Libro Completo - (TXT) 793F ITTP

Global Manpower Development
793F off-highway truck
INSTRUCTOR TECHNICAL TRAINING PACKAGE

TABLE OF CONTENTS
INTRODUCTION

- QUICK START GUIDE

- slide/text reference
MODULE 1 - Operators station

- Instructor

- student

MODULE 2 - vims 3G with advisor

- Instructor

- student

MODULE 3 - engine

- Instructor

- student

MODULE 4 - starting system

- Instructor

- student

MODULE 5 - engine fan hydraulic system

- Instructor

- student

MODULE 6 - power train

- Instructor

- student

MODULE 7 - steering system

- Instructor

- student

MODULE 8 - hoist system

- Instructor

- student

MODULE 9 - brake system

- Instructor

- student

SERV1869
793F Off-Highway Truck

INTRODUCTION
TEXT REFERENCE
SERV1869

Introduction
Text Reference
Print Instructor Pages
Print Participant Pages
2009 Caterpillar Inc.

Caterpillar: Confidential Yellow
SERV1869 - 09/09
-2-
Introduction
2_1
NEW FEATURES
C175 16 cylinder engine
The 793F Off-Highway Truck will replace the 793D. The power is supplied by the
new C175 16 cylinder engine. The engine will supply increased horsepower with
more accurate fuel injection control. The fuel system will consist of a low pressure
transfer pump and a high pressure fuel pump supplying fuel to a common rail. The
fuel system delivery will be controlled by a fuel control valve which receives its signal
from a A4:E4 Electronic Control Module.
E
lectronic Clutch Pressure Control
(ECPC) transmission
The transmission for the F Series truck has changed from an Individual Clutch
Modulation (ICM) transmission in the D Series to an Electronic Clutch Pressure
Control (ECPC) transmission. The ECPC transmission modulates clutch engagement
individually, allowing for smoother speed and directional shifts.
Brake hydraulic system
The service and parking brake are controlled hydraulically. The air system for the
brakes has been removed. The hydraulic system is equipped with a new
brake/chassis control valve which controls service and parking (secondary) braking,
automatic retarding control (ARC), and accumulator purging.
The hoist and brake cooling system will maintain the standard and additional retarding
from the 793D.
VIMS 3G with Advisor
The monitoring system will have a complete change over from VIMS to VIMS 3G
with Advisor. VIMS 3G will be a messenger from the each of the individual ECMs on
the truck. Also, at production, VIMS with Advisor will be equipped with optional smart
signal and CANip radio.
SERV1869 - 09/09
-3-
Introduction
New cab
The 793F truck will be equipped with a new cab. The cab changes include
improvements made for operator comfort and improved access for the technician.
The cab also has more interior air movement, with additional louvers for increased
air flow.
Two power train options
The 793F has two different options available to match specific applications and
conditions. All configurations deliver increased speed on grade and are designed for
exceptional, all-around performance. With 10 percent more power at the wheels
than the 793D, the 793F reduces cycle times and lowers cost-per-ton.
Extended life wheel stations
The extended life wheel stations have been developed for uphill hauling applications,
to extend wheel life and hauling performance on long, uphill hauls. Extended life
wheel stations are built with larger, more durable components, including larger
spindles, wider wheel bearing spacing, a larger braking surface and additional discs
in the front for longer brake life and more time between overhauls.
Additional retarding
The additional retarding arrangement was developed for downhill loaded applications,
and typically delivers an extra gear of retarding capability or 25 percent more speed
on downhill grades. Additional retarding is achieved by adding larger brakes and
additional cooling capability. The additional retarding arrangement requires the
extended life wheel stations option.
SERV1869 - 09/09
-4-
Introduction
4_1
TRUCK BODY OPTIONS
Truck body styles:
----
X body
MSD II
Gateless coal body
The truck bodies on the 793F trucks are mandatory options. There are three body
styles available for the 793F trucks.
The X Body is intended for new mine sites and contractor miners. The X body uses
the Caterpillar Mine Specific Design process to create a body that is properly sized
and configured to meet the specific requirements of heavy-duty applications. The
X Body design offers a larger volume with no weight penalty.
The MSD II bodies are intended for established mines and are customized to
suit specific mining applications based on a mine site evaluation. The MSD II is
a lightweight body built for mining applications and achieves excellent payload
performance.
The Gateless Coal Body is intended for dedicated coal haulage applications and can
be loaded to achieve target payload across the full range of coal densities. The body
is designed and built using the MSD II Body concept, ensuring superior durability and
reliability.
SERV1869 - 09/09
Introduction
-5-
GENERAL MACHINE CHANGES

793D
793F
Serial No. Prefix
FDB
SSP
Load Capacity
218 Metric tons (240 tons)
226.8 Metric tons (250 tons)
Gross Weight
383739 kg (946000 lbs)
385007 - 390089 kg
(851000 - 860000 lbs)
Width
7.4 meters (23.3 ft)
7.4 meters (23.3 ft)
Length
12.9 meters (42.2 ft)
13.7 meters (44.9 ft)
Height
6.4 meters (21 ft)
6.4 meters (21 ft)
Body Up Height
13.2 meters (43.3 ft)
13.88 meters (45.5 ft)
Maximum Ground Speed
54.2 km/h (33.7 mph)
60 km/h (37.3 mph)
5_1
793D and 793F MACHINE SPECIFICATIONS
This chart compares the general machine specifications of the 793D to the 793F.
General machine specifications
The general machine specifications are:

