SERVICE MANUAL

872352 Rev A (June 2013)

ARTICULATED DUMP TRUCK

B18E - B30E PIN 1.1

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 © 2013
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.
 EC DECLARATION OF CONFORMITY

EC Declaration Of Conformity

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 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 9111

Fax + 27(0) 35 797 4323

Email sales@bellequipment.com

Address 13 - 19 Carbonode Cell Rd, Alton, Richards Bay, South Africa

SOUTH AFRICAN CENTRES BELL EQUIPMENT INTERNATIONAL

BLOEMFONTEIN + 27(0) 51 432 7855 ASIA PACIFIC REGION
CAPE TOWN + 27(0) 21 380 9000 Attention all Bell users in Western Australia and Singapore:
Please direct enquiries to Hitachi at the following telephone
EAST LONDON + 27(0) 43 748 6622
numbers:
EMPANGENI + 27(0) 35 907 2500 SINGAPORE + 65 6220 8004
GEORGE + 27(0) 44 878 0930 WESTERN AUSTRALIA + 61 (0)8 9356 1033

JOHANNESBURG + 27(0) 11 928 9700

BELL EQUIPMENT DEUTSCHLAND GmbH
KIMBERLEY + 27(0) 53 841 0710
Telephone + 49 6631 911 376
KURUMAN + 27(0) 53 712 3072
Fax + 49 6631 911 313
MIDDELBURG + 27(0) 13 246 8900
Email sales@de.bellequipment.com
NELSPRUIT + 27(0) 13 755 0710
BELL EQUIPMENT SPAIN
PIET RETIEF + 27(0) 17 826 1523
Telephone + 34 918 796 019
PIETERMARITZBURG + 27(0) 33 386 9319
Fax + 34 918 796 049
PORT ELIZABETH + 27(0) 41 486 3775
Email sales@es.bellequipment.com
RUSTENBURG + 27(0) 14 538 1003/4

SPRINGBOK + 27(0) 27 712 1124 BELL EQUIPMENT FRANCE

TZANEEN + 27(0) 15 307 1129 Telephone + 33 555 892 356

UMHLALI + 27(0) 32 947 1637 Fax + 33 555 892 324

Email sales@fr.bellequipment.com
VRYHEID + 27(0) 34 981 5541

WOLMARANSSTAD + 27(0) 18 596 2319 BELL EQUIPMENT UK

Telephone + 44 1283 712 862

AFRICAN SERVICE CENTRES
HARARE + 263 4 661 181/25 Fax + 44 1283 712 687
Email sales@uk.bellequipment.com
KITWE (ZAM) + 260 21 27 315 55

MOZAMBIQUE + 258 17 22 022

NAMIBIA + 264 61 22 6021/2/3

SWAZILAND + 268 51 87 496/7

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 BULLETINS

Bulletins
Record the relevant information from the Service Bulletins into this manual as follows:
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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 TRUCK VII

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BULLETINS

REF NO. SUBJECT INSERTED BY DATE

VIII ARTICULATED DUMP TRUCK SERVICE MANUAL

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 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
Representative or post it directly to the BELL EQUIPMENT head office at the following address:
Technical Documentation Department
Bell Equipment Company SA (Pty) Ltd
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EMPANGENI
3880

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 TABLE OF CONTENTS

TABLE OF CONTENTS
EC DECLARATION OF CONFORMITY ............................................................................................III
LOCATION OF OPERATIONS ......................................................................................................... V
BULLETINS.................................................................................................................................. VII
FEEDBACK FORM ........................................................................................................................ IX
INTRODUCTION .............................................................................................................................1
INTRODUCTION.......................................................................................................................1
FOREWORD......................................................................................................................1
FOR YOUR SAFETY ..........................................................................................................1
MACHINE IDENTIFICATION ...............................................................................................2
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 & FOPS) .......................5
LOOSENING OR REMOVAL OF ROPS AND FOPS .......................................................5
MATERIAL SAFETY DATA SHEET (MSDS)..........................................................................5
NOISE EMISSION LEVELS.................................................................................................5
SAFETY REGULATIONS ....................................................................................................5
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 & GASES.....................13
FLUIDS AND LUBRICANTS .......................................................................................14
DISPOSE OF WASTE PROPERLY ....................................................................................15
PREPARE FOR EMERGENCIES.......................................................................................15
OPERATING SAFETY PRECAUTIONS ....................................................................................17
MOUNTING AND DISMOUNTING MACHINE .....................................................................17
START FROM OPERATOR’S SEAT ONLY .........................................................................17
USE SEAT BELT ..............................................................................................................18
LEAVING MACHINE .........................................................................................................18
AVOID WORK SITE HAZARDS .........................................................................................18
KEEP RIDERS OFF MACHINE..........................................................................................18
AVOID REVERSING ACCIDENTS .....................................................................................19
AVOID MACHINE TIPPING ACCIDENTS ...........................................................................19
OPERATING ON SLOPES ................................................................................................19
TRAVELLING ON PUBLIC ROADS....................................................................................20
INSPECT AND MAINTAIN ROPS.......................................................................................20

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HUMAN VIBRATION.........................................................................................................20
FACTORS EFFECTING DRIVE EXPOSURE TO WHOLE BODY VIBRATION ................20
PROVISIONS AIMED AT REDUCING EXPOSURE TO VIBRATIONS ............................20
LEGAL REQUIREMENTS...........................................................................................21
DETERMINATION & ASSESSMENT OF DAILY EXPOSURE TO VIBRATIONS ..............21
VIBRATION VALUES FOR DIFFERENT CONSTRUCTION VEHICLES .........................22
DETERMINATION OF THE DURATION OF DRIVER EXPOSURE TO
VIBRATION..................................................................................................22
PRACTICAL EXAMPLES ...........................................................................................24
COMFORT RIDE .......................................................................................................25
MAINTENANCE SAFETY PRECAUTIONS ...............................................................................27
PREPARE FOR MAINTENANCE AND SERVICE................................................................27
INSPECT COOLING SYSTEM ..........................................................................................27
MAKE WELDING REPAIRS...............................................................................................27
STORAGE FOR FLEXIBLE HOSES...................................................................................28
REPLACING HOSES........................................................................................................28
FILTER AND FILTER ELEMENTS......................................................................................28
ACCUMULATOR MAINTENANCE .....................................................................................28
SAFETY SIGNS ......................................................................................................................29
SAFETY DECALS ............................................................................................................29
TYRE INFORMATION..............................................................................................................45
TYRES AND RIMS ...........................................................................................................45
TYRE PRESSURE - GENERAL.........................................................................................45
TYRE PRESSURE - INFLATION PRESSURE, HOT VS. COLD............................................45
RECOMMENDED OPERATOR POSITION DURING TYRE INFLATION ...............................47
SERVICE INFORMATION ..............................................................................................................49
OPERATIONAL CHECKS-OUT PROCEDURE ..........................................................................51
OPERATIONAL CHECKS-OUT PROCEDURE ...................................................................51
OPERATIONAL CHECKS...........................................................................................51
IGNITION BUTTON PRESSED ONCE ...............................................................................52
IGNITION BUTTON PRESSED (SECOND STAGE), ENGINE START...................................53
ENGINE STOP BUTTON PRESSED..................................................................................56
ENGINE .................................................................................................................................57
ENGINE DESCRIPTION ...................................................................................................57
PUMP CLASSIFICATION ...........................................................................................58
ELECTRONIC UNIT INJECTOR FUEL SYSTEM..........................................................59
FUEL DELIVERY .......................................................................................................59
COLD START OPERATION ........................................................................................61
SCR ................................................................................................................................61
INTRODUCTION .......................................................................................................61
SCR SYSTEM – FUNCTION.......................................................................................62
SCR – COMPONENTS ..............................................................................................62
SCR SYSTEM – OPERATION ....................................................................................66
DIAGNOSE ENGINE MALFUNCTIONS .............................................................................67
ADJUSTMENTS ...............................................................................................................69
VALVE CLEARANCE ADJUSTMENT ..........................................................................69
EXHAUST BRAKE ADJUSTMENT..............................................................................70
TESTS.............................................................................................................................71
CYLINDER COMPRESSION TEST .............................................................................71
FUEL PUMP PRESSURE TEST .................................................................................72
OIL PUMP PRESSURE TEST.....................................................................................73
ENGINE SCHEMATIC.......................................................................................................74
ENGINE SCHEMATIC B18E/B20E ..............................................................................74
ENGINE SCHEMATIC B25E/B30E ..............................................................................75
ELECTRICAL SYSTEMS .........................................................................................................77
SCR ELECTRICAL SCHEMATIC .......................................................................................77
CAN BUS ELECTRICAL SCHEMATIC ...............................................................................78

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CONTROL UNITS ............................................................................................................79

CAN CIRCUIT TEST ..................................................................................................79
CONTROLLER AREA NETWORK (CAN) DIAGNOSTIC...............................................79
ELECTRICAL SCHEMATICS.............................................................................................81
ELECTRICAL SCHEMATIC SYMBOLS .......................................................................81
BATTERY & ISOLATOR SWITCH ELECTRICAL SCHEMATIC ......................................83
ELECTRICAL SCHEMATIC — REMOTE ISOLATOR OPTION ......................................84
ELECTRICAL SCHEMATIC START & CHARGE CIRCUIT ............................................85
ELECTRICAL SCHEMATIC BATTERY POWER ...........................................................87
ELECTRICAL SCHEMATIC IGNITION POWER ...........................................................88
ELECTRICAL SCHEMATIC IGNITION POWER ...........................................................89
ELECTRICAL SCHEMATIC IGNITION POWER ...........................................................90
ELECTRICAL SCHEMATIC — SENSOR POWER & SENSOR GROUND ......................91
ELECTRICAL SCHEMATIC POWER CIRCUIT.............................................................92
ELECTRICAL SCHEMATIC — CAN CIRCUIT..............................................................93
ELECTRICAL SCHEMATIC — MEMORY MODULE .....................................................94
ELECTRICAL SCHEMATIC DRIVELINE......................................................................95
ELECTRICAL SCHEMATIC DRIVELINE......................................................................96
ELECTRICAL SCHEMATIC DRIVELINE......................................................................97
ELECTRICAL SCHEMATIC DRIVELINE......................................................................98
ELECTRICAL SCHEMATIC DRIVELINE......................................................................99
ELECTRICAL SCHEMATIC — TRANSMISSION ........................................................ 100
ELECTRICAL SCHEMATIC — SCR SYSTEM............................................................ 101
ELECTRICAL SCHEMATIC — HYDRAULIC SYSTEM ............................................... 102
ELECTRICAL SCHEMATIC — HYDRAULIC & PNEUMATIC PRESSURE SENSOR &
AIR ............................................................................................................ 103
ELECTRICAL SCHEMATIC — BRAKE PRESSURE & BRAKE CHARGE .................... 104
ELECTRICAL SCHEMATIC — PARK BRAKE, EB & EVB SOLENOID ......................... 105
ELECTRICAL SCHEMATIC — AUTOMATIC GREASING............................................ 106
ELECTRICAL SCHEMATIC — ARTIC & STEERING WHEEL ANGLE
SENSOR ................................................................................................... 107
ELECTRICAL SCHEMATIC — BIN POSITION, BIN UP & DOWN SOLENOID.............. 108
ELECTRICAL SCHEMATIC — SUSPENSION ........................................................... 109
ELECTRICAL SCHEMATIC — ACTIVE STRAIN GAUGE ........................................... 110
ELECTRICAL SCHEMATIC — HEADLIGHTS BRIGHTS & DIPS................................. 111
ELECTRICAL SCHEMATIC — PARK & BRAKE LIGHTS ............................................ 112
ELECTRICAL SCHEMATIC — FRONT, SIDE & REAR INDICATORS .......................... 113
ELECTRICAL SCHEMATIC — REVERSE, ARTIC & WORKLIGHTS ........................... 114
ELECTRICAL SCHEMATIC — INTERIOR LIGHT & BIN SIDE LIGHTS ........................ 115
ELECTRICAL SCHEMATIC — COLOUR DISPLAY UNIT CIRCUIT.............................. 116
ELECTRICAL SCHEMATIC — SSM .......................................................................... 117
ELECTRICAL SCHEMATIC — KILL SWITCH ............................................................ 118
ELECTRICAL SCHEMATIC — BACK UP ALARM, ELECTRIC HORN & CAB
BUZZER .................................................................................................... 119
ELECTRICAL SCHEMATIC — ELECTRICAL SEAT, OCCUPANCY & BELT
SWITCH .................................................................................................... 120
ELECTRICAL SCHEMATIC — WIPER MOTOR & WASHER BOTTLE ......................... 121
ELECTRICAL SCHEMATIC — AIRCON UNIT............................................................ 122
ELECTRICAL SCHEMATIC — AIRCON UNIT............................................................ 123
ELECTRICAL SCHEMATIC — RADIO, SPEAKERS & 2 WAY RADIO.......................... 124
ELECTRICAL SCHEMATIC — ELECTRIC MIRRORS ................................................ 125
ELECTRICAL SCHEMATIC — DIAGNOSTIC CONNECTOR ...................................... 126
ELECTRICAL SCHEMATIC — SCRAPER IQAN INTERFACE..................................... 127
ELECTRICAL SCHEMATIC — CONNECTORS PAGE 1 OF 4 ..................................... 128
ELECTRICAL SCHEMATIC — CONNECTORS PAGE 2 OF 4 ..................................... 129
ELECTRICAL SCHEMATIC — CONNECTORS PAGE 3 OF 4 ..................................... 130
ELECTRICAL SCHEMATIC — CONNECTORS PAGE 4 OF 4 ..................................... 131

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EARTH CONNECTIONS................................................................................................. 132

FUSE AND RELAY LAYOUT ........................................................................................... 133
SSM INPUTS AND OUTPUTS......................................................................................... 134
CCU INPUTS AND OUTPUTS......................................................................................... 137
OEU INPUTS AND OUTPUTS......................................................................................... 140
SPECIFICATIONS AND TESTS....................................................................................... 142
PNEUMATIC PRESSURE SWITCHES ...................................................................... 142
SYSTEM AIR PRESSURE SENSOR TEST ............................................................... 142
PNEUMATIC PRESSURE SWITCHES TEST............................................................. 142
PNEUMATIC SOLENOID TEST ................................................................................ 142
HYDRAULIC TEMPERATURE SENSORS................................................................. 143
BIN POSITION SENSOR TEST ................................................................................ 143
TRANSMISSION SPEED SENSORS ........................................................................ 143
BISTABLE BATTERY SWITCH ................................................................................. 144
FUEL LEVEL SENSOR ............................................................................................ 144
TRANSMISSION SPEED SENSORS TEST ............................................................... 144
TRANSMISSION SOLENOIDS TEST ........................................................................ 144
ON/OFF SOLENOIDS .............................................................................................. 144
PCS SOLENOIDS.................................................................................................... 145
FAULT CODES & CDU FAULT DISPLAY................................................................................. 147
ENGINE FAULT CODES (ADM 3) .................................................................................... 147
ENGINE FAULT CODES (PLD-MR) ................................................................................. 154
TRANSMISSION FAULT CODES..................................................................................... 174
DIAGNOSTIC CODE LIST AND DESCRIPTION......................................................... 174
ANALOG FAULT CODE .................................................................................................. 178
DIGITAL INPUT FAULT CODE......................................................................................... 179
DIGITAL INPUT FREQUENCY FAULT CODE ................................................................... 180
DIGITAL INPUT INTERMITTENT FAULT CODES ............................................................. 180
DIGITAL OUTPUT FAULT CODES................................................................................... 180
INFORMATION MESSAGE FAULT CODE ........................................................................ 182
FAILURE MODE IDENTIFIER.......................................................................................... 183
TRANSMISSION................................................................................................................... 185
TRANSMISSION GENERAL DESCRIPTION .................................................................... 185
TRANSMISSION IDENTIFICATION........................................................................... 186
TORQUE CONVERTER ........................................................................................... 186
OPERATIONAL OVERVIEW..................................................................................... 186
TORQUE CONVERTER OPERATION....................................................................... 186
STATOR ONE-WAY CLUTCH OPERATION ............................................................... 186
VORTEX FLOW (TORQUE MULTIPLICATION).......................................................... 187
ROTARY FLOW (FLUID COUPLING) ........................................................................ 187
LOCK-UP CLUTCH OPERATION.............................................................................. 187
STALL TESTING ...................................................................................................... 188
STALL PROTECTION .............................................................................................. 188
STALL SPEEDS....................................................................................................... 189
ANALYSING STALL TEST RESULTS ........................................................................ 189
TROUBLE SHOOTING A FREEWHEELING STATOR ................................................ 189
TROUBLESHOOTING A STUCK STATOR................................................................. 189
PLANETARY GEARS SETS ..................................................................................... 190
GEN - 4 TRANSMISSION PLANETARY CONFIGURATION ........................................ 190
P3 PLANETARY CONFIGURATION .......................................................................... 190
P2 PLANETARY CONFIGURATION .......................................................................... 190
P1 PLANETARY CONFIGURATION .......................................................................... 190
CLUTCHES ............................................................................................................. 190
TRANSMISSION CROSS SECTIONAL DIAGRAM ..................................................... 192
POWER FLOW........................................................................................................ 194
FUNCTIONAL DESCRIPTION HYDRAULIC SYSTEM................................................ 195
MAIN-PRESSURE CIRCUIT..................................................................................... 195

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REGULATOR VALVES ............................................................................................. 195

CLUTCH APPLICATION........................................................................................... 196
HYDRAULIC OPERATION DURING ELECTRICAL INTERRUPTION........................... 196
LATCH VALVES ....................................................................................................... 196
CONTROL MAIN CIRCUIT ....................................................................................... 197
TORQUE CONVERTER CIRCUIT............................................................................. 197
CONVERTER- IN PRESSURE CIRCUIT ................................................................... 197
NORMAL CONVERTER-IN PRESSURE ................................................................... 197
EXCESSIVE CONVERTER-IN PRESSURE............................................................... 197
LUBRICATION AND CODING CIRCUITS .................................................................. 198
EXHAUST CIRCUIT................................................................................................. 198
EXHAUST BACKFILL CIRCUIT ................................................................................ 198
CLUTCH AND SOLENOID APPLY CHART ................................................................ 199
GENERAL DESCRIPTION ALLISON GEN 4.............................................................. 199
ALLISON CAB HARNESS ........................................................................................ 201
ALLISON TRANSMISSION HARNESS...................................................................... 202
SPEED SENSORS .................................................................................................. 202
CONTROL MODULE................................................................................................ 203
WIRING HARNESSES ............................................................................................. 203
ALLISON GEN 4 INTERNAL WIRING HARNESS ....................................................... 204
CONTROL MODULE SOLENOID LOCATION ............................................................ 205
AUTODETECT FEATURE ........................................................................................ 205
HYDRAULIC CIRCUITS ........................................................................................... 207
TORQUE CONVERTER AND LUBE PRESSURE CIRCUITS ...................................... 221
EXHAUST BACKFILL PRESSURE ........................................................................... 221
TRANSMISSION RETARDER................................................................................... 222
RETARDER CIRCUIT COMPONENTS ...................................................................... 222
DEFINITIONS AND ABBREVIATIONS....................................................................... 223
ABBREVIATIONS TABLE ......................................................................................... 225
SYSTEM OVERVIEW .............................................................................................. 227
TROUBLESHOOTING ............................................................................................. 227
TCU DIAGNOSTIC PROCEDURE ............................................................................ 228
OIL LEVEL SENSOR (OLS)...................................................................................... 228
IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS........................................... 229
CHECK CLUTCH PRESSURES ............................................................................... 229
PNEUMATIC SYSTEM .......................................................................................................... 237
PNEUMATIC SYSTEM SCHEMATIC................................................................................ 237
COMPRESSOR ............................................................................................................. 238
AIR DRIER AND UNLOADER VALVE............................................................................... 239
DRYING THE AIR........................................................................................................... 239
UNLOADING THE COMPRESSOR ................................................................................. 239
CHARGING THE REGENERATION AIR RESERVOIR ...................................................... 239
SUPPLYING THE PNEUMATIC MANIFOLD ..................................................................... 239
CHARGING THE PNEUMATIC SYSTEM ......................................................................... 239
PURGING THE AIR DRIER ............................................................................................. 240
PNEUMATIC MANIFOLD ................................................................................................ 240
EXHAUST BRAKE AND EXHAUST VALVE BRAKE CIRCUIT............................................ 240
PARK BRAKE CIRCUIT .................................................................................................. 241
SEAT HEIGHT CIRCUIT ................................................................................................. 241
INTER-AXLE LOCK CIRCUIT.......................................................................................... 241
FAULT FINDING ............................................................................................................. 242
ADJUSTMENTS AND TESTS.......................................................................................... 243
PNEUMATIC SYSTEM MAIN PRESSURE TEST AND ADJUSTMENT......................... 243
PARK BRAKE PRESSURE TEST ............................................................................. 244
PARK BRAKE ADJUSTMENT................................................................................... 245
BRAKE TEST .......................................................................................................... 246
PARK BRAKE PAD THICKNESS CHECK .................................................................. 246

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HYDRAULIC SYSTEM .......................................................................................................... 247

THEORY OF OPERATION .............................................................................................. 247
HYDRAULIC SYSTEM CIRCUIT SYMBOLS..................................................................... 247
HYDRAULIC SCHEMATIC (B18E – B30E) ....................................................................... 248
ARTICULATED DUMP TRUCK HYDRAULIC SYSTEM OPERATION ................................. 249
MAIN HYDRAULIC PUMP OPERATION........................................................................... 251
MAIN HYDRAULIC PUMP LOAD SENSE OPERATION..................................................... 252
RESIDUAL PRESSURE.................................................................................................. 252
WORKING PRESSURE .................................................................................................. 253
COMPENSATING PRESSURE........................................................................................ 253
STEERING VALVE ......................................................................................................... 254
SECONDARY STEERING PUMP .................................................................................... 256
HYDRAULIC SYSTEM MANIFOLD (TOP VIEW)............................................................... 258
HYDRAULIC SYSTEM MANIFOLD (FRONT VIEW) .......................................................... 259
HYDRAULIC SYSTEM MANIFOLD (RIGHT VIEW) ........................................................... 260
HYDRAULIC SYSTEM MANIFOLD (LEFT VIEW) ............................................................. 261
MANIFOLD SCHEMATIC ................................................................................................ 262
GENERAL DESCRIPTION .............................................................................................. 263
SERVICE BRAKE SYSTEM OPERATION ........................................................................ 263
CHARGING SYSTEM .............................................................................................. 263
CHARGED SYSTEM................................................................................................ 263
BRAKE VALVE OPERATION .................................................................................... 264
BRAKE VALVE - ACTUATED .................................................................................... 264
STEERING AND SECONDARY STEERING SYSTEM OPERATION .................................. 264
BIN OPERATION............................................................................................................ 265
DIAGNOSTIC INFORMATION ......................................................................................... 265
DIAGNOSTIC PROCEDURE .................................................................................... 265
TESTS........................................................................................................................... 267
HYDRAULIC SYSTEM DEPRESSURISING PROCEDURE ........................................ 267
HYDRAULIC PRESSURE SETTINGS ....................................................................... 268
HEATING, VENTILATION AND AIR CONDITIONING ............................................................... 277
AIR CONDITIONING SYSTEM CYCLE OF OPERATION................................................... 277
HEATER CORE OPERATION.......................................................................................... 278
FAULT FINDING ............................................................................................................. 279
HVAC COMPONENT LOCATION..................................................................................... 281
TESTS........................................................................................................................... 282
OPERATIONAL CHECKS......................................................................................... 282
GENERAL SERVICE INFORMATION ..................................................................................... 291
SERVICE POSITION ...................................................................................................... 291
SERVICE SAFETY ......................................................................................................... 291
SERVICE HISTORY ....................................................................................................... 292
DAILY WALK ROUND CHECK BEFORE SERVICING ....................................................... 293
SERVICE AND CHECKS ............................................................................................................. 295
DAILY AND AFTER EVERY SHIFT ......................................................................................... 297
CHECK ENGINE OIL AND COOLANT LEVELS ................................................................ 297
CHECK ENGINE OIL LEVEL .................................................................................... 297
CHECK COOLANT LEVEL ....................................................................................... 297
CHECK COOLANT LEVEL ....................................................................................... 297
CHECK FOR OIL LEAKS ................................................................................................ 297
CHECK TRANSMISSION FOR OIL LEAKS ...................................................................... 297
CHECK TRANSMISSION OIL LEVEL .............................................................................. 298
CHECK THE TRANSFER CASE OIL LEVEL .................................................................... 298
CHECK HYDRAULIC OIL LEVEL .................................................................................... 298
CHECK GREASE LEVEL ................................................................................................ 299
GREASE HINGES .......................................................................................................... 299
RECOMMENDED SERVICE GUIDE....................................................................................... 301
LUBRICATION SPECIFICATIONS.......................................................................................... 304

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500 HOURS SERVICE AND CHECKS.................................................................................... 307

CHANGE ENGINE OIL AND FILTER................................................................................ 307
DRAIN WATER FROM THE PRIMARY FUEL FILTER ....................................................... 308
CHECK ENGINE OIL LEVEL ........................................................................................... 308
CHECK COOLANT LEVEL.............................................................................................. 309
CHECK COOLANT LEVEL.............................................................................................. 309
REPLACE FUEL TANK BREATHER FILTER..................................................................... 310
CHECK CONDITION OF FAN BELTS, INCLUDING IDLER AND TENSIONER
PULLEY'S......................................................................................................... 310
CHANGE ADBLUE / DEF TANK BREATHER FILTER (WHERE APPLICABLE) ................... 311
REPLACE TRANSMISSION BREATHER ......................................................................... 311
REPLACE TRANSFER CASE BREATHER....................................................................... 311
CHANGE THE HYDRAULIC TANK BREATHER FILTER.................................................... 312
TEST THE BRAKE ACCUMULATOR FUNCTION ............................................................. 312
CHECK SERVICE AND PARK BRAKE PADS & DISKS FOR WEAR................................... 313
CHECK & ADJUST BIN PAD SPACING............................................................................ 314
CHECK SUSPENSION STRUT HEIGHT, OIL LEAKS & GENERAL CONDITIONS .............. 314
INSPECT AND CLEAN AXLE BREATHERS ..................................................................... 315
CHECK OPERATOR CONTROLS, BUZZERS AND INSTRUMENTS.................................. 315
CHECK WORKING LIGHTS, REVERSE BUZZER ............................................................ 316
CHECK ELECTRICAL CONNECTIONS AND WIRE ROUTING FOR CHAFFING ................ 316
RECORD & DELETE FAULT CODES FOUND ON CDU DISPLAY...................................... 316
CLEAN OR REPLACE AIR CONDITIONER FILTER.......................................................... 316
CHECK THE GREASE LEVEL IN THE AUTO GREASING SYSTEM (WHERE
APPLICABLE)................................................................................................... 316
CHANGE THE AUTO GREASING FILLER FILTER ........................................................... 316
INSPECT & GREASE SLIP JOINTS & PROPSHAFT CROSSES/ROLLERS ....................... 316
GREASE ALL REMAINING GREASABLE LUBE POINTS, INCLUDING OSCILLATION
JOINT............................................................................................................... 316
CHECK THE TYRE PRESSURE ..................................................................................... 317
1000 HOURS SERVICE AND CHECKS .................................................................................. 319
CHANGE THE PRIMARY FUEL FILTER & WATER SEPARATOR (RACOR) ....................... 319
CHANGE ENGINE SECONDARY FUEL FILTER .............................................................. 319
CLEAN & REPLACE THE FUEL "PRE-FILTER" SCREEN ................................................. 320
CLEAN CRANKCASE BREATHER FILTER ...................................................................... 320
CHECK THE COOLANT MIXTURE.................................................................................. 322
ADJUST THE VALVE CLEARANCE................................................................................. 322
REPLACE FUEL TANK BREATHER FILTER..................................................................... 322
CHANGE THE POWER CORE PRIMARY AIR FILTER ...................................................... 322
CHANGE ADBLUE / DEF TANK BREATHER FILTER........................................................ 323
CHANGE ADBLUE / DEF FILTER .................................................................................... 323
CHANGE THE TRANSMISSION OIL FILTER.................................................................... 323
REPLACE TRANSMISSION BREATHER ......................................................................... 324
REPLACE TRANSFER CASE BREATHER....................................................................... 324
REPLACE HIGH PRESSURE HYDRAULIC FILTER KIT.................................................... 325
CHECK THE OIL LEVEL IN THE DIFFERENTIALS AND FINAL DRIVES ........................... 325
CHECK THE OIL LEVEL IN THE DIFFERENTIALS .................................................... 325
CHECK THE OIL LEVEL IN THE FINAL DRIVES ....................................................... 325
CHECK CONDITION OF ALL DRIVE SHAFTS AND SUSPENSION FASTENERS .............. 326
CHECK CONDITION OF ALL AXLE DRIVE-LINE CROSS & ROLLERS.............................. 326
CHANGE THE AIR DRIER FILTER .................................................................................. 326
CARRY OUT OSCILLATION JOINT MAINTENANCE PROCEDURE .................................. 326
2000 HOURS SERVICE AND CHECKS .................................................................................. 329
REPLACE FUEL TANK BREATHER FILTER..................................................................... 329
CHANGE THE POWER CORE SAFETY AIR FILTER (PRIMARY FILTER) .......................... 329
CHECK AND ADJUST ADBLUE / DEF PRESSURE STORAGE ACCUMULATOR............... 329
CHANGE THE TRANSMISSION OIL................................................................................ 329

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TABLE OF CONTENTS

CHANGE THE TRANSFER CASE OIL ............................................................................. 330

CHANGE THE TRANSFER CASE BREATHER ................................................................ 330
CHANGE THE HYDRAULIC OIL RETURN FILTER ........................................................... 330
CHANGE ALL AXLE AND FINAL DRIVE OILS.................................................................. 332
CHANGE ALL AXLE OILS ........................................................................................ 332
CHANGE THE WDB AXLE OIL FILTER ..................................................................... 333
CHANGE ALL FINAL DRIVE OILS ............................................................................ 333
4000 HOURS SERVICE AND CHECKS .................................................................................. 335
REPLACE FAN BELT...................................................................................................... 335
CHANGE THE HYDRAULIC OIL...................................................................................... 335
REPLACE SUCTION SCREENS ..................................................................................... 336

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 INTRODUCTION
♦ INTRODUCTION

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 INTRODUCTION

INTRODUCTION

Foreword the safety message to avoid personal injury or

death.

All specifications in this manual apply to a standard

machine as supplied by the factory and any modifica-
tions done to the machine will result in different specifi-
cations and we as OEM cannot take responsibility for DANGER indicates a hazard with a high level of risk
this.
which, if not avoided, will result in death or serious
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 ma-
chine when you sell it. WARNING indicates a hazard with a medium level
of risk which, if not avoided, could result in death or
Be sure all operators of this machine understand
serious injury. These symbols are orange in colour.
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 moderate
injury. These symbols are yellow in colour.
NOTE
Do not operate the machine unless you have read the
operator’s manual and fully understand how to operate NOTE highlights information of special interest.
the machine properly.
DANGERS, WARNINGS and CAUTIONS must be
read, fully understood and followed, before carrying
The safe operation of your BELL EQUIPMENT ma-
out the action or maintenance procedure
chine is very important to prevent any personal in-
concerned.
jury and/or damage. This manual must be read and
fully understood before operating or carrying out DANGERS, WARNINGS and CAUTIONS are al-
any maintenance or tests on your BELL EQUIP- ways placed before any action or maintenance pro-
MENT machine. cedure where personal injury and/or damage to the
machine could occur if that action, test or mainte-
The following symbols and words are used through-
nance procedure is not carried out correctly.
out this manual:

Diesel engine exhaust and some of its constituents

are known to the state of California to cause cancer,
birth defects and other reproductive harm.

This is the safety alert symbol. When you see this

symbol on your machine or in this manual, follow

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INTRODUCTION

INTRODUCTION

Machine Identification suffered, whether direct, or indirect or consequen-

tial, arising from the use of this manual.
Write product identification numbers (P.I.N.) in the In particular and without detracting from the above,
Machine Numbers section of this manual. Accu- the disclaimer also applies in the event of any speci-
rately record all the numbers to help in tracing the fication, warning, or representation contained in this
machine should it be stolen. Your dealer also needs manual being inadequate, inaccurate, or uninten-
these numbers when you order parts. File the identi- tionally misleading.
fication numbers in a secure place off the machine.

Contact Details
Warranty
Please do not hesitate to contact your BELL
Warranty is provided as part of BELL EQUIP- EQUIPMENT Product Support Representative
MENT’S support program for customers who oper- whenever you have a query on your BELL EQUIP-
ate and maintain their equipment as described in MENT product or this manual.
this manual. The warranty is explained on the war-
ranty certificate which you should have received The contact details of the BELL EQUIPMENT oper-
from your dealer. ations can be obtained from the following sources:
Should the equipment be abused, or modified to • The LOCATION OF OPERATIONS page found in
change its performance beyond the original factory this manual
specifications, the warranty will become void and
• The BELL EQUIPMENT website at www.belle-
field improvements may be denied.
quipment.com by clicking the CONTACT US link
• The BELL EQUIPMENT head office (Richards
Disclaimer Bay – South Africa) by phoning +27 (0) 35 907
9111 or emailing sales@bellequipment.com
This manual has been produced by the Technical
Documentation Department of BELL EQUIPMENT.
Every effort has been made to ensure that the infor- Dealer Stamp
mation in this manual was correct at the time of pub-
lication. BELL EQUIPMENT has a policy of
continuous product development, improvement and
design. BELL EQUIPMENT reserves the right to
change, amend and update the design of its product
at any time without prior notice. With this policy,
changes may have occurred that are not included in
this manual.
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

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 SAFETY
♦ CERTIFICATIONS AND STANDARDS
♦ SAFETY AND OPERATOR CONVENIENCES
♦ GENERAL SAFETY PRECAUTIONS
♦ OPERATING SAFETY PRECAUTIONS
♦ MAINTENANCE SAFETY PRECAUTIONS
♦ SAFETY SIGNS
♦ TYRE INFORMATION

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 SAFETY

CERTIFICATIONS AND STANDARDS

Safety Specification (ROPS and FOPS). Whenever anyone sees unau-

thorised modification or change to a machine’s Cab
These machines comply to the CE Specification. (ROPS or FOPS) both the customer and manufac-
turer must be notified in writing. The protection of-
fered by ROPS or FOPS will be impaired if they are
Unauthorized Machine subjected to structural damage, is involved in an
overturn incident, or is altered in any way and as
Modifications 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. Make sure that all parts are installed correctly if the
Any modifications done to the machine such as Cab (ROPS or FOPS) is loosened or removed for
greedy boards, etc. will result in different specifications
any reason.
and we as OEM cannot take responsibility for this.
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
Roll Over And Falling Objects mounting bolts to the correct torque specification as
Protective Structure (ROPS/FOPS) specified in the parts manual. Failure to comply
could compromise product safety and increase the
The Roll Over Protective Structure has been certi- risk to safety.
fied to meet specified test requirements according
to ISO 3471. The Falling Objects Protective Struc-
ture has been certified to meet specified test re- Material Safety Data Sheet (MSDS)
quirements according to ISO 3449, Level II.
The Federal Occupational, Safety and Health Ad-
Unauthorized Modifications Of Machine ministration (OSHA) Standard 29 CFR 1910.1200
and in some cases, State and Local Right-to-Know
Cab (ROPS & FOPS)
laws, may require that specific MSDS be available
to the employees prior to operating this equipment.
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).
A damaged ROPS or FOPS must be replaced, not
reused. To ensure a prompt response, please be sure to in-
clude your return address and ZIP (postal) code,
Do not perform or undertake any unauthorised mod- along with the model, serial number and/or VIN
ification or alteration to the machine Cab (ROPS number of your machine.
and FOPS) such as: welding on extinguisher brack-
ets, CB aerial brackets, fire suppression systems
etc. Unauthorised modifications will affect the struc- Noise Emission Levels
tural limits of the Cab (ROPS and FOPS) and will
void the certification (and increase the risk of an ad- The sound pressure and sound power was tested
verse safety incident). according to ISO 6395.
Any planned modification or change must be re-
viewed in advance by the BELL EQUIPMENT Engi-
neering Department to determine if the modification
Safety Regulations
or change can be made within the limits of the certi-
fying tests. It is important that each person in your It is the obligation of the operator to know and apply
organisation, including management, be made fully any safety regulation in the country where the ma-
aware of these rules involving the machine Cab chine is operated and apply this manual.

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 SAFETY

SAFETY AND OPERATOR CONVENIENCES

Safety Features

1. ROPS/FOPS Cab Protection.The Roll Over 8. Articulation locking Bar (On Left Hand Side
Protective Structure has been certified to meet Of The Machine).
specified test requirements according to ISO
9. Secondary Steering. Ground driven, continu-
3471. The Falling Objects Structure has been
ously in operation. Secondary steering indicator
certified to meet specified test requirements ac-
light will light when activated.
cording to ISO 3449.
10. Exhaust Brake and Transmission Retarder
2. Cab with Heater/Defroster.The ventilation sys-
(If Equipped).
tem circulates both outside and inside air
through filters for a clean working environment. 11. Engine Fan Guard.
Built in defroster vents direct air flow for effec-
12. Bypass Start Protection.
tive 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.

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 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 in The operator will need to also familiarize him/her
sight and co-ordinate hand signals before starting self with the machine risk assessment.
the machine. Qualified operators must familiarise themselves with
Lower bin during work interruptions, apply park the work site and surroundings before operating the
brake and be careful not to accidentally actuate con- machine. Test all controls and machine functions in
trols when co-workers are present. an open area before starting work.

Keep bystanders away from a raised bin.

Wear Protective Equipment

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SAFETY

GENERAL SAFETY PRECAUTIONS

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
catch 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 wearing
goggles or protective glasses.
Prolonged exposure to loud noise can cause impair-
ment or loss of hearing. Wear a suitable hearing
protective device such as earmuffs or earplugs.
Wear gloves when handling wire rope cable.
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.

Relieve the pressure before disconnecting hydraulic

Stay Clear Of Moving Parts or other lines. Tighten all connections before apply-
ing pressure.
The pressure relief on pressurised vessels must
be performed by Service Personnel only.

Escaping fluid under pressure can penetrate the

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

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 SAFETY

GENERAL SAFETY PRECAUTIONS

Beware Of Toxic Fumes At the slightest sign of fire, and if the situation al-
lows, take the following steps:
• Move the machine away from the danger area.
• Shut down the engine and leave the cab.
• Start putting out the fire and notify the fire brigade
if required.
• Do not smoke or have a naked flame near a ma-
chine when filling with fuel or when the fuel sys-
tem has been opened.
• Diesel fuel oil is flammable and should not be
Prevent inhalation of engine exhaust fumes, which used for cleaning, use an approved solvent.
can cause sickness or death.
• Remember that certain solvents can cause skin
Operate only in well ventilated areas. Avoid hazard- rashes and are usually flammable. Do not inhale
ous fumes by first removing paint on painted surfa- solvent vapour.
ces before welding.
• Store flammable starting aids in a cool, well venti-
Wear an approved respirator when sanding or grind- lated location. Remember that such aids (starting
ing painted surfaces. gas) must not be used in connection with preheat-
ing of the induction manifold.
If a solvent or paint stripper is used, wash surface
with soap and water. Remove solvent or paint con- • Keep the work place clean. Oil and/or water on
tainers before welding and allow at least 15 minutes the floor makes it slippery.
before welding or heating. • Oil and/or water in close proximity to electrical
equipment or electrically powered tools are dan-
gerous and any spills should be cleaned up
Measures To Prevent Fires immediately.
• 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
reduced and it is easier to detect faulty or loose
Do not point the high pressure jet at personnel. components.
• 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.
If a high pressure jet is used for cleaning, take great
care as the insulation of electrical leads can become Welding and grinding may only be done on the ma-
damaged even at a moderately high pressure and
chine when it is placed in a clean area where there
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 or disconnect Clean Trash From Machine
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 op-
where it is kept and how to use it. erator’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.

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SAFETY

GENERAL SAFETY PRECAUTIONS

Temperature in engine compartment may go up im- Avoid the hazard by:

mediately after engine is stopped. BE ON GUARD
FOR FIRES DURING THIS PERIOD. • Filling the batteries in a well ventilated area.
• Wearing eye protection and rubber gloves.
Open access door(s) to cool the engine faster, and
clean engine compartment. • Avoid breathing fumes when electrolyte is added.
• Avoid spilling or dripping electrolyte.
Prevent Battery Explosions And
Acid Burns Handling Chemical Products And
Flammable Fluids Safely

Exposure to hazardous chemicals can cause seri-

ous injury. Under certain conditions, lubricants, cool-
ants, paints and adhesives used with this machine
The standard battery supplied with the machine is a may be hazardous.
sealed type that does not need maintenance.
Keep sparks and flames away from the batteries.
Keep batteries clean and check that all cables are
properly secured.
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 cloth-
ing and cause blindness if splashed into the eyes.

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 SAFETY

GENERAL SAFETY PRECAUTIONS

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 & 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 the includes information such as physical data (melting
machine, especially the walkways and steps, free of point, boiling point, flash point, etc.), toxicity, health
foreign material, such as debris, oil, tools and other effects, first aid, reactivity, storage, disposal, protec-
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 .
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.
The build-up of combustible material on and around
high heat areas must be removed on a regular basis
and the machine cleaned to prevent build-up and
ignition of material. Critical areas are the areas

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SAFETY

GENERAL SAFETY PRECAUTIONS

Fluids And Lubricants Eyes — Cause no more than minor irritation. Flush
eyes for 15 minutes with fresh water. Avoid by wear-
ing 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
If uncertain about safe handling or use of any lubri- clothing.
cant, fluid or other chemical products, contact your au-
thorised dealer for a Material Safety Data Sheet Ingestion — If swallowed, give water or milk and
(MSDS). The MSDS describes in detail the physical and
health hazards, safe use procedures and emergency
DO NOT induce vomiting.
response techniques for chemical substances.
Inhalation — Move the person to fresh air. Avoid by
using the product only in a well ventilated area. If
BELL Mineral Engine Oil 10W40 any effects continue, refer to a doctor.
BELL Semi Synthetic Engine Oil 10W40 Fire Hazard — Products may be combustible at
BELL Gear Oil Limited Slip 80W90 high temperatures or if pressurised.

The MSDS classifies the above products as having Waste Disposal (environment protection — Pre-
no significant hazard. vent the product from contaminating soil and from
entering drainage, sewer systems and all bodies of
Eyes — Cause no more than minor irritation. Flush water.
eyes for 15 minutes with fresh water. Avoid by wear-
ing safety goggles when splashing may occur. Extended Life Coolant

Skin — Cause no more than minor irritation. Avoid

by washing thoroughly with soap and water after
contact and by wearing gloves and protective
clothing.
This product is harmful or fatal if swallowed.
Ingestion — If swallowed, give water or milk and It can enter lungs and cause damage.
DO NOT induce vomiting.
Inhalation — Move the person to fresh air. Avoid by Ingestion — May be toxic.
using the product only in a well ventilated area. If
Eyes and Skin — Irritation, redness, tearing or
any effects continue, refer to a doctor.
burning sensation. Avoid by washing thoroughly
Fire Hazard — Products may be combustible at with soap and water after contact and by wearing
high temperatures or if pressurised. safety goggles and protective clothing when splash-
ing may occur.
Waste Disposal (environment protection — Pre-
vent the product from contaminating soil and from Inhalation — Not volatile at ambient temperatures,
entering drainage, sewer systems and all bodies of spraying or heating in an enclosed space may
water. cause irritation.
BELL Multi Purpose Grease BELL EQUIPMENT do not assume any liability for
consequences of the use of this information since it
BELL Wheel Bearing Grease
may be applied under conditions beyond our control
BELL High Temperature Grease or knowledge. Also, it is possible that additional data
could be made available after this MSDS was
issued.
If any effects continue, refer to a doctor.

Handle grease in pressure equipment care fully.

Accidental injection can cause serious tissue
damage.
See a doctor as soon as possible.

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 SAFETY

GENERAL SAFETY PRECAUTIONS

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.

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Mounting And Dismounting Start From Operator’s Seat Only

Machine

Always use the handrails and steps provided to get

on and off the machine. Use both hands and always
face the machine.
Maintain a three-point contact when climbing on/off
the machine or moving around on the machine exte-
rior. (The 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. Avoid unexpected machine movement. Start engine
only while sitting in operator’s seat. Ensure all con-
Use a hand line to pull equipment up onto the plat- trols and working tools are in proper position for a
form, do not climb on or off the machine carrying parked machine.
tools or supplies.
Never attempt to start engine from the ground. Do
Use extra care when mud, snow, or moisture not attempt to start engine by shorting across the
present slippery conditions. starter solenoid terminals.
Keep steps clean and free of grease, oil and foreign
objects.
Never use machine controls as hand-holds.
Inspect all access systems (steps, handrails, hand-
holds), including slip-resistant surfaces, for signs of
wear or damage. Repair/replace as necessary.

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Use Seat Belt

Never move any part of the machine within 3 m (10

ft) plus twice the line insulator length, as serious in-
jury or death may result.
Operate Only on Solid Footing

Use a seat belt at all times to minimise the chance

of injury in an accident. Operate only on solid footing with strength sufficient
to support machine. Be alert working near embank-
The seat belt must not be altered or modified in any
ments, excavations and with bin raised. Avoid work-
way. Such changes can render the belt ineffective
ing on surfaces that could collapse under machine.
and unsafe.
Use caution when backing up to berms before
The seat belt is designed and intended for the seat’s
dumping load.
occupant to be of adult build and for one occupant
of the seat only. Avoid operating near structures or objects that could
fall onto the machine. Clear away debris that could
The Trainer seat is also equipped with a seat belt,
move unexpectedly if run over.
and must be use at all time should there be a pas-
senger or trainer traveling in the machine.
Keep Riders Off Machine
Leaving 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 Switch the battery isolator
switch to the OFF position if the machine is to be left
for an extended period.
Do not allow unauthorised personnel on the
machine.
Avoid Work Site Hazards
Riders may fall from the machine, be caught in mov-
Avoid Overhead Power Line ing parts or be struck by objects. Riders will also im-
pair the operator’s view and his control of the
machine.

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Avoid Reversing Accidents The maximum slope values are calculated with the
exhaust brake and exhaust valve brake fully func-
tional, the transmission retarder set to maximum
and the transmission locked in a specified gear. The
continuous slope values are with the exhaust brake
and exhaust valve brake fully functional.
The operator must refer to the ' speed down slope'
decal 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
Before moving the machine ensure that no person Operator Techniques Chapter in this manual
is in the path of the machine. Where conditions per- A knowledge of the site is important, especially the
mit, raise bin for better visibility to the rear. Use re- altitude of the site and the maximum percentage
verse camera if fitted. slope liable to be encountered and also the continu-
Use a spotter when reversing if view is obstructed ous slope at the site. Take note that the values indi-
and/or in close quarters. Keep spotter in view at all cated on the gradient decal were calculated at sea
times. Use prearranged hand signals to level.
communicate. Also take into account the ground conditions at the
site when deciding upon gear selection.

Avoid Machine Tipping Accidents Due to an ADT's versatility, it can be used in a wide
variety of applications. Many of these applications
Use seat belt at all times. present hazards related to machine stability when
operated in soft and/or slippery conditions and/or on
Do not jump out of the cab if the machine tips over. slopes. For this reason a risk assessment must be
It would be unlikely, that you would jump clear of the performed on the use of the machine per applica-
machine which could result in the machine crushing tion. The risk assessment must be done in accord-
you. ance with the local governing and/or ISO legislation.
Whilst precautions have been taken to optimise the
Use extra care when bin is raised. Machine stability
performance and stability of the vehicle, the risk as-
is greatly reduced when bin is raised. Drive slowly,
sessment must identify and prioritise all additional
avoid sharp turns and uneven ground.
actions to be taken to treat, tolerate or transfer the
Know the capacity of the machine. Do not overload. risks
Before operating machine after any accident, care- In addition, there are precautions the operator can
fully inspect all hydraulic and electrical lines. take during the operation of the machine in slippery/
wet conditions and/or while operating on slopes.
These precautions include (although the list is not
Operating On Slopes 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 in ice or slip-
pery conditions. This will ensure maximum ve-
hicle traction is achieved.
• It is important that the diff locks are engaged prior
to entering an area where there is poor traction.

Avoid side slope travel whenever possible. • Full use of the retarder must be made before ap-
plying service brakes.
Check service brakes frequently when operating on
slopes.

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Travelling On Public Roads Driving Route

Construction Site Ground

Material

Machine Type

Equipment

Seat
Machine
Suspension / Damping
System

Condition / maintenance

Machines which operate or travel on or near public

roads, with or without payload must ensure that the To a great extent, the driver determines the current
machine complies with the local legislation require- exposure to vibrations himself since he can choose
ments and if allowed to do so. Make sure proper factors as speed, operating mode and driving route.
lighting, marking beacon light and other require- In addition, driver exposure to vibrations is influ-
ments are in place so that the machine is visible to enced by machine type, equipment, maintenance
other drivers. (refer to your local BELL EQUIP- condition and seat type.
MENT Product Support Representative for The daily driver exposure to vibrations depends on
assistance). vibration values as well as duration of exposure.
The BELL machine was test under typical work site
Inspect And Maintain ROPS condition, and the hand-arm vibration does not ex-
ceed 2.5m/s² and the whole body vibration does not
exceed 0.5m/s².
A damaged roll-over protective structure (ROPS /
Machine Cab) should be replaced, not reused.
If the ROPS / Machine Cab was loosened or re-
Provisions Aimed at Reducing
moved for any reason, inspect it carefully before op- Exposure to Vibrations
erating the machine again.
• Correct use of machines
To Maintain the ROPS / Machine Cab:
• High-quality seat and its correct adjustment
Report missing hardware to service personnel
• Fine maintenance condition of the machine
immediately.
• Correct operation of the machine
Check isolation mounts for damage, looseness or
wear. Check ROPS / Machine Cab for cracks or • Appropriate driving speed
physical damage, report any problems to service
• Good ground conditions
personnel.
• Use of additional suspension/damping systems
• It is highly recommended to follow the safety in-
Human Vibration structions provided by the machine manufacturer.
Only use appropriate machines, equipment and
Factors Effecting Drive Exposure to additional devices for the task at hand.
Whole Body Vibration
• In case of re-fitting of the driver seat, only use
seats complying with ISO 7096. All original seats
Driver exposure to vibrations can significantly be in-
are provided in accordance with ISO 7096. As the
fluenced by the driver and operator. It depends on
seat has to be individually adjusted for every driv-
the following factors:
er, it is recommended to consider the following
Driving style aspects regarding seating comfort (Refer to Oper-
ator Seat overview under the Operating Compo-
Driver Operation
nents section) :
Training
- Height and weight adjustment
- Ideal damping adjustment

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- Correct inclination adjustment • If the exposure limit value is exceeded, the opera-
tor of construction machinery shall implement the
- Use of additional options such as lumbar
following measures:
support
- Take immediate action to reduce exposure be-
• Carry out regular maintenance checks of your
low the exposure limit value.
machines, particularly of tyre pressure, chain ten-
sion, brakes, steering and mechanical linkages. - If necessary, reduce working hours
• Avoid jerky operation of machine and working The assessment of the daily level of exposure to vi-
equipment. Avoid jerky steering, braking and bration is based on the following calculation of vibra-
accelerating. tion values and duration of exposure in different
operating cycles. The results can either be dis-
• Adapt the driving speed to the road conditions.
played in m/s² or in a system of points.
- Adapt your driving speed to longer distances
1. Simplified determination using a system of
- Decelerate if you drive on rough grounds points
- Drive round obstacles and avoid driving on ex- 2. Calculation using an excel spreadsheet (refer to
tremely rough grounds last page for internet links to file).
• Try to maintain a good condition of the grounds The following pages describe a simple system of
the machine works and drives on. points to determine and assess the daily exposure
- Remove big stones and obstacles of a driver to vibrations without any measurement or
calculations.
- Avoid and fill up holes
- Keep appropriate machines for ground Determination & Assessment of Daily
improvement
Exposure to Vibrations
- Allow enough time for such measures.
Since the daily driver exposure to vibration depends
• Use additional systems such as ride control for
on the vibration values as well as on the duration of
machines with a high driving rate. If no additional
exposure, both factors need to be determined.
system is available, avoid building up of the ma-
chine by reducing speed. Determination of the vibration values of different
operating cycles
Legal Requirements The driver vibration values in different operating
cycles are determined using the chart. The chart
• The EU Directive 2002/44/EC defines the daily contains average vibration values of construction
driver exposure to vibrations with two limit values: machines and their typical application areas. The vi-
bration values are given for the three main direc-
- Action value 2.5 m/s²
tions x, y and z.
- Limit value 0.5 m/s²
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 measures
intended to reduce to a minimum the exposure 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 me-
chanical vibration to a minimum.
- Adopt provisions to ensure the appropriate
health surveillance of drivers.

