. Both control units are networked together via the
CAN interface (J1939) and the CAN bus drive neu-
Control of the thermal management system is
tral point (Z4).
shared among the following control units:
• Engine management (MCM)
Engine Management for the Amplified
• Fan clutch Pressure Common Rail System
• Drive control (CPC) (APCRS)
The main task of the engine management (MCM)

Engine Management (MCM) control unit (A4) is to regulate injection of the Ampli-
fied Pressure Common Rail System (APCRS).
The engine management (MCM) control unit (A4) is
located on the left side of crankcase. All required data such as the output, diverse per-
formance maps or data which serves to protect the
engine is stored in the engine management (MCM)
control unit (A4).
In order to regulate the injection which takes place
through appropriate actuation of the fuel injectors
for cylinder 1 to 6 (Y608 to Y613) and the quantity
control valve (Y642), the engine management
(MCM) control unit (A4) reads in signals from virtu-
ally all sensors connected to it. This means: all in-
formation except that from the engine oil fill level
sensor (B605) is used in the computations.
Fan Clutch
The fan is equipped with an electromagnetic vis-

cous coupling. This is actuated step less by the en-
gine management control unit.
The electromagnetic viscous coupling is actuated
depending on the following variables:
• Coolant temperature
• Engine oil temperature
• Boost air temperature
• Engine speed
• Fan speed
• A4 Engine management control unit (MCM).

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Fuel System

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
1 Fuel Tank 33 Fuel Supply Line (high pressure fuel pump)
2 Fuel Filter Module 35 Fuel Return Line (high pressure fuel pump)
3 Fuel Pump 36 Fuel Return Line (pressure transformer)
3.1 Pressure Limiting Valve 37 Fuel Return Line (nozzle needle valve)
3.2 Bypass Valve 38 Fuel Return Line (pressure limiting valve)
5 High-Pressure Fuel Pump 39 Internal Bypass Duct (into collecting chamber)
Fuel Return Duct for fuel pressure maintenance

6 Rail 40
in nozzle needle return of injectors during coating
7 Fuel Pre-Filter 41 Fuel Return Bypass
8 Fuel Filter (with water separator) 43 Vent Duct (fuel filter and water separator)
9 Fuel Cooler A4 Control Unit. Engine Management (MCM)
10 Throttle Y608 Cylinder 1 Fuel Injector
11 Check Valve Y609 Cylinder 2 Fuel Injector
12 Fuel Collecting Chamber Y610 Cylinder 3 Fuel Injector
13 Priming Pump Y611 Cylinder 4 Fuel Injector
Shut-Off Valve in fuel feed (positive opening)

Max. suction pressure 150 mbar
14 Y612 Cylinder 5 Fuel Injector
Max. over pressure (tank higher than engine) 300
mbar
Shut-Off Valve in fuel return (positive opening)
15 Y613 Cylinder 6 Fuel Injector
Max. pressure in return line 500 mbar
16 Non-Return Valve Y642 Flow Control Valve
18 Stage 2 Valve B602 Fuel Temperature Sensor
19 Pressure Limiting Valve (rail) B622 Rail Pressure Sensor
21 Filling Valve B638 Fuel Filter Module Pressure Sensor
22 Fuel Supply Flange of High-Pressure Fuel Pump A Fuel Feed (intake side)
23 Control Unit Cooler B Fuel Feed (trust side)
24 Drain Valve C High Fuel Pressure
30 Fuel Drain Duct (for filter change) E Filter Housing Fuel Return
31 Fuel Supply Line (fuel pump) F Fuel Lubricating Line
32 Fuel Return Line (fuel pump) G Ventilation

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Low Fuel Pressure Two Stage Valve

Fuel pump draws the fuel from the fuel tank via the
MCM control unit cooler and the fuel filter module
and supplies the high-pressure fuel pump with the
required fuel quantity.
Depending on the operating situation, the pressure
in the low-pressure system is 6.0 – 8.5 bars.
High Fuel Pressure
High-pressure pump is located at the rear of the

crankcase on the left-hand side. It is driven by the
gear train and supplies the high-pressure circuit
with fuel. The high-pressure pump ensures that the
fuel required for combustion is available at the fuel
injectors under all operating conditions in the quan-
tity required and with the pressure required. In addition to protect the high pressure fuel pump
from overpressure, the 2 stage Valve (1) has some
more tasks:
High Pressure Fuel Pump
• It is closed at pressures in the low pressure circuit
below 2 bar to ensure best filling under cranking
speed where low pressure pump flow is low.
• It guarantees lubrication of the high pressure fuel
pump components if the pressure in the low pres-
sure circuit is above 2 bar.
• While the engine is in coasting mode and no fuel
is needed, the 2nd stage is opened (4.5bar) to
protect fuel filter module from bursting.
• It ensures that in overrun conditions the pressure
at the inlet to the high pressure pump is limited by
opening of the backflow path (2nd stage).
Pressure Relief Valve
A pressure relief valve (3.1) is incorporated into the

low pressure fuel pump. It protects the low pressure
fuel system from damages.
When a high-pressure piston (4) is moving down, Over pressures could be a result of:
fuel can flow into the compression chamber above
• A clogged fuel filter.
high-pressure piston (4) via the corresponding suc-
tion valve (3). When high-pressure piston (4) begins • The 2 stage valve getting stuck in the closed po-
to move upward, the corresponding suction valve sition. When the pressure drops below 10 bar,
(3) is closed by the resulting compression pressure. the pressure relief valve closes again.
The fuel is compressed until high-pressure valve (8)
opens a connecting duct between the high-pressure
chamber and the corresponding high-pressure con- Rail
nection (9). The highly compressed fuel can now
enter the rail. During normal operation the rail pres- The fuel pressure of approx. 900 bar is detected by
sure is approx. 900 bar. the rail fuel pressure sensor (B622) and this data is
forwarded to the MCM control unit. If the maximum
permissible rail pressure of 1150 bar is exceeded,
mechanical pressure limiting valve (1) opens and

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
the excessive fuel returns to the fuel filter module in

the low-pressure circuit via the fuel return line of
PLV (1).
The Injectors
The fuel injectors inject the fuel into the respective
cylinder under high pressure. Injection timing and
duration is established by the MCM control unit
based on different parameters and using a map.
As shown in the following illustration, the fuel injec-
tors have a quantity calibration code which must be
programmed into the MCM using the diagnostic
tool.
1 Electrical Connectors
2 High Pressure Supply
3 Pressure Amplifier
9 Needle Solenoid
Y 6xx y1 Solenoid Valve Pressure Amplifier
Y 6xx y2 Solenoid Valve Needle
The maximum injection pressure is 2400 bar.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Turbocharger
Charging on engines OM470 and OM471 is performed by a single-stage, non-variable turbocharger. This is
installed on the right-hand side of the engine.
Function of single-stage turbocharger
1 Turbocharger 8 Bypass Opening
Turbine Wheel rpm Sensor (only with code M5Z, Euro

2 Charge Air Distributor B610
VI engine version
3 Turbine Wheel Y636 Boost Pressure Positioner

4 Vacuum Cell A Intake Air from Air Filter
5 Compressor Wheel B Charge Air to Charge Cooler
6 Shaft C Charge Air from Charge Air Cooler
7 Valve D Exhaust

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Charging and Turbocompound connected to it. Both components are installed on

System on OM473 Engine the left-hand side of the engine.
Up to 35 KW of effective power can be achieved
Charging of the OM473 engine is performed by a with the turbocompound system. At the same time,
single-stage turbocharger as on the OM470 and fuel consumption and CO2 emissions can be
OM471 engines. There is a turbocompound system lowered.
Function of the Turbo Compound System
Turbocharger Turbocompound System Turbine Primary Reduction Gear

1 2 3
Wheel
4 Hydrodynamic Clutch 5 Secondary Reduction Gear 6 Crankshaft Gear
The turbo compound system consists of a power this hydrodynamic clutch balances out the rpm be-
turbine which converts the energy of the exhaust tween the crankshaft and the turbo compound drive
flow downstream of the turbocharger into kinetic en- and, on the other hand, it acts as a torsional
ergy. Accordingly, the exhaust flow causes the tur- damper.
bine wheel to rotate.
The output shaft of the hydrodynamic clutch is con-
A small gear is connected to this turbine via a shaft. nected to a further small gear via a shaft. This trans-
The small gear drives a larger gear which is con- fers the torque directly to the crankshaft via a larger
nected to a hydrodynamic clutch. This reduces the intermediate gear.
rpm and increases the torque. On the one hand,

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
1 Turbine Wheel 5 Hydrodynamic Clutch 7 Intermediate Gear
2 Shaft 5/1 Impeller 8 Crankshaft Gear
3 Output Gear 5/2 Turbine Wheel 9 Exhaust Turbine Housing
4 Drive Gear 6 Output Gear
The turbo compound system is connected to the oil between these two components is achieved with
circuit. The engine oil lubricates and cools the gears two metal sealing rings which are pressed into their
and bearings. The hydrodynamic clutch is supplied seats by compressed air. The air required for this is
with engine oil via a hollow bearing shaft. taken from the area of the turbocharger.
A special feature is the seal between the shaft (2)
and the exhaust turbine housing (9): The seal

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
3 Shaft 8 Banjo Bolt 9 Metal Sealing Rings

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Boost Pressure Control
Temperature Sensor Downstream of Air Filter (Euro

A4 Engine Management Control Unit (MCM) B611
VI only)
Charge Air Pressure and Temperature Sensor in

B608 Y636 Boost Pressure Positioner
Charge Air Pipe
B610 Turbine Wheel rpm Sensor (Euro VI only)
Boost pressure control is implemented via a waste Depending on the level of the pulse width modu-
gate. The MCM control unit determines the current lated signal, a corresponding pressure of max. 2.8
boost pressure via the charge air pressure and tem- bar is then forwarded to the pressure cell.
perature sensor.
A valve on the turbocharger is opened by a linkage.
If the MCM control unit determines that the pres- This allows more or less exhaust gas to be directed
sure is too high, the boost pressure regulator is ac- via a bypass. The turbine wheel now turns more
tuated by a pulse width modulated signal. A slowly and the boost pressure drops.
continuous pressure of 8.5 bar from brake circuit 4
is present at this boost pressure regulator.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Engine brake exhaust elbow into the cylinder because of the dy-
namic pressure.
Functional description As a result, the compression pressure increases
and the up stroking piston is decelerated in its com-
The exhaust brake system used is referred to as a pression cycle. Just before the end of the compres-
decompression brake system. sion cycle, both exhaust valves open again briefly.
The braking effect is produced according to the fol- The compression pressure is now partially reduced.
lowing principle: Shortly after the beginning of the The piston acceleration towards the bottom dead
compression cycle, i.e. when the piston moves up center (BDC) is therefore reduced in the subse-
towards the top dead center (TDC), both exhaust quent operating cycle. A brake power of up to 300
valves open briefly on the respective cylinder. This kW can be achieved in this way.
will cause exhaust gas to flow back from the
Principle of Decompression Brake
The exhaust valves are closed in the intake stroke. Fresh air is drawn in via the open intake valves. When bot-
tom dead center is reached, all four valves are closed and the piston starts to move upwards. Briefly after bot-
tom dead center, one of the two exhaust valves is opened.
Due to the exhaust back pressure in the exhaust manifold, additional exhaust is now routed into the combus-
tion chamber. After the valve is closed, the air in the cylinder is further compressed. Since there is now more
air in the cylinder, more compression work has to be performed. This means that there is also more braking
power.
Briefly before top dead center, when the compression pressure is highest, an exhaust valve is opened again
and the compression pressure is released (decompressed). The piston thus cannot be accelerated during the
downward movement. In addition, there is no longer any gas in the cylinder during the working stroke. This
means that a vacuum occurs during the downward movement, which again produces an increased braking
effect.
1 Intake 4 Decompression
2 Charging with Exhaust 5 Working
3 Compression 6 Exhaust
Brake Cam Contour Each brake cam has two lobes. The first lobe opens
the valve briefly after the start of the compression
There is an additional brake cam on the exhaust stroke. The second lobe then opens the valve again
camshaft in addition to the normal exhaust cams. just before the end of the compression stroke.
This controls the opening of the exhaust valves.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
6 Brake Cam
10 Exhaust rocker shaft
17 1st peak
14 Oil duct for cylinders 1 and 3
18 2nd peak
19 Coil
The brake cams (6) have two peaks with which the 20 Valve body
brake rocker arm (3) are actuated and by which the Y624 Engine brake solenoid valve, stage 1
exhaust valves can be opened.
• 1st peak (17) opens the exhaust valve for a short The control oil passage to the exhaust rocker arm
time shortly before beginning the compression spindle (10) is open. Since there is no oil pressure
stroke. applied at this point in time, no control oil flows in
the direction of the outlet rocker shaft (10).
• 2nd peak (18) opens the exhaust valve for a short
time shortly before ending the compression If the engine is started oil pressure is applied to the
stroke. valve body (20) and pushes this against the upper
stop. In this way the control oil passage to the ex-
haust rocker arm spindle (10) is closed off.
Engine Brake Solenoid Valves
The energization of the coil (19) the valve body (20)
is presses into the down-stop.
The pressure oil now flows through the again
opened pressure oil passage over the oil duct for
cylinders 1 to 3 (14) contained in the outlet rocker
shaft (10) to the exhaust rocker arms with hydro el-
ement. The engine brake is activated in this way.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Brake Stage 1
1 Exhaust Rocker Arm 8 Piston
2 Exhaust Rocker Arm with Hydro Element 9 Spring
3 Brake Rocker Arm 14 Oil Duct for Cylinders 1 and 3
4 Exhaust Cams 15 Oil Duct for Cylinders 4 and 6
5 Exhaust Cams 16 Check Valve
6 Brake Cam Y624 Engine Brake Solenoid Valve, Stage 1
7 Exhaust Valve Y625 Engine Brake Solenoid Valve, Stage 2
In brake stage I the brake power is achieved by cyl- In this way a frictional connection is made between
inders 1...3. The engine management (MCM) con- the brake rocker arm (3) and the piston (8). The re-
trol unit (A4) actuates the engine brake solenoid spective exhaust valve (7) is now opened through
valve, stage 1 (Y624) just as soon as the driver acti- the downward movement of the respective brake
vates brake stage 1 over the engine brake switch. rocker arm (3). If brake stage I is deactivated, the
Oil is now pushed out of the engine oil circuit over solenoid valve, stage 1 (Y624) is no longer actuated
the oil duct for cylinders 1...3 (14) of the exhaust - the applied oil pressure in the exhaust rocker arms
rocker shaft (10) into the exhaust rocker arm with with hydro element (2) and the exhaust rocker shaft
hydro element (2) of cylinders 1...3. (10) reduce. The pistons (8) are pushed back to the
downstop by spring force. The missing frictional
In the exhaust rocker arms with hydro element (2),
connection between the brake rocker arm (3) and
oil first flows through the check valve (16) in flow di-
the exhaust rocker arm with hydro element (2)
rection and thus the space under the piston (8) is
means that the downward movement of the brake
filled. If there is no gap anymore between the piston
rocker arm (3) is no longer transferred to the ex-
(8) and brake rocker arm (3) then the check valve
haust valve (7).
(16) is closed by the now accumulating back
pressure.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Brake Stage 2
1 Exhaust Rocker Arm 8 Piston
2 Exhaust Rocker Arm with Hydro Element 9 Spring
3 Brake Rocker Arm 14 Oil Duct for Cylinders 1 and 3
4 Exhaust Cams 15 Oil Duct for Cylinders 4 and 6
5 Exhaust Cams 16 Check Valve
6 Brake Cam Y624 Engine Brake Solenoid Valve, Stage 1
7 Exhaust Valve Y625 Engine Brake Solenoid Valve, Stage 2
In brake stage II the brake power is provided by all In this way a frictional connection is made between
cylinders. As soon as the driver activates brake the brake rocker arm (3) and the piston (8). The re-
stage 2 over the engine brake switch the engine spective exhaust valve is now opened through the
management (MCM) control unit (A4) not only ac- downward movement of the respective brake rocker
tuates the engine brake solenoid valve, stage 1 arm (3). If the brake stage 2 is deactivated the en-
(Y624), but also the engine brake solenoid valve, gine brake solenoid valve, stage 1 (Y624) and the
stage 2 (Y625). Oil is now pushed out of the engine engine brake solenoid valve, stage 2 (Y625) are no
oil circuit over the oil duct for cylinders 1...3 (14) longer actuated - the oil pressure applied in the ex-
and of cylinders 4 to 6 (15) of the exhaust rocker haust rocker arms with hydro element (2) and the
shaft (10) into the exhaust rocker arm with hydro el- exhaust rocker shaft (10) drops. The pistons (8) are
ement (2). pushed back to the downstop by spring force. The
missing frictional connection between the brake
In the exhaust rocker arms with hydro element (2),
rocker arm (3) and the exhaust rocker arm with hy-
oil first flows through the check valve (16) in flow di-
dro element (2) means that the downward move-
rection and thus the space under the piston (8) is
ment of the brake rocker arm (3) is no longer
filled. If there is no gap anymore between the piston transferred to the exhaust valve (7).
(8) and brake rocker arm (3) then the check valve
(16) is closed by the now accumulating back
pressure.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
After Treatment System analysis system and on the basis of the bridge cir-
cuit contained therein over a power supply.
Exhaust Gas Recirculation
Fundamentals of Exhaust Gas

Recirculation
In order to meet the required emissions standard, it

was necessary to introduce an exhaust gas recircu-
lation system to the heavy machine models as well.
3 Electrical Connection
4 High-Pressure Connection
5 Low-Pressure Connection
6 Seal
7 Screw/Bolt
1 Exhaust Gas Recirculation Cooler Base Function

2 Exhaust Gas Recirculation Pipe
Because the exhaust gas recirculation (EGR) is ac-
B621 Exhaust Gas Recirculation (EGR)
tive across the entire engine speed range, the ratio
of the recalculated exhaust quantity to the drawn in
The EGR (EGR) differential pressure sensor (B621) or supercharged fresh air quantity must be precisely
is located on the front side of the engine, where it is controlled at all times. With a combustion mixture
screwed in from the outside into the exhaust gas re- with an exhaust portion that is too high, the com-
circulation pipe (2). bustion becomes worse. The emission of soot par-
The EGR (EGR) differential pressure sensor (B621) ticles, carbon monoxide (CO) and hydrocarbons
supplies the engine management (MCM) control (HC) increases. Conversely, the emission of nitro-
unit (A4) with information in order to calculate the gen oxides (NOX) increases if the portion of fresh
EGR volumetric flow rate. or supercharged air is too high.
Body Exhaust Gas Recirculation on the Engine
The EGR (EGR) differential pressure sensor (B621) The new engines are equipped with an exhaust gas
consists of a plastic housing which it fitted inside recirculation (EGR) system. This can reduce the
with two chambers which is separated from a thin production of nitrogen oxides during in-engine
membrane which functions as a mechanical inter- combustion.
mediate stage. Four strain gauge resistances
(DMS) are located on the membrane in the bridge
circuit.
The membrane is exposed on one side to the ex-
haust and thus the pressure.
For signal transmission to the engine management
(MCM) control unit (A4) is fitted with the differential
pressure sensor EGR (B621) over an electronic

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Function
The ratio of the recalculated exhaust quantity to the
fresh air quantity is called the exhaust gas recircula-
tion rate (EGR rate). It is determined by the engine
management (MCM) control unit (A4). To do so, it
forms a ratio of the mass of the drawn in or super-
charged fresh air and the mass of the recalculated
exhaust.
The AGR rate is regulated by the exhaust gas recir-
culation controller. This opens and closes the throt-
tle valve in the exhaust gas recirculation line via the
control lever and thus controls the exhaust quantity
to be added. Only exhaust from cylinders 1 - 3 is
used here. The exhaust to be recalculated flows
A4 Engine management control unit (MCM) through the exhaust gas recirculation cooler con-
Exhaust gas recirculation (AGR) differential pres- nected to the coolant circuit and is cooled from ap-
B621
sure sensor proximately 650 °C to approximately 170 °C in the
Charge air pressure and temperature sensor in
process. In the charge air pipe, the exhaust is
B608 mixed with fresh air that comes from the charge air
charge air pipe
cooler and delivered to the individual cylinders.
Y621 Exhaust gas recirculation controller
The goal of the cooling is to increase the AGR rate,
Charge air temperature sensor in charge air
B617
distributor which leads to a reduction of the combustion tem-
perature and thus to a reduction of the formation of
nitrogen oxide.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Exhaust Gas Recirculation System Design
The exhaust gas recirculation controller (Y621) contains an actuator motor with adjustment lever, which is
connected to a throttle valve in the exhaust gas recirculation pipe. The exhaust gas recirculation controller is
integrated into the coolant circuit by two lines.
1 Exhaust Gas Recirculation Cooler 8 Lever

4 Throttle Valve 9 Electrical Line
5 Coolant Line 10 Control Lever
6 Coolant Line 7 Actuator Rod Y621 Exhaust Gas Recirculation Controller
Control of the Exhaust Gas Recirculation valve in the exhaust gas recirculation pipe with an
Rate actuator rod in order to control the amount of ex-
haust which can reach the exhaust gas recirculation
The exhaust gas recirculation controller (Y621) is cooler.
actuated by the engine management (MCM) control
unit via a CAN signal.
When the exhaust gas recirculation controller
(Y621) is actuated, it gradually opens the throttle

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Exhaust Gas Recirculation Cooler
The exhaust gas recirculation cooler is installed on the right-hand side of the engine.
Coolant flows through it, which allows the flowing exhaust to be cooled down from a temperature of approxi-
mately 650 °C to a temperature of approximately 170°C.
3 Exhaust Gas Recirculation Cooler 9 Exhaust Outlet
4 Exhaust Chamber 10 Coolant Inlet (from coolant pump)
5 Coolant Strip 11 Exhaust Inlet
Coolant Outlet (to nozzle unit for diesel particulate fil-

6 12 Front End Cover
ter regeneration)
Coolant Inlet (from nozzle unit for diesel particulate fil-

7 13 Rear End Cover
ter regeneration)
8 Coolant Outlet 14 Coolant Outlet

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
SCR System
A Exhaust D Exhaust (end product)
B Exhaust 2 Ammonia Slip Catalytic Converter B
C AdBlue® 3 SCR Catalytic Converter
AdBlue® is converted to ammonia (NH3) in the hot (H2O) due to the platinum on the ceramic surface.
exhaust flow, which then flows further to the SCR In addition, some of the few NOx molecules are
catalytic converter. converted into nitric oxide (NO) and water (H2O).
In the honeycombs of the SCR catalytic converter,
the nitrogen oxides (NOX) meet the ammonia Exhaust After-Treatment Unit Outlet
(NH3). Heat is released in the process and the am- NOX Sensor
monia (NH3) reacts with the nitrogen oxides (NOx)
to form nitrogen (N2) and water (H2O) (Selective The “Exhaust After Treatment Unit Outlet NOX Sen-
Catalytic Reduction). This reaction only takes place sor” control unit and the “Exhaust After-Treatment
after the SCR catalytic converter has reached an Unit Outlet NOX Sensor” are installed from the out-
operating temperature of 250 °C. side in the flow reversal chamber downstream of
the ammonia slip catalytic converter.
After the SCR catalytic converter, the exhaust flows
through the ammonia slip catalytic converter before Both components form a unit.
escaping into the atmosphere. There the unused
ammonia (NH3) reacts with the residual oxygen The design and function are identical to that of the
(O2) in the exhaust to form nitrogen (N2) and water exhaust after-treatment unit inlet NOX sensor and

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
the exhaust after-treatment unit inlet NOX sensor diesel oxidation catalytic converters via the “Ex-
control unit. haust Temperature Sensor Downstream of Diesel
Oxidation Catalytic Converter”. The design and
function of the temperature sensor are identical to
Exhaust Temperature Sensor Upstream the exhaust temperature sensor upstream of diesel
of Diesel Oxidation Catalytic Converter oxidation catalytic converter.
The Exhaust After Treatment Control Unit deter-

mines the exhaust temperature in the flow reversal Function of Exhaust After-Treatment
chamber upstream of the diesel oxidation catalytic (ACM) Control Unit
converter via the exhaust temperature sensor up-
stream of the Diesel Oxidation Catalytic Converter. The Exhaust After-Treatment (ACM) Control Unit
The exhaust temperature sensor upstream of diesel (A60) regulates and controls all functions of the ex-
oxidation catalytic converter comprises a stainless haust after-treatment system. It processes the digi-
steel housing with a PTC resistor as the measuring tal and analog sensor signals of the sensors
element. connected directly to it.
Exhaust Temperature Sensor

Downstream of Diesel Oxidation
Catalytic Converter
The Exhaust After Treatment Control Unit deter-
mines the exhaust temperature downstream of the

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
AdBlue® Pump Module
3 Electronics Housing 11 Vent Valves
4 Connecting Element 12 Coolant Inlet
5 Filter Housing 13 Coolant Outlet
Electrical Connection (communication with AdBlue me-

6 14 Pressure Limiting Valve
tering device)
Electrical Connection (communication with exhaust

7 15 Main Filter (filter mesh size 20 – 30μm)
after-treatment (ACM) control unit)
8 AdBlue® Inlet A58 SCR Control Unit
9 Intake Filter (filter mesh size 190 μm) M25 SCR Delivery Pump
10 AdBlue® Outlet

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Heating
Via an internal duct, the pump module is heated up
in case of AdBlue® is frozen. Coolant is supplied
via a magnetic solenoid from the engine.
The AdBlue® metering device (A67) comprises of:
• One injection nozzle
• One pressure sensor
• One temperature sensor
• One PTC heating element
Metering Unit A67
8 AdBlue® Inlet
9 Intake Filter
5 Supply
10 AdBlue® Outlet
6 Return
12 Coolant Inlet
9 Housing ventilation
13 Coolant Outlet
14 Pressure Limiting Valve

As soon as the engine is started, the metering unit
15 Main Filter is constantly supplied with an operating pressure of
SCR Delivery Pump
10 bar by the pump module, independent of urea is
M25
injected or not. At low ambient temperatures, the
metering unit is heated by an integrated heater
After starting the engine, the exhaust after-treat-
element.
ment control unit actuates the SCR pump module.
AdBlue® is sucked out of the tank and supplied to
the metering device with a pressure of 10 bar. The
SCR delivery pump (M25) delivers AdBlue® from
the AdBlue® tank and delivers it with an operating
pressure to the AdBlue® metering device. The
pump module constantly delivers AdBlue®.
AdBlue® Metering Device.
The metering device is cooled through the circulat-
ing AdBlue®. Because of this, AdBlue® is circulat-
ing all the time even if there is no injection required.
AdBlue® which is not needed flows back to the
AdBlue® tank.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Reactor The urea is injected into the so-called reactor, a

geometrically fixed part of the exhaust pipe. When
installing the reactor, the installation instructions
must be followed exactly.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
AdBlue Low Level Decal

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Sensors Engine Oil Level Sensor (B605)
Crankshaft Position Sensor (B600)
Purpose
When the engine is running, the crankshaft position
sensor (B600) provides voltage signals to the en-
gine management control unit (MCM) (A4) which
are used to calculate the speed as well as the posi-
tion of the crankshaft.
Design
Inside the engine oil level sensor (B605) there is a
pre-resistor as well as a resistor wire which are con-
nected in parallel. In addition, there is an NTC resis-
tor which is connected in series before these two.
NTC is short for "negative temperature coefficient",
i.e. the electric resistance decreases as the temper-
ature increases.
Design The resistor wire is located in the measuring probe.

The installation position of engine oil level sensor
Crankshaft position sensor (B600) is an inductive (B605) is such, that the measuring probe is fully im-
sensor equipped with a sensor coil as well as a per- mersed in the engine oil if the engine oil level is
manent magnet. correct.
Function Function
The permanent magnet of the crankshaft position Engine oil level detection.
sensor (B600) produces a magnetic field. As the fly-
wheel rotates, the flywheel bores arranged at a dis- Engine oil enters the measuring probe of engine oil
tance of 6° to each other (with the exception of an level sensor (B605) via a supply bore and thus
18° gap) result in changes to the magnetic field. comes in direct contact with the resistor wire. The
This results in inductive voltage signals being gen- total resistance at engine oil level sensor (B605)
erated in the coil of the crankshaft position sensor changes depending on how far the resistor wire is
(B600). The engine management control unit immersed in the engine oil. As the engine oil level
(MCM) (A4) uses these signals to determine the en- decreases, the total resistance also decreases.
gine speed and (with the help of the 18° gap) the Once the ignition has been switched on, engine
crankshaft angle. management control unit (MCM) (A4) supplies a
measuring voltage to engine oil level sensor (B605)
every 6 seconds. It checks the total resistance of
engine oil level sensor (B605) and determines the
current engine oil level in the oil pan based on this
data.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Fuel Temperature Sensor (B602)

Purpose
Engine management control unit (MCM) (A4) uses
the fuel temperature sensor (B602) to detect the
fuel temperature. The fuel temperature has a major
influence on fuel injection.
Design
Inside the charge-air temperature sensor in the
charge-air housing (B617) there is an NTC resistor.
NTC is short for "negative temperature coefficient",
i.e. the electric resistance decreases as the temper-
Design ature increases.
Inside fuel temperature sensor (B602) there is an Function

NTC resistor. NTC is short for "negative tempera- The temperature of the charge-air in contact with
ture coefficient", i.e. the electric resistance de- charge-air temperature sensor in the charge-air
creases as the temperature increases. housing (B617) influences the temperature of the
Function measuring probe within the sensor and therefore
the magnitude of the electric resistance. Engine
The temperature of the fuel in contact with fuel tem- management control unit (MCM) (A4) determines
perature sensor (B602) influences the temperature the relevant temperature based on the electric
of the measuring probe within the sensor and there- resistance.
fore the magnitude of the electric resistance. The
engine management control unit (MCM) (A4) deter-
mines the fuel temperature based on the electric Charge-Air Pressure and Temperature
resistance. Sensor (B616)
Purpose
Charge-Air Temperature Sensor (B617)
Purpose charge-air pressure and temperature sensor (B616)
to determine the air pressure and air temperature of
Engine management control unit (MCM) (A4) uses the combustion air which has been drawn in and
the charge-air temperature sensor in the charge-air has been compressed. These two values as well as
housing (B617) to detect the charge-air tempera- the values from fresh air differential pressure sen-
ture just upstream of the combustion chamber. sor (B613) are used to determine the air mass pro-
vided to the engine for combustion.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
compensate any variations in temperature and pro-

duction tolerances of the resistors.
They then forward the filtered measuring voltage to
engine management control unit (MCM) (A4) which
uses this data to determine the charge-air pressure
inside the charge-air housing.
Rail Pressure Sensor (B622)
Purpose
Using rail pressure sensor (B622), the engine man-
agement control unit (MCM) (A4) determines the
actual rail pressure.
Design
The charge-air pressure and temperature sensor
(B616) comprises of two separate electric compo-
nents to measure the charge-air pressure and
charge-air temperature.
• Charge-air pressure sensor:
The semiconductor pressure sensor detects the
charge-air pressure in the charge-air pipe piezo-
electrically. The pressure sensor consists of four
pressure-dependent resistors (strain gages) ar-
ranged in a silicon membrane as well as of evalu-
ation electronics which are supplied with 5V DC
by engine management control unit (MCM) (A4).
• Charge-air temperature sensor:
An NTC resistor is located at the tip of charge-air Design
pressure and temperature sensor (B616). NTC is
short for "negative temperature coefficient", i.e. Inside the rail pressure sensor (B622) there is a
the electric resistance decreases as the tempera- membrane on which sensors are located. In addi-
ture increases. tion, the sensor comprises evaluation electronics
which process the sensor signals and forward them
Function to engine management control unit (MCM) (A4).
Charge-air pressure detection. Function
The combustion air in the charge-air housing which The rail pressure inside the sensor housing results
has been drawn into the engine and has been com- in a deformation of the membrane.
pressed, reaches the silicon membrane with its four
pressure-dependent resistors via a bore and de- This membrane deformation has an effect on the
forms the membrane. The resistors in the silicon measuring signals which are detected and proc-
membrane are arranged such that the quadrature- essed by the evaluation electronics using the sen-
axis voltage of the resistance bridge changes as sors on the membrane. The evaluation electronics
the membrane is deformed. The evaluation elec- increase the measuring voltage, compensate any
tronics increase this quadrature-axis voltage and temperature variations and sensor production toler-
ances and forward the filtered measuring voltage to

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
the engine management control unit (MCM) (A4) detect the actual coolant temperature at the engine
which uses this information to determine the actual outlet.
rail pressure.
Oil Pressure Switch (B604)

Purpose
the oil pressure switch (B604) to detect whether the
engine oil pressure is sufficient. If the engine oil
pressure falls below 0.5 bar, the engine oil check
lamp in the instrument cluster is switched on.
Design
Inside the coolant outlet temperature sensor (B606)
there is an NTC resistor. NTC is short for "negative
temperature coefficient", i.e. the electric resistance
decreases as the temperature increases.
Function
The temperature of the coolant in contact with the
coolant outlet temperature sensor (B606) influen-
ces the temperature of the measuring probe within
the sensor and therefore the magnitude of the elec-
tric resistance. the engine management control unit
(MCM) (A4) determines the relevant temperature
Function based on the electric resistance.
If the engine oil pressure is <0.5 bar, the oil pres-

sure switch (B604) changes its internal resistance Camshaft Position Sensor (B601)
from approximately 2kΩ to approximately 1.3kΩ.
Purpose
This change in resistance results in a voltage
change at the control unit input of the engine man- When the engine is running, the camshaft position
agement control unit (MCM) (A4) based on which, sensor (B601) provides electrical signals which the
the engine management control unit (MCM) (A4) engine management control unit (MCM) (A4) uses
detects whether the engine oil pressure is sufficient. to determine the compression stroke of the 1st cyl-
inder. If required, e.g. when crankshaft position sen-
sor (B600) fails, the engine speed as well as the
Coolant Outlet Temperature Sensor crankshaft position can also be determined from
(B606) these signals.
Purpose
the coolant outlet temperature sensor (B606) to

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Waste Gate Valve Actuator
Purpose
Waste gate actuator is used for the electronic
charge-air pressure regulation. Upon request by en-
gine management control unit (MCM) (A4), charge-
air pressure actuator actuates the charge-air pres-
sure flap via a linkage. Depending on the flap posi-
Design
tion, either the entire exhaust gas is routed to the
The camshaft position sensor (B601) is a Hall effect turbine or part of the exhaust gas is routed to the
sensor and comprises a permanent magnet as well exhaust pipe upstream of the turbine.
as evaluation electronics.
Charge-air pressure actuator is cooled using
Function coolant.
The permanent magnet of the camshaft position

sensor (B601) produces a magnetic field. As the Engine Brake Solenoid (Y624 & Y625)
camshaft rotates, the gaps in the pulse wheel result
in changes to the magnetic field. The evaluation
electronics of the camshaft position sensor (B601)
transform these changes to the magnetic field into
switch signals and forward them to the engine man-
agement control unit (MCM) (A4).
NOx Sensor
Purpose
NOx sensors are used to measure the NOx raw
emissions in the exhaust gas. They are hard-wired
to their control unit, thus forming an assembly.
To carry out NOx measurements, the sensors are
heated to 800°C by their control unit during normal
operation. Function
The exhaust brake system used is referred to as a
decompression brake system.
The braking effect is produced according to the fol-
lowing principle:
Shortly after the beginning of the compression
cycle, i.e. when the piston moves up towards the

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
top dead center (TDC), one of the exhaust valves valve body is moved upwards. Oil can no longer
opens briefly on the respective cylinder. This will flow to the exhaust rocker arm via oil canal (A). Any
cause exhaust gas to flow back from the exhaust el- engine oil left in the exhaust rocker arm returns to
bow into the cylinder because of the dynamic pres- the engine oil circuit via the control valve.
sure. As a result, the compression pressure
increases and the up-stroking piston is decelerated
in its compression cycle. Engine Management Networking
Just before the end of the compression cycle, one The torque demand calculated by the common
of the exhaust valves opens again briefly. The com- power-train controller (CPC) for example from the
pression pressure is now partially reduced. The pis- accelerator pedal position is transferred to the en-
ton acceleration towards the bottom dead center gine control module (MCM) via the engine CAN.
(BDC) is therefore reduced in the subsequent oper-
ating cycle. A brake power of up to 435 kW can be The MCM in turn sends the current actual torque as
achieved in this way. well as the possible maximum torque to the CPC. In
addition, the engines CAN as well as the CPC of-
Activation of the engine brake fers the possibility to exchange data with other elec-
tronic systems and control units.
The engine management (MCM) control unit (A4)
actuates the engine brake solenoid valve, stage 1 The CPC is also connected to the after-treatment
(Y624) just as soon as the engine brake is activated control module (ACM) which ensures basic monitor-
the switch valve body (20) is pushed upwards. No ing and control of the exhaust gas after-treatment
more oil flows over the control oil passage in the system.
outlet rocker shaft (10). The oil remaining in the out-
let rocker shaft (10) escapes in the ventilation.
MCM Engine Controller
NOTE
The MCM engine controller (Motor Control Module)
For brake stages 2 and 3 engine brake sol-
is primarily used as an interface between the en-
enoid valve, stage 2 is actuated.
gine-side electrical and electronic components on
Preconditions for activation: the one hand and the vehicle-based Common
Power-train Controller (CPC) on the other hand.
• Engine rpm > 950 1/min.
Both control units are networked with each other via
• Engine oil temp. > 17°C (limited), from 80°C the engine CAN. The MCM control unit performs
completely. numerous different functions. On the one hand, it
• Engine in thrust mode – not in acceleration mode, performs open-loop control and transient load re-
no pedal activated. sponse functions, e.g. for systems like engine con-
trol or exhaust gas recirculation (EGR), and on the
Types of activation: other hand it communicates information such as the
Step 1 engine oil level.
Activation of cylinder 1 – 3 with Y624. The main task of the engine controller is to control
the common rail injection system. For this purpose,
Step 2 the optimum injection starting point and the required
injection quantity are calculated and set for the re-
Activation of cylinder 1 – 6 with Y624 &Y625.
quired torque (or nominal speed) based on engine
Step 3 and environmental conditions sensed. If a sensor
should fail, theoretical substitute values are used to
Activation of cylinder 1 – 6 with Y624 & Y625 + in safeguard further engine operation.
addition activation of EGR actuator to rise up inner
pressure in the cylinder liners. In addition, the control unit offers fault detection
functions, emergency operation and diagnostic
Deactivation of the engine brake options.
As soon as the engine brake request is not valid ,
the coil is no longer supplied with current and the

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Failures Causing Limb-Home Failure of Exhaust Gas Recirculation

Mode (AGR) Components
When a component of the exhaust gas recirculation
Failure of Drive Train CAN
system is faulty, the MCM control unit regulates the
engine to the limp-home speed and limits the maxi-
The CAN 4 is a two-wire system and can still be
mum torque.
used in the event of failure of one line. This means
that, if there is a fault on one CAN line, the data can
still be read out and processed on the other CAN Control unit failure
line. The drive train CAN only fails completely when
the CAN-Low and CAN-High lines both have an The MCM control unit is NOT equipped with a limp-
open circuit, a short circuit to positive or a short cir- home computer. This means that, if the main com-
cuit to negative. This failure is detected by the MCM puter fails, the engine switches off and can also no
control unit and it switches to limp-home mode. If longer be started. The drive control (CPC) control
the engine speed is below the limp-home speed, unit is able to read out the faults from the MCM con-
the engine speed is maintained. In all other cases, trol unit. This enables diagnosis at all times.
the engine is regulated to the limp-home speed.
The customer can then drive to the nearest
workshop. Cylinder Head
Failure of Camshaft Position Sensor Adjusting the Engine Brake Valve

Clearance
If the camshaft position sensor fails with the engine
running, the engine continues to run unchanged.
However, the MCM control unit limits the maximum
torque.
If the sensor fails before the startup phase, the dual To prevent accidental starting of the engine while performing
ignition is partially disabled. The control unit can de- valve adjustments, always turn battery isolator switch to
termine ignition TDC via the rpm curve. Once igni- “OFF”.
tion TDC has been determined, the engine runs
unchanged. The maximum torque is limited as an NOTE
engine protection function. Check and adjust valve clearance only
when engine is COLD.
Failure of Crankshaft Position Sensor
Valve Clearance 4.6mm
After failure of the crankshaft position sensor, the Test Tolerance for Valve
Φ0.05mm
MCM control unit receives rpm signals from the Clearance
camshaft position sensor. These are not quite as Jam nut on rocker arm adjust-
exact as those from the crankshaft position sensor. 50Nm
ment screw torque
They do not allow the injection timing point to be
calculated quite as accurately. As a result, the opti-
mal fuel consumption and emission levels cannot
be achieved at this point. To protect the engine, the
maximum engine torque is limited to roughly half. In
addition, the MCM control unit can also regulated
the limp-home rpm.
Failure of Temperature Sensors

For each temperature sensor, a substitute value is
stored in the MCM control unit. When a signal of a
sensor is interrupted, the control unit works with this
substitute value. In order to avoid engine damage,
the maximum torque is limited slightly.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Tools To adjust clearance:

1. Turn the engine with the turning device until the
intake valves on the cylinder to be set are fully
opened.
Turning Device 2. Check the valve clearance using the adjust-
ment tool, between the engine brake valve
rocker arm (1) and the exhaust valve rocker
arm (2).
NOTE
The valve clearance must be adjusted
if it is outside the test tolerance.
3. Set the valve clearance between the engine
Adjusting Tool brake valve rocker arm (1) and the exhaust
valve rocker arm (2).
Only if the valve clearance is outside the
test tolerance.
To do so, loosen the jam nut (4) with a suitable
tool and set the valve clearance at the adjust-
ment screw (3).
4. Counter hold the adjustment screw (3) and
tighten jam nut (4).
Only if the valve clearance was outside the
test tolerance.
5. Check valve clearance between the engine
brake valve rocker arm (1) and the exhaust
valve rocker arm (2) once more, correct if
necessary.
Only if the valve clearance was outside the
test tolerance.
1 Engine brake valve rocker arm 6. Perform the checking and, where applicable,
the adjustment process similar to this on the re-
2 Rocker arm for exhaust valve maining cylinders, to do so, crank engine using
3 Adjustment screw turning device.
4 Jam nut

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Test Compression Pressure
4 Rail 12 Fuel Injector
9 High-Pressure Lines 13 Engine Brake Solenoid Valve, Stage 1
10 Fuel Return Line 14 Engine Brake Solenoid Valve, Stage 2

11 Screw/Bolt
3 Adapter 7 Adapter Pipe
6 Compression Recorder 8 Pressure Hose

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
1 Screw/Bolt 6 Compression Recorder
2 Clamping Claw 7 Adapter Pipe

4 Rail 8 Pressure Hose
5 Stop Plug
No. Procedure
Start engine, bring to normal operating tempera-

1 Coolant temperature about 80°C.
ture and switch off.
Do not open cooling system unless coolant tem-
perature is below 90 °C. Open cap slowly and re-
Open cover on expansion reservoir and relieve lease the pressure. Do not pour coolant into
2 coolant pressure, then reseal expansion beverage containers.
reservoir. Wear protective gloves, protective clothing and
safety glasses.
3 Remove respective fuel injectors (12).

The engine brake solenoid valves, stage 1(13)
Tighten down engine brake solenoid valves stage and the engine brake solenoid valves, stage 2
1 (13) and engine brake solenoid valves, stage 2 (14) must be fastened before the compression
4
(14 with screw/bolts (11) M6x20 on the camshaft test.
case. It can otherwise be pushed out by the oil pressure
and damaged.
Install high-pressure lines (9) between fuel sys-
5 Only if the high-pressure line (9) was removed.
tem high pressure pump and rail (4).
6 Attach fuel return line (10) of rail (4). Only if the fuel return line (10) was disassembled.
7 Close off openings the rail (4) with grommet (5). Stop plug to rail.
The ignition must not be switched off during the
8 Switch on ignition.
whole compression test.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
No. Procedure
The fuel supply to the pump elements of the fuel

system high pressure pump will be activated
otherwise.
The diagnostic system must not be clamped off
during the whole compression test.
Connect diagnostic system, starter and perform a
9 The fuel supply to the pump elements of the fuel
quick test.
system high pressure pump will be activated
otherwise.
Start checking "mechanical compression test" in
10
diagnostic system.
Secure vehicle to prevent it from starting off by it-
Press engine start and engine stop button and
11 self . Wear closed and snug-fitting work clothes.
crank engine with starter a number of times.
Do not touch hot or rotating parts.
12 Unscrew adapter pipe (7) from adapter (3).
13 Attach pressure hose (8) to adapter (3).

Push adapter pipe (7) over the pressure hose (8)
14
and screw onto adapter (3).
Insert adapter (3) with an adapter pipe (7) and
15 pressure hose (8) into the protective sleeve of the High-temperature grease.
cylinder to be checked.
Tighten clamping claw (2) with removed screw/
16
bolt (1).
Connect compression recorder (6) to the pres-
17
sure hose (8).
Secure vehicle to prevent it from starting off by it-
Press engine start and engine stop button and
18 self. Wear closed and snug-fitting work clothes.
crank engine with starter at least 8 revolutions.
Do not touch hot or rotating parts.
Remove compression recorder (6) from pressure
19
hose (8).
Remove screw/bolt (1), remove clamping claw
(2) and take out adapter (3) with adapter pipe (7)
20
and pressure hose (8) out of the protective
sleeve.
21 Check remaining cylinders in the same way.
Unscrew adapter pipe (7) from adapter (3) and
22
disconnect pressure hose (8) from adapter (3).
23 Screw adapter pipe (7) onto adapter (3).

Compare measurements on diagram chart with
24
the permissible values.
Remove high-pressure lines (9) between fuel Only If the high-pressure line (9) were installed to
25
system high pressure pump and rail (4). check them.
26 Unscrew grommet (5) for rail (4).

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
No. Procedure
Remove screw/bolts (11) on engine brake sole-

27 noid valves, stage 1 (13) and engine brake sole-
noid valves, stage 2 (14).
28 Install respective fuel injector (12).

End checking "mechanical compression test" in
29 Clear fault memory after the end of the check.
diagnostic system.
30 Switch off ignition.
31 Remove diagnostic system.
32 Fill fuel low-pressure circuit on engine.

Allow engine to run at a higher rotational stop en-
gine speed.
Start engine and perform an engine test run; stop
33 If engine fails to start or only runs for a brief
engine.
period:
Fill fuel low-pressure circuit again.
Check values for compression pressure
Designation Bar Engine
Compression pressure: wear limit or limit value for cranking speed. OM 470/471/473
32....40
LA
Compression pressure: permissible difference between individual OM 470/471/473
≤ 4,0
cylinders. LA
Stage 1 (Nm) Stage 2 (Angle)
Screw/bolt, adapter clamping claw for compression test to cylinder
20 90
head (OM 470/471/473 LA)

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
Fuel Pressure Measurement 1 Screw Plug
2 Adapter
3 Adapter
4 Test Equipment
Risk of explosion caused by fuel igniting, risk of poisoning

caused by inhaling and swallowing fuel as well as risk of injury
to eyes and skin caused by contact with fuel.
No fires, sparks, open flames or smoking. Pour fuels
into suitable and appropriately marked containers on-
ly. Wear protective clothing when handling fuel.
No. Procedure
1 Open cap of fuel tank and close again. To remove the fuel pressure.
Installation: Replace sealing ring.

2 Remove screw plug (1).
Screw plug to fuel filter module.
Attach adapter (2) with test connection and seal- Adapter with test connection on fuel filter module.
3
ing ring to fuel filter module. Adapter
Connect test equipment (4) with the adapter (3) to Tester

4 Adapter
test connection.
5 Remove in the reverse order.
Designation Bar
Screw plug to fuel filter module. 15
Adapter with test connection on fuel filter module. ≤ 4.0

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Troubleshooting - Engine
Problems
If you do not have the prescribed service/maintenance work

or necessary repairs carried out, this could result in malfunc-
tions or system failures. here is a risk of an accident. Always
have the prescribed service/maintenance work as well as
necessary repairs carried out at a qualified specialist
workshop.
Apart from careful operation and maintenance of the
engine it is also important that malfunctions be recti-
fied in good time. You can rectify certain faults your-
self. Have the malfunctions that you cannot eliminate
yourself rectified at a qualified specialist workshop.
Problem Possible Causes / Consequences Solutions
The drive pinion does not The battery is not sufficiently charged. Charge the battery.
turn or turns too slowly.
The connecting cable to the starter motor is loose. Tighten the cable on the terminal. If necessary,
solder on a new terminal.
The earth connection to the battery is loose. Tighten the cable on the terminal. If necessary,
solder on a new terminal.
The starter motor solenoid switch is faulty or the Have it checked at a qualified specialist
starter motor is faulty. workshop.
The engine does not start or The fuel tank is empty. Refill the fuel tank.
stalls again immediately.
The fuel filter is blocked. Replace the fuel filter element.
The fuel pre-filter contains water. Drain the fuel pre-filter.
The fuel pre-filter is blocked. Replace the fuel filter element.
Leaks or insufficient pressure in the low-pressure Check for leaks (visual check), replace the seals
fuel circuit. if necessary.
Have the fuel pressure tested at a qualified spe-

cialist workshop. Replace the seals.
Engine fails to start when the The fuel is not resistant to cold. Malfunctions resulting from paraffin separation
ambient temperature is low. can be corrected by warming the entire fuel sys-
The flow properties of the diesel fuel are inad- tem, e.g. by parking the vehicle in a heated
equate due to paraffin separation. area.
Refuel with winter fuel.
The engine oil viscosity is incorrect. After the engine oil viscosity to the conditions of
use.
If the engine does not start after another at-

tempt, have the cause traced and rectified at a
qualified specialist workshop.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ENGINE
The engine stops The power supply to the engine management Check the electrical fuses.
inadvertently. (MCM) or the exhaust gas after treatment (ACM)
control modules is interrupted or there is a short Have the power supply checked at a qualified
circuit in the wiring. specialist work shop.
Leaks or insufficient pressure in the low-pressure Carry out a check for leaks (visual check).
fuel circuit.
Have the fuel pressure tested at a qualified spe-
cialist workshop.
The engine is in emergency There is an interruption to the control units' data Check the connectors on the control units for se-
running mode. flow. cure seating and corrosion.
Read out the control unit's fault memory.
Have it checked at a qualified specialist

workshop.
The engine surges, vibrates There is a malfunction in the fuel system. Carry out a check for leaks (visual check).
or runs irregularly.
Read out the control unit's fault memory.
Have it checked at a qualified specialist

workshop.
The engine's output is poor The air filter is dirty or blocked. Replace the air filter element.
(lack of power).
The charge-air temperature is too high; the charge- Clean the exterior of the charge-air cooler and
air cooler or coolant radiator is dirty on the exterior. coolant radiator.
The coolant temperature is too high. Check the temperature sensor; replace if neces-
sary. Check the fan speed.
Check the thermostat and replace as necessary.

Consult a qualified specialist workshop.
Malfunction in the fuel system (blocked, leaking). Visual inspection for leaks.
Poor fuel grade. Use the specified type of fuel and fuel grade.
The charge-air system is leaking; the hose clip on Check the charge-air system for leaks.
the charge-air hose is loose or damaged.
Check the charge-air pressure sensor and, if
necessary, replace.
An operating restriction is activated due to an emis- Observe the notes on warning and indicator
sions-relevant malfunction. lamps.
There is an interruption in the There is an increased voltage drop to the control Check the battery terminals on the battery and
tractive power. units (loose contact). the connectors on the control units for secure
seating and corrosion.
The engine braking effect is The cause must be established in a qualified spe- Consult a qualified specialist workshop.
poor. cialist workshop.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ENGINE
Fuel consumption is too high. The cause must be established in a qualified spe- Consult a qualified specialist workshop.
cialist workshop.
The engine gets too hot (ac- There is not enough coolant in the coolant circuit. Add coolant and bleed the system.
cording to the coolant tem-
perature gauge).
The coolant temperature sensor or display is faulty. Replace the sensor or display.
The poly- V- belt is damaged. Replace the poly-V-belt.
The fan does not switch on correctly. Consult a qualified specialist workshop.
The coolant radiator is dirty on the inside; the cool- Clean the coolant radiator.
ant radiator is very dirty on the outside.
The thermostat is faulty. Check and replace as necessary.
Indicator lamps do not light The lamps are faulty or the electrical cables are Consult a qualified specialist workshop.
up at ignition ON. interrupted.
The charge current indicator The poly- V -belt is slipping. Check the belt tensioner function.
lamp lights up when the en-
gine is running. Check that the poly- V -belt contact surfaces are
not torn, dam aged, oily or glazed. Replace the
poly-V-belt if necessary.
The poly- V -belt is torn. Replace the poly- V -belt.
The alternator or sensor is faulty . Check the alternator or sensor.
The engine is "knocking". The engine is misfiring. Consult a qualified specialist workshop.
There is bearing damage. Consult a qualified specialist workshop.
There are abnormal sounds. The air intake pipe and exhaust gas pipe are leak- Rectify the cause of the leak and, if necessary,
ing, causing a whistling noise. replace gaskets.
The turbine or compressor wheel is scraping the Have the exhaust gas turbocharger checked at
housing; there are foreign objects in the compres- a qualified specialist workshop.
sor or turbine housing; bearings have seized on
the rotating parts.
The valve clearance is excessive. Check and adjust the valve clearance.
The poly- V -belt is slipping. Check that the poly- V -belt contact surfaces are
not torn, dam aged, oily or glazed. Replace the
poly- V -belt if necessary.

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Can Bus Electrical Schematic

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CDU Colour Display Unit CPC4 Adaptation Module
CCU Chassis Control unit TCU Transmission Control unit
TPM Tyre Pressure Monitor (Future Option) SSM Sealed Switch Module
MM2 Memory Module unit SDC Sealed Display Controller
MCM2/ ECU Engine Control Unit ACM After Treatment Control Module
DIAG PLUG Diagnostic Plug

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Controller Area Network (CAN) 1 System Check

Diagnostic
Turn the Ignition ON. Establish machine connection
using Diagnostic menu. Open Can Bus Diagnostics
Controller Area Network (CAN) Overview
and the Controller CAN Bus status
The CAN provides a standardised means for elec-
Do all controllers show up as connected
tronic controllers and other devices to communicate
with each other. YES: Go to CAN Termination Resistor Check.
The CAN bus consists of two wires, CAN high and NO: Not all controllers show up. Check fuses for the
CAN low, that have a signal level of approximately missing controller(s). See Fuse and Relay Specifi-
1,8 to 3,5 volts. The two wires carry signal opposite cations for fuse information. If OK, Perform Control-
to each other to overcome noise interference and ler Check for missing controller.
minimise communication errors. The high and low
wires, along with a ground wire, are woven together
forming what is called a twisted triple. The Twisted 2 CAN Termination Resistor Check
triple provides an additional method of reducing in-
terference which helps the devices communicate Turn key switch OFF. Remove and measure the re-
with minimal error. To help prevent signal errors, the sistance of each termination resistors.
CAN bus uses 120-ohm termination resistors, usu- Is the resistance of each resistor between 120
ally located at opposite ends of the CAN data line. ohm?
The CAN is an arbitration based system. This YES: Install resistors and perform CAN Hi Wire
means that a low priority message always allows a Volt- age Check.
high priority message to go first. Each CAN device
checks to see if the bus is idle before it transmits a NO: Replace resistor. Install new resistor and per-
signal. Whichever device gets on the bus first is form CAN Hi Wire Voltage Check.
able to transmit its signal.
When collision occurs, that is, when two or more 3 CAN Hi Wire Voltage Check
devices are transmitting at the same time, the de-
vice with the highest priority has access to the bus. Turn the key switch ON. Using a multi-meter, meas-
The device that loses arbitration immediately re- ure the voltage from the appropriate CAN bus pin
transmits its signal when the device with the higher (CAN Hi) to pin A (ground) of the Diagnostic
priority has completed its transmission. connector.
Each controller has the ability to generate an error Is the voltage between 2.50 - 3.50 volts?
code if CAN communication is lost.
YES: Normal.
The E-series large Bell ADT contains three machine
NO: System voltage is measured. A short to power
CAN bus circuits: The Bell CAN, The Drive-Train
exists on the CAN Hi wire. Check the CAN Hi volt-
CAN as well as the Third Party CAN. All these CAN
age at one controller at a time to locate the short cir-
Bus circuits are linked to the Bell master controller
cuit. Reference the System Functional Schematic,
CCU3.
Wiring Diagram and Component Location Master
BELL CAN - provide a communication link for the Legend to locate the wires. Repair or replace har-
following devices: ness as necessary.
• CCU3 - Chassis Control Unit. NO: Zero volts are measured. Perform CAN Hi Wire
Circuit Check.
• MMU2 - Memory Module Unit.
NO: Voltage is out of range but greater than 0 and
• SDC - Sealed Display Controller.
less than the system voltage. Remove one control-
• CDU - Colour Display Unit. ler at a time and recheck the voltage. When the volt-
age is in range, check the harness of the
• SSM - Sealed Switch Module.
disconnected controller for short circuits. Repair or
• TCU - Transmission Control Unit. replace harness as necessary.
• CPC4 - Common Powertrain Unit.
• CCU3 - Chassis Control Unit.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
4 CAN Lo Wire Voltage Check YES: A short-to-ground exists on the CAN Lo wire.
Check the CAN Lo voltage at one controller at a
Using a multi-meter, measure the voltage from the time to locate the trunk of the harness where the
appropriate pin of the Diagnostic connector. short is located. Reference the System Functional
Schematic, Wiring Diagram and Component Loca-
Is voltage between 1.50 - 2.50 volts?
tion Master Legend to locate the wires. Repair or re-
YES: Normal. place the harness as necessary.
NO: System voltage is measured. A short to the NO: An open circuit exists on the CAN Lo wire.
power exists on the CAN Lo wire. Check the CAN Reference the System Functional Schematic, Wir-
Lo voltage at one controller at a time to locate the ing Diagram and Component Location Master
short circuit. Reference the System Functional Legend to locate the wires. Repair or replace the
Schematic, Wiring Diagram and Component Loca- harness as necessary.
tion Master Legend to locate wires. Repair or re-
place the harness as necessary.
7 Controller Check
NO: Zero volts are measured. Perform a CAN Lo
Wire Circuit Check. Turn the key switch OFF, switch the main isolator
OFF and remove the MM2 fuse.
NO: Voltage is out of range but greater than 0 and
less than system voltage. Remove one controller at Locate the controller. Using the System Functional
a time and recheck the voltage. When the voltage is Schematic, Wiring Diagram and Component Loca-
in range, check the harness of the disconnected tion Master Legend locate the CAN wires and dis-
controller for short circuits. Reference the System connect the appropriate connector.
Functional Schematic, Wiring Diagram and Compo-
Using a multi-meter, measure the resistance be-
nent Location Master Legend to locate the wires.
tween the CAN Hi and CAN Lo wires.
Repair or replace the harness as necessary.
Is the resistance between 55 - 65 ohms?
5 CAN Hi Wire Continuity Check YES: Connect the controller. Repeat the Controller
Check for all other controllers.
Using a multi-meter, measure the continuity be-
NO: An open or short circuit exists in one of the
tween the appropriate pin (CAN Hi) and pin A
CAN wires. Work from the controller back to the
(ground) on the DIAGNOSTIC Connector.
main harness checking the CAN Hi and Lo wires for
Is the continuity measured? open and short circuits.
YES: A short-to-ground exists on the CAN Hi wire.
Check the CAN Hi voltage at one controller at a 8 Total resistance check
time to locate the short circuit. Reference the Sys-
tem Functional Schematic, Wiring Diagram and • Ensure that the main power isolator is switched
Component Location Master Legend to locate the OFF.
wires. Repair or replace the harness as necessary.
• Ensure that the MM fuse is OFF/out.
NO: An open circuit exists on the CAN Hi wire.
Check the total resistance between the CAN Hi and
Reference the System Functional Schematic, Wir-
CAN Lo pins of the appropriate CAN bus.
ing Diagram and Component Location Master
Legend to locate the wires. Repair or replace the The total resistance should be 60 ohms.
harness as necessary.
9 Can High shorted to ground test

6 CAN Lo Wire Circuit Check
Test for continuity between the CAN high and
Using a multi-meter, measure continuity between ground.
the appropriate pin (CAN Lo) and pin A (ground) of
Diagnostic connector. If there is continuity, there is a short to ground.
Is the continuity measured? If there is no continuity, there is no short to ground.

