Vims

Bulletin No.
1-1 (6/07)
File Under Introduction
VIMS APPLICATION GUIDE
VIMS BULLETIN
Index of Bulletins
Title
Form No.
Bulletin No. Date
TAB 1 Introduction
Index
Bulletin Filing Instructions ..
Introduction .
SELD7003
SELD7004
SELD7005
VIMS 1-1
VIMS 1-2
VIMS 1-3
6/07
5/06
5/06
TAB 2 System and Implementation

VIMS Features and Benefits
Effective Application by the Customer
Implementation Plan Development .
SELD7006
SELD7007
SELD7010
VIMS 2-1
VIMS 2-2
VIMS 2-3
7/06
5/06
5/06
TAB 3 Training
VIMS Training
VIMS Frequently Asked Questions.
SELD7011
AEXC0680
VIMS 3-1
7/06
1/07
TAB 4 Applications
VIMS and Maintenance Management .
Troubleshooting with VIMS
Evaluating Operator Techniques..
VIMS Data Application Guide.
SELD7019
SELD7015
SELD7017
SELD7025
VIMS 4-1
VIMS 4-2
VIMS 4-3
VIMS 4-4
5/06
5/06
5/06
5/06
SELD7014
VIMS 5-1
6/06
SELD7026
VIMS 5-2
6/06
SELD7023
VIMS 5-3
5/06
SELD7027
VIMS 5-4
5/06
SELD7008
VIMS 6-1
5/06
TAB 5 Machine Signature Tests

Off-Highway Truck Signature Test 777 - 793
Off-Highway Truck Signature Test 797 .
Wheel Loader Signature Test 994AKIT & 994D .
Wheel Loader Signature Test 992G ..
TAB 6 Appendix
Getting Help and Reference Material ..
SELD7003-03
2007 Caterpillar Inc.

Printed in U.S.A. (4/08)
Bulletin No. 1-2 (5/06)

VIMS BULLETIN
Bulletin Filing Instructions
Periodically you will receive additional
information about VIMS in the form of
VIMS Bulletins. These bulletins should
be filed in numeric sequence in this
binder under the correct category. The
bulletin number is located in the upper
right-hand corner of each bulletin, as
follows:
Bulletin No. 1-2
The first number is the category of the
bulletin and indicates which TAB the
bulletin should be filed under.
Categories for the various tabs are:
TAB 1 - Introduction
TAB 2 - System and Implementation
TAB 3 - Training
the top right-hand corner of the front

page of the bulletin as in the following
example:
Bulletin No. VIMS 1-2 (5/06)
Replaces VIMS 1-2 (5/96)
Information supplementing a bulletin
already in existence will use a point
number (for example, Bulletin 1-4.1
(5/06). This will allow the
supplementary bulletin to be filed next to
the original bulletin even though there
may already be a Bulletin 1-5, Bulletin
1-6, etc.
You will periodically receive an updated
index that will include any new bulletins
issued since the last update.
TAB 4 - Applications
TAB 5 - Machine Signature Tests
TAB 6 - Appendix
The second number indicates the bulletin
sequence in that particular category.
Bulletin 1-2 should be filed as the
second bulletin under TAB 1.
Bulletins are dated for replacement
purposes. For instance, if the
information in Bulletin No. 1-2 (5/06)
becomes obsolete, it will be replaced by
a new bulletin with a later date listed at
SELD7004-02


VIMS BULLETIN
Introduction
Purpose of Guide
x Identify customary information and
training resources that are available.
Address the technical aspects of
VIMS, its uses and its support.
x Address new issues concerning the
dealer's involvement in day-to-day
maintenance and production
management that are not likely to be
addressed in the traditional training
materials.
x Direct attention to VIMS
implementation and application
factors that require special planning.
TAB I - Introduction
This section contains an index of
bulletins found in the guide with a list of
reference documentation, bulletin filing
instructions and this introductory
bulletin.
TAB 2 - System and

Implementation
An overview of VIMS features and
benefits is presented first. Next,
information on areas of special planning
on which the dealer should focus to
ensure that the customer receives
maximum benefit from VIMS is
provided. Lastly, issues that must be
addressed by dealers in order to sell,
SELD7005-02
prepare the customer to use and

customize VIMS, and to support specific
customer needs.
TAB 3 - Training
This section identifies training resources
for effective day-to-day use of VIMS.
TAB 4 Applications
This section details the integration of
VIMS with maintenance management
practices, the use of VIMS data for
troubleshooting problems, and provides
the latest information available on using
VIMS data.
TAB 5 - Machine Signature

Tests
This section defines model specific
machine signature tests to be run at startup and at prescribed intervals thereafter.
These tests enable the user to determine
machine-operating parameters at start-up
and for later trend analysis in
determining operating performance.
TAB 6 - Appendix
This section contains valuable
supplementary information and
worldwide communication paths for
supporting VIMS.

File Under System and Implementation
VIMS BULLETIN
VIMS Features and Benefits
Intended Audience:
x Dealer Sales personnel
x Dealer Product Support personnel
x Dealer Project Manager located at
customer job site
x Dealer Shop and Field Service
personnel
Introduction
Caterpillar VIMS provides operators,
maintenance and engineering with vital
machine health and production
information on Cat 992 and 994 Wheel
Loaders, 777D, 785, 789, 793 and 797
Off Highway Trucks.
VIMS Product Description

Caterpillar VIMS is an advanced
diagnostic and equipment management
tool designed to lower machine
operating costs. By continuously
monitoring a wide range of vital
machine functions, this high-tech
electronic monitoring system improves
machine availability, machine
component life and productivity while
reducing both repair costs and the risk of
catastrophic failure.
VIMS is designed to work on Cat wheel

loaders and haul trucks in the rugged,
high-utilization mining environment. By
integrating numerous machine sensors
into each machine design, VIMS
monitors over 250 machine functions
and machine health statistics around the
clock. VIMS accomplishes this by
sensing out-of-spec conditions that are
displayed for the operator in an in-cab
message center. Depending on the
severity of the problem, VIMS sends
warning messages to the operator and
recommends an appropriate course of
action.
Not only does VIMS provide important
machine and system data, it also stores a
large of amount of data about the
machine for efficient system monitoring.
This helps service personnel quickly
review a history of past and potential
problems to expedite the maintenance
and troubleshooting process.
By providing operators, maintenance
and engineering with vital machine
health and production information,
VIMS can help lower machine operating
costs, improve equipment utilization,
and ultimately help customers achieve
the lowest cost-per-ton.
SELD7006-02
In addition to providing on-line

information to the operator during an
event, VIMS documents events and
stores vital machine data that can be
used by maintenance or engineers to
analyze and forecast problems. VIMS
categorizes and stores information into
seven different categories: event list,
event recorder, data logger, trends,
cumulatives, histograms, and payload
information. This data can be accessed
through the message center, transmitted
via optional radio, or downloaded for
detailed analysis. VIMS software creates
useful reports and charts to help
supervisors and managers understand
equipment utilization and performance.
Key Benefits
Improved Operator Information
Faster Service Diagnostics
Off-board Computer Analysis of
Information
Improved Information Access
Real-Time Access to Data
Self-Diagnostic
Preventative Maintenance Analysis
Saves Time
Compatible with Telemetry
Equipment
Recorded Data
Event
The event list is a record of all of the
events/diagnostics that have occurred on
the machine. The event list will retain
the last 500 machine and system events
in chronological order. The list of
events/diagnostics can be retrieved using
the VIMSpc off-board software. The
event list report provides the date, time
and service meter reading when the
event began, event duration, operator ID,
parameter ID, parameter value at limit,
warning category and number of times
operator acknowledged the event.
Key Features
Monitors key pressures,
temperatures, fluid levels, speeds
and operating conditions.
Analyzes and stores information
from the machine's engine, power
train, hydraulics, steering and
brakes.
Records and presents prognostic
data to optimize scheduling of
maintenance and repair.
Displays information for the
operator and service technician.
Uses a three-level warning system
for early indication of potential
problems.
Includes a data logger for
troubleshooting, performance
testing and trending.
Features an event recorder to
automatically capture detailed
information and determine the
cause of significant problems
Downloads data to an off-board
computer for additional analysis
and reports.
Data Logger
The Data Logger is used to capture realtime machine data similar to the event
recorder, but is initiated by the operator
or service technician. When the system
is running, data is collected from all of
the VIMS parameters at a sampling rate
of once per second. Up to 30 minutes of
data can be stored, which can be
retrieved from the machine using a
laptop computer.
VIMSpc software can be used to graph

and analyze the data. Parameters such as
engine rpm, brake pressures, cylinder
pressures, and gear information help
show how the machine was performing.
Machine data recorded by the data
logger is useful when troubleshooting
intermittent machine problems.
Payload
The VIMS payload system provides
productivity data to enhance truck
loading tool effectiveness while
improving fleet production. The loader
payload system records loader
identification, date, time, bucket
payload, weight, number of passes,
material, and truck identification. The
truck payload system utilizes strut
pressure technology for accurate payload
measurement. The truck system stores
up to 2400 payload cycles, cycle times,
distance, time, and date of each payload
cycle. External lights on the sides of Cat
trucks signal the loading tool operator
when the truck is full. Optional payload
displays can also be fitted that allows
loading tool operators to view total
tonnage loaded.
Snap Shots
VIMS includes an on-board event
recorder, similar to a flight data recorder
that stores machine/sensor data
following an event. The system activated
event recorder creates a snapshot of data
from five minutes prior to the event to
one minute afterwards. VIMS
automatically links an event record to
serious diagnostic events for analysis.
This feature is useful for collecting data,
troubleshooting and diagnosing
unpredictable problems.
Prognostics
Additional VIMS Features
VIMS automatically collects data that

can be useful in understanding machine
use. Trends show minimum, maximum
and average values for specific
parameters over time. Cumulatives show
number of occurrences of specific events
over the life of the machine. Histograms
show the percentage of time a
parameter's value is in a specified range
and documents the history of a
parameter over the life of the machine.
Road Analysis Control (RAC)

RAC is an onboard information
technology product designed to measure
and benchmark haul road quality.
Integrated with VIMS, RAC measures
component loading and impact shock,
communicates that data to the operator,
and to the mine office in real time via a
radio network. For trucks equipped with
GPS technology, coordinates can be
identified and broadcast to support
equipment, and maintenance vehicles via
radio. Through VIMSpc, RAC provides
data and reports, which enable mine
managers to quantify, monitor and
manage haul road severity to increase
truck life and reduce cost per ton of
material moved.
Examples of prognostics included:

Trends - maximum or average
brake temperature per hour.
Cumulatives - total engine
revolutions, total fuel consumed,
or total time in first gear forward.
Histograms - average/maximum
engine rpm, fuel rate, machine
speed, oil pressure and payload
distribution.
data, perform analysis, and store and

display information. These electronic
modules communicate with each other to
control and synchronize machine
systems, to monitor vital machine
statistics and alert the operator of
abnormal machine conditions.
Maximum Payload Speed

Manager (MPSM)
MPSM compares the actual payload
weight on the machine to an overload
setting. When VIMS has determined
that the machine is overloaded, limiting
the shift range of the transmission slows
the machine down and the engine speed
is reduced at the limited gear. The
payload weight is monitored as the
machine shifts to second gear. The
MPSM will activate the overload events
when the weight of the payload exceeds
the set limit regardless of the location of
the truck. This behavior will remain
active until the payload is dumped and
the weight of the payload is cleared.
The machine system consists of:

VIMS Main Module
Gauge Cluster Module
Message Center Module
Keypad
Warning Lamps
Action Alarms
Sensors and Switches
Control System Modules and
Sensors (i.e. Engine,
Transmission, Brakes, etc.)
Ton Kilometer Per Hour/Ton

Mile Per Hour (TKPH/TMPH)
The primary function of the VIMS

portion of the machine system is to:
collect data, monitor machine events,
store information, interface with
operator and maintenance, interface with
the office system, and initialize the
system at start-up. Data from the
machine system is transmitted through
the Cat Data Link. Each module has two
communication paths that allow VIMS
to continue operating even if one link
becomes inoperable.
TKPH is a measure used by tire

manufacturers to rate the ability of
their tires to carry a load over a period of
time. If the TKPH value for a particular
tire is exceeded, the tire overheats
causing reverse vulcanization that can
lead to tire separation. The Caterpillar
TKPH Monitor resides within the
onboard VIMS. This feature constantly
monitors the real time TKPH value and
report/instructs the operator if the value
has been exceeded. This functionality
only exists on machines with version 4.0
hardware and is utilizing version 10.5 or
newer of the onboard software. The
feature was designed with the
adjustability for different applications,
manufacturers and customer requests.
Machine System Features:

The Onboard VIMS Module
resides on the Cat Datalink,
which is tied to all other machine
ECMs.
Monitors over 250 machine
functions and machine health
statistics around the clock.
Provides Active Events and
Payload information out to a
dispatch system. (Minestar)
Provides an Operator Interface,
which has 3 levels of warnings
Machine (Onboard) System

The VIMS machine system is fully
integrated and comprised of modular
electronics that have the ability to collect
4
when a condition has exceeded

the specified limit. Depending
upon the warning, the system can
also provide a recommendation
to the operator.
machine health, performance, and

productivity. Events stored in VIMS
provide service personnel with a broad
overview of operator and machine
performance. Checked at regular
intervals, VIMS information enables
service personnel to quickly view a
history of past and potential problems,
expediting maintenance and
troubleshooting. Faster more efficient
diagnostics mean less repair time and
increased machine availability - reducing
overall cost and keeping the machine
productive.
Data Storage
System and Maintenance
Events ---- timestamps
occurrence, worst-case value
and duration of the event.
Snap Shots ---- captures all
parameters 5 minutes prior to
and 1 minute after a critical
event.
Data Logger ---- captures 30
minutes of all parameters.
(Manually activated)
Histograms ---average/maximum engine
rpm, fuel rate, machine
speed, oil pressure and
payload distribution.
Trends ---- maximum brake
temperature per hour, or
average air filter restriction
per hour.
Cumulatives ---- total engine
revolutions, total fuel
consumed, or total time in
first gear forward.
Payload ---- cycle times, tons,
distance traveled, fuel used
per cycle.
VIMS Supervisor
The VIMS Supervisor Software provides
custom fleet production and maintenance
reports by extracting data from the
VIMSpc database. The user-friendly
architecture provides the functionality to
filter and sort Event, Payload, and Trend
data in order to create dynamic reports
that target the needs of the customer.
Office System Features:
User-friendly browser style
interface.
All functionalities are provided on
one screen thus eliminating the
need for menus to navigate.
Office System Benefits:
The VIMSpc database is utilized to
provide data for customized
reporting.
Single Machine or Fleet reporting
capability.
Application Management.
Provides to the tools to manage the
10/10/20 Payload Policy.
Maintenance and Production
analysis.
Advanced report sorting capability.
Windows based application.
Customizable with Dealer Logo.
Off-Board System
VIMSpc
VIMSpc is a single machine software
solution supplied with each new
machine and available for all VIMS
equipped machines. VIMSpc software is
an advanced diagnostic and machine
management tool designed to assist in
the evaluation and management of
communicates to maintenance
technicians the data necessary to
maximize component life, reduce
catastrophic failures, minimize
unscheduled downtime and improve a
mine's asset management.
Value
For the Operator
VIMS establishes a two-way
communication between the operator
and the machine. Real-time machine
information allows the operator to make
informed decisions that directly affect
their safety, machine availability and
ultimately the productivity of the mine.
The Event Recorder provides historical

data before and after an event, which can
be used to diagnose and prevent future
failures. Event records provide
maintenance personnel with vital
information that allows a machine's
repair needs to be reviewed prior to
scheduled Preventative Maintenance,
significantly reducing downtime.
VIMS coaches the operator to improve

machine performance and productivity.
VIMS informs the operator when an
event occurs, and has the intelligence to
determine the severity of the event.
VIMS recommends an appropriate
course of action, taking the guesswork
out of knowing when to change the
operation of the machine or shut it down.
This information keeps the operator
productive while reducing the risk of
catastrophic failure.
The VIMS Data Logger is a maintenance

technicians built-in diagnostic tool kit.
The Data Logger works while the
machine stays productive and saves
man-hours that would have otherwise
been spent tracking and diagnosing a
problem.
VIMS also provides real-time payload

information to truck and loading tool
operators to help maximize productivity.
Access to payload data eliminates under
loading, which reduces productivity, and
overloading, which produces slower
cycle times and increases wear on tires,
rims and other machine components.
The Data Logger is also a powerful tool

for monitoring haul road and underfoot
conditions. Rack and pitch information
can be used to justify haul road
maintenance, maximizing production
and machine availability.
VIMS software communicates important
machine data and trends. By analyzing
trends and identifying problems before
failure, maintenance personnel can more
accurately plan machine maintenance
and resources. VIMS software also gives
maintenance greater control over fleet
management, improving overall machine
availability and productivity.
For Maintenance
VIMS stores events for future analysis.
This information gives maintenance
personnel a broad overview of operator
and machine performance, allowing
them to expedite the maintenance and
troubleshooting process. VIMS
used as an accounting tool, an indicator

of cycle time efficiency and truck
overloading or under loading.
For Production
VIMS is more than a communications
device between operator and machine.
By integrating the machine systems with
the office systems, production managers
have access to reports that can be used as
the basis for more intelligent analysis
and more informed decision-making.
VIMS reports can identify areas for
improvement in repair planning,
operator training, site planning, machine
health, and personnel performance.
The Data Logger records important data,

such as cycle times, speed, strut
pressures and braking trends, which can
help production managers plan for haul
road maintenance. Improvements to haul
roads can ultimately improve component
life, reduce tire costs, and increase fleet
productivity.
Ultimately, VIMS reports give
production managers the information
they need to run a mine more efficiently
and achieve the lowest cost per ton.
By studying payload data, a production

manager can determine equipment
usage, future machine requirements,
personnel performance and productivity
levels. Payload information can also be
Truck Costs Vs Application

Wheel Gp/Diff
Cost/Hr
Payload
Increase
Significant
Increase
Haul Road
Resistance
Increase
Haul Road
Grade
Increase
Very
Significant
Increase
Very
Significant
Increase
May or May
Not Be
Significant
Haul Road
Degradation
Tire
Cost/Hr
Very
Significant
Increase
May or May
Not Be
Significant
May or May
Not Be
Significant
Very
Significant
Increase
Engine
Cost/Hr
Production
Fuel
Cost/Hr
Insignificant
Change
Slight Increase
Insignificant
Change
May or May
Not Be
Significant
Significant
Decrease
Significant
Decrease
No Change
No Change
No Change
No Change
Significant
Decrease
Insignificant
Change
SELD7006-02


VIMS BULLETIN
Effective Application by the Customer
Intended audience:
x Dealer Training personnel
x Dealer Service personnel
Introduction
This bulletin enables dealers and their
customers to benefit from use of the
Caterpillar VIMS by describing some of
the issues that should be addressed to
ensure that VIMS capability is
effectively presented and utilized.
VIMS is much more than an advanced
vehicle monitoring system. For the
customer to receive maximum benefit,
the dealer must know what VIMS
is and what VIMS isn't, clearly present
this to the customer, and then assist in
the integration of VIMS into the
customer's existing management systems
(production and maintenance).
VIMS Capability
Large machinery owners have
tremendous capital invested in their
equipment. To protect their investment,
they need to manage and improve the
owning and operating costs of their
machines.
VIMS is an advanced machine
management and diagnostic tool
designed to help the customer evaluate

and manage machine health and
performance.
VIMS monitors the machine's key vital
signs and provides warning and action
messages to the operator using a display
in the cab. VIMS also saves a record of
this information so that a service
technician can recall it later to diagnose
any reported problems. This information
is also available by downloading into a
laptop computer. VIMS will give early
warning of problems for improved
scheduling of downtime and faster
diagnosis of problems. Effective use of
this capability will result in increased
machine availability and improved
equipment management.
In addition to machine vital signs, VIMS
also maintains payload data in a manner
consistent with current Truck Payload
Monitoring System (TPMS)
methodologies. This data can be viewed
onboard or downloaded and analyzed
later off board.
For a more detailed description of VIMS
capability and application of this
capability, see the VIMS
Bulletins filed under:
1. TAB 3 Training
2. TAB 4 Applications
3. TAB 5 Machine Signature Tests.
SELD7007-02
VIMS Limitations
Because VIMS is comprehensive and
provides a considerable amount of
information to both maintenance
management and production, it is easy to
characterize VIMS as able to provide
any information, reports, or data the
customer could need or want. This
oversimplification should be avoided to
prevent false customer expectations.
Additionally, there is a tendency among
software users (VIMS is both hardware
and software) to expect that minor
changes or modifications to suit a
particular need, can be accommodated
with little trouble or cost. VIMS is a
complex and sophisticated product.
Changes to VIMS hardware or software
will be complex, costly to make and, if
custom versions proliferate, difficult to
support and update. The impact of
potential changes to VIMS should not be
underestimated.
4. After initial usage Additional

training needs
5. After six months usage - Fine-tuning.
Many of these common needs are
discussed in more detail in VIMS
Bulletin 2-3, lmplementation Plan
Development.
As the implementation plan is
developed, reference should be made to
the material filed under the following
sections:
1. TAB 3 Training
2. TAB 4 Applications
3. TAB 5 Machine Signature Tests.
By being aware what VIMS is capable

of, and by being specific about its
features, customer expectations will
better match the system capabilities.
Special Planning
To help ensure the customer receives
maximum benefit from the VIMS
system, it is recommended that the
dealer do some special planning to cover
specific customer needs. These needs
can be outlined chronologically as:
1. Point of sale - Computer and training
requirements
2. Before delivery - Initial training plan
development
3. At delivery - Implementation
training
SELD7007-02