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Source: ISO /TR 25398 Earth-moving machinery -

Guidelines for assessment of exposure to whole-
body vibration of ride-on machines

Determination of the Duration of Driver

Exposure to Vibration
The daily driver exposure to vibration can either be
estimated or measured, using the duration of the in-
dividual operating cycles the driver carries out dur-
ing the day. To define the individual operating
cycles, use table 1 and 2
Note: If the drivers are asked about the duration of
their exposure to vibration, times are usually overes-
timated since they tend to include vibration-free pe-
riods such as engine idling or waiting periods.

Vibration-free periods do not constitute an exposure

The operating conditions for the machinery are div- to vibrations and therefore may not be included in the
ided into three stages: calculations.

Light, Normal and Hard operating conditions. The x,

y and z axis need to be assigned to the same condi- Simplified determination and assessment of daily
tion. The exposure of machinery and drivers can be driver exposure to vibration
divided into the following categories: The aim of this method is to determine and assess
the daily driver exposure to vibration using a system
Light conditions (L) of points in which the measured values are replaced
by a number of points. The number of points result-
Experienced driver, level road surface, loose material ... ing from the individual operating cycles completed
during a day is added up to a total value.
Normal conditions (N)
According to the directive ISO/ TR25398, the values
can be expressed as follows:
Proficient driver, level road surface ...
Action value (0.5 m/s²) 100 total points
Hard conditions (H)
Limit value (1.15 m/s²) 529 total points
Inexperienced driver, rough use of machinery ... The total number of achieved points is assigned to a
certain colour indicating the operator’s need for ac-
tion (also see the practical examples in chapter 5).
Vibration Values for Different
Some EU member states may have stricter limit val-
Construction Vehicles
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:
Limit
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
Table 1
s²
Total
Poin- 529 484 441 400 361 324 289 256
ts

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Determination and assessment of daily driver 2. Estimate or measure the duration of exposure
exposure by total number of points. for the individual operating cycles. Vibration-
free periods may not be counted.
1. Determine the type of machine and the corre-
sponding operating cycles the driver completes 3. Determine whether your driver is exposed to
during the day. light, normal or hard operating conditions.

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4. Determine the vibration values of the individual 7. The highest point sum of the three axes consti-
operating cycles for the x-, y- and z-axis using tutes the total number of points.
table 1.
8. Compare the total number of points to the action
5. Determine the number of points of the individual value and the limit value valid in the respective
operating cycles for the x-, y- and z-axis using EU member state.
table 2. In case of intermediate values, the vi-
9. Determine the need for action of the operator of
bration values should be rounded up.
the construction vehicle.
6. Add up the points for x, y and z-axis.
Duration of
Machine Op-
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)

- Typical operating cycle 1: Driving with load = 2

hours
Practical Examples - Typical operating cycle 2: Unloading = 0.1 hour
- Typical operating cycle 3: Driving without load = 1
Example 1
hours
Articulated Dump Truck (ADT)
- Typical operating cycle 4: Loading = 0.2 hour
Operating conditions:
Result: Light conditions (L)
- Very good working conditions
Use the vibration values stated for x-, y- and z-axis
- Level surface under light conditions.
- Very experienced driver
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
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

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ADT (Driving 0.56 rounded 0.76 rounded 0.53 rounded

without load) 1 18 32 15
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

Sum Total x- Sum Total y- Sum Total z-

38 68 40
axis axis axis

Total number of points (high-

est point sum of x-, y- and z- 68
axis)

The action value of the vibration exposure is not - Inexperienced driver

exceeded.
- Typical operating cycle 1: Driving with load =
- If the result is near the action value, appropriate 3hours
action shall be taken to reduce vibration exposure.
- Typical operating cycle 2: Unloading = 0.2 hour
- Adequate information and training shall be pro-
- Typical operating cycle 3: Driving without load = 1
vided to instruct drivers how to reduce their expo-
sure to mechanical vibration. hours
- Typical operating cycle 4: Loading = 0.2 hour
Example 2
Result: Light conditions (L)
Articulated Dump Truck (ADT)
Use the vibration values stated for x-, y- and z-axis
Operating conditions:
under light conditions.
- Average working conditions
- Uneven road surface

Duration of
Machine Op-
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
ADT(Driving 1.18 rounded 0.88 rounded
with Load) 3 0.85 108 216 122
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

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

Sum Total x- Sum Total y- Sum Total z-

178 311 187
axis axis axis

Total number of points (high-

est point sum of x-, y- and z- 68
axis)

- Provisions shall be made to ensure the appropriate

health surveillance of drivers.
Assessment of a total point sum between 101
and limit value:
Comfort Ride
The action value of the vibration exposure is
exceeded.
Bell Equipment offers an optional BELL designed
The limit value is not exceeded. Comfort Ride system, that helps to reduce the ef-
fects of vehicle vibration on the operator, and serves
- The employer shall establish and implement a pro- to improve operational cycle times.
gramme intended to reduce the vibration exposure.

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

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Prepare For Maintenance And The use of appropriate wheel chocks is recom-
Service mended to prevent movement of the machine during
maintenance
Always install bin prop or the over- centre bin lock Do not support the machine with a single jack or oth-
when the bin is raised. er devices that may slip out of place.
The bin must be empty and the transmission in neu- Understand maintenance procedures before begin-
tral before installing the bin prop. ning any maintenance.
Ensure that the bin is lowered onto the bin prop lo- Keep the maintenance and service area clean and
cating ring dry.
Always install the cab prop when the cab is raised. The operator should assist the service personnel
Ensure that the cab prop is in one of the stop posi- whenever the engine must be running during serv-
tions securely when work or service is to be done ice or repair.
under the cab.
Warn others of maintenance or service work.
Inspect Cooling System
Park the machine on a level surface.
Engage the park brake.
Stop the engine .
Install the articulation locking bar.

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 cap to first stop to relieve the pres-
sure before removing it completely.

Make Welding Repairs

Disable electrical power before welding.
• Turn off battery isolator switch (or disconnect pos-
itive battery cable).
• Separate harness connectors to engine, alterna-
tor and vehicle microprocessors if necessary.
Attach the “Do Not Operate” tag in full view of any-
Avoid welding near fluid lines. Do not let heat go be-
one entering the operator's station.
yond work area near fluid lines.
Before working under the machine ensure that the
Remove paint properly. Wear eye protection and
machine and attachments are securely supported.
protective equipment when welding. Do not inhale
dust or fumes.

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Separate the harness connectors to the engine and Replacing Hoses

to the machine microprocessors.
Avoid welding or heating near pressurised fluid Damaged hoses and fittings should be replaced and
lines. Flammable spray may result and cause se- not repaired.
vere burns if pressurised lines fail as a result of Replacing of high pressure hoses should only be
heating. Prevent heat going beyond the immediate done by qualified personnel.
work area towards any nearby pressurised lines.
Only original parts must be used when replacing
Use a qualified welding technician for structural components/parts.
repairs.
Ensure that there is good ventilation in the welding
area. Filter And Filter Elements
Do not earth though any assemble that has bear- This machine should be operated in a well-venti-
ings in it because this could cause the bearing to lated area.
fail.
The design intent of the Heating, Ventilation and Air
In cases where the repair is done close to a bearing Conditioning ( HVAC) system on this machine is not
assemble, ensure that the earth point is as close to to filter toxic gases.
where the repair is being done and that the current
dose not have to pass through a bearing. Only use a Bell Equipment approved ventilation filter
element.

Storage For Flexible Hoses

Accumulator Maintenance
Store hoses in a dark, dry environment away from
electrical equipment below 33°C with sealed end Maintenance shall only be carried out by suitably
caps. skilled personnel, using instructions in accordance
with EN 292:1991: Annex A Paragraph 1.7.4.B
Overhaul or re-certification for continued safe use of
gas loaded accumulator shall be carried out only by
skilled personnel.

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Safety Decals

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

This decal is situated near hot surfaces , and is use

to warn the operator not to touch such surfaces, as
it may result in burn injuries.

This decal is situated on the engine fan cowling ,

and is use to warn the operator to keep clear of the
rotating fan blades, as it may result in serious injury.

Located inside the PM pack wallet.

This decal is located on each side of the articulation

area . (All machines).
Purpose of the decal is to warn the operator to en-
sure that there are no people near the articulation
area when starting the engine or moving the steer-
ing wheel, as it may result in serious injury.
Attach the articulation locking bar before performing
service on the truck or during transportation.
Located on the left of the engine, on the radiator, on
the header tank frame and on the top cross member
of the front chassis. (Five in total). (All machines).

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This decal is located at the rear of the machine on This decal is located on the left and right of the rear
each side of the bin as well as on the back of the chassis at the bin pole as well as on the fire wall of
bin. (All machines). the cab facing the cab stay. (All machines).
Purpose of the decal is to warn people, not to stand Purpose of the decal is to warn all personnel, that
behind the truck as the operator of the truck may re- should any work / maintenance be conducted on
verse onto them which may result in serious injury the truck in this area, he / she should ensure that
or death. the machine transmission is set to neutral, the bin is
emptied and the bin support pole is installed, to
avoid and accidental injury

This decal is located on the propshaft guard. (All

machines).
Purpose of the decal is to warn all personnel, not to
work or operate a truck that does not have a prop-
shaft guard fit, as it may result in serious injury
should they come into contact with the rotating
propshaft.

This decal is located on the electrical routing brack-

et mounted to the back top surface of the fuel tank.
This is above the starter motor. (All machines).
This decal is located on the inner RHS of the rear Purpose of the decal is to warn all personnel, to
chassis Beam. (All machines). avoid serious injury from electrical and mechanical
hazards, start the machine from inside the cab.
Purpose of the decal is to warn all personnel, to be
aware that the braking system is under pressure.

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This decal is located at the side of the machine, on

the lift cylinders, as well as on the accumulators,
purge and air tank, un-loader valve and suspension
struts. (All machines)
Purpose of the decal is to warn all personnel, that all
hoses are under high pressure and that any escap-
ing fluid may cause injury.

This decal is located at the rear of the machine on

the bin.
Purpose of the decal is to show the operator that the
machine is equipped with a bin lock feature. (Refer
to Operating Instructions)

This decal is located on the rear window inside the

cab. (All machines)
This decal is located on the hydraulic tank of the
Purpose of the decal is to warn the operator, to B18 & 20E.
avoid serious injury never move any part of the truck
or load closer than 3m (10FT) plus twice the insula- Refer to Tyre Information section for more details.
tor length to an electric line.

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SAFETY SIGNS

This decal applies to the 20 Ton ADT’s descending

a slope with fully laden gross vehicle mass of 35023
kg [77212 lb] at sea level. ( Refer to section Operat-
ing Techniques - Down Hill Operation and Gradient
Values at Altitude for more details)

This decal is located on the interior windscreen of

This decal is located on the hydraulic tank of the the B18/20E.(With retarder transmission).)
B25E.
This decal applies to the 25 Ton ADT’s descending
Refer to Tyre Information section for more details. a slope with fully laden gross vehicle mass of 35023
kg [77212 lb] at sea level. ( Refer to section Operat-
ing Techniques - Down Hill Operation and Gradient
Values at Altitude for more details)

This decal is located on the interior windscreen of

the B25E (S.A Models Only).
This decal applies to the 25 Ton ADT’s descending
This decal is located on the hydraulic tank of the a slope with fully laden gross vehicle mass of
B30E. 42400kg [93476 lb] at sea level. ( Refer to section
Operating Techniques - Down Hill Operation and
Refer to Tyre Information section for more details. Gradient Values at Altitude for more details)

This decal is located on the interior windscreen of This decal is located on the interior windscreen of
the B18/20E (With non- retarder transmission). the B25E (Euro Models Only).

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This decal applies to the 25 Ton ADT’s descending This decal is located on the LHS rear pillar inside
a slope with fully laden gross vehicle mass of the cab of the B18, 20, 25 and 30E.
42400kg [93476 lb] at sea level. ( Refer to section
Operating Techniques - Down Hill Operation and
Gradient Values at Altitude for more details)

This decal is located inside the bonnet on the elec-

This decal is located on the interior windscreen of
trical routing bracket on the top rear surface of the
the B30E. (S.A Models Only).
fuel tank. (All machines)
This decal applies to the 30 Ton ADT’s descending
Purpose of the decal is to warn all personnel, not to
a slope with fully laden gross vehicle mass of
walk on surfaces that have this decal, as it may
46690kg [102934 lb] at sea level. ( Refer to section
cause damage to the machine.
Operating Techniques - Down Hill Operation and
Gradient Values at Altitude for more details)

This decal is located in the cab. (Fitted to B18, 25 &

30E SA machines and B20, 25 & 30E Euro.

Note: Decal used on Trucks that have a Battery Iso-

lation switch fitted.
This decal is located on the Machine Isolation
Panel.
Decal is to identify the Battery Isolation switch.

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SAFETY SIGNS

Refer to Service Instructions section for more

details.

This decal is located at each of the two rear and two

front lifting points. (All machines)
Note: Decal used on Trucks that have an Engine
Isolation switch fitted. Refer to Machine Lifting section for more details.
This decal is located on the Machine Isolation
Panel.
Decal is to identify the Engine Isolation switch.

This decal is located at each of the five tie-down

points on the chassis.
Refer to Machine Tie Down section for more details.
This decal is located inside the cab on the front win-
dow . (All machines).
Maximum engine speed allowed.

This decal is located on the front bumper and the

rear tow points.
Refer to Machine towing section for more details.

This decal is located inside the HVAC compartment

on the right side of the cab. (All machines).

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SAFETY SIGNS

This decal is located on the Hydraulic tank on all

B18, 20, 25 & 30E machines.
Refer to Service Manual for inspection procedure.

This decal is located on the front chassis close to

the transfer box mountings. points. B18, 20, 25 and
30E.
Check Transfer Box Oil Level. This decal is located at the grease bank which sup-
plies grease to the oscillation joint. (Found on ma-
chines that are NOT fitted with an auto greasing
system)
Refer to Service Manual for greasing procedure.

This decal is located on the cab lift pump.

This decal illustrates to the operator, which direction
to set the cab lift pump in for upward / downward
movement

This decal is located on the rear of the chassis at

the grease bank which supplies grease to the steer-
ing cylinder pivot point. (Found on machines that
are NOT fitted with an auto greasing system)
Refer to Service Manual for greasing procedure.

This decal is located next to the bonnet hinges on

the front bumper.
Refer to Service Manual for greasing procedure of
bonnet This decal is located at the grease bank which sup-
plies grease to the bin pivots. (Found on machines
that are NOT fitted with an auto greasing system)

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Refer to Service Manual for greasing procedure. Check Hydraulic Oil Level.

This decal is located on the right, sliding window of

the cab. (All machines).
This decal illustrates to the operator, the direction of
the emergency exit.

This decal is located at the grease bank which sup-

plies grease to the oscillation joint. (Found on ma-
chines that are NOT fitted with an auto greasing
system)
Refer to Service Manual for greasing procedure.

This decal is located on the cap of the engine cool-

ant bottle. (All machines).
This decal illustrates to the operator, that he should
beware of certain dangers/ hazards when opening
the coolant cap.

This decal is located on the hydraulic tank of the

B18, 20, 25 & 30E.

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SAFETY SIGNS

This decal (Reflective Strip) is located at the rear of

all trucks.

This decal (Reflective Strip) is located on the cab This decal is located next to the Adblue® / DEF filler
stay. cap. (Adblue® / DEF/ SCR Machine only).
Purpose of the decal, is to help the operator distin-
guish between the Adblue® / DEF tank and Diesel
tank.

Located inside the cab on the right window (Euro

Trucks only).

This decal is located on the emergency stop.

Located inside the cab on the right window( If truck

is equipped with Fleetmatic).

Sound Level (Located on the outside of the cab, on

the RHS rear)(B25E & B30E).

This decal is located next to the jump start point that

in situated behind the cab lift pump

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Pressure Level (Located on the bottom left inner wall of the cab - B18E & B20E).

Standard Blu@dvantage

Pressure Level - Located inside the cab on the RH C-Pillar (B25E & B30E).

Standard Blu@dvantage

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This decal is located inside the fuse panel lid inside the cab.

This decal is located on the RHS window next to the SSM.

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This decal RSG (Recommended Service Guide) is located on the Hydraulic Tank of the B18E,
B20E, B25E & B30E.

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SAFETY SIGNS

RSG Decal Symbols

Check Engine Coolant Level Check Hydraulic Oil Level

Check Engine Oil Level Checks to be carried out around

machine.

Check Transmission Oil Level

Greasing Point
Check Drop Box Oil Level

Drain water from water separator

Wheel Rim Torque Setting
fitted to Fuel System

Refer to Operators Manual Check Tyre Pressure

Emergency steering test, refer to

Check Auto Greasing System
operator's manual

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SAFETY SIGNS

Emergency steering test, refer to

operator's manual

Contact Bell Equipment, prior to conduct-

ing any welding on the truck.

To avoid electric circuit damage, while

Use Bell certified Lubricants Only welding is carried out on the truck, ensure
that the battery terminals are removed.

NO welding / repairs permitted on wheel

rims.

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SAFETY SIGNS

Located inside the cab on the rear pillar (South Afri- Located inside the cab on the rear pillar (Bell Ger-
can Bell Assembled Machines Only). many assembled machine – CE marked trucks).

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SAFETY SIGNS

Located inside the cab on the rear pillar (Bell Germany as-
sembled machine – Non CE marked trucks).

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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 re-
rims fitted to BELL ADTs are approved for use at sult in excessive vibration during the
the specified machine tyre loads (half of the axle
unladen state of the vehicle, but also over-
loads) at a maximum speed of 50 km/hr, 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. used on the same vehicle. Tyres of different types
and/or from different manufacturers have different
dimensions and constructions which, when mixed
Tyre Pressure - General on a vehicle, will have a negative impact on the
drive train, as well as the safety of the machine, as
Air under pressure, in the correct quantity, enables the handling and stability will be affected.
a tyre to carry the load in approved conditions. The
quantity of air necessary for optimal functioning of a
tyre is determined by the tyre inflation pressure. Tyre Pressure - Inflation Pressure,
These tyre pressures are specially calculated for
Hot vs. Cold
BELL ADTs to provide maximum tyre life and
should be used in all normal operating conditions. It The pressures specified on the tyre pressure decals
is important to note that design axle loads are used are Cold Inflation Pressures. These pressures are
to calculate the Cold Inflation Pressures appearing typically used when new machines start on a job
on the vehicles' Tyre Pressure Decals. Additionally, site and/or new wheels are fitted to vehicles and/or
some tyre companies have allowed for extreme con- after long periods without operating the vehicle. In
ditions and have recommended higher pressures to this case the tyre temperature will be the same as
protect the Tyres from excessive deflection. As a re- the ambient temperature. The load/pressure tyre ta-
sult of these factors, optimum performance and safe bles in the tyre companies' data books are usually
operation can only be ensured by determining infla- based on a reference ambient temperature of 18° C
tion pressure from operational and site specific data, and indicate Cold Inflation Pressures. Here 'ambi-
e.g. real axle loads, haul conditions and ambient op- ent' refers to environment at the place and time of
erating temperature. Both over- and under-inflation tyre inflation, not the work site. These tables may be
of a tyre result in decreased tyre tread life. used without adjustment between 0° C and 25°C.
However, if ambient temperature varies significantly,
adjusted cold inflation pressures must be used.

As a general rule of thumb, for ambient (at place of inflation) temperatures exceeding 25°C, the fol-
lowing applies:

• from (25 to 29° C) increase the Cold Inflation Pressure by 4%

• from (30 to 34° C) increase the Cold Inflation Pressure by 6%
• from (35 to 39° C) increase the Cold Inflation Pressure by 8%
• from (40 to 45° C) increase the Cold Inflation Pressure by 10%

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TYRE INFORMATION

The adjusted Cold Inflation Pressure is a one-time change based on the recommended inflation
pressure for the vehicle/site and the temperature at the time the pressure is being checked or ad-
justed. This adjustment is required to ensure that the tyre does not become under-inflated
should the ambient operating temperature drop below the temperature at which the tyre
pressures were set. Once the vehicle starts operating, the pressure will increase due to heat
build-up inside the tyre. The increasing of pressure on an operational vehicle should be monitored
until stabilised, at which time the pressure is noted as the Hot Inflation Pressure. Future pressure
checks and adjustments should be done according to the Hot Inflation Pressure with the tyre at op-
erating temperature.

Bell Equipment has done everything in its power to Welding or modifying rims is strictly prohibited. Rims
source Tyres suited for the ADT application. ADT Cus- are manufactured in a controlled environment and any
tomers and Operators are reminded that Bell Equipment welding or other modifications to factory issued rims
cannot control the applications in which Bell ADTs are will immediately render the rims unsafe. Overheating of
being applied. Inspection and maintenance of Tyres a tyre caused by application of an external heat source,
needs to be conducted continuously by trained tyre pro- internal heat source e.g. excessive use of brakes, or op-
fessionals. Failure to do so may result in unexpected erating conditions will cause a steep rise in internal tyre
tyre failure which poses serious risk to the operators pressure. This could result in tyre explosion which
and bystanders. could propel projectiles in excess of 500m (1640ft) from
Bell strongly recommends that respective tyre compa- the machine, posing a serious risk to anyone or any-
nies are approached to establish safe working parame- thing in the affected area. If tyre overheating is sus-
ters of each ADT & Tyre combination prior to operation pected or noticed, do not approach the tyre within any
on any site area included in the shaded area in the drawing and re-
strict access underneath the truck, until such time that
the tyre has cooled down sufficiently. Never deflate
overheated Tyres.When inflating Tyres, stand behind the
tread and use a self attaching chuck with extension
hose. Use a safety cage on loose wheel-sets if available.
Do not stand over the tyre.

DO use a clip-on chuck to connect the airline DON’T use valve connectors that require the op-
with a quick-release coupling at the operator’s erator to hold them in place.
end (this allows tyre deflation from a safe posi-
tion if problems occur).

DO use airline hoses long enough to allow the DON’T exceed the manufacturer’s recom-
operator to stay outside the likely explosion tra- mended tyre pressure for the size and rating of
jectory during inflation. the tyre.

DO use enough bead lubricant when seating the DON’T use ‘unrestricted’ airlines (ie without a
tyre. Consider removing the valve core or using gauge or pressure control device).
a ‘beadblaster’ if seating is difficult.

DO remove the airline after use to prevent air DON’T allow the control valve to be jammed
seepage and possible over inflation. open (which could allow the operator to leave
the inflating tyre unattended).

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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 filteredoil and water free compressed air.
• Max. pressure of air source: 15bar.
• Do not use inflating or checking pressure of hydro-
flated Tyres or those containing corrosives.
• Attach a hose (7 mm interior diameter) to the air- in-
take 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 thread
Schrader MAST AIR gauge with connection
6mm 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.

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 SERVICE INFORMATION
♦ OPERATIONAL CHECKS-OUT PROCEDURE
♦ ENGINE
♦ ELECTRICAL SYSTEMS
♦ FAULT CODES & CDU FAULT DISPLAY
♦ TRANSMISSION
♦ PNEUMATIC SYSTEM
♦ HYDRAULIC SYSTEM
♦ HEATING, VENTILATION AND AIR CONDITIONING
♦ GENERAL SERVICE INFORMATION

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OPERATIONAL CHECKS-OUT PROCEDURE

Operational Checks-Out check-out. The machine must be at operating tem-

Procedure perature for many of the checks.
Start at the top of the left column and read com-
Use this procedure to check operation of the ma- pletely down column before performing check. Fol-
chine. This procedure is designed so you can make low this sequence from left to right. In the far right
a quick check of the machine operation while per- column, if no problem is found, you will be instructed
forming specific checks from the operator’s seat. to go to next check. If a problem is indicated, you
will be referred to either a chapter in this manual for
Should you experience a problem with the machine,
specific test or the repair manual for repair
you will find helpful diagnostic information in this
procedure.
check-out that will help pinpoint the cause.
A location will be required which is level and has
adequate space to perform the check-out proce-
Operational Checks
dure. No tools or equipment are required to perform
All critical functions which require an operational
the check-out procedure.
check-out are monitored by the control units and
Complete the necessary visual checks (oil levels, displayed and stored in the CDU. All faults regis-
oil condition, external leaks, loose hardware, link- tered must be checked and corrected as soon as
ages, wiring, etc.) prior to doing the operational possible.

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OPERATIONAL CHECKS-OUT PROCEDURE

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
breakers and fuses.
Steering, Brake Pressure and Battery Charge lights
Reset circuit break-
flash.
ers and/or replace
NOTES: fuses as necessary.
Go to Menu Display
Cold start indicator light will remain ON for a maximum of Unit for fault codes
20 seconds in low ambient temperature conditions.
Did the CDU request the driver code?
Did the CDU accept the code?
Is the Main Menu available?

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OPERATIONAL CHECKS-OUT PROCEDURE

Ignition Button Pressed (Second

Stage), Engine Start

CHECKS QUESTIONS/TASKS RESULTS

Start engine. YES: Go to next

check.
Did horn sound on start-up? (Optional)
NO: Go to Menu Dis-
Do all indicator lights, except park brake indicator light,
play Unit for fault co-
go OFF after the engine starts?
des Correct any
Does the bars of the coolant temp and Transmission recorded faults. Go to
temp gauge indicates pressure register in the green Fault Codes if
CDU area? necessary.
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.

Apply brakes repeatedly until main hydraulic pump YES: Go to next

strokes to charge accumulators. check.
When accumulators are fully charged, pump will de- NO: Go to Font And
stroke. Turn engine “OFF”. Rear Brake Accumu-
Service Brake lators Pressure Test
Accumulator Turn key switch “ON” again and wait for indicator lights
And Charge
to go “OFF”
Procedure
Apply the service brakes, counting the number of appli-
cations until the accumulator low pressure light
illuminates.

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OPERATIONAL CHECKS-OUT PROCEDURE

CHECKS QUESTIONS/TASKS RESULTS

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
Ensure that the inter-axle lock switch is in the “OFF” po-
System Malfunction
sition 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.

NOTE : Perform this check in an open area where ma- YES: Go to next
chine can travel at full speed. check.
Drive machine slowly. NO: Go to Service
Brake System
Steering Apply brake pedal to stop machine.
Malfunction.
Release the brake pedal. Does brake pedal push easily
without binding?
Does brake pedal return to the released position so
brakes are not dragging?
Do brakes stop machine in a reasonable distance with-
out 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 with-
out 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
Does machine turn smoothly in both directions.
System Malfunction

Perform this check in an open area, clear of bystanders. YES: Continue

check.
Position the machine frames straight. Operate the bin.
Bin
NO: Go to Hydraulic
Does bin raise to full height and return to full down
System Malfunctions.
smoothly?

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OPERATIONAL CHECKS-OUT PROCEDURE

CHECKS QUESTIONS/TASKS RESULTS

Start engine and allow to warm to normal working tem- YES: Continue to
perature. (The Icon turns blue when below 60C˚ and next check.
grey above 60C˚.
NO: Go to Diagnose
Operate machine under full load at fast engine speed. Engine Malfunctions
Observe exhaust colour. No smoke is normal.
Blue smoke indicates faulty or stuck piston rings.
Exhaust Smoke
White or grey smoke indicates stuck piston rings, fuel
cetane too low or engine running too cold.
Heavy black smoke indicates injection nozzles faulty, en-
gine injection system incorrect, fuel octane to low or air
filter element clogged.
Is engine exhaust smoke normal colour?

Start engine and warm to normal operating temperature. YES: Continue to

next check.
Run engine at low idle; Record rpm.
NO: Do slow and
Is engine speed 820 ± 20 rpm (B18-20E) Increase en-
Fast idle Adjustment.
Engine Speed gine speed to high idle. Record rpm.
See Slow And Fast
Is engine speed 680 ± 20 rpm (B30E) Increase engine Idle Adjustment
speed to high idle. Record rpm.
Is engine speed 2240 ± 20 rpm

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OPERATIONAL CHECKS-OUT PROCEDURE

Engine Stop Button Pressed

CHECKS QUESTIONS/TASKS RESULTS

Shutdown Did Turbo Spin Down display whole engine was shutting YES: Check complete.
down?
NO: Go to Menu Dis-
Did engine shut down? play Unit for fault codes
Did CDU shut down?
SCR(Isolate, Spin down)
CDU wont shut down if the door is open

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 SERVICE INFORMATION

ENGINE

Engine Description
OM 906 LA Shown

1. Final Fuel Filter. 9. Turbo Charger.

2. Oil Filter. 10. Camshaft.
3. Engine Exhaust Valve Rocker Arm. 11. Starter Motor.
4. Engine Intake Valve Rocker Arm. 12. Crankshaft.
5. Engine Exhaust Valve Brake. 13. Alternator.
6. Fuel Delivery Nozzle. 14. Flywheel.
7. Electronic Unit Injector (EUI). 15. Oil Pump.
8. Intake Manifold.

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ENGINE

6 Cylinder 6 x-xxx-xxx-xx-xxxxx

Note: The user must read off

Pump Classification the unit pump number on the
unit pump and enter it for the
corresponding cylinder. Only
When each pump is installed in the engine on the enter the number for unit
assembly line at Mercedes Benz ,its classification is pumps being replaced.
registered and stored in the MR electronic system. Press F3 to confirm.
To ensure smooth engine running, the classification
values are taken into account when distributing the The classification is coded as a 14-digit number (C)
fuel quantity (injection timing). on the unit pump model plate. The code is entered
To ensure that smooth engine running continues through the "Replace Unit Pump" menu in DAS.
after unit pumps are replaced or modified for diag-
nostic purposes, the unit pump classification must
be assigned to the cylinder.
An input error may lead to rough engine running
and overloading of individual cylinders.
Then reset the individual cylinder torque control
to "0".
AXOR MR
Replace the Unit Pump

Cylinder Code

1 Cylinder 1 x-xxx-xxx-xx-xxxxx

2 Cylinder 2 x-xxx-xxx-xx-xxxxx

3 Cylinder 3 x-xxx-xxx-xx-xxxxx

4 Cylinder 4 x-xxx-xxx-xx-xxxxx A = MB number

5 Cylinder 5 x-xxx-xxx-xx-xxxxx B = Certification number
C = Unit pump number (classification)

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ENGINE

D = Bar code
E, G, H = Manufacturer information
F = Manufacturer bar code

Electronic Unit Injector Fuel System

The EUI system is designed to precisely control:

• The start of injection.
• An accurate delivery of a calculated amount of 1. Fuel Delivery Nozzle.
fuel.
2. Connector Pipe.
• A sharp end of injection.
3. EUI (Electronic Unit Injector).
The fuel system consists of four sub-systems;
4. Valve.
• Low Pressure Supply System,
5. Solenoid.
• High Pressure System - Unit Injectors,
6. Supply Gallery in Crankcase.
• Fuel Delivery Nozzles,
7. High Pressure Chamber.
• Control System.
8. Pump Plunger.
The electronic unit injector fuel system has these
9. Engine Camshaft.
notable features:
10. Pressure Relief Chamber.
• Precision control of timing and fuel delivery,
11. Return Flow Gallery in Crankcase.
• Field proven reliability,
12. Bleed-Off Chamber.
• Electronic control of each cylinder,
13. Return Fuel.
• One unit injector per cylinder,
14. Low Pressure.
• High injection pressures,
The EUI's (3) ride on individual lobes on the engine
• Low emissions,
camshaft (9). There is one EUI per cylinder. The
• Compact design, EUI's are mounted in the block of the engine under
the intake manifold.
• Eliminates injection pump,
There are passages in the block that route fuel to
• No injection timing adjustment required.
and from the EUI's. The fuel delivery nozzles (1) are
located in the cylinder head and are positioned di-
Fuel Delivery rectly above the pistons.
A connector pipe (2) is used to direct fuel from the
Suction Stage
EUI's to the nozzles. Internal passages in the

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cylinder heads allow excess fuel from the nozzles to During the pre-delivery stage, the pump plunger (8)
be bled off. moves up. As the valve (4) is not yet closed, the fuel
is first forced into the pressure relief chamber (10),
A solenoid (5) controls the fuel metering valve (4).
then into the return gallery (11).
During the suction stage, the pump plunger (8)
Delivery Stage
moves down. As a result of the constant fuel excess
pressure of approximately 600kPa (6 bar) (87 psi) in
the fuel low pressure circuit, the high pressure
chamber (7) of the unit pump is fitted with fuel
through the supply gallery (6).
Pre-Delivery Stage

1. Fuel Delivery Nozzle

2. Connector Pipe
3. EUI (Electronic Unit Injector)
4. Valve
1. Fuel Delivery Nozzle 5. Solenoid
2. Connector Pipe 6. Supply Gallery in Crankcase
3. EUI (Electronic Unit Injector) 7. High Pressure Chamber
4. Valve 8. Pump Plunger
5. Solenoid 9. Engine Camshaft
6. Supply Gallery in Crankcase 10. Pressure Relief Chamber
7. High Pressure Chamber 11. Return Flow Gallery In Case
8. Pump Plunger 12. Bleed-Off Chamber
9. Engine Camshaft 13. Return Fuel
10. Pressure Relief Chamber 14. Low Pressure
11. Return Flow Gallery In Case 15. High Pressure
12. Bleed-Off Chamber As soon as the valve (4) is closed while the pump
13. Return Fuel plunger (8) is moving towards its top dead centre,
the unit pump is in the delivery stroke. Fuel injection
14. Low Pressure into the combustion chamber takes place in the de-
livery stage. During this stage the fuel pressure in

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the high pressure chamber (7) rises to a pressure serves as an expansion chamber for the pressure
approximately 160 000 kPa (1600 bar) (23 206 psi). peaks of the unit pump in the residual stage.
Residual Stage This prevents the pressure ratio of the adjacent unit
pumps being affected through the return flow
gallery.

Cold Start Operation

1. Fuel Delivery Nozzle

1. Glow Plugs
2. Connector Pipe
2. Solenoid
3. EUI (Electronic Unit Injector)
3. Cold Start Jet
4. Valve
The cold start system operates only when the en-
5. Solenoid
gine coolant temperature is below 15° C (59°F).
6. Supply Gallery in Crankcase
When the key switch is tuned to the “ON” the posi-
7. High Pressure Chamber tion, the glow plug (1) begins to heat up and the indi-
8. Pump Plunger cator light on the dash will light up. Light will stay on
and the glow plug will continue to heat up for ap-
9. Engine Camshaft proximately twenty seconds.
10. Pressure Relief Chamber When the key switch is turned to the START posi-
11. Return Flow Gallery In Case tion, the solenoid (2) is energized, allowing fuel to
flow to the cold start jet (3). The fuel from the jet is
12. Bleed-Off Chamber sprayed on the glow plug causing the fuel to atom-
13. Return Fuel ize. The atomized air/fuel mixture is directed to the
cylinders by the incoming air through the intake
14. Low Pressure manifold.
After the valve (4) has opened (end of delivery), The
fuel pressure in the high pressure chamber (7) is
collapsing. SCR
The remaining fuel delivery by the pump plunger (8) Introduction
up to the apex of the camshaft (9), is again forced
into the pressure relief chamber (10) and the return To meet the exhaust gas standards laid down for
flow gallery (11). The pressure relief chamber the future in Stage 3a and Stage 3b, MK 7.2 Euro-
pean machines offer exhaust gas purification on the

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basis of the so-called SCR technology. (Selective SCR – Components

Catalytic Reduction)
This water-based urea solution, AdBlue / DEF,
The AdBlue / DEF Pump Module
breaks down into ammonia (NH3) in the exhaust
The AdBlue / DEF Pump Module is located close to
gas system by means of thermolysis and hydrolysis.
the AdBlue / DEF tank. It is situated behind the die-
The SCR technology makes it possible to reduce sel tank on the inner side of the right hand side-
amounts of nitrogen oxides (NOx) and particles. wheel arch. The task of the pump module is to filter
The engine is designed for optimal combustion and the AdBlue / DEF and to deliver it under pressure to
a low degree of particle emission, with the nitrogen the metering device.
oxides being subsequently reduced by the catalytic
The AdBlue / DEF pump module consists of two
converter outside of the engine.
sections:
A spray-water resistant plastic housing.
SCR System – Function
• The plastic housing contains an electric dia-
The AdBlue / DEF supply unit pumps AdBlue / DEF phragm pump for the AdBlue / DEF. Aluminium
from the tank to the supply unit, the AdBlue / DEF is housing.
filtered and pumped under pressure via heat-able
• The aluminium houses the “bubble storage” (the
supply lines to the metering unit. In the metering
nitrogen filled rubber bladder), with the filling
unit, an electrically controlled metering valve dis-
valve.
penses the exact dose of AdBlue / DEF.
• The AdBlue / DEF filter.
When the SCR system is ready for operation, a con-
tinuous stream of compressed air flows through the • The pump module heating channels
metering device to the nozzle.
• A pneumatically operated switching valve inte-
If AdBlue / DEF is sprayed through the metering grated into the AdBlue / DEF return line.
valve in the metering device, it is carried along by
the stream of compressed air and mixed to form a
fine atomized spray. The atomized spray is injected
into the stream of exhaust gas via a nozzle on the
“exhaust pipe”.
The AdBlue / DEF, which has been injected into the
exhaust gas flow forms ammonia (NH3) and carbon
dioxide (CO2) by a thermolysis and hydrolysis proc-
ess. The ammonia reacts with the undesired nitro-
gen oxides in the SCR catalytic converter and is
converted into nitrogen (N2) and water (H2O). The
AdBlue / DEF cannot be injected until the catalytic
converter and exhaust has reached its operating
temperature.
The software needed to operate and diagnose the
SCR system is integrated into the engine control
unit MR. To defrost AdBlue / DEF after cold starts 1. Pump
and to prevent it from freezing while the vehicle is in 2. Electric Motor
operation, the engine coolant heats the entire AdBl-
ue / DEF circuit. The coolant circulation is controlled 3. Bubble Storage
by the coolant solenoid valve dependant on the 4. Pressure Filter
temperature.
5. AdBlue / DEF Suction Connection
6. AdBlue / DEF Pressure Connection
7. Coolant inlet
8. Coolant Outlet
9. Pneumatically Activated Switching Valve

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10. AdBlue / DEF Return Line Connection to Tank 3. Compressor Air Inlet
11. Control Connection for compressed Air 4. Check Valve
12. Filling Valve for bubble storage 5. Diffuser
13. filling Connection 6. Aerosol Outlet
14. suction filter sieve 7. Calibration Screw
15. Electrical Connection 8. AdBlue / DEF Inlet
16. Cap Ventilation Diaphragm 9. AdBlue / DEF Filter Screen
B128. SCR Compressor Air Pressure Sensor
The Metering device
B129. SCR AdBlue / DEF Pressure Sensor
The metering device is located on the engine. On B130. SCR AdBlue / DEF temperature Sensor
the small ADT it is on the right hand side of the en-
gine just behind the turbo. On the large ADT it is on Y109. SCR AdBlue / DEF Metering Valve
the back side of the engine just in front of the turbo.
The AdBlue / DEF metering device mixes AdBlue / The Pressure Limiting Valve
DEF with compressed air and metres out this aero-
sol into the exhaust gas stream via a nozzle into the The function of the Pressure limiting valve is to sup-
exhaust pipe before the catalyst. ply the metering valve and pump module with com-
pressed air.
The metering device consists of a two-part, hous-
ing. One side of the housing holds the AdBlue / DEF It is located in the battery box and consists of a
components and the other the compressed air pressure reducing valve and air pressure limiting
components. solenoid valve. (Y106) Air pressure received from
the truck main reservoirs and reduced to 5.5bar at a
The metering valve is located internally between the consumption of 25l/min.
two housings. On the AdBlue / DEF side there is a
gauze filter, a pressure and a temperature sensor, a
calibration restricter and an electrically controlled AdBlue / DEF Spray Nozzle
metering valve. On the compressed air side there is
a gauze filter, a check valve, a diffuser and a mixing The AdBlue / DEF spray nozzle is situated in the ex-
zone underneath the diffuser where AdBlue / DEF is haust pipe just after the exhaust brake assembly.
metered out and added to the compressed air. In The AdBlue / DEF spray nozzle is required to dis-
the mixing chamber, in which the mixing zone is lo- tribute the AdBlue / DEF supplied by the metering
cated, the pressure is measured via a compressed device via the feed line as evenly as possible into
air sensor. the exhaust gas flow. The spray nozzle is screwed
onto the exhaust pipe. At the lower end of the spray
nozzle, the aerosol exits via single hole, 1.4mm.

1. Vent Valve
2. Compressor Air Filter

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Frame Module (SCR Controller) Temperature & Humidity Combination

Sensor
This module is located in the battery box.

This combination sensor measures the air tempera-

ture and relative humidity. The measured values are
The SCR control unit reads sensor values from the
registered and processed by the SCR frame module
following SCR components
and then transmitted to the engine control unit (MR).
• AdBlue / DEF tank
• Silencer with catalytic converter Tank Heater Solenoid Valve
• Humidity temperature sensor
The heater solenoid valve (Y107) is located at the
It also controls the outputs to the following rear of the engine cylinder head on the 900 series
and to the right hand side of the engine above the
• Pressure limiting valve MR controller on the 500 series engine.
• Pump module motor
These values are then digitised and sent to the en-
gine control unit (MR) via the CAN. The engine con-
trol (MR) unit carries out the actual calculations
using the actual engine data. Using the data calcu-
lated in the engine control unit, the SCR frame mod-
ule controls the electrical membrane pump in the
AdBlue / DEF supply unit and the compressed air
restriction solenoid valve. For active sensors, the
SCR frame module provides the power at an operat-
ing voltage of 5V.
Diagnosis of the SCR controller and of the con-
nected components is carried out via the engine
control unit, (MR) as is storage of fault codes and
configuration. This will be done the same way as all
the D-Series ADT’s. Fault codes will be shown via If the AdBlue / DEF in the reservoir drops bellow -8°
the CDU which in turn can be cross referenced in C, and the engine coolant temperature is above
the service manual. 65c, the solenoid valve is energized by the MR, al-
lowing engine coolant to heat the reservoir, AdBlue /
The MR also receives ambient temperature via DEF lines and the pump module.
CAN from a temperature sensor located within the
OBW module at the rear of the truck.

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Temperature Sensors for Catalytic The NOx sensor enables the SCR system to moni-
Converter tor correct operation of the catalyst. It is not used as
closed loop control of the system but merely to eval-
There are temperature sensors mounted in the inlet uate. This sensor is installed after the catalyst.
chamber and the outlet chamber of the silencer / in-
tegrated catalytic converter.
AdBlue / DEF Level & Temperature
The temperature sensors signal the actual tempera- Combination Sensor
ture to the SCR controller.
The fuel level sensor is integrated into the AdBlue /
DEF tank from the top.
The task of the fuel level sensor is to measure the fill
level and the temperature of the AdBlue / DEF. The
current AdBlue / DEF temperature is measured by
means of a temperature sensor, which is integrated
into the underside of the fuel level sensor. To pre-
vent the AdBlue / DEF from freezing, the AdBlue /
The incoming messages are digitised and then sent DEF lines, supply unit and tank are heated with
to the engine control unit (MR). If the temperature coolant if necessary.
needed for the catalytic exhaust gas cleaning proc-
ess has been reached (200°C min) on both sensors
the engine control can initiate the injection of the
AdBlue / DEF.

1. AdBlue / DEF Temperature Sensor

B117. Sensor for AdBlue / DEF tank fill Level /
Temperature

AdBlue / DEF Reservoir

1. Electrical Connection The AdBlue / DEF reservoir is situated in a void

within the diesel tank on the right front of the truck.
2. Electrical line
This void is also purged with fresh air using airflow
A113. NOx Sensor with controller Unit.
from the engine cooling fan shroud. This serves to
A113a1. NOx Sensor controller Unit. insulate heat transfer from the diesel to the AdBlue /
DEF as it is desirable to keep the AdBlue / DEF bel-
A113b1. NOx Sensor. low 30°C. The reservoir also contains a heat ex-
changer element which gets supplied with engine
Catalyst Monitoring and Evaluation coolant to defrost the AdBlue / DEF is case of cold
start up as it freezes at -11°C.
Sensor (NOx)
The filler neck has a smaller diameter (19mm) than
The sensor is mounted onto the silencer, after the a conventional diesel tank to prevent being filled
integrated catalytic converter. with diesel. An integrated magnet is also situated in

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the filler neck. Some AdBlue / DEF pump filling noz- • AdBlue / DEF pressure (B129)
zles will only allow flow if this magnet is sensed
• Air pressure(B128)
• Intake air temperature and humidity via SCR
SCR System – Operation controller

Defrosting of AdBlue / DEF Reservoir & • Condition of catalytic converter from NOx sensor
Pump Module through SCR controller
The following outputs are controlled by the MR to
The MR fitted to the engine, monitors the AdBlue / control the SCR function.
DEF reservoir temperature via CAN, from the SCR
control module, which in turn is hard wired to the • AdBlue / DEF pump (M25)
Level/temperature combination sensor on the reser- • Air pressure limiting solenoid valve(Y106) via
voir. If this temperature is bellow -8°C, the AdBlue / SCR controller
DEF will need to be heated before the system will
operate. The MR will monitor the engine tempera- • Tank heater solenoid valve
ture via the engine temp sensor. When the engine • Diffuser heater
temperature reaches 65°C, the MR will energize the
Heater solenoid valve (Y107). • SCR metering valve (Y109)

NOTE: Solenoid will not be energized if AdBlue / NOTE: Before any metering of AdBlue / DEF can
DEF is above -8°C take place, the catalytic converter needs to at-
tain a temperature of at least 200°C.
When the solenoid is energized, it opens and allows
warm reticulating engine coolant to flow through the When all parameters are met, the pressure limiting
valve to the SCR pump module. The coolant moves valve (Y106) is energized. Reduced air pressure
through the heating channels, warming the pump (5.5bar) is then allowed to branch out to the pump
module. From the pump module, the coolant flows module and metering valve.
through the heating channels in the AdBlue / DEF
At the pump module, the air pressure acts as a pilot
reservoir and then back to the engine.
supply on the switching valve (2), closing off the
NOTE: All external AdBlue / DEF hoses are AdBlue / DEF return line to tank. At the metering
strapped to the coolant hoses for heating pur- unit, air enters through a filter screen (10), through
poses. The AdBlue / DEF hoses do however al- check valve (9). The check valve prevents AdBlue /
low for expansion in case of freezing. DEF or exhaust gasses from entering the pneumatic
system when not in operation. Air is then heated by
As soon as the AdBlue / DEF temperature is greater the diffuser heater (R28) to prevent it freezing when
than -8°C, the solenoid valve (Y107) will de-ener- accelerated through the diffuser (Venturi effect). The
gize, closing the valve, preventing any further heat- air pressure is then sensed by a temperature sensor
ing from taking place. (B128) as it exits the metering unit to the injection
NOTE: For the SCR system to operate, all sys- nozzle.
tem components need to be in good order. Mal- This will be the case whether AdBlue / DEF is being
function of any component will generate a DTC metered or not, preventing a build up of AdBlue /
and shut down the SCR function. The MR will DEF/exhaust deposits in the metering unit, nozzle
however not derate the engine, but change to and the line between.
secondary control map in the event of any
failures. When the MR energizes the pump, based on sen-
sor values and operator inputs, AdBlue / DEF is
The following inputs are required by the MR to con- drawn from the reservoir, through the intake filter
trol the SCR function. and into the pump.
• Ambient air temperature via the OBW module Because of the return line being closed, AdBlue /
• Operator input via the ADM DEF is pumped through the outlet filter, to the meter-
ing valve. The pump brings the AdBlue / DEF up to
• Engine temperature an operating pressure of 6bar. AdBlue / DEF pres-
• AdBlue / DEF level via the SCR controller sure also acts on the pressure reservoir (4) in the
pump module. The reservoir compensates for pres-
• AdBlue / DEF temperature (B130) sure fluctuations and reduces the cut in frequency
of the pump.