Make sure the power is off.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Symbols

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Earth Points

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Harness and Schematic Index

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuse Layout Small

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuse Layout Large

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
System Overview

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Battery and Isolator Switch

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Remote Isolator Option
Remote Isolator (Option)

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Start and Charge Circuit
Ignition Solenoid, Starter and Alternator.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Battery Power
Fuses 8 - 14

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Battery Power
Fuses 15 - 21

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Ignition Power
Fuses 22 - 27

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuse 28

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuses 29 - 33

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuse 34 - 35

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuses 36 - 40

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuses 43 - 49 & Controller Ground.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Sensor Power and Sensor Ground
5V Sensor Power & Sensor Ground.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Sensor Power and Sensor Ground
5V Sensor Power & Sensor Ground.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Power Circuit
12V DC to DC Converter.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - CAN Circuit Stage 2 & 3B (Small)

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Can Circuit - Stage 4 Small

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Can Circuit - Stage 4 Large Bell
CAN Circuit Stage 4 Large Bell

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Can Circuit - Stage 4 Large Drivetrain
Electrical Schematic Can Circuit - Stage 4 Large Drivetrain

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Can Circuit - Stage 4 Large 3rd Party
Stage 4 Large 3rd Party

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Memory Module
USB, Fuse 3, Iridium & GPS/GSM Antennas, R3

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Driveline
Stage 2 & 3B Engine - ADM3, ACCP, R1 & R2.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Driveline - Stage 4 Engine
Stage 4 Engine - CPC4, ACCP & R2

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Stage 2 & 3B Engine - Cold Start.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
MR, Engine Fan, Drop Box Resistor & Speed Sensor.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
MCM, NTC Sensor 2, CTD Pressure SW & Solenoid.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Engine Filter & IDL Press SW, IDL & Pneumatic Purge Sol.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuel Sender, Heater & Filter Press SW, Coolant Level.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Driveline - Transmission

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Driveline - SCR System Stage 3B

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Driveline - SCR System Stage 4

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Driveline - Fan
Fan Cut Solenoid & Fan Proportional Solenoid, Transmission Filter Switch 1 & 2.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic Driveline - Ambient Temperature Sensor Front

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Hydraulic System
Hyd Filter, High Pressure Filter, Hyd Tank Temp Sensor, Hydraulic Pressure 1.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - WDB Filter
WDB Filter, Temp & Brake Pressure Reduction Solenoid, Hydraulic Pressure 2.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - WDB Temperature
WDB Temperature 1, 2, 3 & NTC Sensor 1.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Pneumatic Pressure, Air Heater, Hydraulic & WDB

Level Sensors
Pneumatic Pressure, Air Heater, Hydraulic & WDB Level Sensors.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Brake Pressure 1 & 2, Brake Charge Cut &

Braketarder Activation

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Park Brake, EB & EVB Solenoid
EB & EVB Solenoid, Park Brake Solenoid & Pressure Switch, Brake Light Switch.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Automatic Greasing

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Brake High Pressure Filter
WDB High Pressure Filter, Hydraulic Level, Pressure & Pneumatic Solenoid.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Artic and Steering Wheel Angle Sensor
Artic Sensor, Steering Wheel Sensor, Steering Left & Right.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Bin Position, Bin Up and Down Solenoid
Bin Position Sensor, Bin Up/Down & Pressure Reduction Solenoids.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Suspension Sensors
Proximity Switch, Front & Rear, Left & Right Height Sensors.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Struts
Left & Right Struts Up & Down.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Suspension Pressure
Left & Right Comfort Valve, Steering Cut Solenoid, Hydraulic Suspension Accumulator 1.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - SMALL Active Strain Gauge
Active Strain Gauge, Memory Module & OBW Loadlights.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - LARGE Active Strain Gauge
Active Strain Gauge, Memory Module & OBW Loadlights.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Rear Suspension
Rear Suspension Press 1 & 2, Suspension & Suspension Cut Solenoid.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Headlights Brights and Dips

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Park and Brake Lights
Parklights, Brake / Parklights & Number Plate Lights.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Front, Side and Rear Indicators

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Reverse, Artic and Worklights

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Interior Light and Bin Side Lights
Interior Light, Bin Side Lights, Flashing Beacon 1, 2 & Rear.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Colour Display Unit Circuit
Colour Display Unit, Sealed Display Controller & Reverse Camera 1 & 2.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - SSM
Sealed Switch Module & Cab Door Switch.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Kill Switch
Kill Switch, TPM.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Back Up Alarm, Electric Horn and Cab Buzzer
Back Up Alarm, Electric Horn and Cab Buzzer.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Electrical Seat, Occupancy and Belt Switch
Electrical Seat, Occupancy and Belt Switch

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Wiper Motor and Washer Bottle
Wiper Motor and Washer Bottle.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Aircon Unit (Small)
Aircon Unit : Actuators & Aircon Cab Blower - Small.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Aircon Unit (Large)
Aircon Unit : Actuators & Aircon, Cab Blower - Large

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Aircon Unit (Small)
Aircon Unit : Blower, Temp., Pressure SW & Clutch Solenoid - Small.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Aircon Unit (Large)
Aircon Unit : Blower, Temperature, Pressure Switch & Clutch Solenoid - Large.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Radio, Speakers and 2 Way Radio
Radio, Speakers and 2 Way Radio.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Electric Mirrors
Electric Mirrors.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Heated Mirrors B60E
Heated Mirrors B60E.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Bonnet Switches 1 & 2
Bonnet Switches 1 & 2.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Bonnet Up & Down Relays & Bonnet Actuator
Bonnet Up & Down Relays & Bonnet Actuator

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Generic Special Spare
Generic Special Spare.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Diagnostic, CCU3 Serial & 3rd Party Spare
Diagnostic, CCU3 Serial & 3rd Party Spare.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Iqan Interface, Trailer Brake Switch & Solenoid
Iqan Interface, Trailer Brake Switch & Solenoid.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Connectors Page 1

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Electrical Schematic - Connectors Page 3 of 7

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Plug Pin Configuration

CCU3 J1 - Plug Pin Configuration
PIN NUMBER RANGE FUNCTION

CCU3J1 - 1 Battery Power 28 V Battery (KL30)
CCU3J1 - 2 VP-8 Valve Power 8a Power Supply to Outputs
CCU3J1 - 3 Power Ground Ground (KL31)
CCU3J1 - 6 On/Off Driver CF 1 Brake Light
CCU3J1 - 7 On/Off Driver CF 2 Brake Charge Cut Solenoid (Battery Supply)
CCU3J1 - 8 On/Off Driver CF 3 Steering Cut Solenoid
CCU3J1 - 9 On/Off Driver CF 4 CDU Wakeup Signal (Battery Supply)
CCU3J1 - 10 On/Off Driver CF 5 Cab Interior Light (Battery Supply)
CCU3J1 - 11 On/Off Driver CF 6 Left Indicator Light (Battery Supply)
CCU3J1 - 12 On/Off Driver CF 7 Right Indicator Light (Battery Supply)
CCU3J1 - 13 On/Off Driver CF 8 Park Lights (Battery Supply)
CCU3J1 - 14 On/Off Driver CF 9 Fan Cut Solenoid (Battery Supply)
CCU3J1 - 15 On/Off Driver CF 11 Bin Pressure Reduction Solenoid (Large)
CCU3J1 - 16 On/Off Driver CF 12 Engine Horton Fan
CCU3J1 - 17 On/Off Driver CF 13 IDL Solenoid

CCU3J1 - 18 On/Off Driver CF 20 Cab Buzzer
CCU3J1 - 19 On/Off Driver CF 21 AutoGreaser Direction Solenoid
CCU3J1 - 20 On/Off Driver CF 23 Mirror Heating
CCU3J1 - 21 On/Off Driver CF 32 Left Comfort Valve (OEU-J3-A4)
CCU3J1 - 22 On/Off Driver CF 33 Right Comfort Valve (OEU-J3-B1)
CCU3J1 - 23 Sinking Driver 2 Engine Derate Override
CCU3J1 - 24 Sinking Driver 1 Overspeed Control (Throttle cut)
CCU3J1 - 25 On/Off Driver CF 34 Generic Special Spare Output 1 (CCU2-J3-C1)
CCU3J1 - 26 On/Off Driver CF 35 Generic Special Spare Output 2 (CCU2-J3-C2)
CCU3J1 - 27 On/Off Driver CF 36 Rear Wiper High Speed
CCU3J1 - 28 On/Off Driver CF 37 Rear Washer Pump
CCU3J1 - 29 On/Off Driver CF 38 Braketarder Control Supply
CCU3J1 - 30 On/Off Driver CF 39 Rev Drop Box: Filtration Lubricant Pump
CCU3J1 - 31 On/Off Driver CF 40 Brake Pressure Reduction Solenoid

CCU3J1 - 32 On/Off Driver CF 41 Trailer Brake Solenoid
CCU3J1 - 33 On/Off Driver CF 42 Bonnet Up Relay

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

CCU3J1 - 34 On/Off Driver CF 43 Bonnet Down Relay
CCU3J1 - 35 On/Off Driver CF 44 Rev Drop Box: Forward Select
CCU3J1 - 36 On/Off Driver CF 45 Rev Drop Box: Reverse Select
CCU3J1 - 37 On/Off Driver CF 49 Memory Module Interrupt Relay
CCU3J1 - 38 On/Off Driver CF 50 Suspension Strut Equalise Solenoid
CCU3J1 - 39 On/Off Driver CF 51 Suspension Cut Solenoid
CCU3J1 - 40 On/Off Driver CF 53 Hydraulic Tank Pressure Solenoid
CCU3J1 - 41 On/Off Driver CF 54 Mirror Heating
CCU3J1 - 44 Digital Switch (PullUp) 1 Generic Special Spare Input 3 (OEU-J2-F2)
CCU3J1 - 45 Digital Switch (PullUp) 2 Engine Air Intake Filter Press Switch
CCU3J1 - 46 Digital Switch (PullUp) 3 Horn Switch
CCU3J1 - 47 Digital Switch (PullUp) 4 Right Indicator Switch
CCU3J1 - 48 Digital Switch (PullUp) 5 Left Indicator Switch
CCU3J1 - 49 Digital Switch (PullUp) 6 Headlight Bright Switch
CCU3J1 - 50 Digital Switch (PullUp) 8
CCU3J1 - 53 RS232 Rx RS232 Receive

CCU3J1 - 54 RS232 Bootmode RS232 Boot Control
CCU3J1 - 56 CANH 1 CAN1 High
CCU3J1 - 59 WAKE UP Digital Switch (Pull Down) 3 Bonnet Request Wake Up
CCU3J1 - 60 WAKE UP Digital Switch (Pull Down) 1 SSM Hazard Wake Up Signal
CCU3J1 - 61 Ignition Power 28V Ignition (KL15)
CCU3J1 - 62 12 V Output Supply 12V Supply to Hvac Actuators
CCU3J1 - 63 Voltage Analogue Input 2 Bin Position Sensor

Rev Drop Box: Forward gear selector air pressure
switch (Prov)
Rev Drop Box: Reverse gear selector air pressure

switch (Prov)
Digital Switch (PullUp) 14 Rev Drop Box: Forward gear selection confirmation
CCU3J1 - 66
switch
Digital Switch (PullUp) 15 Rev Drop Box: Reverse gear selection confirmation
CCU3J1 - 67
switch

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

CCU3J1 - 68 Digital Switch (PullUp) 16 Drop Box High-Low Range Confirmation switch (prov)
CCU3J1 - 72 RS232 Tx RS232 Transmit

CCU3J1 - 73 RS232 Reset RS232 Reset Control
CCU3J1 - 75 CANL 1 CAN1 Low

CCU3J1 - 78 Frequency Switch 1 Front Wiper Park Signal Input
CCU3J1 - 79 WAKE UP Digital Switch (Pull Down) 2 Cab Door Switch Wakeup Signal
5V Return from:
• Hyd Brake Press 1
• Hydraulic System Pressure
CCU3J1 - 80 Sensor Return 1 • Pneumatic System Pressure
• Articulation Angle 2
• Wet Disk Temperature DropBox
• Speed Sensor
• Ambient Temp Sensor
5V Supply to:
• Hydraulic System Pressure 1
CCU3J1 - 81 +5V Sensor Supply 1 • Hydraulic System Pressure 2
• Pneumatic System Pressure
• Drop Box
• Speed Sensor
CCU3J1 - 82 Tristate Analogue Input 1 Brake Light Switch
CCU3J1 - 83 Tristate Analogue Input 3 Seat Occupancy Switch
CCU3J1 - 84 Tristate Analogue Input 4 Park Brake Press Switch
CCU3J1 - 85 Voltage Analogue Input 3 System Hydraulic Pressure
CCU3J1 - 86 DAC Voltage Outputs 4 Recirculation Flap
CCU3J1 - 87 DAC Voltage Outputs 3 Middle / Demist Actuator
CCU3J1 - 88 DAC Voltage Outputs 2 Heater Valve
CCU3J1 - 89 DAC Voltage Outputs 1 Feet Actuator

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

CCU3J1 - 90 Tristate Analogue Input 5 Auto-Greaser Level Switch
CCU3J1 - 91 Tristate Analogue Input 6 DiffLock Stage 2 Press Switch (CTD)
CCU3J1 - 92 Tristate Analogue Input 8 Generic Special Spare Input 1 (CCU2-J1-C2)
CCU3J1 - 93 Tristate Analogue Input 10 Seatbelt Switch
CCU3J1 - 94 Tristate Analogue Input 11 Hydraulic High Pressure Filter Switch
CCU3J1 - 95 Tristate Analogue Input 13 Engine Coolant Level Switch
CCU3J1 - 96 Tristate Analogue Input 25 Aircon Pressure Fault
CCU3J1 - 97 Tristate Analogue Input 26 Aircon Pressure Status
CCU3J1 - 98 On/Off Driver 6A CF 1 Headlight Brights
CCU3J1 - 99 Resistive Analogue Input 1 Ambient Temperature Sensor
CCU3J1 - 100 Resistive Analogue Input 2 Aircon Evaporator Temperature
CCU3J1 - 101 Resistive Analogue Input 3 Aircon Cab Temperature
CCU3J1 - 102 Resistive Analogue Input 4 Aircon Fin Temperature
CCU3J1 - 103 Resistive Analogue Input 5 Fuel Sensor Signal
CCU3J1 - 104 Resistive Analogue Input 6 Hydraulic Tank Temperature Sensor
CCU3J1 - 105 Resistive Analogue Input 7 Wet Brake Tank Temperature
CCU3J1 - 106 On/Off Driver 6A CF 2 Headlight Dips
CCU3J1 - 107 On/Off Driver 6A CF 3 Auto-Greaser Motor

CCU3J1 - 108 On/Off Driver 6A CF 3 Artic Lights (Battery feed)
CCU3J1 - 109 On/Off Driver 6A CF 4 Bin Marker Lights
CCU3J1 - 110 On/Off Driver 6A CF 6 Horn

CCU3J1 - 111 On/Off Driver 6A CF 8 Generic Special Spare Output 3 (CCU2-J1-E3)
CCU3J1 - 112 On/Off Driver 6A CF 9 Front Wiper High Speed
CCU3J1 - 113 On/Off Driver 6A CF 10 Front Wiper High Speed
CCU3J1 - 114 On/Off Driver 6A CF 14 Ground (KL31)
CCU3J1 - 115 Power Ground Power Supply to Outputs
CCU3J1 - 119 VP-9 Valve Power 9a Work Lights
CCU3J1 - 120 On/Off driver 20A CF 1 Aircon Blower PWM

CCU3J1 - 121 On/Off driver 20A CF 2 Power Supply to Outputs

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CCU3 J2 - Plug Pin Configuration

CCU3J2 - 1
CCU3J2 - 2
CCU3J2 - 3
CCU3J2 - 4
VP-2 Valve Power 2a - CONNECT TO Power Supply to Outputs
CCU3J2 - 5
BATTERY
CCU3J2 - 6 On/Off Driver CF 10 Fan Proportional Solenoid
CCU3J2 - 7 On/Off Driver CF 14 CTD Solenoid

CCU3J2 - 8 On/Off Driver CF 15 Front Washer Pump
CCU3J2 - 9 On/Off Driver CF 16 Rear Wiper Lo Speed
CCU3J2 - 10 On/Off Driver CF 17 Pneumatic Blow off Solenoid

CCU3J2 - 11 On/Off Driver CF 18 Aircon Clutch Solenoid
CCU3J2 - 12 On/Off Driver CF 19 Aircon Cab Pressure Blower
5V Supply to:
• Left Height Position Sensor
CCU3J2 - 13 +5V Sensor Supply 2 • Right Height Position Sensor
• Suspension Pressure 1
• Steering Wheel Angle 2
CCU3J2 - 14 +5V Sensor Supply 4 5V Supply to: Steering Wheel Angle 1
CCU3J2 - 15 Constant Current Driver Pair - Brake Retarder Control Return

CCU3J2 - 16 Constant Current Driver Pair -
CCU3J2 - 17 Constant Current Driver Pair - Brake Retarder 2 Control Return
CCU3J2 - 18 Constant Current Driver Pair - Brake Retarder Deadman Switch
CCU3J2 - 19 Frequency Switch 2
CCU3J2 - 24 Voltage Analogue Input 12V Accessory Supply
CCU3J2 - 25 On/Off Driver CF 22 Lockup Control
CCU3J2 - 26 On/Off Driver CF 24 Alternator D+

CCU3J2 - 27 On/Off Driver CF 25 Flashing Beacon Light 1
CCU3J2 - 28 On/Off Driver CF 26 Flashing Beacon Light 2
CCU3J2 - 29 On/Off Driver CF 27 Park Brake Solenoid

CCU3J2 - 30 On/Off Driver CF 28 Left Strut Up

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

CCU3J2 - 31 On/Off Driver CF 29 Left Strut Down
CCU3J2 - 32 On/Off Driver CF 30 Right Strut Up
CCU3J2 - 33 +5V Sensor Supply 3 Bin Position Sensor 5V Supply
CCU3J2 - 34 Constant Current Driver Pair - Steering Valve Left (Return)
CCU3J2 - 35 Constant Current Driver Pair - Steering Valve Right (Return)
CCU3J2 - 36 Constant Current Driver Pair - Bin Up Return
CCU3J2 - 37 Constant Current Driver Pair - Bin Down Return

Drop Box Speed Switch (Pull down resistor on

harness)
CCU3J2 - 40 Frequency Switch 9 Rear Wiper Park Signal Input
CCU3J2 - 44 Tristate Analogue Input 2 Emergency Stop Signal
CCU3J2 - 45 Tristate Analogue Input 7 Auto-Greaser Pressure Switch
CCU3J2 - 46 Tristate Analogue Input 9 Generic Special Spare Input 2 (CCU2-J1-E2)
CCU3J2 - 47 Tristate Analogue Input 12 Hydraulic Return Filter Pressure Switch
CCU3J2 - 48 Tristate Analogue Input 14 Cold Start Light
CCU3J2 - 49 Tristate Analogue Input 15 Wet Disk Return Filter Pressure Switch
CCU3J2 - 50 Tristate Analogue Input 16 IDL Press Switch
CCU3J2 - 51 Tristate Analogue Input 17
CCU3J2 - 53 Tristate Analogue Input 19 Bonnet Up Request Switch
CCU3J2 - 54 Resistive Analogue Input 8 Hydraulic Tank Level Sensor
CCU3J2 - 55 Resistive Analogue Input 9 Wet Brake Temperature 1
CCU3J2 - 56 Resistive Analogue Input 10 Wet Brake Return Temperature
CCU3J2 - 57 Resistive Analogue Input 11
CCU3J2 - 58
CCU3J2 - 61 Digital Switch (PullUp) 7 Headlight Dip Switch
CCU3J2 - 62 Sinking Driver 3 Rev Drop Box TCU Control
CCU3J2 - 63 Tristate Analogue Input 20 Bonnet Down Request Switch
CCU3J2 - 66 Tristate Analogue Input 23 Engine Fuel Filter Pressure Switch

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

CCU3J2 - 67 Tristate Analogue Input 24 Hydraulic Level Switch (4206)
CCU3J2 - 68 Tristate Analogue Input 27 Bin Proximity Switch Signal
CCU3J2 - 69 Tristate Analogue Input 28 Brake High Press Filter Switch
CCU3J2 - 70 Tristate Analogue Input 29 Transmission Filter Switch 1
CCU3J2 - 71 Tristate Analogue Input 30 Transmission Filter Switch 2
CCU3J2 - 72 Tristate Analogue Input 31 Hydraulic Tank Pressure Switch
CCU3J2 - 73 Resistive Analogue Input 12 Wet Disk Tank Level Sensor
CCU3J2 - 76 Resistive Analogue Input 15 NTC Sensor 2
CCU3J2 - 77 Resistive Analogue Input 16 NTC Sensor 1

5V Return from:
• Left Height Position Sensor
CCU3J2 - 78 Sensor Return 2 • Right Height Position Sensor
• Steering Wheel Angle 2
CCU3J2 - 79 Sensor Return 3 Bin Position Sensor 5V Return

5V Return from:
CCU3J2 - 80 Sensor Return 4 • Steering Wheel Angle 1
• Aircon Sensor Return
CCU3J2 - 81 Sinking Driver 4 EMP Fan
CCU3J2 - 82 Voltage Analogue Input 1 Pneumatic System Pressure
CCU3J2 - 83 Voltage Analogue Input 4 Hyd Brake Pressure 1
CCU3J2 - 84 Voltage Analogue Input 5 Hyd Brake Pressure 2
CCU3J2 - 85 Voltage Analogue Input 6 Steering Wheel Angle 1
CCU3J2 - 86 Voltage Analogue Input 7 Steering Wheel Angle 2
CCU3J2 - 87 Voltage Analogue Input 8 Right Height Position Sensor - Front
CCU3J2 - 88 Voltage Analogue Input 9 Left Height Position Sensor - Front
CCU3J2 - 89 Voltage Analogue Input 10 Artic Angle Position Sensor
CCU3J2 - 90 Voltage Analogue Input 11 Brake Caliper Pressure 1
CCU3J2 - 91 Voltage Analogue Input 12 Brake Caliper Pressure 2
CCU3J2 - 92 Voltage Analogue Input 13 Hydraulic Suspension Accumulator 1(OEU-J2-F1)
CCU3J2 - 93 Voltage Analogue Input 14 System Hydraulic Pressure 2
CCU3J2 - 94 Voltage Analogue Input 15 Right Height Position Sensor - Rear
CCU3J2 - 95 Voltage Analogue Input 16 Left Height Position Sensor - Rear

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

CCU3J2 - 96 Voltage Analogue Input 17 Bin Cylinder Pressure Sensor
CCU3J2 - 97 Voltage Analogue Input 18 Brake Pedal Position 1
CCU3J2 - 98 On/Off Driver CF 31 Right Strut Down
CCU3J2 - 99 On/Off Driver CF 46 Drop Box High-Low Range Drive
CCU3J2 - 100 On/Off Driver CF 47 Rear Beacon Light
CCU3J2 - 101 On/Off Driver CF 48 Drop Box High-Low Range Reverse
CCU3J2 - 102 Constant Current Driver Pair + Bin Down Solenoid

CCU3J2 - 103 Constant Current Driver Pair + Bin Up Solenoid
CCU3J2 - 104 Constant Current Driver Pair + Steering Valve Right
CCU3J2 - 105 Voltage Analogue Input 19 Brake Pedal Position 2
CCU3J2 - 106 On/Off Driver CF 52 Drop Box High-Low Range Neutral
CCU3J2 - 107 On/Off Driver 6A CF 5 Reverse Output
CCU3J2 - 108 On/Off Driver 6A CF 7 Front Wiper Low Speed
CCU3J2 - 109 On/Off Driver 6A CF 11

CCU3J2 - 110 On/Off Driver 6A CF 12 Aircon Low
CCU3J2 - 111 On/Off Driver 6A CF 13 Aircon Med
CCU3J2 - 112 On/Off Driver 6A CF 15
CCU3J2 - 113 Constant Current Driver Pair + Steering Valve Left
CCU3J2 - 114
CCU3J2 - 115
CCU3J2 - 116
CCU3J2 - 117
CCU3J2 - 118

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Memory Module Plug 15 - Pin Configuration
PIN INPUT/OUTPUT
RANGE FUNCTION
NUMBER TYPE
MM15 -1 GN/WH 0,75 USB COMMUNICATION PORT
MM15 -2 RD/YL 0,75 5V USB COMMUNICATION PORT
MM15 -3 GREEN 0,75 1,5 - 2,5V CAN LOW
MM15 -4 WH 0,75 USB COMMUNICATION PORT
MM15 -5 BK/WH 0,75 USB COMMUNICATION PORT
MM15 -6 YL 0,75 2,5 - 3,5V CAN HIGH
MM15 -9 RD 1,5 ±24V (FUSE36) IGNITION SUPPLY
MM15 -13 BK 1,5 GROUND (FUSE 4) SIGNAL
MM15 -14 GN 1,5 ±24V (FUSE 3) BATTERY POWER SUPPLY

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Memory Module Plug 21 - Pin Configuration
PIN
WIRE COLOUR RANGE FUNCTION
NUMBER
MM21-1 YL/RD 0,75 24V/100ms ZERO OFFSET GRAB SIGNAL
MM21-2 PK/GY 0,75 ±2,5V PWM WBL STRAIN GAUGE INPUT
MM21-3 PK 0,75 ±2,5V PWM WBR STRAIN GAUGE INPUT
MM21-4 WH/GY 0,75 24V LOAD LIGHT RED
MM21-5 GY/WH 0,75 ±2,5V PWM MID STRAIN GAUGE INPUT
MM21-7 WH/GN 0,75 24V LOAD LIGHT GREEN
MM21-8 RD/GN 0,75 0-5V INCLINOMETER X
MM21-9 BL/GN 0,75 0-5V INCLINOMETER Y
MM21-10 WH/BL 0,75 ±24V LOAD LIGHT YELLOW
MM21-11 BN/BL 0,75 0-5V INCLINOMETER Z
MM21-12 GY/OR 0,75 0-5V TILT WBL
MM21-15 BN/WH 0,75 0-5V TILT WBR
MM21-16 RD 2,5 0-36V (FUSE 37) IGNITION POWER SUPPLY VP
MM21-19 RD 2,5 0-36V (FUSE 37) IGNITION POWER SUPPLY VP

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CPC4 Connector ST1

CONNECTOR 1
CPC4
CPC4 Shortcut
PIN TYPE FUNCTION DESCRIPTION
ADM3 Shortcut
ADM3
Switch to ground, normally open, sets

speed ratio, if closed Values of parameter
13/01:
0 = disable,
1/01 Misc.(e. g. Dual DI_FLEX_01
DI Speed Axle) 1 = enable Dual Speed Axle,
15/02 HA
2 = enable transmission retarder input,
3 = clutch switch,
4 = Evobus Cruise Control Lever Quit signal
Switch to ground,
switch closed if park brake is engaged.
1/02 DI_FLEX_02
DI Park brake interlock Values of parameter 13/02:
21/16 FSBE
0 = disable,
1 = enable park brake interlock
PWM throttle signal, path 1, e.g. AB-Elektro-

FFG1 Signal
nik pedal terminal 2/9
1/03 SFP_05
PI
21/12 idle validation switch 2 GAS1
e.g. Williams pedal terminal D
(throttle active)
PWM
pedal ground, e.g. AB-Elektronik pedal ter-
minal 1/9 and 3/9 or analog pedal ground, e.
1/04 g. Williams pedal terminal B.
Ground throttle pedal DO_LP_LS_02
SUP analog or PWM Values of parameter 35/01:
21/14 FP-
0 = disabled,
1 = ground, idle validation switches / analog
accelerator pedal
usage of Output DoLpLs01

Values of parameter 35/02:
Misc.(e. g.Air Filter 0 = disabled,

1/05 DO DO_LP_LS_01
Lamp) 1 = ground, idle validation switch,
2 = DPF regeneration lamp,
3 = Air filter lamp
PWM throttle signal, path 2, e.g. AB-Elektro-

FFG2 Signal SFP_06
1/06 nik pedal terminal 4/9
PI
21/13 GAS_2
Idle validation switch 1 e.g. Williams pedal terminal E

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 1
CPC4
CPC4 Shortcut
ADM3 Shortcut
ADM3
(throttle active)
Sensor voltage proportional to pedal

FFG2 Power Supply position
1/07 SFP_08 e.g. input of Williams pedal terminal A.
AI
21/11 AFPS
Throttle pedal signal Power supply for PWM pedal,
analog e.g. AB-Elektronik pedal terminal 2/9
FFG1 Power Supply Configurable high side output,

Values of parameter :
1/08
0 = disabled
15/05
(PWM) SUP/ OUT SFP_07 1 = Power supply PWM accelerator pedal
Throttle pedal signal (AB
21/09 analog
(analog) Elektronik terminal 6/9),
2 = analog pedal, e.g. Williams pedal term.
C
Low side output, for engine speed gauge

(signal definition for speed gauges driven by
1/09 FPO_02 generator terminal W, ratio configurable)
OUT Engine speed Values of parameter 09/01:
12/06 N_MOT
0 = disabled,
1 = engine speed
Switch to ground, normally open, stops en-

gine, if closed
1/10 Misc.(e. g. Enable DI_FLEX_20
DI 0 = disable,
12/11 Auxiliary Shutdown) STOP_EXT
1 = enable aux shutdown,
2 = reserved (FUSO Accelerator switch),
3 = Evobus retarder lever stage0
Switch to ground, normally open, During ac-

tive input the LIM0 limitations are effective.
1/11 DI_FLEX_08
DI Misc.(e. g. LIM0) 0 = disable,
18/11 LIM0
1 = LIM0,
2 = PTO (old style, adjustable via
cdi_p_Ptocc.SpeedSelMod_u8)

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 1
CPC4
CPC4 Shortcut
ADM3 Shortcut
ADM3
1/12 Cruise control (Set / DI_FLEX_03 Push-button, normally open, for cruise con-
DI
18/04 Coast Enable CC trol „set and decelerate“
MI-Lamp
0 = disabled,
1/13 OUT Misc.(e. g. MIL Lamp) DO_LP_FLEX_01
1 = MIL lamp
2 = Urea Low Lamp
3 = Coolant temperature lamp
1/14 DI_FLEX_04 Switch to ground, normally open, enables

DI Cruise Control enable
18/06 CC_EIN cruise control, if closed
Switch to ground, normally open, disables

automatic engine shut down, if engine shut-
down is enabled
1/15 Shutdown / Tier4 DI_FLEX_05 Values of parameter 13/04:
DI
18/13 Inducement Override MABSCH_SP 0 = disable,
1 = Shutdown / TIER4 Inducement override,
2 = CC-cancel
1/16 Cruise Control CC+ DI_FLEX_06 Push-button, normally open, for cruise con-
DI (Resume/ Accel
18/05 CC+ trol „resume and accelerate“
Enable)

accelerator pedal and remote pedal, if
closed
1/17 Misc. (e. g. Throttle DI_FLEX_07 Values of parameter 13/05:
DI
18/16 Inhibit) FP_SP 0 = disable,
1 = throttle inhibit,
1/18 SFP_01 Switch to battery voltage, normally open,

PI Run Start, terminal 50
12/01 Kl. 50 activates starter, if closed
OUT = output I/O = input/output (bidirectional)
DI = digital input AI = analog input
PI = pulse input

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CPC4 Connector ST2

CONNECTOR 2
CPC4
PIN CPC4 Shortcut
TYPE FUNCTION DESCRIPTION
ADM3 ADM3 Shortcut
PIN
2/01
SUP Main Battery Voltage Kl. 30 Supply voltage (12V/24V)
21/01
2/02
SUP Main Battery Ground Kl. 31 Battery ground
21/03
2/03 Ignition (Switched

SUP Kl. 15 Ignition switch (terminal 15)
21/02 Battery)
2/04
OUT LIN_1 LIN_1 LIN communication line
12/02
2/05
I/O SAE 1708, A J1708A J1708 communication line A
21/17
2/06
I/O SAE 1708, B J1708B J1708 communication line B
21/18
2/07 Service Brake DI_FLEX_15 Switch to ground, switch closed if service

DI
21/15 Release BRE brake pedal is released.

accelerator pedal and enables remote ped-
al, if closed
2/08 Misc. (e. g. Remote DI_FLEX_16
DI 0 = disable,
18/07 Throttle FG_WAHL
1 = Remote-Throttle enable,
2 = Fast Engine Heat Up Switch,
2/09 DI_FLEX_09 Switch to ground, normally open, input to

DI Remote PTO
18/10 PTO activate remote PTO control
Output active if faults active, e.g. oil pres-

sure too low or ECU detects external input
and output faults. If output is active while en-
2/10 DO_LP_FLEX_03 gine is running, shut down engine immedi-
Check engine lamp ately and initiate maintenance respectively
OUT (yellow)
21/06 LA_ADM an error diagnosis as soon as possible.
0 = disabled,

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 2
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
1 = check engine lamp yellow

tive input the LIM1 limitations are effective.
2/11 DI_FLEX_10 Values of parameter 13/65:

DI Misc. (e. g. Limiter 1)
18/12 LIM1 0 = disable,
1 = Limiter1,
2 = RemAP IVS1

2/12 DI_FLEX_11 tive input the LIM2 limitations are effective
DI Limiter 2 (e.g. increased idle speed for air
18/14 KLIMA
conditioner).
Switch to ground, normally open, activates

fan, if closed
Misc. (e. g. Fan 0 = disable,
2/13 DI_FLEX_12
DI Control
18/15 LUEFTER 1 = Fan Control Override,
Override)
2 = EvoBus retarder Lever Stage 2 input,
3 = Rockout Mode
4 = RemAP IVS2
Engine brake input switches DI_FLEX_13

and DI_FLEX_14: switch to ground, nor-
2/14 Misc. (e. g. Engine DI_FLEX_13
DI mally open, Configuration DiFlex13 (param-
18/08 Brake MBR_L eter 13/09):
0 = disable,
1 = Engine Brake Low,

2 = Evobus retarder lever stage1 input,
3 = CC hysteresis low
4 = RemAP IVS1
Configuration DiFlex14 (parameter 13/10):
2/15 Misc. (e. g. Engine DI_FLEX_14
DI 0 = disable,
18/09 Brake MBR_H
1 = engine brake medium,
2 = Evobus retarder lever stage2 input,
3 = CC hysteresis high
4 = RemAP IVS2
DiFlex 13 and 14 calibrated to ‘1’:

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 2
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
2/16 SAE J1939 CAN Low VCAN_L

I/O SAE J1939 vehicle CAN low line
21/21 (Vehicle CAN) 1939_L
2/17 VCAN_GND
I/O CAN HF ground SAE J1939 HF ground
21/20 1939_GND
2/18 SAE J1939 CAN High VCAN_H

I/O SAE 1939 vehicle CAN high line
21/19 (Vehicle CAN) 1939_H
PI = pulse input

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CPC4 Connector ST3

CONNECTOR 3
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
Analog differential pressure sensor for air fil-

ter load
3/01 AI_01
AI Air Filter Sensor 0 = disabled,
15/08 LF_SE
1 = air filter restriction sensor,
2 = OI Thermostat input,
3 = FUSO Idle Volume sensor input
Ground for remote throttle, ambient air tem-

perature and coolant level sensor
3/02 SUP Sensor Ground AGND Values of parameter 35/05:

0 = disabled,
1 = ground, analog sensors
3/03 power supply remote SUP_5V Supply voltage for remote throttle and air
SUP throttle, air filter
18/17 HFG+ cleaner sensor.
sensor
Output voltage of sensor is proportional to

the remote pedal position.
3/04 AI_02 Values of parameter 13/63:

Remote Throttle
AI
18/18 Sensor HFGS 0 = no sensor,
1 = Remote throttle sensor,
2 = Expansion tank pressure sensor
Configuration of Analog Ouput/Input Pin

AO_01
0 = disabled,
1 = oil pressure lamp,
3/05 Misc. (e. g. Oil AO_01
OUT 2 = 5 bar oil pressure cluster,
12/03 Pressure P_OEL
3 = 10 bar oil pressure cluster,
4 = fuel filter sensor
5 = CC Limiter active lamp,
6 = CC Limiter active lamp with ECE R89,
7 = CC Limiter lamp ECE R89 only

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 3
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
Configuration of Analog Output/Input Pin

AO_02
3/06 Misc. (e. g. Coolant AO_02 Values of parameter 09/04:

OUT
12/04 Temperature Lamp) T_MOT 0 = disabled,
1 = coolant temperature lamp,
2 = coolant temperature cluster
Usage of Output DoHpFlex01 Values of pa-

rameter 35/06:
0 = disabled,
1 = decompression valve,
2 = grid heater,
Misc. (e. g. Service
3/07
OUT Brake DO_HP_FLEX_01 3 = not used,
15/10 Request Lamp) 4 = extent tank pressure control valve 1,
5 = Service brake request lamp,
6 = Urea Low Lamp,
7 = Tier4 DEF lamp,
8 = EU6 Inducement lamp,
Usage of Output DoHpFlex02

0 = disabled,
1 = exhaust brake only,
2 = exhaust and decompression brake via
single valve,
3 = not used,
3/08 Misc. (e. g. CC Limiter 4 = not used,

OUT DO_HP_FLEX_02
15/06 Active 5 = not used,
6 = not used,
7 = expansion tank pressure control valve 2,
8 = CC Limiter active lamp,
9 = CC Limiter active lamp with ECE R89,
10 = CC Limiter lamp ECE R89 only,
11 = Tier4 Limitation active lamp,
12 = EU6 Limitation active lamp

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 3
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
Configurable low side output

0 = disabled,
1 = grid heater hardwired,
2 = not used,
3 = engine brake active lamp,
Misc. (e. g. Engine 4 = engine brake valves ground,

3/09 Brake DO_HP_LS_01
OUT 5 = FUSO engine brake active lamp,
15/09 State Lamp) REL2
6 = Water in Fuel Indicator,
7 = extent tank pressure control valve
ground,
8 = Urea Low Lamp,
9 = Tier4 DEF lamp
10 = EU6 Inducement lamp,
11 = engine brake state lamp

0 = disabled
1 = air filter lamp
2 = not used
3/10 Misc.(e. g. TIER4 DEF DO_LP_FLEX_02
OUT 3 = not used
21/08 Lamp) LA_LUFT
4 = not used
5 = FUSO retarder control 1
6 = Urea Low Lamp
7 = Tier4 DEF lamp
8 = EU6 Inducement lamp
Analog input for coolant level sensor

3/11 SFP_14 0 = disable,

Low Coolant Level
AI
15/07 Sensor KW_SE 1 = dual level probe sensor (IMO_AC-
TROS), fix threshold evaluation,
2 = single level probe sensor (Rusty Nail),
temperature dependent evaluation,

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 3
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
3 = dual level float sensor (FTL), fix thresh-

old evaluation,
4 = single level probe sensor (Rusty Nail),
fix threshold evaluation
5 = dual level probe sensor (IMO_SFTP), fix
threshold evaluation

0 = disabled,
1 = oil level lamp,
2 = not used,
3 = oil pressure low lamp,
4 = cruise / PTO active lamp,
3/12 Misc.(e. g. Oil Level DO_LP_FLEX_04 5 = Fuso retarder control 2,

OUT Lamp)
21/04 LA_OELST 6 = battery voltage low lamp,
7 = Fuel Filter Restriction Lamp,
8 = Rock Out Mode
Output active if oil level too low. Feature on-
ly available if oil level sensing enabled. If
output is active while engine is running, shut
down engine immediately and initiate main-
tenance respectively an error diagnosis as
soon as possible.
Vehicle speed input for tachometer or signal

C3/B7
3/13 Vehicle Speed (C3/ SFP_09 0 = no sensor,

PI
15/03 B7) C3/B7 1 = C3 sensor,
3 = J1939 ETC1
The use of calibration ‘0’ (no sensor) is only
permitted for Off-Highway applications!
tachometer sensor Not used (Ground for tachometer speed

3/14 SUP ground VGND input)
Analog input for ambient air temperature

sensor.
Ambient Air Values of parameter 31/01:
3/15 AI SFP_13
Temperature
0 = not available,
1 = hardwired,

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 3
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
2 = J1939 PGN 65269,

3 = J1587,
4 = PTCAN

0 = disabled,
1 = stop engine lamp red,
3/16 Misc.(e. g. SEL (Stop DO_LP_FLEX_05
2 = Buzzer
OUT
21/05 Engine LA_STOP
Output active if major faults active, e.g. oil
pressure very low. If output is active while
engine is running, shut down engine imme-
diately and initiate maintenance respectively
an error diagnosis as soon as possible.

0 = disabled,
1 = enable starter lockout,
2 = enable kick down output,
3 = not used,
3/17 Misc. (e. g. Enable DO_HP_LS_04 4 = optimized idle alarm,
OUT Starter Lockout)
15/12 REL1 5 = split valve 2,
6 = starter lockout and AGS2 run signal /
starter lockout,
7 = engine brake disabled for over speed,
8= battery voltage low lamp,
9 = coolant level low lamp
10 = PTO1valve2
Configurable input, switch to ground, nor-

mally open
0 = disable,
3/18 Misc. (e. g. Enable DI_FLEX_22
DI 1 = enable ABS input,
12/09 ABS DSF1
2 = enable retarder input,
3 = enable tempo set,
4 = enable grid heater detection,
5 = switchable torque demand,

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 3
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
6 = drive on super structure,

7 = throttle inhibit super structure,
8 = split select,
9 = FUSO Engine brake stage 2 cancel
Switch,
10 = DPF inhibt switch
11 = PTO2stat,
12 = Engine shutdown/ Tier4 inducement
override
3/19 PTCAN_L
I/O Powertrain CAN low Powertrain CAN low line
15/15 MCAN_L
3/20 Powertrain CAN PTCAN _GND

I/O Powertrain CAN (HF-ground)
15/14 ground MCAN_GND
3/21 PTCAN _H
I/O Powertrain CAN high Powertrain CAN high line
15/13 MCAN_H
PI = pulse input

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CPC4 Connector ST4

CONNECTOR 4
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
Configuration of low side output.

4/01 OUT Buzzer DO_LP_LS_03
0 = disabled
1 = Buzzer
Configuration of low side output.

0 = disabled
Misc.(e. g. CC Limiter 1 = CC Limiter active lamp

4/02 OUT DO_LP_LS_04
Active 2 = CC Limiter active lamp with ECE R89
3 = CC Limiter active lamp ECE R89 only
4 = Tier4 Limitation active lamp
5 = EU6 Limitation active lamp
Switch to ground, normally open.

4/03 DI D+ DI_FLEX_26
0 = disabled
1 = D+ signal
Transmission Shaft SFP11, Pin 4/4, also see Parameter 56/01.

Speed
0 = disabled
Transmission Input Speed Sensor
4/04 SFP_11
PI Configuration.
12/12 Kl. W Values of parameter 56/01:
KL. W
0 = disabled
1 = Transmission Shaft Speed Sensor
2 = KL_W
Transmission shaft speed sensor ground.

Transmission Shaft Values of parameter 13/15:
4/05 SFP_12
SUP Speed
0 = disable
15/04 VSS_GND
Sensor Ground
1 = Transmission Shaft Speed Sensor
Ground
4/06 Misc.(e. g. Battery DO_LP_FLEX_06 Output active while preheating phase. Lamp
OUT Charge Indicator) is off when engine start is enabled.
21/07 LA_GRID

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 4
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN

0 = disabled
1 = grid heater lamp
2 = accelerator pedal idle position
3 = run signal/starter lockout
4 = Battery Charge Indicator
5 = Maneuver Mode
6 = Service brake request lamp
Configurable low side output.

0 = disabled
1 = accelerator pedal kick down
2 = actual torque
3 = road speed
4 = engine speed
5 = coolant temperature
6 = pedal torque
4/07 Misc. (e. g. Accelera- DO_HP_LS_02
OUT tion Pedal Kickdown) 7 = boost air temperature
18/01 REL4
8 = oil pressure (threshold)
9 = coolant temperature (Eng. Controller
threshold)
10 = vehicle power shutdown / ignition relay
11 = optimized idle ACC bus (ignition relay)
12 = split valve 1
13 = High Exhaust Temperature Lamp
14 = Aux-Relay
15 = PTO2 valve 2
Switch to ground, switch open if clutch is

depressed.
4/08 DI_FLEX_23
DI Clutch Released Values of parameter 13/16:
18/02 KUP1
0 = disable
1 = clutch switch
4/09 Misc. (e. g. DO_HP_LS_03 Configurable low side output of the actual
OUT
15/11 Acceleration REL3 value comparator 3 (IWK3).

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 4
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN

0 = disabled
1 = accelerator pedal idle position
2 = actual torque
3 = road speed
4 = engine speed
5 = coolant temperature
6 = pedal torque
7 = boost air temperature
Pedal Idle Position) 8 = oil pressure (threshold)

9 = coolant temperature (Eng. Controller
threshold)
10 = optimized idle active lamp
11 = deceleration lamp
12 = not used
13 = WIF-Lamp
14 = cruise / PTO active lamp
15 = Check Transmission Lamp
17 = PTO1 valve 1
Usage of Output DoHpFlex03

0 = disabled
1 = not used
2 = not used
Misc. (e. g. Engine 3 = Vehicle Power Shutdown / Ignition

4/10 DO DO_HP_FLEX_03
Brake Relay
4 = engine brake active lamp
6 = PTO2 valve 1
7 = high exhaust temp lamp
8 = engine brake state lamp
Configuration FPO_04
4/11 FPO Misc (e. g. KL_W) FPO_04

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 4
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
0 = disabled
1 = Remote Throttle
2 = Kl. W (Klemme W)
Configurable output for actual values.

0 = disabled
1 = throttle torque 10%..90%
2 = difference torque
4/12 Actual Value Output FPO_01
OUT (Misc.) 4 = actual torque
12/05 IWA
5 = load torque (no idle torque for automatic
transmission)
6 = road speed
7 = demand speed
8 = demand speed CC+
9 = Urea Tank Level 10..90%
Configurable input, switch to battery volt-

age, normally open
0 = disable
1 = enable ABS input
2 = enable transmission retarder input
3 = enable tempo set
4 = enable grid heater detection
4/13 Misc. (e. g. Enable DI_FLEX_19
DI 5 = switchable torque demand
12/10 ABS DSF0
6 = drive on super structure
7 = throttle inhibit super structure
8 = split select
9 = FUSO Engine brake stage 2 cancel
switch
10 = DPF inhibit switch
11 = Engine shutdown / Tier4 Inducement
override

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 4
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
Analog input three configuration, AI_03

Dual Channel Analog
0 = no sensor
4/14 AI Throttle, Channel 2 AI_03
Signal 1 = Dual channel analog throttle, channel 2
signal
2 = Expansion tank pressure sensor
Configurable output for actual values.

0 = disabled
2 = difference torque
Actual Value Output 4 = actual torque
4/15 OUT FPO_03
(Misc.)
5 = load torque (no idle torque for automatic
transmission)
6 = road speed,
7 = demand speed,
8 = demand speed CC+,
9 = Urea Tank Level 10..90%,
10 = FUSO Accelerator PWM output
4/16 DI_FLEX_17 Switch to ground, normally open, closed if

DI Neutral Switch transmission is in neutral position, disables
15/01 NE engine start, if open

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CONNECTOR 4
CPC4
PIN CPC4 Shortcut
ADM3 ADM3 Shortcut
PIN
Configurable input, switch to ground,

normally.
4/17 DI_FLEX_21
DI Clutch2 0 = disable
12/07 DSF2
1 = 2 Clutch Switch
2 = DPF regeneration switch
3 = PTO1 stat
Switch to ground, normally open.

If switch is closed: indicates opened engine
hood. Engine start via terminal 50 or J1939
ESS is locked.
0 = disable
1 = enable crank inhibit
Misc. (e. g. Enable
4/18 DI_FLEX_18
DI Crank 2 = enable engine hood
12/08 MOKL
Inhibit) 3 = not used
4 = RPM Freeze
5 = Engine Brake Disable
6 = Fast Engine Heat Up Switch
7 = Service-Brace active
8 = Driver Requests Engine Brake Lookout
9 = Maneuver Mode
PI = pulse input

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Sealed Display Controller (SDC) Inputs and Outputs

The Sealed Display Controller allows the operator / service personal to navigate thought the different
screens and to select and change options.
The Colour Display Unit (CDU) should display the driver screen at all times.
A - Left (Soft Button)

1 It is used to scroll DOWN between pages on the different 5 E - Switch between Drive Screen and Menu Screen.
menus.
B - Centre (Soft Button)
Press and hold button for 5 seconds to access Service
2 Mode. 6 Enter / Select Button.
It is also used to switch between the Diagnostic Menu and
Machine Configuration Menu.
C - Right (Soft Button) Toggle device (rotates left or right).

3 It is used to scroll UP between pages on the different 7 This is used to increase or decrease values.
menus. It is also used to scroll through different sub-menus.
4 D - Escape / Back Button.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
SSM Inputs and Outputs
1 Ignition On / Engine Start Button 13 Transmission Retarder/ Speed Control Button
2 Ignition Off / Engine Stop Button 14 Front Wiper Control button
3 Hazard Button 15 Working Light Button
4 Park Brake Button 16 Head Light button
5 Gear Hold Button 17 Electric Mirror Defrost Button
6 Drive Button 18 Beacon Light Button
7 Neutral Button 19 Climate Control Button

8 Reverse Button 20 Air Direction Button
9 Diff Lock Button 21 Air Conditioner Button
10 Bin Up Button 22 Air Recirculation Button
11 Bin Down Button 23 Blower Fan Speed Button
12 I-tip Button

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Sealed Switch Module (SSM) Theory of from the SSM is received. Any time the switch is
Operation pressed on the SSM and the LED does not come
ON, that will mean that the CCU does not recognise
The SSM is an input device that receives operator
the input from that switch. The reason could either
requests through momentary solid state switches.
be that parameters are not met to activate the re-
The SSM broadcasts the switch selection on the
quested output or it may be that the option may not
Bell CAN data line to the CCU. The SSM receives
be enabled or supported.
battery power from Pin 1 as soon as the Isolator is
turned ON. The SSM will go through the switch self- Some switches can operate more than one func-
test when the ignition button is pressed to turn the tion. That switch will have to be pressed as per
ignition ON. number of LED’s to access other functions allo-
cated to it.
All the switches are equipped with indicative LED’s.
The CCU uses the LED’s to confirm that the signal
No. Name Associated Output Functional Description
First press, the SSM will supply power to the ignition solenoid via pin 3
energising it to power stud 2 of the machine electrical system. During
that time the SSM will go through a self-test process flashing up all the
LED’s on the switches.
As soon as the main controller CCU3 wakes up, it sends a signal back
SSM-1 to the SSM to turn the LED’s on the switches restoring the functions as
per previous ignition cycle.
Example: if the headlights were ON before the machine was switched

off, during the re-ignition the headlights SSM switch will retain its LED’s
ON the switch. This information is kept on the non-volatile memory of
the CCU..
There is a start option and if all the parameters are met the starting
Ignition On / Engine process will begin.
Start
If the ignition is on for 5 To start you may need to enter a security code. Press the button again
min with no activity on the and the SSM will send a CAN request for the engine to start. The en-
1 CDU or SSM, then the gine will crank automatically. The automatic crank will turn off after 15
pop-up "battery saving" seconds if the engine does not start. If the button is held down for more
will flash and if it contin- than 2 seconds or more, the engine will crank for the duration that you
ues for further 5 min then hold the button down. If the button is held for a second, then the engine
the CDU will hibernate. will crank automatically.
Starter Motor Protection

MCM 21
1. If the engine cranks at an engine RPM higher than 200RPM, then
the engine will crank for 15 seconds before cooling down for 5
seconds.
2. If the engine cranks at an engine RPM less than or equal to
200RPM, then the engine will crank for only 4 seconds before cool-
ing down for 5 seconds.
3. On the 3rd failed crank, the cool down period extends to 2 minutes
after which the afore-mentioned cycle will repeat.
4. In all cases, there is a popup on the display indicating how many
seconds remain during the cool down period.
If button is pressed while ignition is on, the SSM sends the CAN mes-
sage to the CCU requesting ignition to shutdown, then the power will be
Ignition Off / Engine
eliminated on Pin 3 of the SSM switching ignition OFF. The SSM cuts
Stop
power supply to ignition solenoid. In the event that the CDU was on
If the ignition is on for 5
Service mode with engine running, pressing the Stop button result into
min with no activity on the
Prevent start options if the SSM sending CAN message to the CCU requesting shutdown. The
2 CDU or SSM, then the
enabled CCU will then command engine shutdown and command the SSM to
pop-up "battery saving"
keep ignition ON.
will flash and if it contin-
ues for further 5 min then If this button is pressed once while engine is running, then the machine
the CDU will hibernate. will go into shutdown mode. This includes placing the transmission in
neutral, applying the park brake and going into turbo-spin mode. If you

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
press and hold this button, then the turbo-spin down mode will be over-
ridden and the machine will shut down immediately.
A critical fault code will be logged. If the machine is in motion and this
button is pressed, then the machine will proceed to slow down and
when the machine is slow enough, the park brake will be applied and
the machine will go into shutdown mode. If service mode is activated
and the engine is running and the button is pressed, then the machine
will go into shutdown mode but only the engine will be shutdown.
SCR Purging count down is 255 sec (Standard).
SCR Purging count down is 60 sec (Tier 4).
When the machine is off and the SSM hazard button is pressed, then
the SSM will give a 24V output to the CCU to request hazards.
Hazard NOTE
J1-12
3 CCU3 J1-60 is an Input
J1-11 Main Isolator switch must be ON.
from SSM
When machine is on/engine is running, then the SSM will send a CAN
request to the CCU for hazards.
If machine is on and this button is pressed, nothing will happen. There

are 2 ways to deactivate the park brake:
1. If pressed while engine is running, the LED on the SSM will switch
Park Brake off but the light on the CDU remains on, apply gear and apply ac-
If the park brake switch is celerator and the park brake will deactivate.
4 pressed during driving, J2-29 2. Alternatively, while engine is running, select a gear and then press
then the park brake will
the park brake button.
apply immediately
The Park Brake will only release if the brake accumulator pressure is
above 125 Bar.
The Park Brake will not release if CDU is on Hydraulic Pump Mode.
This function is used to ascend and descend steep inclines. When

5 Gear Hold TCU pressed, the TCU will prevent up shift of transmission in any applied
gear but it will allow down shifting.
When Drive is pressed the TCU will engage drive moving forward. If the
button is pressed more than one second (2nd LED coming ON), the ma-
6 Drive TCU
chine will switch into manual mode where by transmission will shift
manually up by pressing “D” and shift down by pressing “R”.
If pressed and the transmission output is less than 300rpm, then the
park brake will automatically apply. If Neutral is requested and the ma-
chine is at speed, then the machine will slow down by taking away the
7 Neutral TCU
accelerator, applying the retarder, change gears down and when the
transmission output is less than 300rpm, the park brake will automati-
cally apply.
Select Reverse and machine will Reverse. If the machine is moving for-
ward at speeds more than 5km/h then the machine will change down 1
8 Reverse TCU
gear. If the machine is traveling less than 5km/h, then the machine will
slow down and apply Reverse.
When pressed for less than 0,5 seconds, Inter Axle Diff Lock will be ap-
Inter Axle Diff Lock
J1-17 plied. This will remain on until driver switches it off. Otherwise the ma-
(IDL)
chine is equipped with ATC.
If the SSM CTD/INTER AXLE LED status changes from OFF to ON,
9 then the output must be ON for 30 seconds, then the output must be
switched off, and the SSM CTD/INTER AXLE LED status must be
CTD J2-7
switched OFF. If the SSM CTD/INTER AXLE button is pressed while
the CTD LED status is ON, then the timer is reset and the output must
be ON for a further 30 seconds.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
To lift the bin, press and hold button unless drive line assist is active.
Bin Up Then once pressed the button will latch and bin will lift to set maximum.
10 J2-103/36
If pressed for the second time then the bin will stop moving.
Bin Down When the switch is pressed it latches and the bin will lower down to 0%
11 (Reduction of RPM) J2-102/37
when all electronic requirements are met.
Normally, soft stop will be active. In this mode, when the bin up button
is pressed and the bin is moving upward, the bin will slowly come to a
stop within 3%. If soft stop is active, and a dynamic end stop is ap-
proached, the bin will begin to slow down 3% from the dynamic end
stop and then come to a complete stop at the dynamic end stop.
Hard Stops
J2-103/36 To activate hard stops the SSM is used. Once hard stops are active,
(I-tip Button)
the bin will stop suddenly if requested. This is achieved by cutting the
current to the relevant solenoid. If approaching a dynamic end stop, the
current to the bin up solenoid will be cut 0.8% from the dynamic end to
allow for momentum. Hard stops are also active when driving and lifting
the bin. This is done to ensure that the relevant gear limit for the bin is
not exceeded.
For driveline assist to function the following conditions needs to be met:
• This function needs to be selected via the SSM.