VIMS BULLETIN
Implementation Plan Development
Intended audience:
x Dealer Mining Machines personnel
through the first one or two thousand

hours of machine usage.
Point of Sale Issues
Introduction
Computer Hardware and

Operating System
This bulletin enables dealers to develop

a timely VIMS implementation plan for
customers. It discusses some of the
important issues that should be
addressed from the point of sale through
the first one or two thousand hours of
machine usage.
The VIMSpc (off-board software)

requires a PC platform and Windows
environment for data collection and
manipulation. Whoever (the customer,
the dealer or both) is going to be
working with VIMS needs adequate
computer hardware.
It is important that the customer derive

maximum benefit from VIMS. To help
ensure that this will occur, the dealer
should develop an implementation plan
specific for each customer. Each
customer's background and needs will be
somewhat different, and thus it is
imperative that the dealer has a good
knowledge of the customers production
and maintenance management routines
and procedures. This understanding will
enable the dealer to formulate an
implementation plan that will directly
address customer needs.
Data collection requires a portable PC

with the VIMS software installed. This
computer will be used to download data
from the machine, merge data files and
copy files to disks for others who will be
working with the downloaded data. It
may also be used for data analysis such
as graphing data logger or event recorder
(snap shot) information.
Development of this plan should

appropriately begin at the point of sale
and should identify training and other
product support needs from delivery up
Data manipulation requires a PC (either

portable or desktop) with Windows, a
mouse, printer, and VIMSpc software.
Data manipulation requires time,
processing speed, and adequate hard
drive capacity. These should be factors
used in determining if this perhaps
should be a dedicated computer.
SELD7010-02
Management Training
Requirements
If not currently available, the customer

should be encouraged to procure
computer hardware and software that
will be suitable for use with the VIMS
equipped machines. The computer
system should to be available and in
running condition by the time the VIMS
equipped machines are delivered.
A machine, or a fleet, with VIMS must

be supported with training on several
levels. Dealers and districts are
accustomed to training for operators,
maintenance (servicing) people, and
mechanics. VIMS requires that the
customer's management level people
also be trained -- at least on what
information VIMS can provide and in
what form it will reach them. It is
important to recognize that working with
and/or training customer supervision and
management people may be a new
experience and require training resources
beyond what have been normal in the
past. Being aware of this at the time of a
sales proposal will make for a more
complete offering.
It may even be beneficial for the dealer

to include computer hardware, software,
and basic computer training in the
machine sales proposal. By using this
approach, the dealer can help ensure that
adequate computer capability is
available in a timely manner for use with
the VIMS machines.
Software Training
The user of VIMS software needs a
thorough understanding and/or training
on Windows, the use of the mouse for
navigation, and training on the VIMS
software itself.
Data Access & Usage

A question may arise about who owns
VIMS data (the customer or the dealer)
and what they can be allowed to do with
it. This question needs to be examined,
and an understanding reached, as early
as possible.
For those downloading data from the

machine, knowledge must include file
manipulation techniques (copy, move,
rename, delete, etc.) and the relationship
of the root directory and subdirectories.
It is also important to understand what
takes place (how the various files are
handled) when VIMS is downloaded
from the machine to the PC and the
onboard system is reset.
VIMS data can be generally put into one

of two categories -- production data and
machine or system data. The machine
and system data is used to identify
problems or faults. This early
identification allows problems or
potential problems to be corrected with
little impact on downtime or cost.
Customers generally have no problem
allowing the dealer or Caterpillar access
to this data.
Circumstances will dictate if the sales

proposal should include computer
hardware, software, and software
training as part of the package.
Regardless of whether this is included in
the sales proposal or not, the customer
should understand the need to have
software training prior to delivery of the
VIMS machines.
Production data can be another story.

Some customers may be sensitive about
protecting the confidentiality of this data
or the information that can be learned
from it. Should this be the case, the
dealer may have to develop methods or

procedures that will ensure protection of
the customer's interests.
that VIMS offers considerable potential

as a contract management tool.
The purpose of developing an
implementation plan is to assist the
customer in deriving maximum value
from VIMS early in the use of the
machine(s). If the customer effectively
integrates VIMS capability with good
fleet management practices, the cost for
a dealer to provide a support agreement
should be reduced. VIMS record of the
machine's key vital signs and warning
messages can be used by maintenance
personnel for improved scheduling of
downtime and faster diagnosis of
problems.
In some situations, VIMS data may

reveal problems with the application or
operator technique. When this occurs,
care must be exercised to approach the
situation in a positive and constructive
way. Apprehension over VIMS
becoming a "spy" can be overcome with
good communication and a thoughtful
approach.
Every effort should be made by the
dealer to emphasize to the customer the
value of sharing this production data in
the interest of improving overall fleet
performance, availability, and
operational costs. The customer needs to
understand that even production data
that is not currently logged by VIMS
may also be of value by enabling a more
complete analysis of a customer's fleet.
Before Delivery Training

Plan Development
Internal Training
The introduction of VIMS equipped
machines into a new territory is going to
result in some new training requirements
as well as modifications to existing
efforts. The dealer's training instructor
and operator trainer are going to have to
plan and allow time for their own
training. They also need to be aware of
new methods and techniques that should
be utilized when they begin working
with the customer.
A closely related issue is establishing

who (which individual) will connect the
laptop PC to the machine to download
the data and reset the onboard system.
Experience has shown that it is best to
have only one person designated to do
the downloading. It will generally be
necessary, however, to have at least one
person per shift who can download data
and reset the on-board system. If more
than one person downloads data, close
coordination and good communication
must take place between those involved.
Even the most capable and experienced

of mechanics are going to have to be
trained on things unique to VIMS usage.
If a mechanic is going to be involved in
downloading and initially analyzing the
VIMS data, the need for training on the
computer hardware and software will
have to be provided before the work
associated with machine delivery crowds
everything else off the schedule.
Support Requirements
It is not possible to anticipate every
possible sales support requirement or
contractual agreement that might arise.
However, it should be recognized that
VIMS would require additional training
for those involved in after sales support
including data collection, review, and
analysis. It should also be recognized
Prior to machine delivery, the role of

dealer management, specifically
involvement in VIMS support or

analysis, should be established and
factored into the training plan. Logic and
efficiency dictates combining training
classes as much as possible. Conducting
combined VIMS classes for internal and
customer people should be considered.
Parts Support Planning -- VIMS

Unique Parts and Tools
Because of the importance of VIMS in
providing key production and
maintenance data, certain parts and tools
should be ordered and on hand when
VIMS units are put into service.
Customer Training
At Delivery -Implementation Training
Much of the information gathered in the

sales negotiation process will provide
the basis for training plan development.
One of the issues that needs to be
addressed is the extent to which machine
operators, maintenance mechanics, and
supervisors will be involved with VIMS.
Operator Training
VIMS as a Warning and
Communication System
In general, the first priority for operator
training is to cover the material
necessary to get the machine safely into
production, and as soon as possible. The
training plan should have identified the
timing and extent of VIMS training that
will be added to the customary operator
training.
For example, depending on the

customer's philosophy and normal
practices, the operator may be expected
to either:
x Operate correctly and monitor the
warning system;
x Or, be actively involved in helping
solve problems (such as query the
system through the keypad) when a
warning occurs.
As a minimum requirement, all

operators, supervisors, and dispatchers
should be trained on VIMS warning
features and capabilities. They will need
to recognize the difference between
machine event and system event
warnings. For machine events, the
operators will need to recognize and
understand the three warning levels and
be instructed on how to react to
information on the communication
panel. How the customer expects the
operator to report the different level
warnings needs to be covered.
The training requirements for these two

options are different. The same applies
to mechanics and supervisors if they are
to be involved with VIMS.
Another issue is whether the VIMS
equipped machines are new to the
customer or the work location. If the
machines are new to the customer's
people, training related to VIMS may be
delayed until after the machine and
machine systems have been covered.
VIMS as a Problem Management Tool
The availability of a simulator will have

a great impact on the training effort. As
the number of people to be trained
increases, the suitability of using an
actual machine decreases.
Depending upon the customer's

expectations for operator involvement in
problem identification, it may be
necessary to instruct him on the use of
the keypad. Typically the keypad would
be used for turning on the data logger or

event recorder or for viewing the data or
fault codes after an event is displayed.
Maintenance Personnel Training
Note: Refer to VlMS Bulletins filed

under TAB 5 (Machine Signature
Tests) for specific information on
how to set up, run, and analyze
signature tests.
Problem Identification
Develop Machine Signature Data
The anticipated level of maintenance

personnel involvement with the
machines and with VIMS will determine
the scope of training. It is likely that
maintenance personnel will need training
on how to scroll through the event list by
using the keypad.
By conducting some standardized tests,

it is possible to establish and record a
machine signature. At some future date,
the tests can be repeated, perhaps every
2000 smu, and the data compared with
the original run. This should identify
degradation in system performance that
might otherwise be undetectable -- until
it is too late.
Preventative Maintenance Planning

Many operations expect to review the
VIMS data a few days before the
machine is scheduled for PM. This is
done to help in planning the parts and
manpower resources that will be needed
when the machine is in the shop for PM.
Some machine specific standardized

tests have been documented to assist in
recording a machine signature. More
tests and associated analysis techniques
will be written as their value is
demonstrated. These additional tests will
then be documented in either updated
VIMS Bulletins or new application
VIMS Bulletins.
Management Training
Once the machine begins to generate real
information (perhaps even before it gets
into full production), management's
interest in training will increase
dramatically. Hopefully, the training
plan will have anticipated the needs and
resources available to meet them.
Stationary Tests
Verify Proper Operation
Stationary tests (with the machine

running but not moving) should be
relatively easy to duplicate at some
future date. The test conditions should
be carefully documented so the tests can
be alike as possible. Record the ambient
temperature, the lubricant and the fuel
specifications.
As soon as the machine is assembled and

operational, verify that the most current
source and configuration codes are
installed. Also, use VIMS to verify
proper operation of machine systems and
of the wiring, sensors, and electronic
controls.
The VIMS Bulletin for the specific

machine describes recommended
stationary vehicle tests that should be
run. Analysis methods are also discussed
that can be used to ensure that the
machine is operating at a normal
performance level.
Initial Data Usage
Review Training
Effectiveness
As the machine logs its first one or two
thousand hours of usage, keep track of
the problems and situations that come up
that indicate the need for additional
training. Factor these situations into
future training plans as well.
SELD7010-02


File Under Training
VIMS BULLETIN
VIMS Training
For basic VIMS related training, please
use the VIMS Training CD media
[SERV7041].
For advanced VIMS related training,
please contact your Regional Mining
Representative for details on available
training.
For all VIMS inquires please work

through the Dealer Solution Network or
contact the VIMS Product Support
Hotline at 1-800-290-1808 within the
U.S. or 1-309-675-6229 outside U.S.
For general knowledge, retrofit options,
and marketing type information; please
refer to the following media:
VIMS General Product Brochure:

VIMS Frequently Asked Questions (included within this guide):
VIMS Guardian Info Sheet:
VIMS 777D Info Sheet:
VIMS Communicator Info Sheet:
VIMS 4.0 Upgrade 68K to ABL:
VIMS Case Study Mining Operations, Western Australia:
VIMS Case Study Koolyanobbing Mine Rail Facility:
VIMS Case Study Foundation Coal West:
VIMS Resource Kit:
SELD7011-02
AEXC0681
AEXC0680
AEXC0659
AEXC0658
AEXC0692
AEXC0693
AEXC0694
AEXC0684
AEXC0683
AEXC0682

Q&A
V I M S SY S T E M
FREQUENTLY ASKED QUESTIONS
OVERVIEW
What is the VIMS system?
It is an integrated system that monitors, records and reports all aspects of machine performance
and health. It provides critical information to operators, production and operations staffs and
maintenance teams. This information can be used to enhance safety, productivity and availability
while lowering cost per ton.
Which Cat machines are equipped with the

VIMS system?
It is standard on the following machines:
785, 789, 793 and 797 off-highway trucks
992 and 994 wheel loaders
854 wheel dozer
How does the system work?
It can be purchased as a retrofit solution for the 777D off-highway

truck and as an attachment for the 773F, 775F and 777F. The VIMS
Guardian system, a similar product, is available for D9T, D10R,
D10T and D11R track-type tractors.
The electronic sensors and control systems on Cat equipment

generate hundreds of signals while a machine works, each an
indication of the products performance and health. The VIMS
system captures that data and makes it available for operators,
production staff and maintenance teams. The main module on
the machine stores all data collected. From there, it can be sent
to an in-cab display to notify the operator about current
conditions. The data can also be transmitted wirelessly or
downloaded to a PC and then analyzed and used to make
production and maintenance decisions.
F
What types of messages does the

operator receive?
The VIMS system features an exclusive in-cab display where the
operator receives informational and instructional messages.
C
B
P
I
Category 1
Category 2
Category 3
In a Category 1 event, the operator receives an alert indication

and information about the situation but is not instructed to take any
corrective action.
A VIMS Main Module
H Message Center
B Engine Control Module
I VIMS Service Tool and Software
O Service Lamp
P Road Analysis Control
C Sensors
J Cat ET Service Tool
Q Trans/Chassis Control
D Wireless Connection Port
K Action Alarm
R Integrated Braking Control
E Keypad
L Service Keyswitch
F Speedo/Tach
M Action Lamp
G Quad Gauge
N Payload Management Lamps
In a Category 2 event, the operator receives an alert

indication/action alarm light along with a brief message that
describes the problem and provides simple instructions to follow.
A Category 3 event can lead to catastrophic failure or unsafe
working conditions; so the operator receives an alert
indication/action alarm light and horn along with information and
instructions to shut the machine down safely.
With the VIMS system coaching the operator in this manner, the
machine can run more safely, productively and economically
throughout its life cycle.
two
OVERVIEW
How is the VIMS system different from competitive systems?
It is the only system of its kind that is fully integrated with all powertrain components and critical
machine operations. It captures data from every sensor and control system on the machine, stores it in
one place and makes it available for the operator as well as the production and maintenance teams.
Other systems monitor specific components (engine, electrical control module, wheel motors)
individually. Without integration, it is not possible to provide a single, efficient in-cab display where the
operator gets immediate feedback about current conditions and potential problems. Integration also
means managers have access to a more complete and accurate picture of total machine performance
and health to guide decision making.
Integrated Cat VIMS System
Can I get this technology for my 777D?

Yes. Many users have asked for a common monitoring system
like those offered on the larger off-highway trucks. That is why the
VIMS system is now available as a retrofit solution for the 777D.
When you buy the retrofit product, your 777D trucks electronic
monitoring system will be replaced and your payload management
system will be upgraded. The retrofit product offers many
advantages, including Second Gear Reweigh, Payload Speed
Manager and Ton Kilometer/Mile Hour (TKPH/TMPH), and also
other VIMS system features (Payload, Event List, Event Recorder,
Trends, Histograms, Cumulatives, Data Logger).
What is the difference between the VIMS system

and the VIMS Guardian product?
The VIMS Guardian product was developed by the makers of the
VIMS system, and, while it does not include the payload monitoring
component or operator display, it incorporates all other VIMS
system features (Event List, Event Recorder, Trends, Histograms,
Cumulatives, Data Logger). The VIMS Guardian product is available
for Cat D9T, D10R, D10T and D11R track-type tractors.
three
OVERVIEW
With so much information available through

the system, how do I know where to focus
my attention?
The volume of information may seem overwhelming. That is why
many users rely on their Cat Dealers to analyze and interpret the
data. These users believe that Cat Dealers, working directly with
experts from Caterpillar, have the knowledge, resources and
experience to complete a more timely, thorough analysis and offer
more effective recommendations.
Some users choose to interpret their own data. If you plan to do
that, it is often best to start by collecting and analyzing a small
amount of data and then building over time. For example, many
major problems can be predicted and prevented simply by tracking
fuel consumption and trending air filter restriction and exhaust
temperatures. A sudden change in any of these numbers often
signals a problem or situation that requires action.
What is the difference between VIDS and the

VIMS System?
VIDS is a much simpler version of the VIMS System without much
of the diagnostic and prognostic capability. VIDS-equipped
machines monitor about 10 sensors (depending on the machine). Its
message center allows the technician/operator to view only active
events and a chronological list of logged events. VIMS is a much
more sophisticated system. It allows downloading of events and
other diagnostic/prognostic information that enables in-depth
management of machine serviceability and production.
four
What is the difference between the VIMS System

and Product Link?
Product Link is a single, specialized Electronic Control Module that
collects basic information generated by the machines other ECMs
(engine, transmission, chassis, etc.), such as events and SMU.
Product Link also includes a built-in GPS connection which allows
the customer to determine a machines precise location at any time.
As the ECM data is collected, Product Link sends the information
back to a central database via a satellite link. There, the customer
can view the data through Cat Equipment Manager software.
Because VIMS System-equipped machines generate much more
robust information than Product Link, Product Link is not commonly
used on machines with VIMS. For additional information on Product
Link, refer to TEKQ0281.
PRODUCTION & MAINTENANCE

Is the VIMS system more useful to production or maintenance managers?
Both groups benefit equally. Production and operations people use the system to enhance safety,
increase equipment utilization, eliminate work flow inefficiencies and boost productivity. Maintenance
and service teams like the VIMS product because it helps them identify developing problems, plan
maintenance at the optimal time and schedule repairs before failure. If a failure does occur, VIMS
system data can help reduce diagnostic time. In many operations, this technology serves as an area of
common ground between production and maintenance staffsa source of critical business information
that helps them work together toward the shared goal of achieving the highest possible production at
the lowest total cost from their Cat equipment.
What types of information are available for

production and maintenance staff?
The following kinds of data are captured onboard and can
be downloaded for analysis and use by production and
maintenance people.
Payload captures productivity and fleet utilization
information, such as tons moved, total cycle time, load time,
wait time, travel time, fuel usage and more.
Event List records events and abnormalities that occur during
operation. It puts each event into context, identifying when it
occurred, how long it lasted, which component or system was
affected, which operator was involved and how serious
(Category 1, 2 or 3) the situation was.
Event Recorder activates automatically when a predefined
event occurs. It takes a snapshot of the situation, capturing
detailed data five minutes before and one minute after the
event.
Data Logger receives input from each available parameter,
once per second for up to 30 minutes, providing a useful
record for predicting, preventing and troubleshooting problems.
Trends display minimum, maximum and average values for
specific parameters or systems, providing insight into how
conditions change over time. The Trends feature is considered
by many to be the highest value tool in the VIMS offering.
About 50% of the value of this system can be realized by using
Trends regularly.
Cumulative files provide counts or totals, such as number of
engine revolutions, time in gear and so on.
Histograms present data in a bar-graph format for quick
visual analysis.
five
PRODUCTION
How can this system help prevent truck payloads
that exceed the 10/10/20 payload control policy?
The Caterpillar 10/10/20 policy:
Only 10% of a trucks loads should exceed 110% of the
target payload.
No load should exceed 120% of the target payload.
The mean of the payload distribution curve (average load)
should not exceed the target payload.
In accordance with the Cat 10/10/20 policy, the VIMS system tracks
payload data and displays total tons in real time to the operator.
If overloaded, the system can warn the operator that an overload
condition exists and suggest corrective action. If the overload is
severe enough and the Maximum Payload Speed Manager function
is enabled, the VIMS system will automatically limit truck speed.
90 percent of loads should fall into this range

No more than 10 percent of loads should exceed
target payload by 10 percent
80
85
90
95
100
105
10%
110
115
120
% OF TARGET PAYLOAD
How can the payload data be used to

optimize production?
The VIMS system can provide a Payload Summary for each machine or
for an entire fleet. A detailed Payload Report that allows production
staff to view each segment of the cycle is also available. With specific
information about time distribution and tons moved, production
managers can identify and correct inefficiencies in work flow and
reduce the incidence of overloading. The end result is a more efficient
and more profitable operation.
six
Using the in-cab display, the system informs the operator of

abnormal conditions that could impede operations. These include
the following:
Brake events may indicate an improper haul road profile or
improper operator techniques.
Operator-related events indicate improper operating
techniques and training needs.
Payload overload events warn of exceeding payload policy.
SAFETY
90%
DURABILITY
PRODUCTIVITY
Number of Loads
No loads should exceed the

target payload by 20 percent
What production-related events are available to

manage daily operations?
TKPH/TMPH events warn of tire overheating.

Road Analysis Control (RAC) events (if equipped) identify
poor haul road conditions or potential maintenance issues.
With timely, accurate information about these types of events, the
production staff is in a stronger position to identify and eliminate
critical problems that could impact production and cost objectives.
How do I get RAC (Road Analysis Control)?

RAC is available as a factory-installed option on new Cat equipment,
or you can order and install a RAC kit from your local dealer. The kit
includes an additional ECM and wiring harness. RAC is available for
all VIMS System-equipped Cat 773 through 797 OHTs. (Refer to TELQ
4461 for details.) Once installed, RAC monitors strut-pressure data and
turns it into information that can alert the operator to poor haul road
conditions. If it measures conditions that are severe, RAC can instruct
the operator to slow down or avoid the area.
MAINTENANCE
How can I use this technology to enable a more

cost-effective/efficient scheduled maintenance?
What is a VIMS system snapshot? How do I

use it?
The daily practice of downloading and analyzing VIMS system data

prior to the PM is critical to an effective and efficient scheduled
maintenance program. The VIMS system PM planner allows you to
recognize key events and critical trends and proactively correct
developing problems. By identifying potential problems prior to the
PM, you can do a better job scheduling the three Ps: parts, people
and plans.
The system constantly monitors all available parameters and

records vital machine information. When a predefined catastrophic
or safety-related event occurs, the system takes a snapshot of
the situation, capturing six minutes of data (five minutes before
and one minute after the event). A snapshot can also be manually
triggered or configured to record any VIMS system event. This data
can be downloaded and analyzed to help identify the root cause of
the event.
How does the proactive use of VIMS system

information during PM translate into value?
Several sites have used Trend information to identify developing
problems and resolve them during PM. The following are examples:
High exhaust temperature trends led to the discovery of
bad fuel injectors.
Low engine coolant temperature trends helped detect
stuck thermostats.
Shift-time trend information helped identify an improperly
adjusted transmission.
By correcting these problems during a scheduled PM, the
users saved time and money and avoided hours of costly,
unscheduled downtime.
seven
Does the VIMS product have engine

shutdown capabilities?
Yes, but only on certain models (777D, 785, 789, 793 and 797
off-highway trucks) and only under certain conditions: predefined
critical events are active, the parking brake is engaged and ground
speed is zero. A shutdown is triggered by five critical events: low
engine oil pressure, low engine oil level, high coolant temperature,
low coolant level and high aftercooler temperature. The purpose
of the shutdown is to protect the truck when a machine is parked
and the operator is not present.
THE VIMS SYSTEM IN ACTION
Can you provide actual examples of how this

technology delivers value?
Extends tire life, reduces tire costs.
Up to 80% of all tire failures are caused by punctures, cuts and
excessive heat. Although it is difficult to prevent punctures and
cuts, heat-related failures caused by load and speed can be
reduced with the VIMS system feature called TKPH/TMPH. VIMS
warns the operator to reduce speed when tires overheat. Enabling
this feature, truck speed can be automatically limited until the tires
return to a safe operating limit, at which point the operator is
instructed to resume travel speed. Pat Romano, maintenance
superintendent at Saraji Mine in Central Queensland, Australia,
says, Since implementing TKPH, we reduced tire costs by
eliminating heat-related tire failures.
Prevents unnecessary downtime and repairs.