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AdBlue / DEF now enters the metering valve With no air pressure acting on the pneumatic
through filter screen (8) to the SCR metering valve switching valve (2), it opens and allows pressurized
(Y109). AdBlue / DEF pressure (B129) and temper- AdBlue / DEF to drain to tank. The system will then
ature (B130) are also sensed. remain in this state until no pressure (atmospheric)
is sensed at the AdBlue / DEF pressure sensor
As required, the MR will proportionally control the
(B129) in the metering valve.
metering valve (Y109), metering the flow of AdBlue /
DEF into the air flow. This atomizes the mixture The pressure limiting valve (Y106) and metering
which is then carried to the injection nozzle. valve (Y109) will then both be energized again. This
will cause the switching valve (2) to close again. Air
will flow through the metering unit to the injection
SCR System Purging nozzle. Because the metering valve (Y109) is open,
and a restriction is caused by the injection nozzle,
To prevent any damage due to expansion when air pressure will enter the metering unit, pressurizing
freezing, the metering unit and pump module need the AdBlue / DEF circuit. This will continue until the
to relieved of pressure and purged from AdBlue / same pressures are sensed at pressure sensors
DEF after the engine has shut down. B129 and B128.
The purging procedure is preset in the MR and will The pressure limiting valve (Y106) and metering
continue for duration of 255sec after the engine has valve (Y109) are then again de-energized, causing
stopped. It is therefore important not to turn off the the switching valve to open again, relieving the com-
battery isolator until purging is complete. A count- pressed air/AdBlue / DEF to the reservoir.
down in also displayed on the CDU for this function.
The reverse siren will also sound once after the Once the system senses no pressure at the AdBlue
purging process is complete / DEF pressure sensor (B129), the two solenoids
will be energized again.
NOTE: Isolating during the purging period will
log a DTC This will continue repetitively for the full duration of
the 255sec countdown to ensure all AdBlue / DEF is
When the engine has stopped, the pressure limiting purged from the system
valve (Y106), metering valve (Y109) and pump mo-
tor (M25)will be de-energized.
Diagnose Engine Malfunctions

Symptom Problem Solution

Starter motor turns engine too Batteries under charged Recharge or replace batteries.
slowly
Poor engine ground Repair, clean or secure
connection. connections.
Loose or dirty battery terminals. Clean and tighten battery
terminals.
Worn starter motor.
Perform starter load test.
Hydraulic Cut Off Solenoid
Valve. Go to “Hydraulic System Mani-
fold Operation (Top View)”.

Hard starting when cold Defective cold start aid. See “Cold Start Operation”.
Incorrect valve clearance. Adjust valve clearance.
Compression too low. Test compression.

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

Engine stops soon after Insufficient fuel in fuel tank. Fill tank and bleed system.
starting
Air in fuel system. Bleed system, check and repair
air entry.
Blocked fuel filters.
Replace fuel filters.
Low fuel pump pressure.
Test fuel pump pressure.
Electronic Unit Injector.
Check fault codes.

Engine misfires Incorrect valve clearance. Adjust valve clearance.

Compression too low. Test compression.
Low fuel pump pressure. Test fuel pump pressure.

Low engine oil pressure Failed pressure gauge / Test or replace.

sensor.
Change oil.
Incorrect grade of oil.
Test oil pump pressure.
Low pump output.
Do Oil Pump Pressure Test..
Pressure relief valve stuck. En-
Install new pressure relief
gine bearings worn.
valve.
Remove, inspect and repair.

Abnormal oil consumption Crankcase breather or line Inspect and repair.

blocked.
Replace valve stem seals.
Valve stem seals worn.
Replace valve guides.
Valve guides worn.
Test compression.
Piston rings worn; cylinders
scored.

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

speed. mountings.
Balance or replace.
Drive shaft out off balance.

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Black smoke from exhaust Inlet system restricted. Service and repair inlet system.
Incorrect grade of fuel. Reset valve clearance. Re-
place fuel delivery nozzles.
Worn fuel delivery nozzles.

White smoke from exhaust. Engine running too cold. Check that thermostats are not
stuck open.
Worn fuel delivery nozzles.
Replace fuel delivery nozzles.
Pistons, rings or liners scored.
Test compression.
Coolant entering cylinder
bores. Cold start solenoid Check cylinder head gasket.
defective.
Replace cylinder head gasket.
Test solenoid.
See “Cold Start Circuit”.

Adjustments NOTE: All valves can be adjusted in two crank-

shaft positions.
Valve Clearance Adjustment Rocker arms and push rods for number one cylinder
should be loose. If not, rotate engine 360°. Engine
must be at TDC on the compression stroke for num-
ber one cylinder.
NOTE: When adjusting valve clearance, the bolt
on the valve bridge should on no account be
To prevent accidental starting of the engine while per-
loosened.
forming valve adjustments
Always turn battery disconnect switch to “OFF”
Measure the valve clearance between the rocker
arm and the valve bridge with a feeler gauge.
NOTE: Check and adjust valve clearance only
when engine is COLD. Rocker arms and push rods for number one cylinder
should be loose. If not, rotate engine 360°. Engine
Remove rocker arm cover. must be at TDC on the compression stroke for num-
ber one cylinder.
Install cranking device DC280088.
NOTE: When adjusting valve clearance, the bolt
on the valve bridge should on no account be
loosened.
Measure the valve clearance between the rocker
arm and the valve bridge with a feeler gauge.

There are 37 slots (1) machined in the flywheel.

One slot has a dimple in it. This is the TDC timing
mark. Turn engine in the direction of rotation until
TDC timing mark (2) on flywheel lines up in centre
of the window in timing case.

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Exhaust Brake Adjustment

With engine off, check the clearance between the

control arm (1) and the stop (2). In the brake valve
“OFF” position, the control arm should be resting on
the stop.
With number one cylinder on TDC, Check the valve
clearance on cylinder one - intake and exhaust, cyl- Disconnect the air line (3) from the cylinder. Con-
inder two - intake, cylinder three - exhaust, cylinder nect a regulated air supply line to the cylinder. Reg-
four - intake and cylinder five - exhaust. ulate air pressure so pressure is approximately 740
- 810 kPa (7.4 - 8.1 bar) (107 - 117 psi).
Crank engine until cylinder six is on TDC (cylinder
one valve overlap):
Check valve clearance on cylinder two - exhaust,
cylinder three - intake, cylinder four - exhaust, cylin-
der five - intake and cylinder six - intake and
exhaust.
Intake Valve Clearance . . . 0.40 mm (0.016in.) Ex-
haust Valve Clearance . . 0.60 mm (0.024in.) Lock-
nut tightening torque . . . . 50Nm (37 lb-ft)
To adjust clearance: Loosen locknut (2) and turn ad-
justing screw (1) in or out depending on gap to big
or small.
Check control arm (1) to stop (2) clearance. The
Tighten locknut to specification while holding adjust- control arm must not rest on the stop. There must
ing screw in position. be slight clearance between the control arm and
stop to ensure that exhaust brake is fully closed.
Adjust valves in same order used for checking.
If adjustment is needed, loosen locknut (3), remove
Check clearance again after tightening locknut. clip (4) and disconnect cylinder from control arm.
Turn rod end (5) for adjustment.

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Tests
Cylinder Compression Test

NOTE:
1. Compression pressures are affected by the cranking speed of the engine. Before beginning the
test, ensure that the batteries are fully charged and the starter motor is in a good working
condition.
2. Repeat procedure for all cylinders.
Disconnect fuel delivery line and blank line off.

Install compression tester adapter (1) into cylinder Crank engine approximately ten seconds. Record
head. readings and compare to specification.
Install hold down clamp (2) using an M10 x 1.5 x 70 Engine Compression 2800 kPa (28 bar) (406 psi)
mm long cap screw (3). Pressure
Permissible Difference Be- 400 kPa (4 bar) (58psi)
Install compression tester to adapter. tween Cylinders

Engine must not be started with fuel line from EUI

disconnected.

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Fuel Pump Pressure Test

Specification

Pressure At Slow Idle >430 kPa (4.3 bar) (62 psi).

Pressure At Fast Idle 400 - 650kPa (4 - 6.5 bar) (58 -94 psi)

Essential Tools
Parker No 34982-16-6: Banjo Union

Parker No 0502-12-12: 1 1/16 - 12M x ¾ - 14NPT F Adapter

Parker No ¾ x ½ PTR: ¾ - 14 NPT M x ½ - 14 NPT F Pipe Thread Reducer

Parker No ½ x 3/8 PTR: ½ - 14 NPT M x 3/8 - 18 NPT F Pipe Thread Reducer

Parker No 30182-6-6: 3/8 - 18 NPT M x 3/8 Barb Fitting

Service Equipment And Tools

Digital Hydraulic Tester.

0.5 to 15 GPM Lt. Flow Meter.

NOTE: 904 engine shown. Install ring piece (5), pressure gauge (6) and meas-
uring hose (7) on adapter piece (4).
Remove cover (1).
Connect wiring harness connector plug to tempera-
Unplug wiring harness connector (2) from tempera-
ture sensor and attach on engine.
ture sensor (3).
Start engine and compare to specification.
Remove temperature sensor (3).
If out of specification, repair
Install adapter piece (4) with seal ring on crankcase.

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Oil Pump Pressure Test Remove plug on main oil supply channel (1).

Specification

Engine Oil 50kPa (0.5 bar) (7.3psi)

Pressure at
Slow Idle
Engine Oil 250 kPa (2.5 bar) (36.3psi)
Pressure at
Fast Idle

Essential Tools

Parker No 8M16F80MX: M 16 x 1.5 M x ¾ - 16 M 37°

Adapter.

Parker No ¾ - 16 M 37° x ¾ - 16 F 37° Sw 90° Elbow

Install adapter (1) and connect gauges (2) to fittings.
Parker No 7/16 - 20 M 37° x ¾ - 16 F 37° Reducer
To achieve an accurate oil pressure reading, warm
engine to 105° C (220° F).
Service Equipment And Tools
Run engine at slow idle. Compare reading to specifi-
413 kPa (4.1 bar) (60psi) Gauge. cation. Run engine at fast idle.
Compare reading to specification.
When installing plug ensure that there is no oil leaks
and that the plug is screwed in tight.

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ENGINE

Engine Schematic
Engine Schematic B18E/B20E

Included in next revision of manual — Pin 1.2

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ENGINE

Engine Schematic B25E/B30E

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ELECTRICAL SYSTEMS

SCR Electrical Schematic

Remote Isolator Option.

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ELECTRICAL SYSTEMS

Can Bus Electrical Schematic

Remote Isolator Option.

CDU Colour Display Unit ADM3 Adaptation Module

CCU Chassis Control unit TCU Transmission Control unit

OEU Output Expansion unit SSM Sealed Switch Module

MMU Memory Module unit SDC Sealed Display Controller

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ELECTRICAL SYSTEMS

Control Units
CAN Circuit Test

3 CAN Hi Wire Voltage Check

Turn key switch ON. Using a multimeter, measure

Controller Area Network (CAN) the voltage from pin C (CAN Hi) to pin A (ground) of
Diagnostic Diagnostic connector.

1 System Check Is voltage between 2.50—3.50 volts?

YES: Perform CAN Lo Wire Voltage Check.
Turn key switch ON. Establish machine connection
using Diagnostic menu. Open Can Bus Diagnostics NO: System voltage is measured. A short to power
and the Controller CAN Bus status exists on the CAN Hi wire. Check CAN Hi voltage at
one controller at a time to locate short circuit. Refer-
Do all controllers show up as connected ence the System Functional Schematic, Wiring Dia-
YES: Go to CAN Termination Resistor Check. gram and Component Location Master Legend to
locate wires. Repair or replace harness as
NO: Not all controllers show up. Check fuses for the necessary.
missing controller(s). See Fuse and Relay Specifi-
cations for fuse information. If OK, Perform Control- NO: Zero volts are measured. Perform CAN Hi Wire
ler Check for missing controller. Circuit Check.
NO: Voltage is out of range but greater than 0 and
2 CAN Termination Resistor Check less than system voltage. Remove one controller at
a time and recheck voltage. When voltage is in
Turn key switch OFF. Remove and measure the re- range, check harness of disconnected controller for
sistance of each termination resistors. short circuits. Repair or replace harness as neces-
sary.
Is the resistance of each resistor between 120
ohm?
4 CAN Lo Wire Voltage Check
YES: Install resistors and perform CAN Hi Wire Volt-
age Check. Using a multimeter, measure voltage from pin D
NO: Replace resistor. Install new resistor and per- (CAN Lo) to pin A (ground) of Diagnostic connector .
form CAN Hi Wire Voltage Check. Is voltage between 1.50—2.50 volts?
YES: Perform CAN Hi Wire Circuit Check.

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NO: System voltage is measured. A short to power YES: A short-to-ground exists on the CAN Lo wire.
exists on the CAN Lo wire. Check CAN Lo voltage Check CAN Lo voltage at one controller at a time to
at one controller at a time to locate the short circuit. locate the trunk of the harness where the short is lo-
Reference the System Functional Schematic, Wir- cated. Reference the System Functional Schematic,
ing Diagram and Component Location Master Wiring Diagram and Component Location Master
Legend to locate wires. Repair or replace harness Legend to locate wires. Repair or replace harness
as neces- sary. as necessary.
NO: Zero volts are measured. Perform CAN Lo Wire NO: An open circuit exists on the CAN Lo wire.
Circuit Check. Reference the System Functional Schematic, Wir-
ing Diagram and Component Location Master
NO: Voltage is out of range but greater than 0 and Legend to locate wires. Repair or replace harness
less than system voltage. Remove one controller at as necessary.
a time and recheck voltage. When voltage is in
range, check harness of disconnected controller for
short circuits. Reference the System Functional 7 Controller Check
Schematic, Wiring Diagram and Component Loca-
tion Master Legend to locate wires. Repair or re- Turn key switch OFF. Locate controller. Using the
place harness as necessary. System Functional Schematic, Wiring Diagram and
Component Location Master Legend locate the
CAN wires and disconnect the appropriate connec-
5 CAN Hi Wire Voltage Check tor. Us- ing a multimeter, measure resistance be-
tween the CAN Hi and CAN Lo wires
Using a multimeter, measure continuity between pin
C (CAN Hi) and pin A (ground) of SERVICE ADVI- Is resistance between 55—65 ohms?
SOR™ connector (3).
YES: Connect controller. Repeat Controller Check
Is continuity measured? for all other controllers.
YES: A short-to-ground exists on the CAN Hi wire. NO: An open or short circuit exists in one of the
Check CAN Hi voltage at one controller at a time to CAN wires. Work from the controller back to the
locate the short circuit. Reference the System Func- main har- ness checking the CAN Hi and Lo wires
tional Schematic, Wiring Diagram and Component for open and short circuit
Location Master Legend) to locate wires. Repair or
replace harness as necessary.
8 Total resistance check
NO: An open circuit exists on the CAN Hi wire.
Reference the System Functional Schematic, Wir- Check that the total resistance between pin C and D
ing Diagram and Component Location Master on the diagnostic plug with the machine off and the
Legend to locate wires. Repair or replace harness MMU unplugged
as necessary.
The total resistance should be 60 ohms

6 CAN Lo Wire Circuit Check

Using a multimeter, measure continuity between pin

D (CAN Lo) and pin A (ground) of Diagnostic con-
nector. Is continuity measured?

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ELECTRICAL SYSTEMS

Electrical Schematics

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ELECTRICAL SYSTEMS

Electrical Schematic Symbols

Electrical Schematics

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ELECTRICAL SYSTEMS

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ELECTRICAL SYSTEMS

Battery & Isolator Switch Electrical

Schematic

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ELECTRICAL SYSTEMS

Electrical Schematic — Remote Isolator

Option

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ELECTRICAL SYSTEMS

Electrical Schematic Start & Charge

Circuit

Ign Sol, Starter & Alternator.

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ELECTRICAL SYSTEMS

Electrical Schematic Battery Power

Fuses 8 - 19

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ELECTRICAL SYSTEMS

Electrical Schematic Ignition Power

Fuses 22 - 28

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ELECTRICAL SYSTEMS

Electrical Schematic Ignition Power

Fuses 29 - 40

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ELECTRICAL SYSTEMS

Electrical Schematic Ignition Power

Fuses 43 - 48 & Controller Ground.

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ELECTRICAL SYSTEMS

Electrical Schematic — Sensor Power &

Sensor Ground

Sensor Power & Sensor Ground.

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ELECTRICAL SYSTEMS

Electrical Schematic Power Circuit

12V DC to DC Converter.

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ELECTRICAL SYSTEMS

Electrical Schematic — CAN Circuit

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ELECTRICAL SYSTEMS

Electrical Schematic — Memory Module

USB, Fuse 3, Iridium & GPS/ GSM Antennas

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ELECTRICAL SYSTEMS

Electrical Schematic Driveline

Engine : ADM3, ACCP, R1 & R2

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ELECTRICAL SYSTEMS

Electrical Schematic Driveline

Engine Cold Start

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ELECTRICAL SYSTEMS

Electrical Schematic Driveline

MR, Engine Fan, Drop Box Resistor & Speed

Sensor

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ELECTRICAL SYSTEMS

Electrical Schematic Driveline

Engine Air Intake & IDL Press SW, IDL & Purge Sol

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ELECTRICAL SYSTEMS

Electrical Schematic Driveline

Fuel Sender, Heater & Filter Press SW, Coolant

Level

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ELECTRICAL SYSTEMS

Electrical Schematic — Transmission

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ELECTRICAL SYSTEMS

Electrical Schematic — SCR System

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ELECTRICAL SYSTEMS

Electrical Schematic — Hydraulic

System

Hyd Filter & High Press Filter, Hyd Tank Temp Sen-
sor, Hyd Press.

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ELECTRICAL SYSTEMS

Electrical Schematic — Hydraulic &

Pneumatic Pressure Sensor & Air

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ELECTRICAL SYSTEMS

Electrical Schematic — Brake Pressure

& Brake Charge

Brake Pressure 1 & 2, Brake Charge Cut & WDB

Temp Sender.

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ELECTRICAL SYSTEMS

Electrical Schematic — Park Brake, EB

& EVB Solenoid

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ELECTRICAL SYSTEMS

Electrical Schematic — Automatic

Greasing

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ELECTRICAL SYSTEMS

Electrical Schematic — Artic & Steering

Wheel Angle Sensor

Artic Sensor, Steering Wheel Angle Sensor.

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ELECTRICAL SYSTEMS

Electrical Schematic — Bin Position, Bin

Up & Down Solenoid

Bin Position Sensor, Bin Up & Down Solenoid.

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ELECTRICAL SYSTEMS

Electrical Schematic — Suspension

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ELECTRICAL SYSTEMS

Electrical Schematic — Active Strain

Gauge

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ELECTRICAL SYSTEMS

Electrical Schematic — Headlights

Brights & Dips

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ELECTRICAL SYSTEMS

Electrical Schematic — Park & Brake

Lights

Parklights, Brake / Parklights & Number Plate

Lights.

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ELECTRICAL SYSTEMS

Electrical Schematic — Front, Side &

Rear Indicators

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ELECTRICAL SYSTEMS

Electrical Schematic — Reverse, Artic &

Worklights

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ELECTRICAL SYSTEMS

Electrical Schematic — Interior Light &

Bin Side Lights

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ELECTRICAL SYSTEMS

Electrical Schematic — Colour Display

Unit Circuit

Colour Display Unit, Sealed Display Controller &

Reverse Camera.

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ELECTRICAL SYSTEMS

Electrical Schematic — SSM

Sealed Switch Module, Steering Column Switch, Air

Heater, Fuel Filter & Coolant Level Circuit.

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ELECTRICAL SYSTEMS

Electrical Schematic — Kill Switch

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ELECTRICAL SYSTEMS

Electrical Schematic — Back Up Alarm,

Electric Horn & Cab Buzzer

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ELECTRICAL SYSTEMS

Electrical Schematic — Electrical Seat,

Occupancy & Belt Switch

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ELECTRICAL SYSTEMS

Electrical Schematic — Wiper Motor &

Washer Bottle

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ELECTRICAL SYSTEMS

Electrical Schematic — Aircon Unit

Aircon Unit : Actuators & Aircon Cab Blower.

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ELECTRICAL SYSTEMS

Electrical Schematic — Aircon Unit

Aircon Unit : Blower, Temp., Pressure SW & Clutch

Solenoid.

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ELECTRICAL SYSTEMS

Electrical Schematic — Radio, Speakers

& 2 way Radio

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ELECTRICAL SYSTEMS

Electrical Schematic — Electric Mirrors

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ELECTRICAL SYSTEMS

Electrical Schematic — Diagnostic

Connector

Diagnostic Connector & Generic Special Spare.

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ELECTRICAL SYSTEMS

Electrical Schematic — Scraper Iqan

Interface

Scraper : Iqan Interface.

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Electrical Schematic — Connectors

Page 1 of 4

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Electrical Schematic — Connectors

Page 2 of 4

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ELECTRICAL SYSTEMS

Electrical Schematic — Connectors

Page 3 of 4

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Electrical Schematic — Connectors

Page 4 of 4

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ELECTRICAL SYSTEMS

Earth Connections

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ELECTRICAL SYSTEMS

Fuse and Relay Layout

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ELECTRICAL SYSTEMS

SSM Inputs and Outputs

1 Ignition On / Engine Start Button 13 Transmission Retarder/ Speed Control button

2 Ignition Off / Engine Start 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

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ELECTRICAL SYSTEMS

SSM Inputs and Outputs

NO Function Associated output Comment

Ignition On/ Engine Start

1 SSM-1 First press, the SSM will supply power the ignition solenoid
button

To start you may need to enter a security code. Then press the button
MR-ECU again and the SSM will send a CAN request for the engine to be
started. Then engine will crank automatically. The automatic crank
MR-12 will turn off after 15 sec if the engine does not start. If button is held
down for more than 2 second and more, then engine will crank for the
duration that you hold the button down. If the button is held for a sec-
ond, then the engine will crank automatically.

2 Ignition off/engine stop If button is pressed while ignition is on, then machine will shut down.
The SSM cuts power supply to ignition solenoid.

If this button is pressed once while engine is running, then the ma-
chine will go into shutdown mode. This includes placing the transmis-
sion in neutral, applying the park brake and going into turbo-spin
mode. If you press and hold this button, then the turbo-spin down
mode will be overridden 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.

3 Hazards OEU J3-B2 and J3C2 When the machine is off, the SSM will give an 24V output to the CCU
to request hazards.

OEU J3-B2 and J3C2 When machine is on/engine is running, then the SSM will give an 24V
and 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
4 Park Brake CCU J3 — F1 running, the LED on the SSM will switch off but the light on the CDU
remains on, apply gear and apply accelerator and the park brake will
deactivate. 2) Alternatively, while engine is running, select a gear and
then press the park brake button.

The 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.

Select drive and machine will forward. If you press and hold the drive
button, the transmission will shift to first gear in manual mode. In this
mode this button can then be used to shift up. If you press the button
6 Drive TCU for a sec then the transmission will go into auto mode. If it is pressed
while the machine is reversing and is traveling less than 5km/h, the
machine will slow down and then shift to forward drive and proceed
forward as per request.

If pressed and the transmission output is less than 275rpm, then the
park brake will automatically apply. If neutral is requested and the ma-
7 Neutral TCU chine is at speed, then the machine will slow down by taking away
the accelerator, applying the retarder, change gears down and when
the transmission output is less than 275rpm, the park brake will auto-
matically apply.

Select reverse and machine will reverse. If the truck is moving for-
8 Reverse TCU ward at speeds more than 5km/h then the machine will change down
1 gear. If the truck is traveling less than 5km/h, then the machine will
slow down and apply reverse

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SSM Inputs and Outputs

NO Function Associated output Comment

Differential lock stage 1 When pressed for less than 0,5 seconds, inter axle diff lock will be ap-
9 (IDL) CCU J2-B4
plied. This will remain on until driver switches it off.

Large trucks only. When pressed for longer than 0,5 seconds, both
Stage 2 (CTD) CCU J2-F4 inter axle and diff lock will be applied. Diff lock will be automatically
deactivated after 30 seconds.

To lift the bin, press and hold button unless drive line assist is active
10 Bin Up CCU J3-A4 then once pressed the button will latch and bin will lift to set
maximum.

Pressed once, the button will latch and the bin will lower to rest posi-
11 Bin Down CCU J3-D4 tion. If pressed while bin is coming down, then bin will stop at that
position.

CCU J3-A3 and J3-F1

Machine must come to a complete stop first, then when active and
/
the bin up button is pressed, then the bin up button will latch, the truck
12 I-Tip Drive line assist will automatically select neutral, apply the park brake and take the
TCU
machine to the correct engine rev rate while it lifts the bin to maximum
ADM/PLD selected setting.

Normally, soft stop will be active. In this mode, when the lever is re-
leased 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. To
Hard stops CCU J3-A3 activate hard stops, the SSM is used. Once hard stops are active, the
bin will stop suddenly if requested. This is achieved by cutting the cur-
rent 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.

This function is only active if it is first enabled via the CDU ( service
mode). Then press and hold button so all three LED light are on. This
CCU J3-A3 will allow the machine to drive and select to a maximum 4 th gear
Load spreading
while the bin is been lifted. The machine will move at a controlled
TCU speed which is pre determined by the spread rate setting on the
CDU. This will then allow the even spreading of the load as the ma-
chine moves forward.

13 Transmission retarder TCU Depending on how many LED lights are on, the TCU will apply the re-
tarder accordingly

Speed control Press and hold any of the 2 retarder buttons and speed 1 or speed 2
TCU to CCU to ADM
are activated and can be adjusted.

Wiper and washer Press and hold and the window washer and the slow wiper speed are
14 OEU J1-C3/C4 and
control activated simultaneously. The wiper will give an extra wipe after the
OEU J2-F4 washer has stopped.

Intermittent Press SSM twice and the intermittent wiper is active continuously.
CCU J3- C3/C4 Timing can be set on the CDU.

Low speed Press 3 times and low speed is active continuously.

OEU J1-C3/C4

High speed Press 4 times and low speed is active continuously.

OEU J2-D4

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SSM Inputs and Outputs

NO Function Associated output Comment

15 Work lights Function must be enabled. Press SSM once and the work lights if fit-
CCU J1-H1 and J1H2
ted, will be activated

16 Head light / Park lights Press SSM once and park lights are activated.
OEU J2-GS

Dips Press SSM twice with 24V input on OEU J1-E2

OEU J1- A3&A4

Brights Press SSM twice with 24V input on OEU J1-E1

OEU J1- B3&B4

17 Electric mirror defrost CCU J3-D2 Press SSM once and mirror heating are activated.

18 Beacon light Press SSM once and rotating beacon is activated.

CCU J3-D1

19 Climate control Increment/decrement of temperature by pressing either of the two

OEU J2-F4
buttons

20 Air direction OEU J3-E2 and J3 When SSM pressed, ventilation direction will be cycled through the
-D2 different outlets

21 Air conditioner Fan speed must be active then when this button is pressed, the CCU
CCU J3 – E3
will power the air con compressor

22 Air recirculation OEU J3–A1 This button will cycle the air circulation flap open or closed

23 Blower speed 1 Press SSM once and fan speed 1 is activated.

OEU J1- H1/H2

Blower speed 2 Press SSM once and fan speed 2 is activated.

OEU J1- H1/H2

Blower speed 3 Press SSM once and fan speed 3 is activated.

OEU J1- H1/H2

Blower speed 4 Press SSM once and fan speed 4 is activated.

OEU J1- H1/H2

CCU Inputs and Outputs

Associated
Function Output Range Functional Description
Inputs

The artic lights are operated during reverse. Al-

so, if the headlights are used within 5 minutes
of switching ignition off, then the artic lights are
Artic Light 24V TCU CAN Bus message to also switched on as ignition is switched off.
J3-A1
OUTPUT CCU They will remain on for 2 minutes. However, if
ignition is switched on within those 2 minutes,
then the artic lights are switched off.

24V INPUT on CCU J2 -A4 If service brake input status is ON, or if any of
24V or ADM and TCU CAN re- the retarders actual torque values ≥ 10%, then
Brake Light J3-B4
OUTPUT quest when truck is this output must be ON , otherwise this output
retarding must be OFF

Reverse Lights and 24V If selected gear is reverse, then output is ON,
J1-A3/A4 TCU CAN Message to CCU
back-up alarm OUTPUT otherwise output OFF

24V If the SSM work light LED status is ON and the

Work Lights J1-H1/H2 Press once on SSM Work light option is enabled, then the output is
OUTPUT
ON, otherwise the output is OFF.

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ELECTRICAL SYSTEMS

Associated
Function Output Range Functional Description
Inputs

If the SSM Flashing Beacon Light LED status is

Flashing Beacon 24V
J3-D1 ON, and the Flashing Beacon option is enabled,
Light OUTPUT Press once on SSM
then the output is ON, otherwise the output is
OFF.
If this option is selected then the beacon light
Seat belt status 24V will flash if the seat belt if not on. If the belt is re-
beacon light J3-B1 moved while the machine is moving then the
OUTPUT
machine will go on limb home mode.

Press once on SSM and bin

J3-A3 24V will lift and stop. Press and
Bin Up Solenoid
OUTPUT hold then bin will lift
J3-D3 Return continuously

Press once on SSM and the

J3-D4 bin will lower to bottom stop.
Bin Down Solenoid 24V PWM
It can be interrupted by an-
J3-C4 Return other press.

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
OPEN/
Seat belt Switch CCU2J1 - E1 CDU. If the 3 point harness is used then the
GROUND CCU will monitor the seatbelt switch. If the 4
point Harness is used then the CCU will use the
seat occupancy status input.

Park brake pressure OPEN/ This input is de-activated by the air pressure
CCU2J1 - D2
switch GROUND from park brake Pressure solenoid

OPEN/ This input is activated by the air pressure from

IDL pressure switch ICON on CDU GROUND CCU INPUT J2 - F2
IDL Pressure solenoid

If the Horn input is ON, then the output must be

ON. Auto Horn (enabled) Then the following will
happen: When operator presses the start button
or cranks using the ignition key, the horn will
sound twice before the engine start message is
Horn J1: D3-D4 24 V J1-F2
sent to the controller. 2) When the operator
presses the drive button, the horn will sound
once and when the operator presses reverse,
the horn will sound twice as the reverse mes-
sage is sent to the transmission.

1.) System Air Pressure > 5.5 Bar

2.) Crank signal may not be active

3.) Engine speed > 50 rpm or Vehicle speed > 1

km/h

4.) Ignition power must be present

Park Brake
J3-F1 24 V Press once on SSM 5.) Truck must be in gear(not on Hitachi)
Solenoid
6.) If the park brake was activated through a
safety / production feature then the CDU will
display park brake symbol but the switch will
not be illuminated. In this case the park brake
will be automatically released when drive or re-
verse is selected and the accelerator is de-
pressed (no need to cycle the switch)

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ELECTRICAL SYSTEMS

Associated
Function Output Range Functional Description
Inputs

For large trucks, if the engine speed exceeds

2270 RPM, turn this output ON until the output
drops below 2100 RPM, then switch the output
24 V OUT- OFF.For small trucks, if the engine speed ex-
The TCU and PLD-ADM to
Over speed Control J3-E1 PUT to over- ceeds 2800 RPM, turn this output ON until the
speed relay CCU
output drops below 2600 RPM, then switch the
output OFF.If the output is ON, simultaneously
send TSC1 to address 16, with a retardation tor-
que request of 100%

For output state change OFF to ON to occur,

the accelerator pedal must less than 10% and
IDL Solenoid J2-B4 24 V Press once on SSM the SSM IDL LED status must be ON, the out-
put shaft speed must be less than 60 RPM. Tak-
en from the drop box speed sensor

The auto IDL will engage when there is a differ-

Auto IDL J2-B4 24 V ence between the output shaft speed and the
drop box speed sensor

10 minutes after engine speed > 400 RPM,

Pneumatic Blow off
J2-E4 24 V CCU Timer switch this output on for 500ms, and then switch
Solenoid
OFF

The CCU output will split and supply both mirror

demisters. If the SSM Mirror Heating LED sta-
Mirror Heating J3-D2 24 V Press once on SSM tus is ON and the Mirror Heating option is en-
abled, then the output is ON, otherwise the
output is OFF.

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ELECTRICAL SYSTEMS

Associated
Function Output Range Functional Description
Inputs

If the Start Signal Input is TRUE switch the out-

put 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 out put will remain 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 ei-
ther of these pressures is below 120 Bar, then
the accelerator pedal is killed, park brake ap-
plied 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 vehicle as per normal
with an audible warning of low brake pressure.
The brakes will be charged until the upper
charge limit is exceeded (210 Bar for the B20E
Brake charge cut
J3-E2 24 V CCU and 190 bar for other E Series models). The
Solenoid
brake pressure is constantly monitored until ei-
ther circuit pressure drops below a minimum
threshold (165 Bar for the B20E and 150 Bar for
other E Series models). When this threshold is
crossed, the brakes are again charged to the
upper threshold and this process is repeated in-
definitely. However, if the charge time for the
brakes exceeds 2 minutes (indicating a problem
on the system because the upper limit cannot
be reached), then the truck is again stopped,
park brake applied and transmission placed in
neutral. A warning is generated indicating that
the brake charge system is not working prop-
erly. 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 actually a loose connector that was
replaced)

CDU Wake-up This is an output signal to the CDU that the igni-
signal J3-A4 24V CCU
tion is on.

Hydraulic Return Filter This is a NC switch, If the filter is blocked then

Hydraulic Return Fil- Pressure Switch the pressure will increase in the filter and that
ter Warning OPEN 24V will open the switch, cutting the signal to the
CCU2J2 - C1 CCU, this will trigger a warning light on the CDU

OEU Inputs and Outputs

Associated
Function Output Range Functional Description
Inputs

1 press= first speed

2 press= second speed

Aircon Blower Fan J1- H1/H2 24V PWM SSM
3 press= third speed

4 press= forth speed ( 3LED flashing)

If the feet / mid / de-mist button is pressed on

Feet Actuator J3-E2 24V SSM the SSM, then the following states are cycled
through.

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ELECTRICAL SYSTEMS

Associated
Function Output Range Functional Description
Inputs

If the feet / mid / de-mist button is pressed on

Middle/Demist the SSM, then the following states are cycled
J3-D2 24V SSM
Actuator through.

Heater Valve J3-A2 24V SSM Activated to control temperature in the cab

24V intermit-
Left Indicator Light J3-B2 tent OEU J1-C2 G If CDU left indicator status is ON, then this out-
OUTPUT put must flash ON and OFF at 500 ms intervals.

24V If CDU right indicator status is ON, then this out-

Right Indicator Light J31–C2 OEU J3-F2
intermittent put must flash ON and OFF at 500 ms intervals

CAN message from SSM

Headlight Dips J1-B3/B4 24V and 24V input on OEU J1- Press twice on SSM.
E2
CAN message from SSM
Headlight Brights J1-A3/A4 24 V and 24V input on OEU J1- Press twice on SSM.
E1

24 V If the SSM park light LED status is ON, then the

Park Lights J2-G4 Press once on SSM
OUTPUT output is ON, otherwise the output is of.

In the intermittent state, the low speed output is

activated until park is found. If park is not found,
the wiper will continue indefinitely without timing
out. This is because the reasoning is that the
user needs wipers and if the park signal cannot
be found, the user intended to drive the wipers
24 V intermit- on to some degree anyway, so rather let the
Front Wiper intermit-
tent Speed J1-C3/C4 tent Press twice on SSM wiper move continuously. If the park signal is
OUTPUT found, then the low output will stop being driven
and the wiper will park. The wiper intermittent
timing EOL parameter is used to wait between
1 and 65 seconds. After this wait has expired,
the low speed output will once again be driven
and park signal will be sought

Front Wiper Low In this state, the low speed output is driven
J1-C3/C4 24 V Press three on SSM continuously
Speed

Front Wiper High In this state, the high speed output is driven
J2-D4 24 V Press four times on SSM continuously
Speed

If either the front wiper washer button is de-

pressed for more than 500ms, the washer pump
for the relevant screen will be energized and re-
Press and hold SSM for
Front Washer Pump J2-F4 24 V main energized for as long as the button is held
500ms or more
depressed. During this time, the relevant wiper
will also wipe the screen and continue to wipe
for 1 extra wipe after the button is released.

If the LED light on the SSM is ON, then the re-

Recirculation Flap J3-A1 24 V Press once on SSM circulation flap is closed. Air will be circulated
from inside the cab

Air-con Clutch It will be active when the fan and aircon LED
J2 – H4 24 V SSM
Solenoid lights are on.

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ELECTRICAL SYSTEMS

Specifications and Tests

Pneumatic Pressure Switches
Park Brake Pressure Switch Pressure
Contacts are closed at and above 550 kPa
(5.5 bar) (79.8 psi)
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
Contacts are closed at and above 550 kPa
(5.5 bar) (79.8 psi)

System Air Pressure Sensor Test

Air Pressure at 0 kPa (0 bar) (0 psi)
Resistance= 10 Ohms With no air pressure applied to pressure switch,
continuity must exist across terminals (1 and 2)
Air Pressure at 200 kPa (2 bar) (29 psi)
NOTE: Before performing this part of the continuity
Resistance = 51 Ohms check, make sure the related pneumatic solenoid
Air Pressure at 400 kPa (4 bar) (58 psi) and the pneumatic system is functioning properly.

Resistance = 86 Ohms Apply 550 kPa (5.5 bar) (79.8 psi) air pressure to
the external port of the pneumatic manifold, then
Air Pressure at 600 kPa (6 bar) (87 psi) perform the following:
Resistance =122 Ohms
Air Pressure at 800 kPa (8 bar) (116 psi)
Resistance = 152 Ohms
The following tests require a regulated air source Chock wheels to prevent machine from moving. Park
brake may disengage when performing this test.
applied to port (2).
To do this, remove the existing coupler assembly • For park brake pressure switch (B18), turn key
(1). switch to ON position, then move park brake lever
Install an appropriate coupler using a ¼ NPT adapt- to the DISENGAGE position
er and attach a regulated air supply to the newly in- • For inter-axle lock pressure switch (B25), turn key
stalled coupler. switch to ON position, then push inter-axle lock
switch to the ENGAGE position.
Pneumatic Pressure Switches Test
Pneumatic Solenoid Test
Disconnect wire harness connector from pressure
switch to be tested. Disconnect wire harness from solenoid .

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ELECTRICAL SYSTEMS

- 40 ºC to + 120 ºC (+ 130 ºC/1h)

Output Signal
Analogic, 1 Signal
Sealing Grade
IP 67 / IP 69

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
Temperature at 50°C (122°F)
Resistance = 193.6 Ohms
Temperature at 60°C (140°F)
Resistance = 134 Ohms
Temperature at 70°C (158°F)
Resistance = 92.5 Ohms
Temperature at 80°C (176°F) Transmission Speed Sensors
Resistance = 69.1 Ohms
Transmission Temperature at 40°C (-40°F)
Temperature at 90°C (194°F)
Resistance = 200 Ohms.
Resistance = 51.3 Ohms
Transmission Temperature at 20°C (68°F)
Temperature at 100°C (212°F)
Resistance = 300 Ohms.
Resistance = 38.6 Ohms
Transmission Temperature at 110°C (230°F)
Temperature at 110°C (230°F)
Resistance = 400 Ohms.
Resistance = 29.4 Ohms
Temperature at 120°C (248°F)
Resistance = 22.7 Ohms

Bin Position Sensor Test

Supply
5 V, 6 mA max per signal
Temperature Range

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ELECTRICAL SYSTEMS

Bistable Battery Switch (97.90) (6%)

104.71 + 3.00 (EMPTY)

Transmission Speed Sensors Test

Disconnect speed sensor connector.

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)
For wiring facility the supply of the control circuit
may come directly from the battery master switch Measure resistance across sensor terminals (1).
(brown Wire). Replace sensor if not within specification.

Fuel Level Sensor Transmission Solenoids Test

Resistance Curve Resolution
Disconnect transmission control module connector.
OUTPUT (OHMS) % FULL
Measure resistance of each solenoid across appro-
4.99 + 1.00 (100% FULL) priate terminals.
(11.80) (94%)

(17.29) (88%) ON/OFF Solenoids

(24.10) (81%)
Transmission Temperature at -20°C (4°F)
(29.59) (75%)
Resistance = 2.60 - 2.80 Ohms
(36.40) (69%)
Transmission Temperature at 0°C (32°F)
(41.89) (63%)
Resistance = 2.75 - 3.30 Ohms.
(48.70) (56%)
Transmission Temperature at 20°C (68°F)
(54.19) (50%)

(61.00) (44%) Resistance = 3.00 - 3.40 Ohms.

(66.49) (38%) Transmission Temperature at 40°C (104F)

(73.30) (31%) Resistance = 3.25 - 3.65 Ohms.
(78.79) (25%) Transmission Temperature at 60°C (140°F)
(85.60) (19%) Resistance = 3.50 - 4.00 Ohms.000
(91.09) (13%)
Transmission Temperature at 80°C (176°F)

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ELECTRICAL SYSTEMS

Resistance = 3.75 - 4.25 Ohms. Resistance = 4.75 - 5.45 Ohms.

Transmission Temperature at 100°C (212°F) Transmission Temperature at 40°C (104F)
Resistance = 3.90 - 4.50 Ohms. Resistance = 5.2 - 5.75 Ohms.
Transmission Temperature at 120°C (248°F) Transmission Temperature at 60°C (140°F)
Resistance = 4.25 - 4.75 Ohms. Resistance = 5.5 - 6.2 Ohms.000
Transmission Temperature at 140°C (284°F) Transmission Temperature at 80°C (176°F)
Resistance = 4.50 - 5.10 Ohms, Resistance = 5.8 - 6.6 Ohms.
Transmission Temperature at 100°C (212°F)
PCS Solenoids
Resistance = 6.25 - 7.00 Ohms.
Transmission Temperature at -20°C (4°F) Transmission Temperature at 120°C (248°F)
Resistance =. 4 - 4.5 Ohms. Resistance = 6.6 - 7.5 Ohms.
Transmission Temperature at 0°C (32°F) Transmission Temperature at 140°C (284°F)
Resistance= 4.4 - 4.9 Ohms. Resistance = 7.00 - 7.8 Ohms,
Transmission Temperature at 20°C (68°F)

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FAULT CODES & CDU FAULT DISPLAY

Engine Fault Codes (ADM 3)

ADM3 fault
ADM3 fault
code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI
Two Speed Axle Abnormal Update Rate CAN
69 / 9 17309
Switch J1939
Two Speed Axle CAN
69 / 19 17319 Switch Received Network Data in
Error J1939

CAN
70 / 9 17409 Parking Brake Switch Abnormal Update Rate
J1939

Parking Brake Switch Received Network Data in CAN

70 / 19 17419
Error J1939

Vehicle Speed (C3 or CAN

84 / 3 10103 Open Circuit - Check wiring
J1939) J1939

Vehicle Speed (C3 or

84 / 9 10109 Abnormal Update Rate 15/03
J1939)

Vehicle Speed (C3 or CAN

84 / 14 10114 Signal Not Plausible - Check wiring
J1939) J1939

Vehicle Speed (C3 or

84 / 19 10119 Received Network Data in 15/03
J1939)
Error

- Restart accelerator pedal ad-

justment routine

- Check wiring
91 / 0 10200 Accelerator Pedal Not Adjusted 21/11
(AFPS or J1939) - Limit value idle operation posi-
tion: 5,0 V

- Limit value kick-down

position:

Voltage too High

Accelerator Pedal - Pedal unit exchange, if
(AFPS or J1939) defective

- check wiring
91 / 3 10203 21/11
- Limit value idle operation posi-
tion: 5,0 V

- Limit value kick-down

position:

Voltage too Low

Accelerator Pedal - Pedal unit exchange, if
(AFPS or J1939) defective

- Check wiring
91 / 4 10204 21/11
- Limit value idle operation posi-
tion: 5,0 V

- Limit value kick-down

position:

Accelerator Pedal Abnormal Update Rate CAN

91 / 9 10209
(AFPS or J1939) J1939

Accelerator Pedal Received Network Data in CAN

91 / 19 10219
(AFPS or J1939) Error J1939

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FAULT CODES & CDU FAULT DISPLAY

ADM3 fault ADM3 fault

code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI

Abnormal Update Rate CAN

96 / 9 17509 Fuel Level
J1939
17519 CAN
96 / 19 Fuel Level Received Network Data in
Error J1939

- Oil discharge with to strong

overstocking.
Oil Level (from PLD/ - Remark: This problem can oc- PLD/
98 / 0 10400 Oil Level too High
MR2) cur also if in PLD/MR2 the MR2

false type of oil pan were

programmed.

Oil Level (from PLD/ PLD/

98 / 1 10401 MR2) Low Oil Level - Refill oil
MR2

- Refill oil
Oil Level (from PLD/ - Remark: This problem can oc- PLD/
98 / 14 10414 Oil Level too Low
MR2) cur also if in PLD/MR2 the false MR2
type of oil pan were
programmed.

Oil Pressure (from - Check oil pump and oil circuit PLD/
100 / 1 10501 Low Oil Pressure
PLD/MR2) MR2

Oil Pressure (from - Check oil pump and oil circuit. PLD/
100 / 14 10514 Oil Pressure too Low
PLD/MR2) MR2

Air Filter Sensor (LF_

107 / 0 10800 Differential Pressure too High - Check wiring. 15/08
SE)

Air Filter Sensor (LF_

107 / 3 10803 Open Circuit - Check wiring. 15/08
SE)

Air Filter Sensor (LF_

110 / 4 10804 Short Circuit to Ground - Check wiring. 15/08
SE)

Coolant Temperature Coolant Temperature too - Cooling-water level and cool- PLD/
110 / 14 10914
(from PLD/MR2) High ing circuit check MR2

Coolant Level Sensor - Refill coolant

111 / 1 11001 (KW_ SE) Low Coolant Level 15/07
- Check wiring

- Check wiring
Coolant Level Sensor
111 / 3 11003 Open Circuit 15/07
(KW_ SE) - Voltage must be larger than
2.0 V
Coolant Level Sensor
111 / 4 11004 Short Circuit to Ground - Check wiring. 15/07
(KW_ SE)

Coolant Level Sensor - Refill coolant

111 / 14 11014 Coolant Level too Low 15/07
(KW_ SE)
- Check wiring

- Check battery voltage

158 / 0 11100 Battery Voltage 21/02
Over Voltage - Check parameter 2/08 (24V/
Switched (Terminal 15)
12V selection)

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FAULT CODES & CDU FAULT DISPLAY

ADM3 fault ADM3 fault

code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI

- Check battery voltage

Battery Voltage
158/1 11101 Under Voltage 21/02
Switched (Terminal 15) - Check parameter 2/08 (24V/
12V selection)

161/19 17609 Transmission Input CAN

Abnormal Update Rate
Shaft J1939

161/19 17619 Transmission Input Received Network Data in CAN

Shaft Error J1939

- Check wiring 21/11,18/

171/3 16603 Ambient Air 18,
Voltage too High - Input Pin depending on con-
Temperature
figuration of parameter

- Check wiring 21/11,18/

171/4 16604 Ambient Air 18,
Voltage too Low - Input Pin depending on con-
Temperature
figuration of parameter

Ambient Air CAN

171 / 9 16609 Temperature Abnormal Update Rate J1939

Ambient Air CAN

Received Network Data in
171 / 19 16619 Temperature J1939
Error
CAN
191 / 9 17709 Transmission Output J1939
Abnormal Update Rate
Shaft Speed

191 / 19 17719 Transmission Output Received Network Data in CAN

Shaft Speed Error J1939

CAN
523 / 9 17809 Transmission Current Abnormal Update Rate J1939

Received Network Data in CAN

523 / 19 17819 Transmission Current J1939
Error
CAN
524 / 9 17909 Transmission Selected Abnormal Update Rate J1939

Received Network Data in CAN

524 / 19 17919 Transmission Selected J1939
Error

Accelerator Pedal Idle 21/12

Switch(GAS1 + GAS2 Both Signals Equal but - Check wiring
558 / 1 11701 and 21/
or J1939) Should Not
13

Accelerator Pedal Idle - Check wiring 21/12

558 / 5 11705 Switch (GAS1 + GAS2 Both Switches Open circuit and 21/
- Pedal unit exchange, if
or J1939) 13
defective

Accelerator Pedal Idle

Switch (GAS1 + GAS2 Abnormal Update Rate CAN
558 / 9 11709
or J1939) J1939

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FAULT CODES & CDU FAULT DISPLAY

ADM3 fault ADM3 fault

code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI

- check wiring
Accelerator Pedal Idle 21/12
558 /12 11712 Switch (GAS1 + GAS2 Both Switches Closed - Pedal unit exchange, if and 21/
or J1939) 13
defective

Accelerator Pedal Idle Received Network Data

Switch (GAS1 + GAS2 CAN
558 /19 11719
or J1939) in Error J1939

Accelerator Pedal CAN

559 / 9 18009 Abnormal Update Rate
Kick-down Switch J1939

Accelerator Pedal Received Network Data in CAN

559 / 19 18019
Kick-down Switch Error J1939

Transmission Torque
Converter Lockup Abnormal Update Rate CAN
573 / 9 18109
Engaged J1939

Transmission Torque
Converter Lockup Received Network Data CAN
573 / 19 18119
Engaged in Error J1939

18209 Transmission Shift In CAN

574 / 9 Abnormal Update Rate
Progress J1939

Transmission Shift In Received Network Data CAN

574 / 19 18219
Progress J1939
in Error

18309 Cruise Control Enable Abnormal Update Rate CAN

596 / 9
Switch J1939

Cruise Control Enable Received Network Data CAN

596 / 19 18319
Switch in Error J1939

18409 Abnormal Update Rate CAN

597 / 9 Brake Switch
J1939

18419 Received Network Data in CAN

597 / 19 Brake Switch
Error J1939

Abnormal Update Rate CAN

598 / 9 18509 Clutch Switch
J1939

Received Network Data in CAN

598 / 19 18519 Clutch Switch
Error J1939

Cruise Control Switch Abnormal Update Rate (Set CAN

599 / 9 11809
CC- (Set + Coast) Switch) J1939

Cruise Control Switch - Check wiring 18/04

Both Switches CC- and CC+
599 / 12 11812 and 18/
CC- (Set + Coast) Closed - Check cruise control switch 05

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 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault ADM3 fault

code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI

Cruise Control Switch Plausibility Check Failed - Check wiring of stalk switch 18/04
599 / 14 11814 and 12/
CC- (Set + Coast) (Check Stalk Switch Wiring - Check parameter 13/37 07

Cruise Control Switch Received Network Data in CAN

599 / 19 11819
CC- (Set + Coast) Error J1939

Cruise Control Coast CAN

600 / 9 18609 Abnormal Update Rate
(Decelerate) Switch J1939

Cruise Control Coast Received Network Data in CAN

600 / 19 18619 (Decelerate) Switch Error J1939

Cruise Control Switch Abnormal Update Rate (Re- CAN

601 / 9 11909
CC+ (Res + Acc) sume Switch) J1939

Cruise Control Switch - Check wiring 18/04

Both Switches CC+ and CC-
601 / 12 11912 and 18/
CC+ (Res + Acc) Closed - Check cruise control switch 05

Cruise Control Switch Plausibility Check Failed - Check wiring of stalk switch 18/05
601 / 14 11914 CC+ (Res + Acc) (Check Stalk Switch wiring) and 12/
- Check parameter 13/37 07

Cruise Control Switch Received Network Data in CAN

601 / 19 11919
CC+ (Res + Acc) Error J1939

CCVS Cruise Control Abnormal Update Rate or CAN

602 / 9 18709 Signal Not Available
Accelerate Switch J1939

CCVS Cruise Control Received Network Data CAN

602 / 19 18719
Accelerate Switch in Error J1939

- Check PLD/MR2 Error Codes PLD/

609 / 2 12002 PLD/MR2 Error Unknown Cause
MR2

Supply Analog Accel-

620 / 3 12103 Voltage too High - Supply voltage > 5,2 V. 21/09
erator Pedal (AFP+)

Supply Analog Accel-

620 / 4 12104 Voltage too Low - Supply voltage < 4,8 V. 21/09
erator Pedal (AFP+)

- Check wiring (engine CAN)

- Check configuration: PLD/

625 / 2 12202 CAN Link ADM3 – No Communication with MR2 parameter (../..) and —
ADM3 parameter 01/01 to be
set to equal functionality (One
wire capability)

At Least One J1939 - Check wiring

CAN
639 / 2 14902 SAE J1939 Interface - Check other Control Units on J1939
Message is Missing
J1939

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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault ADM3 fault

code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI

677 / 3 13303 Output Relay 1 (REL - Check wiring

Open Circuit 15/12
1) - Check relay 1

Output Relay 1 (REL - Check wiring

677 / 4 13304 1) Short Circuit to Ground 15/12
- Check relay 1

Intake Air Heater - Check wiring

729 / 3 14003 Open Circuit 15/10
(MBR_KD)
- Check solenoid valve

Intake Air Heater - Check wiring

729 / 4 14004 (MBR_KD) Short Circuit to Ground 15/10
- Check solenoid valve

- Check wiring
Grid Heater: No
Output Relay 2 (REL
730 / 0 13900 - Check relay 2 15/09
2) Increasing Boost Tempera-
ture After Activation - Check grid heater

Output Relay 2 (REL Relay Permanently Closed - Check wiring

730 / 1 13901 2) (Grid Heater) 15/09
- Check relay 2

Output Relay 2 (REL Relay Permanently Open - Check wiring

730 / 2 13902 2) (Grid Heater) 15/09
- Check relay 2

Output Relay 2 (REL Voltage too High when

730 / 3 13903 - Check wiring 15/09
2) Activated

Output Relay 2 (REL - Check wiring

Voltage too Low when
730 / 4 13904 2) 15/09
Activated - Check relay 2

CAN
904 / 9 18809 Front Axle Speed Abnormal Update Rate J1939
CAN
904 / 19 18819 Front Axle Speed Received Network Data in J1939
Error

Engine Retarder CAN

973 / 9 18909 Abnormal Update Rate J1939
Selection

Engine Retarder Received Network Data in CAN

973 / 19 18919 J1939
Selection Error

Remote Throttle Pedal Supply Voltage Out of - Limit values for the supply
(HFG) voltage of the
Range (Pin HFG+)
974 / 2 14202 HFG: 18/17

Minimum value: 4,8 V and max-

imum value: 5,2 V.