• The analogue data acquisition system (on the CCU3) needs to be
ready.
• The bin angle signal needs to be valid.
• The bin must not be disabled (option). The actual gear must be 2nd or
12 lower (incl. reverse).
• The Bin Up button must be in the latched position.
I-Tip Drive Line Assist J2-103/36 and J2-29
(I-tip Button) TCU • If the bin position is not at its dynamic end stop.
CPC4 / MCM
If this criteria is met then:
The accelerator pedal is set to 100%.
THEN the transmission will be placed into Neutral.
Only when the output shaft speed goes below 275 rpm will the park
brake be applied.
Only when all these parameters are met - CCU3 will energize the out-
put for bin up solenoid until the bin achieves its dynamic stop or the bin
cylinder protection feature will cause the de-energizing of the output.
This function is only active if it is first enabled via the CDU ( service
mode). Then press and hold button so all three LED lights are on. This
Load Spreading will allow the machine to drive and select to a maximum 4th gear while
J2-103/36
the bin is being lifted. The machine will move at a controlled speed
(I-tip Button) TCU
which is pre-determined by the spread rate setting on the CDU. This will
then allow the even spreading of the load as the machine moves
forward.
Depending on how many SSM LED lights are on, the CCU will apply
Brake Retarder CCU
the retarder accordingly.
13
Press and hold any of the 2 retarder buttons and speed 1 or speed 2
Speed Control TCU to CCU to CPC are activated and can be adjusted.
Wiper and Washer Press and hold then the window washer and the slow wiper speed are
J2-8, J1-78, J2-108,
Control activated simultaneously. The wiper will give an extra wipe after the
(Front Wiper) J1-112 & J1-113 washer has stopped.
14
Intermittent Press SSM twice and the intermittent wiper is active continuously. Tim-
(Front Wiper) J1-78 & J2-108
ing can be set on the CDU.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Low Speed Press 3 times and low speed is active continuously.

J1-78, J2-108
(Front Wiper)
High Speed Press 4 times and high speed is active continuously.

J1-78, J1-112 / J1-113
(Front Wiper)
Function must be enabled. Press SSM once and the work lights, if fit-
15 Work Lights J1-119
ted, will be activated.
Head Light / Park Lights J1-13 Press SSM once and Park Lights are activated.
Press SSM twice with 24V Input through steering column switch on J2 -
Dips 61 to activate Driving Lights.
J1-106
(Head Light)
16 Dips are activated by Steering Column Switch in Backward position.
Press SSM twice with 24V Input through steering column switch on J1-
Brights 49 to activate Brights.
J1-98
(Head Light)
Brights are activated by Steering Column Switch in forward position.
17 Electric Mirror Defrost J1-20 & J1-41 Press SSM once to activate mirror heating.
18 Beacon Light J2-27 Press SSM once to activate rotating beacon light.
Increment/decrement of temperature by pressing either of the two

19 Climate Control J1-62/86/87/88/89
buttons.
When SSM pressed, ventilation direction will be cycled through the dif-
20 Air Direction J1-62/87/88/89
ferent outlets.
Fan speed must be active then when this button is pressed, the CCU
21 Air Conditioner J1-62/87/88/89
will power the aircon compressor.
This button will cycle the air circulation flap open or closed. Associated
22 Air Recirculation J1-62/86
output for the compressor J2 - 11.
Blower Fan Speed 1 J2-110 Press SSM once and fan speed 1 is activated.
23 Blower Fan Speed 2 J2-111 Press SSM twice and fan speed 2 is activated.
Blower Fan Speed 3 J1-120 Press SSM tree times and fan speed 3 is activated.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CCU3 Theory of Operation CCU 3 Consist of 3 types of Output drivers (known

as Valve Powers), 3 Amp, 6 Amp and 20 Amp out-
Chassis Control Unit 3 Overview put drivers. These output drivers have got the fol-
lowing features:
The Chassis Control Unit (CCU3) is a 242 pin con-
nector flex box that monitors many of the functions • Short circuit protection
on the machine and provides outputs that control • Current limitation
various devices.
• Overload protection
• Thermal shutdown
• Over-voltage protection
• Fast demagnetization
In addition, the CCU output drivers are software
protected whereby the driver is switched OFF by
the software whenever an abnormal condition ex-
ists. This output drivers (VP) are supplied with
The CCU communicates with the other electronic power through Stud 1 or Stud 2 fuses depending on
devices and control units using the controller area what the driver controls. The CDU provides the fuse
network (CAN) data lines. There are two CAN data status of all output drivers for diagnostic purposes.
lines connected to the CCU: The Bell-Drive train
bridged CAN as well as the third party CAN. The CCU3 provide the common 5V to numerous
sensors via connector J1 pin 81. Common ground
The CCU broadcasts most of the information across is supplied to the most sensors via connector J1 pin
the CAN data line to the Colour Display Unit (CDU), 79 and 80 (Refer to Electrical schematic section 1
where the information is displayed. The CCU and page 12 of the training manual. Other circuits are
CDU shares the End of Line information such as getting isolated 5V supply from the CCU3.
Machine model, Product Identification Number
(PIN), vehicle hour meter as well as software level Should there be any short to any of the mentioned
information. During ignition On, these two control- pins, all the involved sensors will malfunction lead-
lers perform security verification tests on all the in- ing to the CCU generating diagnostic fault code.
formation as mentioned above In the event that one The fault codes are displayed by means of Suspect
of the two controllers has been matched with non- Parameter Number (SPN) and Failure Mode Identi-
corresponding CCU or CDU, the higher hour meter fier (FMI). The SPN represent the component that
value will overwrite the lower hour meter value. The is faulty meanwhile the FMI represent the nature of
machine may still be operated under the above fault on that component. As far as the sensors are
mentioned situation. concern, the CCU will give the out of range descrip-
tion on the fault by any of the following indication
The CCU receives the switch selection information amongst the other:
from the SSM and determines if the input is valid. If
the input is not valid for the machine options avail- • Voltage too high
able or machine state, the input is ignored. If the in- • Voltage too low
put is valid, the appropriate function is activated.
• Erratic
The SSM then receives confirmation that the func-
tion is activated and causes the appropriate LED on The machine fault code list is obtainable from the
the switch button to come on to indicate that the following link.
function has been enabled. https://www.fleetmatic.bellequipment.com/can-
The CCU will then forward a command to the ap- comm/faultcodes.php?show=default
propriate controller via CAN data line for an output The above link will provide updated list of fault
to be active or the CCU will activate a direct output codes.
connected to it. The CCU is equipped with software
protected output drivers. In the event of high inrush
current the output driver will be turned off. The ac-
tion will remain until the input request is recycled.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
CCU Inputs and Outputs

Input/Output Connector Range Associated Inputs Functional Description
Function PIN
The CCU receives power as soon as the isolator
Un-switched power re- is turned on to reserve for battery power process-
Battery Power J1-1 24V Input
lated drivers ing. Machine is inoperable without this power due
to loss of CAN communication.
24V Input on CCU J1-82
If service brake input status is ON, or if any of the
or CPC and energizing of
Brake Light retarders actual torque values is 10%, then this
J1-6 24V Output the brake retarder output
when machine is output must be ON, otherwise this output must be
retarding OFF.
If the Start Signal Input is TRUE switch the output

ON and leave ON until 2 seconds after the Start
Signal Input has been switched off or 400RPM
has been exceeded.
If the brakes are charged then the output will re-

main ON until the brake pressure drops below the
charge band, then the output will be off until the
brakes are fully charged.
There are 2 brake pressure circuits, both with

pressure sensors fitted. If either of these pres-
sures is below 120 Bar, then the accelerator ped-
al is killed, park brake applied and transmission
placed in neutral with a warning of critically low
brake pressure on the CDU. Once the pressure
exceeds 125 Bar, the operator can drive the ve-
hicle as per normal with an audible warning of low
brake pressure.
The brakes will be charged until the upper charge

limit is reached. The brake pressure is constantly
Brake Charge Cut Accumulator Pressure monitored until either circuit pressure drops below
J1-7 24V
Solenoid Sensor CCU a minimum threshold 135 bar. When this thresh-
old is crossed, the brakes are again charged to
the upper threshold of 205 bar and this process is
repeated indefinitely.
However, if the charge time for the brakes ex-

ceeds 2 minutes (indicating a problem on the sys-
tem because the upper limit cannot be reached),
then the machine is again stopped, park brake
applied and transmission placed in neutral. A
warning is generated indicating that the brake
charge system is not working properly.
This situation is reset on ignition cycle or if both

brake circuits exceed the start charge pressure
(in the event. that the "charge problem" was ac-
tually a loose connector that was replaced).
NOTE
The solenoid will stay engaged as long

as the machine is in hydraulic mode.
Ensuring that brakes do not charge.
This is an output signal to the CDU that the door

has been opened.
1. With the isolator ON, as soon as the door is

CDU Wake-Up opened the CCU will send the 24V output to
J1-9 24V CCU3 J1-79 wake the CDU. The CCU will keep the CDU
Signal
in wake-up mode for 2 minutes. If no action is
taking place between the door open/close
cycle or ignition button within the 2 minutes,
then the CCU will set the CDU into

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
background mode for up to 30 seconds.
Should nothing happen within the 30 sec-
onds, the CCU will remove power to the CDU
putting it in hibernate mode for 10 seconds
and taking the power off afterwards.
2. In the event that the ignition button is
pressed, the CCU will see the CDU via CAN,
and then remove the power into the wake-up
supply whereby the ignition supply from stud
2 will take over and turn the screen ON.
3. When the ignition is switched OFF with the
door closed, the CDU engages hibernate
mode for 2 minutes and 10 seconds.
NOTE
CDU hibernate is when the screen is

dark and the green LED illuminates.
The CCU turns the indicator lights ON when the

CDU3 J1-48; Steering switch is pulled to the left control otherwise the
Left Indicator J1-11 0-24V Digital Column Switch Indicator output is OFF. Indicator lights on the CDU will
Control
flash as long as the output is ON.
The CCU turns the indicator lights ON when the

CDU3 J1-47; Steering switch is pulled to the right control otherwise the
Right Indicator J1-12 0-24V Digital Column Switch Indicator output is OFF. Indicator lights on the CDU will
Control
flash as long as the output is ON.
CCU turns the park light ON when the SSM park

Park Lights J1-13 0-24V Digital SSM light switch is pressed otherwise the output is
OFF.
FCS Output is a fail-safe output - which means

• Ignition/Start signal.
normally CCU energizes the output if the condi-
• Transmission tempera- tions for de-energizing the output are not met. So
ture sensor Output State is normally ON. When ignition is
Fan Cut Solenoid J1-14 0-24V Digital turned ON, the CCU energises the fan cut sole-
• Wet disc brake tem- noid. During machine operation any of the moni-
perature sensor tored temperature to reach 75°C the CCU will
• Application Time of the turn the solenoid OFF setting the valve in an open
Brake Pedal position allowing the oil flow to the fan circuit.
This output is used for stage 4 engines. In the

Coolant temperature event of extreme operating ambient temperature
Engine Cooling Fan J1-16 0-24V Digital sensor via CAN from is detected, the CCU will switch the engine cool-
drive train controllers ing fan to be more aggressive to lower the control
points between 85 and 95°C.
Press once on SSM,

transmission output
IDL Solenoid The output is On otherwise is OFF.
speed sensor, throttle po-
sition sensor
This output functionality is activated by monitoring
the difference in speed between the Output Shaft
Speed and the Drop Box Speed Sensor. If these
differ too much, then the engine is automatically
controlled to reduce the difference to the point
J1-17 Drop Box speed Sensor where it is safe to engage the IDL. Whenever the
Input on CCU3 J2-39, CCU detects a necessity, the CTD will be active
ATC Transmission output with the IDL whereby the IDL activates first and
speed sensor the CTD. In addition, the articulation angle is
Artic angle sensor checked for compensation in case the steering
was turned with the CTD active.
During this period of engine control, the vehicle

may slow down but will still maintain forward mo-
mentum under engine power. Further, this

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
process is carefully controlled so the operator will
hardly notice a change in the operation of his ve-
hicle. Once the IDL is securely engaged, the en-
gine control is returned to the operator. IDL will
not apply between shifts.
On normal mode of operation, the solenoid is off

CCU J1-45 Pressure
allowing the flow of grease to line A. After the
switch
pump re-grease phase, there will be the pressure
Auto-Greasing Direc- CCU J1-90 Grease level
J1-19 0-24V Digital decrease period and that is the time the solenoid
tion Solenoid switch
will activate to allow the grease flow to line B. For
CCU J1-107 Greasing
the pump cycle logic refer to the pump output
Pump
CCU J1-107.
The CCU output will split and supply both mirror
de-misters.
Mirror Heating J1-20 24V Press once on SSM If the SSM Mirror Heating LED status is ON and
the Mirror Heating option is enabled, then the out-
put is ON, otherwise the output is OFF.
The CCU will send a sinking signal to the CPC

Ground to The TCU and CPC to
Overspeed Control J1-24 when an over-speed condition is detected. This
CPC CCU ground signal will cut the throttle.
The CCU will activate this output proportionally al-

lowing for the accumulator pressure to gradually
apply the service brakes. The transmission in
gear with the throttle position below 10%.
Brake lights will come on if the retarder applica-

• TCU lock up information is above 10%.
Brake Retarder Pro- tion via CAN
J1-29 24V PWM There are four modes of operation for the retarder
portional Solenoid
• Throttle Position from output:
CPC via CAN
1. Manual Retarder Control
2. Automatic Retarder Control
3. Normal
4. Manual when Laden
The CCU monitors the memory module CANbus
status every 30 seconds. In the even that it does
not see the Memory module via CANbus, the
Memory Module Memory Module CANbus
J1-37 CCU send 24V to activate the MMU relay cutting
Relay signal
the power supply to the Memory Module. It will
again de-energise the relay reconnecting the
power to the memory module resetting it.
This is an N/O pressure switch, should the differ-

ential pressure across the switch increase and
the set conditions are met. The switch closes pull-
ing the CCU to ground resulting into fault code
generated. The fault can be reset in two following
Engine speed = 1600- ways:
Engine Air Intake Fil- Ground to
J1-45 1800rpm and the torque
ter Pressure Switch CCU3
≥ 80% for 2 seconds 1. Automatic reset is possible if the switch is
open with the same trigger parameters as in
the table above (ie - engine RPM and torque
sufficient and this persists for 2 seconds).
2. Manual rest in service mode on the CDU.
When the switch is pressed the CCU will turn the
Horn Control J1-46 0-24V Electric horn
horn ON.
When the switch is turned to either position CCU
Steering Column CDU, Indicator Lights will bring left/right indicators ON intermittently.
J1-47/48 24V Digital
Switch Left and Right CDU indicator signals will flash during the output
activation.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
Steering Column When CCU receives 24V from this input the CCU
J1-49 24V Digital Headlight bright; CDU
Switch turns the bright ON with the indicator on the CDU.
The CCU receives and transmits CAN high pri-

0-3,5V PWM
CANbus High J1-56 All Controller mary messages via the Pin. Should the circuit be
Binary
interrupted that results into machine inoperable.
With ignition OFF and only battery power and the

SSM hazard switch is pressed, CCU receives
Hazard Wake-Up J1-60 24V Digital Hazard lights; SSM 24V from 24V from the SSM to wake the output
driver. The CCU will then intermittently turn the
hazards ON.
As soon as the CCU wakes up, it verifies End of
line (EOL) information with the CDU. RAM recov-
ery would take place in the event that new CCU
Wake-Up Signal Communication with the
J1-61 sees the CDU during wake up. Should there be
CDU
any different machine hours between the two con-
trollers; the higher value hours will overwrite the
lower value.
When SSM switch is depressed, actuator is
12V Supply turned. Alternatively this output is supplied di-
Re-Circ Actuator J1-62 SSM
rectly by DC converter. This option needs to be
enabled on the CDU.
The CCU sends 5V to the sensor via J2-33 and
the common ground. The CCU monitors the re-
Bin-up and Bin-down turn signal and uses it to determine the angular
Bin Position Sensor J1-63 0-5V position of the bin. This information is sent to the
solenoid
CDU for indication and display as well as to con-
trol the movement of the bin during operation.
The CCU receives and transmits CAN low back-

0-2,8V PWM
CANbus Low J1-75 All Controllers up messages via the Pin. Should the circuit be in-
Binary
terrupted the machine will still be operable.
As soon as the door is open, the CCU receives

24V battery power. The CCU will then send 24V
Cab Door Switch J1-79 24V Digital CDU out J1-9 to wake the CDU up. (Refer to CDU
wake up row on the same document for more
explanation)
As soon as the brake pedal is depressed, 24V will

24V Battery
Brake Light Switch J1-82 Brake lights, park brake be drawn into the CCU, the CCU will then bring
Supply
the brake lights ON.
As soon as the park brake solenoid is activated,

air will flow to the park brake actuator closing the
Park Brake Pressure 24V Ignition CDU, Park Brake
J1-84 switch and allowing 24V to the CCU for the CCU
Switch Supply Solenoid
to control the CDU park brake light on three
states. Red, Green and OFF.
The CCU sends 5V via J1-81 pin as well as

ground via J1-80 to the sensor. The CCU moni-
tors the return signal from the sensor and inter-
prets the voltage as pressure. The CCU forwards
the information to the CDU via Bell CAN for dis-
play. The CCU uses this information for bin tip cyl-
inder protection. Above 70% of bin operation,
should the bin up hydraulic pressure rise above
Hydraulic System 0-5V Analog 150 bar, the CCU will cut the current to the bin up
J1-85 CDU, Bin-Up Solenoid
Pressure 1 Input solenoid stopping the bin movement immediately.
At 0bar, the return voltage from the sensor will be
approximately 50mV. An increment of 10mV per
1bar will then be indicated by the sensor as the
hydraulic pressure changes. 1bar is represented
by 10mV.
The CCU checks the sensor calibration base on

the following:

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
• The engine is not running but the System Hy-

draulic Pressure is above 50 Bar.
• The engine is running but the System Hydraulic
Pressure is below 5 Bar.
When SSM switch is depressed the actuator is
Re-Circ Air Actuator J1-86 0-12V SSM positioned with the display status changing from
100% to 1,8%.

MID/DEMIST
J1-87 0-12V SSM positioned with the display status changing from
Actuator
100% to 1,8%.
This output is controlled by the climate control

SSM switch from the fourth LED response. The
positions work as per the following approximate
values:
Air Condition Heat 4th LED = 80% closed
J1-88 0-12V SSM
Valve Actuator 5th LED = 72% closed
6th LED = 69% closed
7th LED = 26% closed
All of the above are the approximate closes logic
by the CCU controlling the heater valve.

Feet Actuator J1-89 0-12V SSM positioned with the display status changing from
100% to 1,8%.
This is a tristate N/O input that monitors the

grease level. When the grease level gets below
Automatic Grease Digital J1-107 Auto Greasing the pick-up in the reservoir, the switch changes
J1-90
Level Switch Ground Pump into close status pulling the CCU to ground. As
soon as the CCU sees ground it will disable the
auto greasing system.
As soon as the CCU has engaged CTD, air pres-

sure flowing to the actuator closes the switch pull-
CTD Pressure Digital
J1-91 CDU, CTD Solenoid ing CCU to ground. CCU will then forward the
Switch Ground
message to the CDU to bring the CTD indicator
light ON.
If the Seatbelt is selected as a starter option then

the machine will not start if the belt is not fastened
and there will be a warning on the CDU. If the 3
Seatbelt Switch J1-93 24V Fuse 44 TCU point harness is used then the CCU will monitor
the seatbelt switch. If the 4 point Harness is used
then the CCU will use the seat occupancy status
input.
The switch is the N/O type switch. When the dif-

ferential pressure across the switch increases
and the switch closes for more than 15seconds
Hydraulic High Pres-
J1-94 0-24V Engine Speed with the hydraulic oil temperature above 45˚C the
sure Filter Switch
fault code will be generated with an alert light.
The switch needs to be reset via the CDU on
Service mode.
As soon as the coolant level drops below the reed
Low Coolant Level level, a warning is generated through the CDU
J1-95 Accelerometer (MMU)
Switch with a buzzer indicating to the operator that the
coolant level is too low.
The CCU uses the trinary switch to monitor the
air conditioning system pressure. The switch
Direct Input Air Condi-
monitors the high and the low pressure. The CCU
Trinary Switch J1-96/97 0-24V tioning Compressor
uses the two sections of the switch to either cut-in
Clutch or cut-out so to stop the compressor when pres-
sure is too high or too low. Refer to pressure

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
specifications on Gas flow theory of operation for
air conditioning.
When the steering column switch is moved to

Steering Column Switch; bright position the CCU turns the output ON oth-
Headlight Bright J1-98 24V Digital SSM Headlight Switch; erwise the output is OFF. The headlight bright in-
CDU dicator light will come "ON" on the CDU as soon
as the bright are activated.
This input is required to control engine fan speed

to aid cooling for the air conditioner. Above an
ambient temperature of 35ºC, the software will at-
tempt to drive the engine fan at a minimum of 750
Ambient 0-5V Analog rpm under all engine speed conditions.
J1-99/80 Direct Input
Temperature Input
However, if the vehicle is laden and the slope
pitch percent exceeds 8%, then this raised engine
fan speed is dropped to provide more torque back
to the engine for climbing the hill.
The CCU uses this input to measure the tempera-

ture inside the capillary tube of the evaporator.
A/C Evaporator Tem- 0-5V Analog J2-11 Compressor
J1-100 Should the CCU sense that there is freezing in-
perature Sensor Input Clutch side the tube it will then switch off the compressor
clutch to prevent further icing.
The CCU use this input to monitor the evaporator

A/C Inlet Air 0-5V Analog J2-11 Compressor inlet air. The CCU uses this value to regulate the
J1-101
Temperature Input Clutch air conditioning cooling according to the operator
selected setting from the SSM.
The CCU constantly measures evaporator tem-

perature using the fin temperature sensor. CCU
sends 5V to the sensor in so measuring the volt-
age drop across the sensor. This value is there-
fore interpreted as temperature based on NTC
characteristics. As soon as this temperature
drops below -2˚C, the compressor clutch is
switched off to prevent excessive icing of the heat
exchanger. Further, once the fin temperature ris-
es above 2˚C, the following is checked:
A/C Cooler FIN Tem- 0-5V Analog J2-11 Compressor • If the engine has not been running for 5 sec-
J1-102 onds, then the compressor clutch is not
perature Sensor Input Clutch
engaged.
• If the compressor clutch has not been off for 10
seconds before the fin temperature exceeds
2C, then the compressor clutch is not engaged.
However, once the compressor clutch has been
off for 10 seconds or longer (to prevent compres-
sor clutch cycling) and the engine has been run-
ning for at least 5 seconds, and the fin
temperature has risen above 2C, then the com-
pressor clutch will engage.
This is a resistance based input. The CCU checks

the voltage drop across the sender and uses the
value to determine the fuel level. The fuel level
measurement is done in an inverse proportion to
Fuel Sender J1-103 0-5V Direct Input
the resistance across the sensor meaning: The
lower the resistance the higher the fuel level and
visa-versa. The electronic gauge reading is
equipped with fluctuation compensating feature.
The CCU3 sends 5V to the hydraulic temperature

Hydraulic Tempera- 0-5V Analog sensor. The sensor has NTC characteristics, the
J1-104 CDU via CAN
ture Sensor Input CCU monitors the voltage drop across the sensor
and then use that information to determine the

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
temperature of hydraulic oil. The CCU forwards
the information via CAN to the CDU for display.
The CCU3 sends 5V to the WDB Temperature

sensor. The Sensor is has NTC characteristics,
the CCU monitors the voltage drop across the
sensor and then use that information to determine
the temperature of hydraulic oil. The CCU for-
CDU via CAN, FAN Pro-
Wet Disc Brake Tem- wards the information to the CDU for display. The
J1-105 0-5V Analog portional Solenoid
perature Sensor CCU also uses the information to control hydraul-
Fan Cut Solenoid
ic fan speeds. When the temperature reaches 75°
C the CCU will deactivate the fan cut solenoid to
start the turning the fan at low speed. With the in-
crease in temperature, the CCU will proportionally
increase the fan speed.
Upon receiving the SSM CAN input, the CCU

turns the output ON otherwise the output is OFF.
SSM Headlights Dip If an Auto-function headlight is requested from
Headlight Dip J1-106 24V Digital
Switch production option on the CDU, the CCU keeps
the headlights ON when the engine is running
with no option of the operator to switch it OFF.
The pump operates on three phases:
1. Pumping phase
2. Re-grease period
3. Pause phase
On Normal mode, as soon as the machine starts
moving CCU will activate the pump to start sup-
plying whichever line active. The pump will run for
10 seconds waiting for the pressure switch re-
CCU J1-45 Pressure
sponse. The pressure monitoring duration can be
24V Digital Switch
Auto Greaser Pump J1-107 10 minutes at most.
CCU J1-90 Grease Level
Switch The pump will then engage the re-grease period
(Off) which is half the pumping time. After this
phase the supply to the lines is switched around.
The pause phase is determined by the intensity

settings of the auto-greaser.
• Low Intensity: 40 minutes

• Medium Intensity: 30 minutes
• High Intensity: 20 minutes
The artic lights are operated during reverse. Also,

if the headlights are used within 5 minutes of
switching ignition off, then the artic lights are also
Artic Light TCU CAN Bus message switched on as ignition is switched off. They will
J1-108 24V Output
to CCU remain on for 2 minutes. However, if ignition is
switched on within those 2 minutes, then the artic
lights are switched off.
If the Horn input is ON, then the output must be

ON. Auto Horn (enabled) then the following will
happen:
1. When operator presses the start button or

crank, the horn will sound before the engine
Horn J1-110 24V J1-46
start message is sent to the controller.
2. When the operator presses the drive button,
the horn will sound and when the operator
presses reverse, the horn will sound as the
reverse message is sent to the transmission.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
The CCU will turn the wiper motor into high speed
Wiper High Speed J1-112/113 24V/6A SSM on this output as soon as the SSM wiper high
speed request is done.
If the SSM button work light LED status is ON and

Work Lights J1-119 24V Output Press once on SSM the Work light option is enabled, then the output
is ON, otherwise the output is OFF.
CCU activates the output straight into the blower

Blower Fan High 3rd LED on the SSM Fan
J1-120 24V Output fan through a thermo fuse to turn the fan to high
Speed Blow Switch
speed.
• Transmission Temper- The CCU proportionally controls the output based

ature Sensor on temperature changes on the specified inputs.
As much as it proportionally controlled, the trigger
Fan Proportional • Wet Disc Brake Tem-
J2-6 24V (PWM) point is 75°C. The fan is then proportionally con-
Solenoid perature Sensor trolled based on the monitored temperatures. The
FAN will default to high speed during electrical
• Brake Pedal Applica-
failure on the circuit.
tion Time.
CCU will activate the output until the machine
speed exceeds 10Km/h for 2 seconds. As part of
ATC feature, the parameters of transmission
SSM CTD Switch Input
CTD J2-7 0-24V Digital OSS, Transfer Case speed sensor, MM2 – Accel-
Artic Angle Sensor
erometers information and GPS. In addition, the
articulation angle is checked for compensation in
case the steering was turned with the CTD active.
The CCU turns the output ON when wiper and

Front Washer Pump J2-8 0-24V Digital SSM washer is requested via SSM, otherwise the out-
put is OFF.
The CCU activates the output every 15 minutes.

The air flow is channeled through to both engine
and hydraulic fans for cleaning purposes.
• The function is only enabled on machines fitted

with Hydraulic Fan (as recorded in the ma-
chine's VIN table entry) or if the machine is a
"large truck" (B35E and upwards) in terms of
the engine.
The pneumatic blow-off solenoid will be activated
for the two fans are as follows:
• Hydraulic Fan: The engine is running and the

fan is in idle state and the system air pressure
CCU Timer is above 7.0 bars.
Pneumatic Blow Off System Air Pressure • Engine Fan: The engine is running below 800
J2-10 24V
Solenoid Engine rpm rpm and the hydraulic fan is in at least idle state
FAN speed and the system air pressure is above 7.0 bars.
If either of the Hydraulic Fan OR Engine Fan con-

ditions is met, the pneumatic blow-off solenoid will
be activated for 2 seconds or until the system air
pressure drops below 6.0 bars.
It is not required that BOTH the Hydraulic Fan

and Engine Fan conditions are met simultane-
ously. Only a single output is driven so both fans
are cleaned simultaneously.
Once the pneumatic blow-off solenoid is deacti-

vated, the routine will enter a 15 minutes wait
state, before it starts monitoring the trigger condi-
tions again.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
The output will turn on as requested by the opera-
tor via the SSM Aircon switch and all the associ-
SSM ated requirements are met.
Engine Running Air conditioning clutch lubrication:
Fin Temperature Sensor
Aircon Compressor
J2-11 0-24V Aircon Pressure Trinary Once the engine has been running for more than
Clutch
Switch 5 seconds, if the internal cab fan is off or the Air-
A/C Evaporator Temper- con is off on the SSM, then the clutch will be acti-
ature Sensor vated for 10 seconds (provided the clutch is not
deactivated due to one of the reasons violating
the operational control logic.
The CCU3 monitors the 12V signal from the DC

converter. This information is forwarded to the
12 Volt
DC Converter J2-24 Engine Running CDU via Bell CAN protocol for display. A diagnos-
Signal
tic trouble will be generated when the CCU sees
less than 12 Volts with engine running.
Transmission Lock- Engine Speed via CPC, The CCU will activate the output to turn off lock-
J2-25 0-24V Digital
Up Control Turbine Speed Sensor up when over speed is detected.
In a non-energised state, a battery low voltage

fault code will be generated if the voltage falls be-
low 20,7V. (this would be as a result of poor bat-
teries during cranking) The signal is controlled
based on the following factors:
Alternator Excitation Engine Run Status • Engine must be running.

J2-26 20-26,5V
Signal Engine Speed via CPC • The battery voltage must exceed 26,5V or the
engine speed must exceed 2000rpm for 2 sec-
onds or more.
When the machine alternator is in the "energised"
state, a battery low voltage fault code will occur if
the battery voltage is below 26.174V.
If the SSM Flashing Beacon Light LED status is

Flashing Beacon ON, and the Flashing Beacon option is enabled,
J2-27 24V Output Press once on SSM
Light 1 then the output is ON, otherwise the output is
OFF.
If this option is selected then the beacon light 2
Flashing Beacon Seat Belt Switch and will flash if the seat belt if not on. If the belt is re-
J2-28 24V Output
Light 2 TCU moved while the machine is moving then the ma-
chine will go on limb home mode.
1. System Air Pressure > 5.5 Bar.

2. Engine speed > 50 rpm.
3. Brake Accumulators Pressure over 125 bars.
4. Ignition power must be present.
MM2 (inclinometer) NOTE

Air Pressure Sensor
Press once on SSM If the park brake was activated through
Transmission Shift a safety / production feature then the
Park Brake Solenoid J2-29 0-24V Digital Selector CDU will display auto park brake sym-
CPC bol but the switch will not be illumi-
CDU, Brake Pedal nated. In this case the park brake will
Hydraulic Bake Pressure be automatically released when drive
Sensors or reverse is selected and the accelera-
tor is depressed (no need to cycle the
switch).
Park brake will not release when the CCU is in hy-

draulic pump mode.
The park brake will not release if the accumulator

pressure is below 120 bars.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
Hill Assist in Relation to Park Brake Operation
Hill Assist (or Roll Back Prevention) attempts to allow an operator to navigate steep inclines in a safer manner
by reducing the possibility of the vehicle rolling down the hill in an unintended manner. To do this, the vehicle
measures the incline of the slope and will do one of the following if the slope exceeds 18%:
• Driving Forward up a Hill

If the output shaft speed falls below 100RPM and the operator puts his foot on the service brake, the park
brake will automatically apply. This is to prevent the machine (especially laden) from rolling backwards down
the slope against the torque converter. Once the operator puts his foot back on the accelerator pedal, the
park brake will automatically release and the operator can continue to drive up the steep slope. The park
brake will also automatically release should the operator decide to rather reverse back down the hill.
• Reversing up a Hill
If the output shaft speed falls below 100RPM and the operator puts his foot on the service brake, the park
brake will automatically apply. This is to prevent the machine (especially laden) from rolling forwards down
the slope against the torque converter. Once the operator puts his foot back on the accelerator pedal, the
park brake will automatically release and the operator can continue to reverse up the steep slope. The park
brake will also automatically release should the operator decide to rather drive back down the hill.
The CCU give 5V supply to the sensor through

common 5V supply and sensor ground supply.
Drop Box Speed 0-5V Analog The CCU reads the return signal from the sensor
J2-39 IDL/CTD Solenoid
Sensor and compare the speed value with the transmis-
sion output speed sensor from the TCU to acti-
vate Automatic Traction Control of the machine.
When the power is cut due to the open state of
the switch, the following is possible:
• The accelerator pedal is killed.

• The park brake is applied (without the option to
release it until the Emergency Stop switch is
pulled back).
Once the output shaft speed has fallen below
275RPM, then the transmission will be placed in
Park Brake Solenoid neutral.
Emergency Kill
J2-44 0-24V Bin-Up Solenoid
Switch The SSM bin up and down buttons are killed (if
Bin Down Solenoid
the bin was going up or down, this will be
stopped) and you won't be able to move the bin
until the Emergency Stop switch is pulled back.
If the special option "Engine Kill Switch" is en-

abled, then the engine will be stopped. Also, only
if this option is enabled will you NOT be able to
start the engine again.
A pop up will be displayed with a beep (every 5

seconds) while the switch is active.
J1-107 Auto Greaser The CCU uses this input to determine whether
Automatic Greaser Pump the grease lines are pressurised so that it can
J2-45 Ground
Pressure Switch J1-19 Auto Greaser control the pump and the direction change sole-
Solenoid noid accordingly.

and the switch closes for more than 15 seconds
Hydraulic Filter Pres-
J2-47 0-24V Engine Running with the hydraulic oil temperature above 45˚C the
sure Switch
Service mode.
As soon as the cold start module activates the
Tristate glow plugs, a signal is sent to the CCU, which will
Cold Start Module J2-48 Analog CDU then forward a Bell CAN message to the CDU to
bring the cold start indicator light ON.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
and the switch closes for more than 15 seconds
Wet Disc Brake Engine Running
J2-49 0-24V with the hydraulic oil temperature above 45˚C the
Pressure Switch
Service mode.
After the CCU has activated the IDL or ATC, the
air pressure flowing to the actuator closes the
Digital
IDL Pressure Switch J2-50 CDU, IDL Solenoid switch pulling the CCU to ground. The CCU then
Ground N/O
forwards the information via CAN to the CDU to
switch the IDL indicator light ON.
24V Supply 1. Accelerometers for This is a resistance based 497mm formula send-
and Return pitch and roll er. The CCU monitors the resultant voltage from
Hydraulic Oil Level
J2-54 Signal of measurements. the sensor and makes reference to the associ-
Sensor
4500- ated inputs. The CCU will then give precise value
5000mV 2. Wet disc oil tempera- based on the formula.
ture sensor.
The CCU3 sends 5V to the WDB Temperature
sensor. The Sensor is has NTC characteristics,
the CCU monitors the voltage drop across the
sensor and then use that information to determine
the temperature of hydraulic oil. The CCU for-
Wet Disc Brake Re- CDU via CAN, FAN Pro- wards the information to the CDU for display.
turn Temperature J2-56 0-5V Analog portional Solenoid
Sensor Fan Cut Solenoid The CCU also uses the information to control hy-
draulic fan speeds. When the temperature
reaches 75°C the CCU will deactivate the fan cut
solenoid to start the turning the fan at low speed.
With the increase in temperature, the CCU will
proportionally increase the fan speed.
This input is the default position for headlights.

With this input, if the SSM headlight switch is ON,
Headlight Dips J2-61 0-24V SSM; Headlight
the CCU will turn the headlights ON in dip
position.
The switch is supplied by 24V from ignition power.

The CCU sees the ON status of the switch and
compares that status with the angular position of
the bin. The proximity sensor will indicate when
the bin is near the end-of-stroke, and if this dis-
Proximity Switch Bin Position Sensor
agrees with the bin position sensor, then the bin
J2-68 0-24V Hydraulic System Pres-
(B60E) movement can be limited to prevent harsh over-
sure 1
centre tipping. If the Proximity Sensor is ON, but
the bin angle sensor indicates that the bin angle
is less than 75%, then the proximity angle sensor
is believed and the bin up current is reduced to
330mA.
24V Supply 1. Accelerometers for This is a resistance based 497mm formula send-
and Return pitch and roll er. The CCU monitors the resultant voltage from
Wet Disc Brake Oil
J2-73 Signal of measurements. the sensor and makes reference to the associ-
Level Sensor
4500- ated inputs. The CCU will then give precise value
5000mV 2. Wet disc oil tempera- based on the formula.
ture sensor.
The CCU sends 5V to the sensor via common
supply as well as common ground. The CCU
CDU, Park Brake monitors the return signal voltage and interprets
Pneumatic Pressure Solenoid the value as pressure. The CCU sends the infor-
J2-82 0-5V Analog
Sensor Pneumatic Blow-off mation to the CDU for display. The CCU uses this
Solenoid information as a critical input to release the park
brake. CCU needs to see a minimum of 550KPA
from the sensor prior to releasing the park brake.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
The CCU sends 5V to the sensor from common
supply as well as the common ground. The CCU
Hydraulic Brake CDU, Brake Charge Cut then monitors the return signal and interprets that
J2-83 0-5V
Pressure 1 Solenoid as pressure. The CCU sends the information via
CAN to the CDU for display. (Refer to the output
Brake Charge Cut solenoid logic for the values)
The CCU sends 5V to the sensor from common

supply as well as the common ground. The CCU
Hydraulic Brake CDU, Brake Charge Cut then monitors the return signal and interprets that
J2-84 0-5V
Pressure 2 Solenoid as pressure. The CCU sends the information via
CAN to the CDU for display. (Refer to the output
Brake Charge Cut solenoid logic for the values)
Hydraulic System Monitors the pump 2 hydraulic system pressure

J2-93 0-5V CDU
Pressure Sensor 2 and forward the information to the CDU.
Press once on SSM and
the bin will lower to bot-
tom stop. It can be inter-
rupted by another press. When lowering the bin, the SSM Bin Down button
will latch until float mode is entered. There are no
The following can inputs special rules for lowering, except that lowering is
must exist: always subject to soft stops.
• Requested gear Actual When the bin angle is less than 5%, the bin con-
Bin Down Solenoid J2-102/37 gear Engine RPM trol logic will automatically go into bin float state.
In this state, the bin-up solenoid current will be
• Transmission output
zero and the bin down solenoid current will be
shaft speed
120mA. If the transmission output shaft speed is
Physical Inputs: less than 275 RPM, the bin down solenoid will
switch off after 10 seconds, and both up and
• SSM Bin Down button down solenoids will have 0mA current.
status
• Bin angle
The following conditions may apply with bin logic:
• If the bin position is over 50%, and the bin ve-

locity is greater than 20% per second, then bin
will protect itself and assume that it is in run-
away state. This state is maintained for 10 sec-
Press once on SSM and onds, during which maximum current to the bin
bin will lift and stop. up solenoid is 330mA.
Press and hold then bin
will lift continuously. • If the machine is in 4th gear (5th gear for 7
speed transmission), or in 3rd gear(4th gear for
The following CAN inputs 7 speed transmission) but the bin position is
must exist: 15%, or in 2nd gear but the bin position is 50%,
then the bin up movement will be stopped
• Requested gear Actual
Bin Up Solenoid immediately.
gear Engine RPM
Bin Cylinder Protec- • Once the bin reaches its pre-determined limit, it
tion (Refer to bin pro- J2-103/37 PWM • Transmission output
will also stop moving.
tection in hydraulic shaft speed
section) • SSM Bin Function Hard Stop versus Soft Stop Mode
Selection Normally, soft stop will be active. In this mode,
Physical Inputs: when the lever is released and the bin is moving
upward, the bin will slowly come to a stop within
• SSM Bin Up button 3%. If soft stop is active, and a dynamic end stop
status Bin angle is approached, the bin will begin to slow down 3%
from the dynamic end stop and then come to a
• Accelerometers Input complete stop at the dynamic end stop. To acti-
from MM2 vate hard stops, the SSM is used. Once hard
stops are active, the bin will stop suddenly if re-
quested. This is achieved by cutting the current to
the relevant solenoid. If approaching a dynamic
end stop, the current to the bin up solenoid will be
cut.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Function PIN
0.8% from the dynamic end to allow for momen-

tum. Hard stops are also active when driving and
lifting the bin. This is done to ensure that the rele-
vant gear limit for the bin is not exceeded.
Reverse Lights and TCU CAN Message to If selected gear is reverse, then output is ON, oth-
J2-107/108 24V Output
Back-Up Alarm CCU erwise output OFF.
When the SSM is depressed for low speed 1st

Blower Fan Low LED, CCU sends 24V to the blower motor
J2-110 0-24V Digital
Speed SSM through a 35Ω resistor turning the motor at low
speed.
When the SSM is depressed for medium speed

Blower Fan Medium 2nd LED, CCU sends 24V to the blower motor
J2-111 0-24V Digital
Speed SSM through a 12Ω resistor turning the motor at me-
dium speed.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Specifications and Tests NOTE

Before performing this part of the continuity
Pneumatic Pressure Switches check, make sure the related pneumatic
solenoid and the pneumatic system is func-
Park Brake Pressure Switch Pressure tioning properly.
Contacts are closed at and above 550 kPa Apply 550 kPa (5.5 bar) (79.8 psi) air pressure to
(5.5 bar) (79.8 psi) the external port of the pneumatic manifold, then
perform the following:
Inter-Axle Lock Pressure Switch Pressure
Contacts are closed at and above 550 kPa
(5.5 bar) (79.8 psi)
Differential Lock Pressure Switch Pressure Chock wheels to prevent machine from moving. Park brake
may disengage when performing this test.
Contacts are closed at and above 550 kPa
(5.5 bar) (79.8 psi) • For park brake pressure switch (B18), turn key
switch to the ON position, then move the park
brake lever to the DISENGAGE position.
System Air Pressure Sensor Test
• For inter-axle lock pressure switch (B25), turn
500mV to 4500mV key switch to the ON position, then push the in-
ter-axle lock switch to the ENGAGE position.
= 0 Bar to 10 Bar
Pneumatic Solenoid Test
Pneumatic Pressure Switches Test
Disconnect wire harness from solenoid .
Disconnect wire harness connector from pressure
switch to be tested.
Apply 24 volts across solenoid terminals (1 and 2).

Replace solenoid if solenoid does not click when
voltage is applied.
Hydraulic Temperature Sensors
Temperature at 40°C (104°F)

Resistance = 287.4 Ohms
With air pressure applied to pressure switch, con-

tinuity must exist across terminals (1 and 2).

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Temperature at 60°C (140°F) Output Signal

Resistance = 134 Ohms Analogic, 1 Signal
Temperature at 70°C (158°F) Sealing Grade

Resistance = 92.5 Ohms IP 67 / IP 69
Temperature at 80°C (176°F) Transmission Sensors

Transmission Temperature at -40°C (-40°F)
Resistance = 200 Ohms.
Transmission Temperature at 20°C (68°F)
Bistable Battery Switch

Bin Position Sensor Test
The M10 terminal “+BAT” must be permanently con-

nect to the positive battery pole.
The Yellow wire must be permanently connected to
GND (- Batteries)
The control switch is a ON/OFF type (2 - position).
It supplies a + battery (white wire)
Supply For wiring facility the supply of the control circuit
5 V, 6 mA max per signal may come directly from the battery master switch
(brown Wire).
Temperature Range
- 40 ºC to + 120 ºC (+ 130 ºC/1h)

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Fuel Level Sensor Table for Output Shaft Speed Sensor Nominal
Resistance vs.Temperature
Resistance Curve Resolution
Nominal Temperature
OUTPUT (OHMS) % FULL
Resistance* °F °C
4.99 + 1.00 (100% FULL)
250 -40 -40
(11.80) (94%)
340 68 20
(17.29) (88%)
450 230 110
(24.10) (81%)
* Sensors meet specification at ± 25 Ω of nominal value.
(29.59) (75%)
(36.40) (69%)
Transmission Solenoids Test
(41.89) (63%)
(48.70) (56%) Disconnect transmission control module connector.
(54.19) (50%) Measure resistance of each solenoid across appro-

priate terminals.
(61.00) (44%)
(66.49) (38%)
ON/OFF Solenoids
(73.30) (31%)
(78.79) (25%) Transmission Temperature at -20°C (4°F)
(85.60) (19%) Resistance = 2.60 - 2.80 Ohms

(91.09) (13%)
(97.90) (6%)
Resistance = 2.75 - 3.30 Ohms.
104.71 + 3.00 (EMPTY)

Transmission Speed Sensors Test
Disconnect the speed sensor connector.
Transmission Temperature at 40°C (104F)



Measure the resistance across the sensor terminals
(1). Transmission Temperature at 120°C (248°F)
Replace the sensor if it is not within the Resistance = 4.25 - 4.75 Ohms.
specification.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Resistance = 4.50 - 5.10 Ohms. 4. Start the engine.

5. Go to Menu> Machine Config> Bin.
PCS Solenoids 6. Ensure that the bin is completely on the
chassis.
Transmission Temperature at -20°C (4°F)
7. Select "Zero Position" and then press and hold
Resistance = 4 - 4.5 Ohms. the middle SDC button to accept the bin zero
calibration.
Transmission Temperature at 0°C (32°F) 8. Once the value has been accepted, raise the
Resistance = 4.4 - 4.9 Ohms. bin fully. The bin will go all the way to the me-
chanical end stops when the Bin Calibration
menu is selected.
9. Scroll to "Fully Lifted" and then press and hold
Resistance = 4.75 - 5.45 Ohms. the middle SDC button to accept the bin fully
lifted calibration.
Transmission Temperature at 40°C (104F)




OBW Testing
Resistance = 6.6 - 7.5 Ohms. ASG OBW System
Transmission Temperature at 140°C (284°F) 3 x ASG OBW System (E# OBW) - Confirming
Good Working Order
If the OBW/ASG start prevention option is enabled,
the machine will not start if any of the ASG are not
Bin Angle Sensor reporting at all.
1. Make sure that there is enough room above the If the machine does start however, there may still
bin to be able to lift it fully. Look for any hazards be a few other things to check.
like power lines or overhead obstructions.
2. Make sure there is no one directly behind the Ensure Correct Gain Factors
truck as the bin may hit them as it is lifted. If
possible, cordon off this area to make sure no Use the CDU with Service Mode privileges to
one enters it while you are calibrating the check the gain factors:
sensor. • Each model's configuration is listed here - CAN-
3. Make sure that the bin is empty to prevent tip- comm IniFiles.
ping a load/water/heavy objects in an undesir- • Walking Beam Gain factor: GAIN_WALKING - for
able place. example.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
• Mid Chassis Gain Factor: GAIN_CHASSIS - for Confirm Load Cell Sensitivity
example.
1. Lift the bin again to 100%.
Zero with Ideal Conditions 2. Allowing the raw counts to settle.
3. The mid chassis count is expected to be around
1. Park machine on flat section, in service mode XXX counts for a B35E with the bin at 100%.
and go to the OBW diagnostics on the load
cells. 4. Each walking beam count is expected to be
around XXX counts for a B40E/B45E with the
2. Lift the bin to 100%. bin at 100%.
3. Lower the bin to 20%-30%, no lower than 20%. 5. Each walking beam count is expected to be
4. Leave the bin at 20%-30% for 60 seconds. around XXX counts for a B50E with the bin at
100%.
5. Lower the bin to 0%.
6. Wait for another 120 seconds.
7. Confirm that all the raw counts are zeroed after
a few seconds i.e. 0±30 counts.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Warning Lights Table
Warning Gauge Service-

Warning Buzzer Popup Notes CDU Variable
Light(s) Light able
Wet Disc
WL_BRAKE_TEMP_
Brake Yes Info message from CCU
AMBER_VAR
Temperature
Hydraulic WL_HYD_TEMP_AM-
Yes Info message from CCU
Temperature BER_VAR
Engine According to the VIN ta-

WL_ENG_OVER-
Speed Too Yes ble if triggered for longer
SPEED_VAR
High than 500 ms
Engine
ON at 106Â°C, OFF at WL_ENG_COOLANT_
Coolant Yes
101Â°C TEMP_VAR
Temperature
Transmission ON at 117Â°C, OFF WL_TRANSMISSION_

Temperature when < than 117Â°C OIL_TEMP_VAR
Free Output shaft speed >

IM_FREE_WHEELING_
Wheeling 3000 RPM and Current
VAR
Gear = 0
Output shaft speed >

Park Brake IM_PARK_BRAKE_
Yes 300 RPM and Park
Burnout BURN_VAR
Brake applied
Output shaft speed ex-

Output Shaft
ceeds the value in IM_OUTPUT_SHAFT_
Speed Too Yes
DM1OutputShaftSpeed SPEED_VAR
High
(at least 3700 RPM)
Engine controller brings

on engine warning light.
Engine Oil Warning state available CHK_ENG_OIL_
Yes
Pressure Low under Operator Mode– PRESS_VAR
>Diagnostics–>Service
Info

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Light(s) Light able
Engine Oil WL_AMBER_ENG_

Engine Oil Level
Level Low OIL_LEVEL_LOW_VAR
Engine Oil
WL_RED_ENG_OIL_
Level Very Yes Engine Oil Level
LEVEL_LOW_VAR
Low
Engine Oil WL_AMBER_ENG_

Engine Oil Level OIL_LEVEL_HIGH_
Level High
VAR
Engine Oil
WL_RED_ENG_OIL_
Level Very Yes Engine Oil Level
LEVEL_HIGH_VAR
High
Fuel Level Triggers when level dips

WL_FUEL_LEVEL_VAR
Low below 10%
AdBlue Level Triggers when level dips WL_ADBLUE_LEVEL_

Low below 14% VAR
Hydraulic
WL_HYD_SYS_CAL_
System not
FAULT_VAR
Calibrated
Air Intake WL_ENG_AIR_FIL-

Yes
Filter Fault TER_VAR

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS

Light(s) Light able
Fuel Filter WL_ENG_FUEL_FIL-

Yes
Fault TER_VAR
Hydraulic
Yes WL_HYD_FILTER_VAR
Filter Fault
Brake High WL_BRAKE_HIGH_

Pressure Yes PRESSURE_FILTER_
Filter Blocked VAR
Greasing
WL_AUTO_GREASER_
Reservoir Too Issue 1335
LEVEL_VAR
Low
Auto Greaser WL_AUTO_GREASER_

Issue 1335
System Fault FAULT_VAR

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Engine Oil Level Warning Light The Engine Oil Level is measured every time the
engine is switched off. If the Engine Oil Level is out
of safe operating levels, a warning symbol will be
displayed as illustrated within the following table.
The colour of the warning symbol is dependent on
the severity of the oil level; an amber symbol is
If the Engine Oil Level Warning Light illuminates, the machine
must be stopped and the engine shut down immediately.
used to illustrate the oil levels exceeding correct op-
Engine damage may result if this caution is ignored. erating conditions while a red symbol along with a
buzzer will be activated when the oil level is crit-
ically out of correct operating conditions.
Warning Symbol
(Red) (Amber) (Amber) (Red)

Alarm Sound Yes No No Yes
Engine Oil Engine Oil
Engine Oil Engine Oil
Warning Description Level Level
Level Low Level High
Critically Low Critically High
Engine Oil deficit (litres) Oil surplus (litres)
Daimler OM906LA Stage_2 6+ 4 to 6 2 to 8 8+
Daimler OM924LA EURO_3 6+ 4 to 6 2 to 8 8+
Daimler OM501LA Stage_3A 6+ 4 to 6 2 to 8 8+
Daimler OM926LA Stage_3B/Tier 4i 6+ 4 to 6 2 to 8 8+
Daimler OM470LA All 14+ 6 to 14 3+
Daimler OM471LA All 14+ 5.5 to 14 3+
Daimler OM473LA All 14+ 7 to 14 3+
Daimler OM934LA All 6+ 4 to 6 2 to 8 8+
Conditions required for measuring the Engine

Oil Level
1. The Engine must be off.
There is a five minute delay before the Engine
Oil Level will be displayed after the engine has
been shut off.
2. The machine must be level.
If the machine is not level, a message under
the “Daily Checks” list will illustrate that the En-
gine Oil level reading is “Unavailable, Truck not
level” as illustrated in following figure. The text
illustrating the roll and pitch will be green when Daily Checks Menu with a Pitch of 10%.
the conditions are acceptable and red when
they are not acceptable.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Action required
The status of the Engine Oil Level will be indicated
by the correlating warning symbol. The arrow on
the left of the symbol shows the status of the Engine
Oil Level, i.e. if the Engine Oil Level is low, the ar-
row will be displayed on the bottom of the symbol
and vice versa.
The exact quantity of oil required to be added or re-
moved is displayed next to the engine oil level read-
ing in the “Daily Checks Menu,” when in Service,
Dealer or Factory Mode, as illustrated in the follow-
ing figure.
Daily Checks Menu illustrating the Engine Oil

required.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Transmission Oil Level Warning

Light
Transmission Oil Level Warnings were created for
If the Transmission Oil Level Warning Light illuminates, the
Allison Transmissions found in the E# machines. machine must be stopped and the engine shut down
These warnings are illustrated and explained in the immediately.
following table. Transmission damage may result if this caution is
ignored.
Warning Condition Symbol on CDU Alarm Sound Cause
The oil level is four litres or

Oil Level Critically Low Yes more below the required
level.
(Red)
The oil level is three litres to

Oil Level Low No
four below the required level.
(Amber)
The oil level is two to three

Oil Level High No litres above the required
level.
(Amber)
The oil level is three or more

Oil Level Critically High Yes litres above the required
level.
(Red)
Conditions required for measuring the Trans-

mission Oil Level.
1. The machine must be level.
If the machine is not level, a message under
the “Daily Checks Menu” will indicate that the
Transmission Oil level reading is “Unavailable,
Truck not level” as illustrated in the following fig-
ure. The text indicating the roll and pitch will be
green when the conditions are acceptable and
red when they are not acceptable.
Daily Checks Menu with a Pitch of 10%.
2. The Engine must be running.

After starting the engine, the transmission oil
level reading will take 120 seconds to populate.
While the transmission oil level reading is being
populated, the transmission oil level reading
under the “Daily Checks Menu” will display
“busy measuring.”

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
3. The machine must be stationary. The status of the transmission oil level will be indi-
cated by the arrow on the left of the transmission oil
If the machine is moving, the transmission oil
level warning symbol. If the transmission oil level is
level reading under “Daily Checks Menu” will
low the arrow will be displayed on the bottom of the
display, “Unavailable, Machine moving.”
symbol and vice versa. The exact quantity of oil re-
4. The machine must be in neutral. quired to be added or removed is illustrated next to
the transmission oil level reading in the “Daily
If the machine is not in neutral, the transmission
Checks Menu,” when in Service, Dealer or Factory
oil level reading under “Daily Checks Menu” will
Mode, as illustrated in following figure.
display, “Unavailable, Requires Neutral.”
5. The Transmission Oil Temperature must be
above 40°C.
If the transmission oil temperature is below 40°
C, the transmission oil level reading under “Dai-
ly Checks” will display, “Unavailable, Oil too
Cold” along with the current temperature of the
transmission oil.
6. The Engine Speed should not be too high or
low.
If the engine speed is outside of the set param-
eters, a message displaying, “Unavailable, En-
gine Speed Too High” or “Unavailable, Engine
Speed Too Low” will be displayed. Transmission Oil Level indicating the required
quantity of oil to be added.
Corrective actions

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Hydraulic Oil Level Warning Light Warnings were added to indicate when the oil levels
in the Hydraulic tank on the machines are not within
correct operating conditions. The warnings take into
account the pitch and roll of the machine to ensure
accurate readings.
Explanations for the Hydraulic Oil warnings are lo-
If the Hydraulic Oil Level Warning Light illuminates, the ma-
chine must be stopped and the engine shut down
cated in the following table. Additionally an “X” sym-
immediately. bol will be displayed next to the Hydraulic tank level
located in the “Daily Checks” menu when the level
is not within correct operating conditions.
There is a surplus of 30 or
Hydraulic Oil Level High No more litres of oil in the Hy-
draulic tank.
(Amber)
There is a deficit of 20 to 40
Hydraulic Oil Level Low No litres of oil in the Hydraulic
tank.
(Amber)
There is a deficit of 40 or
Hydraulic Oil Level
Yes more litres of oil in the Hy-
Critically Low
draulic tank.
(Red)
NOTE
Lifting the bin will disable the hydraulic oil
level warning.
Corrective Actions
The status of the Hydraulic tank oil level will be dis-
played by the correlating warning symbol. The ar-
row on the left of the symbol shows the status of the
oil level, i.e. if the oil level is low the arrow will be
displayed on the bottom of the symbol and vice
versa.
moved is displayed next to the hydraulic tank oil lev-
el reading in the “Daily Checks Menu,” when in Daily Checks Menu illustrating the quantity of oil
Service, Dealer or Factory Mode, as illustrated in required in the WDB and hydraulic tank.
the following figure.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Wet Disk Brake Oil Level Warning Warnings were added to indicate when the oil levels
Light in the Wet Disk Brake tank on the machines are not
within correct operating conditions. The warnings
take into account the pitch and roll of the machine
to ensure accurate readings.
Explanations for the Wet Disk Brake Oil warnings
are located in the following table. Additionally an “X”
If the Wet Disk Brake Oil Level Warning Light illuminates, the symbol will be displayed next to the Wet Disk Brake
machine must be stopped and the engine shut down tank level located in the “Daily Checks” menu when
immediately.
the level is not within correct operating conditions.
There is a surplus of 20 or
Wet Disk Brake Oil Level
No more litres of oil in the WDB
High
tank.
(Amber)
There is a deficit of 20 to 40
Wet Disk Brake Oil Level Low No
litres of oil in the WDB tank.
(Amber)
There is a deficit of 40 or
Wet Disk Brake Oil Level
Yes more litres of oil in the WDB
Critically Low
tank.
(Red)
Corrective Actions
The status of the wet disk brake tank oil level will be
displayed by the correlating warning symbol. The
arrow on the left of the symbol shows the status of
the oil level, i.e. if the oil level is low the arrow will
be displayed on the bottom of the symbol and vice
versa.
moved is displayed next to the hydraulic or wet
brake tank oil level reading in the “Daily Checks
Menu,” when in Service, Dealer or Factory Mode,
as illustrated in the following figure.
Daily Checks Menu illustrating the quantity of oil

required in the WDB and hydraulic tank.