A Caterpillar 793C mining truck was operating at the Twin Creeks
mine site near Winnemucca, Nevada. During routine operation, the
operator inadvertently steered the front left wheel of the truck into
a berm just off the haul road. The truck then began a slow roll and
eventually came to rest on its side. Throughout the rollover, and
even while the truck lay on its side, the engine continued to run
until other mine personnel came to the rescue of both the operator
and the 793C. After ensuring that the operator was unhurt, the next
order of business was to shut off the engine. When maintenance
technicians arrived on the scene, their key concern for the 793C
was damage done due to oil starvation of moving parts while the
machine lay on its side. Through the use of the VIMS product,
technicians were able to retrieve lubricant flow information from all
major systems. In this case, the data informed the technicians that
the key engine and transmission components had received
sufficient oil throughout the ordeal and were not damaged.
Technicians removed the engine oil pan and inspected one of the
main bearings. Sure enough, the VIMS system data was accurate;
the key engine and transmission components had not been cut off
from their oil supplies and were in fine condition.
Other than minor body damage (bent fenders and mirrors), the 793C
had survived the rollover just fine and was put back into operation
after only one day of downtime. Had the VIMS system data not
been available, technicians would have had to take apart and
inspect many of the powertrain components, a costly and timeconsuming procedure. The production staff estimates that the data
saved more than 84,000 tons of lost production and $124,000
in inspection and repair costs.
AEXC0680
2007 Caterpillar All Rights Reserved
Printed in the U.S.A.
CAT, CATERPILLAR, their respective logos, Caterpillar Yellow, VIMS and the POWER
EDGE trade dress, as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.
Reduces overloading; improves safety, productivity and life.

Jason Airay, operations superintendent at Newcrest Minings
Telfer Project in Western Australia, says they have completely
eliminated payloads over 120% of target, as defined by the
10/10/20 payload policy, by enabling Maximum Payload Speed
Manager. Coupled with Second Gear Reweigh that improves
payload accuracy, this feature instructs the operator to dump the
load whenever it exceeds the predefined limit. According to Airay,
the mine is 100% confident that all operators are working within
the design limits of the trucks. As a result, steering and braking
safety is never compromised, and the value of their assets can
be fully realized.
Reduces maintenance costs.

A large mine in Wyoming was changing air filters on its trucks
every 500 hours when it began using the VIMS system to monitor
filter restrictions over time. The Trends reports indicated that, based
on past experience, it would be safe to extend the change interval.
Now the company replaces filters when VIMS system data shows
an increased restriction of airflow. It is recovering the full value that
was designed into Cat filters and saving more than $7,000 per
truck per year in parts costs.
Reduces repair costs.

At a deep-pit mine in South Africa, the engine on a large haul truck
was overheating, which could cause premature failure. VIMS
system data indicated that coolant and aftercooler temperatures
were rising; so the cooling system was checked and the radiator
was found to be 10% plugged. The radiator was replaced for
$23,000, whereas a replacement engine would have cost
more than $200,000.

File Under Applications
VIMS BULLETIN
VIMS and Maintenance Management
Intended audience:
x Dealer Field Service personnel
x Customer Maintenance personnel
Maintenance Management
Good basic maintenance practices and
disciplines are the cornerstones of an
effective maintenance management
system. Many customers are looking for
a simple, mechanical solution for
managing the maintenance requirements
for their equipment. In many cases,
computerized systems help customers
who have good manual record keeping
systems to more easily manage their
preventive maintenance programs,
inspections, scheduling, and record
keeping activities. Customers who do
not have a manual maintenance
management system are not ready for the
computer until procedures, forms, and
the disciplines for good basic
maintenance practices are in place.
All the elements of maintenance system
must work together to effectively control
costs and availability. The customer
must adhere to the following basic
maintenance management practices
before implementing a computerized
system:
x Perform the manufacturers
recommended routine maintenance
x
x
x
x
x
x
(PM) - oil and filter changes,

lubrication, adjustments, etc.
Utilize scheduled fluid sampling to
monitor fluid condition,
contamination and wear rate in a
component or system.
Utilize a series of routine inspections
designed to identify problems before
the problems create major downtime
and repair expense.
Provide training to enhance the skills
of the people responsible for
maintaining and repairing machines.
Schedule to ensure that routine
preventive maintenance procedures
and inspections are performed on
time.
Keep records of historical
information for use in making
machine performance decisions.
Follow up on needed repairs in a
timely manner to minimize
catastrophic damage and to prevent
extensive downtime.
When assessing the needs of a

customer's maintenance program,
consider the following:
x Overall maintenance program
x Individual machine maintenance
requirements
x Scheduling methods
x Maintenance resources such as
personnel levels, shop and
lubrication equipment, and training
provided
SELD7019-02
x Scheduled fluid sampling (SOSSM

Services)
x Filter inspections
x Magnetic plug inspections
x Inspections at PM time
x Diagnostic inspections
x
x
x
x
Backlog system
Record keeping procedures
Maintenance and repair histories
Whether the maintenance program is
based on a repair before failure
philosophy
x For an effective maintenance
program, the preventive maintenance
procedures and inspections
(individual machine requirements)
must be consistently performed at a
defined frequency.
Early detection of problem indicators

enables planning for optimum
management of component repairs.
VIMS is an onboard monitoring system
that will significantly enhance the ability
to detect problems early. The VIMS
provides machine and system event
warnings information that will help the
maintenance planner or supervisor to
identify areas that, if not corrected, may
contribute to future downtime and costly
repairs. Machine and system events from
a VIMS equipped machined will provide
enough details to identify the source of a
problem. With some preplanning, parts
can be acquired ahead of time to
minimize downtime.
Equipment Management
Equipment management decisions often
seem to be a tradeoff between the cost of
downtime and cost of repair. Scheduling
downtime to perform routine
maintenance and inspections will
significantly reduce lost production by
identifying potential problems early so
that repairs can be planned and
scheduled before a catastrophic failure
occurs. Scheduling downtime and repair
costs need to be balanced. Needed
repairs must be scheduled before they
become expensive and unscheduled.
Through the use of performance and
condition monitoring techniques, repair
indicators can be identified in the early
stages of a potential problem.
Maintenance and production
management, working together, should
schedule needed repairs before failure.
Adopting a planned repair approach will
result in optimum availability and lower
repair costs.
On the next page is a chart that lists

some of the activities required for
effective equipment management. The
contribution of VIMS to these activities
is shown in the right hand column.
Machine signature data, trends,
cumulatives, and histograms data are
very useful for trending machine
performance. Use this information to
help determine the ideal time to
recondition a major power train
component.
The VIMS can be used to record and
analyze vital system performance data.
When compared to earlier data from the
same machine or to other similar
machines, the information will help to
identify component wear characteristics
and problems that may have gone
Some of the tools and methods for

detecting repair indicators in the early
stages of the development of a problem
include:
x Pre-shift inspections
x In seat checks
x Operation/operator comments
undetected by more conventional

inspections.
maintenance practices, VIMS will

enable the customer to effectively
manage his equipment maintenance
program in a cost effective manner.
VIMS is a powerful tool. When used in

conjunction with good basic
VlMS and Equipment Management

EQUIPMENT MANAGEMENT ACTIVITY
VIMS CONTRIBUTION
CONDITION MONITORING
Inspections/Safety
Operator Input
VIMS Events
Daily
VIMS Events
Weekly
VIMS Events
PM Inspections
VIMS Events
Diagnostic Inspections
VIMS Events, Event Recorder, Data Logger,

Trend Data, Machine Signature Data,
Cumulatives, and Histograms
SCHEDULING
VIMS Data Download

Backlog Items
VIMS Events
Planned Component Replacement (PCR)
Machine Signature Data, Trend Data,

Cumulatives, Productivity Data, and Fleet
History
Operations/Production
RECORD KEEPING
Productivity Data, Trend Data, Histograms,
Cumulatives, and Machine Signature Data
Productivity Data
Operator
TRAINING/SAFETY
VIMS Events and Cumulatives
Maintenance History
Service Technician
All VIMS Data - Event Recorder and Data

Logger Primary
PRODUCTION/OPERATIONS
Productivity Data - Ton/Hr., Ton/Gal, Gal/Hr.
Productivity, Utilization
SELD7019-02


VIMS BULLETIN
Troubleshooting with VIMS
Intended audience:
x Dealer Service Manager
the customer's job site
Several features in VIMS make it an
excellent troubleshooting tool: the event
list, the event recorder, and the Data
Logger. The information obtained by
utilizing these features facilitates
problem identification and subsequent
troubleshooting.
Event List
The event list is a record of events (what
happened and when) that occurred on the
machine. This list provides a
comprehensive view of machine and
operator exception based conditions to
the customer, service technician, and
management.
The event list provides data events and
system event problems. Data events
record when a machine parameter (such
as a temperature, pressure, or flow) has
fallen outside of specified limits. Data
events are a problem indicator and often
identify a condition that might otherwise
escape detection -perhaps until a failure
occurred. The advanced capabilities of
the VIMS allow the system to
distinguish between actual problems
with the machine or its components and
conditions caused by inappropriate

operation (abuse). The VIMS will
distinguish between the types of
problems and maintain a count of
occurrences in memory.
System events record when system faults
occur in other electronic modules on the
machine, or when the VlMS system
itself has developed a fault in one of its
electronic devices (such as a hydraulic
temperature sensor being used to
monitor a machine system). These
events are detected through VIMS selfdiagnostic capabilities. The event list
identifies the specific parameter that has
fallen outside of specifications. For
example, the event list might read
"Torque Converter Oil Temperature
High". The event list identifies, with
codes, the area of the system (called a
module), the component, and the nature
of the system faults (open circuit,
ground, voltage low, etc.). Because the
event list provides specific information,
in addition to a general warning (such as
a light or horn) that some unspecified
problem has occurred, it greatly
enhances the mechanic's ability to
troubleshoot the problem.
There are two ways to read the event list.
One way is by using the keypad to bring
the event list, one item at a time, to the
display panel. When the event list is
brought to the display panel, only a
simple summary about the event can be
read. The second way is to download the
SELD7015-02
VIMS memory on the machine to a

personal computer and review the event
list either on the computer screen or on a
printed report. With this second method,
additional details about the event (such
as date, time, and duration) can be read.
The VIMSpc software enables the event
list to be viewed and analyzed in detail
in a variety of customized formats. Refer
to the VIMSpc User Manual located on
the VIMSpc installation disk or refer to
the Help screen within VIMSpc.
Data Logger
The data logger is a recording of all data
channels as is the event recorder;
however, the data logger is activated on
command from the keypad, via
telemetry, or the personal computer, and
is capable of recording 30 minutes of 1
sample/second data for all parameters.
The data logger can be used for
troubleshooting when it is necessary to
run the machine under special test
conditions to help determine the cause of
a problem.
Event Recorder
Here is an example of using data from

the data logger to successfully diagnose
a problem on a 793 truck: the VIMS data
(event list) revealed several brake
overheating events. To analyze the
problem, the event recorder was
activated and the truck operated in the
same manner and with the same haul
characteristics as when the problem
occurred. Later, when the data could be
analyzed, it was discovered that when
the brakes overheated, the operator was
not applying the brakes, the machine
was downshifting (because it was going
up a grade), and engine RPM was high
(an indication of adequate oil flow). All
of this extra data helped the mechanic
identify the problem as a stuck brake
slack adjuster.
The event recorder is a six minute long

snap shot recording of all the VIMS data
channels - currently about 52 channels.
Data is read and recorded once per
second for the six-minute span for
requested events - typically category 3.
The data can only be read and analyzed
after downloading to a personal
computer on which the VIMSpc
software has been installed.
The event recorder can be activated three
different ways: via the keypad, via
personal computer attached to the
communication port, and automatically
by certain pre-selected machine events.
When automatically turned on by preselected events, the event recorder
captures data from the five-minute
period before the triggering event to one
minute after the event.
The data logger can also be used to

capture and record the data that provides
a signature of components under
operating conditions. By comparing later
data logger data (or graphs made from
the data) to the signature data, it is
possible to identify changes in the
critical factors (such as oil pressures or
flow rates) that signal problems or
indicate that the component or system is
approaching the end of its life. Machine
specific signature tests are described in
Tab 5 - Machine Signature Tests, in the
VIMS Application Guide.
By capturing data from the period before

the event, and because the event recorder
captures data from all data channels,
troubleshooting is made much faster and
easier. When a problem occurs, it is
informative to know how the machine
was being operated or what was
happening simultaneously on other
machine systems.
The large volume of data in the event

recorders and data logger requires
downloading to an off-board computer
for analysis. Using the VIMSpc
software, the information can be
presented in a graphical or tabular form.
As experience is gained, information on
data logger signature comparisons and
other uses of VIMS as a troubleshooting
tool will be published.
SELD7015-02


VIMS BULLETIN
Evaluating Operator Techniques
The examples used in this bulletin refer
to the use of VIMS on off-highway
trucks.
Operator Evaluation Data

Using VIMS data to evaluate operator
techniques or practices, and to determine
training effectiveness are two important
uses of VIMS generated information.
VIMS data can be used to detect
problems that develop as a result of
operators reacting to job conditions and
adopting methods or techniques that are
counterproductive or potentially
damaging to machine systems or
components.
Occasionally something the operator
does (or does not do) will trigger a
machine event warning. A typical
scenario is one where the operator leaves
the truck in gear while waiting at the
loading tool. This may cause the torque
converter temperature to increase to the
point where it triggers a machine event
warning on VIMS. By reviewing the
event list (where the overheating
condition is captured) and comparing it
to the load cycle data from the payload
data in VIMS, it is possible to determine
precisely when the overheating occurred.
With this information, it can be
determined that the overheating problem
was caused by machine operation
characteristics rather than by some fault
in the torque converter or its cooling

system. This information could then be
used to train the operator in the correct
machine operation.
There may be other instances when the
mode of operation is detrimental to
either the machine or productivity but
does not trigger an event recording. Two
problem analysis methods are
recommended: 1) analysis of VIMS
payload and cycle time data, and 2)
activation of the data logger while the
truck is performing its routine haul
cycles. Payload and cycle time analysis
can be use to evaluate payload
consistency and operator effectiveness.
An evaluation of cycle times can help
identify inefficient operation techniques
between two or more operators.
Additional operator training or coaching
can be provided to improve inefficient
techniques that are found.
Activation of the data logger during a
routine haul cycle is equivalent to having
someone ride with the operator to
observe his technique; however, it is
unobtrusive and less likely to cause the
operator to change his normal routine
which might make the cause of the
inefficiency more difficult to find.
Field experience using VIMS data has
been successful in identifying the
following machine operation problems:
SELD7017-02
x Incorrect use of the Automatic

Retarder Control (ARC) - turning the
ARC off and on needlessly. This
shows up as a "retarder off/on"
record or as high brake temperatures.
x High speed sharp cornering is
detectable as high strut pressure in
one of the front struts.
x Excessive transmission shifts
(hunting) as a result of the operator
placing the shift selector in too high
a gear.
As shown here, VIMS data can be used
in a variety of ways to evaluate and
improve productivity and machine
operation techniques. VIMS has
considerable potential to expand its
usefulness well beyond that of a simple
warning system. Memory capability and
the power of VIMSpc software provide
management with powerful new tools to
effectively manage mining operations.
SELD7017-02


VIMS BULLETIN
VIMS Data Application Guide
Intended audience:
Dealer Product Support
personnel
Dealer Project Manager located
at customer job site
Dealer Shop and Field Service
personnel
Customer Maintenance personnel
Introduction
This application guide is intended to
help VIMS users take full advantage of
the extensive amount of data collected
by VIMS on Caterpillar Mining
machines.
Benefits
Analysis of VIMS data can be beneficial
for Production and Operations
Departments to help:
1. Illustrate poor Payload management
practices
a. Overloading and conformance
with Caterpillars 10/10/20
Payload Rule
b. Under loading, payload variation
and poor load placement
2. Identify Operator training needs
a. Loading techniques
b. Machine operation; use of
retarder, gear selection, engine
over speed
3. Identify changes in haul road design
to improve productivity
4. Identify the need for improvements

to haul road maintenance practices
Analysis of VIMS data can also be used
by Maintenance Departments to help:
1. More quickly identify and
troubleshoot machine/component
problems
2. Identify longer term degradation of
components and systems
3. Identify the need for tune-ups to
optimize component performance
and service life
4. Confirm that service activities have
been successful:
a. Tune-ups and minor component
adjustments
b. Ensure correct performance of
newly installed components
5. Allow components to be changed on
condition rather than at fixed
intervals
The PM Planner is a worksheet for
documenting the current condition of
equipment and is used for comparisons
against the information provided in this
data application guide. The intent of the
PM Planner is to ensure that equipment
is operating within the intended
specifications. A worksheet is attached
to the end of this data application guide
and is available on the Cat Miner
website.
SELD7025
Structure of Guide
This guide has been divided into two
sections:
1. VIMS for Maintenance
2. VIMS for Operations
VIMS for Maintenance is further defined
by system and component with an
emphasis on how to apply the various
VIMS operations that have been proven
useful in the field.
Software Applications
The guide makes reference to several
software programs:
VIMSpc used for downloading
data from machines and some
basic analysis tasks
VIMS Supervisor used for more
advanced data analysis
Both are available through the
Caterpillar Literature System and are
mandatory to achieve the benefits
outlined in this document.
Table of Contents
VIMS for Maintenance .. 4
Engine (all VIMS machines)..........................................................................................4
Exhaust Temperatures.........................................................................................4
Air Filter Restriction ...........................................................................................4
Engine Coolant Temperature ..............................................................................5
Aftercooler Coolant Temperature .......................................................................6
Boost Pressure.....................................................................................................6
Engine Oil Pressure ............................................................................................6
Powertrain (OHT) ..........................................................................................................7
Torque Converter and Transmission...................................................................7
Differential Oil Temperature ..............................................................................9
Powertrain (Wheel Loader)............................................................................................9
Torque Converter Outlet Oil Temperature .........................................................9
Machine Systems (OHT)..............................................................................................10
Suspension Cylinders........................................................................................10
Brake Oil Temperature .....................................................................................10
Machine Systems (Wheel Loaders & Hydraulic Excavators)......................................10
Hydraulic Oil Temperature in WTL & HEX....................................................11
Hydraulic Pump Drive Oil Temperatures in WTL & HEX..............................11
Pilot Pump Pressure (Swing Brake/Pilot Pump 5230 only) ..........................11
VIMS Event List (all VIMS machines)........................................................................12
Machine System Events....................................................................................12
VIMS for Operations ... 13
Payload Data Management...........................................................................................13
Basic Asset Utilization......................................................................................13
Production Efficiency and Productivity............................................................14
Payload Management........................................................................................15
Use of Payload Filters.......................................................................................16
Haul Road Design and Maintenance............................................................................17
Operator Assessment and Training ..............................................................................18
VIMS Event List - Operator Induced Events ...............................................................18
VIMS for Maintenance

Engine (all VIMS machines)
A new air filter typically runs a

restriction of about 33.5 kPa (0.5 psi)
with the engine derating due to excessive
intake restriction at 7 kPa (1 psi). If site
conditions permit, through excellent
control of dust in the mine, it may be
possible to change the air filter on
condition (i.e. when it reaches 66.5
kPa) rather than changing/cleaning it at a
predetermined hour interval.
Exhaust Temperatures
Trend the difference between cylinder
banks (RH minus LH) using VIMSpc/
VIMS Supervisor to confirm the
condition of injectors and valves as the
engine ages over time.
Recommended Analysis Period: Every
24 weeks using 3 months/2,000 hours
of operating data.
Recommended Analysis Period:

Several days before PM service is due
using 1000 hours of data.
Expected Values: T stays within 20

C (36 F).
Action Trigger #1: > +/- 20 C (36 F).
Action Required: Run multi-cylinder
cutout test looking for poor
injectors. Perform Valve
clearance adjustment at next PM.
Action Trigger #2: > +/- 50 C (90 F).
Action Required: Run multi-cylinder
cutout test looking for a dead
fuel injector. Check for a
guttered or cordal valve failure.
Expected Values: Restriction < 5.0

kPa (0.75 psi, 20 in. Water).
Action Trigger:
Restriction > 5.0
kPa (0.75 psi, 20 in. Water) or
such that filter cannot wait until
next PM.
Action Required: Check all three
pressure sensors involved in
these readings.
Trend each bank (LH and RH)

separately using VIMSpc/VIMS
Supervisor. Look for increases or
decreases that may indicate a dropping
off of performance in:
Fuel Injectors (leakage,
blockages in nozzle, poor spray
patterns, poor timing, etc.).
Turbochargers (wheel rubbing
due to bearing wear that slows
turbo, lowers Boost pressure).
Individual pressure readings at

engine idle/off should be similar,
i.e. close to atmospheric absolute
pressure (100 kPa [14 psi] at sea
level, 60 kPa [9 psi] at 4000
meters above sea level). In
addition, verify pressure drop at
high idle versus differential
pressure indicators (pneumatic).
Failure in any sensor could cause
false indications to change air
filters.
Also useful for problem solving: low

power complaints, engine overheating,
and acceleration response time.
If sensors show no problems,

replace/clean air cleaner
elements.
Air Filter Restriction (102/102A)
Knowledge of air filter life history for

your particular site conditions will need
to be developed to determine whether air
Trend Air Filter Restriction using

VIMSpc/VIMS Supervisor.
filter extensions are possible on the site.