Remote Throttle Pedal Voltage too High - Check wiring

974 / 3 14203 (HFG) 18/18
- Check remote pedal

152 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault ADM3 fault

code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI

Remote Throttle Pedal Voltage too Low - Check wiring

974 / 4 14204 (HFG) 18/18
- Check remote pedal

Output Relay 4 (REL Open Circuit - Check wiring

1004 / 3 14403 4) 18/01
- Check relay 4

Output Relay 4 (REL - Check wiring

1004 / 4 14404 4) Short Circuit to Ground 18/01
- Check relay

Output PWM Pedal

1005 / 3 14503 Supply or Transmis- Open Circuit - Check wiring 15/05
sion (FP+)

Output PWM Pedal

1005 / 4 14504 Supply or Transmis- Short Circuit to Ground - Check wiring 15/05
sion (FP+)

1015 / 1 15001 PWM Accelerator Ped- No Supply Voltage at Pin FP - Check wiring —
al (PWM FFG) +

1015 / 3 15003 PWM Accelerator Ped- No Signal at Path 2 (GAS2) - Check wiring
—
al (PWM FFG)
- Pins 21/13, 15/05 , 21/14.

1015 / 4 15004 PWM Accelerator Ped- No Signal at Path 2 (GAS1) - Check wiring
—
al (PWM FFG)
- Pins 21/12, 15/05 , 21/14

1015 / 5 1505 PWM Accelerator Ped- Not Adjusted - Restart accelerator pedal ad- —
al (PWM FFG) justment routine

PWM Accelerator Ped- Idle Position Out of Adjusted - Restart accelerator pedal ad- —
1015 / 6 15006 al (PWM FFG) Range justment routine

PWM Accelerator Ped- - Restart accelerator pedal ad- —

1015 / 7 15007 Out of Adjusted Range
al (PWM FFG) justment routine

Decompression Brake - Check wiring

1072 / 3 10003 Open Circuit 15/10
Valve (MBR_KD)
- Check solenoid valve

Decompression Brake - Check wiring

1072 / 4 10004 Valve (MBR_KD) Short Circuit to Ground 15/10
- Check solenoid valve

Exhaust Brake Valve - Check wiring

1074 / 3 14603 Open Circuit 15/06
(MBR_BK)
- Check exhaust brake valve

Exhaust Brake Valve - Check wiring

1074 / 4 14604 (MBR_BK) Short Circuit to Ground 15/06
- Check exhaust brake valve

Tachograph Output CAN

1623 / 9 19009 Abnormal Update Rate
Shaft speed J1939

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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault ADM3 fault

code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI

Tachograph Output Received Network Data in CAN

1623 / 19 19019
Shaft speed Error J1939

Tachograph Vehicle CAN

1624 / 9 19109 Abnormal Update Rate
Speed J1939

Tachograph Vehicle Received Network Data in CAN

1624 / 19 19119 Speed Error J1939

Cruise Control Pause Abnormal Update Rate CAN

1633 / 9 19209
Switch J1939

- Check wiring of stalk switch 18/06

Cruise Control Pause Plausibility Check Failed
1633 / 14 19214 (Check Stalk Switch wiring and 12/
Switch - Check parameter 13/37 07

Received Network Data in CAN

1633 / 19 19219 Cruise Control Pause
Error J1939

1716 / 9 19309 Retarder Selection, Abnormal Update Rate CAN

non-engine J1939

1716 / 19 19319 Retarder Selection, Received Network Data in CAN

non-engine Error J1939

520192 / 9 19409 Engine Start Stop Abnormal Update Rate CAN

Signals J1939

520192 / 19 19419 Engine Start Stop Received Network Data in CAN

Signals Error J1939

Engine Fault Codes (PLD-MR)

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

51 / 0 12419 Engine Throttle Position Above Measuring Range LSCANMR

51 / 1 12420 Engine Throttle Position Below Measuring Range LSCANMR

Engine Throttle Position Measuring Range Not

51 / 2 12424 LSCANMR
Plausible

51 / 2 14217 Engine Throttle Position Performance LSCANMR

Engine Throttle Position

51 / 3 14205 Circuit High LSCANMR
Sensor

51 / 4 14206 Engine Throttle Position Circuit Low LSCANMR

51 / 7 12431 Engine Throttle Position Defective LSCANMR

51 / 13 14218 Engine Throttle Position Position Not Learned LSCANMR

94 / 0 11715 Fuel Pressure Circuit High Input LSCANMR

94 / 1 11716 Fuel Pressure Circuit Low Input LSCANMR

154 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

94 / 2 11717 Fuel Pressure Range/Performance LSCANMR

94 / 3 13015 Fuel Pressure Open Circuit LSCANMR

94 / 4 13016 Fuel Pressure Shorted To Ground LSCANMR

94 / 14 11917 Fuel Pressure Pressure Too High/Too LSCANMR

98 / 2 12026 Oil Level (from PLD/MR2) Oil Level too High or too LSCANMR

98 / 2 12403 Oil Level (from PLD/MR2) Oil Level Not Plausible LSCANMR

98 / 2 12517 Oil Level (from PLD/MR2) Data Erratic, Not Plausible LSCANMR

98 / 3 12516 Oil Level (from PLD/MR2) Voltage Below LSCANMR

98 / 4 12515 Oil Level (from PLD/MR2) Voltage Above LSCANMR

98 / 5 12509 Oil Level (from PLD/MR2) Open Circuit LSCANMR

100 / 1 12021 Oil Pressure (from PLD/ Oil Pressure too Low LSCANMR
MR2)

100 / 2 11617 Oil Pressure (from PLD/ Range/Performance LSCANMR

MR2)

100 / 3 11615 Oil Pressure (from PLD/ High Voltage LSCANMR

MR2)

100 / 4 11616 Oil Pressure (from PLD/ Low Voltage LSCANMR

MR2)

100 / 14 12020 Oil Pressure (from PLD/ Oil Pressure too Low LSCANMR
MR2)

Turbo Charger/
102 / 0 11820 Over boost Condition LSCANMR
Supercharger

Turbo Charger/
102 / 1 11818 Boost System Performance LSCANMR
Supercharger

Turbo Charger/ Boost Sensor “A” Circuit

102 / 2 11417 LSCANMR
Supercharger Range/Performance

Turbo Charger/ Boost Sensor “A” Circuit

102 / 3 11415 LSCANMR
Supercharger High

Turbo Charger/
102 / 4 11416 Boost Sensor “A” Circuit Low LSCANMR
Supercharger

Turbo Charger/
102 / 7 11876 Boost System Performance LSCANMR
Supercharger

Turbo Charger/
102 / 7 11878 LSCANMR
Supercharger Bypass Valve – Mechanical

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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

Turbo Charger/
102 / 13 11873 Under boost, Control at Limit LSCANMR
Supercharger

Turbo Charger/ Under boost, Control Devia-

102 / 13 11874 LSCANMR
Supercharger tion too High

Turbo Charger/
102 / 13 11875 Boost System Performance LSCANMR
Supercharger

103 / 3 12616 Turbo Charger Speed Circuit Low LSCANMR

103 / 4 12615 Turbo Charger Speed Circuit High LSCANMR

12612 Signal Time out, no revolu- LSCANMR

103 / 7 Turbo Charger Speed
tion on charger 1

105 / 0 11822 Intake Air Temperature Temperature Too high LSCANMR

11215 Intake Air Temperature LSCANMR

105 / 3 Circuit High
Sensor 1

11216 Intake Air Temperature LSCANMR

105 / 4 Circuit Low
Sensor 1

- Cooling-water level
12122 Coolant Temperature LSCANMR
110 / 0 High Coolant Temperature and cooling circuit
(from PLD/MR2)
Check

11515 Coolant Temperature LSCANMR

110 / 3 Sensor 1 Circuit High
(from PLD/MR2)

11516 Coolant Temperature LSCANMR

110 / 4 Sensor 1 Circuit High
(from PLD/MR2)

12219 Battery Voltage Switched LSCANMR

158 / 2 Inconsistent
(Terminal 15)

12319 Battery Voltage Switched LSCANMR

158 /14 (Terminal 15) Starter Switch Inconsistent

168 / 3 17542 System Voltage Voltage High LSCANMR

168 / 4 17543 System Voltage Voltage Low LSCANMR

13617 Sensor Circuit Range/ LSCANMR

171 / 2 Ambient Air Temperature
Performance

171 / 9 13604 Ambient Air Temperature Lost Message LSCANMR

12406 Engine Exhaust Gas LSCANMR

173 / 0 Above Nominal Value
Temperature

156 ARTICULATED DUMP TRUCK SERVICE MANUAL

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 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

12429 Engine Exhaust Gas LSCANMR

173 / 15 Too High
Temperature

11115 Fuel Temperature Sensor Circuit High Input LSCANMR

174 / 3
“A”

11116 Fuel Temperature Sensor Circuit Low Input LSCANMR

174 / 4
“A”

11015 Engine Oil Temperature Circuit High LSCANMR

175 / 3
sensor

11016 Engine Oil Temperature LSCANMR

175 / 4 Circuit Low
sensor

10530 Engine Over speed LSCANMR

190 / 0 Engine Speed
Condition

13415 Ambient Air Combi Sen- LSCANMR

354 / 3 Circuit High
sor, Part Humidity

134116 Ambient Air Combi Sen- LSCANMR

354 / 4 sor, Part Humidity Circuit Low

Immobilizer Number of Keys LSCANMR

609 / 0 19960 Anti Theft Device
Limited to 8

19963 Immobilizer TPC Signal Error LSCANMR

609 / 2 Anti Theft Device
CAN

609 / 2 19965 Anti Theft Device Incorrect Immobilizer LSCANMR

19964 Immobilizer TPC Signal Error LSCANMR

609 / 9 Anti Theft Device
Starter Line

14056 Data Map Manipulated, Con- LSCANMR

609 / 11 PLD/MR2
trol Module Performance

Data Map Manipulated, Con-

609 / 11 14058 PLD/MR2 trol Module Programming LSCANMR
Error

19962 Immobilizer Automatically LSCANMR

609 / 11 Anti Theft Device
Activated

11315 PLD/MR2 Barometric LSCANMR

609 / 11 Open Circuit
Pressure Circuit

11316 PLD/MR2 Barometric LSCANMR

609 / 12 Shorted to Ground
Pressure Circuit

12401 Auxiliary Voltage 8,5V LSCANMR

609 / 12 PLD/MR2
Defective

609 / 12 12402 PLD/MR2 Common Internal Error LSCANMR

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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

14024 Limp Home Controller / Con- LSCANMR

609 / 12 PLD/MR2
troller #2 Defective

14034 High Side Driver PVB1 LSCANMR

609 / 12 PLD/MR2
Defective

14035 High Side Driver PVB2 LSCANMR

609 / 12 PLD/MR2
Defective

14036 High Side Driver PV5 LSCANMR

609 / 12 PLD/MR2
Defective

14038 Starter Driver Defective LSCANMR

609 / 12 PLD/MR2
(Redundant)

14039 Starter Driver Defective LSCANMR

609 / 12 PLD/MR2 (Main)

609 / 12 14040 PLD/MR2 Diagnosis Starter Error LSCANMR

609 / 12 14041 PLD/MR2 Diagnosis Starter Error LSCANMR

609 / 12 14054 PLD/MR2 Low Speed CAN Data Error LSCANMR

609 / 12 14262 PLD/MR2 Wrong Boot Block LSCANMR

14296 Application Software LSCANMR

609 / 12 PLD/MR2 Bootloader
Defective

609 / 12 14297 PLD/MR2 Bootloader Flash Memory Defective LSCANMR

609 / 12 14298 PLD/MR2 Bootloader Flash Not Erasable LSCANMR

14299 No Application Software In LSCANMR

609 / 12 PLD/MR2 Bootloader
Flash

609 / 12 18039 PLD/MR2 Starter Relay Shorted (Main or Redundant) LSCANMR

12400 No. Of Cylinders Not Corre- LSCANMR

609 / 13 PLD/MR2 sponding To Engine

609 / 14 14037 D/MR2 Program Wrong No. of Cylinders LSCANMR

609 / 14 14047 D/MR2 Program Set of Maps Error LSCANMR

609 / 14 14048 D/MR2 Program Wrong No. of Cylinders LSCANMR

609 / 14 14049 D/MR2 Program PWM Calibration LSCANMR

609 / 14 14050 D/MR2 Program Wrong Hardware LSCANMR

609 / 14 14051 D/MR2 Program EEPROM Checksum 1 LSCANMR

609 / 14 14052 D/MR2 Program EEPROM Checksum 2 LSCANMR

158 ARTICULATED DUMP TRUCK SERVICE MANUAL

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 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

609 / 14 14053 D/MR2 Program EEPROM Checksum 3 LSCANMR

14269 Euromot3b / Tier4i Engine Chassis Control Module New Since Version LSCANMR
609 / 14
Control Module Mismatch 10.00

19961 Immobilizer Response Coun- LSCANMR

609 / 14 Anti Theft Device
ter Flow

611 / 4 16506 Oil Separator Circuit Low LSCANMR

611 / 12 16564 Oil Separator Circuit High LSCANMR

10102 CAN Link ADM3 – PLD/ - Check wiring (en- LSCANMR

625 / 2 Invalid Data Received
MR2 gine CAN)

10104 CAN Link ADM3 – PLD/ - Check wiring (en- LSCANMR

625 / 2 No Communication
MR2 gine CAN)

10100 CAN Link ADM3 – PLD/ - Check wiring (en- LSCANMR

625 / 14 CAN B Bus (+) Circuit
MR2 gine CAN)

10101 CAN Link ADM3 – PLD/ - Check wiring (en- LSCANMR

625 / 14 CAN B Bus (-) Circuit
MR2 gine CAN)

10149 Control Module Vehicle Op- LSCANMR

625 / 14 PLD/MR2
tions Error

630 / 2 14092 Control Module Module Performance LSCANMR

- Check Engine
630 / 9 14149 Control Module Vehicle Options Error Brake LSCANMR

Parameters

12430 Fuel Shutoff Valve "A" LSCANMR

632 / 5 Circuit Open
Control

Circuit
10310 Crankshaft Position Sen- LSCANMR
636 / 5
sor “A” Range/ Performance

10309 Crankshaft Position Sen- LSCANMR

636 / 3 Open Circuit
sor “A”

10308 Crankshaft Position Sen- Low Input LSCANMR

636 /4
sor “A”

Camshaft Position
636 / 7 10311 Crankshaft Position LSCANMR
Correlation (Bank 1 Sensor)

10312 Crankshaft Position Sen- LSCANMR

636 / 8 Time Out
sor “A” Circuit

10313 Crankshaft Position Sen- Polarity Error LSCANMR

636 / 14
sor “A”

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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

651 / 5 15027 Injector Cylinder 1 Open Circuit LSCANMR

651 / 6 15028 Injector Cylinder 1 Shorted Circuit LSCANMR

651 / 7 15026 Injector Cylinder 1 Injection Timing, No Plunger LSCANMR

651 / 12 19044 Injector Cylinder 1 Idle Control At Limit LSCANMR

651 / 14 19045 Injector Cylinder 1 Cylinder Correction At Limit LSCANMR

652 / 5 15127 Injector Cylinder 2 Open Circuit LSCANMR

652 / 6 15128 Injector Cylinder 2 Shorted Circuit LSCANMR

652 / 7 15126 Injector Cylinder 2 Injection Timing, No Plunger LSCANMR

652 / 12 19144 Injector Cylinder 2 Idle Control At Limit LSCANMR

652 / 14 19145 Injector Cylinder 2 Cylinder Correction At Limit LSCANMR

653 / 5 15227 Injector Cylinder 3 Open Circuit LSCANMR

653 / 6 15228 Injector Cylinder 3 Shorted Circuit LSCANMR

653 / 7 15226 Injector Cylinder 3 Injection Timing, No Plunger LSCANMR

653 / 12 19244 Injector Cylinder 3 Idle Control At Limit LSCANMR

653 / 14 19245 Injector Cylinder 3 Cylinder Correction At Limit LSCANMR

654 / 5 15327 Injector Cylinder 4 Open Circuit LSCANMR

654 / 6 15328 Injector Cylinder 4 Shorted Circuit LSCANMR

654 / 7 15326 Injector Cylinder 4 Injection Timing, No Plunger LSCANMR

654 / 12 19344 Injector Cylinder 4 Idle Control At Limit LSCANMR

654 / 14 19345 Injector Cylinder 4 Cylinder Correction At Limit LSCANMR

655 / 5 15427 Injector Cylinder 5 Open Circuit LSCANMR

655 / 6 15428 Injector Cylinder 5 Shorted Circuit LSCANMR

655 / 7 15426 Injector Cylinder 5 Injection Timing, No Plunger LSCANMR

655 / 12 19444 Injector Cylinder 5 Idle Control At Limit LSCANMR

655 / 14 19445 Injector Cylinder 5 Cylinder Correction At Limit LSCANMR

656 / 5 15527 Injector Cylinder 6 Open Circuit LSCANMR

160 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

656 / 6 15528 Injector Cylinder 6 Shorted Circuit LSCANMR

656 / 7 15526 Injector Cylinder 6 Injection Timing, No Plunger LSCANMR

656 / 12 19544 Injector Cylinder 6 Idle Control At Limit LSCANMR

656 / 14 19545 Injector Cylinder 6 Cylinder Correction At Limit LSCANMR

657 / 5 15627 Injector Cylinder 7 Open Circuit LSCANMR

657 / 6 15628 Injector Cylinder 7 Shorted Circuit LSCANMR

657 / 7 15626 Injector Cylinder 7 Injection Timing, No Plunger LSCANMR

657 / 12 19644 Injector Cylinder 7 Idle Control At Limit LSCANMR

657 / 14 19645 Injector Cylinder 7 Cylinder Correction At Limit LSCANMR

658 / 5 15727 Injector Cylinder 8 Open Circuit LSCANMR

658 / 6 15728 Injector Cylinder 8 Shorted Circuit LSCANMR

658 / 7 15726 Injector Cylinder 8 Injection Timing, No Plunger LSCANMR

658 / 12 19744 Injector Cylinder 8 Idle Control At Limit LSCANMR

658 / 14 19745 Injector Cylinder 8 Cylinder Correction At Limit LSCANMR

18005 Output Relay 1 (PLD/ Starter Relay Shorted To LSCANMR

677 / 3
MR2) High

18009 Output Relay 1 (PLD/ LSCANMR

677 / 5 Starter Relay Open Circuit
MR2)

18008 Output Relay 1 (PLD/ Starter Relay Shorted To LSCANMR

677 / 6
MR2) Ground

18086 Output Relay 1 (PLD/ Starter Stick, Does not LSCANMR

677 / 6 MR2) Engage

18033 Output Relay 1 (PLD/ LSCANMR

677 / 14 Starter Relay Stick
MR2)

697 / 3 17007 Proportional Valve 1 Circuit High LSCANMR

17705 Shorted To Battery Voltage LSCANMR

697 / 3 Proportional Valve Bank 1
Bank 1

697 / 4 17708 Proportional Valve Bank 1 Shorted To Ground Bank 1 LSCANMR

697 / 5 12425 Proportional Valve Bank 1 Open Circuit LSCANMR

697 / 5 17009 Proportional Valve 1 Open Circuit LSCANMR

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FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

697 / 6 17006 Proportional Valve 1 Shorted To Ground LSCANMR

698 / 3 17305 Proportional Valve 2 Shorted To Battery Voltage LSCANMR

17307 Proportional Valve 2 Shorted To Battery Voltage LSCANMR

698 / 3

698 / 5 12426 Proportional Valve Bank 2 Open Circuit LSCANMR

698 / 5 17309 Proportional Valve 2 Open Circuit LSCANMR

698 / 5 17317 Proportional Valve 2 Open Circuit LSCANMR

698 / 6 17306 Proportional Valve 2 Shorted To Ground LSCANMR

17107 Proportional Valve 3 Shorted To Battery Voltage LSCANMR

699 / 3

17109 Proportional Valve 3 Open Circuit LSCANMR

699 / 5

699 / 6 17106 Proportional Valve 3 Shorted To Ground LSCANMR

17207 Proportional Valve 4 Shorted To Battery Voltage LSCANMR

700 / 3

700 / 5 17209 Proportional Valve 4 Open Circuit LSCANMR

700 / 6 17206 Proportional Valve 4 Shorted To Ground LSCANMR

12411 CNG Lock Valve Shorted To LSCANMR

705 / 3 Proportional Valve 5
Battery Voltage

17405 Proportional Valve 5 Shorted To Battery Voltage LSCANMR

705 / 3

17805 Proportional Valve Bank 2 Shorted To Battery Voltage LSCANMR

705 / 3

12412 CNG Lock Valve Shorted To LSCANMR

705 / 4 Proportional Valve 5
Ground

705 / 4 17408 Proportional Valve 5 Shorted To Ground LSCANMR

705 / 4 17808 Proportional Valve Bank 2 Shorted To Ground LSCANMR

706 / 3 17609 Proportional Valve 6 Open Circuit LSCANMR

17607 Proportional Valve 6 Shorted To Battery Voltage LSCANMR

706 / 5

706 / 6 17606 Proportional Valve 6 Shorted To Ground LSCANMR

Camshaft Position Sensor

723 / 3 10409 “A” (Bank 1 or Single Open Circuit LSCANMR
Sensor)

Camshaft Position Sensor

723 / 4 10408 “A” (Bank 1 or Single Shorted To Ground LSCANMR
Sensor)

162 ARTICULATED DUMP TRUCK SERVICE MANUAL

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 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

Camshaft Position Sensor

723 / 8 10412 “A” (Bank 1 or Single Time Out LSCANMR
Sensor)

Camshaft Position Sensor

723 / 14 10413 “A” (Bank 1 or Single Polarity Error, Pins Swapped LSCANMR
Sensor)

Intake Air Heater (PLD/ LSCANMR

729 / 5 16409 Circuit Open
MR2)

16432 Intake Air Heater (PLD/ LSCANMR

729 / 12 Circuit Universal Troubles
MR2)

870 / 3 14223 SCR Diffusor Heating Circuit High LSCANMR

870 / 3 14270 Heater Regeneration Circuit High LSCANMR

870 / 4 14222 SCR Diffusor Heating Circuit Low LSCANMR

870 / 4 14269 Heater Regeneration Circuit Low LSCANMR

870 / 5 14221 SCR Diffusor Heating Circuit Open LSCANMR

17905 SCR Module Proportional Circuit High LSCANMR

925 / 3
Valve Bank

17908 SCR Module Proportional LSCANMR

925 / 4 Circuit Low
Valve Bank

986 / 1 10631 Fan Speed Speed Too Low LSCANMR

986 / 9 10612 Fan Speed Time Out LSCANMR

986 / 9 17112 Fan Speed Time Out LSCANMR

14256 Exhaust Brake Valve LSCANMR

1074 / 3 Circuit High
(PLD/MR2)

14255 Exhaust Brake Valve LSCANMR

1074 / 4 (PLD/MR2) Circuit Low

14257 Exhaust Brake Valve LSCANMR

1074 / 5 Circuit Open
(PLD/MR2)

14254 Exhaust Brake Valve LSCANMR

1074 / 12 (PLD/MR2) Performance

14259 Intake Throttle LSCANMR

1127 / 1 Turbocharger Under boost

13115 Intake Air Temperature LSCANMR

1132 / 3 Circuit High
Sensor 2

SERVICE MANUAL ARTICULATED DUMP TRUCK 163

872352 REV A B18E - B30E PIN 1.1
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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

13116 Intake Air Temperature LSCANMR

1132 / 4 Circuit Low
Sensor 2

1136 / 0 14273 Engine ECU temperature Temperature too High LSCANMR

1136 / 1 14274 Engine ECU Temperature Temperature too Low LSCANMR

Engine Turbocharger 1
1184 / 0 14422 Turbine Outlet Temperature too High LSCANMR
Temperature

Engine Turbocharger 1
1184 / 2 14263 Turbine Outlet Not Plausible LSCANMR
Temperature

Engine Turbocharger 1
1184 / 3 14415 Turbine Outlet Circuit High LSCANMR
Temperature

Engine Turbocharger 1
1184 / 4 14416 Turbine Outlet Circuit Low LSCANMR
Temperature

16327 Malfunction Indicator LSCANMR

1213 / 12 Lamp (MIL) Control Circuit

1227 / 7 14261 Constant Throttle System System Performance LSCANMR

10204 High Speed CAN Commu- LSCANMR

1231 / 9 Lost Communication
nication Bus

1268 / 3 12432 Engine Ignition Coil #1 Circuit High LSCANMR

1268 / 4 12433 Engine Ignition Coil #1 Circuit Low LSCANMR

1268 / 5 12434 Engine Ignition Coil #1 Open Circuit LSCANMR

1269 / 3 12435 Engine Ignition Coil #2 Circuit High LSCANMR

1269 / 4 12436 Engine Ignition Coil #2 Circuit Low LSCANMR

1269 / 5 12437 Engine Ignition Coil #2 Open Circuit LSCANMR

1270 / 3 12438 Engine Ignition Coil #3 Circuit High LSCANMR

1270 / 4 12439 Engine Ignition Coil #3 Circuit Low LSCANMR

1270 / 5 12440 Engine Ignition Coil #3 Open Circuit LSCANMR

1271 / 3 12441 Engine Ignition Coil #4 Circuit High LSCANMR

1271 / 4 12442 Engine Ignition Coil #4 Circuit Low LSCANMR

1271 / 5 12443 Engine Ignition Coil #4 Open Circuit LSCANMR

164 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

1272 / 3 12444 Engine Ignition Coil #5 Circuit High LSCANMR

1272 / 4 12445 Engine Ignition Coil #5 Circuit Low LSCANMR

1272 / 5 12446 Engine Ignition Coil #5 Open Circuit LSCANMR

1273 / 3 12447 Engine Ignition Coil #6 Circuit High LSCANMR

1273 / 4 12448 Engine Ignition Coil #6 Circuit Low LSCANMR

1273 / 5 12449 Engine Ignition Coil #6 Open Circuit LSCANMR

Circuit
18417 Redundant Pressure LSCANMR
1387 / 2
Sensor Range/Performance

18415 Redundant Pressure LSCANMR

1387 / 3 Circuit High
Sensor

18416 Redundant Pressure LSCANMR

1387 / 4 Circuit Low
Sensor

12409 Engine Fuel Valve 1 Inlet Above Measuring Range LSCANMR

1390 / 0
Absolute Pressure

12410 Engine Fuel Valve 1 Inlet Below Measuring Range LSCANMR

1390 / 1
Absolute Pressure

12408 Engine Fuel Valve 1 Inlet LSCANMR

1390 / 17 Too Low
Absolute Pressure

13515 Ambient Air Combi Sen- LSCANMR

1636 / 3 Circuit High
sor, Part Temperature

13516 Ambient Air Combi Sen- LSCANMR

1636 / 4 Circuit Low
sor, Part Temperature

Engine Exhaust Gas Oxy-

1695 / 0 12413 gen Sensor (Lambda Sen- Control Deviation Too High LSCANMR
sor) Fueling Correction

Engine Exhaust Gas Oxy-

1695 / 2 12450 gen Sensor (Lambda Sen- Drift Not Plausible LSCANMR
sor) Fueling Correction

1761 / 1 16029 Redutant Level Level Low LSCANMR

14207 Tier4i Reductant Level LSCANMR

1761 / 18 Level Too Low
Sensor

1761 / 3 16015 Reductant Level Sensor Circuit High LSCANMR

1761 / 4 16016 Reductant Level Sensor Circuit Low LSCANMR

18107 SCR Air Pressure Shut- LSCANMR

1908 / 3 Circuit High
Off Valve Solenoid

SERVICE MANUAL ARTICULATED DUMP TRUCK 165

872352 REV A B18E - B30E PIN 1.1
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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

18106 SCR Air Pressure Shut- LSCANMR

1908 / 4 Circuit Low
Off Valve Solenoid

18109 SCR Air Pressure Shut- LSCANMR

1908 / 5 Circuit Open
Off Valve Solenoid

2436 / 9 12712 Generator Speed Sensing Signal - Timeout LSCANMR

13215 Exhaust Gas Temperature Sensor Circuit LSCANMR

2791 / 0 High
Recirculation

13216 Exhaust Gas Temperature Sensor Circuit LSCANMR

2791 / 1
Recirculation Low

16679 Exhaust Gas System Performance, Tem- LSCANMR

2791 / 2 perature Diagnosis
Recirculation

16678 Exhaust Gas System Performance, Uni- LSCANMR

2791 / 7
Recirculation versal Control Error

13332 Exhaust Gas Temperature Too High/Too LSCANMR

2791 / 12
Recirculation Low

2797 / 3 14805 Engine Injector Group 1 Circuit High LSCANMR

2797 / 4 14806 Engine Injector Group 1 Circuit Low LSCANMR

2797 / 5 12427 Engine Injector Group 1 Open Circuit LSCANMR

Engine Injector Group 1,

2797 / 9 19846 Cylinder Contribution/ Time-out LSCANMR
Balance

2798 / 3 149054 Engine Injector Group 2 Circuit High LSCANMR

2798 / 4 14906 Engine Injector Group 2 Circuit Low LSCANMR

2798 / 5 12428 Engine Injector Group 2 Open Circuit LSCANMR

16115 Reductant Tank Tempera- LSCANMR

3031 / 3 Circuit High
ture Sensor

16116 Reductant Tank Tempera- LSCANMR

3031 / 4 Circuit Low
ture Sensor

16169 Reductant Tank Tempera- LSCANMR

3031 / 7 Circuit
ture Sensor

14247 NOx Emission SCR LSCANMR

3050 / 7 SCR Catalyst Error
Catalyst

3050 / 13 16949 SCR System Calibration Calibration Error LSCANMR

12414 Aftertreatment 1 Intake % LSCANMR

3217 / 0 Above Measuring Range
O2 (Lambda Sensor)

166 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

12415 Aftertreatment 1 Intake % LSCANMR

3217 / 1 Below Measuring Range
O2 (Lambda Sensor)

12451 Aftertreatment 1 Intake % LSCANMR

3217 / 2 Not Plausible
O2 (Lambda Sensor)

12823 Operation Temperature Not LSCANMR

3219 / 1 NOx Sensor
Reached

3220 / 9 12804 NOx Concentration Lost Message LSCANMR

After treatment 1 Intake

12416 Gas Sensor (Lambda LSCANMR
3222 / 0 Above Measuring Range
Sensor) Heater Prelimi-
nary FMI

After treatment 1 Intake

12417 Gas Sensor (Lambda LSCANMR
3222 / 1 Below Measuring Range
Sensor) Heater Prelimi-
nary FMI

After treatment 1 Intake

12418 Gas Sensor (Lambda Measuring Range Not LSCANMR
3222 / 2 Sensor) Heater Prelimi- Plausible
nary FMI

3224 / 3 12815 NOx Sensor Circuit High (Bank 1) LSCANMR

3224 / 4 12816 NOx Sensor Circuit Low (Bank 1) LSCANMR

3224 / 16 14234 NOx Emission Level 2 Exceeded LSCANMR

3226 / 15 14246 NOx Emission Increased Raw Emission LSCANMR

3234 / 2 14237 NOx Sensor (Bank 1) Circuit Range/Performance LSCANMR

14245 NOx Emission NOx LSCANMR

3234 / 12 Sensor Error
Sensor

3234 / 13 14244 NOx Sensor Sensor Readiness Error LSCANMR

14207 Diesel Oxidation Catalyst LSCANMR

3242 / 3 Circuit High
Inlet Temperature Sensor

14208 Diesel Oxidation Catalyst LSCANMR

3242 / 4 Circuit Low
Inlet Temperature Sensor

14238 Diesel Oxidation Catalyst LSCANMR

3246 / 1 Temperature Not Reached
Inlet Temperature Sensor

14209 Diesel Particulate Filter LSCANMR

3250 / 3 Circuit High
Operation Temperature

14210 Diesel Oxidation Catalyst LSCANMR

3250 / 4 Circuit Low
Outlet Temperature

SERVICE MANUAL ARTICULATED DUMP TRUCK 167

872352 REV A B18E - B30E PIN 1.1
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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

14215 Diesel Particulate Filter LSCANMR

3251 / 0 Pressure Too High
Differential Pressure

14216 Diesel Particulate Filter LSCANMR

3251 / 1 Pressure Too Low
Differential Pressure

3251 / 7 14231 Diesel Particulate Filter Component Not Present LSCANMR

14258 Diesel Particulate Filter LSCANMR

3251 / 15 Regeneration Insufficient
Regeneration

18207 Prop. Valve 7, Reductant LSCANMR

3361 / 3 Circuit High
Injector (Bank 1 Unit 1)

18907 Reductant Injector (Bank LSCANMR

3361 / 3 Circuit High
1 Unit 1)

18206 Prop. Valve 7, Reductant LSCANMR

3361 / 4 Injector (Bank 1 Unit 1) Circuit Low

18208 Prop. Valve 7, Reductant LSCANMR

3361 / 4 Injector (Bank 1 Unit 1) Circuit Low

18906 Reductant Injector (Bank LSCANMR

3361 / 4 1 Unit 1) Circuit Low

18209 Prop. Valve 7, Reductant LSCANMR

3361 / 5 Circuit / Open
Injector (Bank 1 Unit 1)

18909 Reductant Injector (Bank LSCANMR

3361 / 5 Circuit / Open
1 Unit 1)

14266 Reductant Tank Heating LSCANMR

3363 / 3 Circuit High
Solenoid Valve

Prop. Valve 8, Reductant

3363 / 3 15907 Tank Heating Solenoid Circuit High LSCANMR
valve

14265 Reductant Tank Heating LSCANMR

3363 / 4 Circuit Low
Solenoid Valve

15906 Prop. Valve 8, Reductant LSCANMR

3363 / 4 Tank Heating Solenoid Circuit Low

14267 Reductant Tank Heating LSCANMR

3363 / 5 Circuit Open
Solenoid Valve

15909 Prop. Valve 8, Reductant LSCANMR

3363 / 5 Circuit Open
Tank Heating Solenoid

14268 Reductant Tank Heating Circuit, Component LSCANMR

3363 / 7
Solenoid Valve Defective

15969 Prop. Valve 8, Reductant Circuit, Component LSCANMR

3363 / 7 Tank Heating Solenoid Defective

168 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

14276 Euromot3b / Tier4i Engine Invalid Engine Cold LSCANMR

3363 / 14
Cold Operation Operation

14224 Intake Throttle Highside LSCANMR

3464 / 2 Control Module Performance
Transistor

3464 / 3 14200 Intake Throttle Direction Circuit High LSCANMR

3464 / 4 14201 Intake Throttle Direction Circuit Low LSCANMR

3464 / 6 12407 Intake Throttle Direction Command Current Too high LSCANMR

3465 / 3 14204 Intake Throttle Circuit Open LSCANMR

3465 / 4 14202 Intake Throttle Circuit Low LSCANMR

3465 / 5 14203 Intake Throttle Circuit High LSCANMR

18517 Reductant Injection Air LSCANMR

3485 / 2 Circuit Range/Performance
Pressure Sensor

18515 Reductant Injection Air LSCANMR

3485 / 3 Circuit High
Pressure Sensor

Reductant Injection Air LSCANMR

3485 / 4 18516 Circuit Low
Pressure Sensor

5V Output Reference Volt- LSCANMR

3509 / 2 14239 Voltage Too High/Too Low
age 1

5V Output Reference Volt- LSCANMR

3510 / 2 14240 Voltage Too High/Too Low
age 2

14241 Sensor Reference Voltage LSCANMR

3511 / 5 Circuit Open
“A”

14242 Sensor Reference Voltage LSCANMR

3512 / 5 Circuit Open
“B”

14243 Sensor Reference Voltage LSCANMR

3513 / 5 Circuit Open
“C”

18315 Reductant Temperature LSCANMR

3515 / 3 Circuit High Input
Sensor

18316 Reductant Temperature LSCANMR

3515 / 4 Circuit Low Input
Sensor

14236 NOx Emission Reducant Unsufficient Reductant LSCANMR

3516 / 1 Dosing Dosing

SERVICE MANUAL ARTICULATED DUMP TRUCK 169

872352 REV A B18E - B30E PIN 1.1
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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

Reductant

NOx Emission Reductant Quality/Unsufficient

3516 / 14 14249 LSCANMR
Dosing Reductant Dosing/SCR

Catalyst Error

Reductant
14248 NOx Emission Reductant LSCANMR
3516 / 18 Quality/Unsufficient
Dosing
Reductant Dosing

3520 / 18 14235 NOx Emission Reductant Reductant Quality LSCANMR

3597 / 2 14227 Proportional Valve Bank 1 Control Module Performance LSCANMR

3597 / 3 14225 Proportional Valve Bank 1 Circuit High LSCANMR

3597 / 4 14226 Proportional Valve Bank 1 Circuit Low LSCANMR

3605 / 3 14252 Coolant Pump Control Circuit High LSCANMR

3605 / 4 14250 Coolant Pump Control Circuit Low LSCANMR

3605 / 5 14251 Coolant Pump Control Circuit Open LSCANMR

14232 Diesel Particulate Filter In- LSCANMR

3609 / 2 Circuit Range/Performance
let Pressure Sensor

14211 Diesel Particulate Filter In- LSCANMR

3609 / 3 Circuit High
let Pressure Sensor

14212 Diesel Particulate Filter In- LSCANMR

3609 / 4 Circuit Low
let Pressure Sensor

14233 Diesel Particulate Filter LSCANMR

3610 / 2 Circuit Range/Performance
Outlet Pressure Sensor

14213 Diesel Particulate Filter LSCANMR

3610 / 3 Circuit High
Outlet Pressure Sensor

14214 Diesel Particulate Filter LSCANMR

3610 / 4 Circuit Low
Outlet Pressure Sensor

3673 / 0 12421 Engine Throttle Position 2 Above Measuring Range LSCANMR

3673 / 1 12422 Engine Throttle Position 2 Below Measuring Range LSCANMR

12423 Measuring Range Not LSCANMR

3673 / 2 Engine Throttle Position 2
Plausible

18790 Average Reductant LSCANMR

3826 / 0 Consumption Too High
Consumption

170 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

18791 Average Reductant LSCANMR

3826 / 1 Consumption Too Low
Consumption

18690 Current Reductant LSCANMR

3828 / 0 Consumption Too High
Consumption

18691 Current Reductant LSCANMR

3828 / 1 Consumption Too Low
Consumption

14275 Diagnostic Function En- Engine Cranking Without LSCANMR

4213 / 7 gine Cranking Fuel Injection

16293 After treatment 1 SCR LSCANMR

4332 / 12 System State Control Module Performance

16770 Pressure Decrease Too Low LSCANMR

4334 / 1 Reductant Pressure (Shut Off Sequence)

4334 / 7 14219 SCR Dosing Unit Air Route Plugged LSCANMR

4334 / 12 14220 SCR Dosing Unit Pressure Route Plugged LSCANMR

16721 Reductant Pressure LSCANMR

4334 / 18 System Reductant Pressure Too Low

4335 / 0 16820 SCR Air Pressure System Pressure Too High LSCANMR

4335 / 1 16821 SCR Air Pressure System Pressure Too Low LSCANMR

4335 / 7 16883 SCR Air Pressure System Missing Air Supply LSCANMR

14264 Draining Pressure Pipe Not LSCANMR

4335 / 14 SCR Air Pressure System
Performed

13707 SCR Air Pressure Control LSCANMR

4336 / 3 Circuit Low
Valve Solenoid

13706 SCR Air Pressure Control Circuit High LSCANMR

4336 / 4
Valve Solenoid

13709 SCR Air Pressure Control LSCANMR

4336 / 5 Circuit Open
Valve Solenoid

15807 SCR Reductant Pipe LSCANMR

4354 / 3 Circuit High
Heating

15806 SCR Reductant Pipe LSCANMR

4354 / 4 Heating Circuit Low

15809 SCR Reductant Pipe LSCANMR

4354 / 5 Circuit Open
Heating

15869 SCR Reductant Pipe LSCANMR

4354 / 7 Circuit
Heating

SERVICE MANUAL ARTICULATED DUMP TRUCK 171

872352 REV A B18E - B30E PIN 1.1
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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

10797 SCR Catalyst Tempera- LSCANMR

4360 / 0 Temperature Too High
ture Before Catalyst

13817 Catalyst Temperature LSCANMR

4360 / 2 Range/Performance
Sensor

10788 SCR Catalyst LSCANMR

4360 / 15 Level 1 Exceeded
Temperature

10789 SCR Catalyst LSCANMR

4360 / 16 Level 2 Exceeded
Temperature

10722 SCR Catalyst Tempera- LSCANMR

4363 / 0 Temperature Too High
ture Behind Catalyst

4364 / 15 12971 NOx Emission Level 1 Exceeded LSCANMR

4364 / 16 12972 NOx Emission Level 2 Exceeded LSCANMR

16777 Reductant Pressure Sys- LSCANMR

4375 / 0 Current Too High
tem Pump

4375 / 3 13907 Reductant Supply Control Circuit High LSCANMR

4375 / 4 13906 Reductant Supply Control Circuit Low LSCANMR

4375 / 5 13909 Reductant Supply Control Circuit Open LSCANMR

After treatment 1 SCR

4794 / 14 10782 Component Not Present LSCANMR
Catalyst System

10815 Catalyst Temperature LSCANMR

4809 / 3 Circuit High Input
Sensor (Bank 1 Sensor 1)

12404 Catalyst Temperature LSCANMR

4809 / 3 Circuit High Input
Sensor (Bank 1 Sensor 1)

10816 Catalyst Temperature LSCANMR

4809 / 4 Circuit Low Input
Sensor (Bank 1 Sensor 1)

12405 Catalyst Temperature LSCANMR

4809 / 4 Circuit Low Input
Sensor (Bank 1 Sensor 1)

10915 Catalyst Temperature LSCANMR

4810 / 3 Circuit High
Sensor (Bank 1 Sensor 2)

10916 Catalyst Temperature LSCANMR

4810 / 4 Circuit Low
Sensor (Bank 1 Sensor 2)

18820 SCR Pressure Accumula- Pressure Too High LSCANMR

520230 / 0
tor Bubble Pressure

14253 SCR Pressure Accumula- LSCANMR

520230 / 2 Pressure Outside Range
tor Bubble Pressure

172 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

ADM3 fault MR2 Fault

code (J1939) Code Fault location Fault description Remedial action Pin

SPN /FMI (K-line)

14228 SCRT System LSCANMR

520258 / 7 Component Not Present
Component

14229 SCRT Temperature Sen- Circuit Range/Performance LSCANMR

520259 / 2
sors Pair A

14230 SCRT Temperature Sen- LSCANMR

520260 / 2 Circuit Range/Performance
sors Pair B

16994 Disabled Mannheim- LSCANMR

520262 / 14 SCR System EGA
Function

520262 / 14 16995 SCR System EGA Disabled Wörth-Function LSCANMR

14272 Automatic Compression LSCANMR

520263 / 9 Timeout
Detection Function

14271 Automatic Compression LSCANMR

520263 / 14 Cancelling
Detection Function

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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

Transmission Fault Codes

Diagnostic Code List and Description

Diagnostic Troubleshooting Codes (DTC) and Descriptions

DTC Description Check Trans Inhibited Operation Description

Light

C1312 Retarder Request Sensor Failed Low No May inhibit retarder operation if not using J1939
datalink
C1313 Retarder Request Sensor Failed High No May inhibit retarder operation if not using J1939
datalink
P0122 Pedal Position Sensor Low Voltage No Use default throttle values. Use brake switch for
retarder
P0123 Pedal Position Sensor High Voltage No Use default throttle values. Use brake switch for
retarder
P0218 Transmission Fluid Over Temperature No Use hot mode shift schedule. Inhibits upshift above
a calibrated range. Activate sump overtemp
indicator
P0602 TCU Not Programmed Yes Lock in Neutral

P0610 TCU Vehicle Options (TransID) Error Yes None

P0613 TCU Processor No None

P0614 Torque Control Data mis-match-ECM/TCU Yes Inhibits some shifts to range

P0634 TCU Internal Temperature Too High Yes DNS, SOL OFF (hydraulic default)

P063E Auto Configuration Throttle Input Not Present Yes Use default throttle values

P063F Auto Configuration Engine Coolant Temp In- No Use default throttle values
put Not Present

P0658 Actuator Supply Voltage 1 (HSD1) Low Yes DNS, SOL OFF (hydraulic default)

P0659 Actuator Supply Voltage 1 (HSD1) High Yes DNS, SOL OFF (hydraulic default)

P0701 Transmission Control System Performance No None

P0702 Transmission Control System Electrical Yes None

(TransID)

P0703 Brake Switch Circuit Malfunction No No Neutral to Drive shifts for Auto Neutral for re-
fuse packer

P0708 Transmission Range Sensor Circuit High Yes Ignore defective strip selector inputs
Input

P070C Transmission Fluid Level Sensor Circuit-Low No None

Input

P070D Transmission Fluid Level Sensor Circuit-High No None

Input

P0711 Transmission Fluid Temperature Sensor Cir- Yes Use default sump temp
cuit Performance
P0712 Transmission Fluid Temperature Sensor Cir- Yes Use default sump temp
cuit Low Input

P0713 Transmission Fluid Temperature Sensor Cir- Yes Use default sump temp
cuit High Input

P0716 Turbine Speed Sensor Circuit Performance Yes DNS, Lock in current range

P0717 Turbine Speed Sensor Circuit No Signal Yes DNS, Lock in current range

174 ARTICULATED DUMP TRUCK SERVICE MANUAL

B18E - B30E PIN 1.1 872352 REV A
JUNE 2013
 SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

DTC Description Check Trans Inhibited Operation Description

Light

P0719 Brake Switch ABS Input Low No TCU assumes ABS is OFF

P071A RELS Input Failed On Yes Inhibit RELS operation

P071D General Purpose Input Fault Yes None

P0721 Output Speed Sensor Circuit Performance Yes DNS, Lock in current range

P0722 Output Speed Sensor Circuit No Signal Yes DNS, Lock in current range

P0726 Engine Speed Sensor Circuit Performance No Default to turbine speed

P0727 Engine Speed Sensor Circuit No Signal No Default to turbine speed

P0729 Incorrect 6th Gear Ratio Yes DNS, Attempt 5th then 3rd

P0731 Incorrect 1st Gear Ratio Yes DNS, Attempt 2nd, then 5th

P0732 Incorrect 2nd Gear Ratio Yes DNS, Attempt 3rd then 5th

P0733 Incorrect 3rd Gear Ratio Yes DNS, Attempt 4th then 6th

P0734 Incorrect 4th Gear Ratio Yes DNS, Attempt 5th then 3rd

P0735 Incorrect 5th Gear Ratio Yes DNS, Attempt 6th, then 3rd, then 2nd

P0736 Incorrect Reverse Gear Ratio Yes DNS, Lock in Neutral

P0741 Torque Converter Clutch System Stuck Off Yes None

P0776 Pressure Control Solenoid 2 Stuck Off Yes DNS, RPR

P0777 Pressure Control Solenoid 2 Stuck On Yes DNS, RPR

P0796 Pressure Control Solenoid 3 Stuck Off Yes DNS, RPR

P0797 Pressure Control Solenoid 3 Stuck On Yes DNS, RPR

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

P0843 Transmission Pressure Switch 1 Circuit High Yes DNS, Lock in current range

P0880 TCU Power Input Signal No None

P0881 TCU Power Input Signal Performance No None

P0882 TCU Power Input Signal Low Yes DNS, Sol OFF (hydraulic default)

P0883 TCU Power Input Signal High No None

P0894 Transmission Component Slipping Yes DNS, Lock in first

P0960 Pressure Control Solenoid Main Mod Control Yes None

Circuit Open

P0962 Pressure Control Solenoid Main Mod Control Yes DNS, Sol OFF (hydraulic default)
Circuit Low
P0963 Pressure Control Solenoid Main Mod Control Yes None
Circuit High

P0964 Pressure Control Solenoid 2 (PCS2) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Open

P0966 Pressure Control Solenoid 2 (PCS2) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Low
P0967 Pressure Control Solenoid 2 (PCS2) Control Yes DNS, Sol OFF (hydraulic default)
Circuit High

P0968 Pressure Control Solenoid 3 (PCS3) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Open

P0970 Pressure Control Solenoid 3 (PCS3) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Low

SERVICE MANUAL ARTICULATED DUMP TRUCK 175

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SERVICE INFORMATION

FAULT CODES & CDU FAULT DISPLAY

DTC Description Check Trans Inhibited Operation Description

Light

P0971 Pressure Control Solenoid 3 (PCS3) Control Yes DNS, Sol OFF (hydraulic default)
Circuit High

P0973 Shift Solenoid 1 (SS1) Control Circuit Low Yes DNS, Sol OFF (hydraulic default)

P0974 Shift Solenoid 1 (SS1) Control Circuit High Yes DNS, Sol OFF (hydraulic default)

P0975 Shift Solenoid 2 (SS2) Control Circuit Open Yes 7-speed: Allow 2 through 6, N, R.