PIN 2.1 MAY 2019
SERVICE INFORMATION
ELECTRICAL SYSTEMS
Temperature Warning Level the gauge, the Engine Coolant Temperature symbol
Gauges above the gauge will illuminate red and a red En-
gine Coolant Temperature Warning symbol will be
displayed at the bottom of the CDU, as illustrated in
There are two Temperature Warning Level Gauges,
the following figure, along with an alarm sounding.
one on the right and one on the left of the CDU, as
illustrated in the following figure. Similarly, if the Transmission Oil Temperature ex-
ceeds a critical value, the needle will move into the
The gauge on the left of the CDU indicates the En-
red portion of the gauge and the Transmission Oil
gine Coolant temperature and the right gauge indi-
Temperature symbol above the gauge will illuminate
cates the Transmission Oil temperature.
red, as illustrated in the following figure, along with
an alarm sounding.
Gauges indicating the engine coolant and

transmission oil temperature.
Engine Coolant and Transmission Oil Critical
Temperature while in Service mode.
The Engine Coolant and Transmission Oil tempera-
tures are displayed by the needle position in the
gauge as illustrated in the following figure. Brake Retardation / Improved
While in Service, Dealer or Factory mode, the tem- Coasting Setup
perature of the Engine Coolant and Transmission
Oil will be displayed next to the gauge as seen in There are 4 coasting options:
the following two figures.
1. Normal
2. Disable Laden
3. Use SSM Retarder as Max
4. Ignore SSM Retarder
"Use SSM Retarder as Max" was not functional for
brake retardation machines. This has been
rectified.
Further, the coasting setup options have been
renamed:
1. "Use SSM Retarder as Max" has been renamed
to "Manual Retarder Control".
Engine Coolant and Transmission Oil Opti- 2. "Ignore SSM Retarder" has been renamed to
mum Temperature while in Service mode. "Automatic Retarder Control".
3. "Normal" has remained as-is and has retained
the automatic retarder control, with the option
If the Engine Coolant temperature exceeds a critical to override by setting the SSM retarder to a
value, the needle will move into the red portion of higher value.

MAY 2019 PIN 2.1
SERVICE INFORMATION
ELECTRICAL SYSTEMS
4. "Disable Laden" has been renamed to "Manual Instead, the SSM retarder setting will determine
Retarder Control when Laden". how they activate.
Normal Retarder Control

Automatic Retarder Control
Normal retarder control will take the higher of 2 val-
The brake retarder and engine brake activates au-
ues when applying the brake retarder. The system
tomatically when coasting. The SSM retardation
will calculate the required engine brake and brake
level is ignored.
pressure to maintain the current vehicle speed.
The engine brake activates to a value in an attempt
However, if the operator selects a brake retardation
to maintain the vehicle speed at the time the opera-
level on the SSM that is higher than the calculated
tor released the accelerator pedal. If the engine
value, then this value will be used instead (which
brake is not sufficiently powerful to do so, then the
will cause the vehicle to slow down instead of coast
brake retarder will activate and the pressure will be
at the same speed).
dynamically calculated to maintain the vehicle
speed.
Manual Retarder Control when Laden
Manual Retarder Control The machine will have Normal Retardation Control
when unladen but Manual Retarder Control when
The brake retarder and engine brake will never acti-
laden.
vate automatically when coasting (when the opera-
tor removes his foot from the accelerator pedal).

PIN 2.1 MAY 2019
SERVICE INFORMATION
FAULT CODES AND CDU FAULT DISPLAY
Please visit the link attached for the latest fault codes:
http://www.fleetmatic.bellequipment.com/cancomm/faultcodes.php?show=default
Notes

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
General Description
Allison 4500 ORS (B35E)

4700 ORS and 4800 ORS Transmission
Automatic Truck Transmission P - Power Take Off (PTO)
4 - 4th Series/Group designation ORS - Off Road Series
500 - Wide Ratio, 6 Speed
The following illustration is of a 4700/4800 ORS Transmission.
Transmission Identification The transmission identification plate is located on

the right hand side of the transmission.
The identification plate shows the transmission seri-
al number, part number (assembly number) and
model number.
Use all three numbers when ordering parts.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
Torque Converter The stator redirects fluid back to the converter

pump.
• When fluid from the turbine hits the front of the
stator blades, the stator locks against its one-way
clutch.
• Fluid leaving the locked stator is directed back to
the pump at an accelerated rate, increasing
torque.
• As the turbine gains speed, it directs oil to the
back side of the stator blades, causing the stator
to “freewheel”.
• Fluid flowing through the freewheeling stator is
no longer accelerated and does not increase
torque.
• As turbine speed increases, flow through the sta-
tor becomes smoother and eventually stops.
1 Pump
2 Stator Stator One-way Clutch Operation

3 Turbine
4 Lock - Up Clutch
Operational Overview
The torque converter provides a hydro-mechanical
coupling that supplies rotational input from the en-
gine to the transmission’s gearing.
Torque Converter Operation

The stator’s one-way clutch provides locking and
The torque converter has four main components: freewheeling action.
1. Pump • A series of rollers and springs are located inside
2. Stator the stator.
3. Turbine • When fluid strikes the front of the stator blades,

the stator tries to rotate in a counter clockwise
4. Lock-up Clutch direction.
The converter’s pump is bolted to the converter • This wedges the rollers into the small side of the
cover. tapered cavity, the stator is locked and can’t ro-
The pump rotates at engine speed. tate that direction.
• When fluid strikes the back side of the stator
• As the pump rotates, fluid enters from around the
blades, the stator begins to rotate in a clockwise
pump hub.
direction.
• Centrifugal force causes fluid to be thrown
• The wedged rollers are released, and the one-
around the outside of the pump and over to the
way clutch’s design allows the stator to rotate in a
converter turbine.
clockwise direction.
• Once the force reaches a certain point, the fluid
begins to spin the turbine.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
Vortex Flow (Torque • This eliminates the torque increase.

Multiplication)
Lock-Up Clutch Operation
• Vortex flow occurs when the stator is in the

locked position.
• The turbine is still stalled or moving slowly.
• Fluid exiting the turbine strikes the front face of The torque converter’s fluid coupling will never al-
the stator blades. low turbine speed to equal engine speed.
• This locks the stator. Once rotary flow has been achieved and certain
speed and range requirements are met, the torque
• The locked stator directs fluid back to the pump converter attains “lock-up.”
at an accelerated rate.
This physical connection between the converter tur-
• This helps the pump increase torque by adding
bine and pump allows the turbine to rotate at engine
an extra “push.”
speed.
Lock-up clutch components include:
Rotary Flow (Fluid Coupling) • The backing plate always rotates at engine
speed.
• Assembly - located next to the backing plate. It’s
splined directly to the turbine.
• The lock-up clutch piston - located inside the con-
verter front cover.
It’s splined to the converter front cover and al-
ways rotates at engine speed.
Hydraulic fluid forced between the front cover and
lock-up clutch piston causes the piston to move.
This “sandwiches” the clutch plate between the pis-
ton and backing plate, forcing the clutch plate to ro-
tate at engine speed.
Rotary flow occurs when the stator is in the free-
Since the clutch plate is splined to the turbine, the
wheeling position.
transmission’s input equals engine RPM.
• As the turbine begins to rotate and its speed in-
creases, the fluid exiting the turbine strikes the
back of the stator blades.
• This frees the one-way clutch and allows the sta-
tor to rotate.
• The fluid flow through the stator becomes much
smoother and slowly ceases.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
Stall Testing 8. Press “D” on the SSM (2nd gear will be

selected).
Stall Protection 9. Push accelerator pedal until engine is running
at 1000 RPM and keep at this RPM for no lon-
The E-Series machines have been fitted with stall ger than 15 - 20 seconds. (This will allow the oil
protection software to protect the Transmission Tor- to circulate, preventing a large temperature dif-
que Convertor / Oil Pump from damage. ference within the pump, thus preventing any
The software installed allows the operator to stall damage to the pump).
only when certain conditions have been met. 10. Remove foot from the accelerator pedal and se-
lect neutral.
• Firstly the machine must be in the stationary posi-
tion for more than 6 seconds. 11. Repeat steps 5 to 10 until the sump tempera-
ture stabilises around 70 ºC - 80 ºC (160 ºF-
• The engine torque must be more than 50 % for 6
175 ºF).
seconds.
NOTE
The park brake or service brake (or both) must be
applied for more than 6 seconds. If these parame- On the B35E the stall test needs to be done
ters are active for more than 6 seconds, the CCU in 1st gear. If the stall test is done with the
knows that the machine is in a stall condition and machine in 2nd gear (machine unladen),
will allow the stall to continue up till a total of 15 sec- the rpm would be higher because the en-
onds have past. gine torque limits are different in 2nd gear.
To force the transmission down to 1st gear
After 15 seconds the CCU will command the ADM
you need to press and hold "D" on the SSM
to 0% torque or low idle for 50 seconds. If neutral is
until it shifts down to 1st and shows it as
selected while the 50 second cool off period is ac-
such on the CDU.
tive, the CCU will command a speed restriction of
1250 rpm for the remainder of the 50 seconds. NOTE
On the B40E to B60E the stall test needs to
Stall Test Procedure be done in 2nd gear.
To bring oil temperature up to stall testing

temperature: Checking of Stall RPM
1. Before starting check that the oil on the dipstick 1. Bring the sump temperature up as described
is within the safe operating band. above.
2. Place chocks in front and behind wheels. 2. Select D on the SSM and apply foot to brake
3. Ensure that no person is working on, or under pedal and keep it down.
the machine. 3. Push the accelerator pedal all the way down.
4. Start the engine and let it idle. 4. After 10 - 15 seconds the RPM will stabilise.
(Do not exceed 20 seconds)
• If Prolink is available connect it.
5. This stabilised RPM will be the stall RPM. (Re-
• Select “Diagnostic Data” and scroll to “Sump
fer to table 1)
Temperature”.
6. Remove foot from the accelerator pedal.
• The CDU can be used by selecting “Trans-
mission Temp”. The transmission sump tem- 7. Select neutral. Accelerate to 1500 RPM for 2
perature must be monitored at all times minutes to cool the transmission.
during stall test.
8. Let the engine idle for at least 1 minute before
5. Apply the park brake. switching off.
6. Let the air pressure build up until the low pres-
sure buzzer goes off.
7. Push the service brake pedal down and keep it
down.

PIN 2.1 MAY 2019
SERVICE INFORMATION
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NOTE If stall test readings are 200 RPM or more above

specifications.
Never stall for longer than 20 seconds. If
you have an Allison Document available, • The transmission may have slipping clutches.
the optimum range to stall in is fourth
• Transmission oil level might be too low or high.
range. Always refer to the latest service
bulletin for stall speed specifications. • Converter out pressure may be too low due to in-
ternal transmission problem.
• The converter stator may be stuck.
Stall Speed
If stall test readings are normal, but there are high
NOTE converter out temperatures after cool down.
When doing the stall test in 2nd gear the • The transmission cooling system may not be op-
rpm value should be as per the following erating properly.
table. • The engine cooling system may not be operating
properly.
Model Trans Converter Stall Speed
Ratio
B35E Allison 4500 1.62 1450 rpm
Trouble Shooting A Freewheeling
ORS Stator
B40E Allison 4700 1.62 1450 rpm
ORS (2nd Gear) A freewheeling stator can cause extremely low stall
B45E Allison 4700 1.62 1450 rpm speeds.
ORS (2nd Gear)
• To verify a freewheeling stator prior to tear down,
B50E Allison 4800 1.62 1509 rpm road test the machine.
ORS (2nd Gear)
• If the machine has no power at low speed, but
B60E Allison 4800 1.62 1509 rpm performs normally at high speeds, the stator may
ORS (2nd Gear)
be freewheeling.
• Elevated oil temperatures or no full-throttle up-
shifts can also indicate a freewheeling stator.
Analysing Stall Test Results
If stall test readings are 150 RPM higher or lower Troubleshooting A Stuck Stator
than specifications.
• The stall test readings are acceptable. A stuck stator can cause high converter out temper-
atures after cool down, despite normal stall test
• Stall test readings may vary slightly above or be- readings.
low specifications, depending on ambient tem-
perature, altitude, tachometer variations and A stuck stator can also prevent the machine from
other conditions. reaching its top speed and/or transmission over-
heating at highway speeds.
If stall test readings are 200 RPM or more below
specifications. To verify a stuck stator prior to tear down, stall test
as follows:
• The engine may be down on power.
• Stall until converter out temperature reaches
• The engine may not be attaining full fuel.
120°C - 130°C (250°F - 270°F).
If stall test readings are extremely low (about 30% • Place the transmission in neutral, then accelerate
lower than specifications) the engine to between 1200 and 1500 RPM for 2
• The engine may be severely down on power. to 3 minutes.
• The engine may not be attaining full fuel. • If the converter out temperature doesn’t drop, the
stator may be stuck or the engine / transmission
• The converter stator may be freewheeling. cooling system may be malfunctioning.

MAY 2019 PIN 2.1
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If tests confirms that the converter stator is suspect, The Gen 5 – 7 Speed planetary gear sets are la-
remove the transmission, disassemble the torque belled P1, P2, P3 and P4 (B40E - B60E)
converter and inspect the stator, springs, rollers
and race.
P4 Planetary Configuration
• The P4 carrier is connected directly to the output

Planetary Gears Sets shaft.
• The P4 sun gear is part of the main shaft module.
• The P4 ring gear is connected directly to the P3
carrier.

shaft on a 4500R ORS transmission.
shaft on a 4700 ORS and 4800 ORS.
The Gen 4 – 6 Speed transmission uses three sets • The P3 sun gear is part of the main shaft module.
of planetary gears.
The Gen 4 – 7 Speed transmission uses four sets carrier.
of planetary gears.
Gen - 5 Transmission Planetary
• The P2 carrier is connected directly to the P3 ring
Configuration gear.
• The P2 sun gear is part of the main shaft module.
carrier.
• The P1 carrier is connected directly to the P3 ring

gear.
• The P1 sun gear is connected directly to the ro-
tating clutch module (it always rotates at turbine
speed).
The Gen 5 – 6 Speed planetary gear sets are la-
• The P1 ring gear is not connected to any plane-
belled P1, P2 and P4. (B35E)
tary components.

PIN 2.1 MAY 2019
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Clutches • The clutch assembly has a piston and spring

assembly.
• When the clutch is applied, the piston forces the
intertwined plates together as one unit.
• When the clutch is released, the spring assembly
returns the piston.
• If one of the components splined to the clutch
plates is stationary, the clutch is a “stationary
clutch”.
Transmission Clutch Configuration
Clutches provide the input and holding power, plan-

etary gear sets require for operation.
Clutches in the transmission can be either rotating
or stationary.
Rotating clutches supply rotational input to other 4500 ORS Clutch Configuration.
shafts or components.
• Each ring gear has a corresponding stationary
• The Gen 5 transmission’s rotating clutches are lo-
clutch.
cated in the rotating clutch module.
• Clutches labelled C5 (holds the P3 ring gear), C4
If both components splined to the clutch plates are (holds the P2 ring gear) and C3 (holds the P1 ring
capable of rotating the clutch is a “rotating gear).
clutch”.
• Two rotating clutches are located inside the rotat-
Stationary clutches hold components in place, al- ing clutch module.
lowing other components to be input and output.
• The Gen 5 (4500 ORS - 6 speed) has three sta-
tionary clutches that hold planetary gear
components.
• The Gen 5(4700/4800 ORS - 7 speed) has four
stationary clutches that hold planetary gear
components.
• Clutches consist of two intertwined sets of clutch
plates and a piston.
4700 ORS Clutch Configuration.
• Two kinds of plates are used - fibre, “friction,”
plated and steel, “reaction” plates.
• Each ring gear has a corresponding stationary
• Plates are alternated in the clutch assembly so clutch.
that they sandwich each other.
• Clutches labelled C6 (holds the P4 ring gear), C5
• One set of clutch plates is splined to an inner (holds the P3 ring gear), C4 (holds the P2 ring
component, the other is splined to an outer com- gear) and C3 (holds the P1 ring gear).
ponent (The housing).
• Two rotating clutches are located inside the rotat-
• Even though the plates are intertwined, they ro- ing clutch module.
tate independently, when not applied.

MAY 2019 PIN 2.1
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4500 ORS Transmission Cross Sectional Diagram

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
4700 ORS Transmission Cross Sectional Diagram

MAY 2019 PIN 2.1
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TRANSMISSION
1 Clutch/Damper 18 P4 Ring Gear
2 Converter Turbine 19 Rear Cover
3 Converter Stator 20 Output Shaft
4 Converter Pump 21 C6 Piston
5 Charging Oil Pump 22 P4 Planetary
6 Front Support 23 P4 Sun Gear
7 Main Housing 24 Selective Shim
8 Main Shaft 25 P4 Shaft Flange
9 C3 Clutch 26 P3 Planetary
10 C4 Clutch 27 Control Valve Assembly
11 P2 Sun Gear 28 P2 Planetary
12 Shim 29 P1 Planetary
13 C5 Clutch 30 C2 Clutch
14 P3 Sun Gear 31 C1 Clutch
15 C5 Piston Assembly 32 Turbine Shaft
16 C6 Adapter Housing Module 33 Converter Ground Sleeve
17 C6 Clutch 34 Converter Housing

PIN 2.1 MAY 2019
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Power Flow
4500 ORS (B35E) shown for illustration purposes.

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Functional Description Hydraulic Main Pressure Circuit

System
The main pressure circuit supplies the primary
The hydraulic system generates, directs and con- source of fluid pressure to the transmission hydraul-
trols the pressure and flow of transmission fluid (hy- ic system.
draulic fluid) within the transmission. The main pressure regulator valve controls the
Transmission fluid is the power-transmitting me- pressure in this circuit.
dium in the torque converter. The main-pressure regulator valve converts charg-
Its velocity drives the converter turbine. Its flow ing pump pressure to main pressure and regulates
cools and lubricates the transmission. Its pressure main pressure based upon input from the converter
operates the various control valves that apply the flow valve, and controls the main pressure, lock-up
clutches. solenoid valve and main modulation valve.
The primary components of the transmission The main-pressure regulator valve is held upward
hydraulic system are: by spring force at the bottom of the valve. Main-
pressure flows to the top of the regulator valve.
• the transmission fluid
The main-pressure regulator valve is pushed down-
• the charging pump ward when the main fluid pressure reaches a level
• three integral filters high enough to overcome the spring force, pressing
downward the main-pressure regulator valve and
• the control module permitting excess fluid to exhaust, reducing main
• the breather pressure.
• the cooler This regulated main pressure is routed to seven

areas in the hydraulic system. Passages in the con-
• the PS1 pressure switch trol module direct main pressure to the input side of
The hydraulic system circuits are: each of the solenoid regulator valves and to the
control main regulator valve.
• the main pressure circuit
There are five solenoid regulator valves on the
• the main control circuit 4500R ORS transmission and six on the 4700
• the torque converter circuit ORS.
• the cooler lubrication circuit Pressure at the output side of each solenoid regula-
tor valve is “clutch feed pressure”. Pressure at the
• the clutch-apply circuits output side of the control main regulator valve is
• the exhaust circuit “control main pressure”.
• the exhaust backfill circuit

The charging pump, via the main regulator valve, Regulator Valves
supplies transmission pressure and flow throughout
the hydraulic system. The TCU controls the PCS solenoids in the control
module and the solenoids control the regulator
The charging pump draws fluid through the suction valve.
filter from the transmission sump, and pumps the
fluid into the hydraulic system through the main fil- The PCS solenoids (either N/O or N©) direct Con-
ter. Solenoids and valves, located in the transmis- trol Main Pressure to the top of a solenoid regulator
sion control module, control the flow and pressure valve, causing it to move against its spring.
of the hydraulic fluid.
The Control Main Pressure blocks off the exhaust
Transmission fluid flows to specific clutches to backfill circuit and allows the main pressure to
achieve range shifts. Fluid for the cooler / lubrica- move through the valve passage into the clutch
tion circuit flows through the lubrication filter. feed circuit, applying the clutch.
The diagnostic pressure switch PS1 verifies the po- When the Control Main Pressure is cut off from the
sition of the C1 and C2 latch valves. top of the regulator valve, the valve spring forces
the valve back to the top of its travel allowing the
clutch-apply circuit to be exhausted to the sump

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
through passages in the exhaust backfill circuit and

the clutch is released.

MAY 2019 PIN 2.1
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Clutch Application
Two clutches must be applied to attain a forward or reverse range. The clutch application chart lists the clutches that are
applied in each of the forward ranges, neutral, and reverse, the corresponding energised solenoids, the C1 and C2 latch
valve positions, and the converter flow valve position.
The C1 and C2 latch valves have been designed into the clutch circuits to provide this default feature.
PCS1 and PCS2 solenoids are normally open (closed when energised).
PCS3, PCS4, TCC and SS1 solenoids are normally closed (open when energised).
4500 ORS Clutch Application
SOLENOIDS RANGES
Type Gen 5 R N 1 2 3 4 5 6
N/O PCS1 ON ON OFF-C1 OFF-C1 OFF-C1 OFF-C1 ON ON

N/O PCS2 OFF-C3 ON ON ON ON OFF-C2 OFF-C2 OFF-C2
N/C PCS3 ON-C5 ON-C5 ON-C5 OFF ON-C3 OFF ON-C3 OFF
N/C PCS4 OFF OFF OFF ON-C4 OFF OFF OFF ON-C4
N/C TCC OFF OFF OFF ON-LU ON-LU ON-LU ON-LU ON-LU
N/C SS1 OFF OFF ON ON ON ON ON OFF
C1 Latch UP UP UP DOWN DOWN DOWN DOWN DOWN
C1 Latch UP UP DOWN DOWN DOWN DOWN DOWN UP
Diagnostic ON OFF OFF ON ON ON ON OFF
Electrical Fail to Range N3 N3 3 4 4 4 4 5
4700 ORS Clutch Application
SOLENOIDS RANGES
Type Gen 5 R N 1 2 3 4 5 6 7
N/O PCS1 ON ON OFF-C1 OFF-C1 OFF-C1 OFF-C1 OFF-C1 ON ON

N/O PCS2 OFF-C3 ON ON ON ON ON OFF-C2 OFF-C2 OFF-C2
N/C PCS3 ON-C5 ON-C5 OFF ON-C5 OFF ON-C3 OFF ON-C3 OFF
N/C PCS4 OFF OFF OFF OFF ON-C4 OFF OFF OFF ON-C4
N/C TCC OFF OFF OFF OFF ON-LU ON-LU ON-LU ON-LU ON-LU
N/C SS1 OFF OFF ON OFF ON ON ON ON OFF
N/C SS2 OFF OFF ON ON OFF OFF OFF OFF OFF
N/C PCS6 OFF OFF ON-C6 OFF OFF OFF OFF OFF OFF
C1 Latch UP UP DOWN DOWN DOWN DOWN DOWN DOWN DOWN
C2 Latch UP UP UP UP DOWN DOWN DOWN DOWN UP
Diagnostic OFF OFF ON OFF ON ON ON ON OFF
Electrical Fail to Range N3 N3 3 3 4 4 4 4 5

PIN 2.1 MAY 2019
SERVICE INFORMATION
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Hydraulic Operation During Hydraulic Default Range*

Initial Operat-
Electrical Interruption ing Range
(Power Off; All Solenoids
OFF)
The PCS regulator valves are controlled by sole- Neutral
noids that control transmission clutch applications. Reverse
(C3 Clutch Applied)
The TCU electrically controls the PCS solenoids, Neutral
which control the regulator valves. Interruption of Neutral
(C3 Clutch Applied)
electrical power results in the regulator valves lock-
ing in their normally open or closed state/positions. Low ( 7 Speed
3
Only)
To minimise the impact of an electrical interruption,
GEN 4 incorporate a system that enables the trans- 1 3
mission to default to totally hydraulic operation.
3 (during shift to 2nd)
2
4 (following shift)
Latch Valves 3 4
4 4
When a clutch is applied, the clutch feed pressure
is routed through the latch valve to the clutch 5 4
piston. 4 (during shift to 6th)
6
5 (following shift)
Clutch-apply pressure against the lands of the latch
valve holds the latch valve in place or, in normally * Some transmissions used in the oil field service
closed valve position, allows the fluid to simply flow default to neutral when the power is OFF.
through the valves.
During an electrical interruption, the latch valve NOTE
causes the transmission to engage specific The lockup clutch will always disengage
clutches based on the range in which the transmis- during an electrical interruption or during
sion was operating when the interruption occurred. critical transmission malfunction.
The latch valves are activated by the normally
closed solenoid SS1. When solenoid SS1 is ener-
gised, control main pressure flows to the top of the Control Main Circuit
C1 and C2 latch valves.
The control main circuit supplies the steady pres-
This pressure forces the valves downward to con- sure necessary to actuate the regulator valves.
nect the necessary flow passages for clutch
engagement. The control main circuit receives its pressure from
the main pressure circuit and, when needed, helps
During an electrical interruption, the latch valves lower main pressure.
and the two normally open solenoids (PCS1 and
PCS2) enable the transmission to operate in a “limp The main module solenoid valve removes/gives
home” mode allowing the operator to drive the ma- pressure to control main valve which provides
chine to a location where it can be repaired. smooth, consistent control main pressure which
aids accurate solenoid regulator valve movement.
The default system enables the transmission to re-
vert to total hydraulic operation and provides safe Control main pressure is directed to each regulator
operation during an electrical power interruption by valve.
shifting to a specific pre-determined range.
When control main pressure is directed to the top of
The following table lists the operating range and the the regulator valve, control main pressure pushes
pre-determined default range the transmission will against the valve, overcomes spring force and
shift to in the event of an electrical interruption. moves the valve downward.
Downward movement of a solenoid regulator valve
opens passages that allow main pressure to flow
past the valve to the clutch circuits.

MAY 2019 PIN 2.1
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TRANSMISSION
Torque Converter Circuit This slight movement allows converter-out fluid to

flow through the converter regulator, regulator valve
When the torque converter is operating as a hy- from both the separator plate orifice and the con-
draulic coupling, (i.e. rotary flow) a high, constant verter flow valve.
flow of fluid is required to cool and fill the converter. Fluid flow to the cooler is increased, reducing con-
[Converter regulator valve] verter-out pressure.
During lockup operation, cooling is no longer re-
quired and high flow is unnecessary. [TCC + con-
Excessive Converter-In Pressure
verter flow valve]
The converter flow valve, located in the control Converter-in pressure in excess of approximately
module, opens to release the fluid pressure in the 900 kPa (130 psi) moves the converter regulator
converter, allowing the fluid to flow from the con- valve far enough against its spring to route exces-
verter into the cooler/lubrication circuit. sive pressure to the suction side of the charging
pump.
To attain lockup, pressurized fluid must flow to the
lockup piston. The lockup solenoid regulator valve Converter-out fluid continues to flow through the
in the control module directs fluid pressure to the converter flow valve, through both fluid passages
lockup clutch piston. and to the cooler.
Movement of the solenoid regulator valve allows

regulated main pressure to be delivered to the lock- Lubrication and Cooling Circuits
up piston and engage the clutch.
Transmission fluid not only transmits torque and
If a critical transmission malfunction or electrical in- pressure but also lubricates and cools the transmis-
terruption occurs, the ECU disengages the lockup sion, protecting it from wear, rust, and failure due to
clutch. overheating.
Heat and wear-control is essential to ensuring the
Converter- In Pressure Circuit transmission will perform satisfactorily throughout
its service life.
The converter regulator valve is located in the tor- The cooler/lubrication circuit is fed by the converter
que converter in circuit and ensures the converter flow valve as fluid is directed to and from the torque
receives correct pressure from the main pressure converter.
regulator.
A lubrication regulator valve in the cooler/ lubrica-
Low (Below Normal) Converter-in Pressure. tion circuit ensures sufficient lubrication pressure.
The converter regulator valve remains seated due The lubrication pressure, fed through the converter
to converter-in pressure being less than the valve flow valve, overcomes lubrication regulator valve
spring force. spring force.
The converter-in fluid flows through the converter Fluid is directed through the cooler/lubrication cir-
flow valve, through the converter, back through the cuit to the cooler unit, it is then moved through the
converter flow valve, through the orifice in the valve cooler/lubrication circuit to lubricate and cool bear-
body separator plate, and through the converter ings, planetary gears, clutches, shafts, support
regulator valve to the cooler. equipment and all other moving components of the
The orifice in the valve body separator plate allows transmission.
increased converter pressure at low charging pump
(engine) speed. Exhaust Circuit
Normal Converter-In Pressure The exhaust circuit is the return circuit for the trans-
mission hydraulic system.
Converter-in pressure is sufficient to move the con- Pressure in this circuit is minimal and the fluid flow-
verter regulator valve slightly against its spring ing through the exhaust circuit is returned to the
force. sump.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
Fluid flows into the exhaust circuit from the main when the pressures exceed the levels maintained
pressure circuit and the exhaust backfill circuit by the regulator valves.

MAY 2019 PIN 2.1
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TRANSMISSION
Exhaust Backfill Circuit
When a clutch is disengaged, pressure in the clutch circuit is exhausted to sump through the exhaust backfill
circuit.
Low exhaust backfill pressure connects to the clutch feed passage. When a clutch is released pressure in
the exhaust backfill circuit is controlled by the exhaust backfill valve.
The low pressure keeps the clutch feed passages free of air. The absence of air in the system is vital for con-
trolling clutches since air compresses, causing a shift to be either too hard or too soft.
NOTE
The HD's hydraulic system utilises six solenoids and regulator valve assemblies.
• Each solenoid is labelled. Solenoids PCS1 and PCS2 are normally open.
• All other solenoids are normally closed.
• Each solenoid and solenoid regulator valve controls a clutch applied circuit.
4500 ORS (B35E) Shown next.

PIN 2.1 MAY 2019
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TRANSMISSION
4700 ORS (B40/45E) Shown next.
1. Solenoid PCS1 controls the C1 clutch apply 7. Solenoid PCS5 (external) controls the retarder
circuit. function.
2. Solenoid PCS2 controls the C2 clutch apply 8. Solenoid SS2 controls he latching valve C1
circuit. (4700 ORS only).
3. Solenoid PCS3 controls the C3 clutch apply 9. Solenoid PCS6 controls the C6 clutch apply cir-
circuit. cuit (4700 ORS only).
4. Solenoid PCS4 controls the C4 clutch apply
circuit.
The system uses two general solenoid types of
5. Solenoid TCC controls the lock-up clutch apply PCS solenoids (Pressure Control Solenoids).
circuit.
N/O - Normally Open.
6. Solenoid SS1 controls the latching valves (C1
and C2). N/C - Normally Closed.

MAY 2019 PIN 2.1
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TRANSMISSION
General Description Allison Gen 5
The Allison Gen 5, Controls feature closed-loop clutch control to provide superior shift quality over a wide
range of operating conditions. The transmission configuration has six forward ranges, neutral, and one re-
verse range.
The diagram below shows the basic system inputs and outputs.
Transmission Electronic Control • Control Module (Electro-Hydraulic Valve Body -

inside sump).
The Electronic Controls consist of the following:
• Wiring Harnesses.
• Remote 12/24V Max Feature Sealed Transmis-
sion Control Unit (TCU). • Auto-detect program Feature.
• Remote Push button. • TransID Feature.
• Electronic engine throttle data or PWM signal via • Engine Coolant Temperature Input via CAN from
CAN from CPC4. CPC4.
• Engine, Turbine, and Output Speed Sensors.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
Allison Cab Harness

MAY 2019 PIN 2.1
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Speed Sensors 4700 ORS Control Module
Three speed sensors-engine speed, turbine speed,

and output speed-provide information to the TCU.
The engine speed signal is generated by ribs on the
shell of the torque converter pump. The turbine
speed signal is generated by the rotating-clutch
housing spline contours.
The output speed signal is generated by a toothed
member attached to the output shaft. The speed ra-
tios between the various speed sensors allow the
TCU to determine if the transmission is in the se-
lected range.
Speed sensor information is also used to control
the timing of clutch apply pressures, resulting in the
smoothest shifts possible. Hydraulic problems are
The Allison Gen 5 transmission control module con-
detected by comparing the speed sensor informa-
tains a main body assembly and solenoid valve
tion for the current range to that range’s speed sen-
body assembly, which are mounted to an aluminum
sor information stored in the TCU memory.
channel plate.
The TCU issues commands to various solenoids in
Control Module the two valve bodies to govern fluid flow to the
clutches (including torque converter clutch). The
4500 ORS Control Module solenoids produce an output pressure that is pro-
portional to current from the TCU. Hence, the sole-
noids are referred to a pressure "proportional"
control solenoids.
The main valve body assembly contains the
following:
• Main pressure regulator valve
• Control main regulator valve
• Converter flow valve
• Lube regulator valve
• Converter regulator valve
• Exhaust backfill valve
• Two latching logic valves
• On/Off solenoid SS1
• On/Off solenoid SS2 (4700 ORS Only)
The solenoid valve body assembly contains the
following:
• PCS - Pressure Control Solenoid MAIN MOD

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
• PCS1 (A trim) The oil level sensor (OLS) is a float type device
mounted on the control module channel plate. The
• PCS2 (B trim)
OLS senses transmission fluid level by electroni-
• PCS3 (C trim) cally measuring the buoyancy forces on the float.
The sensor operates on 5V DC supplied by the
• PCS4 (D trim)
TCU.
• TCC - Torque Converter Clutch (lockup)
The diagnostic pressure switch (PS1) is mounted
• Diagnostic pressure switch PS1 on the solenoid valve body assembly and performs
the following two functions.
• Five solenoid regulator valves
• PCS 6 (4700 ORS only)
The Allison Gen 5 control system includes a main
Wiring Harness
modulation solenoid. Modulated main pressure re-
sults in improved cooler flow and reduced pump External Wiring Harness
losses when throttle position and output speed is
low. The Allison 4th Generation TCU commands The TCU uses a single 80-way connector, which is
the main mod solenoid ON when all of the following used to receive input from the following:
conditions are simultaneously met:
Transmission TPS via CAN from Diagnostic tool
• Sump temperature is greater than 35ºC and less CPC connector
than 145ºC. Engine Retarder
• Engine speed less than 1200 rpm in all ranges Turbine

except Neutral. There are no restrictions on en- Output Speed Shift selector
gine speed in Neutral. Sensor
• Throttle percentage less than 18 percent in Re-

Harness will include a bulkhead fitting to separate
verse, First, or Second range. Main mod may be
cab and chassis components.
commanded ON in Neutral at any throttle
position.
• Output speed is less than 250 rpm in Neutral, Re- Internal Wiring Harness
verse, First, or Second range.
The internal wiring harness provides connection be-
• The PTO input to the TCU indicates the PTO is tween the following:
OFF.
• External harness
• Shift not in progress.
• Pressure control and shift solenoids (PCS)
The TCU may activate the main mod solenoid for
improved clutch control and transmission response • Oil level sensor
during other unusual operating situations. • Diagnostic pressure switch (PS1)
A temperature sensor (thermo-resistor) is located • Temperature sensor
in the internal wiring harness. Changes in sump flu-
id temperature are indicated by changes in sensor • Turbine speed sensor
resistance, which changes the signal sent to the
TCU.

MAY 2019 PIN 2.1
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TRANSMISSION
4500 ORS (B35E)
4700 ORS (B40E/B45E)

PIN 2.1 MAY 2019
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TRANSMISSION
Autodetect Feature detections of an OLS. The TCU monitors the OLS

input voltage on wire 144. OLS input voltage must
Function performed by TCU exceed a predetermined level for the TCU to record
a detection.
Auto detect is active on the first 25 engine starts Additionally, OLS detection must occur within 12.5
and, in the case of throttle source detection logic, seconds on any given engine start. An OLS will be
may continue past 25 ignition cycles until a valid identified as present and the OLS auto detect logic
source is determined (details follow in A through D will stop once it is detected during any single engine
below). Auto detect takes place within the first 30 start.
seconds of each engine start monitored.
If the engine start counter completes 25 cycles be-
Auto detect searches for the presence of the follow- fore TCU records one detection of an OLS, the soft-
ing transmission components or data inputs in the ware will log that there is no OLS present and the
priority listed: OLS auto detect logic will stop. Then the TCU con-
• Retarder Present/Not Present cludes that no OLS is present.
• Oil Lever Sensor (OLS) Present/Not Present No OLS diagnostics take place until the OLS is de-
tected. Frequently check for the presence of oil lev-
• Throttle TPS, J1939 (CAN) el diagnostics if the transmission is known to
• Engine Coolant Temperature Sensor, J1939 contain an OLS. If an OLS is known to be present,
but has not been detected, troubleshooting the OLS
Even after auto detect has been completed, it can circuit is required.
be reset to monitor an additional group of engine
starts. Reset may be necessary if a device known After the OLS circuit is repaired, reset auto detect
to be present is not detected or if an auto-detect- or manually select the OLS function using the Alli-
able component or sensor was added after the ini- son DOC diagnostic tool.
tial vehicle build.
Reset is accomplished by using the Allison DOC di- Throttle Source
agnostic tool. Using the Allison DOC diagnostic
tool, select “RESET AUTO DETECT” or “RESET Throttle Auto Detect will increment a counter for a
TO BASE CALIBRATION.” throttle source on each engine start during which
the possible throttle source is detected. When the
The Allison DOC diagnostic tool can also be used counter for any of the sources indicates five con-
to override auto detect and manually enter the com- secutive detections, the software will set a “confi-
ponent or sensor to be recognized by the TCU by dence flag” to indicate that this is an available
changing appropriate “Customer Modifiable Con- throttle source.
stants” (CMC). The four items above are the only
CMCs that are auto-detectable. Multiple throttle sources can be detected on a sin-
gle engine start and multiple confidence flags can
Other CMCs can be changed at any time and are be set. There is no limit to the number of engine
not related to auto detect. Consult the Allison DOC starts for auto-detection of the throttle source until a
TM User’s Guide (GN3588) for detailed instructions confidence flag is set for a source. Once a confi-
related to Allison 5th Generation Controls CMC. Ad- dence flag is set for any one of the sources, a coun-
ditional details for each of the four auto-detectable ter begins to countdown for 15 additional engine
features are given next. starts.
During the entire auto detect period, the software
Oil Level Sensor (OLS) will use the highest priority source as the throttle
source if multiple sources are detected before any
NOTE confidence flags are set. Once a confidence flag is
If an OLS is known to be present, but has set, that source is used as the source for the throttle
not been detected, a possible cause is that signal.
the transmission fluid level is too low. When the countdown period is complete, the soft-
Check the fluid level before beginning the ware will use the highest priority throttle source hav-
OLS troubleshooting. ing a confidence flag set and the auto detect logic
The Oil Level Sensor auto detect will countdown for will stop.
a maximum of 25 engine starts while recording

MAY 2019 PIN 2.1
SERVICE INFORMATION
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Trans ID (TID) 1. Shift Cycling. If a site has a lot of shift cycling,

then primary mode should help to resolve this
The TransID feature enables the TCU to recognize because the raised shift points will force the
various transmission hardware configurations and transmission (in effect) to hold lower gears and
select an appropriate software calibration. prevent up-shifting.
However, if a matching calibration does not exist in 2. Performance. On certain sites, Primary Mode
memory, the TCU registers a diagnostic code. can give an improved speed performance be-
cause the engine is working a lot harder with
Furthermore, TID only works when the controller higher engine RPM's.
and transmission have the same generation con-
trols. Thus, TID will not allow an Allison 4th Genera-
tion TCU to recognize a transmission with MK1 to Secondary Mode
MK III controls, nor will TID allow a MK1 to MK IIII
TCU to recognize a transmission with Allison 4th Secondary Mode does not use fixed shift points. In-
Generation Controls. stead, the transmission will calculate the accelera-
tion of the machine to decide whether to up-shift or
The TCU senses the transmission configuration us- not.
ing TID wire 176. In initial versions of Allison 4th
Generation Controls, wire 176 is connected to high The philosophy is that, if the machine can acceler-
side driver 1 (HSD1), wire 111, in the internal wiring ate rapidly on a given slope, it will be able to hold
harness. HSD1 supplies power to PCS4 and MAIN the next gear on the same slope. As a result, the
MOD solenoids. This wiring configuration is desig- transmission may upshift at a significantly lower en-
nated TID A. gine RPM. This will theoretically save a lot of fuel.
Whenever a TID level change is to be made, the
new TID level calibration will be added to the PROM How Bell Uses Primary and Secondary
Calibration Configuration System (PCCS) before Modes via Fuel Saver
the change (s) is (are) made in production to the
transmissions. Bell makes use of Primary and Secondary mode via
the Fuel Saver Enabled Option.
All TCUs programmed and sold after that date will
be loaded with the new TID calibration. These If the fuel saver option is enabled, then the ma-
TCUs will contain calibrations for the new level chine will operate in secondary mode at all times.
transmission and all previous TID levels and will au- However, the following conditions will force the ma-
tomatically load the correct calibration for the trans- chine back into primary mode:
mission based on the TID signal sensed by Auto
detect during the first 25 engine starts. 1. Shift Cycling. If the transmission is shifting up
and down regularly, Primary Mode will be used
to effectively hold the lower gear.
BELL Transmission Software 2. Kick down. If the operator kicks down, then the
Control transmission will revert to Primary mode.
3. Primary on Slopes. For very steep slopes, the
The Allison Transmission has 2 modes it can oper- transmission will run in Primary Mode. Only
ate in - Primary and Secondary. Both perform very once the slope levels out will the Secondary
different functions with regards to vehicle behavior. Mode be activated again.
If the fuel saver is disabled, then the transmission
Primary Mode mode logic is very simple. When the machine is la-
den, it will run in primary mode. When the machine
Primary Mode has higher shift points than Secon- is unladen, it will run in secondary mode (unless
dary Mode. As a result, given a specific gear, it there is a shift cycle detected).
should use more fuel. It can be used on certain sites
to assist the vehicle with the following:

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
Hydraulic Circuits
4500 ORS Hydraulic Circuits
Neutral

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
First - 4500 ORS

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
1st Range Operation
The normally open solenoids PCS2 and PCS3 re- • The C5 pressure keeps the C1 latch valve down
main energised, but PCS1 is de-energised. and the C2 latch valve up.
• The main pressure flows through the PCS1 sole- • The normally closed Main Pressure Modulation
noid regulator valve, through the C1 latch valve solenoid may be energised to lower the main
and to the C1 clutch. pressure.
• C5 pressure positions the Diagnostic Pressure
Switch (PS1) valve against the spring pressure.
This aligns the PS1 with the exhaust and the
switch remains closed.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
2nd Range Operation
After 2nd Range is attained, normally closed sole- • The exhaust passage to PS1 is blocked.
noid SS1 is energised.
• Control main pressure flows to and opens the
• Control main pressure is directed to the tops of PS1 switch.
the C2 and C1 latch valves.
The normally closed Main Pressure Modulation sol-
• C2 latch valve is positioned down against spring enoid may be energised.
pressure.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
2nd Range Lockup Operation
Normally closed solenoid TCC is energised. • The lockup feed passage directs pressure to the
torque converter clutch, the converter flow valve
• Main pressure flows through the solenoid regula-
and the main regulator valve.
tor valve into the lockup feed passage.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
3rd Range Operation • Main pressure flows through the solenoid regula-
tor valve, through the C1 and C2 latch valves and
Normally closed PCS3 is energised. to C3 clutch.
• Normally closed solenoid TCC is energised and
the torque converter clutch is applied.
3rd - Lockup

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
4th Range Operation
Normally open solenoid PCS2 is de-energised. • PS1 remains open.

• Main pressure flows through the solenoid regula- • Normally closed solenoid TCC is energised and
tor valve, through the C2 latch valve and to the the torque converter clutch is applied.
C2 clutch.
• C2 pressure also flows to the lube regulator
valve.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
5th Range Operation • C2 pressure flows to the lube regulator valve.

• PS1 remains open.
Normally closed solenoid PCS3 is energised.
tor valve, through the C1 and C2 latch valves and
to the C3 clutch.
5th - Lockup

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
6th Range Operation • Control main pressure to PS1 is exhausted.

• The PS1 switch closes.
Normally closed solenoid SS1 is de-energised.
• C1 latch valve is positioned up by spring
pressure.
• C2 latch valve remains positioned down due to
C2 pressure.
6th - Lockup

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
Reverse Operation • Control main pressure flows through the PS1

valve.
Normally open solenoid PSC2 is de-energised.
• The PS1 pressure switch opens.
• The normally closed Main Pressure Modulation
tor valve, through the C2 latch valve and to the
solenoid may be energised.
C3 clutch.
Both the C1 and C2 latch valves are positioned up.
Neutral to Reverse

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
Reverse

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Solenoid Designations and Modulated – Engine rpm must be less than 1200 in all
Main Pressure ranges except Neutral (no restrictions in
Neutral).
Modulated main pressure improves cooler flow – Throttle position must be less than 18% in all
and reduces transmission charging pump ranges except Neutral (no restrictions in
losses. Neutral).
• Modulated main pressure is activated when throt- – Transmission output speed must be below 250
tle position and output speed are low. rpm in Reverse, Neutral, Low (7-speed mod-
• Modulated main pressure also becomes active els), 1st range or 2nd range.
during unusual operating situations to improve – The PTO input must be OFF.
clutch control.
– The PTO input must be OFF.
• The TCU commands the main modulated sole-
noid On when all of the following conditions are – A shift must not be in progress.
met:
– Sump temperature must be between 95 and
293 °F (35 and 145 °C).

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
Main Modulation Solenoid

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
Diagnostic Pressure Switch (PS1) 2nd, 3rd, 4th and 5th

The Diagnostic Pressure Switch (PS1) verifies
the position of the C1 and C2 latch valves.
• PS1 is a normally closed switch which monitors
the PCS2 solenoid regulator valve position when
the C5 clutch is applied and exhausted.
Neutral And Reverse
PS1 is mounted on the solenoid valve body

assembly.
The latch valve positions are:
• Neutral - C1 up and C2 up.
• 1st Range - C1 down and C2 up.
• 2nd, 3rd, 4th and 5th Ranges.
• C1 down and C2 down.
• 6th Range - C1 up and C2 down.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
1st Electrical Failure

The latch valves control hydraulic flow and
command specific ranges during vehicle electri-
cal failures.
• In Neutral and Reverse, the transmission fails to
Neutral (C3 applied).
• Neutral & Reverse Fail to Neutral 2nd, 3rd, 4th &
5th Fail to Fourth In 1st Range, the transmission
fails to 3rd Range.
• In 2nd, 3rd, 4th and 5th Ranges, the transmission
fails to 4th Range.
• In 6th Range, the transmission fails to 5th Range.
• In the 7th range the transmission fails to 6th.
(4700 ORS Only)
Neutral and Reverse Fail to Neutral
6th
2nd, 3rd, 4th and 5th Fail to Fourth

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
• In 1st Range, the transmission fails to 3rd Range. 6th Fails to Fifth
• In 2nd, 3rd, 4th and 5th Ranges, the transmission
fails to 4th Range.
• In 6th Range, the transmission fails to 5th Range.
1st Range Fails to Third

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
4700 ORS Hydraulic Circuits
Low Range

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
1st Range

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
2nd Range

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
3rd Range

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
4th Range

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
5th Range

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
6th Range

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
Torque Converter And Lube Definitions And Abbreviations

Pressure Circuits
Check Trans Light
As the main pressure regulator valve moves down,
it allows pressure into the torque converter circuit. When the TCU detects a serious fault, the CHECK
TRANS light (usually located on the vehicle instru-
• Pressure flows from the main pressure regulator, ment panel) illuminates and action is automatically
through the converter flow valve and is regulated taken to protect the operator, the vehicle and the
out the converter regulator valve, through the transmission. A diagnostic trouble code (DTC) will
converter and back to the converter flow valve. nearly always be registered when the CHECK
• Pressure exiting the converter flow valve is di- TRANS light is on, however, not all diagnostic co-
rected into the lube circuit via the converter des will turn on the CHECK TRANS light. Codes re-
regulator. lated to the CHECK TRANS light are detailed in the
diagnostic trouble code chart.
• Here, pressure flows through the cooler, the lube
filter, out to lubricated parts, then “deadheads” at Illumination of the CHECK TRANS light indicates
the converter flow valve. that a condition was detected that requires service
attention. Operation may or may not be restricted.
• The lube circuit’s pressure is controlled by the Even when operation is restricted, the vehicle can
lube pressure regulator. be operated to reach a service assistance location.
Depending on the cause for the CHECK TRANS
light illumination, the TCU may or may not respond
Converter Flow Valve Operation to shift selector requests. The transmission may be
locked in a range. That range will be shown on the
• The converter flow valve’s position is controlled shift selector display. Both upshifts and downshifts
by the lock-up clutch apply circuit. may be restricted when the CHECK TRANS light is
• When solenoid TCC is energised the main pres- illuminated. Seek service assistance as soon as
sure enters the lock-up clutch apply circuit, the possible.
converter flow valve is forced down. Each time the engine is started, the CHECK
• While the converter flow valve is down (during TRANS light illuminates briefly and then goes off.
lock-up), pressure from the lock-up circuit can This momentary lighting shows the light circuit is
bleed-off into the lube circuit. working properly. If the light does not come on dur-
ing engine start, request service immediately.
Exhaust Backfill Pressure Allison Transmission Diagnostic Tool

Exhausted clutch apply circuits are charged with ex- Allison DOC (Diagnostic Optimized Connection) for
haust backfill pressure. PC is a PC-based diagnostic tool for use with the
4000 Product Families transmissions. The Allison
• This low pressure ensures clutches are applied
DOC for PC is a full-feature diagnostic software ap-
smoothly, with no delays.
plication supporting the Allison 4th and 5th Genera-
• Exhaust backfill pressure is maintained by the ex- tion Control System.
haust backfill valve.
When installed on the PC, it will allow the technician
• The exhaust backfill circuit is initially charged to acquire data from the transmission’s control sys-
through the control main pressure regulator tem and through the use of embedded trouble-
valve’s exhaust port. shooting manuals, conduct systematic
• When the exhaust backfill valve needs to relieve, troubleshooting of transmission complaints.
it moves down against its spring, exhausting to
sump. Basic Features
• Once backfill pressure is sufficient, the valve
moves back to its seat. Allison DOC for PC uses a Windows style graphical
user interface (GUI) and includes:
• User selected views of transmission parameters.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
• Active and historical diagnostic trouble codes Microsoft Media Player 6.4 and 7.0 is bundled on
(DTCs). the CD for displaying various and updated training
videos (available from the application Help menu).
• Graphical instrument panel view of transmission
parameters.
• Strip chart function. PC Platform Definition
• User configurable snapshot function. Allison DOC for PC–Service Tool has been tested
• User configurable print function. with, and is known to operate on PCs with the fol-
lowing configurations:
• Code driven links to embedded Allison 4th and
5th Generation Control System Troubleshooting • Operating System: Microsoft Windows XP Pro-
Manuals. fessional, and Windows 2000 (SP4 or later).
• Reprogramming capability (restricted access). • CPU: Pentium III, 800MHz, or Pentium 4, 2.0
GHz (Recommended).
• Demo Mode which allows the user to practice on
the program without being connected to a • RAM: 128MB RAM, or 256MB RAM or greater
vehicle. (Recommended).
• New animated screen by screen help support . • Internet connection capability (Internet Explorer
5.0 or greater).
• Application Configuration.
• Hard Drive: 20GB ATA, or 40GB ULTRA ATA/66
This menu function serves as the platform or greater (Recommended).
for three different features:
• One USB port V1.1, or USB 2.0
1. General tab, which allows the user to select (Recommended).
language (English only at this time) and unit
of measure. • CD-ROM: 16x, or 48x Max. Speed or greater
(Recommended).
2. TCU Reprogramming tab, used to enable the
reprogramming capability of the Allison DOC NOTE
For PC diagnostic tool. 1. The Allison DOC For PC–Service Tool
3. Update Application tab, will access a web will not function correctly on PCs not
URL that will contain minor updates for the di- meeting the above listed definition and
agnostic tool to support changes in the vari- will not be supported.
ous transmission control systems. 2. PCCS does not support Windows, NT,
• Data Bus Viewer allows the user to capture (see or ME when re-calibrating 3000 and
and save) the raw data transmitted on the various 4000 Product Families transmissions.
vehicle data buses supported by Allison DOC for 3. PCCS is a separate, stand-alone soft-
PC tool (J1939). ware application.
Adobe Acrobat 5.0 is bundled on the CD for reading
the Troubleshooting Manual.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
Abbreviations Table
A/N Assembly Number
ABS Anti-lock Brake System - An OEM provided means to detect and prevent wheel stoppage to enhance vehicle
handling. The retarder and engine brakes will not apply when ABS is active.
AMP Unit of electrical current.

API Application Program Interface.
AT Allison Transmission.
CAN Controller Area Network - A network for all SAE J1939 communications in the vehicle (engine, transmission,
ABS, etc.).
CIN Calibration Identification Number.

CMC Customer Modified Constant.
CPA Connector Position Assurance.
CT Closed Throttle.
DMM Digital Multi-Meter.
DNA Does Not Adapt - Adaptive shift control is disabled.
DNS DO NOT SHIFT - Refers to the DO NOT SHIFT diagnostic response during which the CHECK TRANS light is
illuminated and the transmission will not shift and will not respond to the Shift Selector.
DOC Diagnostic Optimized Connection.
DPA Dearborn Protocol Adapter.
DTC Diagnostic Trouble Code.
DVOM Digital Volt / Ohm-Meter.
EMI Electro Magnetic Interference.
EBO Feature Based Ordering.
FCC Federal Communications Commission.

GPI General Purpose Input - Input signal to the TCU to request a special operating mode or condition.
GPO General Purpose Output - Output signal from the TCU to control vehicle components (such as PTOs, backup
lights, etc.) or allow a special operating mode or condition.
GUI Graphical User Interface.
J1587 Engine/Transmission serial data communications link.
J1939 High-speed vehicle serial data communications link.
LED Light-Emitting Diode - Electronic device used for illumination.
LRTP Low Range Torque Protection.
MB Mega Byte.
NNC Neutral No Clutches - Neutral commanded with no clutches applied.
NVL Neutral Very Low - The TCU has sensed turbine speed below 150 rpm when output speed is below 100 rpm
and engine speed is above 400 rpm when N (Neutral) was selected. This is usually caused by a dragging C1
or C3 clutch or a failed turbine speed sensor. NVL is attained by turning D solenoid "ON" (in addition to E sole-
noid) and the C4 and C5 clutches are applied to lock the transmission output.
OEM Original Equipment Manufacturer - The maker of the vehicle or equipment.
Ohm Unit of electrical resistance.

OL Over Limit or Oil Level - For Over Limit see "∞". Indicates Oil Level is being displayed on a shift selector.
OLS Oil Level Sensor - Electronic device (optional) on control module for indicating transmission fluid level.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
PC Personal Computer.
PCCS PROM Calibration Configuration System.
PCS Pressure Control Solenoid.

PLR Primary Lock Reinforcement (Connector).
P/N Part Number.

PROM Programmable Read Only Memory.
PSS Primary Shift Selector - Main shift selector in a two-selector control system.
PTO Power Take-Off.

PWM Pulse Width Modulation.
RELS Reduced Engine Load at Stop.
RFI Radio Frequency Interference.
RMR Retarder Modulation Request - Signal from a retarder control device.
RPR Return to Previous Range - Diagnostic response in which the transmission is commanded to return to previ-
ously commanded range.
SCI Serial Communication Interface - Used to transmit data and messages between the diagnostic tool and the
TCU and other systems such as electronically-controlled engines.
SCTI St. Clair Technologies, Inc.
SEM Shift Energy Management.
S/N Serial Number.

SOL OFF All Solenoids OFF.
SPI Serial Peripheral Interface - The means of communication between the microprocessor and the interface
circuits.
SS Shift Solenoid.
SSS Secondary Shift Selector - Alternate shift selector in a two-selector control system.
TCC Torque Converter Clutch.
TCU Transmission Control Unit.

TFT Transmission Fluid Temperature.
TID TransID - A feature which allows the TCU to know the transmission configuration and provide the correspond-
ing calibration required.
TPA Terminal Position Assurance.