---------
Serial number prefix changed from FDB to SSP

Maintained load carrying capacity--from 218 Metric tons (240 tons) to 226.8
Metric tons (250 tons) This variable is dependent on the attachments.
Gross Machine Weight (GMW)--from 383,739 kg (846,000 lbs.) to 386,007390,089 kg (851,000-860,000 lbs)
Width--from 7.4 m (23.3 ft) to 7.62 m (25 ft)
Length--from 12.9 m (42.2 ft) to 13.7 m (44.9 ft)
Height--from 6.4 m (21 ft) to 6.5 meters (21.3 ft)
Body Up Height--from 13.2 m (43.3 ft) to 13.88 m (45.5 ft)
Maximum ground speed--from 54.2 km/h (33.7 mph) to 60 km/h (37.3 mph)
SERV1869 - 09/09
-6-
Introduction
6_1
6_2
HYDRAULIC OIL FILTERS
H
ydraulic oil filter change
intervals
The hydraulic oil filter change intervals on the 793F truck have increased from 500 to
1000 hours.
New filter elements
The new filter elements include cold oil performance gains and increased collapse
pressure.
New features
All the oil filters are now ground level accessible, bottom loading, and have a plug in
the bottom to drain fluids out before the filter is removed.
Hydraulic oil filter intervals
The following hydraulic oil filter intervals have increased to 1000 hours:
-------
steering and fan return filter

fan case drain filter
transmission filter
torque converter filter
brake actuation filter
brake cooling filter
SERV1869 - 09/09
Introduction
-7-
10
12
11
4
14
6
13
15
7_1
CATERPILLAR FAST FILL PANEL
F
ast fill panel ports and
indicators:
1. H
oist and brake oil tank
section fast fill port
2. Engine oil fast fill port
3. Torque converter oil fast fill
port
4. Steering oil tank section fast
fill port
5. Engine coolant fast fill port
6. Fuel tank fast fill port
7. Cold hoist oil full indicator
8. Hot hoist oil full indicator
9. Engine coolant full indicator
10. Grease tank full indicator
11. Cold torque converter oil level
indicator
12. Hot torque converter oil level
indicator
13. Steering oil tank section full
indicator
14. Engine oil full indicator
15. Indicator test switch
The Caterpillar Fast Fill panel is located on the left side of the front bumper.
The fast fill panel allows individual fluid levels to be filled directly from the front of the
truck. Also displayed on the panel are the fluid level indicators.
The fill ports and indicators are:
----------------
hoist and brake oil tank section fast fill port (1)
engine oil fast fill port (2)
torque converter oil fast fill port (3)
steering oil tank section fast fill port (4)
engine coolant fast fill port (5)
fuel tank fast fill port (6)
cold hoist oil full indicator (7)
hot hoist oil full indicator (8)
engine coolant full indicator (9)
grease tank full indicator (10)
cold torque converter oil level indicator (11)
hot torque converter oil level indicator (12)
steering oil tank section full indicator (13)
engine oil full indicator (14)
indicator test switch (15)
SERV1869 - 09/09
Introduction
-8-
8_1
10
11
8_2
REMOTE SWITCH PANEL

Right side of front bumper:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Remote switch panel

Blue light
Engine shutdown switch
Battery disconnect switch
Transmission lockout switch
Transmission lockout lamp
Starter lockout switch
Starter lockout lamp
VIMS payload application
service connector
10. Engine work lamp switch
11. Ladder lamp switch
The remote switch panel (1) is located on the right side of the front bumper.
Above the remote switch panel is a blue light (2) that is illuminated whenever an
active diagnostic code or an active event (Warning Level 2 or higher) is recognized
by the VIMS module.
The engine shutdown switch (3) is used to stop the engine from ground level. The
battery disconnect switch (4) in the OFF position disconnects power to the truck.
The transmission lockout switch (5) initiates NEUTRAL through the Transmission
Electronic Control Module (ECM) allowing the technician to service the machine with
a running engine. The transmission lockout switch also disables the hoist function
through the Chassis ECM. When the transmission lockout switch is ON, the parking
brake is ON, and the ground speed is zero, the transmission lockout lamp (6) will
be ON solid, and the machine will be locked out. The transmission lockout lamp will
flash when the transmission lockout switch is activated, but either the parking brake
is OFF or the ground speed indication is not zero.
The starter lockout switch (7) disconnects battery power to the starter relays on the
electric start engine or the air start relay on the air start engine. When the starter
lockout switch is ON and the ground speed is zero, the starter lockout lamp (8) will
be ON solid and the starter will be disabled. The starter lockout lamp will flash when
the starter lockout switch is activated, but the ground speed indication is not zero.
SERV1869 - 09/09
-9-
Introduction
The starter lockout also transfers power to the ECMs so the VIMS download can be
performed without entering the cab.
Also located on the remote switch panel are the VIMS 3G download service
connector (9), the engine work lamp switch (10), and the ladder lamp switch (11).