P0976 Shift Solenoid 2 (SS2) Control Circuit Low Yes Allow 2 through 6, N, R. Inhibit TCC operation

P0977 Shift Solenoid 2 Control Circuit High Yes 7-speed: Allow 2 through 6, N, R.

P0989 Retarder Pressure Sensor Failed Low No None

P0990 Retarder Pressure Sensor Failed High No None

P1739 Incorrect Low Gear Ratio Yes DNS, command 2nd and allow shifts 2 through 6,
N, R

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

P1892 Throttle Position Sensor PWM Signal High No Use default throttle value
Input

P2184 Engine Coolant Temperature Sensor Circuit No Use default engine coolant value
Low Input

P2185 Engine Coolant Temperature Sensor Circuit No Use default engine coolant value
High Input

P2637 Torque Management Feedback Signal No Inhibit SEM

(SEM)

P2641 Torque Management Feedback Signal Yes Inhibit LRTP

(LRTP)

P2670 Actuator Supply Voltage 2 (HSD2) Low Yes DNS, Sol OFF (hydraulic default)

P2671 Actuator Supply Voltage 2 (HSD2) High Yes DNS, Sol OFF (hydraulic default)

P2685 Actuator Supply Voltage 3 (HSD3) Low Yes DNS, Sol OFF (hydraulic default)

P2686 Actuator Supply Voltage 3 (HSD3) High Yes DNS, Sol OFF (hydraulic default)

P2714 Pressure Control Solenoid 4 (PCS4) Stuck Yes DNS, RPR

Off
P2715 Pressure Control Solenoid 4 (PCS4) Stuck Yes DNS, SOL OFF (hydraulic default)
On
P2718 Pressure Control Solenoid 4 (PCS4) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Open

P2720 Pressure Control Solenoid 4 (PCS4) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Low
P2721 Pressure Control Solenoid 4 (PCS4) Control Yes DNS, SOL OFF (hydraulic default)
Circuit High

P2723 Pressure Control Solenoid 1 (PCS1) Stuck Yes DNS, RPR

Off
P2724 Pressure Control Solenoid 1 (PCS1) Stuck Yes DNS, RPR
On
P2727 Pressure Control Solenoid 1 (PCS1) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Open

P2729 Pressure Control Solenoid 1 (PCS1) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Low
P2730 Pressure Control Solenoid 1 (PCS1) Control Yes DNS, SOL OFF (hydraulic default)
Circuit High

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FAULT CODES & CDU FAULT DISPLAY

DTC Description Check Trans Inhibited Operation Description

Light

P2736 Pressure Control Solenoid 5 (PCS5) Control Yes Inhibit retarder operation
Circuit Open

P2738 Pressure Control Solenoid 5 (PCS5) Control Yes Allow 2 through 6, N, R. Inhibit
Circuit Low
P2739 Pressure Control Solenoid 5 (PCS5) Control Yes Inhibit retarder operation
Circuit High

P2740 Retarder Oil Temperature Hot No None

P2742 Retarder Oil Temperature Sensor Circuit-Low No Use default retarder temp values
Input

P2743 Retarder Oil Temperature Sensor Circuit- No Use default retarder temp values
High Input

P2761 TCC PCS Control Circuit Open Yes Inhibit TCC operation

P2763 TCC PCS Control Circuit High Yes Inhibit TCC operation

P2764 TCC PCS Control Circuit Low Yes Allow 2 through 6, N, R.

P278A Kickdown Input Failed ON No Inhibit TCC operation

P2793 Gear Shift Direction Circuit Yes Inhibit kick-down operation

P2808 Pressure Control Solenoid 6 (PCS6) Stuck Yes None

Off
P2809 Pressure Control Solenoid 6 (PCS6) Stuck Yes DNS, RPR
On
P2812 Pressure Control Solenoid 6 (PCS6) Control Yes DNS, RPR
Circuit Open

P2814 Pressure Control Solenoid 6 (PCS6) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Low
P2815 Pressure Control Solenoid 6 (PCS6) Control Yes DNS, SOL OFF (hydraulic default)
Circuit High

U0001 Hi Speed CAN Bus Reset Counter Overrun No Use default values, inhibit SEM
(IESCAN)

U0010 CAN BUS Reset Counter Overrun No Use default values, inhibit SEM

U0100 Lost Communications with ECM/PCM Yes Use default throttle values
(J1587)

U0103 Lost Communication With Gear Shift Module Yes Maintain range selected, observe gear shift direc-
(Shift Selector) 1 tion circuit

U0115 Lost Communication With ECM Yes Uses throttle default values
U0291 Lost Communication With Gear Shift Module Yes Maintain range selected, observe gear shift direc-
(Shift Selector) 2 tion circuit

U0304 Incompatible Gear Shift Module 1 (Shift Se- Yes Ignore shift selector inputs
lector ID)

U0333 Incompatible Gear Shift Module 2 (Shift Se- Yes Ignore shift selector inputs
lector ID)

U0404 Invalid Data Received From Gear Shift Mod- Yes Maintain range selected, observe gear shift direc-
ule (Shift Selector) 1 tion circuit

U0592 Invalid Data Received From Gear Shift Mod- Yes Maintain range selected, observe gear shift direc-
ule (Shift Selector) 2 tion circuit

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Analog Fault Code ANALOG FAULT CODES SPN

Tilt rear X percent 10027

ANALOG FAULT CODES SPN

System air pressure 10001 Tilt rear Y percent 10028

Bin position 10002 Tilt rear Z percent 10029

Fuel level sensor 10003 Tilt cab X percent 10030

Artic angle 10004 Tilt cab Y percent 10031

System 24V CCU2 10005 Tilt cab Z percent 10032

System 24V OEU 10006 Tilt walk beam left X degrees 10033

System 24V MM2 10007 Tilt walk beam right X degrees 10034

System 12V 10008 Tilt walk beam left X percent 10035

Ambient temperature 10009 Tilt walk beam right X percent 10036

Aircon cab temperature 10010 Left height 10037

Aircon evaporator temperature 10011 Right height 10038

Aircon fin temperature 10012 Steering sensor 1 10039

Drop box pressure 10013 Steering sensor 2 10040

Drop box temperature 10014 Hyd system pressure 10041

Hyd brake pressure 1 10015 Wet brake temperature 1 10042

Hyd brake pressure 2 10016 Wet brake temperature 2 10043

Hyd return pressure 10017 Wet tank temperature 10044

Hyd tank pressure 10018 CCU2 5V sensor supply1 10045

Hyd tank temperature 10019 CCU2 5V sensor supply2 10046

Hyd temperature 10020 OEU 5V sensor supply1 10047

Tilt rear Xdegrees 10021 Oeu 5V sensor supply2 10048

Tilt rear Y degrees 10022 Mm2 5V sensor supply1 10049

Tilt rear Z degrees 10023 Battery 24V MM2 10050

Tilt cab X degrees 10024 Ambient pressure 10051

Tilt cab Y degrees 10025 Internal 5V unicomm 10052

Tilt cab Z degrees 10026 System 24v unicomm 10053

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ANALOG FAULT CODES SPN ANALOG FAULTS SPN

Battery 24v unicomm 10054 LEFT INDICATOR SW 11018

Artic angle 2 10055 RIGHT INDICATOR SW 11019

Strut pressure 1 10056 LOW ENGINE COOLANT SW 11020

PARK BRAKE PRESSURE SW 11021

Strut pressure 2 10057

SCRAPER FUNC SW 11022

Wet brake temperature 3 10058
TRANSMISSION FILTER SW 11023
Engine oil pressure 10059
IDL PRESSURE SW 11024
Engine oil temperature 10060
DROP BOX LEVEL SW 11025
Engine cyclinder head temp 10061
CAB DOOR SW 11026

SEAT OCCUPANCY SW 11027

Digital Input Fault Code SEATBELT SW 11028

AUTOGREASER PRESSURE SW 11029

ANALOG FAULTS SPN

AUTOGREASER LEVEL SW 11030

AIRCON THERMO SW 11001

PARK LIGHT SW 11031

BONNET FAN TEMPERATURE SW 11002

AIRCON STATUS SW 11032

BRAKE LIGHT SW 11003

AIRCON FAULT SW 11033

COLD START SW 11004

HARDWARE DETECT 1 OEU 11034

CTD PRESSURE SW 11005

HARDWARE DETECT 1 CCU 11035

DROP BOX TEMPERATURE SW 11006

HARDWARE DETECT 2 OEU 11036

EMERGENCY STEERING SW 11007

HARDWARE DETECT 2 CCU 11037

EMERGENCY STOP SW 11008

HARDWARE DETECT 3 OEU 11038

ENGINE FILTER INTAKE SW 11009

HARDWARE DETECT 3 CCU 11039

FRONT WIPER PARK SIGNAL 11010

VALVE POWER 1 OEU 11040

REAR WIPER PARK SIGNAL 11011

VALVE POWER 1 CCU 11041

HEADLIGHT BRIGHTS SW 11012

VALVE POWER 2 OEU 11042

HEADLIGHT FLASH SW 11013

VALVE POWER 2 CCU 11043

HEADLIGHT DIPS SW 11014

VALVE POWER 3 OEU 11044

HORN SW 11015

VALVE POWER 3 CCU 11045

HYD FILTER PRESSURE SW 11016

VALVE POWER 4 OEU 11046

HYD LEVEL SW 11017

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FAULT CODES & CDU FAULT DISPLAY

ANALOG FAULTS SPN Digital Input Frequency Fault Code

VALVE POWER 4 CCU 11047
DIGITAL INPUT FREQUENCY FAULT
SPN
CODE FAULT CODES
VALVE POWER 5 OEU 11048
DROP BOX SPEED 12001
VALVE POWER 5 CCU 11049
LEFT WALKING BEAM 12002
VALVE POWER 6 OEU 11050
RIGHT WALKING BEAM 12003
VALVE POWER 6 CCU 11051
MID CHASSIS 12004
GENERIC SPARE 1 SW 11052
ENGINE RPM 12005
GENERIC SPARE 2 SW 11053

GENERIC SPARE 3 SW 11054

SSM TO CCU2 WAKEUP 11055 Digital Input Intermittent Fault

SSM TO OEU WAKEUP 11056
Codes

START SIGNAL SW 11057 DIGITAL INPUT INTERMITTENT FAULT

SPN
CODES

HAZARDS DASH SW 11058

MM2 USB ACTIVE 13001

PARK BRAKE DASH SW 11059

MM2 GSM RING 13002

LOW ACCUM BRAKE SW 11060

MM2 GSM ACTIVE 13003

HYD HIGH PRESSURE FILTER SW 11061

MM2 GSM DCD 13004

4 WHEEL DRIVE ENGAGED 11062

MM2 GSM CTS 13005

ALTERNATOR CHARGING 11063

MM2 IRIDIUM RI 13006

BLOWER HALT SW 11064

MM2 IRIDIUM NET 13007

4 WHEEL DRIVE DISENGAGED 11065

UNICOMM MODE 13008

POWER TAKE OFF SW 11066

UNICOMM USB ACTIVE 13009

ENGINE OIL FILTER BYPASS SW 11067

UNICOMM IGN ACTIVE 13010

HYDRAULIC FILTER BYPASS SW 11068

UNICOMM BATT ACTIVE 13011

4 WHEEL DRIVE SW 11069

FUEL FILTER SW 11070

Digital Output Fault Codes

DIGITAL OUTPUT FAULT CODES SPN

DO NCF AIRCON CLUTCH 14001

DO NCF BEACON 14002

NCF BRAKE LIGHT 14003

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FAULT CODES & CDU FAULT DISPLAY

DIGITAL OUTPUT FAULT CODES SPN DIGITAL OUTPUT FAULT CODES SPN

NCF BIN REDUCTION 14004 NCF RIGHT STRUT UP 14033

NCF CTD 14005 NCF PARK LIGHTS 14034

NCF ENGINE RUNNING 14006 NCF CROSS LINK 1 14035

NCF ENGINE CRANKING 14007 NCF CROSS LINK 2 14036

NCF FAN CUT 14008 NCF EMERGENCY STEERING 14037

NCF FAN LOW 14009 NCF AUTOGREASER DIRECTION 14038

NCF FAN MED 14010 NCF ENGINE COOLER FAN 14039

NCF FEET ACT 14011 NCF GENERIC SPARE 1 14040

NCF FRONT WASHER 14012 NCF GENERIC SPARE 2 14041

NCF FRONT WIPER HIGH 14013 NCF BIN LEVER LATCH 14042

NCF HEATER ACT 14014 NCF GEAR HOLD 14043

NCF HORN 14015 NCF UNLADEN 14044

NCF HYD CUT 14016 NCF ENGINE POWER CURVE 14045

NCF BRAKE CHARGE CUT 14017 NCF CCU2 TO CDU WAKEUP 14046

NCF IDL 14018 NCF AIRCON PRESSURE BLOWER 14047

NCF LEFT IND 14019 NCF STEERING CUT 14048

NCF LEFT STRUT DOWN 14020 NCF CAB INTERIOR LIGHT 14049

NCF LEFT STRUT UP 14021 NCF D PLUS 14050

NCF LOCKUP CONTROL 14022 CF REVERSE 15001

NCF MID DEM ACT 14023 CF BONNET FAN 1 15002

NCF MIRROR HEAT 14024 CF BONNET FAN 2 15003

NCF OVERSPEED 14025 CF ARTIC REVERSE 15004

NCF PARK BRAKE 14026 CF WORK LIGHT 15005

NCF PNEUMATIC 14027 CF GENERIC SPARE 15006

NCF REAR WASHER 14028 CF HEAD BRIGHT 15007

NCF REAR WIPER HIGH 14029 CF HEAD DIP 15008

NCF RECIRCULATION 14030 CF SERVICE BRAKE 15009

NCF RIGHT IND 14031 CF FRONT WIPER LOW 15010

NCF RIGHT STRUT DOWN 14032 CF REAR WIPER LOW 15011

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FAULT CODES & CDU FAULT DISPLAY

DIGITAL OUTPUT FAULT CODES SPN DIGITAL OUTPUT FAULT CODES SPN

CF AUTOGREASER 15012 INT MM2 DAUGHTER SUPPLY 17011

CF WET DISK PUMP 15013 INT MM2 IRIDIUM ON OFF 17012

CF AIRCON BLOWER 15014 INT UNI LED 0 17013

CF LOAD ZERO 15015 INT UNI LED 1 17014

CF LOAD LIGHT RED 15016 INT UNI LED 2 17015

CF LOAD LIGHT YELLOW 15017

CF LOAD LIGHT GREEN 15018

Information message Fault Code
CF AIRCON SPEED 1 15019
INFORMATION MESSAGE FAULT CODES SPN
CF AIRCON SPEED 2 15020
CAB SET TEMP 18001
CF AIRCON SPEED 3 15021
SHIFT CYCLING 18002
CF BIN MARKER LIGHTS 15022
FDC MODE 18003
CF HORN 15023
SCU MODE 18004
CF 4 WHEEL DRIVE 15024
GROUND SPEED LIMIT TYPE 18005
CF POWER TAKE OFF 15025
TILT STATUS 18006
CF ENGINE CUT SOLENOID 15026
TSC1 ENIGINE TYPE 18007
TC BIN UP 16001
TSC1 ENIGINE RET TYPE 18008
TC BIN DOWN 16002
TSC1 TRANS RET TYPE 18009
TC STEERING LEFT 16003
AUTO GREASER MODE 18010
TC STEERING RIGHT 16004
AUTO GREASER STATE 18011
INT MM2 HEART BEAT 17001
AUTO GREASER TEST STATUS 18012
INT MM2 DIAG LED 1 17002
AUTO GREASER CYCLE 18013
INT MM2 DIAG LED 2 17003
AUTO GREASER STATE TIME LEFT 18014
INT MM2 GSM ON OFF 17004
HAZARD STATUS 18015
INT MM2 GSM RESET 17005
AUTO IDL CONTROL 18016
INT MM2 GSM RTS 17006
CDU ACCESS MODE 18017
INT MM2 MICRO ALIVE 17007
KEYPAD ENABLED 18018
INT MM2 SD CARD POWER 1 17008
BIN LIMITS 18019
INT MM2 SD CARD POWER 2 17009
CDU KEY PRESSED 18020
INT MM2 5V SENSOR SUPPLY 17010
SECURITY KEY ENTERED 18021

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FAULT CODES & CDU FAULT DISPLAY

INFORMATION MESSAGE FAULT CODES SPN INFORMATION MESSAGE FAULT CODES SPN

TRANS CAL VERSION 18022 CDU VIN INDEX 18051

TRANS CAL REVISION 18023 CDU SUSPEND 18052

VEHICLE SERVICE STATUS 18024 BRAKE CHARGE HEALTH 18053

TRANS SERVICE DUE 18025 CCU CAN STATUS 18054

EXHAUST BRAKE FAILURE 18026 TCU CAN STATUS 18055

FREE WHEELING 18027 ECU CAN STATUS 18056

EXCESSIVE IDLE 18028 OEU CAN STATUS 18057

ENGINE OVERSPEED 18029 SSM CAN STATUS 18058

OUTPUT SHAFT SPEED 18030 MMU CAN STATUS 18059

OVERLOADING 18031 SDC CAN STATUS 18060

HARSH BRAKING 18032 TPM CAN STATUS 18061

COOLANT TEMP HIGH 18033 CDU CAN STATUS 18062

ENGINE OIL PRESSURE LOW 18034 BATTERY SAVING 18063

TRANS SUMP TEMP HIGH 18035

PARK BRAKE BURN 18036

Failure Mode Identifier
STRAIN GAUGE FAULT LWB 18037
FAILURE MODE IDENTIFIER ID
STRAIN GAUGE FAULT RWB 18038
OUT OF RANGE HIGH 0
STRAIN GAUGE FAULT CHASSIS 18039
OUT OF RANGE LOW 1
HYDRAULIC TEMP HIGH 18040
DATA ERRATIC 2
WET DISK BRAKE TEMP HIGH 18041
OUT OF RANGE SHORT HIGH 3
GROUND SPEED LIMIT EXCEEDED 18042
OUT OF RANGE SHORT LOW 4
TURBO SPIN OVERRIDE 18043
OUT OF RANGE OPEN 5
PURGE SCR OVERRIDE 18044
OUT OF RANGE GROUND 6
DROP BOX TEMP HIGH 18045
MECHANICAL FAILURE 7
AUTO GREASER ERROR 18046
ABNORMAL FREQUENCY 8
BIN DIRECTION FAULT 18047
ABNORMAL UPDATE RATE 9
LOW BOOST 18048
ABNORMAL RATE CHANGE 10
OEU VIN INDEX 18049
NOT VALID 11
CCU VIN INDEX 18050
IN RANGE 12

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FAULT CODES & CDU FAULT DISPLAY

FAILURE MODE IDENTIFIER ID FAILURE MODE IDENTIFIER ID

OUT OF CALIBRATION 13 OUT OF RANGE LOW MED 18

SPECIAL INSTRUCTION 14 NETWORK DATA ERROR = 19 19

OUT OF RANGE HIGH LO 15 DATA RESET 30

OUT OF RANGE HIGH MED 16 UNKNOWN 31

OUT OF RANGE LOW LO 17

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TRANSMISSION

Transmission General Description

Allison 3000PR ORS

Automatic Truck Transmission P - Power Take Off (PTO)

3 - Series/Group designation R - Retarder

000 - Close Ratio, 6 Speed ORS - Off Road Series

3000PR ORS and 3000P ORS Transmission

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Transmission Identification Torque Converter Operation

The HD torque converter has four main
components:
• Pump
• Stator
• Turbine
• Lock-up Clutch
The converter’s pump is bolted to the converter
cover.
The pump rotates at engine speed
The transmission identification plate is located on
the right hand side of the transmission. • As the pump rotates, fluid enters from around the
pump hub.
The identification plate shows the transmission seri-
al number, part number (assembly number), and • Centrifugal force causes fluid to be thrown around
model number. the outside of the pump and over to the converter
turbine.
Use all three numbers when ordering parts.
• Once the force reaches a certain point, the fluid
begins to spin the turbine.
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
Stator One-way Clutch Operation
2. Stator
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.

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The stator’s one-way clutch provides locking and Rotary Flow (Fluid Coupling)
freewheeling action.
• A series of rollers and springs are located inside
the stator.
• When fluid strikes the front of the stator blades,
the stator tries to rotate in a counter clockwise
direction.
• This wedges the rollers into the small side of the
tapered cavity, the stator is locked and can’t rotate
that direction.
• When fluid strikes the back side of the stator
blades, the stator begins to rotate in a clockwise
direction.
• The wedged rollers are released, and the one- Rotary flow occurs when the stator is in the free-
way clutch’s design allows the stator to rotate in a wheeling position.
clockwise direction.
• As the turbine begins to rotate and its speed in-
creases, the fluid exiting the turbine strikes the
Vortex Flow (Torque Multiplication) 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.
• This eliminates the torque increase.

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 stator blades.
• This locks the stator
• The locked stator directs fluid back to the pump at
an accelerated rate.
• This helps the pump increase torque by adding
The torque converter’s fluid coupling will never allow
an extra “push.”
turbine speed to equal engine speed.
• Once rotary flow has been achieved and certain
speed and range requirements are met, the tor-
que converter attains “lock-up.”
• This physical connection between the converter
turbine and pump allows the turbine to rotate at
engine speed.
• Lock-up clutch components include:

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• The backing plate always rotates at engine 4. Start the engine and let it idle.
speed.
• If Prolink is available connect it, select Diag-
• Assembly - located next to the backing plate. It’s nostic Data and scroll to “Sump
splined directly to the turbine. Temperature”.
• The lock-up clutch piston - located inside the con- • CDU can be used by selecting “Transmission
verter front cover. Temp”. The transmission sump temperature
must be monitored at all times during stall
• It’s splined to the converter front cover and al-
test.
ways rotates at engine speed.
• Hydraulic fluid forced between the front cover and 5. Apply the park brake.
lock-up clutch piston causes the piston to move. 6. Let the air pressure build up until the low pres-
This “sandwiches” the clutch plate between the sure buzzer goes off.
piston and backing plate, forcing the clutch plate
7. Push the service brake pedal down and keep it
to rotate at engine speed.
down.
• Since the clutch plate is splined to the turbine, the
8. Press D on SSM.
transmission’s input equals engine RPM.
9. Push accelerator pedal until engine is running
at 1000 RPM and keep at this RPM for no lon-
Stall Testing ger than 15 - 20 seconds. (This will allow the oil
to circulate, preventing a large temperature dif-
Stall Protection ference within the pump, thus preventing any
damage to the pump).
The E Series machines have been fitted with stall
protection software to protect the transmission Tor- 10. Remove foot from accelerator pedal and select
que convertor / oil Pump from Damage. neutral.

The Software installed allows the operator to stall 11. Repeat steps 9 to 13 until the sump temperature
only when certain conditions have been met. Firstly stabilises around 70 ºC - 80 ºC (160 ºF- 175 ºF).
the vehicle must be in the stationary position for
more than 6 seconds. The Engine torque must be Checking of Stall RPM
more than 50 % for 6 Seconds.
The Park brake or service brake must be applied 1. Bring sump temperature as described above.
(Or Both) for more than 6 seconds If these parame- 2. Select D on SSM and apply foot brake pedal
ters are active for more than 6 seconds the CCU and keep it down.
Knows that the vehicle is in a stall condition and will
allow the stall to continue up till a total of 15 seconds 3. Push accelerator pedal all the way down.
have past. 4. After 10 - 15 seconds the RPM will stabilise.
After 15 seconds the CCU will command the ADM (Do not exceed 20 seconds).
to 0% Torque or Low Idle for 50 Seconds. If Neutral 5. This stabilised RPM will be the stall RPM. (Re-
is selected while in the 50 Second cool off period is fer to table 1)
active the CCU will command a speed restriction of
1250 rpm for the remainder of the 50 Seconds. 6. Remove foot from accelerator pedal.
7. Select neutral. Accelerate to 1500 RPM for 2
Stall Test Procedure minutes to cool the transmission.
8. Let engine idle for at least 1 minute before
To bring oil temperature up to stall testing switching off.
temperature:
NOTE: Never stall for longer than 20 seconds. If
1. Before starting check that the oil on the dipstick you have a Allison Doc available the optimum range
is within the safe operating band. to stall in is fourth range.Always refer to latest serv-
2. Place chocks in front and behind wheels. ice bulletin for stall speed specifications.

3. Ensure that no person is working on or under

the machine.

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Stall Speeds • The transmission cooling system may not be op-

erating properly.
Table 1
• The engine cooling system may not be operating
properly.
Model Trans Converter Stall
Speed
Ratio Trouble Shooting A Freewheeling Stator
B18 / Allison 2.44 1965 rpm
A freewheeling stator can cause extremely low stall
20E 3000P
speeds.
ORS
• To verify a freewheeling stator prior to tear down,
B25E Allison 1.98 1895 rpm
road test the vehicle.
3500P
ORS • If the vehicle has no power at low speed, but per-
forms normally at high speeds, the stator may be
B30E Allison 1.98 1905 rpm freewheeling.
3500P
ORS • Elevated oil temperatures or no full-throttle up-
shifts can also indicate a freewheeling stator.

Analysing Stall Test Results Troubleshooting A Stuck Stator

If stall test readings are 150 RPM higher or lower A stuck stator can cause high converter out temper-
than specifications. atures after cool down, despite normal stall test
• The stall test readings are acceptable. readings.

• Stall test readings may vary slightly above or be- • A stuck stator can also prevent the vehicle from
low specifications, depending on ambient temper- reaching its top speed and/or transmission over-
ature, altitude, tachometer variations and other heating at highway speeds.
conditions. • To verify a stuck stator prior to tear down, stall test
If stall test readings are 200 RPM or more below as follows:
specifications. • Stall until converter out temperature reaches 120
- 130°C (250 - 270 ° F.)
• The engine may be down on power.
• The engine may not be attaining full fuel. • Place the transmission in neutral, then accelerate
the engine to between 1200 and 1500 - RPM for
If stall test readings are extremely low (about 30% 2 to 3 minutes.
lower than specifications)
• If the converter out temperature doesn’t drop, the
• The engine may be severely down on power. stator may be stuck or the engine / transmission
cooling system may be malfunctioning.
• The engine may not be attaining full fuel.
If tests confirms that the converter stator is suspect,
• The converter stator may be freewheeling.
remove the transmission, disassemble the torque
If stall test readings are 200 RPM or more above converter and inspect the stator, springs, rollers and
specifications. race.
• The transmission may have slipping clutches.
• Transmission oil level might be too low or high.
• Converter out pressure may be too low due to in-
ternal transmission problem.
• The converter stator may be stuck.
If stall test readings are normal, but there are high
converter out temperatures after cool down.

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Planetary Gears Sets P1 Planetary Configuration

The P1 carrier is connected directly to the P3 ring
gear.
The P1 sun gear is connected directly to the rotating
clutch module (it always rotates at turbine speed).
The P1 ring gear is not connected to any planetary
components.

Clutches

The Gen 4 transmission uses three sets of planetary

gears.

Gen - 4 Transmission Planetary

Configuration

Clutches provide the input and holding power, plan-

etary gear sets require for operation.
The Gen 4's planetary gear sets are labelled P1, P2
and P3 Clutches in the transmission can be either rotating
or stationary.
P3 Planetary configuration Rotating clutches supply rotational input to other
shafts or components.
• The P3 carrier is connected directly to the output
• The Gen 4 transmission’s rotating clutches are lo-
shaft.
cated in the rotating clutch module.
• The P3 sun gear is part of the main shaft module.
If both components splined to the clutch plates are
• The P3 ring gear is connected directly to the P2 capable of rotating the clutch is a “rotating clutch.”
carrier.
Stationary clutches hold components in place, al-
lowing other components to be input and output.
P2 Planetary Configuration
• The Gen 4 has three stationary clutches that hold
The P2 carrier is connected directly to the P3 ring planetary gear components.
gear. • Clutches consist of two intertwined sets of clutch
The P2 sun gear is part of the main shaft module. plates and a piston.
• Two kinds of plates are used - fibre, “friction,”
The P2 ring gear is connected directly to the P1
plated and steel, “reaction” plates.
carrier.
• Plates are alternated in the clutch assembly so
that they sandwich each other.

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• One set of clutch plates is splined to an inner • Each ring gear has a corresponding stationary
component, the other is splined to an outer com- clutch.
ponent (The housing).
• Clutches labelled C5 (holds the P3 ring gear), C4
• Even though the plates are intertwined, they ro- (holds the P2 ring gear) and C3 (holds the P1 ring
tate independently, when not applied. gear).
• The clutch assembly has a piston and spring • Two rotating clutches are located inside the rotat-
assembly. ing clutch module.
• 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

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Transmission Cross Sectional Diagram

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1. Lockup clutch/damper 21. Retarder rotor

2. Converter turbine 22. Retarder and output shaft module
3. Converter stator 23. Output shaft
4. Converter pump 24. C6 piston
5. Charge Oil Pump 25. P4 planetary
6. Front support 26. P4 sun gear
7. Oil vent assembly 27. Selective shim
8. Main housing 28. P4 shaft flange
9. Main shaft 29. P3 planetary
10. C3 clutch 30. Control valve assembly
11. C4 clutch 31. P2 planetary
12. P2 sun gear 32. P1 planetary
13. Shim 33. C2 clutch
14. C5 clutch 34. C1 clutch
15. P3 sun gear 35. Turbine shaft
16. C5 piston assembly 36. PTO drive gear
17. C6 adapter housing module 37. Converter ground sleeve
18. C6 clutch 38. Converter housing
19. P4 ring gear
20. Retarder stator

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Power Flow

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Functional Description Hydraulic The main-pressure regulator valve converts charg-

System ing pump pressure to main pressure and regulates
main pressure based upon input from the converter
The hydraulic system generates, directs, and con- flow valve, and controls the main pressure, lock-up
trols the pressure and flow of transmission fluid (hy- solenoid valve and main modulation valve.
draulic fluid) within the transmission.
The main-pressure regulator valve is held upward
Transmission fluid is the power-transmitting medium by spring force at the bottom of the valve. Main-
in the torque converter. pressure flows to the top of the regulator valve.

Its velocity drives the converter turbine. Its flow The main-pressure regulator valve is pushed down-
cools and lubricates the transmission. Its pressure ward when the main fluid pressure reaches a level
operated the various control valves that apply the high enough to overcome the spring force, pressing
clutches. downward the main-pressure regulator valve and
permitting excess fluid to exhaust, reducing main
The primary components of the transmission hy- pressure.
draulic system are the transmission fluid, the charg-
ing pump, three integral filters, the control module, This regulated main pressure is routed to seven
the breather, the cooler, and the PS1 pressure areas in the hydraulic system. Passages in the con-
switch. trol module direct main pressure to the input side of
each of the five-solenoid regulator valves and to the
The hydraulic system circuits are the main pressure control main regulator valve.
circuit, the main control circuit, the torque converter
circuit, the cooler lubrication circuit, the clutch-apply Pressure at the output side of each solenoid regula-
circuits, the exhaust circuit, and the exhaust backfill tor valve is “clutch feed pressure.” Pressure at the
circuit. output side of the control main regulator valve is
“control main pressure.”
The charging pump, via the main regulator valve,
supplies transmission pressure and flow throughout
the hydraulic system. Regulator Valves
The charging pump draws fluid through the suction The TCU controls the PCS solenoids in the control
filter from the transmission sump, and pumps the module and the solenoids control the regulator
fluid into the hydraulic system through the main fil- valve.
ter. Solenoids and valves, located in the transmis-
sion control module, control the flow and pressure The PCS solenoids (either N/O or N©) direct control
of the hydraulic fluid. main pressure to the top of a solenoid regulator
valve, causing it to move against its spring.
Transmission fluid flows to specific clutches to
achieve range shifts. Fluid for the cooler / lubrication Control main pressure blocks off the exhaust backfill
circuit flows through the lubrication filter. circuit, and allows main pressure to move through
the valve passage into the clutch feed circuit, apply-
The diagnostic pressure switch PS1 verifies the po- ing the clutch
sition of the C1 and C2 latch valves.
When control main pressure is cut off from the top
of the regulator valve, the valve spring forces the
Main-Pressure Circuit valve back to the top of its travel allowing the clutch-
apply circuit to be exhausted to sump through pas-
The main pressure circuit supplies the primary sages in the exhaust backfill circuit and the clutch is
source of fluid pressure to the transmission hydraul- released.
ic system.
The main pressure regulator valve controls the pres-
sure in this circuit.

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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).

During an electrical interruption, the latch valve

cause the transmission to engage specific clutches
based on the range in which transmission was oper-
Hydraulic Operation During Electrical ating when the interruption occurred.
Interruption
The latch valves are activated by normally closed
The PCS regulator valves are controlled by sole- solenoid SS1. When solenoid SS1 is energised,
noids that control transmission clutch applications. control main pressure flows to the top of the C1 and
C2 latch valves.
The TCU electrically controls the PCS solenoids,
which control the regulator valves. Interruption of This pressure forces the valves downward to con-
electrical power results in the regulator valves lock- nect the necessary flow passages for clutch
ing in their normally open or closed state/positions. engagement.

To minimise the impact of an electrical interruption, During an electrical interruption, the latch valves
GEN 4 incorporate a system that enables the trans- and the two normally open solenoids (PCS1 and
mission to default to totally hydraulic operation. PCS2) enable the transmission to operate in a “limp
home” mode allowing the operator to drive the ve-
hicle to a location where it can be repaired.
Latch Valves
The default system enables the transmission to re-
When a clutch is applied, clutch feed pressure is vert to total hydraulic operation and provides safe
routed through the latch valve to the clutch piston. operation during a electrical power interruption by
shifting to a specific pre- determined range.
Clutch-apply pressure against the lands of the latch
valve hold the latch valve in place or, in normally The following lists the operating range and the pre-
closed valve, allows the fluid to simply flow through determined default range the transmission will shift
the valves. to in the event of an electrical interruption:

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Range Operating Limp Home Range To attain lockup, pressurized fluid must flow to the
lockup piston. The lockup solenoid regulator valve
Reverse Neutral - C3 only in the control module directs fluid pressure to the
applied lockup clutch piston.

Neutral Neutral - C3 only Movement of the solenoid regulator valve allows

applied regulated main pressure to be delivered to the lock-
up piston and engage the clutch.
First Third
If a critical transmission malfunction or electrical in-
Second — Fifth Fourth terruption occurs, the ECU disengages the lockup
clutch.
Sixth Fifth

NOTE: The lockup clutch will always disengage dur- Converter- In Pressure Circuit
ing an electrical interruption or during critical trans-
mission malfunction. The converter regulator valve is located in the tor-
que converter in circuit and ensures the converter
receives correct pressure from the main pressure
Control Main Circuit regulator.
The control main circuit supplies the steady pres- Low (Below Normal) Converter-in Pressure.
sure necessary to actuate the regulator valves.
The converter regulator valve remains seated due
The control main circuit receives its pressure from to converter-in pressure being less than the valve
the main pressure circuit and, when needed, helps spring force.
lower main pressure.
The converter-in fluid flows through the converter
The main module solenoid valve removes/gives flow valve, through the converter, back through the
pressure to control main valve which provides converter flow valve, through the orifice in the valve
smooth, consistent control main pressure which body separator plate, and through the converter reg-
aids accurate solenoid regulator valve movement. ulator valve to the cooler.
Control main pressure is directed to each regulator The orifice in the valve body separator plate allows
valve. increased converter pressure at low charging pump
(engine) speed.
When control main pressure is directed to the top of
the regulator valve, control main pressure pushes
against the valve, overcomes spring force and Normal Converter-in Pressure
moves the valve downward.
Converter-in pressure is sufficient to move the con-
Downward movement of a solenoid regulator valve
verter regulator valve slightly against its spring
opens passages that allow main pressure to flow
force.
past the valve to the clutch circuits.
This slight movement allows converter-out fluid to
flow through the converter regulator, regulator valve
Torque Converter Circuit from both the separator plate orifice and the con-
verter flow valve.
When the torque converter is operating as a hy-
draulic coupling, (i.e. rotary flow) a high, constant Fluid flow to the cooler is increased, reducing con-
flow of fluid is required to cool and fill the converter. verter-out pressure.
[Converter regulator valve]
During lockup operation, cooling is no longer re- Excessive Converter-in Pressure
quired and high flow is unnecessary. [TCC + con-
verter flow valve] Converter-in pressure in excess of approximately
900kPa (130 psi) moves the converter regulator
The converter flow valve, located in the control mod-
valve far enough against its spring to route exces-
ule, opens to release the fluid pressure in the con-
sive pressure to the suction side of the charging
verter, allowing the fluid to flow from the converter
pump.
into the cooler/lubrication circuit.

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Converter-out fluid continues to flow through the Fluid is directed through the cooler/lubrication circuit
converter flow valve, through both fluid passages, to the cooler unit, it is then moved through the cool-
and to the cooler. er/lubrication circuit to lubricate and cool bearings,
planetary gears, clutches, shafts, support equip-
ment and all other moving components of the
Lubrication and Coding Circuits transmission.
Transmission fluid not only transmits torque and
pressure but also lubricates and cools the transmis- Exhaust Circuit
sion, protecting it from wear, rust, and failure due to
overheating. The exhaust circuit is the return circuit for the trans-
mission hydraulic system.
Heat and wear-control is essential to ensuring the
transmission will perform satisfactorily throughout Pressure in this circuit is minimal and the fluid flow-
its service life. ing through the exhaust circuit is returned to the
sump.
The cooler/lubrication circuit is fed by the converter
flow valve as fluid is directed to and from the torque Fluid flows into the exhaust circuit from the main
converter. pressure circuit and the exhaust backfill circuit when
the pressures exceed the levels maintained by the
A lubrication regulator valve in the cooler/ lubrication
regulator valves.
circuit ensures sufficient lubrication pressure.
The lubrication pressure, fed through the converter
Exhaust Backfill Circuit
flow valve, overcomes lubrication regulator valve
spring force.

When a clutch is disengaged, pressure in the clutch circuit is exhausted to sump through the ex-
haust backfill circuit.
Low exhaust backfill pressure connects to the clutch feed passage. When a clutch is released pres-
sure 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 vi-
tal for controlling clutches since air compresses, causing a shift to be either too hard or too soft.

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NOTE: The HD's hydraulic system utilises six sole- 5. 5. Solenoid TCC controls the lock-up clutch ap-
noids and regulator valve assemblies. ply circuit.
• Each solenoid is labelled. Solenoids PCS1 and 6. 6. Solenoid SS1 controls the latching valves.
PCS2 are normally open. (C1 and C2)
• All other solenoids are normally closed. 7. 7. Solenoid PCS5 (external) controls the retard-
er function.
• Each solenoid and solenoid regulator valve con-
trols a clutch applied circuit. The system uses two general solenoid types of
PCS solenoids (Pressure Control Solenoids).
1. 1. Solenoid PCS1 controls the C1 clutch apply
circuit. N/O - Normally Open.
2. 2. Solenoid PCS2 controls the C2 clutch apply N/C - Normally Closed.
circuit.
3. 3. Solenoid PCS3 controls the C3 clutch apply Clutch and Solenoid Apply Chart
circuit.
4. 4. Solenoid PCS4 controls the C4 clutch apply
circuit.

Neutral Operation • C5 pressure positions the diagnostic pressure

switch (PS1) valve against spring pressure.
• Normally open solenoids PCS1 and PCS2 are
energised and normally closed solenoid PCS3 is • This aligns PS1 with exhaust and the switch
energised. closes).
• Main pressure is blocked at the PCS1 and PCS2 • The normally closed Main Pressure Modulation
solenoid regulator valves. solenoid is energised to lower main pressure.
• Main pressure flows through the PCS3 solenoid
regulator valve, through the C2 latch valve and to General Description Allison Gen 4
the C5 clutch.

The Allison Gen 4, Controls feature closed-loop clutch control to provide superior shift quality over
a wide range of operating conditions. The transmission configuration has six forward ranges, neu-
tral, and one reverse range.
The diagram below shows the basic system inputs and outputs.

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Transmission Electronic Control • Control Module (Electro- Hydraulic Valve Body -

inside sump)
Figure 1–2 Allison Gen 4 electronic control
components. • Wiring Harnesses
The Electronic Controls consist of the following: • Autodetect program Feature

• Remote 12/24V Max Feature Sealed Transmis- • Trans ID Feature

sion Control Unit (TCU) • Retarder Controls via CAN from SSM
• Remote Pushbutton • Engine Coolant Temperature Input via CAN from
• Electronic engine throttle data or PWM signal via ADM
CAN from ADM
• Engine, Turbine, and Output Speed Sensors

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Allison Cab Harness

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Allison Transmission Harness

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
Speed Sensors 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
detected by comparing the speed sensor informa-
tion for the current range to that range’s speed sen-
sor information stored in the TCU memory.

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.

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Control Module • TCC - Torque Converter Clutch (lockup)

• Diagnostic pressure switch PS1
• Five solenoid regulator valves
The Allison Gen 4 control system includes a main
modulation solenoid. Modulated main pressure re-
sults in improved cooler flow and reduced pump
losses when throttle position and output speed is
low. The Allison 4th Generation TCU commands the
main mod solenoid ON when all of the following
conditions are simultaneously met:
Sump temperature is greater than 35ºC and less
than 145ºC.
• Engine speed less than 1200 rpm in all ranges
except Neutral. There are no restrictions on en-
gine speed in Neutral.
• Throttle percentage less than 18 percent in Re-
verse, First, or Second range. Main mod may be
commanded ON in Neutral at any throttle
The Allison Gen 4 transmission control module con- position.
tains a main body assembly and solenoid valve
body assembly, which are mounted to an aluminum • Output speed is less than 250 rpm in Neutral, Re-
channel plate. verse, First, or Second range.

The TCU issues commands to various solenoids in • The PTO input to the TCU indicates the PTO is
the two valve bodies to govern fluid flow to the OFF.
clutches (including torque converter clutch). The • Shift not in progress.
solenoids produce an output pressure that is propor-
tional to current from the TCU. Hence, the solenoids The TCU may activate the main mod solenoid for
are referred to a pressure"proportional" control improved clutch control and transmission response
solenoids. during other unusual operating situations.

The main valve body assembly contains the A temperature sensor (thermo-resistor) is located
following: in the internal wiring harness. Changes in sump fluid
temperature are indicated by changes in sensor re-
• Main pressure regulator valve sistance, which changes the signal sent to the TCU.
• Control main regulator valve The oil level sensor (OLS) is a float type device
• Converter flow valve mounted on the control module channel plate. The
OLS senses transmission fluid level by electroni-
• Lube regulator valve cally measuring the buoyancy forces on the float.
• Converter regulator valve The sensor operates on 5V DC supplied by the
TCU.
• Exhaust backfill valve
The diagnostic pressure switch (PS1) is mounted
• Two latching logic valves
on the solenoid valve body assembly and performs
• On/Off solenoid SS1. the following two functions
The solenoid valve body assembly contains the
following: Wiring Harnesses
• PCS - Pressure Control Solenoid MAIN MOD Wiring Harness
• PCS1 (A trim)
The TCU uses a single 80-way connector, which is
• PCS2 (B trim) used to receive input from the following:
• PCS3 (C trim)
• PCS4 (D trim)

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Transmission TPS via CAN Diagnostic Internal Wiring Harness

from ADM tool The internal wiring harness provides connection be-
connector tween the following:
Engine Retarder • External harness
Turbine Retarder con- Retarder • Pressure control and shift solenoids (PCS)
trol module temperature
• Oil level sensor
via CAN from sensor
SSM • Diagnostic pressure switch (PS1)

Output Shift selector • Temperature sensor

Speed • Turbine speed sensor
Sensor

Harness will include a bulkhead fitting to separate Allison Gen 4 Internal Wiring Harness
cab and chassis components.

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Control Module Solenoid Location

component or sensor was added after the initial ve-

hicle build. Reset is accomplished by using the Alli-
son DOC diagnostic tool. Using the Allison DOC
Autodetect Feature diagnostic tool, select “RESET AUTO DETECT” or
“RESET TO BASE CALIBRATION.”
Function performed by TCU
The Allison DOC diagnostic tool can also be used to
Auto detect is active on the first 25 engine starts override auto detect and manually enter the compo-
and, in the case of throttle source detection logic, nent or sensor to be recognized by the TCU by
may continue past 25 ignition cycles until a valid changing appropriate “customer modifiable con-
source is determined (details follow in A through D stants” (CMC). The four items above are the only
below). Auto detect takes place within the first 30 CMCs that are auto-detectable. Other CMCs can be
seconds of each engine start monitored. Autodetect changed at any time and are not related to auto de-
searches for the presence of the following transmis- tect. Consult the Allison DOC TM User’s Guide,
sion components or data inputs in the priority listed: GN3433EN, for, detailed instructions related to Alli-
son 4th Generation Controls CMC. Additional de-
Retarder Present/Not Present tails for each of the four auto-detectable features
Oil Lever Sensor (OLS) Present/Not Present are given below.

Throttle TPS, J1939 (CAN)

Retarder
Engine Coolant Temperature Sensor, J1939
Auto detect searches for the presence of pressure
Even after auto detect has been completed, it can
control solenoid 5 (PCS5) to the retarder during the
be reset to monitor an additional group of engine
first 35 engine ignition cycles. Retarder auto detect
starts. Reset may be necessary if a device known to
be present is not detected or if an auto-detectable

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will countdown for a maximum of 35 ignition cycles After the OLS circuit is repaired, reset auto detect or
while recording detections of a retarder. manually select the OLS function using the Allison
DOC diagnostic tool.
A retarder will be identified as present and the re-
tarder auto detect logic will stop once it is detected
for three consecutive ignition cycles. If the ignition Throttle Source
cycle counter completes the 35 cycles before there
are three consecutive detections of a retarder, the Throttle auto detect will increment a counter for a
software will log that there is no retarder and the re- throttle source on each engine start during which
tarder auto detect logic will stop. If the auto detect the possible throttle source is detected. When the
logic is not satisfied during the first 35 engine starts, counter for any of the sources indicates five consec-
the retarder is not detected and will not function on utive detections, the software will set a “confidence
subsequent engine starts. flag” to indicate that this is an available throttle
source. Multiple throttle sources can be detected on
a single engine start and multiple confidence flags
can be set. There is no limit to the number of engine
starts for auto-detection of the throttle source until a
confidence flag is set for a source. Once a confi-
If a retarder is present but is not detected by auto de- dence flag is set for any one of the sources, a coun-
tect, the retarder will not function. Be sure to check for ter begins to countdown for 15 additional engine
proper functioning immediately after the 35th engine
start. If the retarder is not functioning, check PCS5 sol-
starts. During the entire auto detect period, the soft-
enoid for an open, short-to-ground, or short-to-battery ware will use the highest priority source as the throt-
condition. Use Allison DOC to reset auto detect or to tle source if multiple sources are detected before
manually select the presence of the retarder after the any confidence flags are set. Once a confidence
PCS5 circuit is repaired.
flag is set, that source is used as the source for the
throttle signal.

Oil Level Sensor (OLS) When the countdown period is complete, the soft-
ware will use the highest priority throttle source hav-
NOTE: If an OLS is known to be present, but has ing a confidence flag set and the auto detect logic
not been detected, a possible cause is that the will stop.
transmission fluid level is too low. Check the fluid
level before beginning the OLS troubleshooting. Engine Coolant Temperature
Oil level sensor auto detect will countdown for a
maximum of 25 engine starts while recording detec- Engine coolant temperature sensor auto detect will
tions of an OLS. The TCU monitors the OLS input countdown for a total of 25 engine starts while re-
voltage on wire 144. OLS input voltage must exceed cording detections of engine coolant temperature
a predetermined level for the TCU to record a detec- sources. A “confidence flag” will be set once a
tion. Additionally, OLS detection must occur within source is detected for five consecutive engine
12.5 seconds on any given engine start. An OLS will starts. Multiple sources detected before a confi-
be identified as present and the OLS auto detect dence flag is set or multiple confidence flags will re-
logic will stop once it is detected during any single sult in the highest priority source being used as the
engine start. engine coolant temperature source. Multiple sour-
ces can be detected on a single engine start cycle.
If the engine start counter completes 25 cycles be-
fore TCU records one detection of an OLS, the soft-
ware will log that there is no OLS present and the Trans ID (TID)
OLS auto detect logic will stop. Then the TCU con-
cludes that no OLS is present. The TransID feature enables the TCU to recognize
various transmission hardware configurations and
No OLS diagnostics take place until the OLS is de- select an appropriate software calibration. However,
tected. Frequently check for the presence of oil level if a matching calibration does not exist in memory,
diagnostics if the transmission is known to contain the TCU registers a diagnostic code. Furthermore,
an OLS. If an OLS is known to be present, but has TID only works when the controller and transmission
not been detected, troubleshooting the OLS circuit have the same generation controls. Thus, TID will
is required. not allow an Allison 4th Generation TCU to recog-
nize a transmission with MK1 to MK III controls, nor

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will TID allow a MK1 to MK IIII TCU to recognize a the change (s) is (are) made in production to the
transmission with Allison 4th Generation Controls. transmissions. All TCUs programmed and sold after
The TCU senses the transmission configuration us- that date will be loaded with the new TID calibration.
ing TID wire 176. In initial versions of Allison 4th These TCUs will contain calibrations for the new
Generation Controls, wire 176 is connected to high level transmission and all previous TID levels and
side driver 1 (HSD1), wire 111, in the internal wiring will automatically load the correct calibration for the
harness. HSD1 supplies power to PCS4 and MAIN transmission based on the TID signal sensed by Au-
MOD solenoids. This wiring configuration is desig- to detect during the first 25 engine starts.
nated TID A.
Whenever a TID level change is to be made, the Hydraulic Circuits
new TID level calibration will be added to the PROM
Calibration Configuration System (PCCS) before Neutral to Drive Transition

• Normally closed solenoid SS1 is momentarily energised.

• This directs control main pressure to the tops of the C2 and C1 latch valves.
• The C2 latch valve remains up due to C5 clutch pressure.
• The C1 latch valve is positioned down against spring pressure.

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1st Range Operation

• Normally open solenoids PCS2 and PCS3 remain 1st Range to 2nd Range Transition
energised, but PCS1 is de-energised.
• Normally closed solenoid PCS3 is de-energised.
• Main pressure flows through the PCS1 solenoid
regulator valve, through the C1 latch valve and to - C5 clutch exhausts
the C1 clutch.
- C1 clutch pressure keeps the C1 latch valve
• C5 pressure positions the Diagnostic Pressure down
Switch (PS1) valve against spring pressure. This
• Normally closed solenoid PCS4 is energised.
aligns PS1 with exhaust and the switch remains
closed. - Main pressure flows through the solenoid regu-
lator valve and to the C4 clutch.
• C5 pressure keeps the C1 latch valve down and
C2 latch valve up. • The normally closed Main Pressure Modulation
solenoid is de-energised.
• The normally closed Main Pressure Modulation
solenoid may be energised to lower main
pressure.