TPS Throttle Position Sensor - Potentiometer for signalling the position of the engine fuel control lever.
V Version - Abbreviation used in describing TCU software levels.
VDC Volts Direct Current (DC).
VF Vacuum Fluorescent.
VIM Vehicle Interface Module - A watertight box containing relays and fuses. It interfaces the transmission elec-
tronic control system with components on the vehicle.
VIW Vehicle Interface Wiring - Interfaces TCU programmed input and output functions with the vehicle wiring.
Volt Unit of electrical force.
WOT Wide Open Throttle.
∞ Infinity - Condition of a circuit with higher resistance than can be measured, effectively an open circuit.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
System Overview itself and not the wires extending from the
connector.
Allison 5th Generation Control functions are con- • Resistance checks involving wiring between the
trolled by the TCU. The TCU reads the following to TCU connector and other components adds
determine when to command a shift: about one Ohm of resistance to the component
• Shift selector range selection resistance shown.
• Output speed • Inspect all connector terminals for damage. Ter-

minals may have bent or lost the necessary ten-
• Throttle position sion to maintain firm contact.
In order to control the oncoming and off-going • Clean dirty terminals or connectors with isopropyl
clutches during a shift, the TCU monitors: alcohol and a cotton swab, or a good quality, non-
residue, non-lubricating, cleaning solvent such as
• Turbine speed
LPS Electro Contact Cleaner or LPS NoFlash
• Output speed Electro Contact Cleaner.
• Throttle position
When the TCU detects an electrical fault, it logs a
diagnostic code indicating the faulty circuit and may
alter the transmission operation to prevent or re- The cleaning solvent should must evaporate quickly to pre-
duce damage. vent the possibility of condensation within the connectors. Al-
ways blow or shake any excess cleaner from the connector
When the TCU detects a non-electrical problem before assembling it to its mating connector or hardware.
while trying to make a shift, the TCU may try that Cleaner trapped in the connector can affect the connector
shift a second or third time before setting a diagnos- seal.
The cleaning solvent must not be Chlorine based,
tic code. contain petroleum distillates or conduct electricity.
Once that shift has been retried and a fault is still
detected, the TCU sets a diagnostic code and holds • Diagnostic codes displayed after system power is
the transmission in a fail-to-range mode of turned on with a harness connector discon-
operation. nected, can be ignored and cleared from
memory.
NOTE
Troubleshooting
Whenever a transmission is overhauled,
Before beginning the troubleshooting process, read exchanged or has undergone internal re-
and understand the following: pairs, the TCU MUST BE “RESET TO UN-
ADAPTED SHIFTS”.
• Allison Transmission recommended wire num-
bers (i.e. 158) all use a “1” for the first digit and 1. Begin troubleshooting by checking the trans-
the pinout information at the TCU for the second mission fluid level and TCU input voltage. Re-
and third digits. member that some problems may be
temperature related. Do troubleshooting at the
• Shut off the engine and ignition before any har- temperature level where the problem occurs.
ness connectors are disconnected or connected. Check diagnostic codes by:
• Remember to do the following when checking for
• Using the shift selector display.
shorts and opens:
• Using the Allison DOC diagnostic tool.
- Minimize movement of wiring harnesses when
looking for shorts. Shorts involve wire-to-wire or 2. When a problem exists but a diagnostic code is
wire-to-ground contacts and moving the har- not indicated, refer to the listing of various elec-
nesses may eliminate the problem. trical and hydraulic problems, their causes and
remedies.
- Wiggle connectors, harnesses and splices when
looking for opens. This simulates vehicle move- 3. If a diagnostic code is found in the TCU memo-
ments which occur during actual operation. ry, record all available code information and
clear the active indicator.
• When disconnecting a harness connector, be
sure the pulling force is applied to the connector

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
4. Test drive the vehicle to confirm a diagnostic NOTE

code or performance complaint.
All Allison 5th Generation Controls TCUs
• If the code reappears, refer to the Diagnostic are designed to be isolated from the vehicle
Code section and the appropriate code chart. chassis ground. Be sure that the TCU case
The Diagnostic Code section lists diagnostic co- is not contacting the vehicle or any other
des and their description. Locate the appropriate point that might provide a ground
troubleshooting chart and follow the instructions. connection.
• If the code does not reappear, it may be an inter-
mittent problem. Use the Allison DOC diagnostic
tool and the code display procedure. The code
Oil Level Sensor (OLS)
display procedure will indicate the number of
times the diagnostic code has occurred. Refer to The oil level sensor (Figure 5.1) provides a means
the troubleshooting chart for the possible cause of electronically checking the transmission fluid lev-
(s) of the problem. el from:
• Appendix A deals with the identification of poten- • The CDU display.

tial circuit problems. Refer to Appendix A if a cir- • Allison DOC diagnostic tools.
cuit problem is suspected.
The Allison 5th Generation Controls Oil Level Sen-
sor (OLS) is a one-piece unit with a moulded 3- ter-
TCU Diagnostic Procedure minal connector built into the sensor housing
(Figure 5.1). The internal wiring harnesses have
• Use the Allison DOC diagnostic tool to verify the been designed to include the 3- terminal connector
current calibration information number (CIN) and for the OLS.
record or print a report of the current modifiable
constants (CMC). Oil Level Sensor
• Remove the 80-way connector from the suspect
TCU; inspect the connector for damaged or bent
pins.
• Replace the TCU with a known, good TCU from a
similar vehicle.
NOTE
The TCU Must be set to unadapted shifts
and the vehicle MUST BE driven carefully
to adapt the shifts to the test vehicle. Be
sure to reset the TCU to unadapted shifts
when it is installed in the original vehicle.
• If the replacement TCU corrects the original com-
plaint, reinstall the original TCU to verify that the
complaint returns. If the complaint is confirmed.
install a new TCU.
• If the complaint does not return, leave the original
TCU installed. Disconnecting and reconnecting
the TCU can often correct faulty wiring harness
connections that may have been present.
• Clear any diagnostic codes that may be present
and test drive the vehicle to confirm the repair. Figure 5.1
NOTE
The OLS is standard on the 4000 MH.

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
Figure 5.2 and 5.3 shows the position and orienta- 4700 ORS - Oil Level Sensor Orientation
tion of the OLS on the control modules of the 3000
and 4000 Product.
Families transmissions. The OLS must be correctly
positioned, so the internal harness connector
reaches the connector on the sensor. The control
module must fit onto the transmission main case
without interference. The one piece design reduces
the complexity of the manufacturing and installation
of the sensor. The current OLS uses shoulder bolts
and Viton ferrules to provide vibration dampening in
the mounting.
4500R ORS - Oil Level Sensor Orientation
Figure 5.3
Electronic Fluid Level Check

(Allison Doc for PC–Service Tool)
Figure 5.2
A low or high fluid level causes overheating and irregular shift

patterns and, if not corrected, can damage the transmission.
Allison DOC diagnostic tools can also be used to

electronically check the transmission’s fluid level.
Circuit Inspection
Intermittent power/ground problems—can cause
voltage problems during TCU diagnostic checks
which can set various codes depending upon where
the TCU was in the diagnostic process.
• Damaged terminals.
• Dirty or corroded terminals.
• Terminals not fully seated in the connector. Check
indicated wires by uncoupling connector and gen-
tly pulling on the wire at the rear of the connector
and checking for excessive terminal movement.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSMISSION
• Connectors not fully mated. Check for missing or fluid leaks in the added pressure guage/trans-
damaged lock tabs. ducer lines. Repair leaks as needed. Be sure
that the fluid level is correct
• Screws or other sharp pointed objects pushed in-
to or through one of the harnesses.
• Harnesses which have rubbed through and may Recording Data
be allowing intermittent electrical contact be-
tween two wires or between wires and vehicle 1. Use the Allison DOC for PC-Service Tool, which
frame members. allows checking of individual range clutch pres-
sures, with the vehicle stationary. Consult Ap-
• Broken wires within the braiding and insulation. pendix N or Allison publication GN3433EN,
User Guide for Allison DOC PC-Service Tool,
for Action Request and select Clutch Test
Measuring Clutch Pressures Mode. Follow the instructions to test the clutch
pressures in individual ranges.
Testing individual clutch pressures help to deter-
NOTE
mine if a transmission malfunction is due to a me-
chanical or an electrical problem. Properly making Determine the lockup clutch pressure
these pressure tests requires transmission and ve- by driving the vehicle in a range where
hicles (or test stand) preparation, recording of data, lockup can be obtained. Record the
and comparing recorded data against specifications pressure values at the engine speed
provided. These instructions are for the 4000 prod- and sump fluid temperature values
uct family transmission. shown in Table B-1. The lockup clutch
is functioning correctly when engine
NOTE
speed and turbine speed values are
Determine if there are diagnostic code set equal as recorded from the Allison
which are related to the transmission diffi- DOC For PC Service Tool.
culty you are evaluating. Proceed to make 2. Consult Table B-1 and locate the transmission
mechanical preparations for measuring model that you are testing.
clutch pressures after codes have first been
evaluated. 3. Operate the transmission at the conditions
shown in Table B-1 and record the engine
speed, transmission sump fluid temperature,
Transmission and Vehicle Preparation main hydraulic pressure and the clutch pres-
sure in the ranges where a problem is
1. Remove the plugs from the pressure tap loca- suspected.
tions where measuring is desired.
2. Install hydraulic fittings suitable for attaching Comparing Recorded Data to
pressure gauge or transducers.
Specification
3. Connect pressure gauge or transducer. Pres-
sure gauge set J 26417 is available for this pur- 1. Be sure that the engine and transmission sump
pose. See table below for pressure level fluid temperatures were within the values speci-
expected. fied in Table B-1.
4. Be sure that engine speed can be monitored 2. Compare the main pressure and clutch pres-
(Allison DOC for PC Tool may be used for this sure data, recorded in Step B, with the specifi-
purpose). cations in Table B-2.
5. Be sure that transmission sump fluid tempera- 3. If the clutch pressures are within the specified
ture can be measured (Allison DOC for PC- range, return the transmission and vehicle to
Service Tool may be used for this purpose). their original configuration and proceed with
electrical troubleshooting.
6. Be sure that the transmission has enough fluid
for cold operation until an operating tempera- 4. If the clutch pressures are not within the speci-
ture fluid level can be set. fied range, take corrective action to replace the
internal parts of the transmission necessary to
7. Bring the transmission to normal operating tem-
correct the problem. Refer to the appropriate
perature of 71 – 93 °C (160-200°F). Inspect for

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSMISSION
transmission service manual for the model 6. Return the transmission to its original configura-
being tested. tion. Remove instrumentation and reinstall any
components removed for the pressure testing.
5. Review the pressure values after the transmis-
sion has been repaired.

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSFER CASE
Transfer Case Function
The function of the transfer case or drop box is to strain on the power train, especially at higher
transfer torque from the transmission down to the ground speeds.
front and rear axles.
The inter-axle differential can be locked and equal
It is a single speed design with a 1-to-1 gear ratio, torque will be supplied to the front and rear axles. It
which means it does not alter the output speed of is recommended that the inter-axle differential lock
the transmission. is engaged only when operating in very poor ground
conditions.
Included in the transfer case is a planetary inter-
axle differential lock. In normal operating mode, the For the IDL engagement procedure please refer to
inter-axle differential will supply approximately 71% the electrical section.
of the torque to the rear axles and 29% to the front
axle. Because the front and rear axles are not being
driven by a common output shaft, there will be less

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSFER CASE
Transfer Case Input Assembly

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSFER CASE
ITEM DESCRIPTION ITEM DESCRIPTION
1 RING, RAIDIAL SEALING 12 PLUG
2 FLANGE 13 CAP
3 NUT, ADJUSTING 14 SPRING, COMPRESSION
4 SCREW, HEX 15 COVER
5 SHAFT 16 O-RING
6 GEAR, WHEEL 17 SCREW, HEXHD
7 BEARING, TAPERED ROLLER 18 O-RING
8 COVER 19 RING, SETTING
9 SCREW, HEX 20 SCREW, HEX
10 PUMP, OIL 21 VALVE, BACK PRESSURE
11 BALL

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSFER CASE
Transfer Case Idler Assembly

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSFER CASE
1 GEAR, WHEEL 5 SCREW, HEX
2 SCREW, HEX 6 DRIVER
3 BEARING 7 SHAFT
4 COVER 8 O-RING

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSFER CASE
Transfer Case Output Assembly
TRANSFER CASE, OUTPUT FRONT

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSFER CASE
1 PLATE 14 SCREW, HEX
2 SCREW, HEX 15 ROD
3 BEARING, TAPERED ROLLER 16 O-RING
4 SHAFT 17 BUSHING
5 CIRCLIP 18 BUSHING
6 BEARING, GROOVED BALL 19 DISK
7 SEAL, RADIAL RING 20 RING
8 SLEEVE, SLIDING 21 DISK
9 FORK, SHIFTER 22 BEARING, GROOVED BALL
10 PISTON 23 CIRCLIP
11 O-RING 24 CIRCLIP
12 SPRING, COMPRESSION 25 CIRCLIP
13 COVER

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSFER CASE
TRANSFER CASE, OUTPUT PLANETARY

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSFER CASE
1 CARRIER, RING GEAR 9 PIN, PLANETARY
2 RING GEAR 10 FLANGE
3 CIRCLIP 11 BEARING, TAPERED ROLLER
4 GEAR, SUN 12 GEAR, WHEEL
5 RING 13 SCREW, HEX
6 GEAR, PLANETARY 14 WHEEL, PULSE
7 BEARING, NEEDLE 15 SCREW, HEX
8 DISK 16 BUSHING

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSFER CASE
TRANSFER CASE, OUTPUT REAR

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSFER CASE

1 COVER 11 DISK
2 SCREW, HEX 12 O-RING
3 BEARING, TAPERED ROLLER 13 GAUGE, OIL LEVEL
4 DISK 14 O-RING
5 FLANGE, DRIVE 15 O-RING
6 NUT, ADJUSTING 16 DISK
7 DISK 17 BEARING, TAPERED ROLLER
8 SEAL, RADIAL RING 18 DISK
9 COVER 19 CIRCLIP
10 SCREW, HEX

MAY 2019 PIN 2.1
SERVICE INFORMATION
TRANSFER CASE
Transfer Case Line Drawing
Refer to the Electrical section for an explanation on the activation of the IDL and ATC.
Inter Axle Not Engaged

PIN 2.1 MAY 2019
SERVICE INFORMATION
TRANSFER CASE
Inter Axle Engaged

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
PNEUMATIC SYSTEM
Pneumatic Schematic

MAY 2019 PIN 2.1
SERVICE INFORMATION
PNEUMATIC SYSTEM
1 Air Compressor 12 Park Brake Solenoid
2 Cooler Pipe 13 Park Brake Pressure Switch
3 Air Dryer and Un-loader Valve 14 Park Brake Actuator
4 Purging Reservoir 15 IDL Solenoid
5 Air Reservoir (20 Litre) 16 IDL Pressure Switch
6 Drain Solenoid 17 CTD Actuator

7 Seat Lever Control Valve 18 IDL Actuator
8 Seat Cylinder 19 Park Brake Reservoir (5 Litre)
9 System Air Pressure Sensor 20 Cooler Fan Pneumatic Cleaning
10 Control Traction Differential Lock Solenoid 21 Engine Fan Pneumatic Cleaning
11 CTD Pressure Switch

PIN 2.1 MAY 2019
SERVICE INFORMATION
PNEUMATIC SYSTEM
Pneumatic Schematic (B60E)

MAY 2019 PIN 2.1
SERVICE INFORMATION
PNEUMATIC SYSTEM
1 Air Compressor 12 Park Brake Solenoid
2 Cooler Pipe 13 Park Brake Pressure Switch
3 Air Dryer and Un-loader Valve 14 Park Brake Actuator
4 Purging Reservoir 15 IDL Solenoid
5 Air Reservoir (20 Litre) 16 IDL Pressure Switch
6 Drain Solenoid 17 CTD Actuator

7 Seat Lever Control Valve 18 IDL Actuator
8 Seat Cylinder 19 Park Brake Reservoir (5 Litre)
9 System Air Pressure Sensor 20 Cooler Fan Pneumatic Cleaning
10 Control Traction Differential Lock Solenoid 21 Engine Fan Pneumatic Cleaning
11 CTD Pressure Switch
Pneumatic System Operation Air Pressure Supply Circuit

Operation
All pneumatic functions are supplied pressurised air
by the engine driven compressor. Air from the com-
pressor passes through the cooling coil, cooling the
air down from approximately 120 ºC to 65º and then
onto the air dryer, which removes moisture and con-
tamination of pneumatic components.
The air dryer contains an un-loader valve that regu-
lates system pressure to 8.1 bar. When system
pressure reaches 8.1 bar a pilot line opens to un-
load the air compressor clutch. After air leaves the
dryer it goes to the pneumatic reservoir which then
supplies air to all the solenoid valves and the park
brake reservoir within the pneumatic system.

PIN 2.1 MAY 2019
SERVICE INFORMATION
PNEUMATIC SYSTEM
Compressor Supplying The Pneumatic

Manifold
The compressor (1) is gear driven off the engine
and is a single cylinder piston-type compressor. System pressure air is sent to the pneumatic mani-
Air is drawn into the compressor through the engine fold for distribution to all pneumatic circuits.
air filter, compressed and sent through a cooling
pipe (2), then delivered to the air drier and unloader
valve (3). Charging The Pneumatic System
The drain solenoid (6) is controlled by the CCU3.
After each new engine start the CCU3 timer is set.
After the timer reaches 15 minutes the drain sole-
noid valve is activated for a 2 second. A new engine
start is when the key switch is set to the OFF posi-
tion and it has been at least 10 minutes from the
last engine start.
Air Drier and Unloader Valve

The air drier and unloader valve has four functions.
Drying The Air

As air from the compressor comes into the air drier
and unloader valve it passes through a fine screen
filter and desiccant.
Moisture/ Oil collects on the surface of the desic-
cant and is prevented from going to the air system
components .
1 Port 1
Unloading The Compressor 2 Filter
3 Bypass Spring
When air pressure reaches a specified amount, the
unloader valve acts as a relief valve and will “BLOW 4 Desiccant
OFF”, out port 3, regulating air system pressure. 5 Check Valve
6 Port 21
Charging The Regeneration Air 7 Un-loader Valve
Reservoir 8 Regeneration Air Reservoir
9 Port 22
Air coming into the air drier and unloader valve is
10 Port 3
sent out port 22 to the regeneration air reservoir.
11 Purge Valve
The unloader valve, acting as a relief valve, main-
tains system pressure in the regeneration air Compressed air from the compressor goes to port 1
reservoir. (1) into chamber A. Air passes through a fine
The regeneration air reservoir air supply is used to screen filter (2) and along the outside of the desic-
blow backwards through the desiccant cartridge cant cartridge (4).
and purge collected moisture from the cartridge. Air passes through the desiccant, moisture is re-
moved and collects on the outside of the desiccant
cartridge.

MAY 2019 PIN 2.1
SERVICE INFORMATION
PNEUMATIC SYSTEM
Air flows through the desiccant, unseats check 10 Port 3

valve (5) then goes out port 21 (6) to the air Purge Valve
11
reservoir.
From the reservoir air flows to the pneumatic mani- During the charging cycle, moisture is removed
fold where it is distributed to the pneumatic system. from the air going to the system and collects on the
fine screen filter and the outside of the desiccant
Air also flows out port 22 (9) and pressurizes the re- cartridge.
generation air reservoir (8).
System air pressure is sensed through chamber C
If the desiccant cartridge becomes clogged, filter on the un-loader valve (7). As the system is charg-
bypass spring (3) will compress, allowing the desic- ing, pressurized air is also being sent to the regen-
cant cartridge to move up. eration air reservoir (8) through port 22 (9).
Air would then come in port 1 through chamber A, When system pressure reaches 810 kPa (8.1 bar)
flow under the cartridge through chamber B and out (117 psi), air pressure on the diaphragm of the un-
port 21 to the reservoir. The air will not be dried, but loader valve forces the diaphragm against the
the system will function. spring, which opens a port to allow pressure to as-
sist in opening the purge valve (11).
Purging the Air Drier As the pure valve is opening it allows air pressure
from the regeneration air reservoir to escape up to
chamber B and passes through the desiccant and
filter, carrying the collected moisture with it.
Any additional moisture collected in chamber A is
also picked up, sent by purge valve and then out ex-
haust port 3.
When the pressure in chamber B drops below 810
kPa (8.1 bar) (117 psi), check valve (5) will close
maintaining system pressure in chamber C and in
the air reservoir.
When purge valve (11) is open, compressed air
from compressor entering through port 1 into cham-
ber A is sent directly out exhaust port 3 (10).
There is zero pressure in regeneration air reservoir
while system is in the “unloading” stage. When
system pressure drops approximately 48 kPa (0.48
bar) (7 psi), check valve (5) opens, spring in un-
loader valve (7) pushes against the diaphragm,
closing the port to purge valve (11) and starts the
charging cycle again.
Park Brake Circuit

1 Port 1
2 Filter The park brake is spring applied and air pressure
released. The function of the park brake circuit is to
3 Bypass Spring
engage and disengage the park brake by controlling
4 Desiccant the flow of the compressed air to park brake
5 Check Valve
actuator.
6 Port 21 System air pressure from the pneumatic manifold is

available at the park brake solenoid valve.
7 Un-loader Valve
8 Regeneration Air Reservoir When the park brake switch is switched to the OFF
(brake disengage) position, the CCU3 sends power
9 Port 22
to energise the park brake solenoid. The valve will

PIN 2.1 MAY 2019
SERVICE INFORMATION
PNEUMATIC SYSTEM
open and allow compressed air to flow into the park (Provided the accelerator pedal is still below 10%).
brake actuator, releasing the park brake. The CDT's will only be engaged for 30 seconds and
will then be turned off.
When the park brake switch is switched ON (brake
engaged), the CCU3 de-energised the park brake When the CTD switch is pushed to the ENGAGE
solenoid and compressed air in the park brake position, axle lock solenoid (10) is energised, allow-
pneumatic circuit vents to atmosphere through the ing compressed air to flow to the axle lock actuator
park brake exhaust causing the park brake to (17) and the axle lock will be applied. The com-
engage. pressed air between the CTD solenoid valve and
the CTD actuator closes the contacts of the CTD
In the event of the system air pressure dropping be-
pressure switch (11).
low 550 kPa, the CCU3 will de-energise the park
brake solenoid, causing the park brake to engage. When the CTD switch is pushed to the DISEN-
GAGE position, the CTD solenoid de-energises.
When the contacts of the Park Brake Switch is
The de-energised solenoid allows the compressed
open, the CCU3 sends a CAN signal to the CDU to
air to vent via the exhaust of the CTD solenoid valve
illuminate the park brake light.
to the atmosphere and the spring will release CTD's
If in neutral, with no service brake signal for more axle differential lock.
than 250 ms, the park brake will be applied auto-
matically regardless of the state of the park brake
switch (Auto Park Brake). Seat Height Circuit
If the park brake was activated through this safety
When the seat lever is in the neutral position, there
feature, then the CDU will display park brake sym-
is no air flow from, or to the seat cylinder.
bol but the SSM switch will not be illuminated. In
this case the park brake will be automatically re- When the seat lever is raised, it allows air to flow to
leased when drive or reverse is selected and the the seat cylinder activating the cylinder to lift the
accelerator is depressed (no need to cycle the seat.
switch).
While the seat lever is held in this position, air will
continue to flow to the cylinder until the seat lever is
Control Traction Differential (CTD) released.
Raise and hold the seat lever until the desired
The inter-axle diff locks are air applied, spring height is reached and then release the seat lever.
released.
To lower the seat, push the seat lever down and
• CTD Engaged: Pressure switch is in closed posi- hold until the desired height is reached. Release
tion; CDU CTD Light ON. the seat lever.
• CTD Disengaged: Pressure switch is in open po- While the seat lever is held in the lower position, air
sition; CDU CTD Light OFF. from the seat cylinder will be allowed to vent via the
• CTD "Engaged" status detected by CCU when seat lever solenoid to the atmosphere.
CTD pressure switch is closed.
The axle diff locks are located in the differential
housing. The purpose of the axle diff lock is to lock
the left and right wheels together so power is ap-
plied evenly to both wheels.
The CTD's cannot be engaged unless the pressure
feedback switch indicates that IDL is activated and
accelerator pedal is in the low idle position (Less
than 10% throttle position). In the event that the
CTD is selected and the IDL is not, the IDL light on
the SSM will also illuminate.
Once the conditions have been met for IDL engage-
ment and the pressure feedback switch indicates
proper engagement, the CTD will also engage.

MAY 2019 PIN 2.1
SERVICE INFORMATION
PNEUMATIC SYSTEM
Inter-Axle Lock Circuit The inter-axle lock cannot be engaged unless the
accelerator pedal is in the low idle position (Less
NOTE than 10% throttle position and output shaft speed
less than 60 RPM).
1. The inter-axle diff lock is air applied,
spring released. When the inter-axle lock switch is pushed to the
ENGAGE position, the inter-axle lock solenoid de-
2. IDL Engaged: Pressure switch is in energises. The de-energised solenoid allows the
closed position (MDU IDL Light ON). compressed air to vent via the exhaust of the IDL
3. IDL Disengaged: Pressure switch is solenoid to the atmosphere and the spring will en-
in open position (MDU IDL Light gage the inter-axle differential lock.
OFF). When the inter-axle lock switch is pushed to the
4. IDL “Engaged” status detected by DISENGAGE position, the inter-axle lock solenoid
CCU when IDL pressure switch is is energised, allowing compressed air to flow to the
closed. inter-axle lock actuator and the inter-axle lock will
be disengaged.
The inter-axle lock is located in the transfer case.
The purpose of the inter-axle lock is to lock the front
and rear axles together so power is applied evenly
to all axles.

PIN 2.1 MAY 2019
SERVICE INFORMATION
PNEUMATIC SYSTEM
Fault Finding - Pneumatic System

Symptom Problem Solution
Adjust air drier and un-loader valve. Do

Air drier and un-loader valve not adjusted Pneumatic System Main Pressure Test
correctly. And Adjustment (See Pneumatic System
Main Pressure Test and Adjustment.
Leakage at fittings or from lines. Tighten fittings. Repair lines.
Check drain valve for leakage. Repair or

Air reservoir drain valve.
replace drain valve.
Connect hoses and lines to the correct

Hoses and lines connected to wrong ports.
ports. (See Pneumatic Manifold.
System Does Not Reach Operating
Test sensor. Do Pneumatic System Sole-
Pressure. System air pressure sensor. noids, Pressure Switches and Sensor
Tests.
Check park brake pressure. (See Park
Park brake actuator.
Brake Pressure Test.
Check pressure setting. Do Pneumatic
System Main Pressure Test And Adjust-
Un-loader valve.
ment. (See Pneumatic System Main Pres-
sure Test And Adjustment.
Repair or replace compressor. (See re-

Air compressor.
move and install air compressor.
Test park brake pressure switch. Do Pneu-

Park Brake Light Does Not Go Off. Park brake pressure switch failed. matic System Solenoids, Pressure
Switches and Sensor Tests.
Adjust park brake calliper. Do Park Brake
Park brake calliper adjustment.
Adjustment.
Park brake disc and pads. Checks thickness of pads. See Check Park
Brake Pad Wear.
Park Brake Does Not Hold. Test park brake solenoid. Do Pneumatic
Park brake solenoid. System Solenoids, Pressure Switches and
Sensor Tests.
Test park brake pressure. See Park Brake
Park brake valve.
Pressure Test.
Low or no air pressure Check pneumatic system for leaks and
Inter axle diff. lock not activating. pressure.
Actuator leaking. Repair the leak or replace actuator.
Adjustments and Tests Essential Tools
Tee fitting
Pneumatic System Main Pressure Test
and Adjustment 202862 ¾-16 M 37° x ¾-16 F 37°
Pneumatic System Main Specification Sw x 7/16-20 M 37°
Pneumatic System Pressure Service Equipment and Tools
810 kPa {8.1 bar (117 psi)} Gauge

Adjusting Screw ½ Turn Equals 2068 kPa {20.6 bar (300 psi)}
50 kPa {0.5 bar (7 psi)}

MAY 2019 PIN 2.1
SERVICE INFORMATION
PNEUMATIC SYSTEM
Park Brake Pressure Test
Discharge pneumatic system completely before removing any

fittings or components.
Install articulation locking bar before working in pivot area &
Discharge air pressure by pulling the drain plug ring discharge pneumatic system completely before removing any
fittings or components.
on the regeneration air reservoir. Always install the bin prop when working under the
raised bin. Personal injury may result if the body low-
Disconnect air line from port 21 of air drier and un- ers unexpectedly.
loader valve.
Raise the bin and install the bin prop and ensure it
is in the ring (3).
Move the park brake switch to the ON position to
engage park brake and relieve system pressure
from park brake circuit. Shut off the engine.
Connect “T” fitting (1) to drier /unloader valve and

air line.
Connect pressure gauge to tee fitting.
Start engine and observe air pressure on gauge.
Record pressure when unloader valve “unloads”.
Adjust pressure that unloader valve “unloads” by
turning adjusting screw (2) with a 3mm hex.
wrench. Turning screw clockwise will increase un-
loading pressure.
If pressure cannot be adjusted within specification,
replace air drier and un-loader valve.
Disconnect the line from the park brake actuator

and install the tee fitting (1). Connect the gauge to
the fitting.
Start the engine and observe the pressure on the
gauge. The pressure must remain at zero with the
park brake switch ON. If the pressure is more than
zero, the park brake valve is leaking internally and
must be replaced.

PIN 2.1 MAY 2019
SERVICE INFORMATION
PNEUMATIC SYSTEM
With the engine running, release the park brake

and observe the pressure on the gauge.
Park Brake Pressure Specifications Machine may roll when park brake is released. Chock all
wheels in front of and behind wheels to keep machine from
Park Brake Switch ON rolling when park brake is released.
0 kPa {0 bar (0 psi)}

Release park brake.
Park Brake Switch OFF
810 kPa {8.1 bar (117 psi)}
Essential Tools
Tee fitting
202862 ¾-16 M 37° x ¾-16 F 37° Sw x 7/16-20 M
37°
Service Equipment and Tools
Gauge
2068 kPa {20.6 bar (300 psi)}
Park the machine on a level surface and chock the Remove release stud (1), nut (2) and washer (3)
wheels to prevent machine from rolling. from storage position (4).
If pressure is low, go to Pneumatic System Main Install release stud in hole at rear of park brake ac-
Pressure Test and Adjustment. tuator housing and rotate a ¼ turn to lock into
place.
Park Brake Adjustment Install washer and nut onto release stud and tighten
until park brake releases.
Park Brake Adjustment Specification
Air System Pressure
807 kPa {8.1 bar (117 psi)}
Actuator Rod Travel Distance

50.8 mm (2”)} max.
Equipment and Tools

• 6mm Allen Key
Always install the bin prop when working under the raised bin.
Personal injury may result if the bin lowers unexpectedly. Remove plug and washer (1) covering the adjusting
screw.
Raise bin and install bin prop.
NOTE
Plug is located on the rear of the park brake
actuator bracket.

MAY 2019 PIN 2.1
SERVICE INFORMATION
PNEUMATIC SYSTEM
rod. This distance should be approximately 37mm

(1.46 inches).
Record measurement.
Apply park brake. Measure from bottom of park
brake actuator to centre of clevis on actuator rod.
Subtract smallest measurement from the largest to
get actuator rod travel.
If actuator rod travel is more than 51mm (2 inches),
start engine; release and apply park brake 20 times
to help seat parts.
Re-take actuator rod travel measurements. If travel
is still more than 51mm (2 inches), actuator has
failed and must be replaced.
If actuator rod travel is less than 22mm (0.88 in-
ches), readjust the brake.
Insert a 6 mm allen key into the adjusting screw and

turn anti-clockwise until resistance is felt. Brake Test
NOTE Brake functionality check - Wheel Brake and
Park Brake test.
A clicking sound is heard as adjusting
screw is turned. The Brake functionality check is to verify that there
is residual braking capacity prior to conducting ac-
Turn allen key clockwise until resistance is felt.
tual performance tests. This check assists in ensur-
Finally turn allen key anti-clockwise seven clicks. ing that the machine has adequate circuit
functionality, acceptable brake torque and basic
Remove Allen Key and install adjuster plug and functioning of the overall system.
washer.
The machine must be parked on a level surface
Remove park brake release stud from actuator. with the service brakes fully applied, first gear must
Start engine. Allow air system to increase to normal be engaged and the park brake released. The en-
operating pressure (See specification). gine must then be brought up to the stall rpm values
indicated in the table below.
Wheel Brake and Park Brake test rpm
Machine Wheel Brake Park Brake

test RPM test RPM
B35E 1300 1000
B40E * 1400 1100
B45E * 1400 1100
B50E * 1500 1100
B60E * 1500 1400
Stall test to be done in second gear for machines

Release the park brake. Measure from bottom of marked with *.
park brake actuator to centre of clevis on actuator

PIN 2.1 MAY 2019
SERVICE INFORMATION
PNEUMATIC SYSTEM
If the machine does not move, it means the brakes • Raise the bin and install the bin prop.
are functioning. It is then safe to proceed to the stat-
• Measure the park brake pad thickness.
ic or dynamic brake performance testing.
• Change the park brake pads when they are less
than specification.
Park Brake Pad Thickness Check
Always install bin prop when working under the raised bin.
Personal injury may result if the bin lowers unexpectedly.
Park Brake Pad Thickness Specification

Park Brake Pad Thickness
Min. 3mm (0.118 “)

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic System Circuit Symbols

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic Schematic (1 of 5)
Hydraulic Schematic (B35E, B40E, B45E and B50E)

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic Schematic (B35E, B40E, B45E and B50E)

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic Schematic (B60E)

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic Schematic (B60E)

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
WDB, Hydraulic Schematic

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Articulated Dump Truck Hydraulic when the valve is in neutral. The valve also contains
System Operation a bin raise circuit relief valve and bin lower circuit
relief valve.
The articulated dump truck hydraulic system is a The orbital valve is a closed-centre valve with a
closed-centre, load-sensing system and consists of load sense passage. The valve is a wide angle, var-
the steering circuit, secondary steering circuit, bin iable displacement (flow amplification) with inte-
control circuit, fan control circuit and controlled sup- grated anti-cavitation and relief valves. The
ply for the suspension circuit (If fitted). effective displacement of the steering valve de-
pends on the speed at which the valve is turned.
The system oil is stored in the hydraulic reservoir.
The steering valve routes hydraulic oil and controls
The suction strainer removes any large particles
the hydraulic oil to the left steering cylinder and right
that may have collected in the hydraulic reservoir
steering cylinder.
before the oil is sent to the main hydraulic pump.
The load sense passage is open to return when the
The main hydraulic pump consists of two, in-line,
valve is in neutral. The steering cylinders are dou-
variable displacement, axial-piston pumps with
ble-acting cylinders that steer the truck by articulat-
load-sensing and pressure compensating regulator
ing the front and rear frames.
valves.
The steering is a dynamic type steering system,
The regulator valves control pump flow rate by
which when activated, the LS signal is blocked at
changing swash plate angle to meet load demand
the orbital, and the LS signal created at the steering
of functions actuated and to de-stroke the pump to
compensator in turn sends a signal to stroke the
residual (low stand-by) pressure when all functions
pump in to meet the steering demand. A dynamic
are in neutral. The pumps are driven by a drive
steering system has faster response and more ac-
shaft connected to the engine accessory drive.
curate response.
The pump is mounted to the frame with the drive
A ground driven secondary steering system is used
shaft connected to the pump. The pumps provide
to provide supply oil flow for the steering circuit
hydraulic oil flow to the steering, suspension (If fit-
while the machine is still moving in the event there
ted), fan drive and bin control circuits.
is a malfunction of the engine or main hydraulic
The hydraulic oil cooler is mounted behind the cab pump. The secondary or emergency steering
and utilises a hydraulic fan motor to turn the cooling pumps consist of a 2 choices. These choices are
fan. Returning oil from the hydraulic fan motor flows available in either a single direction (forward motion
into the hydraulic cooler, before returning back to only), or a bidirectional (forward and reverse mo-
the main hydraulic manifold. tion). The single direction emergency steering
pump has an anti-cavitation valve to ensure the
The hydraulic system manifold controls and distrib- pump does not cavitate whilst in reverse motion.
utes hydraulic oil through outlet ports to all compo-
nents in the hydraulic system. The manifold is a The pump is a variable-displacement, axial-piston
replaceable cartridge-valve-type manifold. tandem pump with a load sensing and pressure
compensating regulator valve. The residual pres-
The steering circuits are given priority by 2 valves sure setting for the secondary steering pump is low-
located in the manifold. er than the residual pressure setting for the main
The bin control valve is a closed-centre valve with a hydraulic pump. The secondary or emergency
load sense passage. The valve is mounted on the steering pump is mounted on the transfer case and
hydraulic system manifold. The function of the bin is ground driven as long as the gear train is being
control valve is to route hydraulic oil to the right and turned by the moving machine. Check valves are
left bin cylinders. The bin tip cylinders are double- situated at each pump outlet to protect each pump
acting cylinders which raise and lower the bin. The from over pressurisation from an alternative pump.
load sense passage is used to send a signal from The return filter is used to filter return oil before en-
the work ports through the hydraulic system mani- tering the hydraulic reservoir.
fold to the pump regulator valve when the valve is
actuated. The load sense passage is open to return

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Main Hydraulic Pump Operation
The main hydraulic pumps are axial-piston, varia- The pistons move into their bores during the first
ble-displacement pumps capable of varying output half of each revolution, and out of their bores during
flow from zero to maximum displacement. The the last half of the revolution. The piston bores are
amount of pump flow produced is dependent upon filled with oil through the inlet port as the pistons
the length of stroke of the pumping pistons and ro- move out of their bores. The pistons moving into
tation speed of the input shaft. The pump features their bores push oil out to the pump control valve
compact design and low noise, which provides a and out let port to the hydraulic system manifold.
quiet and smooth-operating pump.
Pressure compensation is a constant pressure sys-
The first pump is driven via a drive shaft by the en- tem that re quires a closed-centre hydraulic system.
gine accessory drive. Pump 1 has a through a drive As soon as the engine is started, supply oil flows
shaft, driving the second pump. The pumps have in- from the pump to the closed-centre valves. The
dividual check valves at each pressure port. The pressure in the hydraulic system increases and
main hydraulic pumps are variable-displacement, causes the residual valve to de-stroke the pump at
axial-piston pumps with load-sensing. residual pressure. The residual pressure ensures
that immediate system pressure is available on de-
Pump displacement is varied by the angle of swash
mand when a function is actuated. Load sense sys-
plate. Swash plate angle is controlled by the control
tem pressure is used to regulate the residual valve
Bias spring and control piston. The swash plate has
to stroke or de-stroke the pump as needed.
spring pressure applied to it at all times trying to
keep the pump at maximum displacement. Supply No matter what the load demand is, even when us-
oil is applied to or released from the control piston ing more than one function, as long as the total de-
by the residual valve spool varying pump displace- mand does not exceed the pump’s capability, the
ment per load demand. At full system pressure the pump will de liver the exact amount of oil required
compensator spool shifts to route supply oil to the to move the load.
control piston via port de-stroking the pump.
As the angle of swash plate is increased, the pis-
tons move in and out of their bores and displace oil
as the rotating group is turned by the pump shaft.

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Main Hydraulic Pump Priming
Pumps must be filled with oil before start up or damage to the

pump will occur.
Fill oil through case drain port.
Location of case drain ports.
Ensure to start the priming process once the hy-

draulic tank has been filled with hydraulic oil.
Prime the main hydraulic pump by manually, filling it
with hydraulic oil through the case drain fitting until
the oil is clearly visible. Ensure to use VG46 for
Euro and USA machines. Otherwise use VG68.
Oil visible at threads.

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Main Hydraulic Pump Control Valve (DRS Controller)
1 Residual Pressure Spool 4 Residual Pressure Spring
2 Compensating Pressure Spool 5 Compensating Pressure Spring
3 Load Sense Pressure
1 Residual Pressure Spool 6 Compensating Pressure Adjusting Screw
2 Compensating Pressure Spool 7 Residual Pressure Adjusting Screw
3 Load Sense Pressure 8 Outlet to Control Piston

4 Residual Pressure Spring 9 Pump Pressure Inlet
5 Compensating Pressure Spring 10 Drain to Pump Case

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Main Pump Control Valve pressure of the supply oil on the opposite side of
Operation the residual spool. The spool will then slide over
(away from spring), opening the path for the oil at
the control piston to drain to case, stroking the
Residual Pressure pump in and increasing flow as required.
As soon as the pump is driven, supply oil flows in- The pump at this point will go to full stroke and give
ternally to the pump control valve and pump outlet. maximum flow.
When the supply oil pressure rises, the residual
spool, having the smaller spring, will shift once it When the system has reached its requirement, the
has overcome the spring resistance. delta between the pump outlet and LS signal will
reach what was set during the residual setting. The
The spool will shift towards the residual spring until pump will then de-stroke to a point to supply just
it allows supply oil to be directed into the control pis- enough oil to maintain the delta.
ton, de-stroking the pump and reducing flow. The
pressure at this point is what the residual pressure
setting is set to. Compensating Pressure
The pump will maintain this residual pressure until As the hydraulic system needs are met and the sup-
the hydraulic system’s needs change. To increase ply oil and LS oil pressure continues in operation,
this residual pressure the spring needs to ten- the high pressure load sense oil, plus the force of
sioned, whilst lowering the pressure will require los- the residual spring will keep the residual spool
ing the spring tension. When hydraulic functions shifted away from the residual spring, thus keeping
are not actuated the pump produces only enough the control piston oil path open to case drain, and
flow to maintain the residual pressure. the pump will remain stroked.
The load sense oil at this time is at a minimal pres- As pressure rises, it starts to overcome the com-
sure because the load sense circuits are open to re- pensator spring, sliding the compensator spool to-
turn. When setting the residual pressure, a delta is wards the spring.
achieved between the LS signal and pump outlet.
The spool will then direct the high pressure supply
oil into the control piston oil path de-stroking the
Working Pressure pump but providing enough flow to maintain com-
pensating pressure in the system.
When a function is actuated, load sense oil pres-
sure to the pump control valve rises and the delta Compensating pressure is set lower than the sys-
between the pump outlet and LS signal reduces. tem relief valve pressure. The system relief valve is
used to protect the system against sudden pressure
This rise in load sense pressure and the force of the spikes.
residual spring working together overcome the

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Steering Valve
1 Neutral 11 Inlet Check Valve
2 Steering Cylinder 12 Anti-Cavitation Valve
3 Gerotor 13 Relief Valve
4 Load Sense Port to Hydraulic System Manifold Port L3 14 Supply Oil
5 Sleeve 15 Work Pressure Oil
6 Spool 16 Trapped Oil
7 Steering Shaft 17 Return Oil
8 Return 18 Steering Valve
9 Make-Up Check Valve 19 Orifice
10 From Hydraulic System Manifold Port P3

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Secondary Steering Pump Operation
1 From Pump Outlet 11 Pump Regulator Valve
2 To Control Piston 12 Swash Plate
3 To Case Drain 13 Spring
4 Compensator Valve 14 Piston
5 Residual Valve 15 Cylinder Block Oil
6 To Hydraulic System Manifold Port P2 16 Valve Plate
7 From Hydraulic System 17 Supply Oil
8 From Main Hydraulic Pump Manifold Port L2 18 Load Sense Oil
9 Transfer Case 19 Return or Pressure-Free Oil

10 Control Piston

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
The secondary steering hydraulic pump is a load- each revolution, and out of their bores during the
sensing, pressure-compensating, variable-displace- last half of the revolution.
ment axial-piston pump.
The piston bores are filled with oil through the valve
Pump displacement is varied by the angle of the plate (16) as the pistons move out of the bores. The
swash plate (12). pistons moving into their bores push oil out through
the valve plate, through the secondary steering
The swash plate angle is controlled by the control
pump anti-cavitation valve, and to the hydraulic sys-
piston (10) and spring (13).
tem manifold port P2 (6).
Spring pressure is applied to the swash plate at all
The pump displacement is regulated by the com-
times, trying to keep the pump at maximum
pensator valve and residual valve (load sensing).
displacement.
Normal leakage to the pump case through clear-
Secondary supply oil (17) is applied to or released ance between the pistons, valve plate and cylinder
from the control piston by the residual valve (5) in block provides cooling and lubrication before flow-
response to load sense signal from hydraulic sys- ing back to the hydraulic reservoir.
tem manifold port LSEM to load sense port X, vary-
The secondary steering pump is mounted on the
ing displacement per load demand.
transfer case (9) and is ground driven as long as
At full system pressure, the compensator valve (4) the gear train is being turned by the moving ma-
is shifted to route secondary supply oil to the control chine. When the machine is not moving, there is no
piston, de-stroking the pump. secondary steering pump flow.
As the angle of the swash plate is increased, the The secondary steering pump will not operate when
pistons (14) move in and out of their bores and dis- machine is moving in reverse, unless the option of
place oil as the cylinder block (15) is turned. The the bi-directional secondary pump has been fitted.
pistons move into their bores during the first half of

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic System Manifold (Top View)
2 Auxiliary Pressure Reducing Valve 18 Plug
3 Plug 20 Plug
4 Plug 31 Lifting Eye
5 Emergency Bin Lowering Valve 36 Name Tag
6 Fan Tank Port 37 Name Tag Poppet
7 Counter Pressure Valve 39 Plug
8 Counter Pressure Valve MP Fan Fan Test Point
9 Steering Load Sense Relief MP Sus Suspension Test point
13 Fan Cut Solenoid PSW Main Main System Pressure (Switch is on the pumps)
14 Fan Proportional Load Sense Relief B Emergency Bin Lowering Bin Down Supply
16 Pilot Pressure Reducing Valve

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic System Manifold (Front View)
21 Plug 34 End Bracket
24 Load Sense Main 2 Port MP Main Main System Pressure, MP1
25 Plug P Fan Fan Pressure Port
26 Load Sense Main 1 Port P Main Main System Pressure Port from Pumps
27 Plug LS Sus Suspension LS Port
30 Priority Valve LS Main 1 LS Port for Pump 1
32 Tie Rod LS Main 2 LS Port for Pump 2
33 Tie Rod Nut

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic System Manifold (Left View)
10 Fan Logic Element T1 Main Tank Port
12 Auxiliary Priority Valve T2 Secondary/ Pilot Tank Port
17 Plug LS ORB LS to Orbital
22 Plug P ORB Pressure Port for Orbital
28 Poppet Plug T ORB Tank Port for Orbital

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic System Manifold (Rear View)
1 Main Relief Valve 38 Main Manifold Block
11 Plug T SUS Tank Port for Suspension
15 Steering Compensator P SUS Pressure Port for Suspension
19 Plug D Fan Case Drain for Fan
29 Plug LS ES LS Emergency Steering
35 Bin Tip Section

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Manifold Schematic
1 Main Relief Valve 15 Steering Compensator
Auxiliary Pressure Reducing Valve (used on suspen-

2 16 Pilot Pressure Reducing Valve
sion circuit)
3 Orifice 17 Shuttle Valve
4 Machine Cavity for Plug or Orifice 18 Shuttle Valve
5 Emergency Bin Lowering Flow Control Valve 19 Plug
6 2mm Orifice 20 Machine Cavity for Plug or Orifice
7 Counter Pressure Valve 21 Shuttle Valve

8 Counter Pressure Valve 22 Shuttle Valve
9 Steering Load Sense Relief Valve 23 Priority Valve
10 Fan Logic Element 24 Orifice
11 Orifice 25 Check Valve
12 Fan/Auxiliary Priority Valve 26 Orifice
13 Fan Cut Solenoid Valve 27 Check Valve
14 Fan Proportional Load Sense Relief Valve

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
General Description brake. Temperature of the various functions con-

trols the proportional load sense relief valve which
The hydraulic system manifold controls and distrib- in turn controls the speed of the fan.
utes hydraulic oil throughout let ports to all compo- Bin function is a proportional activated spool with
nents in the hydraulic system. The hydraulic system priority to steering. If during bin lift operation, steer-
manifold is a replaceable cartridge-valve type mani- ing is required, flow will be given to steering and
fold. The bin control valve is mounted on the hy- any excess flow will be diverted to bin function. Bin
draulic system manifold. tip cylinders are double acting with protection
Numbers and letters are stamped on the manifold against high pressure. If during bin lift cycle, pres-
to help locate and identify components and ports. sure in the cylinder raises above a theoretical value,
The illustrated views given are with the hydraulic the bin function will be deactivated. This is to pro-
system manifold installed in the machine. Test ports tect the tip cylinder rods from bending.
MP MAIN, MP FAN, MP SUS, are equipped with
high pressure quick couplers for making test con-
nections to the hydraulic system. Steering and Secondary Steering
The Hydraulic manifold controls the flow of oil for
System Operation
various hydraulic functions, these been steering,
fan, suspension and bin function. Suspension func- The function of the steering system is to route sup-
tion has its own manifold for functionality, but oil is ply oil from the main hydraulic pumps to the steer-
distributed to the suspension manifold from the ing orbital valve. The steering orbital valve then
main hydraulic manifold. Oil distributed to the sus- controls the oil flow used to extend and retract the
pension is controlled within the main hydraulic steering cylinders.
manifold via priority valve (12), first ensuring steer- The steering system is a dynamic steering system,
ing demand is met. with a compensator valve in line with the steering
Two variable displacement axial piston pumps pro- orbital, which protects the orbital from external pres-
vide oil flow to the main hydraulic manifold through sure spikes within the system. The compensator
port P MAIN. Each pump is activated via its own in- creates a dynamic load sense signal which is used
dependent load sense line, via ports LS MAIN 1 to call the pump in when steering is required, but
and LS MAIN 2. Functions will independently acti- drains to tank through the steering orbital whilst the
vate pumps as per LS control, which could activate steering is in neutral. When the steering wheel is
a single pump only, functions like suspension or turned, the load sense port in the orbital is blocked,
fan. Steering and bin functions will activate both the dynamic load sense signal, no longer drains out
pumps if required. If a HP filter is fitted oil from the of port LS ORB, and the load sense signal in-
pumps including emergency steering pump will first creases in pressure.
pass through the filter before been supplied to the As the load sense signal increases in pressure it will
main manifold. shift shuttle valves (21 & 22), pressurizes the spring
Steering is given priority above all functions within chamber of priority valves (12 & 23), and sends this
the hydraulic system and is controlled via 2 priority signal to the main hydraulic pumps via ports LS
valves within the manifold. One Priority valve (12) is MAIN 1 and LS MAIN2. The load sense signal will
in the main manifold, whilst the other (23) is within not exceed the steering load sense relief valve (9)
the tip section. Pressure transducers are fitted to pressure setting. The main hydraulic pump supplies
both pump outlets measuring pump outlet pressure. the required flow rate through port P MAIN, through
These transducers warn the operator in the case of steering compensator valve (15) and out of port P
a pump failure and that emergency steering has ORB to steering valve port P.
been activated. When the steering wheel is not being turned, the
Oil from the emergency steering pump is connected load sense signal is open to hydraulic reservoir
via a tee fitting either before the high pressure filter, through the steering valve and the main hydraulic
if fitted, or before the main manifold. Check valves pump will return to residual pressure. The oil in the
are fitted at each of the pump outlets, ensuring oil steering cylinders is trapped and the machine is
cannot be pumped backwards through a pump. held at that relative position. The ground driven sec-
ondary steering pump will assist with oil flow to
Fan function is 100% proportionally controlled by steer the machine if main hydraulic pump cannot
software. Fan function is used for cooling for trans- deliver the flow required. (Machine must be moving
mission, transfer case, hydraulics and wet disc for secondary steering pump to work.)

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Low oil flow may occur during an attempt to rapidly The hydraulic cooler within the cooling package on-
steer the machine at slow engine speed. Under nor- ly cools the return oil from the fan motor itself and
mal steering operation, the pressure of secondary has no effect on the fan speed control. The fan
steering pump is just be low that of the main hy- speeds are varied by the energising and de-ener-
draulic pump creating a differential pressure across gising of the following solenoids.
secondary steering pump check valve.
• Fan cut solenoid (13)
The secondary steering pump is mounted on the
• Fan Load Sense Proportional Relief Valve (14)
transfer case and is ground-driven. The secondary
steering pump is a variable displacement, axial-pis- The fan cut solenoid valve is normally open and in
ton pump with a load sensing and pressure com- the event of electrical failure, the fan would there-
pensating regulator valve. Operation of the fore de fault to high speed. When the bin on the ma-
secondary steering pump is similar to the main hy- chine is raised, priority will be given to the bin and
draulic pump. The residual valve pressure setting the fan will stop. When the machine steers, priority
for the secondary steering pump is lower than the will be given to steering over the fan.
residual valve pressure setting for the main hydraul-
ic pump.
Pressure for the secondary steering pump can only
Fan Operation
be read whilst the machine is moving and can be
read at port MP2 at the test point block. System oil reaches the fan control circuit at the Fan
cut solenoid valve (13) after passing through the
The load sense signal to the secondary steering priority valve (12). The fan cut solenoid valve is a
pump via port LS EM is the same as that of the normally open control valve but remains energised
main hydraulic pump at port LS MAIN1 and LS when any of the system temperatures are below
MAIN 2, enabling the pressure of the secondary 70° C Transmission oil and 75°C WDB. The valve
steering pump to increase in pressure. If the flow would therefore be closed and no flow would enter
from the main pump is saturated, the pressure dif- the fan control system and the fan would remain off.
ferential between pump outlet and LS signal will
drop, once the differential on the emergency steer- Fan starts to operate when a temperature of 75 ºC
ing has been overcome, the emergency steering has been achieved. The fan cut solenoid will be de-
pump will supplement flow into the system to aid energised which will allow oil through to the fan. Oil
with steering requirement. bleeds through 2 orifii (3 & 11) into the load sense
gallery. The proportional valve controls the pressure
The rpm of the secondary steering pump is depend- build up within the load sense gallery. The propor-
ent on the machine travel speed. Supply oil flow tional valve drains the load sense signal to tank pro-
available to steer the machine is reduced propor- portionally in a decrease current to an increase
tionately as the travel speed decreases. pressure build up manner, meaning less current ap-
plied less drainage to tank.
Fan Drive System The pressure builds up increasing the pressure in

the load sense gallery which in turn increases the
signal to the pump, increasing the flow to the fan.
The Fan drive circuit controls the speed of the hy-
The proportional valve controls the fan speed from
draulic fan motor that is used for cooling hydraulic
0% through to 100%, no longer are there low, me-
oil, transmission and transfer case and wet disc
dium and high fan speeds. In testing through the
brake oil.
CDU in service mode, low, medium and high fan
The following temperatures are monitored to control speeds can be activated and this is controlled by
the fan speeds. changing the current to the proportional load sense
relief valve.
• Transmission sump oil temperature,
• Wet Disc Brake Oil Temperature

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Bin Operation
The bin control valve assembly is mounted onto the hydraulic system manifold. The bin control valve is used
to raise and lower the bin function. The bin control valve consists of:
1. Text is not complete: Solenoid Valves: Electri- keeping the priority closed until excess function
cally activated via SSM which diverts the pilot takes over.
pressure oil proportionally to the correct side of
5. Feed Reducers: Only found on the B60E.
the spool, moving the spool proportionally to di-
These valves are to individually set load sense
vert main oil flow to direct the bin up or down.
pressure differently from the rest of the circuit.
2. Port Relief Valves: Combination of relief and In the B60E bin function pressures are lower
anti-cavitation vales. Relief when there is an ex- than the rest of the circuit, hence fitted to B60E
ternal force applied to the bin, in a closed posi- machines.
tion to protect the circuit. Anti-cavitation valves
6. Load Signal: The gallery that sends the pres-
provide oil to the cylinder when the bin function
surised oil to the pump ensuring that the pump
is lowered and insufficient oil is pumped to the
is called in when a bin function is activated.
cylinder. This can be in a case when the bin is
lowered at low idle or the pump is not activated 7. Work Ports A & B: Work Port A is connected to
at all. the barrel end of the tip cylinder, while work port
B is connected to the rod end of the tip cylinder.
3. Main Spool: The main spool is a 4 position,
spring centred, piloted operated type spool. It
diverts the oil flow through the bin control valve Bin Up Operation
to give the bin function the direction intended.
4. Priority valve (23): Priority valve ensures that When bin up function is activated, the bin up button
priority is given to steering with only the excess on the 25 button is sending a CAN message to
oil been supplied to the bin function. The steer- CCU3 to energize the output to the BU Solenoid.
ing load sense signal assists the spring in The solenoid will divert pilot pressure through to
chamber “A”, 25 bar is sufficient to move the spool

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
over to the right to maximum opening. When the NOTE

spool moves over to the right, the pressure supply
channel will be open to port “A” as well as a bleed If the Bin Up solenoid is active, and the hy-
draulic system pressure exceeds 300 bar
off into the load sense gallery.
for 6 seconds, then the bin up solenoid is
The load sense gallery will have a pressure build switched off for a 60 second cool down.
up, this pressure build up will cause a change in the This is to protect the pump from excessive
pump margin and the pump will go to full stroke, pressure.
supplying maximum flow.
The dump body raise relief valve is set higher than
This oil flow will be diverted down through port A the pump compensator and relieves pressure in the
down to the barrel end of the bin tip cylinders. Once barrel end of the cylinder circuit. The relief valve al-
sufficient pressure has been achieved the bin will lift so incorporates an anti-cavitation valve as well.
and continue to lift until a change to the bin lift func-
tion is requested. Whilst the bin is raising, oil from
the rod end of the cylinder will return to port “B” of Bin Down Operation
the control valve. Port “B” is connected to the tank
gallery with the spool movement made allowing this When bin down function is activated, the bin down
oil to return back to the tank. button on the 25 button SSM will be compressed
sending a CAN Message to CCU3 to energize the
During “i-Tip” mode only, the software will automati- output for Bin Down Solenoid.
cally increase the engine RPM to the preset value
on CDU and control the bin function automatically. The solenoid will divert pilot pressure through to
The bin will raise, and with the use of the bin angle chamber “B”, 25 bar is sufficient to move the spool
sensor, the software recognises the position that over to the left to maximum opening. When the
the bin is at and as it comes to the last 5% of the bin spool moves over to the left, the pressure supply
angle, the bin will proceed to slow down. This is to channel will be open to port “B” as well as a bleed
prevent the cylinder piston from slamming into the off into the load sense gallery.
neck bush and this is controlled by the proportional The load sense gallery will have a pressure build
solenoid valve then proportionally reducing the up, this pressure build up will cause a change in the
pressure on the spool which in turn moves the spool pump margin and the pump will go to full stroke
back to neutral proportionally, reducing the flow to supplying maximum flow. This oil flow will be di-
the cylinder. verted down through port B down to the rod end of
During “Bin Hard Stop” mode, the bin function acts the bin tip cylinders.
in the same manner as “i-Tip” mode, except that Once sufficient pressure has been achieved the bin
there is no reduction towards the end of the lift func- will move and continue to drop until a change to the
tion. The bin will rise at full rate until the electrical bin lift function is requested. Whilst the bin is lower-
signal is removed off the solenoid, dumping the pilot ing, oil from the barrel end of the cylinder will return
pressure at the spool and the spool moves to neu- to port “A” of the control valve. Port “A” is connected
tral forcing the bin to come to a sudden stop. This is to the tank gallery with the spool movement made
generally used to help material stuck inside the bin. allowing this oil to return back to tank.
During Bin Raise mode, the bin tip cylinder protec- The bin will lower, and with the use of the bin angle
tion is provided through software, whereby an algo- sensor, the software recognises the position that
rithm looks at the angle the bin is at, which the bin is at and as it comes to the last 40% of bin
determines the cylinder stroke and the maximum angle, the engine RPM will automatically slow down
pressure at this stroke length can be. If the pressure to engine idle. At this stage there is a possibility of
tries to exceed this algorithm, software automati- the bin lowering at a greater pace than the pump
cally disables bin lift function. Bin lift button on the can supply oil to the rod end of the cylinder. The cyl-
25 button SSM will need to be activated again in or- inder will then try to create a vacuum and suck air
der to raise the bin further. Lift will continue then, over the neck bush seals.
provided that the reason for the pressure increase
has been removed. To overcome this, counter pressure valves have
been installed into the tank gallery, which creates a
NOTE back pressure on the tank gallery, when the rod end
This mode is only active when the bin raise pressure drops below this, oil will then be diverted
angle is above 250 bar between 50% and over the anti-cavitation valves and force oil to assist
80% 140 bar between 80% and 100%.

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
the pump in supplying oil to the rod end of the cylin- Use schematics, component location drawings,
der and always maintain a positive pressure. and theory of operation for each circuit and cir-
cuit components to better understand how the
When the bin comes down to the last 5% and the
system, circuits, and components work.
truck is in gear, bin float is activated. Bin float is the
3rd position of the spool and the solenoid is not 2. Ask the operator.
energised at maximum, creating reduced pilot pres-
What type of work was the machine doing when
sure, the spool then moves closer to neutral, as on-
the trouble was noticed?
ly 6-10 bar pressure is applied to the spool and
cylinder barrel end stays open to tank, but the LS is Did the trouble start suddenly or has it been
no longer open to pump, so the pump is no longer getting worse?
stroked in.
Did the machine have any previous problem?
Dump body lower circuit relief and anti-cavitation If so, which parts were repaired?
valve relieves pressure in the dump body cylinder
rod end circuit. The relief valve pressure setting is 3. Inspect the machine.
lower than the pressure setting for dump body raise Check all daily maintenance points. (Refer to
circuit relief valve. the OM). Check batteries, battery disconnect
switch, circuit breakers, fuses, and electrical
Bin Operation Neutral connections.
4. Perform operational check-out.
Bin neutral position is the 2nd position of the spool.
This is when the truck is either in neutral or bin up Check all systems and functions on the ma-
or down have not been activated. chine. Use the helpful diagnostic information in
the check-out to pinpoint the possible cause of
When in neutral position, neither bin up or down sol- the problem.
enoids is activated, therefore there is no pilot pres-
sure acting upon the spool and the centralising 5. Perform troubleshooting.
spring will centralise the spool. Before starting any troubleshooting, first check
battery voltage, battery disconnect switch and
The pressure port is now blocked and the load
fuses.
sense cavity will drain to tank, allowing the pump to
return back to standby. 6. Trace a cause.
Before reaching a conclusion, check the most
probable and simplest to verify.
Diagnostic Information
Use the symptom, problem, solution charts to
Diagnostic Procedure help identify probable problem components.
Make a plan for appropriate repair to avoid oth-
Follow the six basic steps below to carry out trou- er malfunctions.
bleshooting efficiently.
1. Know the system.
Study the machine technical manual. Under-
stand the system and circuits.