If air filters will run only one PM service
and are expected to plug to the point of
engine derate before the next PM service
is due then they cannot be extended
unless efficient changing of air filters in
the field is planned for and achieved. If
however they will run successfully to at
least the next PM service, plan to
resample several days prior to this PM
and assess whether they can be further
extended. Repeat this analysis until a
point is reached where they will not
reach the next PM without engine
derating.

24 weeks using 2 months/1000 hours of
operating data.
Expected Values:
Coolant
Temperature between 80 and 100
C (176 212 F).
Action Trigger #1: Coolant
Temperature Histogram events <
80 C (176 F).
Action Required:
Verify machine
application. Consider that long
periods of downhill machine
loaded in cold weather
applications may cause
overcooling and may necessitate
use of shutters, covers or an
active fan control. If applicable,
verify correct actuation of active
fan control (hydraulic clutch,
hydraulic motor, Flexxaire Fan
control, etc.). Check thermostats
to ensure they are all closing
completely. Replace if necessary
as a set. CAT recommends
changing thermostats every 6000
hours or yearly.
Action Trigger #2: Coolant
Temperature Histogram Events >
100 C (212 F).
Action Required:
If CAT ELC is
used, check coolant color (light
red, not dark) and smell (sweet,
not like ammonia), change if
necessary. Check for solid black
particles (combustion residuals)
in the coolant.
If air filters are cleaned and reused

systematically, plan a strategy to
continuously test the quality of the air
filters after cleaning. For example:
Verify maximum number of filter
cleaning using random sampling.
Make a small hole in a used filter
(for example using a nail) and
send it to the cleaner. If the filter
is cleaned and returned for
machine installation, the cleaning
process needs to be revised.
Check dimensions of filters after
being cleaned: length, internal
and external diameters. Compare
with new ones and run other tests
to verify adequate sealing as
necessary.
Engine Coolant Temperature

(117)
Review Engine Coolant Temperature
Histograms using VIMSpc.
Look for Coolant Temperatures outside
the accepted range, which may indicate
an overheating or overcooling problem.
Overheating may be caused by blockage
or plugging of the radiator, low coolant
level. Overcooling is typically caused by
thermostats that stick partially open.
Search for low coolant flow

events. Verify pump flow and
sensor operation.
Check for cylinder head cracks
or head gasket problems.
Check radiator is not plugged
with mud or debris.
If okay, check fan belts and

tensioner for correct operation.

4 weeks using 4 months/3,000 hours of
operating data.
Caterpillar recommends changing

thermostats every 12 months or 6,000
hours.
Expected Values: Boost Pressure

should remain constant.
Action Trigger #1: Boost Pressure falls
below 24 psi for 793 ATY/4GZ
and 797.
Boost Pressure falls below 30 psi
for 1HL and 4AR.
Action Required: Check fuel
pressure. Perform a pressure test
of fuel galleries in the engine.
Assess injector condition.
Assess bearing/wheel condition
and change-out if required.
Action Trigger #2: Boost rises above
maximum specified value.
Action Required: Check electrical
resistance of waste-gate control
valve solenoid. Check seat and
ball valve at control valve for
wear. Check air leaks at wastegate air supply. Check air
pressure at supply line 50-52 psi
(340-360 kPa).
It is also recommended that coolant

temperature sensors be checked
periodically by comparing against
ambient temperatures if the machine has
been down for several days.
Aftercooler Coolant
Temperature (101)
Review Aftercooler Coolant
Temperature Trend using VIMSpc or
VIMS Supervisor.
Look for increasing Aftercooler
Temperature trend that may indicate
core is being coated by oil that is leaking
from a turbocharger bearing, or may be
caused by plugging of the SCAC core.
of operating data.
Expected Values: Aftercooler
Temperature Trend should
remain constant.
Action Trigger:
Aftercooler
Temperature rises above
maximum specified value.
Action Required: Assess core
condition and change-out if
required.
Engine Oil Pressure

Trend Engine Oil Pressure (gauge) using
Look for decreasing Engine Oil Pressure
as pump wears. Look for problems in oil
pump performance (sticking valve, etc.)
where applicable. Use SOSSM Services
analysis to look for degradation in the oil
that may indicate fuel dilution or
viscosity breakdown.
Boost Pressure (108)

Trend Turbo Boost using
Look for decreasing boost pressure as
turbo bearings wear and wheels drag.
Look for problems in waste-gate
performance (sticking valve, etc.) where
applicable.

operating data.
Expected Values: High Engine Oil
Pressure should remain constant.
Low Engine Oil Pressure should
remain constant.
Action Trigger:
High Engine Oil
Pressure < 47 psi for 793
ATY/4GZ and 797.
Low Engine Oil Pressure < 30
psi for 793 ATY/4GZ and 797.
High Engine Oil Pressure < 45
psi for 1HL and 4AR.
Low Engine Oil Pressure < 23
psi for 1HL and 4AR.
Action Required: Compare iron trend
at the SOSSM Services analysis
history and assess pump
condition and change-out if
required.
Action Trigger:
Slip time > 0.9 s for
793 ATY/4GZ, 1HL and 4AR.
Slip time > 0.8 s for 797.
Action Required: At low hours,
readjust valve timing to achieve
desired slip time. At high hours
replace springs in the TC LUC
control valve (Replace spring in
the TC control valve if greater
than 6000 hours old and slip
times are increasing. This is
typically not required in
Transmission control valve
stations due to lower cycle
operation.).
Use in conjunction with SOS Services

analysis of engine oil to identify changes
in conditions that may indicate oil
quality issues, changes in machine
application (i.e. changing fuel rates),
changes in new oil spec or quality,
reduction in combustion efficiency due
to turbo/fuel injector issues (i.e. high
soot, increased heat/oil oxidation).
Once an adjustment has been made,

confirm TC LUC or Transmission clutch
slip time is back in acceptable range by
reviewing Trend data several days after
the adjustment. Readjust if necessary to
achieve desired time. This process
should also be used to confirm the
correct operation of newly installed
rebuilt components. Collect several days
of data then download and Trend to
ensure slip times are as expected.
Powertrain (OHT)
Also review TC LUC & Transmission

slip time Histogram using VIMSpc
against expected values.
Torque Converter and

Transmission
Trend Torque Converter Lock-up Clutch
Slip (TC LUC) (130B) & Transmission
clutch engagement (slip) times (132)
using VIMSpc/VIMS Supervisor.
Look for increasing slip times as springs
wear in the control valve, decreased
pump flow and pressures change.

operating data.
Expect Values:
Ensure 90% of
values are occurring < maximum
acceptable value.
Action Trigger:
Analysis shows >
10% of values are > maximum
acceptable value.
Action Required: At low hours,
readjust valve timing to achieve
desired slip time. At high hours
replace springs in the TC LUC
control valve. (Replace spring if
greater than 6000 hours old and
slip times are increasing).

operating data.
Expected values: Compare against
expected slip-time values
tabulated below. Also compare
like machines at your site to
establish local bogeys.
detection of excessive slip times much

earlier than waiting for the clutch to
reach a point where > 10% are greater
than 1.2 seconds. Especially since a
healthy transmission makes the 3 - 4
shift in the 0.6 0.8 second range. By
reviewing the data on a regular basis (as
outlined above) excessive slip times are
detected and adjustments can be made to
bring clutch performance back to an
optimum level.
It is recommended that site-specific slip

time values be used wherever possible to
allow closer monitoring of slip times for
the Torque Converter, and all
Transmission Gear slip times. By using
the Fleet Trend function in VIMS
Supervisor when components are in
optimum condition a set of expected
values can be developed that allows
closer tolerances than published factory
ranges.
This process can be use to fine tune all

Torque Converter & Transmission slip
time parameters, while changes can also
be made to Target values to further
tighten detection criteria.
Once these values have been established

it is possible to adjust the Histogram
Exception Criteria table in VIMSpc to
reflect tighter site-specific values. To do
so open VIMSpc, Report then Exception
Criteria Set-up. It is then possible to
adjust the Upper & Lower Boundary
limits to better match site-specific
machine performance.
Once this process has been completed

for each VIMS machine on site it is
possible to use the Histogram Standard
Report Summary to list all Histogram
parameters in one table and to quickly
determine (via the Total High column)
which parameters are exceeding
optimum values. Appropriate action can
then be planned and undertaken.
For instance, instead of allowing a

maximum slip time of 1.2 seconds for a
3 4 shift on a 793C 4AR truck as set
by the factory configuration, the
Maximum Boundary limit can be moved
in to about 1.0 seconds. This allows the
Powertrain component Slip Time Trending Typical Times (seconds)

Parameter
785
789
793
797
TC LUC Upshift
1.1 1.25
1.25 1.35
1.3 1.5
TC LUC Downshift
1.1 1.5
1.55 1.65
1.5 2.2
Trans 1 2 Upshift
0.525 0.7
Trans 2 3 Upshift
0.625 0.7 0.625 0.725 0.7 0.825
0.525 0.65
Trans 3 2
0.5 0.7
0.575 0.775
0.5 0.8
Downshift
Trans 3 - 4 Upshift
0.55 0.65
0.65 0.75
0.6 0.725 0.625 0.775
Trans 4 - 5 Upshift
0.6 0.75
0.625 0.75
0.75 0.85
0.7 0.85
Trans 5 - 6 Upshift
0.575 0.65 0.65 0.775 0.675 - 0.75
0.7 0.8
Differential Oil Temperature
Powertrain (Wheel Loader)
Review Differential Oil Temperature

Trend using VIMSpc or VIMS
Supervisor.
Look for an increasing oil temperature
trend that may indicate the machine is
being used on longer haul cycles, or if a
cooler is fitted, may indicate cooler
function or effect is reducing through
core plugging or actuation problems.
Torque Converter Outlet Oil

Temperature
Trend Torque Converter Oil Outlet
Temperature using VIMSpc or VIMS
Supervisor.
being used more aggressively in the
face. It may also indicate poor blasting
or tightly knit material, a very tight
loading area, increased travel on ramps
or incorrect use of the left pedal (ICTC
control).

of operating data.
Expected Values: Differential Oil
remain constant but may vary
slightly due to changes in
ambient temperature conditions.
Action Trigger:
Differential
maximum recommended value or
significantly above typical
operating value.
Action Required: Assess core
condition of cooler (if fitted) or
possible changes to machine
application (particularly longer
hauls and higher haul speeds).

46 weeks using 3 months/2000 hours of
operating data.
Expected Values: TC Oil
Temperature Trends should
Action Trigger:
TC Oil
operating temperature for the
site.
Action Required: Time spent in the
face is typically the cause of
elevated oil temperatures, which
may be due to poor operator
technique, incorrect GET
selection or poor material
conditioning.
Check differential oil level.

Verify specifications of oil used.
High temperatures can be caused
by final drives as well. Remove
magnetic plugs of both final
drives and differential and check
for debris. Take an oil sample
and check oil physical conditions
(color and smell).
Verify TC inlet and outlet oil

pressure settings. Verify
impeller clutch pressure settings
at different rimpull positions.
It is advisable to use label thermometers

(P/N 8T-2822) on final drives and
differential for easy field temperature
follow-up. Stick the decal on a clean
area of the component.
Assess cooler condition.
Machine Systems (OHT)

Brake Oil Temperature
Trend Front and Rear Brake Oil
Temperature Differential Temperatures
(RH minus LH) traveling using VIMSpc
or VIMS Supervisor.
Suspension Cylinders
Trend Front and Rear Suspension
Cylinder differential pressures (RH
minus LH) traveling empty using
VIMSpc or VIMS Supervisor.
Data is used for confirming that brakes

are not dragging or being held in an
operating position such that additional
heat or energy is being added to the
brake pack. This may lead to reduced
brake pack life and/or poor machine
performance.
Data is used for confirming that nitrogen

and oil charge levels in each pair of
suspension cylinders (Front Right/Left
and Rear Right/Left) are in an acceptable
condition.
Correct Oil/Nitrogen charge condition is
required to ensure correct operation of
the suspension system in maintained
which minimizes stresses into the
mainframe of the machine. It also
ensures a comfortable ride for the
operator and maintains Payload Monitor
accuracy within acceptable levels.

operating data.
Expected Values: T stays within +/2 C (4 F) across each axle
group.
Action Trigger:
> +/- 2 C (4 F)
across the front or rear axle
groups.
Action Required: Check for a
dragging brake that may be
caused by poor slack adjuster
operation (check for residual
pressure in the brakes).
Recommended Analysis Period:

Several days before PM service using
1000 hours of data.
Expected Values: P stays within +/375 kPa (55 psi) across each axle
group. Field information suggests
typical operating pressures of:
Front axle is in a range - 200 kPa
+/- 375 kPa (-30 +/- 55 psi);
Rear axle is in a range 0 +/- 375
kPa (0 +/- 55 psi).
Action Trigger:
> +/- 375 kPa (50
psi) across the front or rear axle
groups.
Action Required: Check empty
suspension cylinder height
(amount of chrome rod showing)
and if this is below expected /
published values drop the oil and
nitrogen charge from the cylinder
and recharge.
Analyze machine overload and

engine over speed events.
Look for friction material at
hydraulic screens. Take a
hydraulic oil sample. Check
color and smell of hydraulic
fluid.
Machine Systems (Wheel

Loaders & Hydraulic
Excavators)
Verify that cylinder rods have

adequate grease lubrication.
10
Hydraulic pumps: P/N 8T-2824.

Potential cause of overheating:
wear, internal leaks.
Control valves: P/N 8T-2821.
Potential cause of overheating:
internal leaks.
Cylinders: P/N 8T-2823.
Potential cause of failure:
internal leaks.
Hydraulic Oil Temperature in

WTL & HEX
Trend Hydraulic Oil Temperature using
being used more aggressively in the
face. It may also indicate poor blasting
or tightly knit material, poor cooler
performance through core plugging or
excessive pump/motor leakage.
Hydraulic Pump Drive Oil

Temperatures in WTL & HEX

of operating data.
Trend Hydraulic Pump Drive Oil

temperatures using VIMSpc or VIMS
Supervisor.
Look for increasing oil temperature
trends that may indicate the machine is
being used more aggressively.
Expected Values: Hydraulic Oil

Action Trigger:
Hydraulic Oil
operating temperature for the
site.
Action Required: Assess cooler or
pump/motor condition and
machine application.

of operating data.
Expected Values: Pump Drive Oil
Temperature Trends should
Action Trigger:
Pump Drive Oil
maximum recommended value.
Action Required: Assess pump
leakage, machine application and
correct operator technique.
Verify oil condition using SOS

Services analysis. Take an
additional oil sample and verify
oil condition (color, smell and
metallic particles).
Check pump drive oil level.

Verify SOS analysis history.
Take an oil sample and check for
metallic particles in the oil.
Change pump case line return

filter. Cut it and inspection filter
element for metallic particles
from the pump.
Pilot Pump Pressure (Swing

Brake/Pilot Pump 5230 only)
Verify hydraulic stand-by and

relief system pressures.
Trend Pilot Pump Pressures using

Look for changes in system working
pressure that may indicate the need for
adjustment.
It is advisable to stick label

thermometers on the following
components:
11

of operating data.
Expected Values: Pilot Pump
Pressure Trend should remain
relatively constant.
Action Trigger:
Pilot Pump
Pressure decline below minimum
specified value.
Pilot pressure is critical for swing
brakes; should be above 4000
kPa.
Action Required: Assess pump
leakage and relief pressures.
o Over/Under-voltage,
Open Circuit, Shorted,
Erratic or Intermittent
Overheating Alarms:
o Aftercooler or Engine
Coolant
High or Low Pressure Alarms:
o Engine Oil, Steering Oil,
Brake Air Systems
o Suspension Cylinder
Charge
o Turbo Boost Pressure,
Crankcase
VIMS Event List (all VIMS

machines)
Filter Plugging / Bypass:
The VIMS Event List collects system

alarm and other condition events that can
be used to identify machine system
problems and the need for additional
Operator training. The Event List can be
reviewed using VIMSpc/VIMS
Supervisor. VIMS Supervisor also
allows the analysis of VIMS Events over
an entire fleet.
Brake Drag
o Air Cleaner, Engine Oil,

Fuel, Hydraulic Circuit
Chip Detectors
Low Levels Alarms:
o Coolant, Engine Oil,
Transmission Oil
When reviewing VIMS Event data it
may be helpful to define when and under
what circumstances VIMS Events are
being generated. Is there a pattern to the
frequency of events being captured in
the Event List? Consider whether the
Events are occurring:
On one machine or across the
fleet:
o Is it a problem with a
single machine or could it
be the haul itself causing
the problem?
On one shift, all shifts, with only
one operator:
o Is it poor operating
practice by one operator
that can be addresses with
additional training?
VIMS Events can be broken into two

different sources or causes:
Machine System Events
Operator Induced Events
Machine System Events

Machine System Events are those events
caused by components or systems on the
machine that fail, or have a critical
parameter move outside expected or
desirable limits for the on-going health
of the machine. They result from
operation of the machine within
expected operating parameters.
Examples of Machine System Events
include:
Sensor or switch failures
12
o Is it a shift related issue

such as a lack of night
shift supervision?
Only when the trucks are
operating on one particular haul.
Is there something on that haul
that are causing the problem such
as:
o A steep grade with a tight
corner at the bottom of
the hill (Brake
Overheating).
o A rough section in the
middle of the main haul
road (RAC alarms).
o A tight Loading Zone

with lots of low speed
maneuvering (Low
Steering Pressure).
Only during certain weather or
seasonal conditions:
o High rainfall, monsoonal
conditions, soft spots in
the roads.
o High ambient
temperatures, low
humidity, excessive dust.
Operator Induced Events are explained
in more detail in the VIMS for
Operations section.
VIMS for Operations

Loading Time:
The amount/percentage of the
Operational Time the machine
spent under the loading tool.
Hauling Time:
spent traveling Empty or Loaded.
Waiting Time:
spent stationary/not moving.
Payload Data Management

Basic Asset Utilization
Use the Payload Summary in VIMSpc to
display data on the customers utilization
of the machine, and gives some basic
information on the haul cycle. While
local site conditions and the layout of the
mine will differ site to site, it is useful to
trend these parameters on a regular basis
(weekly/monthly) to help the customer
in his efforts to get more productivity
from his machines.
VIMSpc Payload Summary gives

basic Production Data that includes:
Total tons moved in the period
The average payload hauled per
cycle
Total number of loading cycles
The average number of loaded
cycles per hour
Average Loading time
Average Fuel consumption per
hour, per cycle, per
kilometer/mile
Definition of VIMSpc Payload Summary

Time Distribution parameters:
Operational Hours:
The amount/percent of hours in
the analysis period the key
switch in the machine was ON.
Non-Operational Hours:
The amount/ percentage of time
in the analysis period the key
switch was in the OFF position.
13
Maximum / Minimum payloads

hauled
Basic Payload Distribution
information set up for each
Model Code using the path:
Report, Production, Truck,
Analysis Set-up
Adding the Total Stopped time (Empty

and Loaded) gives a useful parameter
that can be used to promote more
efficient operation. Stopped time can be
positively affected by better
management of shift changes &
meal/rest/prayer breaks, shovel set-up &
material conditioning and better dispatch
control of the fleet (which reduces wait
time at the shovel).
Complete Payload cycle data is available

if Payload Detail (Cycle Basics w/- Fuel)
is selected.
The principal problem with using
VIMSpc for Payload analysis is that it
can only look at one truck at a time. If
we wish to analyze the performance of a
fleet of trucks this is time consuming.
Adding loading time to the total stopped

time gives a parameter (Total Idle time)
that can also be used to identify areas
where inefficiencies in the operation can
be addressed. Combining this number
with the amount of fuel burned at idle
(for in the Cumulative data record) can
help the customer quantify the cost of
excessive idling and help justify
improvement programs.
Production Efficiency and

Productivity
A better approach is to use the Fleet
Payload Summary in VIMS Supervisor.
This gives similar information to
VIMSpc but allows analysis of complete
fleets of trucks once fleet details have
been defined in the Utilities section.
Payload Distribution Histogram shows

the distribution of payload and can be
configured for site-specific Payload
Targets and Payload Ranges. We
recommend that an acceptable Payload
Range for use in discussions with
customers is equal to Target Payload +/10%.
An additional feature of VIMS

Supervisor is the ability to present much
of the useful summary data in graphical
form. This can be a help when
presenting data to customer
Production/Operations people.
A high proportion of loads outside the

Payload Range are an opportunity to
work with the customer to tighten the
variation in their loading operation.
VIMS Supervisor Single/Fleet Payload

Charts include:
Cycle Time Distribution
Payload Distribution Histogram
Load Time Distribution
Productivity
Under loading leads to poor

productivity, which customers often see
as a reason to load heavy. It can be
caused by:
Poor material conditioning; large
rocks or tightly knitted material
that wont flow into the bucket
causing poor bucket fill factors;
often caused by insufficient blasting.
Poor operator technique that can lead
to poor bucket fill factors.
Cycle Time Distribution shows the

proportion of total operating time the
fleet spent in the five main phases of the
hauling operation
Loading
Stopped (Empty/Loaded)
Traveling (Empty/Loaded)
14
Job set-ups that hinder production
A large range of Loading Times rather

than a tight distribution suggests either
several loading tools are being used on
the site (which often causes the chart to
have several humps in the distribution
but may also indicate that a number of
the factors outlined in the Under loading
section may be present and need
addressing.
such as low bench heights or tight

digging angles.
Incorrect GET selection that results
in poor material penetration.
Overloading, with a payload distribution
outside Caterpillars 10/10/20 Payload
Rule is often seen as the most productive
loading strategy by our customers. If
consideration is given to the total cost of
this practice it is often not the best
approach to gain the lowest cost per ton.
Productivity shows the productivity of

the fleet in tons per hour over actual or a
24-hour day.
Overloading can be caused by:

Poor bucket/truck body match.
Incorrect estimation of material
density.
The addition of extra passes even
when the body is full which can
also lead to excessive spillage in
the loading zone and on the haul
road.
While some of these issues can be

affected by circumstances outside the
control of the customer many offer the
opportunity for closer control or better
management to improve fleet
productivity. While productivity is
usually not the primary concern of the
dealer, it offers an excellent opportunity
to demonstrate the value of VIMS
Production data to the customer and to
demonstrate the value of the
CAT/Dealer value chain.
Poor management of payload

(overloading) can result in:
Additional stress in powertrain
and mainframe components and
shortened component life.
Extended cycles times, especially
if the machine drops to a lower
gear to get up the grade. This is
often the cause of low power
complaints from the customer.
Increased fuel consumption due
to lower gears / speeds on grade.
Reduced tire life from
overloading and from additional
spillage.
Payload Management
VIMS Supervisor has a function entitled
Payload Management that allows quick
verification that single trucks and truck
fleets are maintaining payload
performance within Caterpillars
10/10/20 guidelines. To use this function
it is necessary to set details on
Production Range (suggested Target
Payload +/- 10%) and Target Payload
for each machine that is to be included in
the analysis. Use the Utilities, Set
Payload Targets and Define Fleet
Groups functions to speed analysis of
regularly reviewed truck fleets.
Refer to the Payload Management

section for additional details on
managing payload.
If trucks are continuously used in groups

to haul differing materials (i.e. a waste
fleet and an ore fleet) it may prove
useful to create fleet groups around these
functions that allow closer analysis of
Load Time Distribution shows the

distribution of loading times and can be
configured for site-specific loading
situation.
15
the specific loading tools and haul cycle

features of the specific group.
database (< 2 in 1000) so their removal

does not affect the overall analysis of
the data.
Select the period and fleet to be analyzed

and Payload Management will display
the number or percentage of loads
below, within and above their Payload
Ranges, as well as displaying the
number/percentage of loads greater than
110% of Target Payload, and greater
than 120% of Target Payload. These last
two numbers show compliance against
the 10/10/20 rule that states:
The mean (average) of the Payload
Distribution shall not exceed the Target
Payload and no more than 10% of loads
can exceed of 110% of Target Payload
but no single load shall exceed 120% of
Target Payload.
To condition the data a filter can be

formulated in the Payload Filter
Definition function of VIMS
Supervisor. This capability is active in
both the Truck Payload Summary and
Fleet Payload Summary functions of
VIMS Supervisor.
Select the Filter Selection tab, select
Edit Filters and Add a Group. Enter a
name for the group, and hit OK. We
recommend that separate filters be
developed for each truck model on site
such that specific maximum payload
limits are available.
Use of Payload Filters
We now need to ADD Conditions

which will govern how the data will be
excluded from the sample we are going
to analyze. Recommended conditions
are:
(example is for a 793C truck with a
Target Payload of 225 tons being 3 pass
loaded with average bucket capacity of
75 tons and a typical loading time of 2.5
minutes)
A Low Cut; payload weight
must be greater than this number
(typically one bucket pass).
Select Logic, Inside AND
Parameter, Payload Criteria, >=
Limit, 75 tons.
Hit OK then Cancel then ADD
to add the next filter condition.
A High Cut; payload weight
must be less than this number
(suggest 140% Target Payload)
Parameter, Payload Criteria, <=
Limit, 315 tons.
It is not uncommon for VIMS Payload

Monitor to occasionally record data that
is clearly in error. This may include
several loads per 1000 that:
Have a zero or very low Payload
Weight.
Have an extremely high Payload
Weight well beyond the capacity
of the body or material density
being loaded.
Have Total or segment Cycle
Times of only a few seconds.
Have a Loader Pass Count equal
to zero or one.
Have very short Haul Distances
that are clearly not correct for
the typical haul.
In cases such as this it is prudent to run
the Payload data through a filter that
removes these nuisance load cycles
and gives the customer greater
confidence that the Payload information
being presented is correct. Experience
shows that these nuisance loads
typically account of a very small
percentage of the entire payload
Once the filter set has been defined

select Close, then Select the filter name
16
are being dumped at the shovel, or at

least not carried more than 0.3 km (1/5
mile). To set this filter key ADD a
Group
you have just built and check the box

that makes the filter active.
Typically using a filter to remove very
low and very high loads is enough to
remove the majority of nuisance loads
in the database. Filter conditions can
also be added to condition the data to
remove other factors that may be
noticed during analysis, or that may
help generate the right data conditions
for further analysis.
An Overload condition; Payload

weight must be heavier than this
number
(270 tons in this example which
is 120% of the 225 ton Target
Payload)
Parameter, Payload Criteria,
>=
Limit 270 tons.
A Distance condition; Haul
distance with the overload must
be greater than this number
Select logic, Inside AND
Parameter, Loaded Travel
Distance Criteria >= Limit 0.3
km. Hit OK and the filter is
complete. Now CLOSE and
select the filter name you have
just built. Check the box to
activate the filter.
A Loader Pass Cut; number of

loader passes must be less than
this number:
(five passes in this example if
the loader typically loads the
truck in only 3 passes)
Parameter, Loader Passes
Criteria, <= Limit, 5
A Load Time Cut; total loading
time must be less than this
number:
(5 minutes in this example
which is twice the standard
loading time is only 2.5 minutes)
Parameter, Load Time Criteria,
<=
Limit, 00:05:00
Hit OK the Cancel then ADD to
add the next filter condition.
A Haul Distance Cut; total cycle
time must be greater than this
number:
(0.4 km in this example if a
normal haul is 0.6 km minimum)
Parameter, Haul Distance
Criteria => Limit, 0.4
Hit OK then Cancel the ADD to
add the next filter condition or
Close then Select and activate
the filter.
In the Payload Management screen, a

simple filter is available that cuts out
loads below a certain payload. Access
to this function is through the Filter
Selection tab. We recommend that this
be set at the payload weight equal to a
single pass from the loading tool on the
site.
Haul Road Design and

Maintenance
VIMS data logger data can be collected
and analyzed using the Application
Severity Analysis (ASA) software
program to identify areas of the mine
haul road that:
Can cause high stress and
potential loss of component life
It is also advisable to check that all

payloads over 120% of Target Payload
17
in OHT mainframes and

powertrain components.
Reducing productivity efficiency
through slowing the machine
due to high rolling resistance,
pinch-points, excessive gear
shifting, etc.
Operator induced events are those most

likely caused by incorrect operation of
the machine. In all but the most blatant
cases of willful machine abuse they
should be used to identify opportunities
for additional operator training
requirements rather than in any
disciplinary action.
We recommend that the customers
Training organization receive VIMS
Event reports on a regular basis so that
individual needs can be identified and
additional training scheduled.
Refer to the Application Severity

Analysis (ASA) Application Guide
available through the Mining Project
Managers Toolkit in the CAT
Knowledge Network. The full web
address is:
https://kn.cat.com/guides.cfm?id=6232
This site also makes available an ASA
User Guide and the ASA software
executable.
Reasons for Operator Induced Events

include:
These can be cause inadvertently
because of a lack of operator
training in the areas of:
o Correct operating
practices for the machine
o A lack of understanding
of the capability of the
machine
o A lack of understanding
of the systems operation
of the machine
o Incorrect
acknowledgement or
required action taken
during VIMS Event
Alarm
It may be caused by operating
conditions that inadvertently
cause the event such as:
o Haul road design or
maintenance issues
(including the Loading
and Dump Zones)
o Material conditions at the
loading face
It can also be caused by a
conscious effort on the part of
the operator to operate the
directed by mine management.
Examples of Operator Induced
Events include:
Operator Assessment and

Training
As previously explained, the VIMS
Event List collects system alarm and
other condition events that can be used
to identify machine system problems and
the need for additional Operator training.
The Event List can be reviewed using
VIMSpc/VIMS Supervisor, while VIMS
Supervisor also allows the analysis of
VIMS Events over an entire fleet.
Machine System Events have been
covered previously. This section will
address the other major source of VIMS
Events, those that are Operator Induced
Events.
VIMS Event List - Operator

Induced Events
Machine outside its design
capability / envelope. In some
cases this may be direct abuse
of the machine through the
operators decision, or as
18
conditions and poorly blasted or

tightly knitted material.
Hydraulic Oil Overheating in
WTL due to incorrect machine
operation in tight digging
conditions and/or poorly blasted
material.
Brake Overheating in WTL due
to excessive high-speed loadand-carry operation.
Off-Highway Trucks (OHT):

Brake Overheating in OHTs due
to incorrect gear selection or
incorrect brake/retarder operation
on grades, tight corners, lack of
passing areas, very steep grades.
Engine Overspeed in OHTs due
to incorrect gear selection or
incorrect brake/retarder operation
on steep grades, tight corners,
lack of passing areas, very steep
grades.
Transmission Abuse in OHTs
due to coasting in Neutral,
selection of Reverse/First at high
engine rpm, selection of
inappropriate gears for the
ground speed of the truck.
Payload Overloading despite
loading lights in OHT, Payload
displays and Payload
Management controls on the
truck.
Body Up Events in OHTs caused
by moving away from the Dump
Zone with the truck body still
raised above the mainframe rails.
Brake Overstoke in OHTs caused
by parking with the Retarder
lever ON. A dangerous condition
if the Park Brake is not also
engaged as trucks may roll away.
Hydraulic Excavators (HEX):

Hydraulic Oil Overheating in
HEX due to incorrect machine
conditions and/or poorly blasted
material.
As for Machine System Event, it is
useful to try and define whether a pattern
exists that might help formulate a
solution to the problem. These patterns
may conform to similar patterns:
On one machine or across the
fleet.
On one shift, all shifts, with only
one operator.
Only when the trucks are
operating on one particular haul.
Is there something on that haul
that is causing the problem:
o A steep grade, tight
corners, rough sections in
the haul road, a tight
Loading Zone.
Only during certain weather or
seasonal conditions.
Wheel Loaders (WTL):

Torque Converter Overheating in
WTL due to incorrect machine
19
SELD7025


File Under Machine Signature Tests
VIMS BULLETIN
Off Highway Truck Signature Test 777 793
Intended audience:
x Dealer Mining Machines personnel
Introduction
This Bulletin enables dealers and their
customers to benefit from use of the
Caterpillar VIMS to measure and record
machine data while the truck is operated under
specific sets of conditions. Every effort has
been made to provide the most current and
relevant information known to Caterpillar Inc.
Since Caterpillar makes ongoing changes and
improvements to its products, this Bulletin
must be used with the latest technical
information available from Caterpillar to
ensure such changes and improvements are
incorporated where applicable.
For questions or additional information
concerning this Bulletin, contact Caterpillar
Service Development Division, Service
Support (309) 675-6971.
Summary
This Bulletin describes signature tests that can
be run on an operational 789B or 793B OffHighway Truck equipped with VIMS to record
and analyze vital machine information data.
The data can then be compared to earlier data
from the same machine or to other similar
machines in the fleet to assist in identifying
major component degradation or problems that
have gone undetected by more conventional

inspections.
Signature tests are run under three different
conditions:
1.
2.
3.
Stationary Tests with engine running.

Moving Truck Tests.
Haul Cycle Tests.
After the tests have been run and data

downloaded from the VIMS, the truck can be
put back on the ready line. Data is analyzed
using off-board VIMS.
Data from signature tests is primarily used as a
trending indicator. If tests are run when the
truck is new and then repeated at 2,000 or
4,000 service hours, the rate of degradation for
various machine systems can be monitored and
repair scheduled in a cost effective manner.
Data from these tests can also be used for
evaluation of truck performance. Some system
specific data analysis techniques are described
that can be used to identify potential problems
with the truck. These problems are such that it
is unlikely that they are severe enough to cause
a fault to be displayed on the monitor, logged
on the event recorder, or be noticed by the
operator. However, early identification of
these problems will allow timely trouble
shooting and repair scheduling, if needed. As a
result, unscheduled repairs can be reduced.
If the truck meets the requirements for these
tests it can be expected to give normal
performance on the haul road.
SELD7014-02
WARNING labels have also been put on

specific hazards. If these hazard warnings are
not heeded, bodily injury or death could occur
to you or other persons. Warnings in this
publication and on the product labels are
identified by the following symbol.
Recording Test Conditions

Many of the tests described in this bulletin will
require keeping a record of the conditions
(grade of road and surface condition) under
which the tests were run. A paper or electronic
file that describes the test conditions should be
maintained.
WARNING
A recommended method for creating an

electronic reference file is to use the text editor
in Windows Program Manager. To create the
text file, access Windows Program Manager.
From the Accessories Program Group, select
and open the Write Program Item by double
clicking the Write icon. Type in the desired
text that describes the particular conditions
relating to the test. Name and save the file to
the desired subdirectory that contains the data
logger file for the current machine. Doubling
clicking the file name in File Manager with the
Mouse will enable the selection and reading of
the text file at a later date.
Incorrect operation, lubrication, or repair of this

product can be dangerous and could result in
injury or death. Do not operate or perform any
lubrication, maintenance or repair on this product
until you have read and understood the operation,
lubrication, maintenance, and repair information.
Caterpillar Inc. cannot anticipate every

possible circumstance that might involve a
potential hazard. The warnings in this
publication and on the product are therefore
not all inclusive. If a tool, procedure, work
method, or operating technique not specifically
recommended by Caterpillar is used, you must
satisfy yourself that it is safe for you and
others. You should also ensure that the product
will not be damaged or made unsafe by the
operation, lubrication, maintenance, or repair
procedures you choose.
Important Safety Information

Most accidents involving product operation,
maintenance, and repair are caused by failure
to observe basic safety rules or precautions.
An accident can often be avoided by
recognizing potentially hazardous situations
before an accident occurs. A person must be
alert to potential hazards. This person should
also have the necessary training, skills, and
tools to perform these functions correctly.
The information, specifications, and

illustrations in this publication are based on
information available at the time it was
written. Such information as specifications,
torque, pressures, measurements, adjustments,
illustrations, and other data can change at
anytime, which can affect the servicing of the
product. Make sure to obtain the most
complete and most current information before
starting any job. Caterpillar dealers have the
most current information available.
Note: Read and understand all safety

precautions and warnings before operating or
performing lubrication, maintenance, and
repair on this product.
Basic safety precautions are listed in the
"Safety" section of the Service or Technical
Manual. Additional safety precautions are
listed in the "Safety" section of the
owner/operation/ maintenance publication.
Specific safety warnings for all these
publications are provided in the description or
operations where hazards exist.
specific machine was able to hold on a prior

test.
Stationary Tests
Purpose
1. Start the engine and allow air system

pressure to build-up to maximum operating
pressure.
2. Warm the engine and powertrain such that:
a. Coolant outlet temperature is 175 - 195
F.
b. Converter outlet oil temperature is 180195F.
c. Transmission outlet temperature is 175195F
3. Apply secondary brake.
4. Move the transmission shift lever to 1st
gear range forward.
5. Release the parking brake.
6. Gradually accelerate the engine to 1200
rpm.
7. The machine should not move forward.
8. If the secondary brake does not function
properly, have necessary repairs made.
9. Repeat this test with the service brakes. If
truck creeps forward at full engine speed,
have necessary repairs made before
continuing the stationary tests.
10. Set the parking brake and shut down the
engine.
The purpose of the stationary tests is to record

key information on the engine, powertrain
system, and electrical system that is monitored
by the VIMS sensors. Stationary tests can be
run on the vehicle near the truck shop; access
to a haul road is not required. Information
from the stationary tests can be compared to:
1. Expected normal values,
2. Earlier tests ran on the same machine, or
3. Tests that have been run on similar
machines.
When the information is compared, the overall
condition of the machine systems can be
determined without the need for more time
consuming installation of service tools.
The data logger and event recorder should be
downloaded and cleared before beginning
these tests. All 5 tests can be completed
sequentially with the data logger turned on at
the beginning of Test 2 and left on for the
remaining tests. Estimated time to run all 5
tests is 0.5 hours if the machine is at operating
temperature. If systems are not warmed,
additional time will be required.
Test 2: Starting Test

The purpose of this test is to record engine
cranking speed. If the truck has a prelube
system installed, prelube oil pressure and
system voltage drop during prelube will also
be recorded.
Test 1: Brake System Testing and

Operating Temperatures
The purpose of this test is to warm the
machine to normal operating temperatures
and to determine if secondary brake system is
functional. The test is not intended to
measure maximum brake holding effort.
Brake holding effort required to hold a
machine at a specific engine rpm will vary
from machine to machine due to differences
in engine setting, power train efficiency, etc.,
and in brake holding capability.
Note: This test will deplete the air system, run

only if an alternate air source is available for
recharging the air system.
1. Set the ground level shut off in the "FUEL
OFF" position.
2. Turn key switch to the on position, allow
VIMS to go through self-test.
3. Verify that air pressure is 120 psi. If not,
recharge the air system.
4. Turn on data logger.
5. Crank the engine until cranking stops
Engine rpm at beginning of machine

movement, with secondary brake applied,
should be compared with the engine rpm the
3
because of low air pressure.

6. Turn data logger off.
7. Recharge the air system.
8. Set the ground level shut off in the "RUN"
position.
least 50 meters from other machines,

structures or people.
2. Put blocks behind the wheels to prevent
movement of the machine.
3. Apply the service brake and retarder; shift
the transmission to 1st gear forward and
turn on the data logger.
4. Quickly accelerate the engine from low
idle to maximum speed. Hold for 5 to 10
seconds at maximum engine speed.
5. Reduce engine speed to low idle. Hold for
60 seconds.
6. Repeat step 2.
7. Repeat step 3.
8. With transmission in 1st gear, accelerate
the engine to maximum speed. Hold until
the high torque converter oil temperature
warning comes on (Level 2).
9. Reduce engine speed to low idle.
10. Shift transmission to neutral.
12. Allow system to cool to normal ranges.
Test 3: Unloaded Engine Test

The purpose of this test is to record electrical
system charging voltage and engine lubrication
pressure as engine speed is increased. The time
required to recharge the air system pressure is
also recorded.
1. Turn key switch to the 'ON' position, allow
VIMS to go through self diagnostic test.
2. Turn the data logger on.
3. Wait 10 seconds.
4. Start the engine.
5. Run engine at low idle for 10 seconds.
6. Leave transmission in neutral and
gradually increase engine speed from low
idle to high idle in 15 seconds. Hold at
high idle for 10 seconds.
8. With transmission still in neutral, snap
accelerate engine speed from low idle to
high idle two times with 15 seconds
between accelerations.
Test 5: Double Stall Test

The purpose of this test is to record the
engine response time against converter
stall and the implement hydraulic
system pump.
Note: Do not apply the parking brake during
the converter stall test. On VIMS equipped
machines, applying the parking brake with
the transmission in gear will cause a category
3 parking brake-warning message to lock on
the message center. This condition will
prevent the serviceman from observing when
the category 2 warning occurs from hot
converter oil temperature during the stall test.
Test 4: Converter Stall Test

The purpose of this test is to record the
engine response time against converter
stall.
Note: Do not apply the parking brake during
the converter stall test. On VIMS equipped
machines, applying the parking brake with the
transmission in gear will cause a category 3
parking brake warning message to lock on the
message center. This condition will prevent the
serviceman from observing when the category
2 warning occurs from hot converter oil
temperature during the stall test.
1.
2.
3.
4.
5.
6.
7.
8.
1. Position the machine on level ground at

4
Turn data logger on.

With transmission in neutral, accelerate
engine to high idle.
Raise body.
Slow engine to low idle.
Lower body.
With engine still at low idle, raise body.
Lower the body.
With the service brakes applied, move
body raise lever to "BED DOWN"
9.
10.
11.
12.
13.
position, move the transmission shift

lever to 1st gear forward range .
Accelerate engine to maximum speed
and hold until the high torque converter
oil temperature warning comes on (Level
2).
Lower engine speed to low idle, shift
transmission to "NEUTRAL", and move
body raise lever to "FLOAT" position.
Allow truck to cool for 60 seconds.
Repeat steps 8 and 9.
Repeat step 10.
Turn data logger off.

condition of the machine systems can be
determined without the need for more time
consuming installation of service tools.
Note: Before beginning the Moving Vehicle
tests, make sure that the Stationary Test 1 has
been completed and that the truck is at normal
operating temperature and that the secondary
brake system is functional.
Test 1: Unloaded Truck -- Level

Road Test
This test will enable information to be
recorded to evaluate the payload monitoring
system calibration and suspension strut
pressures.
Moving Vehicle Tests

Purpose
1. Turn data logger on.

2. Coast to a stop from 5 to 10 mph.
The purpose of the moving vehicle tests is to

record key information on the engine,
powertrain system, and suspension system that
is monitored by the VIMS sensors. Moving
vehicle tests should be run on a section of haul
road where the grades are known and can be
expected to be available at a later date. To aid
in repeating the test at a later date, the
following parameters should be recorded:
Test 2 [ERG1]: Unloaded Truck

Retarding
This test is intended to log information on the
performance of the ARC and to ensure that
retarder system is operating correctly.
Use a relatively permanent road for this test
that has a grade that is typical for the mine site
operation. A permanent road section is
desirable so that similar tests can be run at a
later date. Keep a paper or electronic record of
the road grade and surface condition for later
reference.
1. Rolling radius of tires. Calculate this by

using the distance traveled for 5
revolutions.
2. Estimate of the rolling resistance of the
haul road used for the tests.
3. Ambient temperature.
4. Altitude.
5. Barometric pressure.
6. Dewpoint.