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First to Second (Step 1)

First to Second (Step 2)

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2nd Range Operation

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

• Normally closed solenoid TCC is energised.

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- Main pressure flows through the solenoid regu- 2nd Range to 3rd Range Transition
lator valve into the lockup feed passage.
- The lockup feed passage directs pressure to the
torque converter clutch, the converter flow valve
and the main regulator valve.

• Normally closed solenoid PCS4 is de-energised. - Main pressure flows through the solenoid regu-
lator valve, through the C1 and C2 latch valves
- C4 clutch exhausts.
and to C3 clutch.
• The normally closed Main Pressure Modulation
- Normally closed solenoid TCC is energised and
solenoid is de-energised
the torque converter clutch is applied.

3rd Range Operation

• Normally closed PCS3 is energised.

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3rd - Lockup

3rd Range to 4th Range Transition

• Normally closed solenoid PCS3 is de-energised.

- C3 clutch exhausts.

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4th Range Operation

• Normally open solenoid PCS2 is de-energised. - PS1 remains open.

- Main pressure flows through the solenoid regu- - Normally closed solenoid TCC is energised and
lator 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 4th Range to 5th Range Transition
valve.

• Normally open solenoid PCS1 is energised. 5th Range Operation

- Normally open solenoid PCS1 is energised.
• Normally closed solenoid PCS3 is energised.

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- Main pressure flows through the solenoid regu- - Normally closed solenoid TCC is energised and
lator valve, through the C1 and C2 latch valves the torque converter clutch is applied.
and to the C3 clutch.
- C2 pressure flows to the lube regulator valve. 5th - Lockup
- PS1 remains open.

• Normally closed solenoid PCS4 is energised.

- Main pressure flows through the solenoid regu-
5th Range to 6th Range Transition lator valve and to the C4 clutch.

• Normally closed solenoid PCS3 is de-energised.

- C3 clutch exhausts.

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Fifth to Sixth (Step 1)

Fifth to Sixth (Step 2)

- C2 latch valve remains positioned down due to

C2 pressure.
6th Range Operation - Control main pressure to PS1 is exhausted.
- The PS1 switch closes.
• Normally closed solenoid SS1 is de-energised.
- Normally closed solenoid TCC is energised and
- C1 latch valve is positioned up by spring the torque converter clutch is applied.
pressure.

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6th - Lockup

- The PS1 pressure switch opens.

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

- Control main pressure flows through the PS1

valve.

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

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Main Modulation Solenoid

• PS1 is a normally closed switch which monitors

PCS2 solenoid regulator valve position when C5
clutch is applied and exhausted.
Diagnostic Pressure Switch (PS1)

The Diagnostic Pressure Switch (PS1) verifies

the position of the C1 and C2 latch valves.

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Neutral & Reverse 2nd, 3rd, 4th and 5th

• Latch valve positions:

- 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.
• PS1 is mounted on the solenoid valve body
assembly.

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1st Electrical Failure

The latch valves control hydraulic flow and com-
mand specific ranges during vehicle electrical
failures.
• In Neutral and Reverse, the transmission fails to
Neutral (C3 applied).

Neutral & Reverse Fail to Neutral

6th 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.

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1st Range Fails to Third • The lube circuit’s pressure is controlled by the
lube pressure regulator.

Converter Flow Valve Operation

• The converter flow valve’s position is controlled

by the lock-up clutch apply circuit.
• When solenoid TCC is energised the main pres-
sure enters the lock-up clutch apply circuit, the
converter flow valve is forced down.
• While the converter flow valve is down (during
lock-up), pressure from the lock-up circuit can
bleed-off into the lube circuit.

Exhaust Backfill Pressure

Exhausted clutch apply circuits are charged with ex-
haust backfill pressure.
6th Fails to Fifth
• This low pressure ensures clutches are applied
smoothly, with no delays.
• Exhaust backfill pressure is maintained by the ex-
haust backfill valve.
• The exhaust backfill circuit is initially charged
through the control main pressure regulator
valve’s exhaust port.
• When the exhaust backfill valve needs to relieve,
it moves down against its spring, exhausting to
sump.
• Once backfill pressure is sufficient, the valve
moves back to its seat.

Torque Converter And Lube Pressure

Circuits

As the main pressure regulator valve moves down,

it allows pressure into the torque converter circuit.
• Pressure flows from the main pressure regulator,
through the converter flow valve and is regulated
out the converter regulator valve, through the con-
verter and back to the converter flow valve.
• Pressure exiting the converter flow valve is di-
rected into the lube circuit via the converter
regulator.
• Here, pressure flows through the cooler, the lube
filter, out to lubricated parts, then “deadheads” at
the converter flow valve.

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Transmission Retarder retardation selected by the retarder control on the

SSM.

Retarder Circuit Components

1. Retarder Housing.
2. Temperature Sensor.
3. Flow Control Valve.
4. Relay Valve.
5. Transmission Cooler.
6. Regulator Valve.
7. Retarder Pressure Control Solenoid (PCS5).
8. Retarder Charge Pressure Test Port.
9. Control Oil.
10. Main Oil.
When retarder operation is requested, the TCU acti-
vates the retarder pressure control solenoid, de-
pendent on the intensity selected by the control on
the SSM.
The transmission retarder mechanical system con-
sists of the following components: Control main oil pressure moves the regulator valve
down against spring force into the open position.
• Retarder flow control valve body.
• Housing. Control main is directed to the relay valve also mov-
ing it down (open) against spring force.
• Rotor.
Main pressure oil is directed from the relay valve to
• Stator. activate the retarder via the regulator valve.
• P3 Planetary. Main oil pressure from the relay valve also pushes
The retarder section of the transmission includes against the flow control valve to regulate the cooling
the P3 carrier of the P3 planetary gear set, output (closed loop) circuit while the retarder function is
shaft assembly, C5 clutch piston, speed sensor and active.
the output flange. Transmission oil used in the retarder is sent to the
The rotor is splined to the output shaft and is driven cooler and then returned to the retarder housing.
at output shaft speed. The retarder stator, rotor and During retarder operation, torque converter oil is
housing all have integral vanes. The rotor rotates routed directly to the lube circuit.
between the stationary stator and retarder housing. When the retarder is de- activated, the process is
Retarder intensity is determined by the position of reversed. During the de- activating process, the re-
the retarder control button on the SSM, transmission tarder pressure control solenoid is de- activated.
output speed, retarder oil temperature and the trans- The regulator valve closes due to spring force. As a
mission gear attained. result, the relay valve also closes.
The retarder control on SSM sends a CAN signal to As the regulator valve moves, an exhaust passage
the transmission control unit (TCU) which controls opens to release, retarder applies pressure into the
the flow control valve assembly mounted on the out- exhaust backfill circuit.
side of the retarder housing via the retarder pres-
sure control solenoid (PCS5). When main oil pressure is no longer acting on the
flow valve, the flow valve moves due to spring force
The flow control valve sends the proper amount of acting upon the valve.
transmission oil to the retarder for the intensity of

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Definitions And Abbreviations • Graphical instrument panel view of transmission

parameters
Check Trans Light • Strip chart function
When the TCU detects a serious fault, the CHECK • User configurable Snapshot function
TRANS light (usually located on the vehicle instru- • User configurable Print function
ment panel) illuminates and action is automatically
taken to protect operator, vehicle, and the transmis- • Code driven links to embedded Allison 4th Gener-
sion. A diagnostic trouble code (DTC) will nearly al- ation Control System Troubleshooting Manuals
ways be registered when the CHECK TRANS light • Reprogramming capability (Restricted access)
is on; however, not all diagnostic codes will turn on
the CHECK TRANS light. Codes related to the • Demo Mode which allows the user to practice the
CHECK TRANS light are detailed in the diagnostic program without being connected to a vehicle
trouble code chart. • New animated screen by screen help support
Illumination of the CHECK TRANS light indicates • Application Configuration: This menu function
that a condition was detected that requires service serves as the platform for three different features:
attention. Operation may or may not be restricted.
Even when operation is restricted, the vehicle can 1. General tab, which allows the user to select lan-
be operated to reach a service assistance location. guage (English only at this time), and unit of
Depending upon the cause for the CHECK TRANS measure.
light illumination, the TCU may or may not respond 2. TCU Reprogramming tab, used to enable the
to shift selector requests. The transmission may be reprogramming capability of the Allison DOC
locked in a range. That range will be shown on the For PC diagnostic tool.
shift selector display. Both upshifts and downshifts
may be restricted when the CHECK TRANS light is 3. Update Application tab, will access a web URL
illuminated. Seek service assistance as soon as that will contain minor updates for the diagnostic
possible. tool to support changes in the various transmis-
sion control systems.
Each time the engine is started, the CHECK TRANS
light illuminates briefly and then goes off. This mo- • Data Bus Viewer allows the user to capture (see
mentary lighting shows the light circuit is working and save) the raw data transmitted on the various
properly. If the light does not come on during engine vehicle data buses supported by Allison DOC For
start, request service immediately. PC tool (J1939).
Adobe Acrobat 5.0 bundled on the CD for reading
Allison Transmission Diagnostic Tool the Troubleshooting Manual.
Microsoft Media Player 6.4 and 7.0 bundled on the
Allison DOC (Diagnostic Optimized Connection) For
CD for displaying various and updated training vid-
PC is a PC-based diagnostic tool for use with 4000
eos (available from the application Help menu).
Product Families transmissions. The Allison DOC
for PC is a full-feature diagnostic software applica-
tion supporting the Allison 4th Generation Control PC Platform Definition
System. When installed on the PC, it will allow the
technician to acquire data from the transmission’s Allison DOC For PC–Service Tool has been tested
control system and through the use of embedded with and is known to operate on PCs with the follow-
troubleshooting manuals, conduct systematic trou- ing configurations *:
bleshooting of transmission complaints.
• Operating System: Microsoft Windows XP Profes-
sional, and Windows 2000 (SP4 or later).
Basic Features
• CPU: Pentium III, 800MHz, or Pentium 4, 2.0
GHz (Recommended)
Allison DOC For PC uses a Windows style graphical
user interface (GUI) and includes: • RAM: 128MB RAM, or 256MB RAM or greater
(Recommended)
• User selected views of transmission parameters
• Internet connection capability (Internet Explorer
• Active and historical diagnostic trouble codes
5.0 or greater)
(DTCs)

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• Hard Drive: 20GB ATA, or 40GB ULTRA ATA/66 2. PCCS does not support Windows, NT, or ME
or greater (Recommended) when re-calibrating 3000 and 4000 Product
Families transmissions.
• One USB port V1.1, or USB 2.0 (Recommended)
3. PCCS is a separate, stand-alone software
• CD-ROM: 16x, or 48x Max. Speed or greater
application.
(Recommended)
NOTE:
1. The Allison DOC For PC–Service Tool will not
function correctly on PCs not meeting the above
listed definition and will not be supported.

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Abbreviations Table
A/N Assembly Number

ABS Anti-lock Brake System-OEM-provided means to detect and prevent wheel stoppage to enhance vehicle han-
dling. Retarder and engine brakes will not apply when ABS is active.

AMP Unit of electrical current

API Application Program Interface

AT Allison Transmission
CAN Controller Area Network-A network for all SAE J1939 communications in a vehicle
(engine, transmission, ABS, etc.)

CIN Calibration Identification Number

CMC Customer Modified Constant
CPA Connector Position Assurance
CT Closed Throttle
DMM Digital Multimeter

DNA Does Not Adapt-Adaptive shift control is disabled

DNS DO NOT SHIFT-Refers to the DO NOT SHIFT diagnostic response during which the CHECK TRANS light is il-
luminated and the transmission will not shift and will not respond to the Shift Selector

DOC Diagnostic Optimized Connection

DPA Dearborn Protocol Adapter

DTC Diagnostic Trouble Code

DVOM Digital volt/ohmmeter

EMI 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-Maker of vehicle or equipment

Ohm Unit of electrical resistance

OL Over Limit or Oil Level-For Over Limit see "8". Indicates Oil Level is being displayed on a shift selector

OLS Oil Level Sensor-Electronic device (optional) on control module for indicating transmission fluid level

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PC Personal Computer

PCCS PROM Calibration Configuration System

PCS Pressure Control Solenoid

PLR Primary Lock Reinforcement (Connector)

P/N Part Number

PROM Programmable Read Only Memory

PSS Primary Shift Selector-Main shift selector in a two-selector control system.

PTO Power Takeoff

PWM Pulse Width Modulation
RELS Reduced Engine Load at Stop

RFI Radio Frequency Interference

RMR Retarder Modulation Request-Signal from a retarder control device

RPR Return to Previous Range-Diagnostic response in which the transmission is commanded to return to previously
commanded range

SCI Serial Communication Interface-Used to transmit data and messages between the diagnostic tool and the TCU
and other systems such as electronically-controlled engines.

SCTI St. Clair Technologies, Inc.

SEM Shift Energy Management

S/N Serial Number

SOL OFF All Solenoids OFF
SPI Serial Peripheral Interface-The means of communication between the microprocessor and the interface
circuits
SS Shift Solenoid
SSS Secondary Shift Selector-Alternate shift selector in a two-selector control system

TCC Torque Converter Clutch

TCU Transmission Control Unit

TFT Transmission Fluid Temperature

TID TransID-A feature which allows the TCU to know the transmission configuration and provide the corresponding
calibration required

TPA Terminal Position Assurance

TPS Throttle Position Sensor-Potentiometer for signalling the position of the engine fuel control lever

V Version-Abbreviation used in describing TCU software levels

VDC Volts Direct Current (DC)

VF Vacuum Fluorescent
VIM Vehicle Interface Module-A watertight box containing relays and fuses-interfaces the transmission electronic
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

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System Overview itself and not the wires extending from the
connector.
Allison 4th 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-
• Turbine speed residue, non-lubricating, cleaning solvent such as
LPS Electro Contact Cleaner or LPS NoFlash
• Output speed Electro Contact Cleaner.
• Throttle position
When the TCU detects an electrical fault, it logs a di-
agnostic code indicating the faulty circuit and may
alter the transmission operation to prevent or reduce
damage. The cleaning solvent should must evaporate quickly
to prevent the possibility of condensation within the
When the TCU detects a non- electrical problem connectors. Always blow or shake any excess cleaner
while trying to make a shift, the TCU may try that from the connector before assembling it to its mating
shift a second or third time before setting a diagnos- connector or hardware. Cleaner trapped in the connec-
tor can affect the connector seal.
tic code. The cleaning solvent must not be Chlorine based,
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
the transmission in a fail-to-range mode of • Diagnostic codes displayed after system power is
operation. turned on with a harness connector disconnected,
can be ignored and cleared from memory.

Troubleshooting NOTE: Whenever a transmission is overhauled, ex-

changed, or has undergone internal repairs, the
Before beginning the troubleshooting process, read TCU MUST BE “RESET TO UNADAPTED
and understand the following: SHIFTS”.

• Allison Transmission recommended wire num- 1. Begin troubleshooting by checking the trans-
bers (i.e. 158) all use a “1” for the first digit and mission fluid level and TCU input voltage. Re-
the pinout information at the TCU for the second member that some problems may be
and third digits. temperature related. Do troubleshooting at the
temperature level where the problem occurs.
• Shut off the engine and ignition before any har- Check diagnostic codes by:
ness connectors are disconnected or connected.
• Using the shift selector display.
• Remember to do the following when checking for
shorts and opens: • Using the Allison DOC diagnostic tool.

- Minimize movement of wiring harnesses when 2. When a problem exists but a diagnostic code is
looking for shorts. Shorts involve wire-to-wire or not indicated, refer to the listing of various elec-
wire-to-ground contacts and moving the har- trical and hydraulic problems, their causes, and
nesses may eliminate the problem. remedies.

- Wiggle connectors, harnesses, and splices 3. If a diagnostic code is found in the TCU memo-
when looking for opens. This simulates vehicle ry, record all available code information and
movements which occur during actual operation. clear the active indicator.

• When disconnecting a harness connector, be 4. Test drive the vehicle to confirm a diagnostic
sure the pulling force is applied to the connector code or performance complaint.

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• If the code reappears, refer to the Diagnostic Oil Level Sensor (OLS)
Code section and the appropriate code chart. The
Diagnostic Code section lists diagnostic codes The oil level sensor (Figure 5–1) provides a means
and their description. Locate the appropriate trou- of electronically checking the transmission fluid level
bleshooting chart and follow the instructions. from:
• If the code does not reappear, it may be an inter- • The CDU display
mittent problem. Use the Allison DOC diagnostic
• Allison DOC diagnostic tools
tool and the code display procedure. The code
display procedure will indicate the number of The Allison 4th Generation Controls oil level sensor
times the diagnostic code has occurred. Refer to (OLS) is a one-piece unit with a moulded 3- terminal
the troubleshooting chart for the possible cause connector built into the sensor housing (Figure 5–1).
(s) of the problem. The internal wiring harnesses have been designed
• Appendix A deals with the identification of poten- to include the 3- terminal connector for the OLS.
tial circuit problems. Refer to Appendix A if a cir-
cuit problem is suspected.

TCU Diagnostic Procedure

• Use the Allison DOC diagnostic tool to verify the

current calibration information number (CIN) and
record or print a report of the current modifiable
constants (CMC).
• Remove the 80-way connector from the 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
Figure 5-1. Oil Level Sensor
complaint returns. If the complaint is confirmed.
install a new TCU. NOTE: The OLS is standard on the 4000 MH
• If the complaint does not return, leave the original Figure 5–2 shows the position and orientation of the
TCU installed. Disconnecting and reconnecting OLS on the control modules of the 3000 and 4000
the TCU can often correct faulty wiring harness Product.
connections that may have been present.
Families transmissions. The OLS must be correctly
• Clear any diagnostic codes that may be present positioned, so the internal harness connector
and test drive the vehicle to confirm the repair. reaches the connector on the sensor. The control
NOTE: All Allison 4th Generation Controls TCUs module must fit onto the transmission main case
are designed to be isolated from the vehicle chassis without interference. The one piece design reduces
ground. Be sure that the TCU case is not contacting the complexity of the manufacturing and installation
the vehicle or any other point that might provide a of the sensor. The current OLS uses shoulder bolts
ground connection. and Viton ferrules to provide vibration dampening in
the mounting.

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Check Clutch Pressures

Measuring individual clutch pressures helps deter-
mine if a transmission malfunction is due to a me-
chanical or an electrical problem. Properly making
these pressure measurements requires transmis-
sion and vehicle (or test stand) preparation, record-
ing of data, and comparing recorded data against
specifications provided. These instructions are for
all 3000 Product Families transmissions.
NOTE: Determine if there are Diagnostic Trouble
Codes (DTCs) set which are related to the transmis-
sion difficulty you are evaluating. Proceed to make
mechanical preparations for measuring clutch pres-
sures after DTCs have first been evaluated.
a. Transmission and Vehicle Preparation

Figure 5-2. Oil Level Sensor Orientation

Identification of Potential Circuit

Problems Be sure the hydraulic fittings have the same thread as
the plugs removed (7⁄1620 UNF2A). Fittings must be
Intermittent codes are a result of faults that are de- straight thread, Oring style. Failure to do this results in
tected, logged, and then disappear, only to recur lat- damage to the control valve module.
er. If, when troubleshooting, a code is cleared in
anticipation of it recurring and it does not, check the 1. Remove the plugs from the pressure tap loca-
items in the following list for the fault’s source. tions where the measurement is desired.
2. Install hydraulic fittings suitable for attaching
Circuit Inspection pressure gauges or transducers.
3. Connect pressure gauges or transducers.
Intermittent power/ground problems—can cause
J26417A Pressure Gage Set is available for this
voltage problems during TCU diagnostic checks purpose. Refer to Table 2–9 for test conditions
which can set various codes depending upon where and to Table 2–10 for pressure levels expected.
the TCU was in the diagnostic process.
4. Using the Allison DOC® For PC–Service Tool,
• Damaged terminals. monitor engine speed.
• Dirty or corroded terminals. 5. Using the Allison DOC® For PC–Service Tool,
• Terminals not fully seated in the connector. Check measure transmission sump fluid temperature.
indicated wires by uncoupling connector and gen- 6. Make sure the transmission has enough fluid for
tly pulling on the wire at the rear of the connector cold operation until an operating temperature
and checking for excessive terminal movement. fluid level can be set.
• Connectors not fully mated. Check for missing or 7. Bring the transmission to normal operating tem-
damaged lock tabs. perature of 71–93ºC (160–199 ºF). Inspect for
• Screws or other sharp pointed objects pushed in- fluid leaks in the added pressure gauge/trans-
to or through one of the harnesses. ducer lines. Repair leaks as needed. Make sure
that fluid level is correct.
• Harnesses which have rubbed through and may
be allowing intermittent electrical contact between
two wires or between wires and vehicle frame
members.
• Broken wires within the braiding and insulation.

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2. Refer to Table 2–9 and locate the transmission

model that you are testing.
3. Operate the transmission at the conditions
shown in Table 2–9, and Table 2–10. Record
engine speed, transmission sump fluid tempera-
ture, main mod solenoid state on or off, main hy-
draulic pressure, and clutch pressures in the
ranges where a problem is suspected.
c. Comparing Recorded Data to Specifications.
1. Be sure the engine speed and transmission
sump fluid temperatures are within the values
specified in Table 2–9.
2. Compare the main pressure and clutch pres-
sure data recorded in 2–15b. Recording Data,
b. Recording Data. with the specifications in Table 2–10.
3. If clutch pressures are within specifications, re-
turn the transmission and vehicle to their origi-
nal configuration and proceed with electrical
troubleshooting.
NOTE: Measure lockup clutch pressure by driving the 4. If clutch pressures are not within specification,
vehicle in a range where lockup can be obtained. Re- take corrective action to replace the internal
cord the pressure values at the engine speed and sump
parts of the transmission necessary to correct
fluid temperature values shown in Table 2–9. The lock-
up clutch is functioning correctly when engine speed the problem.
and turbine speed values are equal as recorded from
the Allison DOC® For PC–Service Tool.
5. Measure pressure values after the transmission
has been repaired.
1. The Allison DOC® For PC–Service Tool allows 6. Return the transmission to its original configura-
checking of individual range clutch pressures tion. Remove instrumentation and install any
with the vehicle stationary. Clutch Test instruc- components removed for pressure testing.
tions are located in the Action Request section Pressure tap plugs should be reinstalled and
of the Allison DOC® For PC–Service Tool User tightened to 10–13 N∙m (7–10 lb ft.).
Guide, GN3433EN. Follow instructions to check
clutch pressures in individual ranges.

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Clutch Pressure Test Conditions

Table 2–9. Clutch Pressure Test Conditions

Transmission Sump Fluid Clutches

Engine rpm Range
Model/ Test Type Temp Pressurised

N (Neutral) C5
3000 Product 71–93ºC (160– R (Reverse) C3 C5
Family—Idle 580–620
200ºF)
Check Low C C3
1C C1 C5

R (Reverse) C3 C5
3000 Product 71–93ºC (160– N (Neutral) C5
Family—High 2080–2120
200ºF)
Speed 1C C1 C5
2C C1 C4

2L C1 C4 LU
3L C1 C3 LU
3000 Product
Family—High 2080–2120 4L C1 C2 LU
Speed
5L C2 C3 LU
6L C2 C4 LU

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Main Pressure and Clutch Pressure

Specifications

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JUNE 2013
Table 2–10. Main Pressure and Clutch Pressure Specifications

872352 REV A
Main Pressure Range Clutch Lube Pressure Lockup Pres-

SERVICE MANUAL
Transmission
Spec Clutches Pressure Spec Spec sure Spec
Model/Test Engine rpm Range
Applied
Type kPa (psi) *kPa (psi) *kPa (psi) *kPa (psi)

3000 Product Neutral Main 1515–2035 1440–2035

580–620 C5 10–35 (1–5) N/A
Family—Idle Mod OFF (220–295) (210–295)

Neutral Main 1310–1725 1235–1725

C5 10–35 (1–5) N/A
Mod ON (190–250) (180–250)

1450–2035 1375–2035

B18E - B30E PIN 1.1

Reverse Main
C3, C5 10–35 (1–5) N/A

ARTICULATED DUMP TRUCK

Mod OFF (210–295) (200–295)

Reverse Main 1170–1585 1095–1585

C3, C5 10–35 (1–5) N/A
Mod ON (170–230) (160–230)

1C Main Mod 1240–1725 1165–1725

C1, C5 10–35 (1–5) N/A
OFF (180–250) (170–250)

1C Main Mod 870–1340 795–1340

C1, C5 10–35 (1–5) N/A
ON (125–195) (115–195)

233
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 234
2C Main Mod 1240–1725 1165–1725
C1, C4 10–35 (1–5) N/A
OFF (180–250) (170–250)

2C Main Mod 870–1340 795–1340

C1, C4 10–35 (1–5) N/A
ON (125–195) (115–195)
SERVICE INFORMATION

TRANSMISSION

3000 Product
Neutral Main 1805–2205 1730–2205
2080–2120 C5 160–240 (23–35) 0–50 (0–7.3)
Family—High
Mod OFF (260–320) (250–320)
Speed

Neutral Main 1415–1725 1335–1725

C5 160–240 (23–35) 0–50 (0–7.3)
Mod ON (205–250) (195–250)

1805–2205 1730–2205

B18E - B30E PIN 1.1

Reverse C3, C5, LU 160–240 (23–35) 0–50 (0–7.3)

ARTICULATED DUMP TRUCK

(260–320) (250–320)

1550–1965 1475–1965
1C C1, C5, LU 160–240 (23–35) 0–50 (0–7.3)
(225–285) (215–285)

1550–1965 1475–1965
2C C1, C4, LU 160–240 (23–35) 0–50 (0–7.3)
(225–285) (215–285)

1080–1365 1005–1365 1005–1365

2L C1, C4, LU 160–240 (23–35)
(155–200) (145–200) (145–200)

872352 REV A
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SERVICE MANUAL
 1550–1965 1475–1965
3C C1, C3 160–240 (23–35) N/A

JUNE 2013
(225–285) (215–285)

872352 REV A
1080–1365 1005–1365 1005–1365

SERVICE MANUAL
3L C1, C3, LU 160–240 (23–35)
(155–200) (145–200) (145–200)

1550–1965 1475–1965
4C C1, C2 125–200 (18–30) N/A
(225–285) (215–285)

1080–1365 1005–1365 1005–1365

4L C1, C2, LU 125–200 (18–30)
(155–200) (145–200) (145–200)

1550–1965 1475–1965

B18E - B30E PIN 1.1

5C C2, C3 125–200 (18–30) N/A

ARTICULATED DUMP TRUCK

(225–285) (215–285)

1080–1365 1005–1365 1005–1365

5L C2, C3, LU 125–200 (18–30)
(155–200) (145–200) (145–200)

13451590 12701590
6C C2, C4 125–200 (18–30) N/A
(220–290) (185230)

1035–1415 960–1415 960–1415

6L C2, C4, LU 125–200 (18–30)
(150–205) (140–205) (140–205)

235
SERVICE INFORMATION

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SERVICE INFORMATION

TRANSMISSION

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PNEUMATIC SYSTEM

Pneumatic System Schematic

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1. Air Compressor. 10. IDL Solenoid.

2. Cooler Pipe. 11. IDL Pressure Switch.
3. Air Dryer and Un-loader Valve. 12. EB Solenoid
4. Purging Reservoir. 13. EB Actuator
5. Air Reservoir. 14. Park Brake Solenoid.
6. Pneumatic System Pressure Sensor (VDO 15. Park Brake Pressure Switch.
Sender)
16. Park Brake Actuator.
7. Seat Cylinder.
17. Drain Solenoid.
8. Seat Lever Control Valve.
9. IDL Actuator.

pipe (2), then delivered to the air drier and unloader

valve (3).
The drain solenoid (6) is controlled by the CCU.
Compressor After each new engine start the CCU timer is set.
The compressor (1) is gear driven off the engine After the timer reaches 10 minutes the drain sole-
and is a single cylinder piston-type compressor. noid valve is activated for a half second. A new en-
gine start is when the key switch is set to the OFF
Air is drawn into the compressor through the engine position and it has been at least 10 minutes from the
air filter, compressed and sent through a cooling last engine start.

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Air Drier and Unloader Valve Charging The Pneumatic System

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 collects on the surface of the desiccant
and is prevented from going to the air system com-
ponents .

Unloading The Compressor

When air pressure reaches a specified amount, the
unloader valve acts as a relief valve and will “BLOW
OFF”, out port 3, regulating air system pressure.

Charging The Regeneration Air

Reservoir
Air coming into the air drier and unloader valve is 1. Port 1
sent out port 22 to the regeneration air reservoir. 2. Filter.
The unloader valve, acting as a relief valve, main- 3. Bypass Spring.
tains system pressure in the regeneration air
reservoir. 4. Desiccant.

The regeneration air reservoir air supply is used to 5. Check Valve.

blow backwards through the desiccant cartridge and 6. Port 21.
purge collected moisture from the cartridge.
7. Unloader Valve.
8. Regeneration Air Reservoir.
Supplying The Pneumatic
9. Port 22.
Manifold
10. Port 3.
System pressure air is sent to the pneumatic mani- 11. Purge Valve.
fold for distribution to all pneumatic circuits.
Compressed air from the compressor goes to port 1
(1) into chamber A. Air passes through a fine screen
filter (2) and along the outside of the desiccant car-
tridge (4).
Air passes through the desiccant, moisture is re-
moved and collects on the outside of the desiccant
cartridge.
Air flows through the desiccant, unseats check
valve (5) then goes out port 21 (6) to the air
reservoir.
From the reservoir air flows to the pneumatic mani-
fold where it is distributed to the pneumatic system.

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Air also flows out port 22 (9) and pressurizes the re- screen filter and the outside of the desiccant
generation air reservoir (8). cartridge.
If the desiccant cartridge becomes clogged, filter by- System air pressure is sensed through chamber C
pass spring (3) will compress, allowing the desic- on the unloader valve (7). As the system is charg-
cant cartridge to move up. ing, pressurized air is also being sent to the regen-
eration air reservoir (8) through port 22 (9).
Air would then come in port 1 through chamber A,
flow under the cartridge through chamber B and out When system pressure reaches 810 kPa (8.1 bar)
port 21 to the reservoir. The air will not be dried, but (117 psi), air pressure on the diaphragm of the un-
the system will function. loader valve forces the diaphragm against the
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 al-
so 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 chamber 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.

Pneumatic Manifold
1. Port 1
2. Filter. The pneumatic manifold receives pressurized air
from the air reservoir and distributes it throughout
3. Bypass Spring.
the pneumatic system.
4. Desiccant.
Exhaust air is routed through the pneumatic mani-
5. Check Valve. fold and exits out the exhaust silencers and orifice
6. Port 21. outside the cab.

7. Unloader Valve.
8. Regeneration Air Reservoir. Exhaust Brake and Exhaust Valve
9. Port 22.
Brake Circuit
10. Port 3. Air from the pneumatic manifold goes to the exhaust
11. Purge Valve. brake solenoid (9). The solenoid is energised when
all the following conditions occur:
During the charging cycle, moisture is removed from
the air going to the system and collects on the fine • Accelerator pedal is in the slow idle position

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PNEUMATIC SYSTEM

• Torque converter is in lock-up While the seat lever is held in this position, air will
continue to flow to the cylinder until seat lever is
• There must be no electrical failure.
released.
If any of the above items change while the exhaust
Raise and hold seat lever until desired height is
brakes are applied, the exhaust brake solenoid will
reached and then release the seat lever.
de-energise, the quick release valve will open to
vent and the exhaust valve system will disengage. To lower the seat, push the seat lever down and
hold until desired height is reached. Release the
seat lever.
Park Brake Circuit
While the seat lever is held in the lower position, air
from the seat cylinder (8) will be allowed to vent via
The park brake is spring applied and air pressure re-
the seat lever solenoid (7) to the atmosphere.
leased. The function of the park brake circuit is to
engage and disengage the park brake by controlling
the flow of the compressed air to park brake actua-
tor (10).
Inter-Axle Lock Circuit
System air pressure from the pneumatic manifold is 1. The inter-axle diff locks are air applied,
available at park brake solenoid valve (16). spring released.
When the park brake switch is switched to the OFF 2. DL Engaged: Pressure switch is in closed
(brake disengage) position, the CCU sends power position: CDU IDL Light ON.
to energise park brake solenoid (16). The valve will
3. IDL Disengaged: Pressure switch is in open
open and allow compressed air to flow into the park
position: CDU IDL Light OFF.
brake actuator, releasing the park brake.
4. IDL “Engaged” status detected by CCU
When the park brake switch is switched ON (brake
when IDL pressure switch is closed.
engaged), the CCU de-energised the park brake
solenoid (16) and compressed air in the park brake The inter-axle lock is located in the transfer case.
pneumatic circuit vents to atmosphere through the The purpose of the inter-axle lock is to lock the front
park brake exhaust (12) causing the park brake to and rear axles together so power is applied evenly
engage. to all axles.
In the event of the system air pressure dropping be- The inter-axle lock cannot be engaged unless the
low 600 kPa (6bar) (87psi), the CCU will de-ener- accelerator pedal is in the low idle position (Less
gise the park brake solenoid, causing the park than 10% throttle position and output shaft speed
brake to engage. less than 60 RPM.)
When the park brake is engaged, park brake pres- When the inter-axle lock switch is pushed to the EN-
sure switch (17) causes the CDU park brake light to GAGE position, the inter-axle lock solenoid (18) is
illuminate. energized, allowing compressed air to flow to the in-
ter-axle lock actuator and the inter-axle lock will be
If the engine is started with the park brake switch in
applied.
the OFF position, even if the system air pressure
specification has been met, the park brake switch The compressed air between the inter-axle lock sol-
must be cycled to the ON position for the park brake enoid and the inter-axle lock actuator closes the
to release. contacts of the inter-axle lock pressure switch (19).
When the inter-axle lock switch is pushed to the
Seat Height Circuit DISENGAGE position, the inter-axle lock solenoid
de-energizes. The de-energized solenoid allows the
compressed air to vent via the exhaust of the IDL
When the seat lever is in the neutral position, there
solenoid to the atmosphere and the spring will re-
is no air flow from or to the seat cylinder.
lease the inter axle differential lock.
When the seat lever is raised, to the seat cylinder
(8) activating the cylinder to lift the seat.

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PNEUMATIC SYSTEM

Fault Finding

Symptom Problem Solution

Adjust air drier and unloader
valve. Do Pneumatic System
System Does Not Reach Oper- Air drier and unloader valve not Main Pressure Test And Adjust-
ating Pressure. adjusted correctly. ment (See Pneumatic System
Main Pressure Test And
Adjustment.

Leakage at fittings or from Tighten fittings. Repair lines.

lines.
Check drain valve for leakage.
Air reservoir drain valve. Repair or replace drain valve.
Connect hoses and lines to the
Hoses and lines connected to correct ports. (See Pneumatic
wrong ports. Manifold.
Test sensor. Do Pneumatic
System air pressure sensor. System Solenoids, Pressure
Switches And Sensor Tests.
Check park brake pressure.
Park brake actuator. (See Park Brake Pressure
Test.
Check pressure setting. Do
Pneumatic System Main Pres-
Unloader valve. sure Test And Adjustment.
(See Pneumatic System Main
Pressure Test And Adjustment.
Repair or replace compressor.
Air compressor. (See remove and install air
compressor.
Test park brake pressure
Park Brake Light Does Not Go Park brake pressure switch switch. Do Pneumatic System
Off. failed. Solenoids, Pressure Switches
and Sensor Tests.
Adjust park brake calliper. Do
Park Brake Does Not Hold. Park brake calliper adjustment.
Park Brake Adjustment.

Park brake disc and pads. Checks thickness of pads. See

Check Park Brake Pad Wear.
Test park brake solenoid. Do
Pneumatic System Solenoids,
Park brake solenoid.
Pressure Switches and Sensor
Tests.
Test park brake pressure. See
Park brake valve.
Park Brake Pressure Test.

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PNEUMATIC SYSTEM

Engine Valve Brakes or Ex- Test exhaust brake solenoid.

haust Brakes Not Operating Do Pneumatic System Sole-
Exhaust brake solenoid.
noids, Pressure Switches and
Correctly.
Sensor Tests
Check engine valve brakes for
Engine valve brakes.
binding, not opening.
Check engine exhaust brake
adjustment. Do Exhaust Brake
Exhaust brakes.
Adjustment (See Exhaust
Brake Adjustment).
Actuator or diff. Failure Check pneumatic system for
High range not engaging.
leaks and pressure.
Low or no air pressure Repair or replace faulty
components.
Inter axle diff. lock not Low or no air pressure Check pneumatic system for
releasing. leaks and pressure.
Actuator leaking. Repair the leak or replace
actuator.

Adjustments and Tests

Discharge pneumatic system completely before re-
Pneumatic System Main Pressure Test moving any fittings or components.
and Adjustment
Discharge air pressure from front pneumatic system
Pneumatic System Main Specification by pulling the drain plug ring on the regeneration air
reservoir.
Pneumatic System Pressure
Disconnect air line from port 21 of air drier and un-
810 kPa {8.1 bar (117 psi)} loader valve.
Adjusting Screw ½ Turn Equals
50 kPa {0.5 bar (7 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)}

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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 unloading
pressure.
If pressure cannot be adjusted within specification,
replace air drier and unloader valve.

Park Brake Pressure Test

Disconnect line from park brake actuator and install

tee fitting (1). Connect gauge to fitting.
Start engine and observe pressure on gauge. Pres-
sure must remain at zero with park brake switch
1. Install articulation locking bar before working in ON. If pressure is more than zero, park brake valve
pivot area & Discharge pneumatic system completely
before removing any fittings or components. is leaking internally and must be replaced.
Always install the bin prop when working under the
raised bin. Personal injury may result if the body low- With engine running, release park brake and ob-
ers unexpectedly. serve pressure on gauge.
Observe system pressure on gauge
Park Brake Pressure Specifications

Park Brake Switch ON

0 kPa {0 bar (0 psi)}.
Park Brake Switch OFF
10 kPa {8.1 bar)(117 psi)}

Essential Tools
Tee fitting
Raise the bin and install the bin prop and ensure it 202862 ¾-16 M 37° x ¾-16 F 37° Sw x 7/16-
is in the ring (1). 20 M 37°
Move park brake switch to the ON position to en- Service Equipment and Tools
gage park brake and relieve system pressure from
park brake circuit. Shut off engine. Gauge
2068 kPa {20.6 bar (300 psi)}

Park the machine on a level surface and chock the

wheels to prevent machine from rolling.
If pressure is low, go to Pneumatic System Main
Pressure Test And Adjustment.

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PNEUMATIC SYSTEM

Park Brake Adjustment

Park Brake Adjustment Specification

Air System Pressure

807 kPa {8.1 bar (117 psi)}
Actuator Rod Travel Distance
50.8 mm (2”)} max.

Equipment and Tools

• 6mm Allen Key

Remove plug and washer (1) covering the adjusting

screw.

Always install the bin prop when working under the NOTE: Plug is located on the rear of the park brake
raised bin. Personal injury may result if the bin lowers actuator bracket.
unexpectedly.

Raise bin and install bin prop.

Machine may roll when park brake is released. Chock

all wheels in front of and behind wheels to keep ma-
chine from rolling when park brake is released.

Release park brake.

Insert a 6 mm allen key into the adjusting screw and

turn anti-clockwise until resistance is felt.
NOTE: A clicking sound is heard as adjusting screw
is turned.
Turn allen key clockwise until resistance is felt.
Finally turn allen key anti-clockwise seven clicks.
Remove Allen Key and install adjuster plug and
Remove release stud (1), nut (2) and washer (3) washer.
from storage position (4).
Remove park brake release stud from actuator.
Install release stud in hole at rear of park brake ac-
Start engine. Allow air system to increase to normal
tuator housing and rotate a ¼ turn to lock into place.
operating pressure (See specification).
Install washer and nut onto release stud and tighten
until park brake releases.

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Wheel brake and park brake test rpm

Wheel Brake test Park Brake test

Machine
RPM RPM
B18E 1965 1965
B20E 1965 1965
B25E 1500 1500
B30E 1500 1500
B30E WDB 1500 1500

If the machine does not move, this means the

brakes are functioning. It is now safe to proceed to
the static or dynamic brake performance testing.

Park Brake Pad Thickness Check

Release the park brake. Measure from bottom of
park brake actuator to centre of clevis on actuator
rod. This distance should be approximately 37mm
(1.46 inches).
Record measurement.
Always install bin prop when working under the
Apply park brake. Measure from bottom of park raised bin. Personal injury may result if the bin lowers
brake actuator to centre of clevis on actuator rod. unexpectedly.

Subtract smallest measurement from the largest to

Raise bin and install bin prop.
get actuator rod travel.
Park Brake Pad Thickness Specification
If actuator rod travel is more than 51mm (2 inches),
start engine; release and apply park brake 20 times Park Brake Pad Thickness
to help seat parts.
Min. 3mm (0.118 “)
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.

Brake Test
Brake functionality check – Wheel Brake and
Park Brake test rpm
The brake functionality check is to verify that you
have residual braking capacity prior to conducting
actual performance tests. This check assists in en-
during that the machine has adequate circuit func-
tionality, acceptable brake torque and basic
functioning of the overall system.
The machine must be parked on a level surface with Measure park brake pad thickness. Change park
the service brakes fully applied, first gear must be brake pads when they are less than specification.
engaged and the park brake released. The engine
must be revved to the values indicated in the table
below.

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HYDRAULIC SYSTEM

Theory Of Operation

Hydraulic System Circuit Symbols

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HYDRAULIC SYSTEM

Hydraulic Schematic (B18E –

B30E)
Hydraulic Schematic (B18E – B30E)

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HYDRAULIC SYSTEM

Articulated Dump Truck Hydraulic

System Operation

1. Brake Caliper. before the oil is sent to the main hydraulic pump
(12).
2. Foot Brake Valve
The main hydraulic pump is a variable-displace-
3. Orbital Valve (Steering)
ment, axial-piston pump with load sensing and a
4. Right Steering Cylinder. pressure compensating regulator valve.
5. Suction Screen. The regulator valves controls the pump flow rate by
6. Return Filter. changing swash plate angle to meet load demand
of functions actuated and to de-stroke the pump to
7. Hydraulic Tank. residual (low stand-by) pressure when all functions
8. Bin Tip Cylinder. are in neutral.

9. Left Steering Cylinder. The pump is mounted to and driven by the transmis-
sion PTO assembly.
10. Hydraulic System Manifold.
The main hydraulic pump provides oil flow to the
11. Secondary Steering Pump. steering, service brake and bin control circuits.
12. Main Hydraulic Pump.
The hydraulic system manifold (10) controls and dis-
13. Front and Rear Brake Accumulators. (Three tributes hydraulic oil through outlet ports to all com-
used for B30E with wet disc brakes) ponents in the hydraulic system.
14. High Pressure filter The manifold is a replaceable cartridge-valve-type
manifold. The steering and brake accumulator
15. Cab Tilt Cylinder
charging circuits are given priority by a valve located
The articulated dump truck hydraulic system is a in the manifold.
closed-centre, load-sensing system and consists of
The bin control valve is a closed-centre valve with a
the steering circuit, secondary steering circuit, bin
load sense passage. The valve is mounted on the
control circuit and service brake circuit.
hydraulic system manifold. The function of the bin
The system oil is stored in the hydraulic reservoir control valve is to route hydraulic oil to the right and
(6). The suction strainer removes any large particles left bin cylinders (8).
that may have collected in the hydraulic reservoir

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The bin tip cylinders are double-acting cylinders that secondary steering circuit. The secondary steering
raise and lower the bin. The load sense passage is pump anti-cavitation check valve provides a path for
used to send a signal from the work ports through oil flow from the suction side of pump to the outlet
the hydraulic system manifold to the pump regulator side when the machine is moving in reverse.
valve when the valve is actuated.
The small brake accumulator, which is attached to
The load sense passage is open to return when the the hydraulic system manifold is a diaphragm type,
valve is in neutral. nitrogen charged accumulator .(B30 with wet disk
brakes only). The front and rear brake accumulators
The orbital valve (3) is a closed-centre valve with a
(13), are piston type, nitrogen charged
load sense passage. The valve is a wide angle, vari-
accumulators.
able displacement (flow amplification) with inte-
grated anti-cavitation and relief valves. The accumulators are not serviceable. The function
of the small brake accumulator (B30 with wet disk
The effective displacement of the steering valve de-
brake only) is to provide a signal to the brake accu-
pends on the speed at which the valve is turned.
mulator charge valve, regulating load sense signal
The steering valve routes and controls hydraulic oil
to main hydraulic pump to maintain the pressure of
to the left steering cylinder (9) and right steering cyl-
brake accumulators between a lower and upper
inder (4).
charge limit.
The load sense passage is used to send a signal
The front and rear brake accumulators are used to
from the work port to the hydraulic system manifold
store brake oil under pressure which is then used to
and then to the pump regulator valve when the valve apply the service brakes when the brake valve is ac-
is actuated.
tuated, as well as providing a signal to the brake ac-
A ground driven secondary steering system is used cumulator charge valve.
to provide supply oil flow for the steering circuit
The brake valve (2) is a dual circuit, modulated
while the machine is still moving in the event there
valve.
is a malfunction of the engine or main hydraulic
pump. The function of the valve is to control the charged
brake oil from the accumulators to actuate the serv-
The system consists of the secondary steering
ice brake callipers or internal brake pistons.
pump (11), check valve manifold mounted on the
pump, and two check valves located in the hydraulic The top valve section is for the rear axle brakes and
system manifold. The pump is a variable-displace- the bottom valve section is for the front axle or
ment, axial-piston pump with a load sensing and axles. The brake valve supplies charged brake oil to
pressure compensating regulator valve. the rear brake callipers or internal brake pistons first
and then to the front brake callipers or internal brake
The residual pressure setting for the secondary
pistons.
steering pump is lower than the residual pressure
setting for the main hydraulic pump. The pump is Return filter (5) is used to filter return oil before en-
mounted on the transfer case and is ground driven tering the hydraulic reservoir.
as long as the gear train is being turned by the mov-
ing machine.
The check valves, in the hydraulic manifold are
used to isolate the main hydraulic circuit and the

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Main Hydraulic Pump Operation

1. Hydraulic Pump Housing 13.

2. Pump Control Valve 14. Residual Pressure Adjusting Screw
3. Control Piston 15. Compensating Pressure Adjusting Screw
4. Pumping Piston The main hydraulic pump is a variable-displace-
ment, axial-piston pump with a load-sensing and
5. High Pressure Outlet
pressure-compensating pump regulator valve (2).
6. Suction Port The pump is driven by the Transmission auxiliary
7. Bias Spring and Piston drive.

8. Input Shaft Pump displacement is varied by the angle of swash

plate (9). Swash plate angle is controlled by the con-
9. Swash Plate trol piston (3) and bias spring and piston (7).
10. Residual Spool The bios piston has supply oil (5) pressure and
11. Compensating Spool spring tension applied to it at all times trying to keep
the pump at maximum displacement.
12. Load Sense Port

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Supply oil is applied to or released from the control As soon as the engine is started, supply oil flows
piston by the residual valve (10) varying pump dis- from the pump to the closed-centre valves. The
placement per load demand. At full system pressure pressure in the hydraulic system increases and
the compensator valve (11) shifts to route supply oil causes the residual valve to destroke the pump at
to the control piston destroking the pump. residual pressure.
As the angle of swash plate is increased, the pis- The residual pressure ensures that immediate sys-
tons move in and out of their bores. The pistons tem pressure is available on demand when a func-
move out of their bores during the first half of each tion is actuated.
revolution, and into their bores during the last half of
Load sense system pressure is used to regulate the
the revolution.
residual valve to stroke or destroke the pump as
The piston bores are filled with oil through the inlet needed.
port (6) as the pistons move out of their bores. The
No matter what the load demand is, even when us-
pistons moving into their bores push oil out through
ing more than one function, as long as the total de-
the valve plate to the outlet port (5) and to the con-
mand does not exceed the pumps capability, the
trol piston.
pump will deliver the exact amount of oil required to
Pressure compensation is a constant pressure sys- move the load.
tem that requires a closed-centre hydraulic system.

Main Hydraulic Pump Load Sense Operation

1. 10 Residual Pressure spool 8. 17 Outlet to Control Piston

2. 11 Compensating Pressure Spool 9. 18 Pump Pressure Inlet
3. 12 Load Sense Pressure 10. 19 Drain to Pump Case
4. 13 Residual Pressure Spring
5. 14 Residual Pressure Adjusting Screw Residual Pressure
6. 15 Compensating Pressure Adjusting Screw
As soon as pump is driven, supply oil flows to pump
7. 16 Compensating Pressure Spring regulator which consists of the residual valve and
compensating valve.

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As the supply oil pressure rises, the residual spool The spool will then slide over (away from spring),
having the smaller spring will start to shift. opening the control piston (7) to case drain (19).
The spool will shift toward the residual spring until it
allows supply oil to be directed into the control pis-
ton , destroking the pump and reducing flow until
Compensating Pressure
the pressure at the pump outlet is equal to the resid-
ual pressure setting. As the hydraulic system needs are met and the sup-
ply oil (9) pressure continues to rise, the increasing
The pump will maintain this residual pressure until supply oil pressure starts to overcome the compen-
the function is actuated . sator spring (4), sliding the compensator spool (5)
toward the spring.
When hydraulic functions are not actuated the pump
produces only enough flow to maintain the residual The spool will then direct the high pressure supply
pressure. The load sense oil at this time is at a mini- oil into the control piston (7) destroking the pump
mal pressure because the load sense circuits are but providing enough flow to maintain compensating
open to return. pressure in the system.
Compensating pressure is set lower than the sys-
tem relief valve pressure. The system relief valve is
Working Pressure used to protect the system against sudden pressure
spikes.
When a function is actuated, load sense oil pressure
(10) to the pump regulator (2) rises. High system pressure oil is also conveyed into the
load sense circuit. The high pressure load sense oil
This rising load sense pressure and the force of the
(10) plus the force of the residual spring (3) will keep
residual spring tension work together to overcome
residual spool (2) shifted away from the spring.
the pressure of the supply oil (5) on the opposite
side of the residual spool (10).

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Steering Valve

1. Neutral. 8. Return.
2. Steering Cylinder. 9. Make-Up Check Valve.
3. Gerotor. 10. From Hydraulic System Manifold Port P3.
4. Load Sense Port to Hydraulic System Manifold 11. Inlet Check Valve.
Port L3.
12. Anti-Cavitation Valve.
5. Sleeve.
13. Relief Valve.
6. Spool.
14. Supply Oil.
7. Steering Shaft.