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic Pressure Settings Table
B35/40/45/50E Hydraulic Pressure Settings

E/Steering Main Pump
Brake
Steering Bin Tip
ADT Res Comp Charge
(X3) Pilot
Res Comp Pressure
Pump 1 Pump 2 Pump 1 Pump 2
Hyd Hyd Hyd Hyd Hyd Electric Hyd

MDU Normal Normal
Pump Pump Pump Pump Pump Controlled Pump
Test Point MP1 MP1 MP1 MP1 MP1 MP1 MP1 MP BC MR

B35E 28 250 35 30 315 310 220 205 35
B40E 28 250 35 30 315 310 220 205 35
4206E 28 250 35 30 315 310 220 205 35
B45E 28 250 35 30 315 310 220 205 35
B50E 28 250 35 30 315 310 220 205 35
B60E Hydraulic Pressure Settings

E/Steering Main Pump
Brake
Steer- Bin Tip Bin Pressure
ADT Res Comp Charge
Comp ing (X3) Pilot Limiter
Res Pressure
Pump 1 Pump 2 Pump 1 Pump 2
Hyd Hyd Hyd Hyd Hyd Electric Hyd

MDU Normal Normal
Pump Pump Pump Pump Pump Controlled Pump Bin Bin
Up Down
Test
MP1 MP1 MP1 MP1 MP1 MP1 MP1 MP BC MR
Point
B60E 28 250 35 30 250 280 230 205 35 175 80

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Tests Steering System
Hydraulic System Depressurising With the truck switched off, turn the steering wheel
Procedure both left and right with the same input force as if
steering the truck while it is running. The steering
valve should bottom out in both directions. Be
aware that the truck may steer a small amount due
to pressure being released in the cylinders. Once
this is done the steering system should have re-
The hydraulic system is pressured when the engine is run- leased all pressurised oil with in its system.
ning, the brake charging system also automatically raises the
system pressure when the charge circuit reaches the lower
point of the brake charge band without warning! Ensure that Cab Tilting System
the correct PPE is worn when working on the Hydraulic sys-
tem. Many hoses may still be under pressure even when the
machine is switched off. Always ensure that the cab is either resting on its
mounts or securely supported by the cab stay,
The following procedure needs to be carried out never work on the cab tilt system if the cab is only
to depressurise the hydraulic system before supported by the hydraulic cylinder.
any work can commence on the hydraulic
system. Brake Charge System
Pressurised Systems The brake system makes use of accumulators that

stores energy. Before any work can be done on the
Systems identified that can have pressurised com- brake system the accumulators need to be dis-
ponents are the following: charges to ensure there is no pressure in the brake
system. There are two methods to discharge the
• Bin hoisting system which includes all hoses, cyl- brake system. The first method is the
inders and control valves. recommended.
• Suspension system which includes all hoses,
struts and control valve. Methods to discharge brake system:
• Steering system which includes all hoses, cylin-
ders and control valves. 1. With the truck switched off, use the foot brake
valve by pushing it in and out like a pump action
• Cab tilting system. until one feels that the pedal is completely flat
• Brake charging system which includes all hoses, when pushing it. The pressure in the accumula-
accumulators and control valves. tors will drop down to 0 bar and release all the
pressure in the brake system.
2. With the truck switched off, open the nose box
Procedure
on the LHS of the machines. On the charge
valve block there are to pressure test ports.
Bin Hoisting Use a hydraulic fly lead hose and ensure the
one end is directed into a container to collect
Always ensure that the bin is either resting on the
the hydraulic oil. Connect the other end to one
chassis or on the bin pole. If the bin is in the full tip
of the test ports. As you connect the test port,
position, insert the bin lock to secure the bin in the
oil will flow into the container from the accumu-
up position. Never work on the hydraulic system if
lator. You need to do this for both test ports.
the bin is only supported by the hydraulic cylinders.
After discharging the accumulators, push the
Should the bin need to be lowered with out engine
foot valve a few times as well to ensure that
power please refer to the Bin lowering procedure.
there is no pressure in the brake system. (The
Pedal should fall flat when pushing it). Note one
Suspension accumulator stores 4.5 litters of oil. Thus count
the number of accumulators and multiply it by
Refer to suspension depressurising procedure. 4.5 to give you the size of the container re-
quired to discharge the brake system
accumulators.

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Hydraulic Pressure Settings Machine Setting

IMPORTANT
Before the hydraulic pressures can be ad-
justed, the machine needs to be set to “Hyd
Ensure that the machine is parked on level ground and away
Pump” mode. The “Hyd Pump” mode is use
from any overhead objects that might interfere with the move- for setting the machine hydraulic
ment of the bin. pressures.
Check that the hydraulic oil is at the correct level be- While in “Hyd Pump” mode the hydraulic
fore starting the pressure checks and adjustments.
Ensure that the cab stay is secured before working
safety features are activated and electronic
under the tilted cab. overrides are switched off. When these fea-
Ensure that the articulation lock is installed while tures are active it will be impossible to set
doing the steering pressure checks and adjustments. the hydraulic pressure properly.
Ensure that the inter axle lock is de-activated and the
park brake is applied while doing the checks and NOTE
adjustments.
Do not wear loose clothing which may be caught up If the machine stays in the hydraulic pump
in the prop shaft. Also ensure that all tools and equip-
ment is stored safely away from the prop shaft area.
mode after adjustment were done, the park
Do not loosen any hoses, connectors or fittings while brake will remain applied and the accelera-
the machine is running. Switch off the machine and de- tor function will be cut off.
pressurise the hydraulic system by pressing the brake
valve until it goes soft, before loosening any hose or
connector in the hydraulic system. Activating Hydraulic Pump Mode
1. Turn the ignition on.

Tools And Hydraulic Gauge
2. From the main screen shown in Fig.1, hold the
"B" button on the I-Drive (Fig.2) until a 4 digit
The following equipment is required to set the hy-
code is required. Code should add up to 9999.
draulic pressures:
In the first 20 machine hours you will automati-
cally go into dealer mode, thereafter a code via
Spanners cancomm needs to be generated to go into
dealer mode to set the machine into Hyd Pump
mode.
10mm, 13mm, 17mm & 18mm
Spanner.
Allen Keys
3,5mm, 5 mm & 3/16”
Pressure Gauge
Figure 1 (Main Screen)

10 to 400 Bar
3. Once you are in Dealer Mode push the "E" but-
ton on the I-Drive control unit. Turn the I-Drive
knob and select Machine Configuration (See
Figure 3).

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
7. Check for rear of bin obstructions. If you have

confirmed there is no obstruction select the
Figure 2 (I-Drive Control Unit)
"Yes" box.
8. Check if the over centre bin lock is stowed away

correctly. If you have confirmed the lock is
placed correctly select the "Yes" box.
Figure 3
4. In the menu, select “Hydraulics”. Under Hy-

draulics, Machine Configuration, Mode of Oper-
ation, a drop down menu will show up on the
screen. From this menu select “Hyd Pump”,
push and hold the I-Drive button for about 3
seconds (Wait for "beep" confirmation).
One can now go ahead and set the machines

pressures.
9. After all the pressure have been set, it is impor-
tant to set the machine back to “Normal”.
10. Follow steps 2 to 4 up to where the “Mode of
Operation” menu pops up. Select the normal
mode and push and hold the I-Drive knob in for
about 5 seconds to active the “Normal” mode.
Setting the Main Pump Pressures

5. Before “Hyd Pump” mode can be activated, the
following safety check windows must be ticked. Tools
6. Check for overhead bin obstructions. If you

have confirmed there is no obstruction select
the "Yes" box.

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
7. At idle, turn the residual adjustment screw to

Spanners
set the correct pressure. Clockwise will in-
crease the pressure and anti-clockwise will de-
crease the pressure.
10mm Spanner. (B35E - B50E)
13mm Spanner. (B60E)

8. Lock the adjustment screw with the lock nut
once the correct pressure has been set.
Allen Keys
3mm.
Pressure Gauge
B35E - B50E
10 to 400 Bar
Setting the Main Pump Residual Pressure

1. Ensure the machine is on level ground.
2. Connect the pressure gauge to Test Point MP1
(P1 on B60E).
3. Start the machine. B60E
4. Activate “Hyd Pump” as per procedure ex- Fault Finding:

plained above.
• Cannot set the main pump residual pressure.
5. Read the pressure on the gauge.
The DFR valve on the pump might be faulty. Re-
Pump 1 (Front pump) should have a residual place the DFR valve.
pressure of 35 Bar (+ 2 Bar). Pump 2 (Rear
pump) should have a residual pressure of 30
Bar (+ 2 Bar). Setting the Main Pump Compensating
To check the pressure of the second pump turn
Pressure
out the residual adjuster of the first pump/ if the
B35E - B50E
pressure of the second pump is out of specifica-
tion - adjust it in accordance with step 7. After 1. Ensure the machine is on level ground.
that adjust the residual pressure of the pump 1
in accordance with the specification. 2. Connect the pressure gauge to Test Point P1.
If the pressure is incorrect, the pump needs to 3. Start the machine.

be adjusted. 4. Activate “Hyd Pump” as per procedure ex-
plained before.
NOTE
5. Ensure the main pump residual pressure is set
Please ensure to set them in this se-
according to the previous procedure or the bin
quence: Pump 2 and then Pump 1.
will not go up as required for compensating
6. Loosen the lock nut on the residual pressure pressure setting.
adjustment screw.
6. Use the bin tip control to lift the bin all the way
up until the tip cylinders are fully extended.

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
7. While holding the bin tip control button in, with 7. For Pump 2 pressure compensator setting, acti-
the tip cylinders fully extended, read the pres- vate “Fan High Speed” as per "Activating Hy-
sure on the gauge. The gauge should read a draulic Pump Mode" no.4 procedure.
pressure of 310 to 315 Bar (+ 2 Bar) for the
8. While the fan is running, read the pressure on
compensating pressure. If the pressure is incor-
the gauge. The gauge should read a pressure
rect the pressure needs to be adjusted.
of 280 Bar (+ 2 Bar) for Pump 2 pressure com-
8. Loosen the lock nut on the adjustment screw. pensator. If the pressure is incorrect the pres-
Set the second Pump first. To do that turn out sure needs to be adjusted.
the compensator adjuster out till the pressure
9. Loosen the lock nut on the adjustment screw.
indicator on the gauge doesn't change. If the
pressure of the second pump is correct proceed 10. While fan is running on “Fan High Speed", turn
with setting of the first pump, if the pressure is the adjustment screw on Pump 2 clockwise to
out of the specification set it accordingly and increase the pressure or anti-clockwise to de-
after that proceed with the adjustment of the crease the pressure.
first pump.
11. Lock the adjustment screw with the locking nut
9. While holding the bin tip control button in with once the correct pressure has been set.
the tip cylinders fully extended. Turn the adjust-
12. After pump Compensator pressures have been
ment screw clockwise to increase the pressure
set, ensure CDU is reset to "Normal" mode as
or anti-clockwise to decrease the pressure.
per "Activating Hydraulic Pump Mode" no.4
10. Lock the adjustment screw with the locking nut procedure.
Fault Finding:
• Cannot set the main pump compensating
B60E pressure.
1. Ensure the machine is on level ground. The DFR valve on the pump might be faulty. Re-
place the DFR valve.
2. Ensure that the articulation lock is installed.
3. Connect the pressure gauge to Test Point MP1.
Setting the Bin Lifting/Lowering
4. Start the machine. Pressures (B60E only)
5. Ensure the main pump residual pressure is set
Tools
according to the previous procedure.
6. Turn the steering wheel to the left and hold it Spanners
against the arctic lock. Set Pump 1 pressure
compensator to 250 Bar (+ 2 Bar). If the pres-
sure stops increasing before the required 250
Bar, turn the steering valve 3 times clockwise 10mm Spanner
(refer to "Setting Steering Pressure") and re-
check the compensator setting. In accordance
with the schematics steering is called by both Allen Keys
pumps, but the 1srt pump should be set to 250
Bar thus we have to turn in steering pressure
relief valve X3 and turn out the compensator
valve of the pump 2.

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Procedure to Set the Bin Lowering

Pressure
3mm
2. Connect the pressure gauge to Test Point P1.
Pressure Gauge 3. Start the machine.
4. Activate “Hyd Pump” as per the "Activating Hyd
Pump Mode" procedure.
10 to 300 Bar 5. Activate "Bin down" function and when the bin
reaches the end of its travel, hold the "Bin
down" function in.
6. The pressure on the gauge connected to P1
should indicate 80 Bar. If not the Feed reducer
"B" needs to be adjusted.
7. Loosen the lock nut on the feed reducer screw.
8. Turn the feed reducer screw to set the correct
pressure. Clockwise will increase the pressure
and anti-clockwise will decrease the pressure.
Setting the Emergency Steering Pump

Pressure
B60E
NOTE
Rexroth pumps are preset and should not
Procedure to Set the Bin Lift Pressure require any adjustment.
1. Ensure the machine is on level ground. Tools
2. Connect the pressure gauge to Test Point P1.
Spanners
3. Start the machine.
4. Activate “Hyd Pump” as per the "Activating Hyd
Pump Mode" procedure. 13mm Spanner.
5. Activate "Bin up" function and when the bin

reaches the end of its travel, hold the "Bin up"
function in. The pressure on the gauge con- Allen Keys
nected to P1 should indicate 150 Bar. If not
Feed reducer "A" needs to be adjusted.
6. Loosen the lock nut on the feed reducer screw. 3mm.
7. Turn the feed reducer screw to set the correct
pressure. Clockwise will increase the pressure
and anti-clockwise will decrease the pressure. Pressure Gauge
10 to 300 Bar

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Setting the Emergency Steering Pump 16. Select Neutral for the transmission and only
Compensating Pressure then apply the park brake.
17. Connect the Pneumatic line back onto the IDL
NOTE
18. Install and reconnect the front axle prop shaft to
This procedure requires coming into close the drop box.
proximity of rotating prop shafts. Ensure
correct PPE is used and the correct precau-
tionary measures are taken.
1. Ensure the machine is on level ground and that
the wheels are secure from rolling.
2. Uncouple and remove the front axle prop shaft
from the drop box.
3. Activate “Emergency Steering” as per proce-
dure "Activating Hyd Pump Mode".
4. Remove the pneumatic hose of the IDL actua-
tor on the drop box.
7. Install the articulation lock.
8. Ensure that the inter-axle diff lock is NOT
activated.
9. While applying the service brake, select
“DRIVE” on the transmission shift selector. Re-
lease the park brake and use the gear hold but-
ton to hold the transmission in second gear
when it reaches second gear by revving the
engine.
Fault Finding:
10. Adjust the Residual pressure up to 50 Bar (As
shown in picture below). • Cannot set the emergency steering compen-
11. Turn the steering wheel to the left and hold it sating pressure.
against the articulation lock, take the engine to Emergency steering pump mode override is de-
full rpm (At full rpm in second gear the speed activating of ATC feature.
on the CDU should read +/- 16 km/h). The
gauge should read the pump compensating If 230 bar is not attainable, look to increase
pressure of 230 Bar (+ 2 Bar). If the pressure is standby by 10 bar and then check compensating
incorrect, the compensator pressure on the pressure. If compensating pressure still cannot
emergency steering pump needs to be be achieved, then it is not the standby difference
adjusted. you are setting.
12. Loosen the lock nut on the adjustment screw. The DFR valve on the pump might be faulty. Re-
13. While holding the steering against the arctic
lock and revving the engine to full rpm with the
transmission held in second gear, turn the Setting the Emergency Steering Pump
screw clockwise to increase the pressure and Residual Pressure
anti-clockwise to decrease the compensating
pressure. NOTE
14. Lock the screw with the locking nut once the This procedure requires coming into close
correct pressure has been set. proximity of rotating prop shafts. Ensure
correct PPE is used and the correct precau-
15. Once compensator pressure has been set, the tionary measures are taken.
residual must be set back to 28 Bar.

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
1. Ensure the machine is on level ground and that • Cannot set the emergency steering residual
the wheels are secure from rolling, as the park pressure.
brake will need to be released.
“Emergency Steering Pump” is not activated,
2. Uncouple and remove the front axle prop shaft thus the overrides are not active making it impos-
from the drop box. sible to set the emergency steering residual pres-
sure. Follow "Activating Hyd Pump Mode"
3. Activate “Emergency Steering” as per the "Acti-
procedure to activate “Emergency steering”
vating Hyd Pump Mode" procedure.
mode.
4. Remove the pneumatic hose of the IDL actua-
The DFR valve on the pump might be faulty. Re-
tor on the drop box.
Ensure the pump is coupled to the PTO.
7. Install the articulation lock. Setting Steering Pressure (Main
8. Ensure that the inter-axle diff lock is NOT Manifold)
activated.
Tools
9. While applying the service brake, select
“DRIVE” on the transmission shift selector. Re- Spanners
lease the park brake and use the gear hold but-
ton to hold the transmission in second gear
when it reaches second gear.
10mm Spanner.
10. At full rpm in second gear the speed on the
CDU should read +/-16km/h, the gauge should
read the pump residual pressure of 28 Bar (+ 2
Bar). If the pressure is incorrect, the pump Allen Keys
needs to be adjusted.
11. Loosen the lock nut on the adjustment screw.
3mm.
12. At 16km/h read off the CDU, turn the screw
clockwise to increase the pressure and anti-
clockwise to decrease the residual pressure.
Pressure Gauge
13. Lock the screw with the locking nut once the
correct pressure has been set.
14. Select Neutral for the transmission and only
then apply the park brake 10 to 300 Bar
15. Connect the pneumatic line back onto the IDL.
B35E - B50E
Fault Finding:

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Setting the Bin Tip Pilot Pressure (Main

Manifold)
Tools
Spanners
18mm Spanner.
Allen Keys
5mm
B60E
Procedure for Setting Steering Pressure Pressure Gauge

2. Ensure the arctic lock is engaged.
10 to 300 Bar
3. Ensure the main pump has been set correctly
using the main pump pressure setting
procedure.
4. Connect the pressure gauge to test point MP1.
5. Turn the steering wheel to the left and hold it
against the arctic lock. The pressure on the
gauge should read 220 Bar (+ 2 Bar) for B35E
-B50E and 230 Bar (+ 2 Bar) for B60E. If one
doesn’t read this pressure the LS pressure for
the steering needs to be adjusted on the X3
valve.
6. Loosen the lock nut on X3
7. While holding the steering against the arctic
lock, adjust the steering LS pressure by adjust-
ing the set screw on the X3 valve. Clockwise
B35E - B50E
will increase the pressure and anti clock wise to
decrease the pressure.
8. Lock the set screw with the lock nut on the X3
valve once the pressure has been set to the
correct pressure.
Fault Finding:
• Cannot set the steering pressure to 220 Bar
for B35E -B50E or 230 Bar for B60E.
1. The main pump is not set as per "Setting the
Main Pump Pressures" procedure.
2. X3 valve on the block is faulty. Replace the
X3 valve.

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
Spanners
18mm Spanner.
Allen Keys
3/16" Allen Key
Pressure Gauge
B60E
10 to 300 Bar
Procedure for Setting the Bin Tip Pilot
Pressure
NOTE
The Bin Tip Pilot Pressure will always be
pre-set at 35 Bar from Parker. It is rec-
ommended that it only be verified by the
following procedure from No.1 to No.5.
2. Connect the pressure gauge to Test Point PS.
4. Activate “Hyd Pump” as per procedure ex-
plained before.
B35E - B50E
5. While holding the bin tip control button in with
the tip cylinders fully extended, read the pres-
sure on the gauge. The gauge should read a
pressure of 35 Bar (+ 2 Bar).
6. If the gauge does not read a pressure of 35 Bar,
the bin tip pilot pressure needs to be adjusted.
7. Loosen the lock nut on the pilot pressure valve.
the tip cylinders fully extended, turn the adjust-
Setting Suspension Pressure (Main

Manifold)
B60E
Tools

MAY 2019 PIN 2.1
SERVICE INFORMATION
HYDRAULIC SYSTEM
Procedure for Setting Suspension Checking the Brake Circuit Pressures

Pressure Control Valve (WDB Manifold)
B35E - B50E Tools
Pressure Gauge
2. Connect the pressure gauge to Test Point MP
SUS allocated on the manifold.
10 to 300 Bar
plained before.
the tip cylinders fully extended, read the pres-
sure on the gauge. The gauge should read a
pressure of 210 Bar (+ 2 Bar).
6. If the gauge does not read a pressure of 210
Bar, the AUX P valve pressure needs to be
adjusted.
7. Loosen the lock nut on the valve.
the tip cylinders fully extended, turn the adjust-
B60E
2. Connect the pressure gauge to Test Point MP Procedure for Checking Brake Charge
SUS allocated on the manifold. Pressure
plained before. 2. Connect the pressure gauge to test point MP
BC allocated on the WDB manifold as
5. Turn the steering wheel to the left and hold it indicated.
against the arctic lock. The pressure on the
gauge should read 210 Bar (+ 2 Bar). 3. Whilst looking at the gauge, press the brake
pedal a few times until pressure starts to
6. If the gauge does not read a pressure of 210 increase.
Bar, the AUX P valve pressure needs to be
adjusted. 4. When the pressure starts to increase, stop
pressing the brakes and watch to see if the
7. Loosen the lock nut on the valve. pressure attains a minimum of 205 bar, before
8. While turning the steering wheel to the left and the pressure stops rising.
holding it against the arctic lock. Turn the ad- Fault Finding:
justment screw clockwise to increase the pres-
sure or anti-clockwise to decrease the • Pressure not reaching minimum of 205 Bar.
pressure.
1. Remove the cable from the brake charge sol-
9. Lock the adjustment screw with the locking nut enoid valve, this will put the function into con-
once the correct pressure has been set. tinuous charge mode. If the pressure still

PIN 2.1 MAY 2019
SERVICE INFORMATION
HYDRAULIC SYSTEM
does not reach a minimum of 205 Bar, the re- be in pump setup mode, which will not allow
lief valve is faulty. Replace the valve. brakes to charge.
2. If the pressure achieves 250 bar, check the
software control. The software control could

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Service Brake System Operation The software continues to control the pressure with-
in this band in this manner during the whole opera-
Brake Charging System tion of the machine. If brake charging operation
takes longer than 2 minutes, brake charging will
Oil is kept in the front oil reservoir for brake func- stop at whatever pressure has been attained and a
tionality. A 14cc gear pump is driven directly off the fault code will be logged. If brake pressure contin-
engine, takes the oil from the reservoir and pumps ues to drop and drops below 125 bar, software will
the oil into the brake manifold into port BCIN. automatically bring the machine to a stop with a
warning and fault code indicating brake pressure
This oil is either diverted to charge the accumula- failure.
tors, or directed back directly to tank by brake
charge solenoid. The brake charge solenoid during There are 2 test points in each of the brake circuits
engine start is energised to ensure that the pump which can be fitted with a gauge to read these pres-
cannot try to charge accumulators during the stat sures. Test points are in ports MP ACC1 and MP
up phase. This solenoid is also a fail to safe sole- ACC 2.
noid, therefore if there is an electrical failure it will These pressures can also be read on the CDU
always charge the accumulators. screen under brakes and retarders.
The brake charge circuit is protected by a fixed re-
lief valve of 250 bars and no adjustment is required. Brake Application System
Oil diverted to charge the accumulators will first
pass through a brake charge pressure filter, the The brake application system utilises the oil from
path leaves the manifold at port PFIN, through the the accumulators, Foot pedal, Brake retarder valve
filter and back into the manifold at PFR. Oil return- (EBV), and Relay valves. The foot pedal supplies a
ing from the filter, now gets spilt over the front and pilot to the relay valve which in turn diverts main ap-
rear circuits by means of the check valves. plication oil from the accumulators to the callipers.
Now oil pressure will build up in these 2 circuits Brake retardation through software control supplies
down to the accumulators, foot pedal, electric brake a pilot from the brake retarder valve to the same re-
retarder valve and a transducer in each circuit. lay valves to divert main accumulator oil to the
calliper.
The transducers in each circuit read the pressure in
each of these circuits and control the gear selection
after start up and the maximum and minimum pres- Brake Cooling System
sure held within the accumulators. After each start
up, gear selection cannot be activated until the Additional gear pumps, single off the compressor or
transducer sees that a minimum of 125 bar pres- the balance of the double or triple pumps are used
sure is held within the accumulators. This is so that for cooling, plus valving within the manifold and
the machine cannot be driven unless there is pres- coolers.
sure for brakes if and when needed. Oil is supplied from the gear pumps, passing
The transducers control the pressures within each through the valves and coolers then onto the brake
accumulator bank between 135 bar and 205 bar, callipers to ensure that the brakes are kept cool.
when pressure drops to 135 bar, the software read- Brakes create a massive amount of heat during
ing the transducers will make the brake charge sol- brake retardation and then require the cooling.
enoid to be de-energised, thus oil will be diverted to
the accumulators, and when the transducers read
that the oil pressure has risen to 205 bar, the soft-
ware then energises the brake charge solenoid and
oil is diverted back to tank.

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Manifold (Top View)
1 PO Diverter Valve 10 Check Valve

4 Solenoid Valve and Coil 11 Orifice 1.0mm
6 Check Valve 14 Plug
7 Check Valve 17 Socket Head Cap Screws
9 Electro - Hydraulic Brake Valve

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Manifold (Front View)
5 Relief Valve Fixed Setting

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Manifold (Rear View)
3 Check Valve 16 Manifold

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Manifold (Left View)
12 Plug

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Manifold (Right View)
8 Orifice 2.0mm 15 Plug

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Manifold (Schematic)
1 PO Diverter Valve 7 Check Valve

2 Check Valve 8 Orifice 2.0mm
3 Check Valve 9 Electro-Hydraulic Brake Valve
4 Solenoid Valve and Coil 10 Check Valve
5 Relief Valve Fixed Setting 11 Orifice 1.0mm
Brake Charging System cannot try to charge accumulators during the stat
up phase. This solenoid is also a fail to safe sole-
Oil is kept in the front oil reservoir for brake func- noid, therefore if there is an electrical failure it will
tionality. A 14cc gear pump is driven directly off the always charge the accumulators.
engine, takes the oil from the reservoir and pumps
The brake charge circuit is protected by a fixed re-
the oil into the brake manifold into port BCIN.
lief valve of 250 bars and no adjustment is required.
This oil is either diverted to charge the accumula- Oil diverted to charge the accumulators will first
tors, or directed back directly to tank by brake pass through a brake charge pressure filter, the
charge solenoid. The brake charge solenoid during path leaves the manifold at port PFIN, through the
engine start is energised to ensure that the pump filter and back into the manifold at PFR. Oil

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
returning from the filter, now gets spilt over the front Brake Application System
and rear circuits by means of the check valves.
Brake application is the applying of the brakes
Now oil pressure will build up in these 2 circuits
when required whether through the use of the foot
down to the accumulators, foot pedal, electric brake
pedal or when retarding, the electric retarder valve
retarder valve and a transducer in each circuit.
is activated from the software.
The transducers in each circuit read the pressure in
Both the foot pedal and the brake retarder valve are
each of these circuits and control the gear selection
proportional valves and will apply pressure propor-
after start up and the maximum and minimum pres-
tionally. The foot pedal is a dual circuit valve and re-
sure held within the accumulators. After each start
ceives a signal from both accumulator circuits and
up, gear selection cannot be activated until the in turn supplies a pilot signal to the front and rear re-
transducer sees that a minimum of 125 bar pres- lay valves. The electric brake valve takes a signal
sure is held within the accumulators. This is so that
from the front accumulator bank and converts this
the machine cannot be driven unless there is pres-
to a pilot signal proportionally to the relay valves,
sure for brakes if and when needed.
both front and rear.
The transducers control the pressures within each
The relay valves receives the pilot signal from either
accumulator bank between 135 bar and 205 bar,
the foot pedal or the brake retarder into the pilot
when pressure drops to 135 bar, the software read-
ports and if both brake retarder valve and foot pedal
ing the transducers will make the brake charge sol-
is activated simultaneously, the higher of the 2 pilots
enoid to be de-energised, thus oil will be diverted to will activate the relay valve. The relay valves are sit-
the accumulators, and when the transducers read
uated as close as possible to the callipers, with the
that the oil pressure has risen to 205 bar, the soft-
accumulator banks.
ware then energises the brake charge solenoid and
oil is diverted back to tank. The relay valves have a direct connection with the
accumulator banks, which is situated close to the
The software continues to control the pressure with-
relay valve, and when the relay valve receives a pi-
in this band in this manner during the whole opera-
lot signal, it will divert oil from the accumulator bank
tion of the machine. If brake charging operation
to the callipers. By placing the accumulators as
takes longer than 2 minutes, brake charging will close as possible to the callipers, the brake applica-
stop at whatever pressure has been attained and a
tion is activated faster than in earlier model Bell
fault code will be logged. If brake pressure contin-
ADT’s.
ues to drop and drops below 125 bar, software will
automatically bring the machine to a stop with a The relay valve is a 1:1 ratio relay valve and there-
warning and fault code indicating brake pressure fore supplies a pressure to the calliper at the same
failure. pressure as received through the pilot valve. When
the foot pedal or the electric brake relay valve is de
There are 2 test points in each of the brake circuits
activated, the pilot is drained, removing the pilot off
which can be fitted with a gauge to read these pres- the relay valve and the calliper is then open to drain
sures. Test points are in ports MP ACC1 and MP
the brake applied pressure back to tank releasing
ACC 2.
the brakes.
These pressures can also be read on the CDU
screen under brakes and retarders.

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Brake Relay Valve

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
Brake Cooling System system. Two trained/qualified people are required

to carry out this setup.
Brake cooling is created through the supply of oil
pumped from gear pumps, double for B35E, B40E
and a triple pump for B50E, through a cooler then Tools and Equipment
through the axle callipers and then back to tank
through a return filter. The following equipment is required to setup the
brake system:
Oil is supplied into the WDB manifold at Ports P
Cool 1, 2 & 3. Oil flows through manifold passing • 7/16” Spanner (x1) – 11mm
through the diverter valve, 1, in the WDB manifold. • 7/8” Spanner (x2) – 22mm
The diverter valve acts like a thermostat where it • 21mm Spanner (x1)
sees downstream pressure and diverts the oil
• 12mm Spanner (x1)
straight back to tank when the pressure is very high.
This will generally be found when the oil is cold and • 14mm Spanner (x1)
brakes are cold when cooling is not essentially re-
• 8MJIC union (Part No: 120285)
quired. As brakes heat up, so does the oil and so
the back pressure will drop, as this happens the • +/- 1m length clear hose
diverter valve will then allow more oil volume to
• 25 Litre container (Needs to be clean and suit-
pass through the diverter valve to the coolers and
able for oil)
onto the callipers. As the back pressures continues
to drop this volume to callipers increases.
The pressures and diverter valve changes all hap-
Brake System Components and Layout
pen automatically, there is nothing that can be set
Foot Valve
or adjusted. The diverter valve helps to protect the
pressure applied to the seals within the callipers
from over pressurisation.
Brake System Setup Procedure

from any overhead objects that might interfere with the move-
ment of the bin. Located within the operator’s cabin.
Ensure that the brake system oil is at the correct level
before starting the brake set up procedure.
Ensure that the cab stay is secured before working Emergency Stop Button
under the tilted cab.
Ensure that the articulation lock is installed.
Ensure that the park brake is applied while doing the
inspection and adjustments of the service brakes.
Place wheel chocks at one wheel either side of the
truck.
Do not wear loose clothing which may be caught up
in the prop shaft. Also ensure that all tools and equip-
Do not loosen any hoses, connectors or fittings while
the machine is running. Switch off the machine and de-
pressurise the hydraulic system by pressing the brake
valve until it goes soft, before loosening any hose or
connector in the hydraulic system.
The brake system setup needs to be done to elimi-

nate the air trapped within the brake system. This is
Located within the operator’s cabin.
required to be done with a new machine start-up or
when any assembly has been done on the brake

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Brake Accumulators - Front Located on the rear chassis beam.
Brake Relay Valve
Located within left front nose box.
Brake Accumulators - Rear (B35E, B40E, B45E

& B50E)
Front: Located under the operator’s cabin on the

cross member.
Rear (B35E, B40E, B45E & B50E): Located on the
rear chassis OBW bracket.
Rear (B60E): Located on rear chassis beam hose
Located on the rear chassis beam. routing bracket.
NOTE
Brake Charge & WDB Manifold
Rear accumulators can vary in quantity de-
pending on the ADT model.
Brake Accumulators - Rear (B60E)
Located under the operator’s cabin.

The valve (1) controls the brake retardation and ac-
tivates the service brakes when pressing the
EMERGENCY STOP button within the operator’s
cabin.

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
B35E, B40E, B45E & B50E Brake Caliper & B60E With service brake bleed port (1) and 3 service
Front Brake Caliper brake piston travel set screws (2).
Showing the WDB cooling bleeding port (1) and the

service brake bleed port (2).
B60E Rear Brake Caliper

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Layout for B35E - B50E

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
Brake System Layout for B60E

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
Rear Accumulator Charge Pressure Machine First Start-Up

(B60)
This procedure is done to eliminate air being forced
The nitrogen charge pressure for the B60E piston into the brake system on first start-up of a new ma-
accumulators are 80 BAR. chine, brake oil change or major brake system
repairs.
Initial Air Bleed
1. Ensure the machine is on level ground and all
safety precautions are in place.
2. Ensure the WDB oil tank is filled with oil, inspect
oil level gauge in nose box (the front tank).
3. Unscrew the WDB tank pressurized breather.
4. On the relay valves front & rear, disconnect the
hose from port P and T. Using the 8MJIC union
fitting (120285), connect these two hoses
together.
5. Start the machine. The system will try to
charge, but will not be able to charge the accu-
mulators and the oil will flow directly back to the
tank.
6. Monitor the oil level and fill up as required.
7. After 2 minutes switch off the machine. De-
pressurize the system by applying the foot ped-
al. Reconnect the hoses to the relay valve. Try
and do this with losing a minimum amount of oil
from the hoses. (The brake charge safety fea-
ture will stop the brake charging after 2 minutes
to protect the system).
8. Screw back the pressurized breather.
9. The main charge and tank hoses of the brake
1 BRACKET,ACCUMULATOR
system will be filled with oil. Air will still be within
2 ACCUMULATOR,PISTON,CR the pilot hoses and calipers.
3 CONNECTOR,STRT 10. Refer to “Brake Pilot Hose Air Bleeding” for
bleeding the air from the pilot hoses.
4 CONNECTOR,TEE,RUN
11. Refer to “Brake Caliper Air Bleeding (Applica-
5 PIPE,ACCUMULATOR tion Section)” for bleeding the air from the brake
6 J-BOLT calipers.
7 PLATE,ACCUMULATOR BRACKET
8 WASHER,FLAT
9 NUT,NYLOC,FLANGE HD
10 WASHER,FLAT
11 SCREW,HEX HD

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
Connect the hose from the accumulators (1) to the relay valve with highest flow rate possible.
brake main tank return hose (2) with the 8MJIC Close the bleed nipple and ensure it is locked.
union (part 120285)
11. Go to the rear brake relay valve and follow point
8 to 10 above.
12. Release the brake foot valve and the emer-
gency stop button.
13. Let the brake system charge. Once charged ap-
ply the brake foot valve slightly and ensure
there is no excessive kick back on the pedal.
As one pushes down on the pedal there will be
a section where one can feel the resistance
building up from the pedal. It’s at this section, if
there is a kick back, that one can notably feel
the air is still within the pilot hoses. The pilot ho-
ses will need to be bled again. Follow point 5 to
13 above.
14. The brake pilot lines are bled now.
Brake Pilot Hose Air Bleeding
15. The final bleeding of the brake callipers can be
Both the pilot line from the foot valve and the retar- done now.
dation valve will be bled simultaneously.
Brake relay pilot hose
safety precautions are in place.
2. Ensure the WDB oil tank is filled with oil, inspect
the oil level gauge in the nose box (the front
tank).
3. For easy access to the rear relay valve the bin
can be raised to 100% if there are no obstruc-
tions. Start the machine and lift the bin. Ensure
the bin pole is in place when working on the
rear chassis under the bin. If a bin lock is
present, engage it. Switch off the machine but
keep the ignition on.
Brake Caliper Air Bleeding (Application
4. Jack up the operator’s cabin and ensure the Section)
cab stay is in place.
5. Beware, the accumulators are charged. No oth- Front & rear brake calipers
er fittings or hoses are to be opened. Only the 1. Ensure the machine is on level ground and all
bleed screws should be opened. safety precautions are in place.
6. In the operator’s cabin, one person is required 2. Start the truck and let the brake system charge.
to active the emergency stop button. Simultane-
ously the brake pedal will need to be depressed 3. In the operators cabin active the emergency
for the whole procedure. stop button or apply the foot valve. (Activating
the emergency stop button is preferred)
7. Start with the front relay valve.
4. With the machine running and the emergency
8. Connect the clear hose to the bleed screw stop button activated, go to each wheel brake
nipple. caliper and do as the following point instructs
9. Using a 7/16” spanner (11mm), unlock the with each caliper.
bleed screw nipple on the front relay valve. 5. Connect the clear hose with the container to the
10. Air mixed with oil will flow out. Continue until a bleed the screw nipple.
stream of oil is observed, at least 2 litres per

PIN 2.1 MAY 2019
SERVICE INFORMATION
BRAKE SYSTEM
6. Crack-open the bleed screw and allow the oil to follow the "Brake Pilot Hose Air Bleeding" sec-
flow into the container. tion again.
7. Observe the oil flow and ensure no air mixed 5. Slowly drive the machine forward (10km/h) and
with oil is coming out any more. apply the service brakes. The machine needs
to come to a standstill in a smooth orderly
8. Close the bleed screw and disconnect the clear
manner.
hose.
6. Repeat the previous step but increase the
speed (30km/h).
Brake Caliper Air Bleeding (Cooling
Section) 7. If all the brake application test results are
smooth and orderly, the brake setup is done.
This procedure can be done simultaneously with 8. If the brakes exhibit a sudden grab when apply-
the "Brake Caliper Air Bleeding (Cooling Section)" ing the service brakes, there can still be air in
procedure. the system. Bleeding of the pilot lines needs to
Front & rear brake calipers WDB cooling be repeated as per the "Brake Pilot Hose Air
Bleeding" section again.
safety precautions are in place. 9. If the machine’s brakes develop any of the
symptoms in 4 or 8 after a short time when
2. Start the machine. standing still, the tank return line needs to be
3. With the machine running, go to each wheel bled. Follow the "Machine First Start-Up" sec-
brake caliper and do as the following point in- tion again.
structs with each caliper. NOTE
4. Connect the clear hose with the container to the The B60E rear brakes exhibits a sudden in-
bleed screw nipple. itial grab to it as the machine slows down.
5. Crack-open the bleed screw and allow the oil to This is considered normal.
flow into the container.
6. Observe the oil flow and ensure no air mixed Problem Solving
with oil is coming out any more.
1. Symptom:
7. Close the bleed screw and disconnect the clear
hose. After bleeding the brakes and all efforts has
been made to get the air out the brake system,
NOTE the brakes still applies harshly with a shudder.
The B60E rear brake caliper for the WDB Solution:
cooling cannot be bled as there is no bleed
screw. Inspect the fitting on the application port (Port
A) on the relay valves. There should be an ori-
fice in the fitting.
Testing Brakes
2. Symptom:
1. A test drive is required to ensure the brakes are Service brakes do not release.
setup correctly.
Solution:
2. Ensure all safety precautions are in place and
adhere to all road/site rules. Ensure the emergency stop button is de-
activated.
3. Start the machine and let the brakes charge.
3. Symptom:
4. Apply the brake pedal and observe if there is a
harsh kick back on the brake pedal. As one Air keeps on entering the system.
pushes down on the pedal there will be a sec- Solution:
tion where one can feel the resistance building
up from the pedal. It’s at this section, if there is Ensure the WDB tank is filled with oil. Inspect
a kick back that one can notably feel then air is all the brake line hoses and fittings to ensure
still within the pilot hoses. Do not continue and they are correctly fastened.
4. Symptom:

MAY 2019 PIN 2.1
SERVICE INFORMATION
BRAKE SYSTEM
Brakes system does not charge. The brake charge valve can be faulty or does
not receive electrical current. Test for electrical
Solution:
current or replace the valve.

PIN 2.1 MAY 2019
SERVICE INFORMATION
AUTO GREASER
Principle Of Operation grease the system pressure start rising until it gets
to 150 bar, when the pressure switch closes, and
The auto greasing system is what is commonly re- the pump is shut off by the control system.
ferred to as a dual line system. The dual line system The system pressure is then maintained at 150 bar
pump grease to the grease distribution blocks one for a period of 50% of the time the pump was run-
line at a time, typically referred to as circuit (or ning, after which it is allowed to release the pres-
cycle) A and B. The distribution blocks (located at sure for a 2nd period of similar duration. Following
the pump, oscillation tube and between the bin this the system is off (paused) for the remainder of
hinges) connect all the metering units to both cir- 20, 30 or 40 minutes (from the time when the pump
cuits A and B. So when the pump is running circuit started running), depending on what duty cycle
A, all the metering units are supplied with grease, Heavy, Medium or Low is selected.
and similarly when on circuit B.
Inside the pump unit is the directional solenoid
valve which connect the pump delivery to either cir-
cuit A or B. At the same time the directional sole-
noid valve connect the 'inactive' circuit to the auto
greaser reservoir, to return a small volume grease
via the inactive circuit; this as a result of the meter-
ing unit normal operation.
A shuttle valve inside each metering unit isolate the
pressure side of the metering unit from circuit B
when cycle A is in progress, and from circuit A when
cycle B is in progress. During each cycle the vol-
ume of grease per metering unit is controlled by a
sliding bush, with a very specific length, inside each Modes Of Operation
metering unit. This means that each metering unit
will, in a grease cycle (A or B), dispense anything The "Auto Greaser" Enabled Option needs to be se-
between 0.025cc and 4cc, depending on its capabil- lected to enable the Bell-Controller Auto Greasing
ity (the sliding bush length..) and then stop; it will system. There are several modes that the Bell Au-
not keep on greasing for as long as the pump is run- to-Greasing system can be set to:
ning. If there is an internal leak in the metering unit
NOTE
it will result in no grease going to the lube point. De-
tails of troubleshooting an internal leak is given later On ignition cycling the system will revert
in this manual. back to Normal Mode
NOTE 1. Normal Mode
The operation of the metering units rely on 2. Test Line A
the circuits alternating between A and B, so
3. Test Line B
manually forcing the pump to repeat a few
cycle A's will result in it only dispensing 4. Test Multi - Cycle
grease during the 1st cycle A.
5. Fill Line A
Letting the pump run on cycle A (or B) only
for an extended period of time will also be 6. Fill Line B
of no good to get grease to the grease
points. Only effect this can have is to purge
air from the main circuits (A & B). Normal Mode
For details on system purging refer to the
system De-aeration and Line Filling proce- If the vehicle begins to move, and it is in Multi-
dure later in this manual. Cycle, Fill A or Fill B modes, then the system is au-
tomatically switched to Normal Mode. Once the ve-
A pressure switch (located on the distribution block hicle is moving, the pump will begin to pump on
at the oscillation tube) monitor the system pressure whichever line is active. The system will pump for at
in the active circuit (A or B). It has a shuttle valve most 10 minutes waiting for the pressure to go high
similar to that of the metering units, which connect it
to either circuit A or B. As soon as all the metering After the pumping phase, there is a re-grease peri-
units have received, and started dispensing its od (during which the pump is switched off). The re-

MAY 2019 PIN 2.1
SERVICE INFORMATION
AUTO GREASER
grease period is half the pump time - so if the pump 4. If there is a voltage fault on the grease level
pumped for 4 minutes before seeing a high pres- switch (if the line sees a voltage above 5V),
sure, then the re-grease period will be 2 minutes. then the system will be disabled.
Following the re-grease period, there is a pressure 5. If the grease level is low for 4 cycles, then the
decrease period. In this phase, the line solenoid system will be disabled.
switches from the current line to the other line (from
Once the system is disabled, grease will no longer
Line A to Line B if pumping was happening on Line
be pumped and a fault code (18046.31) will be gen-
A and vice-versa). In so doing, the system pressure
erated. If the system was disabled due to pressure
will begin to drop. The system will wait the same pe-
problems (either of the first 2 points) then it is possi-
riod as the last re-grease period for the pressure to
ble to clear these errors by running a test on either
drop. Once the system sees that the pressure
line A or line B. The grease reservoir will need to be
switch has switched off, then the system will enter
filled to clear the low grease level problem and all
the pause phase.
other wiring issues (if any) need to be identified and
Following the re-grease period, there is a pressure resolved before the greasing system will return to
decrease period. In this phase, the line solenoid normal operation.
switches from the current line to the other line (from
Line A to Line B if pumping was happening on Line
A and vice-versa). In so doing, the system pressure
Test Line A/B
will begin to drop. The system will wait the same pe-
Once this test is activated, the relevant line is se-
riod as the last re-grease period for the pressure to
lected and pumping will commence. Once the sys-
drop. Once the system sees that the pressure
tem has pumped for at least 10 seconds (and at
switch has switched off, then the system will enter
most 10 minutes), the pressure switch is checked. If
the pause phase.
there is no high pressure after 10 minutes, the test
During the pause phase, the pump remains is aborted and the operator is informed. If the pres-
switched off. The duration of this pause period is sure switch activates, then the test will proceed to
determined by the intensity of the auto greaser. The the re-grease phase which has a fixed period of 15
following pause times are applicable: seconds. After the re-grease period, there is a pres-
sure decrease period with a fixed period of 15 sec-
1. Low Intensity: 40 minutes onds. If the pressure does not drop during this time,
2. Medium Intensity: 30 minutes then the test is aborted and the operator is in-
formed. There is a fixed pause period of 30 seconds
3. High Intensity: 20 minutes after the test is complete. At this point, the system
Once the pause phase has completed, the other will go back to normal mode.
line goes through the same 4 phases (pump, re- It is interesting to note that even if the test fails, the
grease, pressure decrease and pause). fault conditions in terms of counters (no high pres-
It is possible for problems to be encountered during sure/no low pressure counters) will be cleared. This
normal operation: means that Test A and Test B are easy ways to
clear a faulty system even if the fault is not immedi-
1. If the pressure does not build in a line to the ately resolved (the system will work for a further 2
point where the pressure sensor sees a high cycles before requiring a test to reset - unless of
pressure, then a counter records how many course the fault is fixed)
times this fault occurs. It may occur at most 2
times and then the system will be disabled (if
the fault occurs on either line A or line B) Test Multi-Cycle
2. If the pressure does not drop during the pres- It is not possible to run this test if the vehicle is mov-
sure decrease phase, then a counter records ing. This test essentially goes through an endless
how many times this fault occurs. It may occur loop of pumping and checking alternating cycles on
at most 2 times and then the system will be dis- Line A and Line B. It will not run until all errors are
abled (if the fault occurs on either line A or line cleared on the Auto-Greasing System (use Test A
B) and Test B to help isolate these errors). It follows
3. If there is a voltage fault on the pressure switch the same timing as Normal mode (without a pause
(if the line sees a voltage above 5V), then the period):
system will be disabled. 1. Pump until pressure detected

PIN 2.1 MAY 2019
SERVICE INFORMATION
AUTO GREASER
2. Re-grease for half the pumping period 2. The grease level switch must indicate that there
is grease in the reservoir.
3. Decrease the pressure for half the pumping
period 3. All errors must be cleared on the Auto-Greasing
System (use Test A and Test B to help isolate
After the pressure decrease period, the cycle goes
these errors).
to the alternate line (to Line A if it was on Line B
and vice-versa) and the process repeats. If the ve- If this is in place, then the relevant line (either Line
hicle moves above 5km/h, then this mode is A or Line B) will be pumped for 40 minutes (without
stopped and Normal mode resumes. any checking for pressure). After this fixed period,
the system goes to the paused state for 1 minute.
Following this, the system returns to Normal Mode.
Fill Line A/B As with the Multi-Cycle Mode, if the vehicle moves
above 5km/h, then this mode is stopped and Nor-
This mode essentially will fill either line A or B. How- mal mode resumes.
ever, to run this mode, the following must be in
place:
1. The vehicle must be stationary.

MAY 2019 PIN 2.1
SERVICE INFORMATION
AUTO GREASER
Troubleshooting
Test Cycle A Result Test Cycle B Result Diagnosis Corrective Action
Do a visual check of each lube point for a

small volume of fresh grease being forced
out the seal.
If a suspect 'dry' joint is detected, loosen

and remove the secondary grease line at
the lube point (i.e.. at the cylinder rod
Main line system operation correct.
end, bearing cover or bush) and initiate
Inspect the secondary lines (between the Multi cycle greasing mode. Check for
Pass Pass brass manifolds blocks/metering units fresh grease being pumped out the loos-
and individual lube points) for grease de- ened secondary line.
livery to the individual lube points.
If there is no fresh grease coming out the
pipe/hose and there is no damage to the
secondary grease line, the metering unit
is faulty, and need to be replaced.
Run Test A & B (see (i) below) once the

repair is completed.
Leakage in line B Inspect main line for leakage and repair if

found.
Remove line on pump at port B, and re-

peat cycle B test (see (i) below). If grease
Pass High Pressure Fail comes out port B then the direction sole-
Direction solenoid might be 'sticky', did noid is probably operating correctly. Re-
not open in cycle B peat Test A and B (see (i) below), and if
the problem persist, refer to Pump and
Directional solenoid valve testing
below.
Remove line on pump at port B, and re-

peat cycle B test (see (i) below). If grease
comes out port B then the direction sole-
Direction solenoid might be 'sticky', did
Pass Low Pressure Fail noid is probably operating correctly. Re-
not release in cycle B
peat Test A and B (see (i) below), and if
Directional solenoid valve testing below.
Internal leak of metering unit or pressure

switch. Check for missing o-rings in affected me-
tering units, pressure switch and/or blind
plugs. See fault finding procedure under
O-ring not installed in replaced metering Internal leak, below.
unit, pressure switch or blind plug?
Check main lines for leakage. If found, re-

place the affected lines, pre-filling it with
Leakage on both circuit main lines. grease, and then purging any air out of
the replaced line; refer to the Main line
High Pressure Fail High Pressure Fail Filling and De-aeration procedure,
below.
Refill the reservoir, and purge air out of

Air in the system (following low level
system, refer to the Main line Filling and
operation?).
De-aeration procedure, below.
Pressure switch disconnected. Check switch harness continuity and

pressure switch operation by following
Pressure switch harness cut (open- the test procedure on Pressure switch
circuit). and Harness, below.

PIN 2.1 MAY 2019
SERVICE INFORMATION
AUTO GREASER
Test Cycle A Result Test Cycle B Result Diagnosis Corrective Action
Pressure switch faulty.
Remove main lines from both ports on

pump, run Test A and Test B (see (i) be-
low) and check for fresh grease coming
out of ports. Check the system operating
Pump not working.
pressure, refer to Pump and Directional
solenoid valve testing below. If the pump
is not functioning check the harness and
plug.
Replace directional solenoid (5/2 way)

Directional solenoid (mechanically)
High Pressure Fail valve in pump - will have to remove the
Low Pressure Fail stuck in energized position.
pump to do this.
Leakage in line A. Inspect main line for leakage and repair.
Remove line on pump at port A, and re-

peat cycle A test (see (i) below). If grease
High Pressure Fail Pass comes out port A then the direction sole-
Direction solenoid might be 'sticky', not
noid is probably operating correctly. Re-
opening in cycle A.
peat Test A and B, and if the problem
persist, refer to Pump and Directional
solenoid valve testing below.
Check harness continuity.
Check solenoid valve operation by re-

moving the hose off port B on the pump,
and initiating a Test B cycle (see (i) be-
Directional solenoid not switching on / low). If grease comes out port B then the
Low Pressure Fail High Pressure Fail
Valve not opening. direction solenoid is probably operating
correctly. Repeat Test A and B (see (i) be-
low), and if the problem persist, refer to
Pump and Directional solenoid valve
testing below.
Remove line on pump at port A, and re-

peat cycle A test (see (i) below). If grease
comes out port A then the direction sole-
Direction solenoid might be 'sticky', not noid is probably operating correctly. Re-
Low Pressure Fail Pass opening in cycle A. peat Test A and B (see (i) below), and if
Directional solenoid valve testing
below.
(i) In the CDU menu in Machine Config => A/Greaser Setup => A/Greaser Mode => Test A or Test B
(ii) In the CDU menu in Machine Config => A/Greaser Setup => A/Greaser Mode => Fill A or Fill B

MAY 2019 PIN 2.1
SERVICE INFORMATION
AUTO GREASER
Troubleshooting Procedures Internal System Leak is Suspected
Operation of the Pump and the 1. Disconnect circuit B of the pump unit.
Directional solenoid valve CAUTION
1. Disconnect both grease lines (circuit A and B) There might still be some pressure
from the pump unit. in the circuits.
CAUTION 2. Start test cycle A* Grease is pumped through
circuit A. While the pressure in circuit A builds
There might still be some pressure up a little bit of returning grease may come from
in the circuits. circuit B, this is normal.
2. Connect a pressure gauge to each circuit of the NOTE
pump unit. Use pressure gauges that are suit-
able for a grease pressure of 250 bar. If grease keeps flowing from the other
circuit, there is an internal leak between
3. Start test cycle A*. The pressure reading of the
the main line circuits. The cause could
gauge connected to this circuit should increase
be a missing or damaged O-ring in one
to the maximum attainable pressure of 230 to
(or more) metering units. When an in-
250 bar.
ternal leak have been established in
NOTE the system, it has to be determined in
which distribution block the internal
The pump is not switched off by the leak is.
pressure switch, because the system is
disconnected. If the pump does not 3. Disconnect the main line from circuit B, directly
reach the indicated pressure, it will be after the 1st distribution block.
due to one of the following reasons: 4. Restart the pump in circuit A* When the grease
(a) Air lock in the grease (air bubbles). leaks from circuit B out of this first distribution
Disconnect the pressure gauge and let block, the internal leak is in this block. If the
the grease flow until no more air bub- grease leaks from the disconnected line, the
bles come from the line. If necessary, leak must be sought at the next distribution
refill the reservoir to remove the air block. Therefore repeat this procedure every
around the pumping element. time at the next distribution block until the inter-
nal leak is found.
(b) The grease is too viscous (thick)
and is not sucked in by the pumping
piston. Replace the grease in the reser-
voir and the main lines with a less vis-
cous grease (NLGI 1 or 0).
(c) Pump is faulty. Replace the pump.
4. End the test cycle by turning off the ignition.
5. Start another test cycle* in circuit B. Circuit A
should come down to atmospheric pressure.
When the pressure in the first circuit does not
drop and no pressure is built up in the new cir-
cuit, the directional solenoid valve is faulty. Re-
place the valve or the entire pump.
6. End the test cycle by turning off the ignition.
* In the CDU menu in Machine Config => A/Greaser
Setup => A/Greaser Mode => Test A and then Test
B

PIN 2.1 MAY 2019
SERVICE INFORMATION
AUTO GREASER
NOTE * In the CDU menu in Machine Config => A/Greaser

Setup => A/Greaser Mode => Test A and then Test
To determine which main line is con- B
nected to circuit A and which line to cir-
cuit B at the distribution blocks, follow
the main lines from the pump to the dis-
tribution blocks. When there is only a
little leak, it may be impossible to es-
tablish the leak with the operating
pump.
Therefore, switch off the pump when
the maximum pressure is reached by
turning off the ignition. The pressure
should stay steady (minimum 200 bar;
this procedure only works for circuit A).
The pressure may only drop when the
directional solenoid valve is opened, as
soon as a new test cycle is started* in
circuit B. When there is no pressure Main Line Filling and De-Aeration
drop, and there is also no grease com-
ing back, it indicates an internally leak- Main Line De-Aeration using Machine CDU inter-
ing metering unit. Because of this the face => Remove the end-plugs out of the distribu-
affected greasing points will be tion block between the bin hinges (ADT's).
greased excessively.
Therefore check all connected greas- De-aerate line A
ing points. To do this tag and remove 1. Activate line A filling.
the grease lines off the metering units,
and then start a test cycle. A properly 2. Close the distribution block A-port end-plug as
functioning metering unit will dispense soon as main line (A) is completely clear of air.
a fixed amount of grease and then 3. Stop the pump by switching off the ignition.
stop. If a metering unit is leaking inter-
nally (to the lube point) it will keep on De-aerate line B
dispensing grease for as long as the 1. Activate line B filling.
pump is running.
2. Close the distribution block B- port end-plug as
IMPORTANT soon as main line (B) is completely clear of air.
There are two very important O-rings 3. Stop the pump by switching off the ignition.
on each metering unit. A big one about
the same diameter as the metering unit In the CDU menu in Machine Config => A/Greaser
body, which seal it to the manifold Setup => A/Greaser Mode => Fill A and then Fill B.
block, and a 2nd notably smaller O-ring
which seal internally, between the A &
B circuits.
When replacing a metering unit it is of
utmost importance to ensure that these
O-rings are installed correctly (see sec-
tion view below).
As not having it there, or having two O-
rings installed on top of each other will
result in an internal leak, in other words
the system not working and shutting
down.