2. Descend the grade at a safe speed using the
Automatic Retarder Control.
3. Turn the data logger off.
As with the stationary tests, information

from the moving vehicle tests can be
compared to:
Test 3: Loaded Acceleration Test

-Level Surface

machines in the same fleet.
This test is intended to log information on

the response of the engine, CTS,
transmission shifting, and strut pressures.

2. Snap accelerate the truck from 1st gear
through 6th.
3. Without using the service brakes or
retarder, coast to a stop by downshifting
from 6th gear to 1st.
4. Accelerate the truck back to 5 to 10 mph.
5. Shift to neutral and coast to a stop without
using the service brakes or retarder.

reference.
2. Descend the grade using the correct
retarding gear and the Automatic Retarder
Control.
3. Turn the data logger off.
4. Repeat the test using one gear higher to
descend the grade.
Test 4: Loaded Uphill Grade

Step four is intended to record the brake
cooling performance. The brake oil
temperature warning (Level 2) will likely
come on. When this occurs, brake to a slower
speed and shift to the correct gear for the
slope.
This test is intended to log information

on the performance of the engine,
boost, exhaust temperature and total
vehicle performance.
reference.
Normal Haul Cycle Tests

Purpose
The purpose of the haul cycle tests are to
record key information on the engine,
powertrain system, and suspension system that
is monitored by the VIMS sensors while the
truck is operating on a normal haul cycle. As
with the stationary and moving vehicle tests,
information from the haul cycle tests can be
compared to:

2. Run the truck up the grade in a constant
gear.
3. Record the time required for a measured
distance up the grade and note the gear
used for the test.
5. Repeat the test a second time.

machines.
Test 5: Loaded Truck Retarding

This test is intended to log information
on the performance of the ARC and,
brake cooling performance.
When the information is compared, the

overall condition of the truck systems can
be determined without the need for more
time consuming installation of service
tools.
The truck should be fully loaded for this test.

Load the truck to rated capacity. Placement of
the load is not critical but should be reasonably
well balanced for safe operation.
Logged data from a haul cycle can be used to

assist in Fleet Management and haul road
improvements.

Note: Before beginning the Haul Cycle Tests,
make sure that the Stationary Test 1 has been

completed. It is very important that secondary
brake system be functional. The truck should
also be at normal operating temperature as
described in Stationary Test 1.
Use the methods described in the Service

Manual for troubleshooting.
Analysis of Signature Test

Data
Test 1: Long Uphill Haul

For this test the loaded truck should be run on
the longest uphill section of the job site haul
road. If haul is more than 30 minutes, log
only the loaded portion.
Engine
The data logger should be downloaded and

cleared before beginning this test.
Exhaust temperature split is the difference

between the right exhaust temperature and the
left exhaust temperature taken at the same
time. Left and right exhaust temperatures are
measured at full load conditions during the
following tests:
Problem 1: Exhaust Temperature Split

Too High
Test 2: High Speed Haul

For this test, the loaded truck should be run
on the highest speed section of the job site
haul road. If the haul is more than 30
minutes, log only the loaded portion.
1. Stationary Test 4 - Converter Stall.

2. Stationary Test 5 - Double Stall.
3. Moving Test 5 - Loaded Uphill Grade.

The exhaust temperature split will likely be

highest for the Double Stall test.
Test 3: Typical Haul Cycle

For this test, the loaded truck should be run
on the most typical haul cycle at the job site.
If the haul is more than 30 minutes, log only
the loaded portion.
A normally performing engine has some

variation in the bank-to-bank exhaust
temperature. An exhaust temperature split
greater than 75C (135F) may indicate a
problem.

Probable Cause:
1. Faulty exhaust temperature sensor(s).
2. Defect in fuel injector(s).
3. Leak or break in fuel line between fuel
manifold and cylinder head.
4. Wrong valve lash.
5. Air inlet system has a leak.
6. Exhaust system has a leak.
7. Air inlet or exhaust system has a
restriction.
8. Wrong fuel Injector lash.
9. Incorrect fuel injection timing calibration.
10. Bent or broken push rod.
11. Problem with electronic control system.
Download Data and Clear

VIMS
At the completion of the Truck Signature
Tests, the data logger and event recorder
should be downloaded and cleared.
None of the tests described in this Bulletin
should cause VIMS to display a level 3
warning to the operator or log a level 3 event.
If any level 3 events are present, they should
be investigated and appropriate repair made.
Figure 2
Engine Oil Pressure
Note: Refer to System Operations, Testing &

Adjusting 3512 and 3516 EUI Engines,
SENR5596, for troubleshooting the engine.
80
70
60
50
40
Problem 2: Engine Has Low Oil

Pressure
30
20
A decrease in engine oil pressure, although

the pressure is still within the acceptable
range since the last test, is an indication that
parts (engine bearings, engine oil pump,
engine oil pump relief valve, etc.) are
beginning to fail.
10
0
600
800
1000
1200
1400
1600
1800
Engine Speed (RPM)

Oil Pressure (psi)
ECM Warning ON
Engine oil pressure versus engine speed data

can be derived from several of the stationary
tests. Stationary Test 3 - Unloaded Engine Test
is the best source since the engine speed is
raised slowly. The Data Logger plot shown at
the right is a typical run.
This data can be reduced to produce a plot
of engine oil pressure versus engine speed.
Since VIMS does not have capability to
plot one sensor output versus another
sensor one of several alternate approaches
can be used. Two approaches are:
The straight-line curve represents the oil
pressure versus engine speed warning level
that is used by the Engine Control Module and
VIMS to provide low oil pressure warning. Oil
pressure is checked against these curves
according to engine speed. Refer to System
Operations, Testing & Adjusting 3512 and
3516 EUI Engines, SENR5596, for further
definition of this oil pressure map.
1. Using VIMS Analysis, read the actual

values of oil pressure and engine speed and
plot the values in another program such as
a spreadsheet.
2. Using VIMS Analysis, export the data to a
separate file and then import this file into a
spreadsheet or other data analysis or
plotting program.
The measured oil pressure for this engine is

well above the warning level curves. The
change in slope of the measured oil pressure
occurs at the engine speed where the relief
valve is beginning to open. As an engine and
lubrication system wears, the speed at which
the relief valve begins to open will increase.
When a 20% increase in engine rpm is
necessary to generate maximum (oil-overrelief) oil pressure, this may be an indicator
The graph shown below was generated

using the data from the Data Logger
run as plotted in the previous plot.
that repair or rebuild is needed.

If the same viscosity oil is used and the oil
temperature is the same and there are
significant changes in oil pressure, determine
the reason and make repairs as needed.
Probable Cause:
1.
2.
3.
4.
Oil Level Low.

Dirty Oil Filters Or Oil Cooler(s).
Diesel Fuel in Lubrication Oil.
Too Much Clearance Between Rocker Arm
Shaft and Rocker Arms.
5. Oil Pump Suction Pipe has a Defect.
6. Oil Pressure Relief Does Not Close.
7. Oil Pump or Scavenge Oil Pump has a
Defect.
8. Too Much Clearance Between Crankshaft
and Crankshaft Bearings.
9. Too Much Clearance Between Camshaft
and Camshaft Bearings.
10. Defect in Oil Pressure Sensor.

Adjusting 3512 and 3516 EUI Engines,
SENR5596, for troubleshooting the engine.
SELD7014-02


VIMS BULLETIN
Off-Highway Truck Signature Test - 797
Intended audience:
x
Dealer Field Service personnel
x
Dealer Training personnel
x
Dealer Mining Machines personnel
Introduction
This Bulletin enables dealers and their customers to
benefit from use of the Caterpillar VIMS by using
VIMS to measure and record machine data while the
truck is operated under specific sets of conditions.
Every effort has been made to provide the most
current and relevant information known to Caterpillar
Inc. Since Caterpillar makes ongoing changes and
improvements to its products, this Bulletin must be
used with the latest technical information available
from Caterpillar to ensure such changes and
improvements are incorporated where applicable.
For questions or additional information concerning
this Bulletin, contact Caterpillar Service Support
(309) 675-6971.
Summary
This Bulletin describes signature tests that can be
run on an operational 797 Off-Highway Truck
equipped with VIMS to record and analyze vital
machine information data. The data can then be
compared to earlier data from the same machine or
to other similar machines in the fleet to assist in
identifying major component degradation or
problems that have gone undetected by more
conventional inspections.
Signature stationary tests include:
1. Brake System Testing & Operating
Temperatures.
2. Starting Test.
3. Unloaded Engine Test.
4. Converter Stall Test for Front Engine.
5. Converter Stall Test for Rear Engine.
After the tests have been run and data downloaded
from the VIMS, the truck can be put back on the
ready line. Data is analyzed using VIMSpc and in
some cases a spreadsheet program.
Data from signature tests is primarily used as a
trending indicator. If tests are run when the truck is
new and then repeated at 2,000 or 4,000 service
hours, the rate of degradation for various machine
systems can be monitored and repair scheduled in a
cost effective manner.
Data from these tests can also be used for
evaluation of truck performance. Some system
specific data analysis techniques are described that
can be used to identify potential problems with the
truck. These problems are such that it is unlikely
that they are severe enough to cause a fault to be
displayed on the monitor, logged on the event
recorder, or be noticed by the operator. However,
early identification of these problems will allow timely
trouble shooting and repair scheduling, if needed.
As a result, unscheduled repairs can be reduced.
If the truck meets the requirements for these tests it
can be expected to give normal performance on the
haul road.

Many of the tests described in this bulletin will
require keeping a record of the conditions (grade of
road and surface condition) under which the tests
were run. A paper or electronic file that describes
SELD7026
the test conditions should be maintained.

A recommended method for creating an electronic
reference file is to use the text editor in Windows
Program Manager. To create the text file, access
Programs / Accessories and open the Notepad
program double clicking the Notepad icon. Type in
the desired text that describes the particular
conditions related to the test. Name and save the
file to the desired sub directory that contains the
datalogger file for the current machine. Double
clicking the file name in File Manager with the
Mouse will enable the selection and reading of the
text file at a later date.

Most accidents involving product operation,
maintenance, and repair are caused by failure to
observe basic safety rules or precautions. An
accident can often be avoided by recognizing
potentially hazardous situations before an accident
occurs. A person must be alert to potential hazards.
This person should also have the necessary training,
skills, and tools to perform these functions correctly.
Note: Read and understand all safety precautions
and warnings before operating or performing
lubrication, maintenance, and repair on this product.
Basic safety precautions are listed in the "Safety"
section of the Service or Technical Manual.
Additional safety precautions are listed in the
"Safety" section of the owner/operation/
maintenance publication. Specific safety warnings
for all these publications are provided in the
description or operations where hazards exist.
WARNING labels have also been put on specific
hazards. If these hazard warnings are not heeded,
bodily injury or death could occur to you or other
persons. Warnings in this publication and on the
product labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, or repair of this
product can be dangerous and could result in injury
or death.
Do not operate or perform any
lubrication, maintenance or repair on this product
until you have read and understood the operation,
lubrication, maintenance, and repair information.
Caterpillar Inc. cannot anticipate every possible
circumstance that might involve a potential hazard.
The warnings in this publication and on the product
are therefore not all inclusive. If a tool, procedure,
work method, or operating technique not specifically

recommended by Caterpillar is used, you must
satisfy yourself that it is safe for you and others.
You should also ensure that the product would not
be damaged or made unsafe by the operation,
lubrication, maintenance, or repair procedures you
choose.
The information, specifications, and illustrations in
this publication are based on information available at
the time it was written. Such information as
specifications, torque, pressures, measurements,
adjustments, illustrations, and other data can
change at any time, which can affect the servicing of
the product. Make sure to obtain the most complete
and most current information before starting any job.
Caterpillar dealers have the most current information
available.
Stationary Tests
Purpose
The purpose of the stationary tests is to record key
information on the engine, power train system, and
electrical system that is monitored by the VIMS
sensors. Stationary tests can be run on the vehicle
near the truck shop; access to a haul road is not
required. Information from the stationary tests can
be compared to:
3. Tests that have been run on similar machines.
condition of the machine systems can be determined
without the need for more time consuming
installation of service tools.
The data logger and event recorder should be
downloaded and cleared before beginning these
tests. All 5 tests can be completed sequentially with
the data logger turned on at the beginning of Test 2
and left on for the remaining tests. Estimated time
to run all 5 tests is 0.5 hours if the machine is at
operating temperature. If systems are not warmed,
additional time will be required.
Test 1: Brake System Testing and

The purpose of this test is to warm the machine to
normal operating temperatures and to verify that the
brake system is functional. The test is not intended
to measure maximum brake holding effort. Brake
holding effort required to hold a machine at a

specific engine rpm will vary from machine to
machine due to differences in engine power setting,
power train efficiency, etc., and in brake holding
capability.
Engine rpm at beginning of machine movement, with
secondary brake applied, should be compared with
the engine rpm the specific machine was able to
hold on a prior test.
1. Start the engine and allow air system pressure to
build-up to maximum operating pressure.
2. Warm the engine and powertrain such that:

5. Crank the engine until cranking stops
because of low air pressure.
7. Recharge the air system.
8. Set the ground level shut off in the "RUN"
position.
Important channels to monitor during this test are:
a. Coolant outlet temperature (ENG COOL

TEMP) is 175 195F.
b. Converter outlet oil temperature (TC OUT
TEMP) is 180 195F.
c.
3. Verify that air pressure is 120 psi. If not,

recharge the air system.
Transmission lube temperature (TRN LUBE

TEMP) is 175 195F
Engine speed
System air pressure
Engine oil pressure front
Engine oil pressure rear
System voltage
3. Apply secondary brake.
Test 3: Unloaded Engine Test
4. Move the transmission shift lever to 1st gear

range forward.
The purpose of this test is to record electrical system

charging voltage and engine lubrication pressure as
engine speed is increased. The time required at low
idle to recharge the air system pressure after a warm
start is also recorded.
5. Release the parking brake.

6. Gradually accelerate the engine to 1200 rpm.
7. The machine should not move forward.
8. If the secondary brake does not function properly,
have necessary repairs made. Repeat this test
with the service brakes. If truck creeps forward at
full engine speed, have necessary repairs made
before continuing the stationary tests.
Note: New trucks or trucks with newly rebuilt
brakes may not hold completely until the brakes
have been somewhat worn in.
1. Turn key switch to the 'ON' position, allow

VIMS to go through self-diagnostic test.
2. Turn the data logger on.
3. Wait about 5 seconds.
4. Start the engine.
5. Run engine at low idle for 20 seconds.
9. Set the parking brake and shut down the engine.
6. Leave transmission in neutral and gradually

increase engine speed from low idle to high
idle in 15 seconds. Hold at high idle for 10
seconds.
Test 2: Starting Test
The purpose of this test is to record engine-cranking

speed. If the truck has a prelube system installed,
prelube oil pressure and system voltage drop during
prelube will also be recorded.
8. With transmission still in neutral, snap

accelerate engine speed from low idle to
high idle two times with 15 seconds between
accelerations.
Note: This test will deplete the air system, run only
if an alternate air source is available for recharging
the air system.
1. Set the ground level shut off in the "FUEL
OFF" position.
2. Turn key switch to the on position, allow
VIMS to go through self-test.

Engine speed
System air pressure
Engine oil pressure front
Engine oil pressure rear
Engine speed
Torque converter temperature
Exhaust temperature left front
Exhaust temperature right front
Boost pressure front
System voltage
Test 4: Converter Stall Test for

Front Engine
The purpose of this test is to record the front engine
response time and maximum engine speed
developed against converter stall.
Note: Do not apply the parking brake during the
converter stall test. On VIMS equipped machines,
applying the parking brake with the transmission in
gear will cause a category 3 parking brake-warning
message to lock on the message center. This
condition will prevent the service technician from
observing when the category 2 warning occurs from
hot converter oil temperature during the stall test.
2. Chock the wheels to prevent movement of
the machine.
3. Connect CAT ET Service Tool and disable
injection for the rear engine.
4. Apply the service brakes and retarder; shift
the transmission to 1st gear forward.
5. Raise the engine speed to about 1600 rpm
and hold until torque converter oil
temperature warms to 210F.
6. Reduce engine speed to low idle and shift
the transmission to neutral.
7. Turn on the datalogger.
8. Apply the service brakes and retarder, shift
9. Quickly accelerate the engine from low idle
to maximum speed. Hold at maximum
engine speed for 5 to 10 seconds or until the
high torque converter oil temperature
warning comes on (Category 2).
10. Reduce engine speed to low idle. Shift the
transmission to neutral, raise engine speed
to about 1600 rpm and hold until the torque
converter oil temperature cools to 210F.
11. Repeat step 8, 9, and 10.
12. Reduce engine speed to low idle. Turn data
logger off.
Test 5: Double Stall Test for Front

Engine
developed against converter stall and the hoist
hydraulic system pump.
structures, or people.
the machine.
injection for the rear engine.
5. Raise engine speed to about 1600 rpm and
hold until torque converter oil temperature
warms to 210F.
8. With the service brakes and retarder
applied, move body raise lever to "BED
DOWN" position, move the transmission
shift lever to 1st gear forward range.
9. Quickly accelerate engine to maximum
speed and hold for 5 to 10 seconds or until
10. Lower engine speed to low idle, shift
transmission to "NEUTRAL", and move body
raise lever to "FLOAT" position. Raise
engine speed to about 1600 rpm and hold
until the torque converter oil temperature
cools to 210F.
engine speed for 5 to 10 seconds or until the

high torque converter oil temperature

12. Repeat step 8, 9, 10, and 11.
10. Reduce engine speed to low idle. Shift the

transmission to neutral, raise engine speed
to about 1600 rpm and hold until the torque
converter oil temperature cools to 210F.

11. Repeat step 8, 9, and 10.

Engine speed
Exhaust temperature left front
Exhaust temperature right front
Boost pressure front
12. Reduce engine speed to low idle. Turn data

logger off.
Engine speed
Exhaust temperature left rear
Exhaust temperature right rear
Boost pressure rear
Test 6: Converter Stall Test for

Rear Engine
The purpose of this test is to record the rear engine
developed against converter stall.
the machine.
injection for the front engine.
4. Apply the service brakes and retarder; shift
5. Raise the engine speed to about 1600 rpm
and hold until torque converter oil
temperature warms to 210F.
7. Turn on the datalogger.
Test 7: Double Stall Test for Rear

Engine
developed against converter stall and the hoist
hydraulic system pump.
structures, or people.
the machine.
injection for the front engine.

5. Raise engine speed to about 1600 rpm and

hold until torque converter oil temperature
warms to 210F.
9. Quickly accelerate the engine from low idle

to maximum speed. Hold at maximum


8. With the service brakes and retarder
applied, move body raise lever to "BED
DOWN" position, move the transmission
shift lever to 1st gear forward range.
9. Quickly accelerate engine to maximum
speed and hold for 5 to 10 seconds or until
10. Lower engine speed to low idle, shift
transmission to "NEUTRAL", and move body
raise lever to "FLOAT" position. Raise
engine speed to about 1600 rpm and hold
until the torque converter oil temperature
cools to 210F.
Exhaust temperature split is the difference between

the right exhaust temperature and the left exhaust
temperature taken at the same time. Left and right
exhaust temperatures are measured at full load
conditions during the following tests:
1. Stationary Test 4 - Converter Stall
2. Stationary Test 5 - Double Stall
The exhaust temperature split will likely be highest
for the Double Stall test.
A normally performing engine has some variation in
the bank-to-bank exhaust temperature difference.
An exhaust temperature split greater than 50C (90
F) may indicate a problem.
Probable Cause:
12. Repeat step 8, 9, 10, and 11.

1. Faulty exhaust temperature sensor(s)
2. Defect in fuel injector(s)

3. Leak or break in fuel line between fuel

manifold and cylinder head
4. Wrong valve lash
Engine speed
Exhaust temperature left rear
Exhaust temperature right rear
Boost pressure rear
5. Air inlet system has a leak

6. Exhaust system has a leak
7. Air inlet or exhaust system has a restriction
8. Wrong fuel Injector lash
9. Incorrect fuel injection timing calibration
Download Data and Clear

VIMS
10. Bent or broken push rod

11. Problem with electronic control system
At the completion of the Truck Signature Tests, the

data logger and event recorder should be
downloaded and cleared.
None of the tests described in this Bulletin should
cause VIMS to display a level 3 warning to the
operator or log a level 3 event. If any level 3 events
are present, they should be investigated and
appropriate repair made. Use the methods
described in the Service Manual for troubleshooting.
Analysis of Signature Test

Data
Engine
Problem 1: Exhaust Temperature Split
Too High

Adjusting 3512 and 3516 EUI Engines, SENR5596,
for troubleshooting the engine.
Problem 2: Engine Has Low Oil Pressure

A decrease in engine oil pressure, although the
pressure is still within the acceptable range since the
last test, is an indication that parts (engine bearings,
engine oil pump, engine oil pump relief valve, etc.)
are beginning to fail.
Engine oil pressure versus engine speed data can
be derived from several of the stationary tests.
Stationary Test 3 - Unloaded Engine Test is the best
source since the engine speed is raised slowly. The
Data Logger plot shown on the next page is a typical
run.
This data can be reduced to produce a plot of

engine oil pressure versus engine speed. Since
VIMS does not have capability to plot one sensor
output versus another sensor one of several
alternate approaches can be used. Two approaches
are:
1. Using VIMS Analysis read the actual values
of oil pressure and engine speed and plot
the values in another program such as a
spreadsheet.
2. Using VIMS Analysis, export the data to a
separate file and then import this file into a
spreadsheet or other data analysis or
plotting program.
versus engine speed warning level that is used by

the Engine Control Module and VIMS to provide low
oil pressure warning. Oil pressure is checked
against these curves according to engine speed.
Refer to System Operations, Testing & Adjusting
3512 and 3516 EUI Engines, SENR5596, for further
definition of this oil pressure map.
The measured oil pressure for this engine is well
above the warning level curves. The change in
slope of the measured oil pressure occurs at the
engine speed where the relief valve is beginning to
open. As an engine and lubrication system wears,
the speed at which the relief valve begins to open
will increase. When a 20% increase in engine rpm is
necessary to generate maximum (oil-over-relief) oil
pressure, this may be an indicator that repair or
rebuild is needed.
If the same viscosity oil is used and the oil
temperature is the same and there are significant
changes in oil pressure, determine the reason and
make repairs as needed.
Probable Cause:
1. Oil Level Low.
2. Dirty Oil Filters Or Oil Cooler(s).
3. Diesel Fuel in Lubrication Oil.
4. Too Much Clearance Between Rocker Arm
Shaft and Rocker Arms.
5. Oil Pump Suction Pipe has a Defect.
6. Oil Pressure Relief Does Not Close.
7. Oil Pump or Scavenge Oil Pump has a
Defect.
8. Too Much Clearance Between Crankshaft
and Crankshaft Bearings.
9. Too Much Clearance Between Camshaft
and Camshaft Bearings.
10. Defect in Oil Pressure Sensor.