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15. Work Pressure Oil. Return oil (17) flows back from steering cylinders,
through the right or left work port, through the sleeve
16. Trapped Oil.
and spool to the return circuit (8).
17. Return Oil.
As steering operation is stopped, the centring spring
18. Steering Valve. and gerotor continue to turn the sleeve until the
sleeve and spool are in alignment, stopping the flow
19. Orifice.
of oil through the spool to the gerotor. At this point,
The steering valve (18) is a variable-displacement the valve is in neutral and remains there until the
(flow amplification), closed-centre valve. Main valve steering wheel and shaft are turned again.
components are the spool (6) inside a sleeve (5)
The valve’s variable-displacement (flow amplifica-
within a housing and the gerotor (3).
tion) is proportional to the speed at which the steer-
Also included are the make-up check valve (9), inlet ing wheel is turned.
check valve (11), anti-cavitation valves (12), and re-
When the steering wheel is turned slowly, the valve
lief valves (13).
only measures oil through the gerotor to the steering
When the steering wheel is not being turned, the cylinders and thus the effective displacement is
valve is in neutral (1). In neutral, the spool and equal to the gerotor displacement.
sleeve are held in alignment by the centring spring
When the steering wheel is turned rapidly, the spool
blocking the flow of supply oil (14) through the
moves more, relative to the sleeve opening pas-
sleeve to the spool and gerotor.
sages, so additional oil is allowed to bypass the ger-
Oil at the left and right work ports to the steering cyl- otor, thus increasing the effective valve
inders is trapped (16) by the sleeve holding the ma- displacement, hence flow amplification occurs.
chine frames stationary.
Relief valves (13) are used to relieve high pressure
Turning the steering wheel and shaft (7) left or right oil from a pressure spike created in the steering cyl-
turns the spool relative to the sleeve, opening pas- inders while steering is in neutral. In neutral, the
sages so supply oil flows from the hydraulic system steering valve blocks the flow of oil to and from the
manifold port P3 (10) through the sleeve into the cylinders.
spool.
A pressure spike is created by the impact of the
From the spool, work pressure oil (15) flows to the front or rear wheels against an obstacle, which is
gerotor (3) causing the gerotor gear and sleeve to transmitted to the steering cylinders causing slight
turn. Work pressure oil flow is measured by the ger- cylinder movement.
otor back into the spool where it is routed through
The cylinder movement that caused the pressure
the sleeve and out the left or right work port to the
spike also causes a pressure drop and a void in the
respective ends of the steering cylinders turning the
opposite end of the cylinders. Because of the pres-
machine.
sure differential across the anti-cavitation valve (12),
Work pressure oil also flows out the load sense port the pressure in the return passage pushes the valve
(4) and orifice (19), sending a load sense signal open and oil flows into the void preventing
back through the hydraulic system manifold port L3 cavitation.
to the main hydraulic pump regulator valve to regu-
Oil not used flows out port T and then back to the hy-
late pump flow. Load sense signal also goes to the
draulic reservoir.
spring chamber of the priority valve and to the steer-
ing load sense relief valve.

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Secondary Steering Pump

1. From Pump Outlet. 14. Piston.

2. To Control Piston. 15. Cylinder Block Oil.
3. To Case Drain. 16. Valve Plate.
4. Compensator Valve. 17. Supply Oil.
5. Residual Valve. 18. Load Sense Oil.
6. To Hydraulic System Manifold Port P2. 19. Return or Pressure-Free Oil.
7. From Hydraulic System. The secondary steering hydraulic pump is a load-
sensing, pressure-compensating, variable-displace-
8. From Main Hydraulic Pump Manifold Port L2.
ment axial-piston pump.
9. Transfer Case.
Pump displacement is varied by the angle of the
10. Control Piston. swash plate (12). The swash plate angle is con-
11. Pump Regulator Valve. trolled by the control piston (10) and spring (13).

12. Swash Plate. Spring pressure is applied to the swash plate at all
times, trying to keep the pump at maximum dis-
13. Spring. placement. Secondary supply oil (17) is applied to

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or released from the control piston by the residual steering pump anti-cavitation valve, and to the hy-
valve (5) in response to load sense signal from hy- draulic system manifold port P2 (6).
draulic system manifold port L2 to load sense port
The pump displacement is regulated by the com-
X, varying displacement per load demand.
pensator valve and residual valve (load sensing).
At full system pressure, the compensator valve (4)
Normal leakage to the pump case through clear-
is shifted to route secondary supply oil to the control
ance between the pistons, valve plate and cylinder
piston, de-stroking the pump.
block provides cooling and lubrication before flowing
As the angle of the swash plate is increased, the back to the hydraulic reservoir.
pistons (14) move in and out of their bores and dis-
The secondary steering pump is mounted on the
place oil as the cylinder block (15) is turned.
transfer case (9) and is ground driven as long as the
The pistons move into their bores during the first gear train is being turned by the moving machine.
half of each revolution, and out of their bores during
When the machine is not moving, there is no secon-
the last half of the revolution.
dary steering pump flow. The secondary steering
The piston bores are filled with oil through the valve pump will not operate when machine is moving in
plate (16) as the pistons move out of the bores. reverse.
The pistons moving into their bores push oil out
through the valve plate, through the secondary

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Hydraulic System Manifold (Top View)

9a. Check Valve 8 Bar

9b. Retainer Ring Block

9c. Plug

15. Bin Up Solenoid

16. Bin Down Solenoid

17. Bin Down Relief Valve with Anti- Cavitation
18. Bin Up Relief Valve with Anti- Cavitation

19. Bin Spool

22. Optional Hand Pump Connection

23. Load Sensor 1 (Connect to Pump)

24. Plug

25. Main Tank Line

26. Brake Pressure 2 (Connect to MG)

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Hydraulic System Manifold (Front View)

4. Steering logic Valve

10. Emergency Bin Lowering Valve

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Hydraulic System Manifold (Right View)

1. XB Brake Pressure Reducing Valve (For brake Setting)

3. Steering Adjustment Valve X3

5. Brake Charge Cut- Off Solenoid

7. Main System Pressure Relief Valve

8. Bin Pilot Pressure Reducing Valve (Setting Valve).

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Hydraulic System Manifold (Left View)

2. Orbitrol LS Line (Orifice)

6. Load Sensor 2 (Connect to emergency steering Pump)

27. Main Pressure Pump

28. Orbitrol Tank Line

29. Orbitrol Pressure Line

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Manifold Schematic

1. XB Brake Pressure Reducing Valve (For brake Setting) 12. Orifice (2mm)

2. Orbitrol LS Line (Orifice) 13. Plug

3. Steering Adjustment Valve X3 14. Plug

4. Steering Pressure compensation Valve (Steering logic Valve) 15. Bin Up Solenoid

5. Brake Charge Cut-off Solenoid 16. Bin Down Solenoid

Load Sensor 2 (Connect to emergency steering Pump) Shut- Bin Down Relief Valve with Ant-Cavitation
6. 17.
tle Valve.

7. Main Pressure Relief Valve 18. Bin Up Relief Valve with Ant-Cavitation

8. Bin Pilot Pressure Reducing Valve (Setting Valve). 19. Bin Spool

9. Counter Pressure Valve 20. Steering Priority Valve

10. Emergency Bin Lowering Control Valve 21. Shuttle Valve

11. Shuttle Valve

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General Description disabled, park brake applied and transmission

placed in neutral with a warning of critically low
The hydraulic system manifold controls and distrib- brake pressure on the display.
utes hydraulic oil through outlet ports to all compo- Once the pressure exceeds 125 Bar, the operator
nents in the hydraulic system. can drive the vehicle as per normal with an audible
The hydraulic system manifold is a replaceable car- warning of low brake pressure. The brakes will be
tridge-valve type manifold. The bin control valve is charged until the upper charge limit is reached (210
mounted on the hydraulic system manifold. Bar for the B18E & B20E and 190 bar for the B25E
& B30E). The brake pressure is constantly moni-
Numbers and letters are stamped on the manifold to tored until either circuit pressure drops below a mini-
help locate and identify components and ports. The mum threshold (165 Bar for the B20E and 150 Bar
illustrated views given are with the hydraulic system for the B25E & B30E). When this threshold is
manifold installed in the machine. crossed, the brakes are again charged to the upper
threshold and this process is repeated indefinitely.

Service Brake System Operation However, if the charge time for the brakes exceeds
2 minutes (indicating a problem on the system be-
cause the upper limit cannot be reached), then the
Charging System
truck is again stopped, park brake applied and
transmission placed in neutral. A warning is gener-
When operating the service brake valve, pressure in
ated indicating that the brake charge system is not
the front brake accumulators and rear brake accu-
working properly. This situation is reset on ignition
mulators decreases.
cycle or if both brake circuits reach the start charge
The decrease of charge oil pressure in the brake ac- pressure.
cumulators is sensed by the accumulator brake
pressure sensors.
Charged System
When the accumulator charge oil pressure de-
creases below the lower pressure limit then CCU When all accumulators are charged, charge oil pres-
will take away power from Brake charge solenoid sure in the brake accumulators holds the accumula-
(BCS) and it will open allowing the load sense oil to tors charge check valves closed. The CCU keeps
flow to the Main hydraulic pump port X, stroking the the Brake charge solenoid (BCS) energised allow-
pump, increasing flow, causing supply oil pressure ing pump load sense oil to flow back to tank.
to increase.
The rear and front brake accumulator circuits are
This supply oil then flows through the accumulator separated by check valves and hold charge oil in
pressure reducing valve to the Charge valve block. the rear and front brake accumulators and brake
Then the oil will flow through accumulator orifice valve. The check valves enable the circuits to work
and accumulator charge check valves, charging the independently of each other in the event of a mal-
brake accumulator. As pressure increases, accumu- function in either circuit.
lators are charged via flow valve (4). Pressure to the
The pressure setting of the accumulator pressure
accumulators is limited by accumulator pressure re-
reducing valve (XB) is critical to operation of the
ducing valve. The accumulator orifice controls the
main hydraulic pump. If pressure setting of accumu-
rate of oil flow to charge the accumulators.
lator pressure sensor higher than accumulator pres-
When brake accumulator charge oil pressure in- sure reducing valve, the load sense signal to the
creases to the upper pressure limit then CCU will main hydraulic pump will remain high because the
energise the BCS closing the flow of brake load charge oil pressure from brake accumulator cannot
sense to pump. The pump de-strokes decreasing trigger the CCU to energise the Brake charge sole-
supply oil flow to the accumulators. noid (BCS) .
To prevent pump from stroking in during machine The pump will remain in stroke and not return to low
start up, causing excess strain on the starter motor, stand-by (residual) pressure when all functions are
Brake charge solenoid (BCS) is energised blocking in neutral.
the load sense signal.
There are 2 brake pressure circuits, both with pres-
sure sensors fitted. If either of these pressures is
below 120 Bar, then the accelerator pedal is

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Brake Valve Operation At the same time, the load sense signal shifts the
shuttle valves , pressurizes the spring chamber of
The service brake valve is a dual circuit, modulated priority valve and sends a signal to the main hy-
valve. The function of this valve is to control the draulic pump via port LS1.
charge oil from the rear and front brake accumula-
The load sense signal will not exceed the steering
tors to actuate the service brakes.
load sense relief valve X3 pressure setting. The
The brake valve contains two separate circuits, main hydraulic pump supplies the required flow rate
each supplied by their own set of accumulators. The through port P1, and out of port P2 to steering valve
top valve is for the rear axle brakes and the bottom port P.
valve is for the front axle brakes.
When the steering wheel is not being turned, the
The brake valve supplies charged oil to the rear load sense signal is open to hydraulic reservoir
brakes first and then the front brakes. In neutral, through the steering valve and the main hydraulic
charge oil is blocked by the brake valve spools and pump will return to residual pressure. The oil in the
the brake pistons are open to return. steering cylinders is trapped and the machine is
held at that relative position. The ground driven sec-
ondary steering pump will assist with oil flow to steer
Brake Valve - Actuated the machine if main hydraulic pump cannot deliver
the flow required. (Machine must be moving forward
When service brakes are actuated, the charge oil in for secondary steering pump to work.)
the accumulators flows through the brake valve to
the brake pistons, applying the brakes Under normal steering operation, the pressure of
secondary steering pump at port B is just below that
The pressure applied at the pistons and the force of the main hydraulic pump at port B creating a dif-
applied to the spring by the brake pedal act on op- ferential pressure across secondary steering pump
posite ends of the spools in the brake valve. check valve.
The pressure to the pistons is proportional to the The secondary steering pump is a variable displace-
force applied to the brake pedal (pressure to the pis- ment, axial-piston pump with a load sensing and
tons increases as the force on the brake pedal pressure compensating regulator valve.
increases).
Operation of the secondary steering pump is similar
The pressure on the end of the spools balances to the main hydraulic pump. The residual valve
against the spring force modulating the pressure to pressure setting for the secondary steering pump is
the pistons. lower than the residual valve pressure setting for
The charge oil pressure is reduced by the amount of the main hydraulic pump.
oil it takes to move the pistons. The secondary steering pump is mounted on the
Each application of the brake pedal reduces the transfer case and is ground-driven.
charge pressure until the low brake accumulator The secondary steering pump check valve is used
pressure limit is reached and the brakes start charg- to block oil flow from the main hydraulic pump to the
ing again. secondary steering pump circuit.
In the event of a malfunction, main hydraulic pump
Steering And Secondary Steering check valve blocks flow from the secondary steering
System Operation pump to the main hydraulic pump.
The load sense signal to the secondary steering
The function of the steering system is to route sup- pump via port LS2 is the same as that of the main
ply oil from the main hydraulic pump to the steering hydraulic pump at port LS1, enabling the pressure
orbital valve. The steering orbital valve then controls of the secondary steering pump at port P2 to in-
the oil flow used to extend and retract the steering crease and overcome the pressure differential
cylinders. across secondary steering pump check valve .
When the steering wheel is turned, the load sense Flow from the secondary steering pump, eventually
signal from the steering valve enters the hydraulic supplements the flow from the main hydraulic pump
system manifold at port LS3. The load sense signal to the steering valve via port P2.
is then sensed at the secondary steering pump via
port LS2.

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The rpm of the secondary steering pump is de- When full current is applied to the bin down sole-
pendent on the machine travel speed. Supply oil noid, the spool will move all the way across to the
flow available to steer the machine is reduced pro- 2nd bin down position. Standby oil pressure will
portionately as the travel speed decreases. now flow through the spool and out of port B to the
rod end of the bin tip cylinders. Return oil from the
The steering circuit is protected from over pressur-
rod end will flow into port A, through the bin spool to
isation during bin operation by pressure Compensa-
tank. The system pressure passes through the bin
tor valve. The pressure compensator will close once
spool and becomes a load sense signal.
the pressure in the steering circuit reaches the set-
ting of the spring. This load sense signal will then flow through shuttle
valves and out through port LS1 to stroke the pump
and power the bin down. When the bin spool returns
Bin Operation to neutral, the pilot signal to the logic valve is cut off
and the LS pressure is released to tank, causing the
The bin control valve assembly is mounted on the pump to destroke.
hydraulic system manifold. If a lower current is applied to the bin up solenoid,
The dump body lower circuit relief and anti cavita- the bin spool will only shift to the first position. In this
tion valve relieves pressure in the dump body cylin- position, no signal is sent to stroke the pump. The
der rod end circuit. oil from the bottom end of the tip cylinders is allowed
to pass, restricted, through the bin spool to tank.
The relief valve pressure setting is lower than the
pressure setting for dump body raise circuit relief A negative pressure is formed in the rod end of the
valve. cylinders and this is replenished by return oil
through the bin lower circuit relief and anti cavitation
The anit-cavitation valve prevents the tip cylinders check valve. A counter pressure valve is installed
from cavitating when lowering the dump body when on the tank gallery of the bin lift function and utilise
the engine speed is reduced. the return oil to aid the flow from the pump, by forc-
In neutral, the load sense circuit for the dump body ing the return oil over the anti-cavitation valve in the
control valve is connected to return port so there is bin lift section and flow with the pump oil up to the
no load sense signal. rod end of the cylinder ensuring we maintain a posi-
tive pressure in the cylinder. The bin is then allowed
Port A is connected to the dump body cylinder head to float down under its own weight. This function is
end. The dump body raises circuit relief and anti- used during the last 50 of bin down movement and
cavitation valve, relieves pressure in the dump body while the machine is driving.
cylinder head end circuit.
The spool is self centering into the neutral position
The anti-cavitation valve prevents cavitation in the whenever the solenoids are not actuated.
circuit if the cylinder is extended while the control
valve is in neutral.
The bin control spool is a spring centered four posi-
Diagnostic Information
tions, and pilot-operated spool. The movement of
the spool is determined by varying the pilot pressure Diagnostic Procedure
on each end, and this is controlled by two propor-
tional solenoid valves. Reduced pilot pressure is Diagnostic Procedure
supplied to these solenoid valves via a pressure re- Follow the six basic steps below to carry out trouble-
ducing valve. The movement of the spool is then shooting efficiently.
proportional to the current applied to the solenoid
valves. One position of the spool would then be Know the system
used for Bin-up function and the other for Bin-down.
Study the machine technical manual. Understand
When the bin spool moves load sense signal is gen- the system and circuits.
erated. This load sense signal will then flow through
Use schematics, component location drawings, and
shuttle valves and out through port LS1 to stroke
theory of operation for each circuit and circuit com-
the pump.
ponents to better understand how the system, cir-
When the bin spool returns to neutral, the pilot sig- cuits, and components work.
nal to the logic valve is cut off and the LS pressure
Ask the operator
is released to tank causing the pump to de-stroke.

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What type of work was the machine doing when the Connect the laptop computer with diagnostic soft-
trouble was noticed? ware, if available. The self-diagnosing function lists
any service codes.
Did the trouble start suddenly or has it been getting
worse? Before starting any troubleshooting, first check bat-
tery voltage, battery disconnect switch, fuses, and
Did the machine have any previous problem ?
circuit breakers.
If so, which parts were repaired?
Go to test groups to check pressures and voltages.
Inspect the machine Make sure adjustments are correct.

Check all daily maintenance points. (Refer to the Trace a cause

OM). Check batteries, battery disconnect switch, cir-
Before reaching a conclusion, check the most prob-
cuit breakers, fuses, and electrical connections.
able and simplest to verify.
Perform Operational Check-out Use the symptom, problem, solution charts to help
Check all systems and functions on the machine. identify probable problem components.
Use the helpful diagnostic information in the check-
Make a plan for appropriate repair to avoid other
out to pinpoint the possible cause of the problem.
malfunctions.
Perform troubleshooting

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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 pres-
sure being released in the cylinders. Once this is
done the steering system should have released all
pressurised oil with in its system.
The hydraulic system is pressured when the engine is
running, the brake charging system also automatically
raises the system pressure when the charge circuit
reaches the lower point of the brake charge band with-
Cab Tilting System
out warning! Ensure that the correct PPE is worn when
working on the Hydraulic system. Many hoses may still Always ensure that the cab is either resting on its
be under pressure even when the machine is switched mounts or securely supported by the cab stay, never
off.
work on the cab tilt system if the cab is only sup-
ported by the hydraulic cylinder.
The following procedure needs to be carried out
to depressurise the hydraulic system before any
work can commence on the hydraulic system. Brake Charge System

The brake system makes use of accumulators that

Pressurised Systems stores energy. Before any work can be done on the
brake system the accumulators need to be dis-
Systems identified that can have pressurised com- charges to ensure there is no pressure in the brake
ponents are the following: 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- 1. With the truck switched off, use the foot brake
ders and control valves. valve by pushing it in and out like a pump action
• Cab tilting system. until one feels that the pedal is completely flat
when pushing it. The pressure in the accumula-
• Brake charging system which includes all hoses, tors will drop down to 0 bar and release all the
accumulators and control valves. 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. Use
Bin Hoisting a hydraulic fly lead hose and ensure the one
end is directed into a container to collect the hy-
Always ensure that the bin is either resting on the draulic oil. Connect the other end to one of the
chassis or on the bin pole. If the bin is in the full tip test ports. As you connect the test port, oil will
position, insert the bin lock to secure the bin in the flow into the container from the accumulator.
up position. Never work on the hydraulic system if You need to do this for both test ports. After dis-
the bin is only supported by the hydraulic cylinders. charging the accumulators, push the foot valve
Should the bin need to be lowered with out engine a few times as well to ensure that there is no
power please refer to the Bin lowering procedure. pressure in the brake system. (The Pedal
should fall flat when pushing it). Note one accu-
mulator stores 4.5 litters of oil. Thus count the
Suspension
number of accumulators and multiply it by 4.5 to
give you the size of the container required to
Refer to suspension depressurising procedure.
discharge the brake system accumulators.

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Hydraulic Pressure Settings

Table Of Figures

Pressure Setting Ensure that the machine is parked on level ground

Hydraulic System
and away from any overhead objects that might inter-
B18 – 20E B25 – 30E
fere with the movement of the bin. Check that the hy-
E-Steering Pump 22 Bar 22 Bar draulic oil is at the correct level before starting the
Residual pressure checks and adjustments. Ensure that the cab
stay is secured before working under the tilted cab. En-
E-Steering Pump 210 Bar 230 Bar sure that the articulation lock is installed while doing
Compensating the steering pressure checks and adjustments. Ensure
that the inter axle lock is de-activated and the park
Main Pump Residual 30 Bar 30 Bar brake is applied while doing the checks and adjust-
Main Pump ments. Do not wear loose clothing which may be
270 Bar 280 Bar
Compensating caught up in the prop shaft. Also ensure that all tools
and equipment is stored safely away from the prop
Steering Pressure 210 Bar 230 Bar shaft area. Do not loosen any hoses, connectors or fit-
tings while the machine is running. Switch off the ma-
Brake Pressure 215 Bar 210 Bar chine and depressurise the hydraulic system by
following the hydraulic system depressurising
Pilot Pressure 35 Bar 35 Bar procedure.

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Tools & Hydraulic Gauge can now go ahead and set the machines
pressures.
The following equipment is required to set the hy-
4. After all the pressure have been set, it is impor-
draulic pressures:
tant to set the machine back to “Normal”.

Spanners 5. Follow steps 2 to 3 up to where the “Mode of

Operation” menu pops up. Select the normal
10mm Spanner & 18mm mode and push and hold the B-Drive knob in for
Socket with universal joint, about 5 seconds to active the “Normal” mode.
extension bar & ratchet.

Setting the Emergency Steering Pump

Pressures
Allen Keys
Tools
3mm, 5 mm & 3/16”
Note! Main pump pressures and steering pressure
will need to be re set after setting the emergency
steering pump.

Spanners
Pressure Gauge

10mm Spanner.
10 to 300 Bar

Allen Keys

3mm

Machine Setting

Important: Before the hydraulic pressures can be

adjusted, the machine needs to be set to “Hyd
Pressure Gauge
Pump” mode. The “Hyd Pump” mode is use for set-
ting the machine hydraulic pressures. While in “Hyd
10 to 300 Bar
Pump” mode the hydraulic safety features are acti-
vated and electronic overrides are switched off.
When these features are active it will be impossible
to set the hydraulic pressure properly.

Activating Hydraulic Pump mode

1. Turn the ignition on

2. Push the button “E” on the B-Drive. Turn the B- Set the Emergency Steering Pump
Drive knob and select Machine Config. Residual Pressure
3. Scroll down with the B-Drive knob to “Hydraul- This procedure requires coming into close proximity
ics” and push the B-Drive knob once. The right of rotating prop shafts ensure correct PPE is used.
hand side of the screen will now be active.
Scroll to “Mode of Operation and push the B- 1. Ensure the truck is on level ground and that the
Drive button. A popup menu will appear. Scroll wheels are secure from rolling
to “Hyd Pump”, push and hold down the B-Drive 2. Uncouple and remove the front axle prop shaft
knob for 3 seconds to active Hyd Pump. One from the drop box.

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3. Activate “Hyd Pump” as per procedure above. 15. Select Neutral for the transmission and only
then apply the park brake
4. Remove the pneumatic hose of the IDL actuator
on the drop box. 16. Connect the pneumatic line back onto the IDL.
5. Connect the pressure gauge to Test Point MP1.
6. Start the truck.
7. Install the articulation lock.
8. Ensure that the inter-axle diff lock is NOT
activated.
9. Read the pressure on the gauge while the truck
is idling. It should read 15 Bar or less. If not, the
main pump residual pressure needs to be low-
ered before one can set the emergency steering
pump residual pressure. Follow the main pump
pressure setting procedure in the next sectionto
set the main pump residual pressure to about
15 bar before continuing.
10. 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. (Note: The shift
from second to third gear is very fast. Once the
machine shifts to third gear, push the gear hold
button. Slowly release your foot on the acceler-
ator until the gear shifts back into second gear.
Once the machine is in second gear you can
push down on the accelerator to 16kph. The
gear hold allows the machine to change gears
down but prevents shifting gears up.)
11. At full rpm in second gear the speed on the
CDU should read +-16kph, the gauge should
read the pump residual pressure of 22 Bar (+/-2
Bar). If the pressure is incorrect, the pump
needs to be adjusted.
12. If the pressure requires adjustment, select
“Neutral” on the transmission shift selector en-
sure the park brake is activated. While the en-
gine is idling loosen the lock nut on the
adjustment screw.
13. Turn the screw clockwise to increase the pres-
sure and anti-clockwise to decrease the resid-
ual pressure. Adjustment will need to be done in
small increments and the pressure will have to Set the Emergency Steering Pump
be verified by going back to step 10. This might Compensating Pressure
take a few attempts. For your own safety, do not
set the pressure while when the machine is in Note: This procedure requires coming into close
“Drive” due to fast rotating parts in the pressure proximity of rotating prop shafts ensure correct PPE
adjustment area. is used.

14. Lock the screw with the locking nut once the 1. Ensure the truck is on level ground and that the
correct pressure has been set. wheels are secure from rolling.

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2. Uncouple and remove the front axle prop shaft 14. Turn the screw clockwise to increase the pres-
from the drop box. sure and anti-clockwise to decrease the com-
pensating pressure. Adjustment will need to be
3. Activate “Hyd Pump” as per procedure as ex-
done in small increments and the pressure will
plained before.
have to be verified by going back to step 11.
4. Remove the pneumatic hose of the IDL actuator This might take a few attempts. For your own
on the drop box. safety, do not set the pressure while when the
machine is in “Drive” due to fast rotating parts in
5. Connect the pressure gauge to Test Point MP1.
the pressure adjustment area.
6. Turn the X3 valve clockwise until it bottoms out
15. Lock the screw with the locking nut once the
and the turn it out one turn anti-clockwise back.
correct pressure has been set.
This needs to be done to set the emergency
steering pump. If the X3 valve setting is to low, 16. Select Neutral for the transmission and only
one will not be able to get the emergency steer- then apply the park brake
ing pump compensating pressure.
17. Connect the Pneumatic line back onto the IDL
7. Start the truck.
8. Install the articulation lock.
9. Ensure that the inter-axle diff lock is NOT
activated.
10. Turn the steering wheel to the left against the
artic lock, and read the pressure on the gauge.
It should read about 120 Bar. If not, the main
pump compensating pressure needs to be low-
ered before one can set the emergency steering
compensating pressure. Follow the main pump
pressure setting procedure in 4.3 to set the
main pump compensating pressure to 120 Bar
before continuing.
11. 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 en-
gine. (Note: The shift from second to third gear
is very fast. Once the machine shifts to third
gear, push the gear hold button. Slowly release
your foot on the accelerator until the gear shifts
back into second gear. Once the machine is in
second gear you can push down on the acceler-
ator to 16kph. The gear hold allows the machine
to change gears down but prevents shifting
gears up.)
12. Turn the steering wheel to the left and hold it
against the articulation lock, take the engine to
full rpm. The gauge should read the pump com-
pensating pressure of 230 Bar (+/- 2 Bar). If the
pressure is incorrect, the compensator pressure
needs to be adjusted.
13. If the pressure requires adjustment, select
“Neutral” on the transmission shift selector en-
sure the park brake is activated. While the en-
gine is idling loosen the lock nut on the
adjustment screw.

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Fault Finding 7. At idle, turn the residual adjustment screw to set

the pressure correct. Clockwise will increase
1. Fault: Cannot set the emergency steering resid- the pressure and anti-clockwise will decrease
ual pressure. the pressure.
2. “Hyd Pump” is not activated, thus the overrides 8. Lock the adjustment screw with the lock nut
are not active making it impossible to set the once the correct pressure has been set.
emergency steering residual pressure. Follow
procedure 2 to activate “Hyd Pump” mode.
3. The DFR valve on the pump might be faulty. Re-
place DFR valve.

Set the Main Pump

Set the Main Pump Residual Pressures

B18E – B30E

Tools
Fault Finding
Spanners
1. Fault: Cannot set the main pump residual
10mm Spanner. pressure.
2. The DFR valve on the pump might be faulty. Re-
place DFR valve.

Allen Keys
Set the Main Pump Compensating
Pressure B18E — B30E
3mm
1. Ensure the truck is on level ground.
2. Connect the pressure gauge to Test Point MP1.
3. Start the truck.
4. Activate “Hyd Pump” as per procedure ex-
Pressure Gauge
plained before.
10 to 300 Bar 5. Ensure the main pump residual pressure is set
according to procedure 2 or the bin will not go
up as required for compensating pressure
setting.
6. Use the bin tip control to lift the bin all the way
up until the tip cylinders are fully extended.
1. Ensure the truck is on level ground. 7. While holding the bin tip control button in with
2. Connect the pressure gauge to Test Point MP1. the tip cylinders fully extended, read the pres-
sure on the gauge. The gauge should read a
3. Start the truck. pressure of 280 Bar (+/- 2 Bar) for the compen-
4. Activate “Hyd Pump” as per procedure ex- sating pressure. If the pressure is incorrect the
plained before. pressure needs to be adjusted.

5. Read the pressure on the gauge. The main 8. Loosen the lock nut on the adjustment screw.
pump residual pressure should read 30 Bar (+/- 9. While holding the bin tip control button in with
2 Bar). If the pressure is incorrect, the pump the tip cylinders fully extended. Turn the adjust-
needs to be adjusted. ment screw clockwise to increase the pressure
6. Loosen the lock nut on the residual pressure or anti-clockwise to decrease the pressure.
adjustment screw.

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10. Lock the adjustment screw with the locking nut 4. Ensure the main pump has been set correctly
once the correct pressure has been set. using the main pump pressure setting proce-
dure in 4.
5. Connect the pressure gauge to test point MP1.
6. Turn the steering wheel to the left and hold it
against the artic lock. The pressure on the
gauge should read 230 Bar (+/-2 Bar). If one
doesn’t read this pressure the LS pressure for
the steering needs to be adjusted on the X3
valve.
7. Loosen the lock nut on X3.
8. While holding the steering against the artic lock,
adjust the steering LS pressure by adjusting the
Fault Finding set screw on the X3 valve. Clock wise will in-
crease the pressure, and anti clock wise to de-
1. Fault: Cannot set the main pump compensating crease the pressure.
pressure.
9. Lock the set screw with the lock nut on the X3
2. The DFR valve on the pump might be faulty. Re- valve once the pressure has been set correct
place DFR valve. pressure.

Set the Steering Pressure

Tools

Spanners

10mm Spanner.

Fault Finding
Allen Keys
1. Cannot set the steering pressure to 230 bar

3mm 2. The main pump is not set as per procedure 4

setting the main pump pressures.
3. X3 valve on the block is faulty. Replace X3
valve.

Pressure Gauge Set the Brake Circuit Pressures

10 to 300 Bar Tools

Spanners

10mm Spanner.

1. Start the truck.

2. Activate “Hyd Pump” as per procedure ex-
plained before.
Allen Keys
3. Ensure the artic lock is engaged.

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3. The XB valve on the on the block is faulty. Re-

3mm
place XB valve.

Set the Bin Tip Pilot Pressure

Tools
Pressure Gauge
Spanners
10 to 300 Bar
18mm Spanner.

Procedure to set XB Allen Keys

1. Start the truck

5mm
2. Activate “Hyd Pump” as per procedure ex-
plained before.
3. Ensure the main pump has been set correctly
using the main pump pressure setting
procedure. Pressure Gauge
4. Connect the pressure gauge to test point M4.
10 to 300 Bar
5. Tip the bin all the way to the top. The pressure
on the gauge should read 210 Bar (+/-2 Bar). If
one doesn’t read this pressure the XB pressure
for the brakes needs to be adjusted on the XB
valve.
6. Loosen the lock nut on XB.
7. Adjust the brake charge pressure by turning the
adjustment screw clockwise to increase the
pressure and anti clockwise to decrease the
Procedure to Set the Bin Tip Pilot Pressure
pressure.
The Bin Tip Pilot Pressure will always be pre-set
8. Lock the adjustment screw with the lock nut at 35 Bar. It is recommended that it only be veri-
once the correct pressure has been set. fied by the following procedure from No.1 to
No.5 below
1. Ensure the truck is on level ground.
2. Connect the pressure gauge to Test Point PS.
3. Start the truck.
4. Activate “Hyd Pump” as per procedure ex-
plained before.
5. While holding the bin tip control button in with
the tip cylinders fully extended, read the pres-
Fault Finding sure on the gauge. The gauge should read a
pressure of 35 Bar (+/- 2 Bar).
1. Cannot set the brake pressure
6. If the gauge does not read a pressure of 35 Bar,
2. “Hyd Pump” is not activated, thus the overrides the bin tip pilot pressure needs to be adjusted.
are not active making it impossible to set the
brake pressure. Follow procedure 2 to activate 7. Remove the safety tamper cap from Valve No 4.
“Hyd Pump” mode. 8. Loosen the lock nut on Valve No 4.

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9. While holding the bin tip control button in with over centre on the bin pivots, steps 4 to 5 of this
the tip cylinders fully extended. Turn the adjust- procedure could be left out and proceed with
ment screw clockwise to increase the pressure step 6. If the tip cylinders are full extended and
or anti-clockwise to decrease the pressure. the bin is over the centre of the pivot points, a
hand pump will be required to assist with the
10. Lock the adjustment screw with the locking nut
lowering of the bin.
once the correct pressure has been set.
4. Use the 30mm spanners to loosen the cab
bolts. Raise the cab and ensure the cab tilt lock
is engaged.
5. Remove the plug on port B from the tip valve
block (1/4” Allen Key). Connect the hose of the
hand pump to port B. The hand pump will be
used to jack the bin back over the center point
of the bin pivots. The weight of the bin will then
be used to lower the bin by controlling the emer-
gency bin lowering control valve situated on the
side of the tip valve block. Ensure to place the
hand pump in a safe area next to the machine,
clear from the rear chassis and bin of the
Bin Lowering Procedure After Engine/ machine.
Pump Failure
6.

Ensure that there are no obstructions in the bin's path

and that it is safe to lower the bin ensure that the cab
stay is secured before working under the tilted cab. Do
not make any adjustments while the machine is
running.

Tools and Equipment Required

• 18 mm spanners (to loosen the cab bolts)
• 30 mm spanner
• 5 mm Allen key
• Hydraulic hand Pump
Procedure:
1. Inspect and examine the machine and the sur- Before continuing with step 7 of this procedure,
rounding area where the machine has failed to ensure the cab is in the lowered position.
determine if it is safe to commence with the
emergency bin lowering. Ensure nothing will in- 7. Use the 18mm spanner to loosen the lock nut of
terfere with the bin movement when lowering the emergency bin lowering control valve. This
the bin. Ensure all people are cleared from the valve is situated on the side of the tip valve
machine and bin area. block. Access and controlling of this valve has
2. Install the arctic lock if possible and place wheel been made possible without the need to raise
chocks on two wheel sets either side of the ma- the cab
chine. Also ensure the cab is not in the raised 8. Use the 5mm Allen key and slowly turn the
position when commencing with step 6 of this emergency bin lowering control valve counter
procedure. clock wise to open the valve for the bin to come
3. If the bin is stuck in a position where the tip cyl- down. The more turns counter clock wise the
inders are not fully extended and the bin is not faster the bin will lower. If a hand pump is

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connected to assist with the bin lowering, open the cab and replace the cab bolts and fasten
the valve completely and give it two turns clock them.
wise. This will ensure the valve is open and one
12.
can continue using the hand pump to jack the
bin back over the bin pivot centre point. Once
over the bin pivot centre point the weight of the
bin will automatically start to take over and one
can stop using the hand pump. To stop the bin
from lowering again turn the valve clock wise
until it has bottomed out. The bin lowering
speed can be controlled using this bin lowering
control valve. Continue with step 8 until the bin
has been lowered to the full down position. Note
one can only lower the bin and not lift the bin via
this procedure.
9. Once the bin has been lowered as required, turn NOTE
the emergency bin lowering valve clock wise Illustration of the bin in the full tip posi-
until it has bottomed out to ensure this valve is tion with the weight being over the
closed. centre point of the bin pivots. In scenar-
10. Lock the valve with the lock nut. ios where the bin is in the full tip posi-
tion a hand pump is required to be
11. If a hand pump was used to assist with the bin connected to port B on the tip valve
lowering. Lift the cab and engage the cab tilt block to assist with the emergency bin
lock. Disconnect the hand pump and replace lowering
the plug in port B on the tip valve block. Lower

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HEATING, VENTILATION AND AIR CONDITIONING

Air Conditioning System Cycle Of

Operation

1. Evaporator Core. causes temperature of refrigerant to rise higher than

that of outside air.
2. Compressor.
• High pressure gas leaves compressor and flows
3. Condenser Core.
through condenser where heat is removed and
4. Circulation Blower Motor. transferred to outside air being drawn through
condenser core by engine fan. Cooling refrigerant
5. Expansion Valve.
causes it to condense and refrigerant leaves con-
6. Receiver-drier. denser as high pressure liquid.
7. High Pressure Liquid. • If bin is fully lowered, hydraulic pressure is auto-
matically relieved. When raised and bin prop is in-
8. High Pressure Gas.
stalled, move bin tip lever forward and rearward 3
9. Low Pressure Liquid. times to ensure that the weight of the bin is se-
curely settled onto the bin prop.
10. Low Pressure Gas.
• Relieve pneumatic pressure.
11. Air Flow.
• Install wheel chocks to ensure that the machine
The compressor is belt driven and engaged by an
cannot move backwards or forwards during the
electromagnetic clutch. The air conditioning circuit
service.
automatically controls compressor engagement or
disengagement when system is in operation. High pressure liquid flows into receiver-drier where
moisture and contaminants (acid, solids, etc.) are
Compressor draws low pressure gas from evapora-
removed.
tor and compresses it into high pressure gas. This

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HEATING, VENTILATION AND AIR CONDITIONING

Receiver-drier contains a colour moisture indicator. through drain tubes connected to drain pan under
Blue indicates no moisture is present. Pink indicates evaporator.
moisture is present.
System pressure is monitored by high/low pressure
Should moisture be combined with refrigerant, hy- switch, located on high pressure side of expansion
drofluoric and hydrochloric acids are formed. These valve. If pressure becomes too high or too low the
acids are very corrosive to metal surfaces and leak- switch opens and stops compressor, interrupting the
age will eventually develop. cycle.
Receiver-drier also stores refrigerant allowing a lon- Accumulator (if equipped) is located between evap-
ger period of time before additional refrigerant is orator and compressor in low pressure gas hose to
needed. Refrigerant hoses allow a small amount of retain a quantity of oil to protect compressor from a
refrigerant to migrate through their walls. Refrigerant dry start after long periods of not being used.
flows from receiver-drier through expansion valve to
evaporator. Expansion valve senses refrigerant
temperature and pressure to modulate refrigerant Heater Core Operation
flow.
Expansion valve changes refrigerant to low pres- The heater core is located near evaporator in heat-
sure liquid entering evaporator. ing and air conditioning module on right side of cab.

Actual cooling and drying of cab air takes place at Filtered air flows through evaporator removing mois-
evaporator. Heat absorbed by evaporator and trans- ture before flowing though heater core.
ferred to refrigerant causes refrigerant to vaporise The heater core uses warm engine coolant to heat a
into low pressure gas. mixture of inside cab air as well as outside air pulled
Low pressure gas is drawn from evaporator by com- across heater core.
pressor and cycle is repeated. A freeze control Coolant flow through the heater core is regulated by
switch senses temperature of evaporator coil the heater valve. The heater valve is regulated by
through a capillary tube. an actuator which is controlled by the heater valve
This prevents the evaporator from becoming cold control module in response to the position of tem-
enough to freeze moisture that condenses on evap- perature control switch.
orator coil. Condensed moisture is drained away

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HEATING, VENTILATION AND AIR CONDITIONING

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.
See Air Freeze Control Switch
Air - freeze control switch.
Test.
Air Conditioning System Does See Air High/Low Pressure
Not Operate Air - high/low pressure switch
Switch Test.
See Air Compressor Clutch
Air compressor clutch
Test.
Check engine and side console
Wiring harness
harness wiring.
Drive belt is broken. Replace drive belt.
Fresh air filter restricted. Clean or replace filter.
Condenser fins restricted witch Clean condenser fins.
debris.
Recirculating air filter restricted. Clean or replace filter.
Compressor belt loose Check Belt
Refrigerant hose kinked, Re-route or re-index hoses.
pinched or collapsed. Replace collapsed hoses.
Air Conditioner Does Not Cool
Interior of Cab. Heater or evaporator core fins Clean heater or evaporator
restricted with dirt or dust. core fins.
Air heater blower motor failed Check blower motor.
or operating too slowly
Compressor clutch slipping or Inspect and/or replace com-
failed. pressor clutch.
Warm outside air leaking into Inspect, repair or replace door
cab. and rear cab shield.

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Cab heat deflectors missing or Inspect, repair or replace cowl

damaged. baffle and rear cab shield.
Heater valve remains open. Inspect, repair, adjust or re-
place heater valve or cable.
System refrigerant (R134A) Do “R134A Air Conditioning
Air Conditioner Does Not Cool
charge low. System Test”.
Interior of Cab (Continues).
Freeze control switch capillary
tube not positioned correctly in
Evaporator fins frosting or evaporator coil.
freezing.
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 Replace heater valve
stantly, Too Cold. tube not positioned in evapora-
tor properly.
Compressor clutch engaged Reposition capillary tube in
constantly. evaporator coil. See“Air Freeze
Control Switch Test.
Interior Windows Continue To Fresh air filter restricted. Clean or replace filter.
Fog.
Air system off. Move Air - heater ON/OFF
switch to Air position.

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HEATING, VENTILATION AND AIR CONDITIONING

HVAC Component Location

1. Compressor.
2. Condenser.
3. Heater Return Line.
4. Receiver-drier.
5. Air Conditioning High/Low Pressure Switch.
6. Low Pressure Charging Port.

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HEATING, VENTILATION AND AIR CONDITIONING

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.

Tests
Operational Checks

Visual Inspection of Components

NOTE: Do visual inspection of component checks

prior to diagnosis and component tests. These con-
ditions may affect diagnostic and test results.

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All Lines and Hoses Yes: Check complete.

Inspect all lines and hoses. No: Clean, repair or replace condenser core. Re-
place condenser fan or fan blade.
Are all lines and hoses straight, NOT kinked, worn
from rubbing on other machine parts or “weather
checked"? Heater/Evaporator Core Check
Are hose and line connections clean, NOT showing Inspect core. Are fins straight?
signs of leakage, such as oil or dust accumulation at
fittings? Is core free of dirt and debris?

All hose and line clamps must be in place and tight. Are evaporator drain tubes plugged?
Clamps must have rubber inserts or cushions in Yes: Check complete.
place to prevent clamps from crushing or wearing in-
to hoses or lines. No: Repair, replace or clean heater/evaporator core
and drain tubes.
Yes: Check complete.
No: Reposition hoses or lines and tighten or replace Freeze Control Switch Capillary Tube
clamps. Tighten fittings or replace O-rings in fittings. Check
Replace hoses or lines as required.
Inspect freeze control switch capillary tube.
Air Conditioner Compressor Check Is capillary tube straight, NOT kinked or broken?

Inspect compressor. Is capillary tube properly positioned and inserted se-

curely in place in evaporator core?
Is compressor drive belt tight?
Yes: Check complete.
Is belt in good condition, NOT frayed, worn or
glazed? No: If capillary tube is kinked, replace freeze control
switch.
Is belt tensioner worn or damaged?
No: If capillary tube is positioned in evaporator in-
Is compressor belt pulley in good condition and in correctly, see Air Freeze Control Switch Test.
line with engine pulley?
Are compressor mounting brackets in good condi- Cab Door and Window Seals Check
tion, and bracket mounting cap screws tight?
Are electrical connections to compressor clutch Open and close door and windows. Inspect seals.
clean and tight? Do door and windows contact seals evenly?
Is wiring to compressor in good condition? Are seals in position and in good condition?
Yes: Check complete. Yes: Check complete.
No: Repair or replace components as required. No: Adjust door and windows to close against seals
properly. Replace seals as necessary.
Condenser Check
Filter Check
Inspect condenser core.
Is condenser core free of dirt or debris? Inspect fresh air filter and re circulating filter. Are fil-
ters clean and free of debris?
Does condenser show signs of leakage, dust accu-
mulation or oily areas? Yes: Check complete.

Are condenser fins straight, not bent or damaged? No: Clean or replace filters.

Inspect condenser fan or fan blade.

Are fan blades in good condition, not worn, bent,
broken or missing?

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R134A Air Conditioning System Test Open both low and high pressure valves on refriger-
ant recovery, recycling and charging station.
R134a Air Conditioner System Test Open cab doors and windows.
Specifications Follow manufacturer’s instructions when using the
refrigerant recovery, recycling and charging system.
R134a Air Conditioner System Test - Engine
Speed High Idle Start engine and run at rated engine high idle
speed.
Low Side Refrigerant - Pressure
Move A/C-heater switch to Air position.
80 kPa (0.8 bar) (11.6 psi) minimum

200 kPa (2 bar) (29 psi) maximum Turn temperature control switch to maximum cool-
ing position.
High Side Refrigerant - Pressure
Turn blower switch to high speed.
800 kPa (8 bar) (116 psi) minimum
Check sight glass (if equipped) in receiver-drier.
2 100 kPa (21 bar) (304.5 psi) maximum
Run unit for at least 5 minutes.
Measure and record air temperature at condenser
Service Equipment And Tools air inlet and at air ducts in air conditioning unit.
• Prism Pro Refrigerant Identification Instrument Observe low-side pressure and high-side pressure
on gauges.
• Thermometer
Compare pressures and air duct temperature to
specifications.
NOTE: Because low pressure switch is located on
high pressure side of expansion valve, the low pres-
Use correct refrigerant recovery, recycling and charg- sure gauge reading shown does not affect the low
ing stations. Never use refrigerant, hoses, fittings, pressure switch operating range.
components or refrigerant oils intended for R12 refrig-
erant systems. Identify refrigerant before recovering, • Air conditioner set at maximum cooling.
recycling and charging system.
• Air conditioner compressor clutch engaged.
Stop the engine. • Operate at maximum setting for minimum of 12
minutes.
Follow refrigerant cautions and proper handling
procedures. • Air duct temperature should be below 12° C
(53.5° F) with ambient temperature at 26° C (79°
Identify refrigerant type using refrigerant identifica- F) and 60% relative humidity. Refrigerant pres-
tion instrument. sure within specification.
Connect refrigerant recovery, recycling and charg-
ing station. Diagnose malfunction using the following
Diagnostic Chart.

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 Low Side High Side
Sight Receiver - Liquid Discharge
Condition kPa (bar) kPa (bar) Suction Line Discharge Air
Glass Drier Line Line

JUNE 2013
(psi) (psi)

872352 REV A
Lack of Slightly Slightly
Very Low Very Low Clear Slightly Cool Slightly Warm Warm

SERVICE MANUAL
Refrigerant Warm Warm
Loss of
Low Low Bubbles Cool Warm to Hot Warm Warm to Hot Slightly Cool
Refrigerant
Cool,
Cool, Sweat-
High Side Sweating Hot to Point
Low Low Clear Cool ing or Slightly Cool
Restriction or of Restriction
Frosting
Frosting
Cold, Sweating or
Expansion
Low Low Clear Frosting Heavily at Warm Warm Hot Slightly Cool
Valve Closed
Valve Outlet

Low Side High Side

Sight Receiver - Liquid Discharge

B18E - B30E PIN 1.1

Condition kPa (bar) kPa (bar) Suction Line Discharge Air
Glass Drier Line Line

ARTICULATED DUMP TRUCK

(psi) (psi)
Loose Belt or
Compressor Low Low Clear Cool Warm Warm Hot Slightly Cool
Failure
Condenser High Slightly Cool to
Low Clear Hot Hot Hot Warm
Malfunction Warm
Refrigerant
Clear to
Contaminated
High High Occasional Warm to Hot Warm Warm Hot Warm
and Air in
Bubbles
System
Expansion Cold, Sweating or
High High Clear Warm Warm Hot Slightly Cool
Valve Open Frosting Heavily

285
SERVICE INFORMATION

HEATING, VENTILATION AND AIR CONDITIONING

 286
Low Side High Side
Sight Receiver - Liquid Discharge
Condition kPa (bar) kPa (bar) Suction Line Discharge Air
Glass Drier Line Line
(psi) (psi)
Plugged Con-
denser, Over-
High High Clear Cool Warm Warm Hot Slightly Cool
charge of
SERVICE INFORMATION

Refrigerant
Moisture in Normal Normal (May
System (May Drop) Clear Cool Warm Warm Hot Cool to Warm
Drop)
Heater Valve
Normal Normal Clear Cool Warm Warm Hot Warm
Stuck Open
Lack of Refrig-
Normal Occasional
erant and Air in Normal Warm to Hot Warm Warm Hot Slightly Cool
(May Drop) Bubbles
System

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SERVICE MANUAL
 SERVICE INFORMATION

HEATING, VENTILATION AND AIR CONDITIONING

Air Freeze Control Switch Test

Specifications
Freeze Control Switch Opens (Normally Closed)
Temperature Drops Temperature

1 - 3°C (34 - 37.5°F)

Freeze Control Switch Closes (Normally Closed

Temperature Drops Temperature

1 - 3°C (34 - 37.5°F)

Ignition switch OFF.

Mark position of capillary tube. Tube should be near
centre of evaporator.
Disconnect and remove freeze control switch.

Connect battery voltage to connector terminal for or-

ange wire. Ground terminal for black wire.
Does clutch “click”?
Yes: Clutch coil is good. Check wiring harness.
No: Replace clutch coil.

Air High/Low Pressure Switch Test

Specifications
Air Low Pressure Switch (Normally Open)

With freeze control switch at room temperature, Closes on Increasing Opens on Decreasing
connect terminals to ohmmeter and measure con- Pressure Pressure
tinuity between terminals. 207 ± 30 kPa (2.1 ± 0.3 bar) 200 ± 20 kPa (2.0 ± 0.2 bar)
(30.5 ± 4.4 psi) (29 ± 2.9 psi)
Is continuity measured?
Air High Pressure Switch (Normally Closed)
Yes: Switch is good. Check wiring harness.
Opens on Increasing Closes on Decreasing
No: Replace freeze control switch. Pressure Pressure
2700 ± 200 kPa (27 ± 2 bar) 2100 ± 200 kPa (21 ± 2 bar)
Put freeze control switch in freezer. Temperature (391.6 ± 29 psi) (304.6 ± 29 psi)
must be below 1° - 3°C (34° - 37.5°F). Switch must
be open and continuity must not be read. Remove
Service Equipment And Tools
switch from freezer and put sensing tube into a
glass of warm water. As switch warms it must close • Hydraulic Hand Pump
and continuity must be read.
• Volt-Ohm-Amp Meter
• Volt-Ohm-Amp Meter
Air Compressor Clutch Test
• Air Conditioning Gauge Set
Disconnect harness from clutch.
NOTE: The line that attaches Air high/low pressure
switch has a valve under it to prevent discharging
air conditioning system when switch is removed.