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
FRONT SUSPENSION
Summary once achieved, the up valve is de-energised and

the LS signal is cut off to the hydraulic pump
The Large E-Series (B35E to B45E machine mod- causing it to stop supplying oil to the suspension
els) has standard sealed-for-life hydro-pneumatic system.
suspension struts, with the option of upgrading to a • If the system senses that the strut has to be low-
comfort ride suspension system. ered (feedback from the height sensors), the
The B50E and B60E models have comfort ride front down valve is energised and the hydraulic oil can
suspension fitted by default. drain off in to the machine main hydraulic tank,
once desired position has been reached the
down solenoid is de-energised.
Front Suspension Operation The two accumulators assembled onto each mani-
fold block contains the nitrogen gas that yields the
The comfort ride suspension system is a height lowered spring rate, that is responsible for the im-
sensing (adjusting) system that operates with the proved ride comfort. Each accumulator has a mili-
hydraulic system of the machine. When the ma- tary grade gas charge valve fitted, where gas pre-
chine is in operation, the suspension will automati- charge can be measured or adjusted if need be.
cally maintain the machine ride height at the
desired position. When inspections/repairs have to be carried out on
the suspension system it is advisable to lower the
The position is monitored by the height sensors that system on to the axle bump stops and depressu-
are located on each of the front suspension struts. rise. This can be done electronically or the down
The suspension struts are connected to a manifold valve manual override can be opened.
block assembly, located in the wheel arch of the
machine. • Via CDU: In service mode, manually select the
“down valve” options and keep energising the
The manifold block assembly comprises of the fol- function until the chassis lowers onto and rests
lowing components: on the axle. Thereafter use the manual override
feature on the down valve to completely de-
• Manifold Block
pressurise the system.
• Solenoid Valves (one up and one down valve with
• Via down valve manual override: In the mudguard
manual override valve)
area, unscrew the cap over the down valve, open
• Pressurised Accumulators (a 1.5L accumulator the manual override and take care as the chassis
with a pre-charge of 11bar and a 2.6L accumula- lowers onto the axle. The system is now
tor pre-charged at 41bar) depressurised.
The system will autonomously determine if the During depressurisation the oil is dumped to the hy-
struts have to be raised or lowered to maintain the draulic tank. Take note that there is a crushing risk
ride position using feedback provided by the height during this operation – since the chassis will lower
sensors. onto the axle. Once the task is complete, close the
manual override valves to ensure that the suspen-
• If a strut has to be raised it generates an LS sig-
sion functions correctly when machine is started up
nal, this is done by energising the up valve, the
again.
hydraulic pump is called in and it supplies oil to
the strut until it is at the desired ride position,

MAY 2019 PIN 2.1
SERVICE INFORMATION
FRONT SUSPENSION
Accumulator Charge Pressure

NOTE
Check accumulator charges on the suspen-
sion system when the ride becomes
uncomfortable.
Check accumulator charges on the brake
system when performing the service brake
accumulator routine test.
Overhaul or recertification for continued safe use of gas

loaded accumulator shall be carried out only by skilled
personnel.
Do not disassemble accumulators, return to the sup-
plier for servicing.
If an accumulator is checked according to this accu-

mulator charge check and re-charge procedure and
found to have lost charge, the accumulators can be
re-charged.
Once this has been done the machine should be
started up and some hydraulic functions activated
to get the pistons in the accumulators moving (e.g.
suspension up and down on the suspension accu-
mulators and brake pumping on the brake
accumulators).
Once this has been done, the accumulator charge
should be re-checked, if any charge has been lost
Accumulator pre-charge procedure is listed next.

PIN 2.1 MAY 2019
SERVICE INFORMATION
FRONT SUSPENSION
then the accumulator should be replaced. If not,

then the accumulator is fine to carry on running.
8 000 kPa +- 350 kPa

All Brake Accumulators (80 bar +-3.5 bar)
B35E/B40E CR Suspension (1.5 900 kPa +- 100 kPa

liter) (9 bar +-1 bar)
B35E/B40E CR Suspension (2.6 3 200 kPa +- 350 kPa

liter) (32 bar +- 3.5 bar)
1 100 kPa +- 100 kPa

B50E Suspension (1.5 liter)
(11 bar +- 1 bar)
4 100 kPa +- 350 kPa

B50E Suspension (2.6 liter)
(41 bar +- 3.5 bar)
1. Only use dry Nitrogen to charge accumulators.

Do not use any type of gas that could cause ox-
idation inside the accumulator or that is com-
bustible under pressure (e.g. compressed air). 1. Remove valve protection bracket.
2. Before checking accumulator gas pressures 2. Remove the yellow safety cap.
ensure that the hydraulic pressure has been re-
3. Connect charging adaptor Nitrogen charge kit
moved from the brake and / or suspension sys-
(280257), Adapter (121463) and Nitrogen gas
tem. See procedure in Brake System Chapter.
reservoir to the charge valve. (See Figure 1 and
3. For the military valve spec ensure that only the 2)
outer nut on the valve is turned. Turning the
4. Undo the outer nut on the charge valve until
thicker inner nut will remove the valve from the
gas flows out and pressurises the pressure
accumulator.
gauge.
4. In the event that accumulators have lost their
5. Check charge pressure.
pre-charge they may be re-charged. However,
if the accumulator is recharged it must be 6. Add compressed nitrogen if necessary until
checked to ensure that it can maintain that charge specification is reached.
charge. When the accumulator has been re-
7. Tighten outer nut on charge valve.
charged, start the machine and operate the
brake and / or suspension system a few times 8. Close off compressed nitrogen.
to get the accumulator pistons moving within
9. Remove charging adaptor.
their bores. Remove the hydraulic pressure and
re-check the accumulator charge. If any pre- 10. Replace yellow safety cap.
charge has been lost, the accumulator needs to
11. Replace valve protection bracket.
be replaced.
Procedure for Threaded End Procedure for Crimped End

Accumulators Accumulators
Crimped End Accumulators with Standard Valve
Threaded End Accumulators with Military Valve
Specifications.
Specifications.
1. Remove black safety cap.
2. Connect Nitrogen charge kit (280257), Adapter
(121463) and Nitrogen gas reservoir charging
adaptor to the charge valve. (See Figure 1 and
2)
3. Screw pin on charging adaptor into charge
valve to allow the pressurised gas to pressurise
the pressure gauge.

MAY 2019 PIN 2.1
SERVICE INFORMATION
FRONT SUSPENSION
4. Check charge pressure. Scroll down to the Suspension option (using toggle
device) and press Enter.
5. Add compressed nitrogen if necessary until
charge spec is reached. The suspension menu will be active, scroll to the
“Calibrate Suspension” option, press and hold the
6. Unscrew pin on charging adaptor to seal off
enter button until you hear three beeps (around 3
accumulator.
seconds until the third beep). The machine will then
7. Close off compressed nitrogen. calibrate the front suspension.
8. Remove charging adaptor.
9. Replace black safety cap. Suspension Calibration Procedure
Do a visual inspection of the height sensors.

Suspension Calibration The following checks are to be done before calibrat-
ing the Large E-Series suspension:
The machine has to be in service-mode to perform
the calibration. Check 1
SDC
Check that the chassis mounting bracket is cor-

rectly positioned. It should be perpendicular to the
chassis.
1 A - Left (Soft Button)
2 B - Centre (Soft Button)
3 C - Right (Soft Button)
4 D - Esc/ Back Button

5 E - Switch between Drive Screen and Menu Screen
6 Enter/ Select Button
7 Toggle Device (Rotates Left or Right)
Press E (5) and scroll using the toggle device (7)

until Machine Configuration is highlighted, press the
toggle device (6) to enter Machine Configuration.

PIN 2.1 MAY 2019
SERVICE INFORMATION
FRONT SUSPENSION
Check 2 Tightened securely around the barrel, and posi-

tioned about 116mm from the endcap weld. On the
newer barrels there will be a groove machined to in-
dicate the position.
Check that the strut mounting bracket is correctly

positioned. It should be rotated directly backwards
until it is parallel with the chassis bracket in check
2.

MAY 2019 PIN 2.1
SERVICE INFORMATION
FRONT SUSPENSION
Check 3
The height sensor plastic arm (the arm directly con- If the plastic arm is close to vertical, then it is a
nected to the sensor) should be near horizontal, problem to be corrected. Remedy it by loosening
facing outward. It won’t necessarily be perfectly hor- one of the arm bolts, and reconnecting the arm in
izontal – this is not needed or beneficial. the correct orientation.

PIN 2.1 MAY 2019
SERVICE INFORMATION
FRONT SUSPENSION
Comfort Ride Suspension Manual Override Controls include the following,

Functionality Checks LHS-UP, LHS-DOWN, RHS-UP and RHS-DOWN.
Scroll until the desired movement tab is highlighted,
press and hold enter for 3 seconds (3 beeps). After
Please refer to the suspension calibration section
the third beep, the suspension will react until the en-
for checks to follow to ensure that the sensors and
ter button is released (or maximum stroke of strut is
brackets are installed correctly.
reached).
The machine has to be in Dealer Mode in order to
This should be done for both the up and down mo-
do the system functionality checks.
tions for the left and right hand side suspension
The functionality checks have to be done while the struts.
machine is at idle.
Once checks have been completed scroll and se-
lect Manual Strut Control, press and hold Enter to
SDC change back to Automatic mode, this will cause the
machine to go to the set ride height position.
When the suspension response is being checked
pay attention to the following:
• Pump stroking when it should/shouldn’t. It should
be called in at any time the UP valve is energised.
It should not be active during DOWN valve
energisation.
If the system does not respond in accordance to the
action selected, the following can be checked (de-
pending on the system response):
• Ensure that the electrical harness has been con-
nected correctly to the solenoid valves.
• Ensure that the hydraulic hoses are connected
correctly (connecting to manifold block in ports H,
LS and G, see below). Left and right hand side
LS lines are connected through a shuttle valve
(located mid chassis).
1 A - Left (Soft Button)
2 B - Centre (Soft Button)
3 C - Right (Soft Button)
4 D - Esc/ Back Button

5 E - Switch between Drive Screen and Menu Screen • Height sensor functionality, look at the mV read-
6 Enter/ Select Button ing on the CDU, disconnect the height sensor
arm from the strut and rotate, if no change in mV
7 Toggle Device (Rotates Left or Right)
reading is recorded then the sensor is faulty.
Press E (5) to go in to the Main Menu, scroll and se- • Each accumulator assembly has a manual over-
lect “Machine-Config”. ride located on the down solenoid (solenoid has a
red detent knob under the outer cap), ensure that
Press Enter and scroll down to the Suspension tab. these overrides are closed (tightened) during nor-
Press Enter and toggle to the Manual Override mal operation.
Controls (ensure the Machine-Config tab is active.
If not, press B to toggle between Machine-Config
and Diagnostic tab).

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE INFORMATION
REAR SUSPENSION
Rear Suspension (B60E)

The B60E rear suspension has standard hydro-
pneumatic suspension struts (2 off) that is con-
nected to a manifold block assembly that allows Care should be taken to ensure safe working practise when
any work (oil of nitrogen gas fill) is done to the rear suspen-
pressure equalisation between the two struts (when sion system.
certain parameters are met during operation).
OPERATION
The hydro-pneumatic struts compress and extend
during the normal day to day operation. The struts
are fitted with covers to protect the chrome rod from
damage during operation.
The struts are connected to the manifold block as-
sembly via two hydraulic hoses. The manifold block
assembly comprises of the following components:
• Manifold Block
• Pressure Transducers
• Solenoid Valve (pressure equalising valve)
• Fittings
The system has set parameters that when met, acti-
vates the solenoid valve and allows pressure to
equalise between the two rear struts.
Equalising the pressure between the struts elimi-
nates twist occurring in the rear cradle of the ma-
chine as a result of one strut having a high pressure
and the other a low pressure. The cradle of the ma-
chine is connected to the rear chassis by means of
a rubber pivot joint. This configuration allows for ro-
tational motion only, no lateral motion between the
cradle and the rear chassis.
The equalising solenoid valve can be activated
manually by selecting the manual override option in
the Hydraulics menu via the CDU whilst in service
mode. This should only be done when the struts are
being charged (or discharged).
NOTE
Please see SIB0000344/2015/0200 (Ref
No.: 1022/2017) for safe working practise
when the struts are either swopped out, or
set up for production. The SIB also lists all
of the critical height set values for the struts
and all of the tools needed for the set up/
swop out of the struts.

MAY 2019 PIN 2.1
SERVICE INFORMATION
REAR SUSPENSION
Strut Equalisation (B60) If the conditions are met, the valve will be
kept open for 20 seconds. The valve will at most
EQUALISING CONDITIONS only be opened once in an ignition cycle, and the
possibility exists for it not to be fired at all during an
The following conditions are checked for every igni- ignition cycle.
tion cycle before firing the solenoid that equalises
the rear suspension struts on a B60:
FAULT DETECTION
• Rear Chassis Roll - should be level with a toler-
ance of ±5.0°. Fault detection happens by means of the MM2
which monitors the sensor for OBW purposes.
• Transmission Oil Temperature - should be below
55°C as an indication that the oil would have had 80 samples at a sample rate of 4 Hz are collected
time to separate from the gas in the cylinder. while:
• Machine Movement - the machine should be sta- • the machine is unladen.
tionary i.e. output-shaft speed below OUTPUT_
• the ignition has been on for 5 seconds.
SHAFT_CRITICAL_NEUTRAL (100 rpm).
Once enough samples are collected, they are aver-
• Payload - the machine shall not be laden, ie. the
aged. From these averaged values the following
payload should not be beyond 10 tonnes.
faults could be detected if present:
Source Controller SPN FMI Description Conditions
20 second average pressure difference is

MM2 6006 0 Rear Struts pressures won't Equalize
more than 5 bar
Rear Strut pressure Sensor(s)
MM2 6006 19 Either sensor's signal is not in range
Compromised

PIN 2.1 MAY 2019
SERVICE INFORMATION
HEATING, VENTILATION AND AIR CONDITIONING
Air Conditioning System Cycle Of Operation
1. Evaporator Core 7. High Pressure Liquid
2. Compressor 8. High Pressure Gas
3. Condenser Core 9. Low Pressure Liquid
4. Circulation Blower Motor 10. Low Pressure Gas

5. Expansion Valve 11. Air Flow
6. Receiver-drier
The compressor is belt driven and engaged by an High pressure liquid flows into the receiver-drier
electromagnetic clutch. The air conditioning circuit where moisture and contaminants (acid, solids,
automatically controls compressor engagement or etc.) are removed.
disengagement when the system is in operation.
The receiver-drier contains a colour moisture indi-
The compressor draws low pressure gas from the cator. Blue indicates no moisture is present. Pink in-
evaporator and compresses it into high pressure dicates moisture is present.
gas. This causes the temperature of the refrigerant
Should moisture be combined with the refrigerant,
to rise higher than that of the outside air.
hydrofluoric and hydrochloric acids are formed.
High pressure gas leaves the compressor and flows These acids are very corrosive to metal surfaces
through the condenser where heat is removed and and leakage will eventually develop.
transferred to the outside air being drawn through
the condenser core by the engine fan. Cooling re- The receiver-drier also stores refrigerant, allowing a
longer period of time before additional refrigerant is
frigerant causes it to condense and the refrigerant
needed. Refrigerant hoses allow a small amount of
leaves the condenser as high pressure liquid.
refrigerant to migrate through their walls. The refrig-
erant flows from the receiver-drier through the

MAY 2019 PIN 2.1
SERVICE INFORMATION
expansion valve to the evaporator. The expansion Coolant flow through the heater core is regulated by
valve senses the refrigerant temperature and pres- the heater valve. The heater valve is regulated by
sure to modulate refrigerant flow. an actuator which is controlled by the heater valve
control module in response to the position of tem-
The expansion valve changes the refrigerant to low
perature control switch.
pressure liquid entering the evaporator.
NOTE
Actual cooling and drying of the cab air takes place
at the evaporator. Heat absorbed by the evaporator Cooling Capacity rated at 95° F (36.1° C)
and transferred to the refrigerant causes the refrig- and 50% RH.
erant to vaporise into low pressure gas.
Heating Capacity rated at 150° F Δ.
Low pressure gas is drawn from the evaporator by
Airflow Rated at 27 VDC/ 0” Static Pressure
the compressor and the cycle is repeated. A freeze
control switch senses the temperature of the evapo- (Bench Test).
rator coil through a capillary tube. Current Rated in Defrost Mode @ 70° F
(21° C), High Speed @ 27 VDC.
This prevents the evaporator from becoming cold
enough to freeze the moisture that condenses on Battery Voltage 24 VDC
the evaporator coil. Condensed moisture is drained
away through drain tubes connected to the drain Cut Out: 28.4°F ± 1.5°F ( -2°C ±
1°C)
pan under the evaporator. Thermostat
Cut In: 35.6°F ± 1.5°F ( +2°C ± 1°
The system pressure is monitored by the high/low C)
pressure switch, located on the high pressure side
Cut Out: 29.0 ± 2.9 psig ( 2.0
of the expansion valve. If the pressure becomes too
Bars ± .2 Bars)
high or too low the switch opens and stops the com- Trinary Pressure Switch -
Low Pressure
pressor, interrupting the cycle. Cut In: 30.5 ± 4.4 psig ( 2.1 Bars
± .3 Bars)
The accumulator (if equipped) is located between
Cut Out: 391.6 ± 29 psig ( 27.0
the evaporator and the compressor, in the low pres- Bars ± 2 Bars)
sure gas hose to retain a quantity of oil to protect Trinary Pressure Switch -
High Pressure Cut In: 304.6 ± 29 psig ( 21.0
the compressor from a dry start after long periods of
Bars ± 2 Bars)
not being used.
Cut Out: 188.5 ± 21.8 psig ( 13.0
Bars ± 1.5 Bars)
Trinary Pressure Switch -
Heater Core Operation Condenser Fan Cut In: 232.1 ± 18.9 psig ( 16.0
Bars ± 1.3 Bars)
The heater core is located near evaporator in heat- N/A Supplied by Customer
Condenser Fan Motor
ing and air conditioning module on right side of cab.
Evaporator Fan Motor Refer to table above
Filtered air flows through evaporator removing
moisture before flowing though heater core. Refrigerant charge N/A Supplied by Customer
PAG (Viscosity specified by

The heater core uses warm engine coolant to heat Compressor oil
manufacturer)
a mixture of inside cab air as well as outside air
pulled across heater core.

PIN 2.1 MAY 2019
SERVICE INFORMATION
Fault Finding
Diagnostic charts are arranged from most probable and simplest to verify, to least likely more difficult to verify.
Symptom Problem Solution
Air - heater blower fuse. Replace fuse.
Blower motor switch. Check switch.

Air - heater ON/OFF switch. Check switch.
Air - freeze control switch. See Air Freeze Control Switch Test.
Air Conditioning System
Does Not Operate Air - high/low pressure switch See Air High/Low Pressure Switch Test.
Air compressor clutch See Air Compressor Clutch Test.
Wiring harness Check engine and side console harness wiring.
Drive belt is broken. Replace drive belt.
Fresh air filter restricted. Clean or replace filter.
Condenser fins restricted witch debris. Clean condenser fins.

Recirculating air filter restricted. Clean or replace filter.
Compressor belt loose Check Belt
Refrigerant hose kinked, pinched or Re-route or re-index hoses. Replace collapsed

collapsed. hoses.
Heater or evaporator core fins restricted with

Clean heater or evaporator core fins.
dirt or dust.
Air heater blower motor failed or operating
Check blower motor.
Air Conditioner Does Not too slowly
Cool Interior of Cab. Compressor clutch slipping or failed. Inspect and/or replace compressor clutch.
Warm outside air leaking into cab. Inspect, repair or replace door and rear cab shield.
Cab heat deflectors missing or damaged. Inspect, repair or replace cowl baffle and rear cab
shield.
Inspect, repair, adjust or replace heater valve or
Heater valve remains open.
cable.
System refrigerant (R134a) charge low. Do “R134a Air Conditioning System Test”.
Freeze control switch capillary tube not positioned

Evaporator fins frosting or freezing. correctly in evaporator coil.
Do Air Freeze Control Switch Test.

Temperature control switch Inspect, replace temperature control switch.
Heater valve. Valve is stuck closed. Inspect.

Air Conditioner Runs Con-
Freeze control switch, capillary tube not posi-
stantly Too Cold. Replace heater valve
tioned in evaporator properly.
Compressor clutch engaged constantly. Reposition capillary tube in evaporator coil. See “Air
Freeze Control Switch Test.
Interior Windows Continue Fresh air filter restricted. Clean or replace filter.
To Fog. Air system off. Move Air - heater ON/OFF switch to Air position.

MAY 2019 PIN 2.1
SERVICE INFORMATION
HVAC Component Location
1 Compressor 4 Receiver-Drier
2 Condenser 5 Air Conditioning High/Low Pressure Switch
3 Heater Return Line 6 Low Pressure Charging Port

PIN 2.1 MAY 2019
SERVICE INFORMATION
7 Expansion Valve 11 Blower Motor and Housing
8 Heater Coil 12 Floor Vent Actuator
9 Evaporator Core 13 Defrost Actuator
10 Air Intake Filter

MAY 2019 PIN 2.1
SERVICE INFORMATION
HVAC Oil Refill should be filled in the ADT HVAC system if any
work is to be carried out.
NOTE
Any work done on the HVAC system should Component Replacement
be carried out by an accredited HVAC serv-
ice provider. Component Replacement
Aftermarket oil refill of the ADT air conditioner Component

Hoses
/s being Condenser Evaporator Drier
systems. replaced.
(each)
The recommended HVAC system oil to be used on Amount of oil

30ml 60ml 15ml 15ml
the Bell range of ADT machines is PAG46. Follow- to be added.
ing is a guide to determine how much oil (PAG46)
HVAC Oil Fill Calculations

HVAC Oil Fill Calculations
Final
No. Scenario Calculation Result Aftermarket
Oil Fill
Compressor Replacement -
1. 0ml 0ml 0ml
Without flushing.
2. 160ml 260ml 260ml
With flushing.
100ml (oil fill within the aftermarket supplied compressor, from sup-
Compressor Replacement - plier) +
Other system component
3. 15ml (Refrigerant charge replacement - a constant that is required 260ml cap at 260ml
replacement - Without
to be filled) +
flushing.
30ml (Condenser) + 15ml (Drier)
100ml (oil fill within the aftermarket supplied compressor, from sup-
plier) +
Other system component 100ml (top up due to a clean system as a result of flushing) +
4. 260ml cap at 260ml
replacement - With 15ml (Refrigerant charge replacement - a constant that is required
flushing. to be filled) +
NO Compressor Replace- 15ml (Refrigerant charge replacement - a constant that is required

ment - Other system com- to be filled) +
ponent replacement -
Without flushing. 30ml (Condenser) + 15ml (Drier)
100ml (top up due to a clean system as a result of flushing) +

NO Compressor Replace-
ment - Other system com- 15ml (Refrigerant charge replacement - a constant that is required
ponent replacement - With to be filled) +
flushing.

PIN 2.1 MAY 2019
SERVICE INFORMATION
Operational Checks Condenser Check
Visual Inspection of Components Inspect the condenser core.

• Is the condenser core free of dirt or debris?
NOTE
• Does the condenser show signs of leakage, dust
Do visual inspection of component checks accumulation or oily areas?
prior to diagnosis and component tests.
These conditions may affect diagnostic and • Are the condenser fins straight, not bent or
test results. damaged?
Inspect the condenser fan and fan blades.
All Lines and Hoses • Are fan blades in good condition, not worn, bent,
broken or missing?
Inspect all lines and hoses.
Yes Check complete.
• Are all lines and hoses straight, NOT kinked,
worn from rubbing on other machine parts or Clean, repair or replace condenser core.
No
Replace condenser fan or fan blade.
“weather checked"?
• Are the hose and line connections clean, NOT
showing signs of leakage, such as oil or dust ac- Heater/Evaporator Core Check
cumulation at fittings?
All the hose and line clamps must be in place and Inspect the core.
tight. Clamps must have rubber inserts or cushions • Are fins straight?
in place to prevent clamps from crushing or wearing
into hoses or lines. • Is the core free of dirt and debris?
Yes Check complete. • Are the evaporator drain tubes plugged?
Reposition hoses or lines and tighten or replace Yes Check complete.

clamps.
No Repair, replace or clean the heater/evaporator
Tighten fittings or replace O-rings in fittings. No
Replace hoses or lines as required. core and drain tubes.
Air Conditioner Compressor Check Freeze Control Switch Capillary Tube

Check
Inspect the compressor.
Inspect freeze control switch capillary tube.
• Is the compressor drive belt tight?
• Is the capillary tube straight, NOT kinked or
• Is the belt in good condition, NOT frayed, worn or broken?
glazed?
• Is the capillary tube properly positioned and in-
• Is the belt tensioner worn or damaged? serted securely in place in the evaporator core?
• Is the compressor belt pulley in good condition
Yes Check complete.
and in line with the engine pulley?
If the capillary tube is kinked, replace freeze con-
• Are the compressor mounting brackets in good trol switch.
condition and the bracket mounting cap screws No
If the capillary tube is positioned in the evaporator
tight? incorrectly, see Air Freeze Control Switch Test.
• Are the electrical connections to the compressor

clutch clean and tight?
Cab Door and Window Seals Check
• Is the wiring to the compressor in good
condition? Open and close the door and windows.
Yes Check complete. Inspect the seals.
No Repair or replace components as required. • Do the door and windows contact seals seal
evenly?

MAY 2019 PIN 2.1
SERVICE INFORMATION
• Are the seals in position and in good condition? 2. Follow the refrigerant cautions and proper han-
dling procedures.
Yes Check complete.
3. Identify the refrigerant type using the refrigerant
Adjust the door and windows to close against the
seals properly.
identification instrument.
No
Replace the seals as necessary. 4. Connect the refrigerant recovery, recycling and
charging station.
Filter Check 5. Open both the low and high pressure valves on
the refrigerant recovery, recycling and charging
Inspect the fresh air filter and re-circulating filter. station.
6. Open the cab doors and windows.
• Are the filters clean and free of debris?
7. Follow the manufacturer’s instructions when us-
Yes Check complete.
ing the refrigerant recovery, recycling and
No Clean or replace filters. charging system.
8. Start the engine and run at rated engine high
idle speed.
Tests 9. Move the A/C-heater switch to Air position.
R134a Air Conditioner System Test 10. Turn the temperature control switch to maxi-
mum cooling position.
Specifications 11. Turn the blower switch to high speed.
Engine Speed High Idle 12. Check the sight glass (if equipped) in the re-
ceiver-drier.
Low Side Refrigerant - 13. Run the unit for at least 5 minutes.
Pressure
14. Measure and record the air temperature at the
Minimum 80 kPa (0.8 bar) (11.6 psi)
condenser air inlet and at the air ducts in the air
Maximum 200 kPa (2 bar) (29 psi) conditioning unit.
High Side Refrigerant - 15. Observe the low-side pressure and the high-
Pressure
side pressure on the gauges.
Minimum 800 kPa (8 bar) (116 psi)
16. Compare the pressures and the air duct tem-
Maximum 2 100 kPa (21 bar) (304.5 perature to the specifications.
psi)
NOTE
Because the low pressure switch is located
Service Equipment and Tools on the high pressure side of the expansion
valve, the low pressure gauge reading
Prism Pro Refrigerant Identification Instrument shown does not affect the low pressure
switch operating range.
Thermometer
• Air conditioner is set at maximum cooling.
• Air conditioner compressor clutch is engaged.
• Operate at the maximum setting for a minimum of
12 minutes.
Use the correct refrigerant recovery, recycling and charging
stations. Never use refrigerant, hoses, fittings, components or • The air duct temperature should be below 12° C
refrigerant oils intended for R12 refrigerant systems. Identify (53.5° F) with the ambient temperature at 26° C
the refrigerant before recovering, recycling and charging (79° F) and 60% relative humidity. Refrigerant
system.
pressure within specification.
1. Stop the engine.

PIN 2.1 MAY 2019
SERVICE INFORMATION
Diagnose Malfunction Using Following Diagnostic Chart

MAY 2019 PIN 2.1
SERVICE INFORMATION
Air Freeze Control Switch Test Air Compressor Clutch Test

Specifications Disconnect the harness from the clutch.
Freeze Control Switch Opens (Normally Closed)
Temperature Drops Temperature
1 - 3°C (34 - 37.5°F)
Freeze Control Switch Closes (Normally Closed)
Temperature Rises Temperature
1 - 3°C (34 - 37.5°F)
1. Ignition switch OFF.

2. Mark the position of the capillary tube. The tube
should be near the centre of the evaporator.
3. Disconnect and remove the freeze control
switch.
4. With the freeze control switch at room tempera-
ture, connect the terminals to the ohmmeter Connect the battery voltage to the connector termi-
and measure the continuity between terminals. nal for the orange wire. Ground terminal for black
wire.
Does the clutch “click”?
Yes The clutch coil is good. Check the wiring harness.
No Replace the clutch coil.
Air High/Low Pressure Switch Test
Specifications
Air Low Pressure Switch (Normally Open)
Closes on Increasing Opens on Decreasing

5. Is the continuity measured? Pressure Pressure
The switch is good. Check the wiring 207 ± 30 kPa (2.1 ± 0.3 bar) 200 ± 20 kPa (2.0 ± 0.2 bar)
Yes (30.5 ± 4.4 psi) (29 ± 2.9 psi)
harness.
No Replace the freeze control switch. Air High Pressure Switch (Normally Closed)
Opens on Increasing Closes on Decreasing

6. Put the freeze control switch in the freezer. The Pressure Pressure
temperature must be below 1° - 3°C (34° -
2700 ± 200 kPa (27 ± 2 bar) 2100 ± 200 kPa (21 ± 2 bar)
37.5°F). The switch must be open and the con- (391.6 ± 29 psi) (304.6 ± 29 psi)
tinuity must not be read.
7. Remove the switch from the freezer and put the Service Equipment and Tools
sensing tube into a glass of warm water. As the
switch warms it must close and the continuity • Hydraulic Hand Pump
must be read. • Volt-Ohm-Amp Meter
• Volt-Ohm-Amp Meter
• Air Conditioning Gauge Set

PIN 2.1 MAY 2019
SERVICE INFORMATION
NOTE Air Expansion Valve Test

The line that attaches Air high/low pressure Specifications
switch, has a valve under it to prevent dis-
charging the air conditioning system when Engine Speed High Idle
the switch is removed.
Blower Speed High
Temperature Control Switch Position Maximum Cooling
Essential Tools
• Refrigerant Recovery, Recycling and Charging
System
Service Equipment and Tools
• Thermometer
Use the correct refrigerant recovery/recycling and charging

stations. DO NOT mix the refrigerant, hoses, fittings, compo-
nents or refrigerant oils.
1. Follow the Refrigerant Cautions and Proper

1. Remove the Air high/low pressure switch (1). Handling procedures.
2. Connect a portable pressure source, such as a 2. Connect the refrigerant recovery, recycling and
regulated air supply or a hydraulic hand pump, charging system.
to the Air high/low pressure switch.
3. Recover the R134a Refrigerant.
3. The switch must not have continuity between
4. Remove the insulating tape from the expansion
the terminals until the pressure increases to the
valve sensing bulb.
low pressure switch specification.
5. Remove the sensing bulb (1).
4. Slowly release the pressure. The switch must
have continuity until the pressure decreases to
the switch opening pressure specification.
5. The switch must have continuity between the
terminals until the pressure increases to the
high pressure opening specification.
6. Slowly release the pressure. The switch must
not have continuity until the pressure decreases
to the switch closing pressure specification.
NOTE
6. Start the engine and run at high idle.
The switch can also be checked when
installed in the air conditioning system; 7. Turn the blower motor switch on high.
however, the pressure is slow to in- 8. Turn the temperature control switch to maxi-
crease to the test specification. mum cooling.
7. Connect an air conditioning gauge set to the 9. Warm the sensing bulb in the hand for one mi-
service fittings at the compressor. Cover the nute. Note the low-side pressure.
condenser with paper or plastic to stop air flow.
10. Cool the sensing bulb in ice water. Note the
8. Operate the air conditioner on maximum cool- low-side pressure.
ing. Note the high-side pressure when the Air
high pressure switch opens and then closes.

MAY 2019 PIN 2.1
SERVICE INFORMATION
• If the low-side pressure decreases when the

sensing bulb is cooled, the expansion valve
is operating.
• If the low-side pressure does not decrease,
do the Expansion Valve Bench Test.
11. Before fastening the sensing bulb to the evapo-
rator outlet line, make sure the line and bulb are
not corroded.
12. Fasten the sensing bulb to the side of the line
with a clamp.
13. Install insulating tape to completely cover sens-
ing bulb and line.
Expansion Valve Bench Test 4. Connect the yellow hose to a regulated air
supply.
Specifications 5. Close the low-side valve and open the high-
side valve.
High-Side Valve Pressure Setting Pressure
6. Adjust the pressure on the high-side valve to
520 kPa (5.2 bar) (75 psi)
520 kPa (5.2 bar) (75 psi) using a pressure reg-
Expansion Valve - Opens on increasing Pressure ulator or by adjusting the high-side valve.
280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi) 7. Hold the sensing bulb in hand until the pressure
Expansion Valve - Closes on Decreasing Pressure on the low-side gauge stops increasing. The
pressure must be 280 - 380 kPa (2.8 - 3.8 bar)
140 - 170 kPa (1.4 - 1.7 bar) (20 - 25 psi) (40 - 55 psi).
8. Put the sensing bulb in a container of ice water
Essential Tools
until the pressure on the low-side gauge stops
• Air Conditioning Service Fitting Kit decreasing.
Service Equipment and Tools 9. The pressure must be 140 - 170 kPa (1.4 - 1.7
bar) (20 - 25 psi).
• Air Conditioning Gauge Set
Refrigerant Leak Test

1. Follow the Refrigerant Cautions and Proper
Handling procedures. Specifications
2. Remove the expansion valve. (See Remove Leak Detector Probe Movement Speed
and Install Expansion Valve)
25 mm (1 in.) per second
3. Connect the Air expansion valve to the air con-
ditioning gauge set using fittings (A - C). 1. Inspect all the lines, fittings and components for
oily or dusty spots. When refrigerant leaks from
the system, a small amount of oil is carried out
with it.
2. A soap and water solution can be sprayed on
the components in the system to form bubbles
at the source of the leak.
3. If a leak detector is used, move the leak detec-
tor probe under the hoses and around connec-
tions at a rate of 25 mm (1 in.) per second.
4. Some refrigerant manufacturers add dye to the
refrigerant to aid in leak detection.

PIN 2.1 MAY 2019
SERVICE INFORMATION
5. Avoid breathing in the air conditioner refrigerant 7. If an accidental system discharge occurs, venti-
and lubricant vapour or mist. Exposure may irri- late the work area before resuming work.
tate the eyes, nose and throat.
8. Additional health and safety information may be
6. The refrigerant is under high pressure and the obtained from your refrigerant and lubricant
system must be serviced by qualified personnel manufacturers.
only. Improper service methods may cause
injury.

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE AND CHECKS
♦ SERVICE INFORMATION
♦ 10 HOURLY OR DAILY SERVICE AND CHECKS
♦ 500 HOURS SERVICE AND CHECKS

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE AND CHECKS
SERVICE INFORMATION
Recommended Service Guide
The following tables list all the required services for the Bell Articulated Dump Trucks and Haulers, check
with Bell Equipment ADT Technical Support for any updates to the Service Bulletin after the publication date
of this manual.
NOTE
There are separate RSG’s available on the Bell Equipment ADT Technical Support website for the
B35E, B50E and B60E.
Customer:
Job Card No:
Service Technician:
Machine PIN:
BELL RECOMMENDED SERVICE GUIDE Machine Model:
ADT - E# - B40 B45 - OM471LA (Rev 3) Fleet No:
The employees of Bell Equipment take pride

in the Equipment we manufacture. With the Every Every Every Every
Daily & After As
Customer Service Centre and Bell Equipment 500 1 000 2 000 4 000
Every Service Required
working together, we can continue to improve hours hours hours hours
the quality of our products.
Engine
Change the Oil and Filters - (Additional oil level X (O)

check after first test drive)
Drain water from the Primary Fuel Filter - (Check X

cold, drain before starting engine)
Change the Primary Fuel Filter / Water Separator X

(RACOR)
Change Secondary Fuel Filter and Pre-Filter X

Screen - (Filter situated on the engine)
Check Engine Oil and Coolant Levels X
Check the Coolant Mixture X (J)
Change the Coolant X (H)
Check and adjust the Engine Valve and Jacob X

Brake Clearances - (Include Engine Brake Adjust-
ment for Tier4F)
Check/Change Fuel Tank Breather Filter X (C) X (P)
Change Both Fan Belts X
Check Condition of Fan Belts, including Idler and X

Tentioner Pulleys and Bearings
Change Idler Pulley Bearings X
Change A/C Pulley Bearing and inspect Pulley X

Grooves for Excessive Wear
Change Both Air Cleaner Primary Filters X (G)
Change Both Air Cleaner Secondary Filters X (G)
Check/Change AdBlue® / DEF / DEF Tank X (C) X (P)

Breather Filter (Where applicable)

MAY 2019 PIN 2.1
SERVICE AND CHECKS
SERVICE INFORMATION

Daily & After As
Change AdBlue® / DEF / DEF Filter (Where ap- X

plicable) Install with Water Based Grease
Transmission — Allison
Check for Oil Leaks X
Check Transmission Oil Level X
Change the Transmission Oil - (Additional oil level X (A)(O)
check after first test drive)
Replace Transmission Filters X (K)
Replace Breather X (C) X (P)
Transfer Case
Check the Oil Level (Sight Glass) X
Change the Transfer Case Cooling Oil Filter X
Change the Transfer Case Oil - (Additional oil lev- X (O)

el check after first test drive)
Change Breather X (C) X (P)
Hydraulics, Brakes & WDB Cooling
Check the Hydraulic and Wet Disk Brake Oil X

Levels
Change the Hydraulic Oil X (O)
Check/Change the Hydraulic and Wet Disk Brake X (C) X (P)

Cooling Oil Reservoir Breathers
Change the Hydraulic Return Filter X
Inspect the Hydraulic, Emergency and WDB Suc- X

tion Strainers - (clean if required)
Test the Brake Accumulator function (Refer to X

Service Manual)
Change the High Pressure Hydraulic Filter Kit X

(Where applicable)
Change the High Pressure Brake Charge Filter X
Change the High Pressure Brake Charge Suction X

Strainer
Change Wet Disk Brake Cooling Oil - (Additional
X (O)
oil level check after first test drive)
Change Wet Disk Brake Return Filter X
Change Wet Disk Brake Suction Screens (Both) X
Check Visually - All Hydraulic Hoses for Leaks, X

Chaffing, Routing

PIN 2.1 MAY 2019
SERVICE AND CHECKS
SERVICE INFORMATION

Daily & After As
Axles, Chassis & Suspension
Check the Oil Level in the Axles and Final Drives X

Change all Axle and Final Drive Oils - (Clean any X (O)
debris off Drain Plug Magnets)
Check Brake Function, WDB Wear Indicators and X

Park Brake Pads/Disks for wear (Refer to Service
Manual for specs and procedure)
Check and adjust Bin Shock Pad Clearance (Re- X

fer to Service Manual for specs)
Check Suspension Strut Height, Oil Leaks & Gen- X

eral Condition (Refer to Service Manual for set up
and charging)
Check condition of all Drive Shafts (Including se- X (L)

cure bolt torque)
Check condition of all Axle Driveline Cross and X X

Rollers (Replace as required)
Inspect and clean Breathers X (C) X
Cab, Pneumatics & Electrical
Change the Air Drier Filter X
Check Operation of Seat belt X (F)
Check Operator Controls - SDC, SSM Functions, X

Bonnet Switch & HVAC Functionality
Check All Lights (including beacon- and indicator X

lights) and Reverse Buzzer
Check Machine Software Version and Update to X (I)

Latest revision
Check Electrical Connections and Wire Routing X
for chaffing
Record & Delete Fault Codes found on CDU Fault X

Display Page
Clean or Replace Air Conditioner Filter X (B) X (P)
Lubrication
Check the Grease Level in the Auto Greasing X
System (Where applicable)
Change the Auto Greasing Filler Filter (Where X

applicable)
Inspect All Driveshaft Slip Joints and inspect/ X (D)

grease as required all Driveshaft Cross and Roll-
ers (Greasable type only - where applicable)
Grease PTO Propshaft (High Temperature X (M)

Grease)
Grease Cab Tilt Cylinder X
Carry out Oscillation Joint Maintenance X (N)

Procedure

MAY 2019 PIN 2.1
SERVICE AND CHECKS
SERVICE INFORMATION

Daily & After As
Grease Bonnet Hinges X (E)
Grease all Remaining Greasable Lube Points, in- X (E)

cluding Oscillation Joint
Crease Park Brake Eccentric Shaft X

General
Check and Clean All Coolers X
Tyres
Check tyre pressures (Cold - Refer to Decal) X
A Only Allison Approved TES 295 Oil (BN005549) to be used. Drain intervals can be extended by Oil sampling. (Use kit 261677
for Oil Sampling Allison Transmissions)
B Clean daily depending on site conditions.
C Inspect and clean the breathers and clean around the area if required, replace if blocked.
D In severe conditions, halve lubrication intervals.
E All grease points to be checked daily and greased if necessary.
F See SIB 1016/2014/1800 for seat belt inspection procedure.
G Very dusty conditions could trigger the Air Cleaner Blocked warning light - Filters to be replaced should it trigger before the sug-
gested service interval.
H Appropriate coolant to be used as recommended in the lubricants catalogue. (Premix 50 Ultra) Coolant to be replaced every 3
years.
I Update file to be created before going on site and only to be done if current software is outdated. Use Cancom File Creator
(CDU, CCU, OEU, MMU).
J Coolant mixture to be checked seasonally.
K Note! Machines with Remote Transmission Filters option installed can be serviced from under the bonnet. (See service manual
for location)
L All driveshaft bolts to be checked and torqued to specification if found loose.
M Refer to SIB 1076/2015 for High Temperature Grease Gun for specific application.
N Refer to SIB 2010/1004 to carry out oscillation joint maintenance.
O Oil sampling as per the Bell Lube Check (SIB 1015/2016) is recommended before any oils are drained for pro-active mainte-
nance. Sampling is manditory for Extended Wet Driveline warranty applications. Ensure that all component oil levels are re-
checked after the machine's first test drive to confirm correct fill levels.
P Replace breather/filter.
Please return this form, even if all items are satisfactory
CUSTOMER SERVICE CENTER / DEALER + SERVICE SIGN

SMR DATE
TECHNICIAN

PIN 2.1 MAY 2019
SERVICE AND CHECKS
SERVICE INFORMATION
Please refer to the latest Lubricants Brochure for recommended lubricants. All Specified part numbers are for 20L containers.
LUBRICANTS AND COOLANTS

BELL RECOMMENDED OIL /
COMPONENT OR SYSTEM NOTE
COOLANT PART NUMBERS
ENGINE (Semi Synthetic 10W40) MB228.5 Approved oil Only BN005546
MB 326.5 Approved coolant

COOLANT (Premix 50 Ultra) BN038232
Only
Allison TES 295 Approved oil

TRANSMISSION (Syn ATF Ultra) BN005549
Only
(Gear Oil Limited Slip 80W-90)

TRANSFER BOX API GL-5 BN005574
/ (EURO ZF TE-ML05F)
(Gear Oil Limited Slip 80W-90) Borate axle oil in Euro BN005574 / BN005580 - Euro
AXLE OIL / (EURO -Borate Axle oil) Only
machines
(Hydraulic Oil VHVI*1 , Hy-

VG 46 for use in Europe and BN005557*1 / BN005598**2
HYDRAULIC SYSTEM draulic Oil VG68**2, (VG 46
USA (BN005603)***
Euro)***
WET DISC BRAKE COOLING (E# WDB Cooling Oil) BN038209

SYSTEM
GREASE - SUPER HEAVY (Pins, Bushes, Auto greasing,

BN005601 (18 kg)
DUTY etc.)
GREASE - DRIVELINE (Bearings, Prop shafts, etc.) BN005563 (18 kg)
GREASE - HIGH (PTO propshaft) BN005771 (0.5kg)

500 Hrs service intervals
TEMPERATURE
Component Service Fill Quantities B40E & B45E
ENGINE 39 L
COOLANT 65 L
TRANSMISSION 48 L
TRANSFER BOX 12 L
AXLE OIL / Per axle - including final drives 65 L
WET DISC BRAKE COOLING SYSTEM 210 L

HYDRAULIC RESERVOIR 175 L
ADBLUE RESERVOIR / STAGE 4 & TIER 4 40 L
FUEL SYSTEM - MAX FUEL SULPHUR CONTENT / STAGE 4 =
10mg/Kg / TIER 4 = 15mg/kg / STAGE 3A = 500mg/Kg B40/B45 SCR = 352 L / Non SCR = 533 L
STAGE 4 / TIER 4 = SCR/Adblue ( Euro/USA ) - STAGE 3A =

10mg/kg = 10ppM & 15mg/Kg = 15ppM & 500mg/Kg = 500ppM
NON SCR/Adblue ( SA )
*1 & **2 Either oil may be used but do not mix. (Drain completely and refill only.) Refer to latest Lubricants Brochure for usage
- SA.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
SERVICE INFORMATION
Fuel Specification exhaust pipes and ducting, bin heating mechanism

and bin.
ENGINE WITHOUT AN EXHAUST AFTER-TREAT- The following fuel types are not permitted:
MENT SYSTEM (Non-Regulated / De-Tiered)
• sulphurous fuel with a sulphur content greater
This diesel engine is designed to operate with com- than 0.005% by weight (50 ppm)
mercially available diesel fuels complying to:
• marine diesel fuel
• The European Standard (DIN) EN 590 with a sul-
phur content of less than 0.05% sulphur by • aviation turbine fuel
weight (500 ppm). • heating oils
• All other relevant National / International Stand- • FAME (Fatty Acid Methyl Ester)/Biodiesel fuels
ards for diesel fuel.
These fuel types cause irreversible damage to the
Selection and use of the correct fuel is essential for engine and the exhaust gas after-treatment system,
good engine performance and increase engine life as well as also significantly reducing the expected
and fuel economy. It is also important that the fuel is service life of all components.
not contaminated e.g. with dust or water since any
contamination may cause irreversible damage to FAME/Biodiesel fuel are not permitted on engines
the engine. with an exhaust after-treatment system as these
fuels increases the NOx levels in the exhaust gas-
All manufacturer warranties will be rendered void by ses, counter acting the exhaust after-treatment
using improper or incorrect fuel. system.
FAME (Fatty Acid Methyl Esters)/Biodiesel as an
alternative to diesel fuel ENGINE WITH AN EXHAUST AFTER-TREAT-
This diesel engine is designed to operate with MENT SYSTEM (SCR) AND AN EXHAUST GAS
FAME/Biodiesel fuel complying to: RECIRCULATION (EGR) SYSTEM (Stage 4/TIER
4)
• The European Standard (DIN) EN 14214.
This diesel engine is designed to operate with com-
• A FAME additive content of up to 7% added to mercially available diesel fuels complying to:
diesel fuel (DIN EN 590), ready mixed from rec-
ognisable fuel suppliers. • EN590 as of 2010, et seq. (max. 0.001% sulphur
by weight) (10 ppm).
Any use of pure vegetable/animal oil as an alterna-
tive to diesel fuel or FAME is strictly prohibited. • ASTM D975 (max. 0.0015% sulphur by weight)
(15 ppm).
FAME is a highly effective solvent and should there-
fore not be brought into contact with paint work, etc. Selection and use of the correct fuel is essential for
good engine performance and increase engine life
and fuel economy. It is also important that the fuel is
ENGINE WITH AN EXHAUST AFTER-TREAT- not contaminated e.g. with dust or water since any
MENT SYSTEM (SCR) (Stage 3B/TIER 4 Interm) contamination may cause irreversible damage to
the engine.
This diesel engine is designed to operate with com-
mercially available diesel fuels complying to: All manufacturer warranties are likely to be ren-
dered void by using improper or incorrect fuel. The
• The European Standard (DIN) EN 590 with a sul-
use of improper or incorrect fuel is illegal in regu-
phur content of less than 0.005% sulphur by
lated countries and the use of such a fuel is punish-
weight (50 ppm).
able by civil penalties.
• All other relevant National /International Stand-
ards for diesel fuel. The following fuel types are not permitted:
This engine is designed to operate with exhaust • sulphurous fuel with a sulphur content greater
after-treatment fluid (AdBlue), any engine that oper- than 0.005% by weight (50 ppm)
ates without exhaust after-treatment fluid and is not • marine diesel fuel
deregulated as per the Bell STS modification & pro-
gramming, will render all manufacturing warranties • aviation turbine fuel
void, including any systems or structures that are in • heating oils
contact with the exhaust system ie, catalyst,

PIN 2.1 MAY 2019
SERVICE AND CHECKS
SERVICE INFORMATION
• FAME (Fatty Acid Methyl Ester)/Biodiesel fuels Must Meet Vickers M-2950-S
These fuel types cause irreversible damage to the DIN 51 524-3, HVLP
engine and the exhaust gas after-treatment system, Operating Ambient Temp. Viscosity
as well as also significantly reducing the expected
service life of all components. 10°C (50°F) to 45°C (113°F) ISO VG68
Bell Lubricant – BN005597

FAME/Biodiesel fuel are not permitted on engines
with an exhaust after-treatment system as these -5°C (23°F) to 30°C (86°F) ISO VG46
fuels increases the NOx levels in the exhaust gas- Bell Lubricant – BN005602
ses, counter acting the exhaust after-treatment
Axle Oil Specification
system.
Must Meet API GL-5
Operating Ambient Temp. Viscosity
Fluids and Lubricants Information
-20°C (-4°F) to 45°C (113°F) 80W-90
Lubrication Specifications Bell Lubricant – BN005574

> 45°C (113°F) 85W-140
Engine Oil Specification
Approved MB 228.5
Axles (Wet Disc Brake) Oil Requirements & Specification
Approved - Essential when MB 228.5
Approved Dexron III
using Diesel Fuel that has a
Sulphur content of < that 50 Operating Ambient Temp. Viscosity
ppm
-20°C (-4°F) to 45°C (113°F) 70W
-20°C (-4°F) to 50°C (122°F) SAE 10W-40
Grease Requirements
Lithium Complex EP grease
Engine Coolant Specification
Approved MB 326.5 (Premixed
Coolant) -10°C (14°F) to 50°C (122°F) NLGI 2
Bell Lubricant - BN033240 Bell Lubricant – BN005567

Transmission Oil Specification Bell Lubricant – BN005561
Approved Allison TES-295 Bell Lubricant – BN005771
-20°C (-4°F) to 50°C (122°F) SAE 70W-80 Handling And Storing Diesel Fuel
Transfer Case Oil Specification (B35E to B50E)
Approved Allison TES-295

Handle diesel fuel carefully.
-20°C (-4°F) to 50°C (122°F) SAE 70W-80 Do not fill the tank when engine is running.
DO NOT smoke while you fill the tank or service the
Bell Lubricant – BN005548 fuel system.
The fuel tank is vented through the filler cap. Always
Transfer Case Oil Specification (B60E) replace the cap with an original filler cap.
Must Meet API GL-5
Operating Ambient Temp. Viscosity Fill the tank at the end of each day’s operation to
prevent condensation and freezing during cold
-20°C (-4°F) to 50°C (122°F) 80W-90 weather.
When fuel is stored for an extended period or if
Hydraulic Oil Specification there is a slow turn over of fuel, contact your fuel
supplier for recommendations on adding a fuel

MAY 2019 PIN 2.1
SERVICE AND CHECKS
SERVICE INFORMATION
conditioner to stabilise the fuel and prevent water plastics, such as plastic coatings in metal
condensation. containers.
NOTE • The following are not suitable for use: non-al-
loyed steel, copper, alloys with copper content
The optimum fuel for the Bell B35E to B60E
and galvanised steel.
has a Sulphur content of 500 ppm or less.
This should be used wherever practical. • If AdBlue® / DEF comes into contact with 1K lac-
Please consult with the recommended quer (e.g. chassis frame) cosmetic damage will
service guide if the machine is run on diesel also take place.
with a sulphur content higher than 500
• To prevent quality issues due to impurities and a
ppm. high-test expenditure, AdBlue® / DEF may only
be handled in the storage and filling systems de-
Handling And Storing Lubricants signed exclusively for Adblue® / DEF. As AdBl-
ue® / DEF freezes at -11°C and rapidly
Use clean containers to handle all lubricants. decomposes at temperatures above 25°C, stor-
age and filling systems must be put in place so
• Whenever possible, store lubricants and contain- that a temperature range from 30°C to 11°C can
ers in an area protected from dust, moisture and be guaranteed.
other contamination. Store containers on their
side to avoid water and dirt accumulation.
AdBlue® / DEF Instructions For
• Mark all containers properly. Dispose of all old
Maintenance and Repair
containers and any residual lubricants they may
contain.
The Bubble storage in the AdBlue® / DEF supply
pump can be filled up via a valve. Filling is only pos-
Handling AdBlue® / DEF sible if the AdBlue® / DEF circuit is de-pressurised.
Every 3 years, the pressure should be checked and
As AdBlue® / DEF is non-toxic, handling this water-
adjusted to approximately 3 bar with oil-free com-
based solution is very simple. However, the follow-
pressed air.
ing should be noted.
• If AdBlue® / DEF comes into con tact with alumi-
Refrigerant R134a
nium (e.g. an aluminium tank) a slight surface re-
action will take place, which leads to cosmetic
The air conditioning system contains refrigerant
damage only and is therefore non-critical.
R134a. Servicing, refilling or emptying of the refrig-
• If AdBlue® / DEF comes into contact with 1K lac- erant R134a must only be done by trained and
quer (e.g. chassis frame) cosmetic damage will qualified service personnel.
also take place.
• AdBlue® / DEF deposits can be removed with
water.
• Only de-ionised water should be used in the
Refrigerant R134a can cause frostbite, if it comes into contact
system. with bare skin.
The air conditioning system is pressurised. Never
• AdBlue® / DEF should not be removed from the loosen the filling plug on the compressor or any hose
tank unnecessarily as in the tank this is pure, and pipe unions, as an unintentional leak could result.
once it has been removed its not pure (treat like If a leak is suspected, do not try to refill the system.
pure water). Contact your BELL EQUIPMENT Representative.
• Avoid breathing in the air conditioner refrigerant

Transportation and Storage of AdBlue® and lubricant vapour or mist. Exposure may irri-
/ DEF tate the eyes, nose and throat.
Transportation of AdBlue® / DEF is in insulated • The refrigerant is under high pressure and the
tankers or plastic tank palettes. Suitable container system must be serviced by qualified personnel
materials are alloyed steels, aluminium, and various only. Improper service methods may cause injury.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
SERVICE INFORMATION
• If accidental system discharge occurs, ventilate Do not smoke or have a naked flame near a ma-
the work area before resuming work. chine when filling with fuel or when the fuel system
has been opened.
Additional health and safety information may be ob-
tained from your refrigerant and lubricant Diesel fuel oil is flammable and should not be used
manufacturers. for cleaning, use an approved solvent.
Remember that certain solvents can cause skin
Replacing The Filter rashes and are usually flammable. Do not inhale
solvent vapour.
The AdBlue® / DEF filter change is scheduled to
Store flammable starting aids in a cool, well venti-
coincide with the engine oil service. Therefore the
lated location. Remember that such aids (starting
AdBlue® / DEF filter should be replaced every
gas) must not be used in connection with preheat-
500hrs. The engine oil service interval is 1000hrs if
ing of the induction manifold.
MB 228.5 specification oil is used.
Keep the work place clean. Oil and/or water on the
To prevent siphoning when removing the AdBlue® /
floor makes it slippery.
DEF filter the return flow line to the pump module
can be clamped off. Oil and/or water in close proximity to electrical
equipment or electrically powered tools are danger-
To change the filter you need to gain access to the
ous and any spills should be cleaned up
AdBlue® / DEF pump module.
immediately.
Oily clothes are a serious fire hazard.
Measures To Prevent Fires
Check daily that the machine and equipment are
free from dirt and oil. In this way the risk of fire is re-
duced and it is easier to detect faulty or loose
components.
Do not point the high pressure jet at personnel. Check if the electric leads have been damaged by
chafing which could lead to a short circuit and fire.
Check that there is no damage to hydraulic and
brake hoses caused by chafing.
Welding and grinding may only be done on the ma-
If a high pressure jet is used for cleaning, take great care as chine when it is placed in a clean area where there
the insulation of electrical leads can become damaged even
at a moderately high pressure and temperature.
are no fuel tanks, hydraulic pipes or similar lying
around. Take extra care when welding and grinding
near flammable objects. A fire extinguisher should
be kept handy.
Switch OFF the battery isolator switch and discon- General Service Information
nect the batteries, when welding on the machine.
Lock-Out Points
Find out which type of fire extinguisher to use,
where it is kept and how to use it. Folding lockout scissor clamp, allowing six different
padlocks to lock out one device.
Any fire fighting equipment stored on the machine
must be maintained in working order. Battery Isolator Switch
At the slightest sign of fire, and if the situation al- Folding lockout scissor clamp (1) should be in-
lows, take the following steps: stalled to the lock-out point (2) with your own pad
lock (3) when ever the Isolator switch is in the Off
1. Move the machine away from the danger area
position.
2. Shut down the engine and leave the cab.
3. Start putting out the fire and notify the fire bri-
gade if required.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
SERVICE INFORMATION
Articulation Safety Bar Lock-Out point Bin Prop Lock-Out point

Folding lockout scissor clamp (1) should be in- Folding lockout scissor clamp (1) should be in-
stalled to the lock-out point (2) with your own pad stalled to the lock-out point (2) with your own pad
lock (3) when ever the Articulation Safety Bar is lock (3) when ever the Bin Prop is installed.
installed.
Cab Tilt Pump Lock-Out Point

Folding lockout scissor clamp (1) should be in-
stalled to the lock-out point (2) with your own pad
lock (3) when ever the cab has been tilted for in-
spection or maintenance.
Over Centre Bin Lock, Lock-Out point
Folding lockout scissor clamp (1) should be in-
stalled to the lock-out point (2) with your own pad
lock (3) when ever the Over Centre Bin Lock is
installed.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
SERVICE INFORMATION

MAY 2019 PIN 2.1
SERVICE AND CHECKS
SERVICE INFORMATION
Service Position
Before starting to work on the machine, unload it, wash it thoroughly and park it on firm level ground with the bin lowered.
7. Install the stop block, on machines fitted with

an adjustable height front suspension, to pre-
vent the front suspension from lowering.
8. Install wheel chocks to ensure that the machine
If the following steps are not observed it could result in injury
or death. cannot move backwards or forwards during the
When servicing the machine and one of the axles of service.
the machine is raised off the ground using jacks, the
wheels on at least one of the other axles must be 9. Allow the machine to cool down.
chocked. This is because there is a risk that the ma-
chine may roll off the jacks, even if the park brake is 10. Relieve all pressure in the relevant system be-
applied. Beware of hot fluids and components. Do not fore any lines, fittings or related items are dis-
work on a hot machine. connected or removed, as follows:
Park the machine in the straight ahead position and a. Relieve the air pressure by holding open
prepare for servicing as detailed below: the drain valve on the air reservoir.
1. Shut down the engine and apply the park b. The cooling system pressure can only be
brake. safely relieved by allowing the engine cool-
ant to cool down until it is safe to remove
2. Attach the DO NOT OPERATE warning sign to the filler cap.
the steering wheel.
c. The hydraulic, fuel and air conditioner sys-
3. Relieve hydraulic pressure by turning the steer- tem pressures must only be relieved by
ing back and forth 3 times. qualified personnel.
4. Install the articulation safety bar and lock out d. Relieve pressure in brake accumulators by
using a folding lockout scissor clamp.(Refer to applying and releasing the brake pedal at
Lock out points in this manual) least 20 times.
5. If bin is fully lowered, hydraulic pressure is au-
tomatically relieved. When raised and bin prop Service Safety
is installed, operate bin-up and bin-down 3
times to ensure that the weight of the bin is se- Maintenance and repair work must be carried out
curely settled onto the bin prop. by competent and suitably qualified personnel. Re-
6. Relieve pneumatic pressure. fer to Service and Parts Manuals for recommended
tools and parts.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
SERVICE INFORMATION
• Switch OFF the batteries disconnect switch (Iso-

lator Switch) and lock out or disconnect the bat-
tery before performing maintenance on the
machine.
Read and understand all of the safety information in this man-
ual before performing any of the following procedures and • Relieve the pressure in the relevant system grad-
obey all Warnings and Cautions contained in the sections. ually before starting to work on a system compo-
Refer to the detailed procedures in the relevant chapter. nent or assembly.
Other safe servicing procedures are summarised
below. • All pressurised vessels must be opened very
carefully.
• Do not carry out any work on the machine unless
• When checking for leaks, use a piece of paper or
you are trained and have the knowledge to carry
wood, do not use your hands.
out the work.
• Never set a pressure limiting valve to a higher
• Service which is not carried out in the correct way
pressure than that recommended by the manu-
may be dangerous. Make sure that you have suf-
facturer. Only qualified personnel must adjust any
ficient knowledge, the correct information, the
valve settings.
correct tools and the right equipment in order to
carry out the service in the correct way. • Before starting the engine indoors, make sure
that the ventilation is sufficient to cope with the
• Never articulate the machine before checking
exhaust gases.
that the articulation area is clear of obstructions.
• Do not stand behind the machine while the en-
• Repair or change broken tools and faulty equip-
gine is running.
ment. Read all plates and decals on the machine
and in the manual before you start servicing the
machine. Each of the instructions contains impor- Service History
tant information about handling and servicing.
• Do not wear loose fitting clothing or jewellery If there is a service due within the next 50 machine
when working on the machine. hours, there will be a single "pop-up" message dis-
played on the CDU screen (on ignition-on), with a
• Always wear a hard hat, safety glasses, gloves, buzzer beep to alert the operator that a service is
shoes and other protective articles as the job due. This "pop-up" will display the number of hours
requires. left until the service is due.
• When carrying out service work in the articulation If the machine surpasses the service due machine
area, ensure that the articulation safety bar has hours, without the service being done (or the serv-
been installed and locked out. ice done signal being re-set (by Service Personnel)
• Always stop the engine to service the machine, then the ignition-on "pop-up" message will display
unless otherwise instructed in this manual. Service X hours Overdue.
• When changing oil in the engine, fluid in the hy- In addition to these service messages there will is
draulic system or transmission, remember that an option to have a "pop-up" message with a buz-
the oil and fluid may be hot and can cause burns. zer beep every 5-minutes to alert the operator that
the scheduled service is due within the 50 hour
• When lifting or supporting components, use service period.
equipment with a lifting capacity which is at least
as great as the components. This 5-minute "pop-up" will include the number of
hours that the service is due or overdue.
• All lifting devices, for example slings and ratchet
blocks, must comply with national regulations for The 5-minute warning option is enabled by default
lifting devices. BELL EQUIPMENT COMPANY from the factory.
will not accept any responsibility if any lifting devi-
This 5-minute warning option can be disabled by
ces, tools or working methods are used other
Technical Personnel, under the options in Service
than those described in this manual.
Mode.
• Stop the engine before removing engine covers
or similar. The "service done" flag can be re-set by service
technicians via the CDU.
• Make sure that no tools or other objects which
can cause damage are left in or on the machine.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
SERVICE INFORMATION
Refer to the Operator Controls Chapter - CDU • Check cleanliness of machine and coolers.
display screens for more information.
Report to workshop any build up of debris espe-
cially around exhaust, heat shields and coolers.
Daily Walk Round Check Before • Check drive line and suspension fasteners.
Servicing
Not missing or loose.
• Check the radiator coolant level.
• Check park and service brakes.
Check when cold.
Functional test.
• Check the engine oil level.
• Regular inspection of the general condition of the
Report, if replenishing required. propshaft is required as specified in the RSG
(drive shafts).
• Check for oil and fluid leaks.
NOTE
Check all around and under the machine.
Should the propshaft bolts be removed
• Check the transmission oil level.
for repair or inspection to the propshaft
Check cold or warm with engine idling. Electroni- during the recommended service inter-
cally using the operator's display, report to serv- vals, new bolts should be used when in-
ice personal if replenishing required. stalling the propshaft back which should
be torqued to 154 Nm.
• Check the hydraulic oil level (sight glass).
• Check tyre pressures, the Wheel Nuts still se-
Check cold. Report, if replenishing required. cure, tyre condition for damage, rims for damage.
• Check the operator controls and instruments. Report, if in doubt about pressure.
Functional test. • Check tailgate leaf springs condition and clean
• Check the warning lights and warning buzzer. tailgate area of bin.
Check on start-up. Do not use chemical agents on leaf springs. Re-

port to workshop any build up of debris.
• Check that the external lights and reverse Cam-
era are securely mounted and focused. • Check the auto-greasing system.
Check on start-up. Check the level. Report, if replenishing required.
• Clean the external lights and reverse Camera us-

ing a damp cloth too wipe the lenses.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
10 HOURLY OR DAILY SERVICE AND CHECKS
The daily or 10 hourly service checks must be

performed by qualified service personnel.
It is recommended that these service checks are
performed in conjunction with the daily walk round
checks so that the operator can assist in the service
checks which require two people.
Ensure that the machine is in the service position.
Report any defects immediately to qualified service
personnel. Damaged pressure hoses should be
replaced by qualified service personnel (hoses
must be replaced, never repaired).
Service Instructions
Ensure that the machine is in the service position.
Use the correct lubricants when topping-up, replac-
ing and greasing.
NOTE
For further engine information or details not
shown in this manual, refer to the Mer- 1. Loosen the wing nut (2) at the bottom of the Ra-
cedes-Benz manual’s OM470LA, OM471- cor filter (1).
LA & OM473LA.
2. Drain the accumulated water.
3. After all the water has drained from the filter
Engine Checks and the fuel flows out water free, tighten the
wing nut.
1. Open the bonnet.
2. Check the bonnet catch for damage and ensure Check Engine Oil Level
that the bolts are secure.
NOTE
For further engine information or details not
shown in this manual, refer to the Mer-
cedes-Benz manual of the OM470LA, Replace oil with the recommended oil specified by
the manufacturer.
OM471LA & OM473LA engines.
Report and replenish the oil if necessary.
Check Racor Diesel Filter
Checking Oil Level on the CDU
Check Racor Diesel Filter for water contamination 1. From the CDU default screen, press Menu (E)
and drain at the start of every shift. on the B-Drive.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
2. Select the "Diagnostics" option. Press the En-

ter/Select button to select.
When coolant is drained from the cooling system it

must be replaced with the recommended coolant
specified by the manufacturer.
Report and replenish the coolant if necessary.