Adjusting 3512 and 3516 EUI Engines, SENR5596,
for troubleshooting the engine.
The above graph was generated using the data from

the Data Logger run as plotted on the previous
page.
The straight-line curve represents the oil pressure
SELD7026


VIMS BULLETIN
Wheel Loader Signature Test - 994AKIT & 994D
Intended audience:
x
x
x
Introduction
This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS to measure
and record machine data while the wheel loader is operated under specific sets of conditions. Every
effort has been made to provide the most current and relevant information known to Caterpillar Inc.
Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used
with the latest technical information available from Caterpillar to ensure such changes and improvements
are incorporated where applicable.
Summary
This Bulletin describes a signature test that can be run on an operational 994AKIT & 994D Wheel
Loaders equipped with VIMS to record and analyze vital machine information data. The data can then be
compared to earlier data from the same machine or to other similar machines in the fleet to assist in
identifying major component degradation or problems that have gone undetected by more conventional
inspections.
Signature tests include:
1.
2.
3.
4.
5.
6.
Brake System Testing and Operation Temperature

Unloaded Engine Test
Hydraulic Tests
Converter Stall Test
Double Converter Stall Test
Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is
primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or
4,000 service hours, the rate of degradation for various machine systems can be monitored and repair
scheduled in a cost-effective manner.
Data from these tests can also be used for evaluation of loader performance. Some system specific data
analysis techniques are described that can be used to identify potential problems with the loader. These
problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the
SELD7023-02
monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of
these problems will allow timely troubleshooting and repair scheduling, if needed. As a result,
unscheduled repairs can be reduced.
If the loader meets the requirements for these tests it can be expected to give normal performance during
a loading cycle.
Most accidents involving product operation, maintenance, and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should
also have the necessary training, skills, and tools to perform these functions correctly.
Note: Read and understand all safety precautions and warnings before operating or performing
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional
safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication.
Specific safety warnings for all these publications are provided in the description or operations where
hazards exist.
WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded,
bodily injury or death could occur to you or other persons. Warnings in this publication and on the
product labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in
injury or death. Do not operate or perform any lubrication, maintenance or repair on this
product until you have read and understood the operation, lubrication, maintenance, and repair
information.
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work
method, or operating technique not specifically recommended by Caterpillar is used; you must satisfy
yourself that it is safe for you and others. You should also ensure that the product would not be
damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
Stationary Tests
The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and
electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be
compared to:
2. Earlier tests run on the same machine,
3. Tests run on similar machines.
When the information is analyzed and compared, the overall condition of the machine systems can be
determined without the need for more time consuming installation of service tools.
The data logger and event recorder should be downloaded and reset before beginning these tests. All
the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6
tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional
time will be required.
The machine should be positioned on a dry, hard level surface at least 50 meters from other machines,
Test 1: Brake System Testing and Operating Temperatures

The purpose of this test is to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. The test is not intended to measure maximum brake holding
effort. Brake holding effort required to hold a machine at a specific engine rpm will vary from machine to
machine due to differences in engine setting, power train efficiency, and in brake holding capability.
1. Warm the engine, powertrain, and hydraulics such that
a. Coolant temperature is 175 200F.
b. Torque converter outlet oil temperature is 190 230F.
c. Implement oil is 120 190F.
2. Return the engine speed to low idle.
3. Turn on the data logger by typing DLOG on the VIMS keypad.
4. Apply the service brakes, move the bucket off the ground, and disengage the parking brake.
5. Move the transmission to 2nd speed forward.
6. Gradually increase the engine speed to maximum engine speed. Hold at maximum engine speed
for 5 10 seconds. The machine should not move forward.
7. Turn off the data logger by typing DLOG on the VIMS keypad.
8. If the loader creeps forward, schedule necessary repairs to the brake system.
9. Place the bucket on the ground, move the hydraulic control levers to the HOLD position, and shut
down the engine.
Test 2: Unloaded Engine Tests

The purposes of these tests are to record the engine performance during transient and steady state
operating conditions.
1.
2.
3.
4.
5.
6.
Turn the key switch to the ON position, allow VIMS to go through self-diagnostic test.
Turn on the data logger.
Wait 10 seconds.
Start the engine.
Run engine at low idle for 10 seconds.
Leave the transmission in neutral and gradually increase engine speed to 900, 1000, 1200, 1400,
1600 RPM, and high idle. At each engine speed, engage the throttle lock and hold for 10
seconds. Engine RPM should be within +25 RPM of the desired engine speed.
7. Return engine speed to low idle for 10 seconds.

8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15
seconds. Hold at high idle for 10 seconds.
10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold
at high idle for 10 seconds.
11. Repeat step 9 - 10.
12. Return engine speed to low idle.
13. Turn off data logger.
Important data being recorded electronically by VIMS
x Engine speed
x Engine oil pressure
x Engine coolant temperature
Test 3: Hydraulic Tests

The purposes of these tests are to record the cylinder cycle times and the main relief pressures in the
implement circuits. This determines if the hydraulic pumps are operating efficiently. The implement oil
should be at operating temperature for meaningful test results.
Note:
Before raising the bucket, make sure overhead clearance is adequate. Hitting wires or structures
can cause machine damage and/or personal injury. Tilt cylinder cycle times are not measured
because position data for this cylinder is not recorded on this model.
3a: Cycle Times Lift Cylinder - Raise

1. Engage the parking brake at low idle.
2. Turn on the data logger.
3. With the bucket empty and resting flat on the ground, quickly move the lift control lever to the full
RAISE position until the bucket is fully raised.
4. Lower the bucket to the ground.
5. Repeat steps 3 - 4 two times.
6. Increase engine speed to high idle.
7. Repeat steps 3 4 three times.
3b: Relief Pressure Settings Engine Speed at High idle

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Raise the bucket to the maximum height.

Move the lift control lever to the full RAISE position.
Hold for three seconds.
Return lift control lever to the HOLD position.
Repeat steps 2 - 4.
Move the bucket to the full rack back position.
Move the bucket control lever to the full RACK BACK position.
Return the lever to the HOLD position.
Repeat step 7 - 9.
Turn off the data logger.
Important data being electronically recorded by VIMS

x Lift cylinder position
x Lift cylinder head pressures
x Hydraulic oil temperature
x Engine Speed

The purposes of these tests are to record the engine performance and the steady state operating
conditions against a torque converter stall.
Note:
Do not apply the parking brake during the converter stall test. On VIMS equipped machines,
applying the parking brake with the transmission in gear will cause a category 3 parking brakewarning message to lock on the message center. This condition will prevent the serviceman from
observing when the category 2 warning occurs from hot converter oil temperature during the stall
test.
1.
2.
3.
4.
Chock the wheels to prevent movement of the machine, and lower the bucket to the ground.
At low idle, apply the service brakes and shift the transmission to 3rd speed forward.
Raise the engine speed to about 1200 RPM and hold until torque converter oil temperature
reaches 210F.
Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
Apply the service brake and shift the transmission to the highest forward gear available.
Quickly accelerate engine speed from low idle to maximum speed.
Hold for 5 -10 seconds at maximum engine speed or until the torque converter oil temperature
triggers a category 2 warning (250F).
Reduce the engine speed to low idle, and shift the transmission lever to neutral.
Raise engine speed to about 1300 RPM and hold until the torque converter temperature cools to
210F.
Reduce engine speed to low idle.
Repeat steps 4 through 10.
Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at
least one minute to let the turbochargers slow down.
5.
6.
7.
8.
9.
10.
11.
12.
13.

x Engine speed
x Torque converter temperature
x Turbo outlet pressure (Boost pressure)
x Right and left exhaust temperatures

conditions against a torque converter stall and an implement hydraulic stall. When measuring the engine
response, accelerating the engine speed should occur first. If the implements and transmission were
stalled before increasing the engine speed, the engine would stall.
Note:
test.
1.
2.
3.
4.
Chock the wheels to prevent movement of the machine.

Position the lift arms at the top of their travel.
At low idle, apply the service brakes and shift the transmission to the highest forward gear
available.
5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature
reaches 210F.
6. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed.
8. Shift the transmission into the highest forward gear available and move the lift control lever to the
full RAISE position.
9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category
2 warning (250F).
10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine
speed to about 1300 RPM and hold until the torque converter temperature cools to 210F.
11. Repeat steps 6 through 10.
12. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at
x Engine speed
x Right and left exhaust temperatures.
x Turbo outlet pressure (boost pressure).
Test 6: Impeller Clutch Pressure Test

The purpose of these tests is to record the steady state operating pressures of the impeller clutch versus
the left pedal position at various engine speeds. For both of these tests, the reduced/max rimpull enable
switch should be set to the MAX position.
Test 6a: Impeller Clutch Pressure vs. Left Pedal Position
1. Lower the bucket to the ground, and increase engine speed to high idle.
3. Leave the transmission in neutral and gradually increase the left pedal from 0% to 100%. Hold at
100% for 5 seconds, and gradually decrease pedal back to 0%.
4. Repeat step 3.
Test 6b: Impeller Clutch Pressure vs. Engine Speed
2. With transmission in neutral and engine speed at low idle, gradually increase engine speed from
low to high idle in 15 seconds. Hold at high idle for 10 seconds.
4. Repeat step 2.
6. Download and clear the data logger.
x Impeller clutch pressure and current
x Engine speed
x Left pedal position
Analysis of Signature Test Data

The following information is the recommended action to analyze the results from the signature tests on
the 994D. Note the specific examples cited in this analysis section are results obtained from one 994D
and results will vary between different machines. Acceptable operating ranges for these tests can be
located in the appropriate service manuals for the 994D and the 994AKIT.
Stationary Tests
Operating Temperatures and Machine Information
This test was performed to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. If the loader creeps forward during the brake tests, schedule
necessary repairs to the brake system. The following machine information and operating temperatures
can be recorded in the tables to record conditions for each signature test. This allows repeatability each
time the signature test is run.
Machine Information
Site:
Model:
Unit:
Serial #:
Test Date
Ambient Air
Temp
Operating
Range
N/A
Engine
Coolant
Temp
T/C Out
Temp
Implement
Oil Temp
Atm
Pressure
175-200F
190-230F
120-190F
N/A

Engine Oil Pressure
Engine oil pressure versus engine
speed data can be derived from this
test. The engine speed is set at
various points to record the steady
state engine oil pressure at each
speed. The engine speed versus oil
pressure relationship can be verified
by slowly raising engine speed from
low to high. Figure 1 shows a typical
run.
This data can be combined to provide
a plot of engine oil pressure versus
engine speed. Figure 2 was
generated by extracting the data from
Figure 1. The steady state oil
pressure data is recorded in Table 1.
The straight-line curve in Figure 2

represents the oil pressure versus
engine speed warning level that is
used by the Engine Control Module
and VIMS to provide low oil
pressure warning. Oil pressure is
checked against these curves
according to engine speed.
A change in slope of the measured
oil pressure occurs at an engine
speed where the relief valve is
beginning to open. The oil
pressure increases slightly as
engine speed increases until the
relief valve is fully opened. On this
machine, the relief valve is set to
open at 83 psi, so the relief valve
never opened in this test.
If the oil temperature and viscosity
grade are the same, and there are
significant changes in oil pressure,
determine the reason and make
repairs as needed.
Table 1: Oil Pressure vs. Engine Speed

Engine Speed 750 RPM 1000 RPM 1200 RPM
Oil Pressure
57 psi
393 Kpa
62 psi
427 Kpa
65 psi
448 Kpa
1400 RPM
1600 RPM
1675 RPM
67 psi
462 Kpa
70 psi
483 Kpa
71 psi
490 Kpa
Possible Reasons for Oil Pressure Changes:

1. Oil level very low.
2. Plugged oil filters.
3. Diesel fuel in lubrication oil.
4. Too much clearance between rocker arm shaft and rocker arms.
5. Oil pump suction pipe has a defect.
6. Oil pressure relief sticks open.
7. Oil pump or scavenge oil pump is worn.
8. Too much clearance between crankshaft and crankshaft bearings.
9. Too much clearance between camshaft and camshaft bearings.
10. Failed oil pressure sensor.
Engine Performance
The 2nd portion of the unloaded

engine test measures the engine
response under no-load
conditions. The engine speed is
quickly accelerated from low to
high idle. The engine response is
shown in Figure 3 and the results
are recorded in Table 2. The
engine response time is
measured from the initial throttle
input to the time the engine
reaches high idle. It is difficult to
measure the exact response time
because the data is only collected
at a one Hertz (once per second)
sample rate. The low and high
idle engine speeds are recorded
on this graph for reference. The
engine response time and steady
state idle speeds should not
significantly change over the
engine life. If these parameters
do significantly change, further
investigation and testing of the
engine is warranted.
Table 2: Typical Steady State Values for Engine Speed
Low Idle
750 RPM + 25 RPM
High Idle
1700 RPM + 25RPM

Cycle Times
The lift cylinder cycle times are recorded
in this test to give an indication of pump
health. Figures 4 and 5 respectively show
the cycle time test results at low and high
idle engine speeds. The implement oil
should be above 100F (38C) for
accurate and repeatable tests. The
average cycle times for low and high idle
engine speeds are shown in Table 3. If
these times significantly change further
investigation and testing of the hydraulic
system is warranted.
Table 3: Typical Cycles Times @

Low and High Idle Engine Speeds
Lift
Cylinder
Position
2 70 deg
Average
Cycle
Time
26-27 sec
2 70 deg
12 13
sec
Engine
Speed
750 RPM
1656 RPM
Possible Reasons for Slower Cycle

Times
1. Worn pump.
2. Leakage in the hydraulic system.
Relief Valve Settings

The main relief pressures for the lift and tilt
head end cylinders are determined by
moving the cylinders up against their stops
and are recorded in Table 4. These
results can be compared to previous tests
to determine if there is a problem with the
relief valve pressure settings.
Table 4: Main Relief Pressures for the lift and

tilt head end cylinders
Lift Cylinder Pressure Tilt Cylinder Pressure
4425 psi
30510 Kpa
4030 psi
27786 Kpa
Possible Reasons for Changes in Relief Pressures:

1. Incorrect adjustment.
2. Failed relief valve.
3. Worn pump.
10
Test 4 & 5: Converter Stall Test & Double Stall Test

Engine Response
The engine response is measured
during both stall tests. In the
converter stall test, the service brake
is applied followed by shifting the
transmission into the highest gear
available. Next, the engine speed is
maximum speed. In the double stall
test, the engine speed is accelerated
before loading with the transmission
and implements. If the load from the
implements and transmission occur
before increasing the engine speed,
the engine would stall. The engine
response is respectively shown in
Figures 6 and 7 for the converter and
double stall tests and recorded in
Table 5. The engine response time
is measured from the initial throttle
input to the time the engine reaches
stall speed. The response time
accuracy is to the nearest second
since the data is collected at a one
Hertz (once per second) sample rate.
The engine response time

for the double stall cannot
be obtained because the
engine speed input
occurred before the
transmission and
implements were stalled.
The converter and double
stall speeds for this
machine are also shown in
Figures 6 and 7 and
recorded in Table 5.
11
The turbo outlet absolute pressure

and torque converter temperatures
are shown for each test in Figures 8
and 9. Atmospheric pressure is
plotted with the turbo pressure to
calculate boost pressure. Boost
pressure equals turbo outlet
atmospheric pressure. The boost
pressure is also recorded in Table
5.
The engine response time, stall
speeds and boost pressure should
not significantly change over the
engine life. If these parameters do
significantly change, further
engine, transmission, torque
converter, and hydraulic systems
are warranted.
Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests
Engine Speed
Boost Pressure
Response Time (minmax engine speed)
16 + 1 psi
7 + 1 sec
Converter Stall 1520 + 25 RPM
Double Stall
1150 + 25 RPM
12 + 1 psi
N/A
Possible Causes for changes in engine response, stall speeds and boost pressure
1. Leak in exhaust system.
2. Leak in air inlet system.
3. Failed fuel injector(s).
4. Failed valve(s).
5. Restriction in air inlet and exhaust system.
6. Failed turbo pressure sensor.
12
Exhaust Temperature Split

Exhaust temperature split is the
difference between the right and
left exhaust temperature taken
at the same time. The exhaust
temperature split data is only
meaningful during full load
conditions. The engine is under
a full load for the converter and
double stall tests. Figures 10
and 11 respectively show the
exhaust temperature split during
the converter and double stall
tests.
There is normally some

difference between the left and
right exhaust temperatures. If
the exhaust temperature split is
greater than 50C (90F) or a
step change in the exhaust
temperature split occurs, this
may indicate a problem.
Possible Causes for a High

2. Leak or break in fuel line
between fuel manifold
and cylinder head.
3. Wrong valve clearance.
6. Restriction in air inlet or
exhaust system.
7. Wrong fuel injector lash.
8. Incorrect fuel injection
timing calibration.
10. Failed exhaust
temperature sensor(s).
13

Impeller Clutch Pressure vs. Left Pedal
The left pedal controls the
impeller clutch pressure. Based
on the left pedal position, the
transmission electronic control
module activates the impeller
clutch solenoid valve. The
impeller clutch solenoid valve
controls the oil flow to the
impeller clutch. The left pedal
acts as an on/off switch at
approximately 40% pedal travel.
When the pedal crosses this
threshold, the impeller clutch
pressure is reduced which limits
the torque being transmitted by
the torque converter. In the last
60% of pedal travel, the service
brakes are engaged. This
relationship can be verified by
gradually depressing the torque
converter pedal through its entire
travel. A typical run at high idle
is shown in Figure 12, and the
results are recorded in Table 6. The table shows the relationship between left pedal position and impeller
clutch pressure at an engine speed of 1675 RPM. The initial impeller clutch pressure could have several
varying values depending on the Reduced Rimpull Setting. Therefore, it is important to set the
reduced/max rimpull enable switch to the MAX position. If the pressure levels significantly change,
further investigation and testing of the system is warranted.
Table 6: Typical Steady State Impeller Clutch Pressures versus Pedal Position @ 1675 RPM
0%
41%
42%
85%
Left Pedal
259 psi
259 psi
72 psi
72 psi
Impeller Clutch Pressure
1786 Kpa
1786 Kpa
496 Kpa
496 Kpa
14
Impeller Clutch Pressure vs. Engine Speed

To improve engine and machine
response during engine
acceleration, the impeller clutch
pressure at low engine speeds
is reduced. Figure 13 shows a
typical run for impeller clutch
pressure when engine speed
increases from low to high idle.
Table 7 shows the steady state
relationship between engine
speed and impeller clutch
pressure. The impeller clutch
pressure ramps from minimum
to maximum between engine
speeds of 950 1100 RPM.
Since VIMS records data at a
one Hertz sample (once per
second) rate, the steady state
relationship between 950
1100 RPM is difficult to capture.
Therefore, it is critical to slowly
ramp the engine speed to
accurately record pressures during the 950 1100 RPM range. If this relationship significantly changes,
Table 7: Typical Steady State Impeller Clutch Pressures versus Engine Speed
750 RPM 950 RPM 1050 RPM 1080 RPM 1673 RPM
Engine Speed
110 psi
215 psi
251 psi
251 psi
Impeller Clutch Pressure 110 psi
758 Kpa
758 Kpa
1482 Kpa
1730 Kpa
1730 Kpa
Possible Reasons for Impeller Clutch Pressure Changes:

1. Damage to internal torque converter seal rings
2. Damage to impeller clutch piston seals.
3. Worn pump.
4. Failed impeller clutch solenoid or impeller solenoid valve.
5. Calibration is needed.
15
SELD7023-02


VIMS BULLETIN
Wheel Loader Signature Test - 992G
Intended audience:
x
x
x
Introduction
This Bulletin enables dealers and their customers to benefit from use of the VIMS to measure and record
machine data while the wheel loader is operated under specific sets of conditions. Every effort has been
made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar
makes ongoing changes and improvements to its products, this Bulletin must be used with the latest
technical information available from Caterpillar to ensure such changes and improvements are
incorporated where applicable.
Summary
This Bulletin describes a signature test that can be run on an operational 992G Wheel Loader equipped
with VIMS to record and analyze vital machine information data. The data can then be compared to
earlier data from the same machine or to other similar machines in the fleet to assist in identifying major
component degradation or problems that have gone undetected by more conventional inspections.
Signature tests include:
1.
2.
3.
4.
5.
6.
Brake System Testing and Operation Temperature

Unloaded Engine Test
Hydraulic Tests
Converter Stall Test
Double Converter Stall Test
Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is
primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or
4,000 service hours, the rate of degradation for various machine systems can be monitored and repair
scheduled in a cost-effective manner.
Data from these tests can also be used for evaluation of loader performance. Some system specific data
analysis techniques are described that can be used to identify potential problems with the loader. These
problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the
monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of
SELD7027
these problems will allow timely troubleshooting and repair scheduling, if needed. As a result,
unscheduled repairs can be reduced.
If the loader meets the requirements for these tests it can be expected to give normal performance during
a loading cycle.
Many of the tests described in this bulletin will require keeping a record of the conditions (grade of road
and surface condition) under which the tests were run. A paper or electronic file that describes the test
conditions should be maintained.
Most accidents involving product operation, maintenance, and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should
also have the necessary training, skills, and tools to perform these functions correctly.
Note: Read and understand all safety precautions and warnings before operating or performing
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional
safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication.
Specific safety warnings for all these publications are provided in the description or operations where
hazards exist.
WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded,
bodily injury or death could occur to you or other persons. Warnings in this publication and on the product
labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in
injury or death. Do not operate or perform any lubrication, maintenance or repair on this product
until you have read and understood the operation, lubrication, maintenance, and repair
information.
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work
method, or operating technique not specifically recommended by Caterpillar is used; you must satisfy
yourself that it is safe for you and others. You should also ensure that the product would not be damaged
or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
Stationary Tests
The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and
electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be
compared to:
2. Earlier tests run on the same machine,
3. Tests run on similar machines.
When the information is analyzed and compared, the overall condition of the machine systems can be
determined without the need for more time consuming installation of service tools.
The data logger and event recorder should be downloaded and reset before beginning these tests. All
the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6
tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional
time will be required.
The machine should be positioned on a dry, hard level surface at least 50 meters from other machines,

The purpose of this test is to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. The test is not intended to measure maximum brake holding
effort. Brake holding effort required to hold a machine at a specific engine RPM will vary from machine to
machine due to differences in engine setting, power train efficiency, and in brake holding capability.
1. Warm the engine, powertrain, and hydraulics such that
a. Coolant temperature is 175 200F.
b. Torque converter outlet oil temperature is 190 230F.
c. Implement oil is 120 190F.
2. Return the engine speed to low idle.
3. Turn on the data logger by typing DLOG on the VIMS keypad.
4. Apply the service brakes, move the bucket off the ground, and disengage the parking brake
5. Move the transmission to 2nd speed forward.
6. Gradually increase the engine speed to maximum engine speed. Hold at maximum engine speed
for 5 10 seconds. The machine should not move forward.
7. Turn off the data logger by typing DLOG on the VIMS keypad.
8. If the loader creeps forward, schedule necessary repairs to the brake system.
9. Place the bucket on the ground, move the hydraulic control levers to the HOLD position, and shut
down the engine.