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Blower Speed

High

Temperature Control Switch Position

Maximum Cooling

Essential Tools
• Refrigerant Recovery, Recycling and Charging
System
Service Equipment And Tools
• Thermometer

Use correct refrigerant recovery/recycling and charg-

Remove Air high/low pressure switch (1). ing stations. DO NOT mix refrigerant, hoses, fittings,
components or refrigerant oils.
Connect a portable pressure source, such as a
regulated air supply or a hydraulic hand pump, to
Follow Refrigerant Cautions and Proper Handling
Air high/low pressure switch.
procedures.
Switch must not have continuity between terminals
Connect refrigerant recovery, recycling and charg-
until pressure increases to low pressure switch
ing system.
specification.
Recover R134a Refrigerant.
Slowly release pressure. Switch must have continu-
ity until pressure decreases to switch opening pres- Remove insulating tape from expansion valve sens-
sure specification. ing bulb.
Switch must have continuity between terminals until
pressure increases to high pressure opening
specification.
Slowly release pressure. Switch must not have con-
tinuity until pressure decreases to switch closing
pressure specification.
NOTE: The switch can also be checked when in-
stalled in air conditioning system; however, pressure
is slow to increase to test specification.
Connect an air conditioning gauge set to service fit- Remove sensing bulb (1).
tings at compressor. Cover condenser with paper or
plastic to stop air flow. Start engine and run at high idle.
Operate air conditioner on maximum cooling. Note Turn blower motor switch on high.
high-side pressure when Air high pressure switch
Turn temperature control switch to maximum
opens and then closes.
cooling.
Warm sensing bulb in the hand for one minute. Note
Air Expansion Valve Test
low-side pressure.
Specifications Cool sensing bulb in ice water. Note low-side pres-
sure. If low-side pressure decreases when sensing
Engine Speed
bulb is cooled, expansion valve is operating. If low-
High Idle side pressure does not decrease, do Expansion
Valve Bench Test.

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Before fastening sensing bulb to evaporator outlet Close low-side valve and open high-side valve.
line, make sure line and bulb are not corroded. Fas-
ten sensing bulb to side of line with clamp. Install in- Adjust pressure on high-side valve to 520 kPa (5.2
bar) (75 psi) using a pressure regulator or by adjust-
sulating tape to completely cover sensing bulb and
ing high-side valve.
line.
Hold sensing bulb in hand until pressure on low-side
gauge stops increasing. Pressure must be 280 -
Expansion Valve Bench Test
380 kPa (2.8 - 3.8 bar) (40 - 55 psi).
Specifications Put sensing bulb in a container of ice water until
pressure on low-side gauge stops decreasing.
High-Side Valve Pressure Setting Pressure

520 kPa (5.2 bar) (75 psi)

Pressure must be 140 - 170 kPa (1.4 - 1.7 bar) (20 -
25 psi).
Expansion Valve - Opens on increasing Pressure

280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi)

Refrigerant Leak Test
Expansion Valve - Closes on Decreasing Pressure
Specifications
140 - 170 kPa (1.4 - 1.7 bar) (20 - 25 psi)
Leak Detector Probe Movement Speed
Essential Tools 25 mm (1 in.) per second
Air Conditioning Service Fitting Kit
Inspect all lines, fittings, and components for oily or
Service Equipment And Tools dusty spots. When refrigerant leaks from system, a
Air Conditioning Gauge Set small amount of oil is carried out with it.

Follow Refrigerant Cautions and Proper Handling A soap and water solution can be sprayed on the
procedures . components in system to form bubbles at source of
leak.
Remove expansion valve. See Remove and Install
Expansion Valve. If a leak detector is used, move leak detector probe
under hoses and around connections at a rate of 25
mm (1 in.) per second.
Some refrigerant manufacturers add dye to refriger-
ant to aid in leak detection.
Avoid breathing in the air conditioner refrigerant and
lubricant vapour or mist. Exposure may irritate the
eyes, nose and throat.
The refrigerant is under high pressure and the sys-
tem must be serviced by qualified personnel only.
Improper service methods may cause injury.
If accidental system discharge occurs, ventilate the
work area before resuming work.
Additional health and safety information may be ob-
tained from your refrigerant and lubricant
Connect Air expansion valve to air conditioning manufacturers.
gauge set using fittings (A - C).
Connect yellow hose to a regulated air supply.

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 SERVICE INFORMATION

GENERAL 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.

8. Install wheel chocks to ensure that the machine

cannot move backwards or forwards during the
service.
9. Allow the machine to cool down.
If the following steps are not observed it could result
in injury or death. 10. Relieve all pressure in the relevant system be-
When servicing the machine and one of the axles of fore any lines, fittings or related items are dis-
the machine is raised off the ground using jacks, the connected or removed, as follows:
wheels on at least one of the other axles must be
chocked. This is because there is a risk that the ma- a. Relieve the air pressure by holding open
chine may roll off the jacks, even if the park brake is ap-
the drain valve on the air reservoir.
plied. Beware of hot fluids and components. Do not
work on a hot machine. b. The cooling system pressure can only be
safely relieved by allowing the engine cool-
Park the machine in the straight ahead position and ant to cool down until it is safe to remove
prepare for servicing as detailed below: the filler cap.
1. Shut down the engine and apply the park brake. c. The hydraulic, fuel and air conditioner sys-
2. Attach the DO NOT OPERATE warning sign to tem pressures must only be relieved by
the steering wheel. qualified personnel.

3. Relieve hydraulic pressure by turning the steer- d. Relieve pressure in brake accumulators by
ing back and forth 3 times. applying and releasing the brake pedal at
least 20 times.
4. Install the articulation safety bar.
5. If bin is fully lowered, hydraulic pressure is auto-
matically relieved. When raised and bin prop is Service Safety
installed, operate bin-up and bin-down 3 times
to ensure that the weight of the bin is securely Maintenance and repair work must be carried out by
settled onto the bin prop. competent and suitably qualified personnel. Refer to
Service and Parts Manuals for recommended tools
6. Relieve pneumatic pressure. and parts.
7. Install the stop block, on machines fitted with an
adjustable height front suspension, to prevent
the front suspension from lowering.

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GENERAL SERVICE INFORMATION

• Make sure that no tools or other objects which

can cause damage are left in or on the machine.
• Switch OFF the batteries disconnect switch or
disconnect the battery before performing mainte-
Read and understand all of the safety information in nance on the machine.
this manual before performing any of the following pro-
cedures and obey all Warnings and Cautions contained • Relieve the pressure in the relevant system grad-
in the sections. Refer to the detailed procedures in the ually before starting to work on a system compo-
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
you are trained and have the knowledge to carry • When checking for leaks, use a piece of paper or
out the work. wood, do not use your hands.

• Service which is not carried out in the correct way • Never set a pressure limiting valve to a higher
may be dangerous. Make sure that you have suf- pressure than that recommended by the manu-
ficient knowledge, the correct information, the cor- facturer. Only qualified personnel must adjust any
rect tools and the right equipment in order to carry valve settings.
out the service in the correct way. • Before starting the engine indoors, make sure that
• Never articulate the machine before checking that the ventilation is sufficient to cope with the ex-
the articulation area is clear of obstructions. haust gases.

• Repair or change broken tools and faulty equip- • Do not stand behind the machine while the engine
ment. Read all plates and decals on the machine is running.
and in the manual before you start servicing the
machine. Each of the instructions contains impor-
tant information about handling and servicing. Service History
• 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-
• Always wear a hard hat, safety glasses, gloves, played on the CDU screen (on ignition-on), with a
shoes and other protective articles as the job buzzer beep to alert the operator that a service is
requires. due. This "pop-up" will display the number of hours
left until the service is due.
• When carrying out service work in the articulation
area, ensure that the articulation safety bar has If the machine surpasses the service due machine
been installed. hours, without the service being done (or the service
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 buzzer
the oil and fluid may be hot and can cause burns.
beep every 5-minutes to alert the operator that the
• When lifting or supporting components, use scheduled service is due within the 50 hour service
equipment with a lifting capacity which is at least period.
as great as the components.
This 5-minute "pop-up" will include the number of
• All lifting devices, for example slings and ratchet hours that the service is due or overdue.
blocks, must comply with national regulations for
lifting devices. BELL EQUIPMENT COMPANY The 5-minute warning option is enabled by default
will not accept any responsibility if any lifting devi- from the factory.
ces, tools or working methods are used other than This 5-minute warning option can be disabled by
those described in this manual. Technical Personnel, under the options in Service
• Stop the engine before removing engine covers Mode.
or similar. The "service done" flag can be re-set by service
technicians via the CDU in the Counters menu.

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GENERAL SERVICE INFORMATION

Refer to the Operator Controls Chapter - CDU Check on start-up.

display screens for more information.
• Check that the external lights, reverse Camera
are securely mounted and focused .
Daily Walk Round Check Before Check on start-up.
Servicing • Check cleanliness of machine and coolers.

• Check the radiator coolant level. Report to workshop any build up of debris espe-
cially around exhaust, heat shields and coolers.
Check when cold.
• Check drive line and suspension fasteners.
• Check the engine oil level.
Not missing or loose.
Report, if replenishing required.
• Check park and service brakes.
• Check for oil and fluid leaks.
Functional test.
Check all around and under the machine.
• Check tyre pressures, the Wheel Nuts still secure,
• Check the transmission oil level. tyre condition for damage, rims for damage
Check cold or warm with engine idling. Report, if Report, if in doubt about pressure.
replenishing required.
• Check tailgate leaf springs condition and clean
• Check the hydraulic oil level (sight glass). tailgate area of bin.
Check cold. Report, if replenishing required. Do not use chemical agents on leaf springs. Re-
• Check the operator controls and instruments. port to workshop any build up of debris.
• Check the auto-greasing system.
Functional test.
• Check the warning lights and warning buzzer. Check the level. Report, if replenishing required.

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 SERVICE AND CHECKS
♦ DAILY AND AFTER EVERY SHIFT
♦ RECOMMENDED SERVICE GUIDE
♦ LUBRICATION SPECIFICATIONS
♦ 500 HOURS SERVICE AND CHECKS
♦ 1000 HOURS SERVICE AND CHECKS
♦ 2000 HOURS SERVICE AND CHECKS
♦ 4000 HOURS SERVICE AND CHECKS

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 SERVICE AND CHECKS

DAILY AND AFTER EVERY SHIFT

Check Engine Oil and Coolant 5. Report and replenish the engine oil if
levels necessary.
6. Check the level again after replenishing.
Check Engine Oil Level

1. Remove the dipstick (1) and wipe clean with a

Check Coolant Level
lint free cloth.

NOTE The coolant must not be lower than the Minimum

Cold mark (1) when the when the engine is cold.
When checking the oil level, hold the
dipstick in an upright position with the
point pointing down. Check Coolant Level
2. Re-insert the dipstick, ensuring that it is properly
seated.
3. Check the oil level.
When the oil is hot, the oil level must be on the Whenever the cap on the expansion tank needs to be
top mark (1) of the dipstick, but not above it. removed, remember that the system may be under
When the oil is cold, ensure that the level is be- pressure which could cause hot coolant to be ejected.
tween marks (1) and (2), but not below mark Check the coolant level when the engine is cold.
(2).

When coolant is drained from the cooling system it

must be replaced with the recommended coolant speci-
fied 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.

Check for Oil leaks

4. Re-insert the dipstick, ensuring that it is properly Check Transmission For Oil Leaks
seated and fasten the dipstick clip.
Check under the machine for oil leaks.

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SERVICE AND CHECKS

DAILY AND AFTER EVERY SHIFT

Take special care to check for oil leaks in the trans- Repeat the check procedure to verify the reading.
mission region.

Check Transmission Oil Level

Hold the dipstick upright with the point pointing
downward when checking the oil level.

When any maintenance is to be carried out with the

engine running, the machine must still remain in the
service position as described in Service Instructions
and all procedures in Procedures Before Starting must
be followed.

The electronic method of checking the transmission

fluid level incorporates a fluid level sensor to display
the fluid level on the CDU. If the fluid level is on the ENGINE STOP mark (1)
The electronic method compensates for transmis- the transmission may be operated until the fluid is
sion temperature between 65°C to 104°C (149°F to hot enough to perform a “Hot Check”.
220°F). Any temperature below 65°C (149°F) or If the fluid level is not on the ENGINE STOP mark,
above 104°C (220°F) will result in an Invalid for add or drain transmission fluid as necessary to bring
Display condition. it to this mark.
The normal operating temperature of the transmis-
sion fluid is 71°C to 93°C (160°F to 200°F), meas-
ured at the transmission sump. Check the Transfer Case Oil level
The following procedure must be used to check the 1. Clean the sight glass cover (1) and the area
transmission fluid level using the push-button shift around it.
selector: Ensure that the machine is parked on a
level surface and the park brake is applied. 2. Check the transfer case fluid level at the sight
glass (2) is above the minimum mark and below
Allow the engine to run at idle in N (Neutral). the maximum mark.
Unscrew and remove the dipstick (1) from the tube
and wipe clean.

3. Drain or add oil as necessary. (Refer to “chang-

ing the transfer case Oil” 2000 hour check)

Clean the end of the tube before inserting the

dipstick. Check Hydraulic Oil Level
Insert the dipstick into the tube and remove to check
the fluid level. 1. Check the hydraulic oil level in the sight glass
(1).

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DAILY AND AFTER EVERY SHIFT

Check Grease Level

2. The fluid level must be on the mark (2) as

shown on the decal with the engine shut down
and the machine parked on level surface with
the bin down and hydraulic oil at working The reservoir is refilled via a grease nipple (1) on
temperature. the side of the unit.

Report to service personnel if replenishing the hy-

draulic fluid is required. Grease Hinges

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RECOMMENDED SERVICE GUIDE

The following tables list all the required services for the Bell Articulated Dump Trucks, 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 B18/20E and B25/30E.

Customer:
VIN (Vehicle Identification Number):

BAT Serial Number:

Every Every Every Every

Daily & After As
Recommended Service Guide 500 1 000 2 000 4 000
Every Service Required
hours hours hours hours
Engine

Change the Oil and Filters. X (E)

Drain water from the Primary Fuel Filter. (Check X

cold, drain before starting engine)

Change the Primary Fuel Filter / Water Separator. X (D)

(RACOR)

Change Secondary Fuel Filter. (FILTER X (D)

SITUATED ON ENGINE)

Clean / Replace the Fuel "Pre-Filter" screen. (OM X

906/926 LA)

Clean crankcase breather filter. (Two breather X

elements on OM 906/926 LA)

Check Engine Oil and Coolant levels X X

Check the coolant mixture. X

Change the coolant. X

Adjust the valve clearance. X

Replace Fuel tank breather filter. X (C) X

Replace Fan Belt. X

Check condition of Fan Belts, including idler and X

Tentioner pulley's

Change the Air Cleaner Primary Filter X

Change the Air Cleaner Secondary Filter X

Replace Idler Pulley Bearing X

Change A/C Pulley Bearing and inspect Pulley X

Grooves for excessive wear
Change Adblue® / DEF / DEF Tank Breather Filter X (C) X
(Where applicable)

Change Adblue® / DEF / DEF Filter (Where X

applicable)

Check and adjust Adblue® / DEF / DEF Pressure X

Storage Accumulator (Where applicable)

Transmission — Allison
Check for Oil leaks. X
Check Transmission Oil level. X
Change the Transmission Oil. X (A)

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RECOMMENDED SERVICE GUIDE

Every Every Every Every

Daily & After As
Recommended Service Guide 500 1 000 2 000 4 000
Every Service Required
hours hours hours hours
Replace Transmission filters. X

Replace Breather X (C) X

Transfer Case
Check the Oil level. (Sight glass) X

Change the Transfer Case Oil. X

Replace Breather X (C) X

Change the Transfer Case Oil Filter (Applicable to X

B30E)

Hydraulics

Check the Hydraulic Oil level. X

Change the Hydraulic Oil. X

Change the Return Filter. X

Change the Breather Filter. X

Replace Suction Screens. X

Inspect and Clean the Filler Screen X

Test the Brake Accumulator function. (Refer to X

Service Manual)

Replace High Pressure Hydraulic Filter Kit (Where X

applicable)

Axles, Chassis & Suspension

Check the Oil level in the Differentials and Final X

Drives.
Change all Axle and Final Drive Oils (Including X
WDB Circulation Filters where applicable) Clean
any debris off Drain Plug Magnets (Refer to
service manual)

Check Service and Park Brake Pads/Disks for X

wear (Where applicable) (Refer to Service Manual
Chapter for specs and procedure)

Check and adjust Bin Shock Pad Clearance X

Check Suspension Strut Height, Oil Leaks & X

General Conditions (For Comfort Ride Option,
refer to Service Manual for set up and charging)

Check condition of all Drive Shafts and X

Suspension fasteners

Check condition of all Axle Drive-line Cross and X

Rollers (Replace as required)

Inspect and clean Breathers X X

Cab, Pneumatics & Electrical

Change the air drier filter. X

Check operator controls, buzzers and X

instruments.
Check working lights, Reverse Buzzer. X

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RECOMMENDED SERVICE GUIDE

Every Every Every Every

Daily & After As
Recommended Service Guide 500 1 000 2 000 4 000
Every Service Required
hours hours hours hours
Check Electrical Connections and Wire Routing X
for chaffing.

Record & Delete Fault Codes found on CDU X

Display.

Clean or replace Air Conditioner Filter. X (B)

Lubrication
Check the Grease level in the Auto Greasing X X
System (Where applicable)

Change the Auto Greasing Filler Filter (Where X

applicable)

Inspect Slip Joints and inspect/grease as required X (E)

all Propshaft Cross and Rollers (Greasable type
only - where applicable)

Carry out Oscillation Joint Maintenance X

Procedure
Grease Hinges X (F)

Grease all remaining greasable Lube Points, X (F) X

including Oscillation Joint

General
Check and clean Coolers. X
Tyres

Check tyre pressures. X X

A Drain intervals can be extended by Oil sampling. (Use kit 261677 for Oil sampling Allison Transmissions

B Daily depending on site conditions.

C Inspect and Clean around area if required.

D The use of Bio Fuel (FAME only) or fuel with a sulphur content of more than 0.5% by weight, would require reduced service
intervals.
E In severe conditions, halve lubrication intervals.

F All grease points to be checked daily and greased if necessary.

Please return this form, even if all items are satisfactory

CUSTOMER SERVICE CENTER / DEALER + SERVICE

SMR DATE
TECHNICIAN

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MACHINE SPECIFICATIONS

LUBRICATION SPECIFICATIONS

Engine Oil Specification

Approved MB 228.5

Operating Ambient Temp. Viscosity

-20°C (-4°F) to 50°C (122°F) SAE 10W-40

Bell Lubricant – BN005545

-15°C (5°F) to 50°C (122°F) SAE 15W-40

Engine Coolant Specification

Approved MB 325.3

Bell Lubricant – BN005611

Transmission Oil Specification

Approved Allison TES-295

Operating Ambient Temp. Viscosity

-20°C (-4°F) to 50°C (122°F) SAE 70W-80

Bell Lubricant – BN005548

Transfer case Oil Specification

Must Meet Allison TES-295

Operating Ambient Temp. Viscosity

-20°C (-4°F) to 50°C (122°F) SAE 70W-80

Bell Lubricant – BN005548

Hydraulic Oil Specification

Must Meet Vickers M-2950-S

DIN 51 524-3, HVLP

Operating Ambient Temp. Viscosity

10°C (50°F) to 45°C (113°F) ISO VG68

Bell Lubricant – BN005597

0°C (32°F) to 40°C (104°F) ISO VG46

Bell Lubricant – BN005602

-10°C (14°F) to 30°C (86°F) ISO VG32

Bell Lubricant – BN005605

-20°C (-4°F) to 45°C (113°F) ATF

Bell Lubricant – BN005556

Axles (dry disc brake) Oil Requirements & Specification

Approved ZF TE-ML 05C

Operating Ambient Temp. Viscosity

-20°C (-4°F) to 35°C (95°F) 80W-90

Bell Lubricant – BN005574

20°C (68°F) to 50°C (122°F) 85W-140

Bell Lubricant – BN005587

Axles (wet disc brake) Oil Requirements & Specification

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MACHINE SPECIFICATIONS

LUBRICATION SPECIFICATIONS

Approved ZF TE-ML 05F

Operating Ambient Temp. Viscosity

-20°C (-4°F) to 45°C (113°F) 20W-40

Bell Lubricant – BN005574

Grease Requirements

Lithium Complex EP grease

Operating Ambient Temp. Viscosity

-10°C (14°F) to 50°C (122°F) NLGI 2

Bell Lubricant – BN005567

-20°C (-4°F) to 30°C (86°F) NLGI 1

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Change Engine Oil and Filter • Place the end of the hose in a container. Tighten
the quick drain attachment..
• Drain oil into container.

For further engine information or details not shown in

this manual, refer to the Mercedes-Benz Manual OM
906LA. Dispose of waste properly.

• Remove Quick Drain hose and wipe quick drain

valve clean.

Be careful when draining hot engine oil. Hot engine

oil can cause burns to unprotected skin.

NOTE: The engine oil will drain easier when the

engine is warm.

• Remove engine oil filter cap (1) and element (2).

• Lift slowly to allow residual oil to drain from
element.
• Do not clean inside surfaces of engine oil filter
housing.
• Remove the oil filter cap from the element.
• Remove the O-ring from engine oil filter cap.
• Open the bonnet. • Install new O-ring on oil filter cap.
• Remove engine oil filler cap (1). Clean and in- • Install new oil filter onto filter cap.
spect the seal ring. Replace seal ring if
• Place filter element and cap assembly into filter
necessary.
housing and tighten to specification.
• Attach the quick drain hose fitting to the quick
drain Valve (2) .

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.
• Tighten only enough to stop leaks.

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• Check engine oil level. • Manoeuvre a trolley jack under the belly plate so
that the belly plate can be safely raised.
Lower And Raise The Belly Plate
• Install the bolts and remove the trolley jack.
• To perform some maintenance tasks it is neces-
sary to lower the belly plate for access.
• The belly plate assembly has two access hatches Drain water from the Primary Fuel
that allow access to certain areas. Filter
• The complete assembly can be lowered if it is
required.
Lower the Belly Plate Assembly
• The following procedures must be used to lower
the belly plat The engine must be running when the water is
drained from the Racor Fuel Filter.

• Loosen the two belly plate securing bolts (1).

• One person should support the belly plate. A sec-
ond person should help supporting the belly plate
while removing the bolts (1).
• Lower the Belly Plate Assembly (2) to the ground.

The Belly Plate is very heavy. Be careful when lower-

ing the belly plate as it can cause injury or even death. 1. Connect a pipe to the outlet (1) and hang the
other point in a container.
Raise the Belly Plate Assembly 2. Loosen the nut (2) on the Racor fuel filter.
• The following procedures must be used to raise 3. Drain the accumulated water.
the belly plate:
4. Tighten the wing nut when fuel flows out water
free.
5. Remove the pipe.

Be careful when raising the belly plate as it can cause Check Engine Oil Level
injury or even death if it slips off the trolley jack.

1. Remove the dipstick (1) and wipe clean with a

lint free cloth.

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Check Coolant Level

Whenever the cap on the expansion tank needs to be

removed, remember that the system may be under
pressure which could cause hot coolant to be ejected.
Check the coolant level when the engine is cold.

NOTE
When checking the oil level, hold the When coolant is drained from the cooling system it
dipstick in an upright position with the must be replaced with the recommended coolant speci-
point pointing down. fied by the manufacturer.

2. Re-insert the dipstick, ensuring that it is properly

seated. Report and replenish the coolant if necessary.

3. Check the oil level. NOTE

When the oil is hot, the oil level must be on the If there is too much coolant in the tank,
top mark (1) of the dipstick, but not above it. when cold, the tank will purge itself and
When the oil is cold, ensure that the level is be- overflow with excess coolant.
tween marks (1) and (2), but not below mark
(2).
Check Coolant Level

The coolant must not be lower than the Minimum

Cold mark (1) when the when the engine is cold.

4. Re-insert the dipstick, ensuring that it is properly

seated and fasten the dipstick clip.
5. Report and replenish the engine oil if
necessary.
6. Check the level again after replenishing.

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Replace Fuel Tank Breather Filter

• Clean dirt and debris away from the breather Fil-

ter(1) and surrounding areas.
• Inspect breather for damage and proper
installation.
• Remove clogged breather filter by unscrewing it
in the ant-clockwise direction. • Check fan belt (1) condition to ensure that it still
meets specifications.
• Replace damaged/ clogged breather filter with a
new Breather Filter.
• Refit breather filter and tighten as per
specifications..

Check Condition of Fan Belts,

including Idler and Tensioner
Pulley's
Open the bonnet

• Inspect the Idler Pulley (2) for damage or wear.

• Ensure that the bolt (1) is securely tightened.

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Replace Transmission Breather

• Inspect the Tensioner Pulley (2) for damage or

wear. • Clean dirt and debris away from the breather Fil-
ter(1) and surrounding areas.
• Ensure that the bolt (1) is securely tightened.
• Inspect breather for damage and proper
installation.
Change AdBlue / DEF Tank • Remove clogged breather filter by unscrewing it
Breather Filter (Where applicable) in the ant-clockwise direction.
• Replace damaged/ clogged breather filter with a
new Breather Filter.
• Refit breather filter and tighten as per
specifications..

Replace Transfer Case Breather

• Clean dirt and debris away from the breather Fil-

ter(1) and surrounding areas.
• Inspect breather for clogging, damage and proper
installation.
• Remove clogged breather by removing the clamp
(2) . • Remove the hydraulic tank cover (1) to gain ac-
• Remove breather pipe (3) from inlet on filter. cess to the transfer case breather filter.

• Replace damaged/ clogged breather filter with a

new Breather Filter.
• Refit breather pipe to inlet on breather fiter.
• Tighten clamp (2) to specification.

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• Clean dirt and debris away from the breather Fil-

• Clean dirt and debris away from the breather Fil- ter(2) and surrounding areas.
ter(2) and surrounding areas. • Inspect breather for damage and proper
• Inspect breather for damage and proper installation.
installation. • Remove clogged/ damaged breather filter by un-
• Remove clogged breather filter by unscrewing it screwing it in the ant-clockwise direction.
in the ant-clockwise direction. • Replace damaged/ clogged breather filter with a
• Replace damaged/ clogged breather filter with a new Breather Filter.
new Breather Filter. • Refit breather filter and tighten as per
• Refit breather filter and tighten as per specifications..
specifications..

Test the Brake Accumulator

Change the Hydraulic Tank function
Breather Filter
• Start engine. Wait until main pump has fully
charged the accumulators (Listen to the tone of
the engine, while charging the engine revolutions
will be lower).
• Apply the service brakes repeatedly to make the
pump re-charge a few times. Discontinue apply-
ing the brakes in a re-charge cycle while the
pump is still charging (to ensure the brakes are
not consuming oil after the pump stops, wait 4
seconds while listening to the engine. Engine rev-
olutions must go up after pump stops).
• Switch off the engine.
• Switch the ignition on an wait until the warning
lights extinguishes.
• Remove the hydraulic tank cover (1) to gain ac- • Fully apply the service brakes and count the num-
cess to the breather filter. ber of applications before the accumulator low
pressure light illuminates.

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Check Service and Park Brake

Pads & Disks for wear
1. Raise the bin and install the bin prop. (Refer to
Bin Up procedure in the OM). 1. If operating in wet or muddy conditions, check wear
indicators every 250 hours. 2. Front axles have two
2. Remove park brake guard to gain access to the sets of inner and outer wear indicators per side while
park brake pads the rear axles have only one set per side. Only the inner
wear indicator is visible with TYRE installed. Inner and
outer pads wear normally evenly. Checking the inner
wear indicator is a good indication of the wear of both
pads.3. Remove guards (3) on illustration below for in-
creased visibility if necessary.

1. Remove cap screws (1) and upper brake shield

(2).

3. Measure the thickness of the park brake pads

2. If either brake pads (1) has worn to minimum

specified thickness, both brake pads must be
replaced. (Refer to BELL EQUIPMENT Product
Support).

4. Replace both park brake pads if one has worn

to minimum specified thickness. (Refer to BELL
EQUIPMENT Product Support).
5. Minimum thickness of pads: 3mm (0.118”).
6. Minimum thickness of disc: 22.5mm (0.886”).
Replace disc before disc reach the minimum 3. Minimum pad thickness: 3mm (0.12”).
size.
4. Install upper shield and cap screws.
Check Service brake Pad Wear
5. Repeat for each wheel.

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Check & Adjust Bin Pad Spacing the gauge can easily be slid halfway around the
perimeter of the pad without getting stuck then
NOTE the spacing has been set correctly. If the gauge
can be slid further than halfway around the pad
Ensure that the truck is on level ground and perimeter, the spacing is too great and a shim
that the bin is empty. ALWAYS ensure that or shims should be added behind the front pad
the bin is securely supported using the bin in question. Conversely, if the gauge cannot be
pole or over centre bin lock before allowing slid halfway around the perimeter of the pad,
any personnel underneath the bin. then the spacing is too small and a shim or
1. Loosely mount the four rear bin pads onto the shims needs to be removed from behind the
rear bin pad mounting plates on the bin. Do not front pad in question (NOTE: In a case where
fully tighten the bin pad mounting screws, so no shims remain behind the front pad, but the
that enough space is left for shims to be fitted gap is still too small, it will be necessary to add
behind the pads. additional shims behind all four rear bin pads)

2. Add 2 x 1.6 mm shims to each of the rear bin Machine

pad locations by sliding them in between the bin B20E B25E B30E
pads and the bin pad mounting plates.
With With
Std Std
3. Tighten the rear bin pad mounting screws. Liners Liners

4. Mount the two front pads onto the front bin pad Front
mounting plates on the bin. Tighten the mount- Pad 4 5 5 6 6
ing screws. Gap
(mm)
5. Lift the bin and let it float down. Do not force the
bin into contact with the chassis using tip cylin- Table 2: Spacing Under Front Bin Pads
der force, but rather let it float down into position (Unladen)
6. Measure the compression of the rear pads on 9. Ensure that the front pads rest on the centre
both sides of the bin along the centre line of lines of the chassis beams. The pads are pro-
each pad. All four pads need to compress the vided with slots to allow left to right adjustment
same amount. If the pads do not have the same in order to meet this requirement.
compression, add and remove shims accord-
ingly to get similar readings. Make sure that the 10. Ensure that the front bin pad mounting screws
compression of the rear pads is the same on are tightened.
both sides before continuing.
7. Refer to Table 1 for part numbers of the different Check Suspension Strut Height,
shims that are available
Oil Leaks & General Conditions
B20E/B25E/
B30E
1.6
277227
Front mm
5 mm 277228
1.6 To install, check heights or to charge and setup the
277227 suspension struts may present an extreme safety haz-
Shim Mid mm
ard. These actions should only be carried out by quali-
5 mm 277228 fied personnel and by adherence to sound workshop
safety principles.
1.6
277227 Measurements should always be taken on level
Rear mm
ground, at 0% articulation and to ensure the struts are
5 mm 277228 properly seated.
NOTE: Struts must be checked at ambient tempera-
ture. Any work done to the strut should be carried out
Table 1: Bin Pad Spacing Shims in a dust free environment and closed from contamina-
tion. All components must be washed and kept away
8. Use an appropriate thickness gauge to measure
from any dirt and dust. Seals should be kept in clean
the space between the front pads and the chas- plastic wrap at all times before use.
sis. Refer to Table 2 for the appropriate gaps be-
neath the front pads on different ADT models. If

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1. Ensure the vehicle is straight and not

articulated.
2. Ensure the vehicle is unladen with no carry-
back.
3. Remove the Strut Rod Cover (1), by cutting the
cable tie with a side-cutter (2). Place the cover
in the operator-cab.

12. Calculate the average of the results for each

strut. This average should be within 3mm of the
setpoint value. If the average value falls within
the tolerance, the ride-height is correct. If the
average value falls outside of tolerance, follow
the height-setting-procedure.

Inspect and clean Axle Breathers

4. The goal of the next few steps is to remove any
friction present in the suspension struts and the 1. Raise bin and install bin prop.
oscillation tube. Stiction “static Friction” origi- 2. Inspect Axle breathers (1) for clogging, damage
nates from the tight fit been interfacing compo- and proper installation. If necessary, remove
nents inside the strut assembly as well as the clogged breathers from machine and clean with
oscillation tube assembly. The procedure does water. Dry thoroughly before re-in stalling.
not completely remove stiction, but does help to
minimise the effect of it. The effect of stiction is
that it results in inaccurate measurements and
the wrong ride-height-setup.
5. Accelerate the vehicle forwards approximately
5-10 meters, and bring the vehicle to standstill
by repeatedly pumping the service brakes. The
objective is to induce a bounce into the vehicle
as it comes to a halt.
6. Switch off the engine.
7. Now measure the ride height. This is done by
using a tape-measure from point A to B, trying
to keep the tape-measure as aligned as possi-
ble. Record the measurement for each strut. 3. Replace damaged breathers and breathers that
8. Accelerate the vehicle backwards approxi- cannot be cleaned. Tighten to specification
mately 5-10 meters, and bring the vehicle to
standstill by repeatedly pumping the service
brakes. The objective is to induce a bounce into Check Operator Controls, Buzzers
the vehicle as it comes to a halt. and Instruments.
9. Switch off the engine.
Check the operator controls (Functioning) and
10. Now measure the ride height. This is done by instruments.
using a tape-measure from point A to B, trying
to keep the tape-measure as aligned as possi-
ble. Record the measurement for each strut.
11. Repeat steps 5-10

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Check working lights, Reverse

Buzzer
Check the work lights, reverse buzzer and horns
functioning.
Check the operator controls, buzzers and
instruments.

Check Electrical Connections and

Wire Routing for chaffing
Check for worn, frayed and damaged harnesses.
4. Replace element if damaged.
Check for loose, corroded and damaged electrical
connections.
Check the Grease level in the Auto
Record & Delete Fault Codes Greasing System (Where
Found on CDU Display applicable)

Clean or replace Air Conditioner Change the Auto Greasing Filler

Filter Filter

1. Turn latches (1) & (2) a 1/4 turn counter Inspect & grease Slip Joints &
clockwise. Propshaft Crosses/Rollers

2. Open the access door (3).

3. Remove element (1). Inspect element for dust,
debris, moisture and damage. Fit grease pump nozzle to grease nipple (1) and
grease prop shaft slip joint.

Grease all remaining greasable

Lube Points, including Oscillation
Joint
Lubricate Bin Pivots

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Grease each point (1, 2, 3, 4, 5 and 6) until grease

escapes from joint.
Grease Tailgate Pivot Points (If Equipped)

Grease each point (1 and 2) until grease escapes

from joint.
Grease the Articulation Joints, Oscillation Tube
Through Drive Shaft Bearing Front And Steering
Cylinders Rear Pivot Points
Add 1 shot of grease at each pivot point (1).

Check the Tyre Pressure

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Change the Primary Fuel Filter & 3. After all the diesel has rained out of the filter,
Water Separator (RACOR) Unscrew the Perspex bowl (3) at the bottom of
the filter.
1. Clean the filter housing and the area around the 4. Once the Perspex bowl is off, unscrew the filter
filter. from its housing.
5. Dispose of the old Diesel filter into the correct
waste disposal bin.
6. Refit the new filter, in the reverse procedure.
7. Ensure that a new O-ring (4) is used as well.
8. Once the filter assembly is together, prime the
filter and fuel lines using the lift pump (5).

Change Engine Secondary Fuel

Filter
1. Using a suitable size socket and wrench (1),
open the filter housing lid (2) by turning it in the
counter clockwise direction.

2. Drain diesel out of the filter into a suitable drip

tray, by opening the drain nut (2) at the bottom
of the Perspex bowl (3).

2. Once the lid(2) is loose, lift it up together with

the secondary fuel filter (Cartridge type) (3).

3. Renew the cartridge filter (3) and the O- Ring

seal (4).

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4. After you have positioned the new Cartridge fil-

ter (3) into the housing lid (2), screw the lid back
onto the housing and tighten to the correct tor- 4. After you have positioned the new/ cleaned pre-
que specification. filter screen(3) into the housing lid (2), screw the
lid back onto the housing and tighten to the cor-
rect torque specification.
Clean & Replace the Fuel "Pre-
Filter" Screen
Clean Crankcase Breather Filter
1. Using a suitable size socket and wrench (1),
open the pre-filter screen housing lid (2) by turn-
ing it in the counter clockwise direction.

To open the cover for cleaning or replacing the crank

case breather filter, the tappet cover has to be removed
first.

1. Remove Side Cover.

2. Turn screws (1) 90° to unlock screws.

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).

3. Push in the locks on the side and remove the

cover

Be careful not to damage the tappet cover seal

when removing the tappet cover

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4. Loosen the allen screws (2) on top of the cover.

5. Remove tappet cover.
6. Clean dirt and debris away from breather cover
and surrounding areas.

10. use a wire hook to remove the second breather

element (6)

7. Unscrew the three screws (3) and remove the

breather cover.

Dispose of waste properly

Be careful when removing the cover. There is a

spring inside that can fall out when cover is 11. Install new breather elements (5) and (6).
removed.
12. Fit spring.
8. Inspect cover seal ring and diaphragm (4) for 13. Place cover seal ring and diaphragm in
damage. Replace if necessary. position.
14. Replace the cover and tighten the screws.
15. Replace tappet cover and tighten screws.
16. Replace side cover and lock in position.

9. Remove the first wire gauze breather element

(5).

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Check the Coolant Mixture angle as show in the illustration.

Adjust the Valve Clearance

Replace Fuel Tank Breather Filter

Change the Power Core Primary

Air Filter

Ensure that the engine is shut off.

4. Visually inspect the new filter before installing
for cuts, tears or indentations on the sealing sur-
1. Unlatch and remove the air filter housing lid, by faces before installing.
open the four clips (1) holding it in place.
5. Once you have established that the filter is cor-
rect and meets all standards, fit the filter to the
filter housing.
6. 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.

2. Using the handle (2), push down on the filter to

loosen the seal, which will tilt the filter to approx-
imately 5˚ angle.

7. Rotate the filter towards the outlet section to

complete the seal.

3. To remove the primary filter (1) from the hous-

ing, lift the filter by the handle (1) upward at a

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8. Place the filter housing lid in, and lock the clips.

4. Once the cap is removed (3) remove the Adblue

Change AdBlue / DEF Tank filter / DEF filter cartridge (4) from the housing.
Breather Filter

Change AdBlue / DEF Filter

1. The Adblue/ DEF filter is situated inside a com-
partment on the Right side of the truck bumper.
2. To access the compartment remove the panel
(1) on the right hand side of the truck bumper,
by opening the Allen cap bolts (2) around the
panel (4 bolts in total).

5. Dispose of the old filter cartridge into the correct

waste bin.
6. Fit the new filter cartridge then the housing cap,
and tighten it to the correct torque specification.
7. Torque specification: 12 - 16 Nm (106 - 142 lb.
in.).

Change the Transmission Oil Filter

1. Place a drip tray under the transmission filter
assemblies.
2. Remove cap screws (1).

Before removing the filter, ensure that the Adblue

/ DEFsystem is not under pressure.

3. Once the panel is removed, using the correct

size combination spanner remove the filter
housing Cap (4) by unscrewing it in the counter
clockwise direction.

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• Clean dirt and debris away from the breather Fil-

ter(1) and surrounding areas.
• Inspect breather for damage and proper
installation.
• Remove clogged breather filter by unscrewing it
in the ant-clockwise direction.
• Replace damaged/ clogged breather filter with a
new Breather Filter.
• Refit breather filter and tighten as per
specifications..
3. Remove filter assembly (2). Drain oil into a suit-
able drip tray. Remove filter element (3).
Replace Transfer Case Breather

4. Discard filter element into a suitable waste bin.

5. Install new filter element. Replace filter cover
“O”-Ring.
6. Install filter assemblies and cap screws. • Remove the hydraulic tank cover (1) to gain ac-
7. Tighten to specification. cess to the transfer case breather filter.

8. Cap Screw Torque: 25 Nm (18 lb.ft.).

Replace Transmission Breather

• Clean dirt and debris away from the breather Fil-

ter(2) and surrounding areas.
• Inspect breather for damage and proper
installation.

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• Remove clogged breather filter by unscrewing it 1. Clean around axle housing fill plug (1).
in the ant-clockwise direction.
• Replace damaged/ clogged breather filter with a
new Breather Filter.
• Refit breather filter and tighten as per
specifications..

Replace High Pressure Hydraulic

Filter Kit
1. Place a suitable size drip tray under the high
pressure hydraulic filter housing (1).
2. Unscrew the filter cartridge (2) from the filter
housing (1) in the counter clockwise direction. 2. Remove fill plug from axle housing.
3. Oil must be level with the bottom of the fill port.
4. Add oil through fill port if necessary.
5. Install fill plug.

Check the Oil Level in the Final Drives

Perform this procedure for each final drive. The pro-

cedure is the same for all final drives.

1. Rotate wheel until fill plug (1) is in a horizontal

position.

3. Dispose of old cartridge into the correct waste

bin
4. Insert the new Filter cartridge and o-ring seal in
to the filter housing.
5. Screw the filter cartridge in the clock wise direc-
tion to the correct torque specification.

Check the Oil Level in the

Differentials and Final Drives
2. Remove the plug and check the oil level. Oil lev-
Check the Oil Level in the Differentials el must be level with bottom edge of check plug.
3. If necessary, add oil.
4. Install fill plug tightly.

1. Perform this procedure for all axles.

2. Dispose of waste properly.

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Check Condition of all Drive

Shafts and Suspension Fasteners
1. Check drive line and suspension fasteners con-
dition and for security. Before removing the air drier filter, ensure that
the pneumatic system is not under pressure.

3. Once the panel is removed, using the correct

Check Condition of All Axle Drive- tool (3) remove the air drier filter (4) by unscrew-
line Cross & Rollers ing it in the counter clockwise direction.

Check that all the bolts (1) and (2) on the axle drive
line crosses are tight.

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.

Change the Air Drier Filter 6. Torque specification: 12 - 16 Nm (106 - 142 lb.
in.).
1. The air drier filter is situated inside a compart-
ment on the left side of the truck bumper.
Carry out Oscillation Joint
2. To access the compartment remove the panel Maintenance Procedure
(1) on the left bumper of the truck, by opening
the Allen cap bolts (2) around the panel (7 bolts
1. Park the machine on level ground.
in total).
2. Check that the male oscillation lock nut is tight
and securely locked in position with the locking
plate.
3. Raise the bin and lower onto the bin prop.
4. Fit a dial gauge onto the female oscillation on
the rear chassis, so that the needle locates off
the male oscillation nut. Refer to pictures below.

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6. If the play on the oscillation joint exceeds 4mm,

the wall thickness of the oscillation bushes has
worn too much and the oscillation bushes
needs to be replaced.
7. If the play on the oscillation joint does not ex-
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.

5. The bin needs to be raised to the fully up posi-

tion and the lowered by ±10°. This needs to be
repeated until an accurate reading can be taken
In the situation where there is more than 4 mm of
off the dial gauge. play noted on the dial gauge then the following
guide must be followed.

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Replace Fuel tank breather filter to “changing the primary filter” 500 hour service
check).
Change the Power Core Safety Air
Filter (Primary Filter) Check and adjust AdBlue / DEF
Pressure Storage Accumulator
1. Unlatch and remove the air filter housing lid, by
open the four clips (1) holding it in place.
Change the Transmission Oil
2. Remove the Primary Air filter (Refer to “chang-
ing the primary filter” 500 hour service check).
3. After the primary filter is removed, Using the
plastic handle (2) on the face of the secondary
filter (1), pull the filter toward the center of the
housing and remove.
Be careful when draining hot transfer case oil. Hot oil
can cause burns to unprotected skin.

1. It is not necessary to change the transmission oil

until a contaminated sample is indicated. Draw sample
from transmission oil at drain plug. For convenience,
install a sampling valve in the drain port.
2. Samples should be taken initially at 1 000 hours,
followed by every 500 hours of operation.
3. See your authorized dealer for more information.
4. Dispose of waste properly.

4. Inspect the new filter before installing. Visually 1. Wipe area around the drain plug clean.
check for cuts, tears, or indentations on the
sealing surfaces before installation. If any dam-
age is visible, do not install.
5. Using the plastic handle on the safety filter, slide
the filter at an angle into the outlet side ensuring
the tab on the filter (3) is positioned into the slot
(4) in the filter hosing and push in place until the
filter seats firmly and evenly within the housing.

2. Place a suitable size container directly under

the drain plug (1) of the transmission.
3. Remove drain plug (1) and drain oil into a
container.
4. Install drain plug and remove container.
5. Wipe drain plug and transmission clean.

6. Once the secondary filter is in place and secure,

continue with installing the primary filter. (Refer

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Change the Transfer Case Oil

Be careful when draining hot transfer case oil. Hot oil

can cause burns to unprotected skin.

1. Moving the dust cover (3) aside and open the fill
plug in the counter clockwise direction

11. Check the oil level at the sight glass (5).

12. Oil should be level with the sight glass. Replace
the fill plug and seal.

Change the Transfer Case

Breather

Change the Hydraulic Oil Return

Filter
2. Clean fill plug and seal ring. Inspect seal ring.
1. Clean top of tank from debris, dust and foreign
3. Replace seal ring if necessary. materials.
4. Clean drain plug and surrounding area. 2. Remove the cab guard that is situated above
the Hydraulic tank.
3. Remove bolts (1 ) so that the bracket (2) can be
removed.

5. Place a container under the drain plug (1).

6. Remove the drain plug and drain oil into the
container.
7. Replace the drain plug.
8. Remove the container.
9. Tighten the drain plug.
10. Fill the transfer case with oil though the fill point
(2).(Check OM for recommended oil and
capacities)

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Avoid personal injury. Remove return filter ele-

ment cover carefully. Spring is under load.

7. Loosen and remove opposite sets of cap

screws and washers (6) in sequence to keep
spring load distributed evenly. Hold return filter
4. Loosen Bolt (3) so that the cab guard can be
access cover (7) securely in place while remov-
removed.
ing last 2 cap screws and washers. Release
5. Remove Hydraulic Tank cover (4), to gain ac- slowly to relieve spring load.
cess to the return filter.

8. Inspect access cover seal ring (8) for damage

6. Turn hydraulic reservoir breather (5) counter and wear. Replace if necessary.
clockwise and remove from machine.

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Use only recommended filters which have the

correct micron filtration rating for the hydraulic
system. (Refer to BELL EQUIPMENT Product
Support).

14. Install new element. Install retaining screw. En-

sure that element is centred on face seal ring.
15. Install spring and filter assembly. Ensure that
shoulder seal ring is properly seated in filter
seat.
9. Grasp spring (9) and remove spring from return
filter assembly 16. Install return filter access cover and washers
and cap screws. Ensure that return filter access
10. Lift and remove the return filter assembly (10).
cover is free of dirt and debris before installing.
Tighten opposite cap screws and washers in se-
quence to ensure that access cover seal ring is
compressed uniformly.
17. Replace cap screws access cover.
18. Tighten cap screws.
19. Install Brackets and nuts to then cab guard and
mount onto the cab.

Change all Axle and Final Drive

Oils

11. Clean filter seat. Do not allow dirt, debris or for- Change all Axle Oils
eign objects to fall into hydraulic reservoir.
12. Remove retaining screw (12) and remove filter
element (11).

1. Perform this procedure for all axles.

2. Dispose of waste properly.

1. Clean both axle housing around check and fill

plug (1) and drain plug (2).

13. Inspect shoulder seal ring (13) and face seal

ring (14) for damage and wear. Replace if
necessary.

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2. Remove check and fill plug (1) from axle 5. Fit the new filter and tighten it to the correct tor-
housing. que specification.
3. Place a suitable size container under the drain 6. Torque specification: 12 - 16 Nm (106 - 142 lb.
plug (2) and remove drain plug. in.).
4. Drain oil into the container
5. Replace the drain plug and tighten Change all Final Drive Oils
6. Remove the container and wipe the drain plug
and axle housing clean.
7. Add oil through check and fill port. (See OM for
recommended oils and quantities).
1. Perform this procedure for all Final Drives.
8. Fill until oil just starts to flow from fill port.
2. Dispose of waste properly.
9. Install check and fill plug and wipe clean.
1. Rotate wheel until drain plug (2) is at lowest
point and fill/check plug (1) is in horizontal
Change the WDB Axle Oil Filter
position
1. The WDB Axle Oil Filter (1) is situated behind a 2. Clean both the fill plug (1) and drain plug (2) of
guard plate (2) attached to the axle. the final drive housing.
2. To access the filter (1), remove the guard (2), by
opening the three bolts (3).

3. Place a suitable size container under the drain

plug.
4. Remove the drain plug from the final drive and
allow oil to drain into the container.
5. Clean final drive housing.
Before removing the filter, ensure that the oil sys- 6. Replace drain plug and tighten.
tem is not under pressure.
7. Remove the fill plug (1) and fill final drive with
clean oil. (See OM for recommended oils and fill
3. Once the guard is removed, using the correct
capacities).
tool remove the filter by unscrewing it in the
counter clockwise direction. 8. Oil must just begin to flow from fill/check plug.
4. Dispose of the old filter into the correct waste 9. Replace fill plug and tighten.
bin.
10. Wipe final drive housing clean.

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Replace Fan Belt

1. Open bonnet.
2. Open and lower the belly plate.

1. Explosive release of fluids from pressurized

cooling system can cause serious burns.
2. Remove fill cap only when engine is cold or
when cool enough to touch with bare hands.
Slowly loosen cap to fist stop to relieve pressure
before removing completely
6. Move the fan assembly as far forward as
possible.
3. Drain coolant. (See Change Coolant. Loosen
clamps (1) and remove coolant hose (3). 7. Fit socket with ratchet onto the tensioner nut (5)
and release the belt tension.

8. Remove the belt from the pulleys.

9. Fit new belt and allow the tensioner to tension
the belt.
10. Remove the socket and ratchet
11. Assemble all pipes clamps and guards in re-
verse order.

Change the Hydraulic Oil

1. Wipe the quick drain valve (1) clean and re-
4. Loosen bolts (2) and remove fan guard.
move the dust cap (2)
5. Loosen the nuts (4) on the fan mounting shaft.

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3. Place the end of the hose (4) in a suitable size

container for the oil to drain into.
4. The valve will open as fitting (3), is tightened.
5. Remove Quick Drain hose and wipe quick drain
valve clean.
6. Tighten the dust cap back onto the valve.

Replace Suction Screens

2. Attach the quick drain hose fitting (3) to the

quick drain Valve (1) .

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