NOTE
If there is too much coolant in the tank,
when cold, the tank will purge itself and
overflow with excess coolant.
3. The Daily Checks Menu is displayed where the
Engine Oil Level can be checked. (Press button Checking Coolant Level on the CDU
B to switch from Configuration to Diagnostics 1. From the CDU default screen, press Menu (E)
mode if needed.) on the B-Drive.
The Engine Oil Level will show: 2. Select the "Diagnostics" option. Press the En-
ter/Select button to select.
a. Green if the Oil Level is within the accept-
able range and no replenishment is
required.
b. Too Low if the Oil Level is too low and
needs to be replenished.
c. Remove if the Oil Level is too high and oil
needs to be removed.
NOTE
Where applicable, the Engine Oil Level can
also be checked under the bonnet with the
dipstick situated next to the stop start but- 3. The Daily Checks Menu is displayed where the
ton on the left hand side. Engine Coolant Level can be checked. (Press
button B to switch from Configuration to Diag-
nostics mode if needed.)
Check Coolant Level
Whenever the cap on the expansion tank needs to be re-

moved, remember that the system may be under pressure
which could cause hot coolant to be ejected.
Fill the coolant level when the engine is cold.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
The Engine Coolant Level will show: Check Exhaust Heat Shield
a. Green if the Coolant Level is within the ac-
ceptable range and no replenishment is
required.
b. Red if the Coolant Level is too low and
needs to be replenished.
Check Engine Air Intake System
1. Check the air cleaner / air intake assemblies (1)

for damage and the air cleaner housings (2).
2. Check rubber elbows, pipes (3) and clamps (4)
for tightness, cracks or damage. Report any
faults to service personnel.
3. Check and ensure that the cover of the Power-
Core filters are properly secured with all 8
latches (5), and that there aren’t any gaps be- Build-up of combustible material on and around high
tween the housings and covers. heat areas must be removed on a regular basis and
the machine cleaned to prevent build-up and igniting
of material. Critical areas are the areas around the ex-
haust, turbo charger, between the cab and the trans-
mission cooler/exhaust silencer and the area on top of
the horizontal heat shield leading into the silencer heat
shield. It might mean that from time to time the heat
shields has to be removed by service personnel to
clean this areas properly.
If there is ANY build-up of combustible material on

and around high heat areas the machine must be re-
ferred to the workshop for cleaning.
Area between the cab and the exhaust heat shield

is a critical area.
The remaining areas around the exhaust silencer
are also critical areas.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Transmission Checks
Check Transmission For Oil Leaks
Check under the machine for oil leaks.

Take special care to check for oil leaks in the trans-
mission region.
Check Transmission Oil Level
When any maintenance is to be carried out with the 4. Clean the end of the tube before inserting the
engine running, the machine must still remain in the
dipstick.
service position as described in Service Instructions
and all procedures in Procedures Before Starting must 5. Insert the dipstick into the tube and remove to
be followed.
check the fluid level.
The electronic method of checking the transmission 6. Repeat the check procedure to verify the
fluid level incorporates a fluid level sensor to display reading.
the fluid level on the CDU.
The electronic method compensates for transmis-
sion temperature between 40°C to 104°C (104°F to
220°F). Any temperature below 40°C (104°F) or
above 104°C (220°F) will result in an Invalid for Hold the dipstick upright with the point pointing downward
when checking the oil level.
Display condition.
When referring to the "HOT" level markings on the
transmission dipstick, the normal operating temper-
ature of the transmission fluid is 71°C to 93°C (160°
F to 200°F), measured at the transmission sump.
The "COLD" check levels are used to verify that the
transmission has adequate oil for start-up and for
operation until it can be checked ate the operating
"HOT" temperature. This check should be used only
to confirm an adequate volume of fluid for a cold
start-up and must not be used to set fluid levels for
continued operation. If the transmission fluid is still cold (on startup) and
The following procedure must be used to check the anywhere in between the "COLD" minimum and
transmission fluid level using the push-button shift maximum lines, the transmission may be operated
selector: until the fluid is at the normal operating temperature
(71ºC to 93ºC / 160ºF to 200ºF), to perform the
1. Ensure that the machine is parked on a level "HOT" check.
surface and the park brake is applied.
If the transmission fluid level is not in between the
2. Allow the engine to run at idle in N (Neutral). "COLD" minimum and maximum lines, add or drain
3. Unscrew and remove the dipstick from the tube transmission fluid as necessary to get it into the
and wipe clean. above range.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Check Transfer Case Oil Level

(Sight glass)
Clean the sight glass cover and the area around it.
Check that the Transfer Case fluid level in the sight
glass (1) is sufficient.
2. Press and hold button B down to enter into

service mode.
Hydraulic and WDB Oil Level 3. Enter code.

Checks 4. Select menu button or button E.
There are three different ways to check the hydraul-

ic and WDB (Wet Disk Brake) oil levels.
1. Using the CDU.
2. Using the sight glass.
3. Using the filler cap dip stick.
Check Hydraulic Oil Level on CDU

5. Select Diagnostics.
6. Scroll down to Hydraulics.

ment of the bin.
Ensure that the park brake is activated whilst check-
ing oil levels. Oil levels are to be checked before en-
gine start up and can change after start up due to
accumulator charging and oil temperatures.
Checking oil level on the CDU

1. Turn key on, enter driver’s identification code
and wait for CDU to light up. 7. Under the Hydraulics tab, oil levels for both
WDB and Hydraulic tanks can be checked. It
will be indicated as “FULL” which then indicates
the correct level, or “OVER FULL” this then re-
quires oil to be drained from the tank, or

MAY 2019 PIN 2.1
SERVICE AND CHECKS
“UNDER FULL” which indicates oil needs to be WDB (Wet Disk Brake) Oil Level Sight Glass
topped up into the tank.
Hydraulic and WDB Oil Level Sight

Glass Checks
Check the Hydraulic and WDB (Wet Disk Brake) Oil

Levels using the installed sight glass situated on
the side of the Hydraulic/WDB tank.
Hydraulic Oil Level Sight Glass
Hydraulic and WDB Oil Level Filler Cap

Checks
Check the Hydraulic and WDB (Wet Disk Brake) Oil

Levels using the filler cap dip sticks.
Hydraulic Oil Level Filler Cap Dip Stick

PIN 2.1 MAY 2019
SERVICE AND CHECKS
WDB (Wet Disk Brake) Oil Level Filler Cap Dip 3. Remove element (1). Inspect element for dust,
Stick debris, moisture and damage.
4. Replace element if damaged.
Lubrication Checks
Auto Greasing System (Where
applicable)
The pump and reservoir are located on the left side

of the truck on the mudguard, next to the in-board
handrail.
Clean or replace Air Conditioner

Filter
Clean the air conditioner filter daily depending on
site conditions.
1. Turn latches (1) & (2) a 1/4 turn counter
clockwise.
Check Grease Level

Ensure that the grease level is not below the mini-
mum mark. If it is below or close to the minimum
mark, refill to the maximum mark.
2. Open the access door (3).

MAY 2019 PIN 2.1
SERVICE AND CHECKS
The reservoir is refilled via a grease nipple (1).

NOTE
The grease level can also be checked on
the CDU
Manual Greasing
The following grease points should be checked dai-

ly and greased if necessary.
• Grease bonnet hinges.
• Grease all remaining greasable lube points,

including the oscillation point.
Remove the rubber cover and grease each point
until grease starts to escape from joints.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Daily Oscillation Joint Procedure
1. Park machine on level ground.

2. Apply the park brake.
3. Raise the bin fully.
4. Install the Bin Prop.
5. Switch off the engine.
6. Wipe grease nipple.
7. Fill the oscillation joint with grease until ejected
grease is visible at o-ring seals A and B.
8. Remove the Bin Prop.
9. Start the engine and lower the bin.
10. Fill the oscillation joint with grease until ejected
grease is visible at o-ring seals C and D.
Check Tyre Pressures (Cold)

Using the tyre chart specification decal located on
the left hand side steps of the machine, check and
fill tyre pressures as required using safe working
procedures.

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE AND CHECKS
500 HOURS SERVICE AND CHECKS
Change Engine Oil and Filter
For further engine information or details not shown in this

manual, refer to the Mercedes-Benz Manual OM 470LA, OM
471LA and OM 473LA.
Be careful when draining hot engine oil. Hot engine oil can
cause burns to unprotected skin.
• Place the end of the hose in a container. Tighten
NOTE the quick drain attachment.
The engine oil will drain easier when the • Drain oil into container.
engine is warm.
Dispose of waste properly.
• Remove Quick Drain hose and wipe quick drain

valve clean.
• Open the bonnet.

• Before removing the filler cap, clean the area
around the filler cap.
• Remove engine oil filler cap (1).
• Clean and inspect the seal ring. Replace seal ring
if necessary.
• The belly plate has a small dedicated access lid
which opens up to expose the remote engine
drain valve.
• Attach the quick drain hose fitting to the quick
drain Valve (2) .

MAY 2019 PIN 2.1
SERVICE AND CHECKS
• Remove engine oil filter cap (3) and element (4). Inspect and clean the breather filter and clean
around the area if required. Replace if blocked.
• Lift slowly to allow residual oil to drain from
element.
• Do not clean inside surfaces of engine oil filter Check Condition of Fan Belts,
housing. Including Idler and Tensioner
• Remove the oil filter cap from the element. Pulleys and Bearings
• Remove the O-ring from engine oil filter cap.
Open the bonnet.
• Install new O-ring on oil filter cap.
Do a visual inspection of both fan belts and all re-
• Install new oil filter onto filter cap. lated tensioners and pulleys.
• Place filter element and cap assembly into filter
housing and tighten to specification.
Do not overfill the engine with oil.
• Add the new oil at the fill port.

• Replace engine oil filler cap.
• Start engine and let it run at slow idle for 1
minute.
• Stop the engine and check for leaks at filler cap
and drain valve. • Check the fan belt condition to ensure that it still
meets specifications.
• Tighten only enough to stop leaks.
• Check engine oil level.
Oil sampling as per Bell Lube Check, It is recom-
mended before any oils are drained for proactive
maintenance. Sampling mandatory for extended
wet drive-line warranty applications.
Inspect Fuel Tank Breather Filter
Fuel tank breather filter is found under the bonnet,

mounted on the air cleaner frame.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Inspect AdBlue / DEF Tank

Breather Filter
• Inspect the Idler Pulley for damage or wear.

• Ensure that the Idler Pulley's bolt is securely
tightened.
• Inspect the Tensioner Pulley for damage or wear.
• Ensure that the Tensioner Pulley's bolt is securely • This breather is located in the right hand side
tightened. nose box (1) next to the fuel tank.
• Remove cover (2) to access the filter.
• Inspect and clean the breather and clean around
the area if required, replace if blocked.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Inspect Transmission Breather
• This breather is situated under the bonnet with

the front axle breather mounted on the cab jack
mechanism.
• Clean dirt and debris away from the breather filter
(1) and surrounding areas. 1. Clean dirt and debris away from the breather fil-
• Inspect breather for damage and proper ter and surrounding areas.
installation. 2. Inspect breather for damage and proper
• If damaged/ clogged, remove the clogged breath- installation.
er filter by unscrewing it in the ant-clockwise 3. If damaged/clogged, remove the clogged
direction. breather filter by unscrewing it in the ant-clock-
• Replace the damaged/ clogged breather filter wise direction.
with a new breather filter. 4. Replace damaged/clogged breather filter with a
• Refit breather filter and tighten as per new breather filter.
specifications. 5. Refit breather filter and tighten as per
specifications.
Inspect Transfer Case Breather
Inspect the Hydraulic and WDB
The Transfer Case Breather (1) is situated behind
the cab on top of the artic hoses.
Reservoir Breathers
The Hydraulic and WDB (Wet Disk Brake) reservoir

breather filters are situated on the coolant expan-
sion tank frame.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
• Clean dirt and debris away from the breather Fil- 2. On the “B-Drive” push button “E”.
ter (1) & (2) and surrounding areas.
3. Rotate the knob to “Machine Config” and push
• Inspect the breather for damage and proper the knob to select.
installation.
4. Scroll down to “Brakes & Retarders”, push the
• If damaged/ clogged, remove clogged/ damaged knob to select.
breather filter by unscrewing it in the ant-clock-
5. On the “B-Drive” push button “B”.
wise direction.
6. On the display unit “Circuit 1 & 2” will be dis-
• Replace damaged/ clogged breather filter with a
played. These two circuits are to be monitored
new breather filter.
to see if the accumulators are healthy.
• Refit breather filter and tighten as per
7. The accumulators should be fully charged
specifications.
above 200 bar. If the accumulator’s pressures
are below 200 bar, apply the brake pedal 4
times. The pressure will drop and charge up
Test the Brake Accumulator above 200 bar. Now the system is ready to be
Function inspected.
8. The pedal should have 3 to 4 applications be-
Brake System Accumulator Health fore charging the accumulators again. Apply
Inspection the pedal 3 to 4 times with 5 second intervals.
Monitor the pressure reading on circuit 1 & 2 on
the display. The pressure will drop with each
application. Once it has reached 125 bar the
charge valve will activate and recharge the
accumulators.
Ensure that the brake system oil is at the correct level before
starting the brake set up procedure. 9. If the accumulators start charging in less than 3
Ensure that the cab stay is secured before working applications then there is something wrong with
under the tilted cab.
the accumulators. It could be that one of the ac-
cumulator’s diaphragm’s have ruptured or
some accumulators have a pre-charge below
60 bar.
Ensure that the machine is parked on level ground and away Brake Accumulator Pre-charge
ment of the bin. Inspection
Ensure that the articulation lock is installed.
This inspection will give an indication that an accu-
mulator in the respective circuits pre-charge pres-
sure is low. Unfortunately this test will only indicate
which circuit if not both have faulty accumulators in
its stack.
Place wheel chocks at one wheel either side of the machine.
Do not wear loose clothing which may be caught up 1. Start the machine to let the accumulators fully
in the prop shaft. Also ensure that all tools and equip- charge.
2. Switch off the machine.
3. Go to the display to see “Circuit 1 & 2” on the
display unit as 1.2 to 1.6.
4. Apply the brake pedal while monitoring the “Cir-
Do not loosen any hoses, connectors or fittings while the ma- cuit 1 & 2” pressures. Keep applying the pedal
chine is running. Switch off the machine and depressurise the until the pressures are close to 60 bar.
hydraulic/brake system by pressing the brake valve until it
goes soft, before loosening any hose or connector in the hy- 5. Once the pressures are close to 60 bar, apply
draulic/brake system. the brake again and wait about 10 seconds for
the pressures to stabilize.
1. Turn the ignition on and start the machine.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
6. Apply the brake pedal again as per 2.5, the

brakes pressure should fall to 0 bar once the
pressure has reached 60 bar or just below it. It
is normal if the pressure still holds at 58 bar.
This indicates that the accumulators pre-charge
pressures are correct.
7. If the pressure still holds at below 58 bar down
to 10 bar then an accumulator/s have lost their
pre-charge pressure. Each accumulator will be
required to be inspected to identify the faulty
one.
Check All Hydraulic Hoses

Visually check all hydraulic hoses for leaks, chaffing
and routing.
Check Brake Function, WDB Wear

Indicators
The following picture shows the assembled wear in-
dicator on the brake. The brake unit with wear indicators fitted from fac-
tory will be adjusted to the correct wear limit
specification.
The maximum wear limit per brake pack is 4mm.
In order to confirm the brake pack wear, 2 people
are required.
One person must be inside the cab and the second
person must be underneath the machine with good
access to the brake units.
Please ensure it is safe to be underneath the ma-
chine and that all wheels are chocked to prevent an
accident or injury.
2. Apply the service brake whilst the park brake is
engaged.
3. Remove the cap from the wear indicator.
4. Push the pin in towards the brake.
5. If the lock nut on the pin touches the fitting, this
indicates that the wear limit in the brake pack is
4mm or more.
If there is still a gap between the lock nut and the fit-
The wear indicator unit comprises of a hydraulic fit-
ting when the pin is pushed in, this indicates that
ting that is installed on the brake backing plate.
the brake pack is still within the wear limit.
The next picture shows the fitting, the lock nut and
All brakes on the machine must be routinely
the pin fitted to the brake.
inspected.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
3. Measure the thickness of the park brake pads.

The following table is a guide for the brake wear
and actionable steps. 4. Replace both park brake pads if one has worn
to minimum specified thickness.
Percentage of Advisory
GAP
Brake Available • Minimum thickness of pads: 3 mm (0.118”).
0mm 0% Repair Brakes 5. Replace the disc before the disc reaches the
1mm 25% Fair minimum thickness.
2mm 50% Good • Minimum thickness of disc: 22.5 mm
3mm 75% Good (0.886”).
4mm 100% Good
Check Service and Park Brake

Pads and Disks for Wear
1. Raise the bin and install the bin prop. (Refer to
Bin Up procedure in the Operating Manual).
2. Unbolt the park brake pad cover (1) slotted on
the park brake guard (2).

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Check and Adjust Bin Pad and that the bin is empty.
Spacing ALWAYS ensure that the bin is securely
supported using the bin pole or over centre
bin lock before allowing any personnel
NOTE
underneath the bin.
Ensure that the machine is on level ground
BIN WITH BIN WITH LINERS
STD BIN BIN WITH LINERS
TAILGATE AND TAILGATE
Front Pad Gap (mm) 2.3 1.4 2.4 1.4
B35E
Mid Pad Gap (mm) 1 0.2 1 0.25
Front Pad Gap (mm) 3.3 2.2 3.3 2.2

B40E
Mid Pad Gap (mm) 1.5 0.7 1.5 0.7
Front Pad Gap (mm) 3.3 2.1 3.3 2.2

B45E
Mid Pad Gap (mm) 1.4 0.6 1.4 0.6
Front Pad Gap (mm) 4 3 4 3

B50E
Mid Pad Gap (mm) 2 1.3 2 1.3
Front Pad Gap (mm) 0.4 0.4 N/A N/A

B60E
Mid Pad Gap (mm) 0 0 N/A N/A
Check Suspension Strut Height, "wiggle". Brakes should also be rapidly applied/
Oil Leaks And General Conditions released during the movement causing a dip-
ping motion of the cab.
Reverse the machine for 10 metres and repeat
the same maneuvers. After the forward and
backward movement ensure that the machine
is parked back at 0° articulation.
Struts are filled with pressurised oil and nitrogen gas that can 3. Remove the strut cover (rubber bellows).
potentially be dangerous.
4. Measure the "B" length of the strut (please see
the definition of "B" length in following figure).
5. Compare the measured "B" length and the SIB
stated length, if the "B" length is greater/ lower
than the stated length, then the strut height
Caution should be taken at all times during the procedure.
Wear appropriate PPE and keep hands/ arms out of should be adjusted. If measured value is lower
pinch and crush zones. Also ensure the area is clear that the SIB stated length, add gas to the strut.
of people when the machine is driven forward or back-
ward while carrying out the procedure. Refer to repair manual for re-gassing strut
procedure.
Strut set-up is always done with struts that are at
ambient temperature. make sure that the machine
is unladen (make sure there is no carry back in the
bin) for the strut set-up.
1. Make sure that the machine is parked on a level
surface, and at 0° articulation. Ensure that the
oscillation tube is well greased, this will improve
the end result.
2. Drive the machine forward for about 10 metres.
Whilst moving forward, steer the machine from
left to right with a high rate of steer to create a

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Check the Condition of All Drive

Shafts
All drive shaft bolts to be checked and torqued to

specification if found to be loose.
Torque Specifications
PTO Propshaft 69 Nm
Transmission to Transfercase Propshaft 190 Nm
Transfercase to Front Axle 154 Nm

Transfercase to Thru Drive 154 Nm
Thru Drive to Middle Axle 154 Nm
Middle Axle to Rear Axle 154 Nm
Inspect and Clean Axle Breathers
Truck Size B (mm) A (mm)
B35/40/45E 142 672
B - This is the distance measured between the split

line of the neckbush and the barrel up to the rod
taper (where chrome ends). All "B" measurements
have a tolerance of ± 3 mm.
A - This is the centre to centre measurement (bear-
ing centres) of the strut. It should be noted that the
A length should not be used to set the strut ride
height this measurement is not as easy (accurate)
to measure as the B length. This measurement
should be used as a quick reference (when strut
cover is installed on the strut) to see if the strut ride Middle and rear axle breathers.
height is correct or not.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Front axle breather mounted to the jack cab mechanism.
1. Raise bin and install bin prop.

2. Inspect Axle breathers (1) for clogging, damage
and proper installation. If necessary, remove
clogged breathers from machine and clean with
water. Dry thoroughly before re-installing.
3. Replace damaged breathers and breathers that
cannot be cleaned. Tighten to specification.
Check Operator Controls

Check Operator Controls – SDC, SSM Func-
tions, Bonnet Switch and HVAC Functionality.
Check that the SDC and SSM are functioning

correctly.
Check that the Bonnet switch and HVAC are func-
tioning correctly.
Check All Lights

Check all lights including the beacon light, indica-
tors and reverse buzzer.
Check that the work lights and horn are functioning.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
NOTE
Create updated file before going to site,
and only update if the current software is
out dated.
Beacon Light Use Cancom file creator (CDU, CCU, OEU,
MMU).
Check Machine Software Version Check Electrical Connections and

Machine software should be checked and only up- Wire Routing for chaffing
dated if required.
Check for worn, frayed and damaged harnesses.
This can be checked on the CDU with the Machine
ID page. Check for loose, corroded and damaged electrical
connections.
Record and Delete Fault Codes

Found on CDU Display

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Change the Auto Greaser Filler

Filter (Where Applicable)
1. Unscrew the grease nipple.
2. Loosen the brass filter locknut.
3. Unscrew the filter assembly and replace with a
new one.
Replace Air Conditioner Filter

1. Turn latches (1) & (2) a 1/4 turn counter
clockwise.
2. Open the access door (3).

3. Remove element (1). Inspect element for dust,
debris, moisture and damage.
4. Replace the filter.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Inspect and Grease Slip Joints Grease the Articulation Joints, Oscillation Tube
and Propshaft Crosses/Rollers Through Drive Shaft Bearing Front And Steering
Cylinders Rear Pivot Points
1. Open the bonnet.

2. Jack up cab and secure in a lockup position.
Grease each point (1, 2, 3, 4, 5 and 6) until grease
3. Grease the PTO propshaft through the slots on escapes from joint.
the guard with high temperature grease.
Grease Tailgate Pivot Points (If Equipped)
4. Refer to relevant SIB stated in the latest RSG
for pistol grip grease gun application.
NOTE
In severe conditions, halve lubrication
intervals.
Grease all remaining greasable

Lube Points, including Oscillation
Joint
Lubricate Bin Pivots
Add 1 shot of grease at each pivot point (1).
Grease the PTO Propshaft
Grease each point (1 and 2) until grease escapes

from joint.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
1. Open the bonnet. 4. Refer to relevant SIB stated in the latest RSG
for pistol grip grease gun application.
2. Jack up cab and secure in a lockup position.
3. Grease the PTO propshaft through the slots on
the guard with high temperature grease.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Change the Primary Fuel Filter

and Water Separator
1. Open the bonnet.
2. Clean dirt and debris from primary fuel filter (1)
and surrounding area.
3. Remove retaining screw (2) and lid (3).
6. Install new element with seal and ensure ele-

ment is properly seated.
7. Fill primary fuel fitter with clean fuel.
8. Ensure O-Ring is in positioning the lid.
9. Install lid and retaining screw.
10. Prime fuel system.
4. Replace lid and retainer screw O-rings provided 11. Start engine and let it idle for 1 minute. Check
with the filter. for leaks around lid. Tighten lid only enough to
stop leaks.
Change Engine Secondary Fuel

Filter
The Engine Secondary Fuel Filter is situated on the
engine.
1. Using a suitable size socket and wrench (1),
open the filter housing lid (2) by turning it in the
counter clockwise direction.
5. Remove element (4).

MAY 2019 PIN 2.1
SERVICE AND CHECKS
2. Once the lid (2) is loose, lift it up together with 4. After you have positioned the new Cartridge fil-
the secondary fuel filter (Cartridge type) (3). ter (3) into the housing lid (2), screw the lid back
onto the housing and tighten to the correct tor-
que specification.
5. Ensure that the filter locating dowl locates into
position in the filter housing before securing the
filter down.
Clean and Replace the Fuel "Pre-

Filter" Screen
1. Using a suitable size socket and wrench (1),
open the pre-filter screen housing lid (2) by
turning it in the counter clockwise direction.
3. Renew the cartridge filter (3) and the O- Ring

seal (4).

PIN 2.1 MAY 2019
SERVICE AND CHECKS
2. Once the lid(2) is loose, lift it up together with

the pre-filter screen (3).
3. Clean / Renew the pre-filter screen(3) and the
O-Ring seal (4).
The coolant can be tested by using a hydrometer

for analysing the coolant glycol concentration levels
are still acceptable. Furthermore using coolant test
strips one can also determine if the coolant still has
the correct level of anti-corrosion inhibitors in the
mixture.
It is recommended that the coolant be replaced
every three years.
Adjust the Valve Clearance

Refer to Cylinder Head section under the chapter
called " Engine" for the adjustment of the valve
clearance.
4. After you have positioned the new/ cleaned Change Both Air Cleaner Primary
pre-filter screen(3) into the housing lid (2),
screw the lid back onto the housing and tighten Filters
to the correct torque specification.
Check the Coolant Mixture

Ensure that the engine is shut off.
Remove the four bolts and lift cover (1) off to access
the coolant expansion tank (2).
1. Unlatch and remove the air filter housing lid, by
NOTE open the four clips (1) holding it in place.
Coolant mixture to be checked seasonally.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
trigger the air cleaner blocked warning light. Fil-

ters to be replaced should it trigger before sug-
5. Visually inspect the new filter before installing
for cuts, tears or indentations on the sealing
surfaces before installing.
6. Once you have established that the filter is cor-
rect and meets all standards, fit the filter to the
filter housing.
7. Slide the filter into the housing until the gasket
seats against the housing, then slide the filter
down at approximately a 5̊ angle until it hits the
end of the housing.
8. Rotate the filter element towards the outlet sec-
tion to complete the seal.
9. Place the filter housing lid in place, and lock the
clips (4 Off).
NOTE
Very dusty conditions could trigger the air
cleaner blocked warning light. Filters to be
replaced should it trigger before suggested
2. Using the handle , push down on the filter to service interval.
loosen the seal, which will tilt the filter to ap-
proximately 5˚ angle.
Change AdBlue / DEF Filter
Change AdBlue /DEF/ DEF filter (where applica-
ble). Install with water based grease.
1. Remove cover by loosening the 6 bolts behind
the tank under the mud guard to access the
AdBlue pump situated in the right hand side
wheel arch.
3. To remove the primary filter from the housing,

lift the filter by the handle upward at a angle as
show in the illustration.
2. Loosen the filter housing using appropriate filter

strap.
4. Clean filter housing and ensure it is free of any

sand or debris. Very dusty conditions could

PIN 2.1 MAY 2019
SERVICE AND CHECKS
6. The provided lubricant spray needs to be ap-

plied to the filter housing cap O-ring as well as
the filter O-ring.
3. Pull the filter in a downward position.
4. Clean filter housing of any debris.

5. Replace o ring on the filter housing.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
7. Install filter in place and screw filter housing

over the filter. Change Transmission Filters
1. Remove the cover cap screws and washes.
2. Remove the guard.
3. Position the drip tray under the filters.
4. Remove the cap screws holding the filter

assemblies.
5. Remove the filter assembly and ensure the oil
drips into the drip tray.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Change the Transfer Case Oil

Filter
1. Clean area around the filter.

2. Unscrew the filter using an appropriate filter
strap.
6. Remove gasket (7) and filter elements (8) from 3. Before installing, pre-fill the filter with oil as per
filter heads (5). Discard old elements and lubricants guide.
gaskets. 4. Ensure sealing ring is lubricated with clean oil
7. Clean and inspect filter heads and seal rings and secure filter in position.
(6). Replace if necessary. 5. Start the machine and drive around for a short
8. Clean and inspect seats and gasket contact distance.
surfaces on the transmission housing. 6. Stop the machine and check for oil leaks. (If
9. Install new gaskets and filter elements on filter any, tighten just enough to stop the leak)
heads. 7. Wipe the filter and surrounding area clean.
10. Install filter assemblies and cap screws. Tighten 8. Check oil level at the sight glass.
to specification.
11. Oil Filter Cap Screw Torque: - 51 - 61 Nm (36 -
45 lb.ft.). Change the Hydraulic and WDB
NOTE
Reservoir Breathers
Machines with Remote Transmission Fil-
ters option installed can be serviced from
under the bonnet as seen next.
The Hydraulic and WDB (Wet Disk Brake) Cooling

Oil Reservoir Breather Filters are situated on the
coolant expansion tank frame.
1. Open the bonnet.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
2. Unscrew, inspect and replace the current 4. Loosen and remove opposite sets of cap
breathers with new breathers. screws and washers in sequence to keep
spring load distributed evenly. Hold return filter
access cover securely in place while removing
Change the Hydraulic Return last 2 cap screws and washers. Release slowly
Filter to relieve spring load.
5. Inspect access cover seal ring for damage and
1. Open the bonnet. wear. Replace if necessary.
6. Grasp spring and remove spring from return fil-
ter assembly.
7. Clean filter seat. Do not allow dirt, debris or for-
eign objects to fall into hydraulic reservoir.
8. Remove retaining screw and remove filter
element.
2. Loosen the 8 bolts on the back hatch cover

plate to access the hydraulic return filter.
3. Before removing the return filter access cover
ensure lid is clean and free from any debris.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
9. Inspect shoulder seal ring and face seal ring for

damage and wear. Replace if necessary.
Use only recommended filters which have the correct mi-

cron filtration rating for the hydraulic system. (Refer to
BELL EQUIPMENT Product Support).
10. Install new element. Install retaining screw. En-

sure that element is centred on face seal ring.
Install spring and filter assembly. Ensure that
shoulder seal ring is properly seated in filter
seat.
11. Install return filter access cover and washers
and cap screws. Ensure that return filter access
5. Dispose of old cartridge into the correct waste
cover is free of dirt and debris before installing.
bin.
Tighten opposite cap screws and washers in
sequence to ensure that access cover seal ring 6. Insert the new filter cartridge and O-ring seal in
is compressed uniformly. to the filter housing.
12. Close the Hydraulic reservoir access door and 7. Screw the filter cartridge in the clock wise direc-
bonnet. tion to the correct torque specification.
Change High Pressure Hydraulic Change the High Pressure Brake

Filter Kit (Where Applicable) Charge Filter
1. Ensure system pressure is relieved before any 1. Ensure that the brake pressure has been re-
work is carried out. lieved before any work is carried out.
2. Remove filter cover. 2. Lift the bonnet.
3. Place a suitable size drip tray under the high 3. Lift the cab and secure it in a lock up position.
pressure hydraulic filter housing (1).
4. Place a suitable size drip tray under the ma-
4. Unscrew the filter cartridge from the filter hous- chine, in-line with the high pressure brake
ing in the counter clockwise direction. charge system.
5. Unscrew the filter cartridge from the filter hous-
ing in the counter clockwise direction.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
4. Loosen and remove opposite sets of cap

screws and washers in sequence to keep the
spring load distributed evenly. Hold the return
filter access cover securely in place while re-
moving the last 2 cap screws and washers. Re-
lease the cover slowly to relieve the spring
load.
5. Inspect the access cover seal ring for damage
and wear. Replace it if necessary.
6. Grasp the spring and remove the spring from
the return filter assembly.
7. Clean the filter seat. Do not allow dirt, debris or
foreign objects to fall into the Wet Disc Brake
6. Dispose of old cartridge into the correct waste tank.
bin.
8. Remove the retaining screw and remove the fil-
7. Insert the new filter cartridge and O-ring seal inter element.
to the filter housing.
8. Screw the filter cartridge in the clock wise
direction.
Change the WDB Return Filter

1. Open the bonnet.
2. Loosen the 8 bolts on the back hatch cover
plate to access the WDB tank return filter.
4 Retaining Screw
5 Filter Element
6 Shoulder Seal Ring
9. Inspect the shoulder seal ring and face seal ring

for damage and wear. Replace it if necessary.
3. Before removing the return filter access cover

ensure lid is clean and free from any debris.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Check the Oil Level in the Final Drives
Use only recommended filters which have the correct mi-

cron filtration rating for the Wet Disc Brake system. (Re-
fer to BELL EQUIPMENT Product Support).
Perform this procedure for each final drive. The procedure is
the same for all final drives.
10. Install the new element. Install the retaining
screw. Ensure that the element is centred on 1. Rotate wheel until fill plug (1) is in a horizontal
the face seal ring. Install the spring and filter as- position.
sembly. Ensure that the shoulder seal ring is
properly seated in the filter seat.
11. Install the return filter access cover, washers
and cap screws. Ensure that the return filter ac-
cess cover is free of dirt and debris before in-
stalling. Tighten the opposite cap screws and
washers in sequence to ensure that the access
cover seal ring is compressed uniformly.
12. Close the Wet Disc Brake tank access door and
bonnet.
Check the Oil Level in the

Differentials and Final Drives 2. Remove the plug and check the oil level. Oil
level must be level with bottom edge of check
Check the Oil Level in the Differentials plug.
3. If necessary, add oil.
4. Install fill plug tightly.
1. Perform this procedure for all axles.

2. Dispose of waste properly. Check Condition of All Axle Drive-
line Cross and Rollers
Check that all the bolts (1) and (2) on the axle drive
line crosses are tight.
1. Clean around the axle housing fill plug.

2. Remove the fill plug from the axle housing.
3. The oil must be level with the bottom of the fill
port.
4. Add oil through the fill port if necessary.
5. Re-install the fill plug. The crosses need to be checked for play vertically
and horizontally. Should any play be detected the
cross and rollers will need to be replaced.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Change the Air Drier Filter 3. You can access this grease nipple from under
the cab.
1. The air drier filter is situated inside a compart-
ment on the left side of the machine bumper.
2. To access the compartment remove the panel
on the left bumper of the machine, by opening
the Allen cap bolts around the panel (4 bolts in
total).
Carry out Oscillation Joint

Maintenance Procedure
Inspection Procedure
1. Park the machine on level ground.
2. Check that the male oscillation lock nut is tight
and securely locked in position with the locking
Before removing the air drier filter, ensure that the pneu- plate.
matic system is not under pressure.
3. Raise the bin and lower it onto the bin prop.
3. Once the panel is removed, using the correct 4. Fit a dial gauge onto the female oscillation on
tool remove the air drier filter by unscrewing it the rear chassis, so the needle locates off the
in the counter clockwise direction. male oscillation nut. Refer to the following
pictures.
4. Dispose of the old filter into the correct waste

bin.
5. Fit the new filter and tighten it to the correct tor-
que specification.
5. The bin needs to be raised to the fully up posi-
6. Torque specification: 12 - 16 Nm (106 - 142 lb. tion and the lowered by ±10°. This needs to be
in.). repeated until an accurate reading can be taken
off the dial gauge.
6. If the play on the oscillation joint exceeds 4mm,
Grease Cab Tilt Cylinder the wall thickness of the oscillation bushes has
worn too much and the oscillation bushes
1. Open the bonnet. needs to be replaced.
2. Lift the cab and secure it in a lock up position.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
7. If the play on the oscillation joint does not ex- Bottom of female oscillation
ceed 4mm, the wall thickness of the oscillation
bushes is still within tolerance.
8. Remove the seal covering the rear oscillation
bush and check the width of the oscillation bush
flange at different positions. If the thickness of
the oscillation bush flange is less than 14 mm,
the bushes must be replaced.
Top of female oscillation

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Replace Fuel Tank Breather Filter
1. Clean dirt and debris away from the breather fil-

ter and surrounding areas.
2. Inspect breather for damage and proper
installation.
3. Remove clogged breather filter by unscrewing it
in the ant-clockwise direction.
4. Replace damaged/ clogged breather filter with
a new breather filter.
5. Refit breather filter and tighten as per
specifications.
Change Both Fan V-Belts

5. Move the fan assembly as far forward as
1. Open bonnet.
possible.
2. Open and lower the belly plate.
6. Using a ½ inch power bar fit the end to the ten-
sioner and release the belt. You will need to ac-
cess the tensioner from below to be able to do
this.
3. Remove fan guard bolts and slide the guard

under the coolant hose.
4. Loosen the fan mounting bolts.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
7. Remove the belts from the pulleys.

NOTE
All idler, tensioner and other related 9. Remove the power bar and extension.
pulleys need to be rotated by hand and
checked for excessive play and wear, if 10. Ensure fan assembly and fan guard is put back
found with noisy bearings or excessive in place.
resistance when rotated the faulty com-
ponent must be replaced.
Change Both Secondary Air Filter
8. Fit the new belt and allow the tensioner to ten-
sion the belt. 1. Unlatch and remove the air filter housing lid, by
opening the four clips holding it in place.
2. Remove the Primary Air filter (Refer to “Chang-
ing the Primary Filter” 1000 hour service
check).
3. After the primary filter is removed, using the
plastic handle on the face of the secondary fil-
ter, pull the filter toward the center of the hous-
ing and remove.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
4. Clean filter housing of any sand or debris.

5. Inspect the new filter before installing. Visually
check for cuts, tears, or indentations on the
sealing surfaces before installation. If any dam-
age is visible, do not install.
6. Using the plastic handle on the safety filter,
slide the filter at an angle into the outlet side en-
suring the tab on the filter is positioned into the
slot (4 in the filter hosing and push in place until
the filter seats firmly and evenly within the
housing.
7. Once the secondary filter is in place and se-

cure, continue with installing the primary filter
1. Remove cover (2) to access the breather filter
(Refer to "Changing the Primary Filter" on the
(3).
1000 hour service check).
2. Inspect and clean the breather filter (3) and
8. Very dusty conditions could trigger the air
clean around the area if required. Replace if
cleaner blocked warning light, the filters are to
blocked.
be replaced should it trigger before the sug-
Change the Transmission Oil
Change AdBlue / DEF Tank
NOTE
Breather Filter
Only Allison approved TES 295 oil to be
This breather is located in the right hand side nose used. Drain intervals can be extended by
box (1) next to the fuel tank. oil sampling.
NOTE
An additional oil level check must be done
after the first test drive.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
1. Open and drop the belly plate. 1. Clean dirt and debris away from the breather fil-
ter (1) and surrounding areas.
2. Wipe the drain valve clean and remove the dust
cap. 2. Inspect the breather for damage and proper
installation.
3. Remove the clogged breather filter by unscrew-
ing it in the ant-clockwise direction.
4. Replace the damaged/clogged breather filter
with a new breather filter.
5. Refit the breather filter and tighten as per
specifications.
Change the Transfer Case Oil

3. Attach the quick drain hose to the quick drain
valve.
Quick drain tool part number: BN030058
4. Place the end of the hose into a suitable size
container for the oil to drain out into. Be careful when draining hot transfer case oil. Hot oil can
5. The valve will open as the fitting is tightened. cause burns to unprotected skin.
6. Remove the quick drain hose and wipe the 1. Clean the fill plug and seal ring. Inspect the seal
quick drain valve clean. ring.
7. Tighten the dust cap onto the drain valve. 2. Replace the seal ring if necessary.
8. Replace the transmission filters as per the 1000 3. Clean the drain plug and surrounding area.
hour service tasks.
9. Refill the transmission oil and check the level
as per daily checks.
10. Oil sampling as per the Bell Lube Check is rec-
ommended before any oils are drained for pro-
active maintenance.
Replace Transmission Breather

This breather is situated under the bonnet with the
front axle breather, mounted on the cab jack
mechanism.
Drain Plug
4. Place a container under the drain plug.

5. Remove the drain plug and drain the oil into the
container.
6. Replace the drain plug.
7. Remove the container.
8. Tighten the drain plug.
9. Fill the transfer case with oil though the fill point.
Check Operating Manual for the recommended
oil and capacities.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Fill Point
10. Check the oil level at the sight glass. Oil should
fill the sight glass.
1. Clean dirt and debris away from the breather fil-

ter and surrounding areas.
2. Inspect breather for damage and proper
installation.
3. Remove the clogged breather filter by unscrew-
ing it in the ant-clockwise direction.
4. Replace the damaged/clogged breather filter
Sight Glass
with a new breather filter.
11. Replace the fill plug and seal. 5. Refit breather filter and tighten as per
specifications.
Oil sampling as per the Bell Lube Check is recom-
maintenance. Sampling is mandatory for extended Change Wet Disc Brake Oil
wet driveline warranty applications.
1. Park machine on level ground.
Replace Transfer Case Breather 2. Drop the belly plate.
3. Clean around the quick drain valve.
The Transfer Case Breather (1) is situated behind
the cab on top of the artic hoses.
4. Attach a quick drain hose and drain the oil into

a drum or drip tray.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Quick drain tool part number: BN030058
When filling WDB reservoir there are three ways to

check level:
5. Drain the wheel hub of WDB (Wet Disk Brake)
oil and clean the magnet of any access debris • Using the filler cap dip stick
and replace in position. This is situated behind • Using the installed view glass situated on the side
the wheel under the axle. of the WDB tank.
• The final fill level can be verified on the CDU
Oil sampling as per the Bell Lube Check is recom-
maintenance. Sampling is mandatory for extended
wet driveline warranty applications.
Change Wet Disc Brake Suction

Screens
NOTE
These strainers are located under the belly plate on
All 4 hubs must be drained on the B35/ the left hand side.
40/45E and all 6 hubs on the B50E and
NOTE
B60E.
6. Open the bonnet to access the hatch to the There are two brake suction screens on the
WDB tank. B35/40/45E and three on the B50E and
B60E.
NOTE
The WDB oil should be drained before car-
rying out this task.
7. Loosen the filler plug located on the top of the

tank and fill to recommended fill quantity noted
in the RSG.
8. Loosen the bolts off the front hatch to access
the WDB tank.
1. Loosen the clamps on the two bigger hoses sit-
uated on either side of the smaller high pres-
sure brake charge suction strainer.
2. Pull the hoses off the strainers.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
3. Use the correct size spanner to loosen the 2. Remove the axle guard covers.
strainers in an anticlockwise direction.
4. Replace with new strainers and torque to
40Nm.
3. Clean both axle housings around the check

plug, fill plug and drain plug.
4. Remove check and fill plug from axle housing.
5. Replace the hoses and tighten the clamps.
5. Place a suitable size container under the drain
6. Refill the WDB tank to the correct level. plug and remove the drain plug.
7. Hose connection points to be re-checked for 6. Drain the oil into the container.
leaks after filling.
7. Replace the drain plug and tighten.
8. Remove the container and wipe the drain plug
Change all Axle and Final Drive and axle housing clean.
Oils 9. Add oil through the check and fill port. (See
Operating Manual for recommended oils and
Change All Axle Oils quantities).
10. Fill until the oil just starts to flow from the fill
port.
11. Install the check and fill plug and wipe clean.
1. Perform this procedure for all axles.

2. Dispose of waste properly.
1. Ensure that the machine is isolated, locked out

and the wheels are chocked.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
Change all Final Drive Oils 2. To access the filter (1), remove the guard (2),
by opening the three bolts (3).
1. Perform this procedure for all Final Drives.

2. Dispose of waste properly.
1. Rotate the wheel until the drain plug (2) is at the

lowest point and fill/check the plug (1) is in the
horizontal position.
2. Clean both the fill plug (1) and drain plug (2) of
the final drive housing.
Before removing the filter, ensure that the oil system is

not under pressure.
3. Once the guard is removed, using the correct

tool remove the filter by unscrewing it in the
counter clockwise direction.
4. Dispose of the old filter into the correct waste
bin.
3. Place a suitable size container under the drain 5. Fit the new filter and tighten it to the correct tor-
plug. que specification.
4. Remove the drain plug from the final drive and 6. Torque specification: 12 - 16 Nm (106 - 142 lb.
allow oil to drain into the container. in.).
5. Clean final drive housing.
6. Replace the drain plug and tighten. Check Rear Brake System Pressure
Reducing Valve Functionality
7. Remove the fill plug (1) and fill the final drive
with clean oil. (See Operating Manual for rec- Brake pressure reducing valve is mounted inside
ommended oils and fill capacities). the left nose box of the machine.
8. Oil must just begin to flow from fill/check plug. Refer to the "Hydraulics Chapter" under "Set the
9. Replace the fill plug and tighten. Rear Brake System Pressure Reducing Valve
pressure".
10. Wipe the final drive housing clean.
NOTE
Check Operation of Seat Belt
Oil sampling as per the Bell Lube Check is
recommended before any oils are drained Should any evidence of a defect be detected imme-
for proactive maintenance. Sampling is diate replacement of the belt assembly system is
mandatory for extended wet driveline war- required.
ranty applications.
Belt systems shall be regarded as defective in case
of:
Change the WDB Axle Oil Filter
• Rubbing spots, cuts, rips, kinks, nicks, if
1. The WDB Axle Oil Filter (1) is situated behind a squeezed or frayed.
guard plate (2) attached to the axle.

PIN 2.1 MAY 2019
SERVICE AND CHECKS
• If loose stitching on the belt webbing is visible. Cleaning:

• If the belt strap is not tight enough against the The seat belt webbing should be sponged clean
body due to inadequate retraction. with a mild soap water solution. Bleach, dye or
household detergents should never be used.
• If the belt buckle does not engage the belt tongue
properly due to damaged hardware and if fittings
and covers are cracked and damaged.

MAY 2019 PIN 2.1

PIN 2.1 MAY 2019
SERVICE AND CHECKS
Change the Hydraulic Oil
9. Check your oil level on the CDU and top up as

required.
1. Wipe the quick drain valve (1) clean and re- When filling hydraulic reservoir there are three
move the dust cap (2). ways to check level:
• Using the filler cap dip stick.
• Using the installed view glass situated on the side
of the hydraulic tank.
• The final fill level can be verified on the CDU.
NOTE
Oil sampling as per the Bell Lube Check is
recommended before any oils are drained
for proactive maintenance. Sampling is
mandatory for extended wet driveline war-
2. Attach the quick drain hose fitting (3) to the ranty applications.
quick drain valve (1).
Quick drain tool part number: BN030058 Change the Hydraulic Suction
Strainers
These strainers are located under the belly plate on
the left hand side behind the hydraulic tank.
NOTE
The hydraulic oil should be drained before
carrying out this task.
1. Loosen the clamps on the two bigger hoses sit-
uated near the emergency steering suction
3. Place the end of the hose (4) in a suitable size strainer.
container for the oil to drain into.
4. The valve will open as the fitting (3) is
tightened.
5. Remove the quick drain hose and wipe the
quick drain valve clean.
6. Tighten the dust cap back onto the valve.
7. Loosen the bolts off the back hatch to access
the hydraulic tank.
8. Loosen the filler plug located on the top of the
2. Pull the hoses off the strainers.
tank and fill to the recommended fill quantities
noted in the RSG.

MAY 2019 PIN 2.1
SERVICE AND CHECKS
3. Use the correct size spanner to loosen the

strainers in an anti-clockwise direction.
2. Pull the hose off the strainer.

3. Use the correct size spanner to loosen the
4. Replace with new strainers and torque to strainer in an anti-clockwise direction.
40Nm.
4. Replace with a new strainer and torque to 40

5. Replace the hoses and tighten the clamps. Nm.
6. Refill the hydraulic tank as per the replacement
of oil task.
Change the Emergency Steering

Suction Strainer
This strainer is located under the belly plate on the
left hand side behind the hydraulic tank.
NOTE
5. Replace the hose and tighten the clamp.
The hydraulic oil should be drained before
6. Refill the hydraulic tank as per the replacement
carrying out this task.
of oil task.
1. Loosen the clamp on the smaller hose situated
near the hydraulic suction strainers.

PIN 2.1 MAY 2019
BN053280 Rev A (May 2019)

Service Manual Bell

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SERVICE MANUAL

BN053280 Rev A (May 2019)

ARTICULATED DUMP TRUCKS & HAULERS E#

Due to BELL EQUIPMENT’S policy of continuous product improvement, the

All rights reserved. No part of this publication may be reproduced, stored in a

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Telephone + 27(0) 35 907 9431

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Telephone + 7 495 287 8002

SERVICE MANUAL ARTICULATED DUMP TRUCKS & III

IV ARTICULATED DUMP TRUCKS & SERVICE MANUAL

REF NO. SUBJECT INSERTED BY DATE

SERVICE MANUAL ARTICULATED DUMP TRUCKS & V

REF NO. SUBJECT INSERTED BY DATE

VI ARTICULATED DUMP TRUCKS & SERVICE MANUAL

Comments, suggestions or queries (please state page number):

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OVERALL, how would you rate the quality of this manual?

Thank you for your co-operation.

SERVICE MANUAL ARTICULATED DUMP TRUCKS & VII

VIII ARTICULATED DUMP TRUCKS & SERVICE MANUAL

Federal Emissions Warranty • Oil Temperature Sensor

SERVICE MANUAL ARTICULATED DUMP TRUCKS & IX

X ARTICULATED DUMP TRUCKS & SERVICE MANUAL

This warranty does not cover: • Intake Manifold Temperature Sensor

2. Damage resulting from accident, acts of nature • Coolant Temperature Sensor

5. Repairs consisting solely of adjustments to idle • Temperature Sensor after SCR

SERVICE MANUAL ARTICULATED DUMP TRUCKS & XI

XII ARTICULATED DUMP TRUCKS & SERVICE MANUAL

SERVICE MANUAL ARTICULATED DUMP TRUCKS & XIII

AVOID REVERSING ACCIDENTS.....................................................................................18

XIV ARTICULATED DUMP TRUCKS & SERVICE MANUAL

FAN CLUTCH ............................................................................................................74

SERVICE MANUAL ARTICULATED DUMP TRUCKS & XV

4 CAN LO WIRE VOLTAGE CHECK.......................................................................... 118

XVI ARTICULATED DUMP TRUCKS & SERVICE MANUAL

ELECTRICAL SCHEMATIC - SUSPENSION SENSORS ................................................... 167

SERVICE MANUAL ARTICULATED DUMP TRUCKS & XVII

PNEUMATIC SOLENOID TEST ................................................................................ 251

XVIII ARTICULATED DUMP TRUCKS & SERVICE MANUAL

CLUTCH APPLICATION ................................................................................................. 282

SERVICE MANUAL ARTICULATED DUMP TRUCKS & XIX

PNEUMATIC SCHEMATIC (B60E)................................................................................... 343

XX ARTICULATED DUMP TRUCKS & SERVICE MANUAL

HYDRAULIC PRESSURE SETTINGS ....................................................................... 381

SERVICE MANUAL ARTICULATED DUMP TRUCKS & XXI

ALL LINES AND HOSES ......................................................................................... 435

XXII ARTICULATED DUMP TRUCKS & SERVICE MANUAL

500 HOURS SERVICE AND CHECKS.................................................................................... 469

SERVICE MANUAL ARTICULATED DUMP TRUCKS & XXIII

CHANGE ADBLUE / DEF TANK BREATHER FILTER ....................................................... 499

XXIV ARTICULATED DUMP TRUCKS & SERVICE MANUAL

SERVICE MANUAL ARTICULATED DUMP TRUCKS & 1

2 ARTICULATED DUMP TRUCKS & SERVICE MANUAL

All specifications in this manual apply to a standard machine

Read this manual carefully for it has been produced