The purposes of these tests are to record the engine performance during transient and steady state
operating conditions.
1.
2.
3.
4.
5.
6.
Turn the key switch to the ON position, allow VIMS to go through self-diagnostic test.
Wait 10 seconds.
Start the engine.
Run engine at low idle for 10 seconds.
Leave the transmission in neutral and gradually increase engine speed to 900, 1000, 1200, 1400,
1600RPM, and high idle. At each engine speed, engage the throttle lock and hold for 10
seconds. Engine RPM should be within +25 RPM of the desired engine speed.
8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15
seconds. Hold at high idle for 10 seconds.
10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold
at high idle for 10 seconds.
11. Repeat step 9 - 10.
12. Return engine speed to low idle.

x Engine speed
x Engine oil pressure
x Engine coolant temperature

The purposes of these tests are to record the cylinder cycle times and the main relief pressures in the
implement circuits. This determines if the hydraulic pumps are operating efficiently. The implement oil
should be at operating temperature for meaningful test results.
Note:
Before raising the bucket, make sure overhead clearance is adequate. Hitting wires or structures
can cause machine damage and/or personal injury. Tilt cylinder cycle times are not measured
because position data for this cylinder is not recorded on this model.
3a: Cycle Times Lift Cylinder - Raise

1. Engage the parking brake at low idle.
3. With the bucket empty and resting flat on the ground, quickly move the lift control lever to the full
RAISE position until the bucket is fully raised.
4. Lower the bucket to the ground.
5. Repeat steps 3 - 4 two times.
6. Increase engine speed to high idle.
7. Repeat steps 3 4 three times.
3b: Relief Pressure Settings Engine Speed at High idle

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Raise the bucket to the maximum height.

Move the lift control lever to the full RAISE position.
Return lift control lever to the HOLD position.
Repeat steps 2 - 4.
Move the bucket to the full rack back position.
Move the bucket control lever to the full RACK BACK position.
Return the lever to the HOLD position.
Repeat step 7 - 9.
Turn off the data logger.

x Lift cylinder position
x Lift cylinder head pressures
x Engine Speed

conditions against a torque converter stall.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines,
applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning
message to lock on the message center. This condition will prevent the serviceman from observing when
the category 2 warning occurs from hot converter oil temperature during the stall test.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Chock the wheels to prevent movement of the machine, and lower the bucket to the ground.
At low idle, apply the service brakes and shift the transmission to 3rd speed forward.
Raise the engine speed to about 1200 RPM and hold until torque converter oil temperature
reaches 210F.
Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
Apply the service brake and shift the transmission to the highest forward gear available.
Quickly accelerate engine speed from low idle to maximum speed.
Hold for 5 -10 seconds at maximum engine speed or until the torque converter oil temperature
triggers a category 2 warning (250F approx).
Reduce the engine speed to low idle, and shift the transmission lever to neutral.
Raise engine speed to about 1300 RPM and hold until the torque converter temperature cools to
210F.
Reduce engine speed to low idle.
Repeat steps 4 through 10.
Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at

x Engine speed
x Turbo outlet pressure (Boost pressure)
x Right and left exhaust temperatures

conditions against a torque converter stall and an implement hydraulic stall. When measuring the engine
response, accelerating the engine speed should occur first. If the implements and transmission were
stalled before increasing the engine speed, the engine would stall.
Note:
test.
1.
2.
3.
4.
Chock the wheels to prevent movement of the machine.

Position the lift arms at the top of their travel.
At low idle, apply the service brakes and shift the transmission to the highest forward gear
available.
5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature
reaches 210F.
6. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed.
8. Shift the transmission into the highest forward gear available and move the lift control lever to the
full RAISE position.
9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category
2 warning (250F approx).
10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine
speed to about 1300 RPM and hold until the torque converter temperature cools to 210F.
11. Repeat steps 6 through 10.
12. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at

x Engine speed
x Right and left exhaust temperatures.
x Turbo outlet pressure (boost pressure).

The purpose of these tests is to record the steady state operating pressures of the impeller clutch versus
the left pedal position at various engine speeds. For both of these tests, the reduced/max rimpull enable
switch should be set to the MAX position.
Test 6a: Impeller Clutch Pressure vs. Left Pedal Position
1. Lower the bucket to the ground, and increase engine speed to high idle.
3. Leave the transmission in neutral and gradually increase the left pedal from 0% to 100%. Hold at
100% for 5 seconds, and gradually decrease pedal back to 0%.
4. Repeat step 3.
Test 6b: Impeller Clutch Pressure vs. Engine Speed

2. With transmission in neutral and engine speed at low idle, gradually increase engine speed from
low to high idle in 15 seconds. Hold at high idle for 10 seconds.
4. Repeat step 2.
6. Download and clear the data logger.

x Impeller clutch pressure and current
x Engine speed
x Left pedal position
Analysis of Signature Test Data

The following information is the recommended action to analyze the results from the signature tests on
the 992G. Note the specific examples cited in this analysis section are results obtained from one 992G
and results will vary between different machines. Acceptable operating ranges for these tests can be
located in the appropriate service manuals for the 992G.
Stationary Tests
Operating Temperatures and Machine Information
This test was performed to warm the machine to normal operating temperatures for later tests, and to
determine if the brake system is functional. If the loader creeps forward during the brake tests, schedule
necessary repairs to the brake system. The following machine information and operating temperatures
can be recorded in the tables to record conditions for each signature test. This allows repeatability each
time the signature test is run.
Machine Information
Site:
Model:
Unit:
Serial #:
Test Date
Ambient Air
Temp
Operating
Range
N/A
Engine
Coolant
Temp
T/C Out
Temp
Implement
Oil Temp
Atm
Pressure
175-200F
190-230F
120-190F
N/A

Engine Oil Pressure
Engine oil pressure versus engine
speed data can be derived from this
test. The engine speed is set at
various points to record the steady
state engine oil pressure at each
speed. The engine speed versus
oil pressure relationship can be
verified by slowly raising engine
speed from low to high. Figure 1
shows a typical run.
This data can be combined to
provide a plot of engine oil pressure
versus engine speed. Figure 2 was
generated by extracting the data
from Figure 1. The steady state oil
pressure data is recorded in Table
1.
The straight-line curve in Figure 2

represents the oil pressure versus
engine speed warning level that is
used by the Engine Control Module
and VIMS to provide low oil pressure
warning. Oil pressure is checked
against these curves according to
engine speed.
A change in slope of the measured oil
pressure occurs at an engine speed
where the relief valve is beginning to
open. The oil pressure increases
slightly as engine speed increases
until the relief valve is fully opened.
On this machine, the relief valve is set
to open at 83 psi, so the relief valve
never opened in this test.
If the oil temperature and viscosity
grade is the same, and there are
significant changes in oil pressure,
determine the reason and make
repairs as needed.
Table 1: Oil Pressure vs. Engine Speed

Engine Speed 750 RPM 1000 RPM 1200 RPM
57 psi
62 psi
65 psi
Oil Pressure
393 Kpa
427 Kpa
448 Kpa
1400 RPM
67 psi
462 Kpa
1600 RPM
70 psi
483 Kpa
1675 RPM
71 psi
490 Kpa
Possible Reasons for Oil Pressure Changes:

1. Oil level very low.
2. Plugged oil filters.
3. Diesel fuel in lubrication oil.
4. Too much clearance between rocker arm shaft and rocker arms.
5. Oil pump suction pipe has a defect.
6. Oil pressure relief sticks open.
7. Oil pump or scavenge oil pump is worn.
8. Too much clearance between crankshaft and crankshaft bearings.
9. Too much clearance between camshaft and camshaft bearings.
10. Failed oil pressure sensor.
Engine Performance
The 2nd portion of the unloaded

engine test measures the engine
response under no-load
conditions. The engine speed is
high idle. The engine response
is shown in Figure 3 and the
results are recorded in Table 2.
The engine response time is
measured from the initial throttle
input to the time the engine
reaches high idle. It is difficult to
measure the exact response
time because the data is only
collected at a one Hertz (once
per second) sample rate. The
low and high idle engine speeds
are recorded on this graph for
reference. The engine response
time and steady state idle
speeds should not significantly
change over the engine life. If
these parameters do significantly
change, further investigation and
testing of the engine is warranted.
Table 2: Typical Steady State Values for Engine Speed
Low Idle
High Idle
750 RPM + 25 RPM
1675 RPM + 25RPM

Cycle Times
The lift cylinder cycle times are
recorded in this test to give an
indication of pump health. Figures 4
and 5 respectively show the cycle time
test results at low and high idle engine
speeds. The implement oil should be
above 100F (38C) for accurate and
repeatable tests. The average cycle
times for low and high idle engine
speeds are shown in Table 3. If these
times significantly change further
hydraulic system is warranted.
Table 3: Typical Cycles Times @
Low and High Idle Engine Speeds
Lift
Cylinder
Position
2 70
deg
2 70
deg
Average
Cycle
Time
26-27 sec
Engine
Speed
750 RPM
12 13
sec
1656
RPM
Possible Reasons for Slower Cycle Times

1. Worn pump.
2. Leakage in the hydraulic system.
Relief Valve Settings

The main relief pressures for the lift and tilt
head end cylinders are determined by
moving the cylinders up against their stops
and are recorded in Table 4. These results
can be compared to previous tests to
determine if there is a problem with the relief
valve pressure settings.
Table 4: Main Relief Pressures for the lift

and tilt head end cylinders
Lift Cylinder
Tilt Cylinder
Pressure
Pressure
4425 psi
4030 psi
30510 Kpa
27786 Kpa
Possible Reasons for Changes in Relief Pressures:

1. Incorrect adjustment.
2. Failed relief valve.
10
3. Worn pump.
Test 4 & 5: Converter Stall Test & Double Stall Test

Engine Response
The engine response is measured during
both stall tests. In the converter stall test,
the service brake is applied followed by
shifting the transmission into the highest
gear available. Next, the engine speed is
quickly accelerated from low to maximum
speed. In the double stall test, the engine
speed is accelerated before loading with
the transmission and implements. If the
load from the implements and transmission
occur before increasing the engine speed,
the engine would stall. The engine
response is respectively shown in Figures 6
and 7 for the converter and double stall
tests and recorded in Table 5. The engine
response time is measured from the initial
throttle input to the time the engine reaches
stall speed. The response time accuracy is
to the nearest second since the data is
collected at a one Hertz (once per second)
sample rate.
The engine response time for the

double stall cannot be obtained
because the engine speed input
occurred before the transmission and
implements were stalled. The
converter and double stall speeds for
this machine are also shown in
Figures 6 and 7 and recorded in Table
5.
11
The turbo outlet absolute

pressure and torque converter
temperatures are shown for each
test in Figures 8 and 9.
Atmospheric pressure is plotted
with the turbo pressure to
calculate boost pressure. Boost
pressure equals turbo outlet
atmospheric pressure. The boost
pressure is also recorded in Table
5.
The engine response time, stall
speeds and boost pressure
should not significantly change
over the engine life. If these
parameters do significantly
change, further investigation and
testing of the engine,
transmission, torque converter,
and hydraulic systems are
warranted.
Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests
Engine Speed
Boost Pressure
Response Time (minmax engine speed)
1520 + 25 RPM
16 + 1 psi
7 + 1 sec
Converter Stall
1150 + 25 RPM
12 + 1 psi
N/A
Double Stall
Possible Causes for changes in engine response, stall speeds and boost pressure
4. Failed valve(s).
5. Restriction in air inlet and exhaust system.
6. Failed turbo pressure sensor.
12

Exhaust temperature split is the
difference between the right and
left exhaust temperature taken at
the same time. The exhaust
temperature split data is only
meaningful during full load
conditions. The engine is under
a full load for the converter and
double stall tests. Figures 10
and 11 respectively show the
exhaust temperature split during
the converter and double stall
tests.
There is normally some

difference between the left and
right exhaust temperatures. If
the exhaust temperature split is
greater than 50C (90F) or a
step change in the exhaust
temperature split occurs, this
may indicate a problem.
Possible Causes for a High

2. Leak or break in fuel line
between fuel manifold and
cylinder head.
3. Wrong valve clearance.
6. Restriction in air inlet or
exhaust system.
7. Wrong fuel injector lash.
8. Incorrect fuel injection
timing calibration.
10. Failed exhaust temperature
sensor(s).
13

Impeller Clutch Pressure vs. Left Pedal
The left pedal controls the impeller
clutch pressure. Based on the left
pedal position, the transmission
electronic control module activates the
impeller clutch solenoid valve. The
impeller clutch solenoid valve controls
the oil flow to the impeller clutch. The
left pedal acts as an on/off switch at
approximately 40% pedal travel.
When the pedal crosses this
threshold, the impeller clutch pressure
is reduced which limits the torque
being transmitted by the torque
converter. In the last 60% of pedal
travel, the service brakes are
engaged. This relationship can be
verified by gradually depressing the
torque converter pedal through its
entire travel. A typical run at high idle
is shown in Figure 12, and the results
are recorded in Table 6. The table
shows the relationship between left
pedal position and impeller clutch
pressure at an engine speed of 1675 RPM. The initial impeller clutch pressure could have several
varying values depending on the Reduced Rimpull Setting. Therefore, it is important to set the
reduced/max rimpull enable switch to the MAX position. If the pressure levels significantly change,
Table 6: Typical Steady State Impeller Clutch Pressures versus Pedal Position @ 1675 RPM
Left Pedal
0%
41%
42%
85%
Impeller Clutch Pressure
259 psi
1786 Kpa
259 psi
1786 Kpa
72 psi
496 Kpa
72 psi
496 Kpa
14
Impeller Clutch Pressure vs. Engine Speed

To improve engine and machine
response during engine acceleration, the
impeller clutch pressure at low engine
speeds is reduced. Figure 13 shows a
typical run for impeller clutch pressure
when engine speed increases from low
to high idle. Table 7 shows the steady
state relationship between engine speed
and impeller clutch pressure. The
impeller clutch pressure ramps from
minimum to maximum between engine
speeds of 950 1100 RPM. Since VIMS
records data at a one Hertz sample
(once per second) rate, the steady state
relationship between 950 1100 RPM is
difficult to capture. Therefore, it is critical
to slowly ramp the engine speed to
accurately record pressures during the
950 1100 RPM range. If this
relationship significantly changes, further
investigation and testing of the system is
warranted.
Table 7: Typical Steady State Impeller Clutch Pressures versus Engine Speed
750 RPM 950 RPM 1050 RPM 1080 RPM 1673 RPM
Engine Speed
110 psi
215 psi
251 psi
251 psi
Impeller Clutch Pressure 110 psi
758 Kpa
758 Kpa
1482 Kpa
1730 Kpa
1730 Kpa
Possible Reasons for Impeller Clutch Pressure Changes:

1. Damage to internal torque converter seal rings
2. Damage to impeller clutch piston seals.
3. Worn pump.
4. Failed impeller clutch solenoid or impeller solenoid valve.
5. Calibration is needed.
15
SELD7027


File Under Appendix
VIMS BULLETIN
Getting Help and Reference Material
Intended Audience:
the customer job site
x Dealer Shop and Field Service
personnel
Note: Caterpillar Inc. provides a welltrained technical staff to assist
you, if needed. Technical
assistance is available based on
the type of problem you may
experience. If you still need help
after reviewing the VIMS
documentation, you should
contact the appropriate help
source based on the instructions
given in this bulletin.
VIMSpc
VIMSpc consists of equipment that is
not on the machine such as a laptop
computer or desktop computer. For
assistance in solving problems with
VIMSpc hardware or software contact
your local Dealer Solution Network
(DSN) or the VIMS Product Support
Hotline at 1-800-290-1808 for U.S.A.
and Canada or 1-309-675-6229 for
outside North America during the hours
of 8 AM to 5 PM Central time.
(machine operating outside normal

limits), or system events (machine has
an job site electrical fault), contact the
designated technical support Product
Analyst for assistance.
Data Analysis
Downloaded data can be utilized to
determine machine condition and need
for repairs, monitor trend information to
predict future problems, compare
productivity and performance, and create
meaningful output reports for
management evaluation. As effective
methods are identified to aid in analysis
of VIMS information, recommended
practices and techniques will be
communicated through updates and
additions to VIMS Bulletins as well as
other technical documentation.
If help is required in analysis or
interpretation of VIMS data, dealers
should contact the designated technical
support Product Analyst for assistance.
VIMS Reference Material

Reference material is listed below. The
Cat Miner (VIMS) website also offers
additional information and the URL is
https://catminer.cat.com/cda/layout?m=3
27&x=7.
Onboard VIMS
If help is needed in resolving product
problems such as machine events
SELD7008-02
VIMS Reference Material

Title
Form No.
VIMS System Operation (68k)
SENR6059
VIMS System Operation (ABL)
RENR2630
VIMS Truck Payload System with 2nd Gear

Weighing Systems Operation
RENR2635
Road Analysis Control Systems Operation
RENR2636
VIMS Product Bulletin
TEJB6036
The Value of VIMS Application (Fleet) Salesgram
TELQ0279
The Value of VIMS Application (Maintenance) Salesgram
TELQ0280
External Payload Display Salesgram
TELQ3746
VIMS Supervisor Salesgram
TELQ3763
Speed Management for CAT Mining Trucks

TMPH, Speed Managers Salesgram
TEKQ0350
VIMSpc (Dealer License)
JERD2137
VIMSpc (Dealer Subscription)
JERD2138
VIMSpc (Customer Subscription)
JERD2175
VIMS Supervisor (Subscription)
YERA1403
VIMS Guardian (Installation)
REHS2832
VIMS Guardian (Ordering)
PELJ0740
SELD7008-02


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Bulletin No.

VIMS APPLICATION GUIDE

Bulletin No. Date

TAB 2 System and Implementation

TAB 5 Machine Signature Tests

2007 Caterpillar Inc.

Bulletin No. 1-2 (5/06)

VIMS APPLICATION GUIDE

the top right-hand corner of the front

2006 Caterpillar Inc.

Bulletin No. 1-3 (5/06)

VIMS APPLICATION GUIDE

TAB 2 - System and

prepare the customer to use and

TAB 5 - Machine Signature

Bulletin No. 2-1 (7/06)

VIMS APPLICATION GUIDE

VIMS Product Description

VIMS is designed to work on Cat wheel

In addition to providing on-line

VIMSpc software can be used to graph

Additional VIMS Features

VIMS automatically collects data that

Road Analysis Control (RAC)

Examples of prognostics included:

data, perform analysis, and store and

Maximum Payload Speed

The machine system consists of:

Ton Kilometer Per Hour/Ton

The primary function of the VIMS

TKPH is a measure used by tire

Machine System Features:

Machine (Onboard) System

when a condition has exceeded

machine health, performance, and

The Event Recorder provides historical

VIMS coaches the operator to improve

The VIMS Data Logger is a maintenance

VIMS also provides real-time payload

The Data Logger is also a powerful tool

used as an accounting tool, an indicator

The Data Logger records important data,

By studying payload data, a production

Truck Costs Vs Application

2006 Caterpillar Inc.

Bulletin No. 2-2 (5/06)

VIMS APPLICATION GUIDE

designed to help the customer evaluate

4. After initial usage Additional

By being aware what VIMS is capable

2006 Caterpillar Inc.

Bulletin No. 2-3 (5/06)

VIMS APPLICATION GUIDE

through the first one or two thousand

Point of Sale Issues

Computer Hardware and

This bulletin enables dealers to develop

The VIMSpc (off-board software)

It is important that the customer derive

Data collection requires a portable PC

Development of this plan should

Data manipulation requires a PC (either

If not currently available, the customer

A machine, or a fleet, with VIMS must