OPERATORS STATION
MODULE 1 - TEXT REFERENCE
SERV1869

Module 1 - Operators Station
Text Reference

SERV1869 - 09/09
-2-
5
5
6
2
3
7
8
9
2_1
INTRODUCTION
New cab features
The 793F Off-Highway Truck cab is designed for operator comfort and improved
access for the technician. The cab also has excellent interior air movement with
several louvers for increased air flow.
The machine ECMs are accessible through a cover located on the front of the cab.
The fuse and relay panel are easily accessible from behind the buddy seat without
removal of the trim. The air conditioning filter is easily accessible on the left side
exterior panel.
The wiper location has changed to increase the coverage on the windshield, and a
removable wiper motor mount has increased the serviceability for the technician.
SERV1869 - 09/09
Cab components (front of cab):

1.
2.
3.
4.
5.
6.
7.
8.
9.
Steering wheel
Instrument cluster
Advisor panel
Overhead switch panel
Interior lights
WAVS monitor
Accelerator and brake pedals
Transmission and hoist levers
Switch panel
-3-
This view from the rear of the cab shows the location of the major components inside
the cab:
----------
steering wheel (1)

instrument cluster (2)
Advisor panel (3)
overhead switch panel (4)
interior lights (5)
Work Area Vision System (WAVS) monitor (6)
accelerator and brake pedals (7)
transmission and hoist levers (8)
switch panel (9)
SERV1869 - 09/09
-4-
4
3
5
2
4_1
Cab components (rear of cab):
1.
2.
3.
4.
5.
Full size trainer seat

Operators seat
Fuse-relay panel
Cab fresh air filter
Three-point shoulder belt
The operators station includes a full size trainer seat (1) next to the operators
seat (2).
The fuse-relay panel (3) is located behind the trainer seat and the cab fresh air
filter (4) is located behind the operators seat. Clean or replace the cab fresh air filter
when necessary.
The diagnostic service connectors (not visible) are located between the fuse-relay
panel and the cab fresh air filter.
The seat is equipped with a bright orange three-point shoulder belt (5) for improved
operator restraint.
NOTE: For additional information about the seat and how to properly use it, go
to safety.cat.com.
Additional reference materials are:
The Cat Comfort Seat with Three-Point Operator Restraint: Video (2004). This
video highlights features, including safety features, of Caterpillars Comfort Seat with
Three-Point Operator Restraint. (6 minutes)
Safety Basics--Seat Belts: Video (2007). Volume 2 in Caterpillars Safety Basics
video series. (3 minutes)
SERV1869 - 09/09
-5-
5_1
Overhead switch panel:
1. Traction control test switch
2. Brake retract switch
3. Engine idle shutdown switch
Four switches are contained in the overhead switch panel. The traction control test
switch (1) is used to test the Traction Control System (TCS) by pushing the top of the
test switch. When the switch is pressed, the right and left parking brakes are
tested.
The brake release switch (2) activates the brake release pump.
The optional engine idle shutdown switch (3) allows the engine to conveniently
cool down after operation. The cool down period is intended to extend the life of
components operating at elevated temperatures. The timer feature allows the
operator to exit the truck with the engine running. The operator must activate the
engine idle shutdown switch and then turn the key start switch to the OFF position.
After a five-minute period, the engine will automatically shut off.
SERV1869 - 09/09
-6-
6_1
3
2
Inside front of cab:
1. Mounting bar
2. WAVS camera
3. Object Detection Monitor
6_2
The mounting bar (1) across the top of the cab is used to support optional monitors
that can be installed.
The WAVS camera (2) and the Object Detection Monitor (3) are shown in the bottom
illustration.
SERV1869 - 09/09
-7-
4
5
7_1
Floor of cab:
1. Service brake pedal
2. Accelerator pedal
3. Steering column tilt control
pedal
4. Secondary brake pedal
5. Secondary brake pedal
position sensor
6. Foot rest
The service brake pedal (1) is used to modulate the hydraulic engagement of the
service brakes on all four wheels.
The accelerator pedal (2) controls the engine rpm. The throttle position sensor (not
visible; behind accelerator pedal) provides the pedal position input signal to the
Engine ECM.
The steering column tilt control pedal (3) is used to release the steering column from
the locked position. The column also has the automotive style steering wheel tilt and
telescope control features (not shown).
The secondary brake pedal (4) is used to quickly stop the machine if the service
brake does not function properly. When the operator depresses the secondary brake
pedal, the secondary brake pedal position sensor (5) sends a PWM signal to the
Brake ECM. The Brake ECM sends a current to the parking brake solenoid which
drains the parking brake oil in all four wheels; the machine will stop very quickly.
The foot rest (6) is installed for the comfort of the operator.
SERV1869 - 09/09
-8-
8_1
Steering column components:
1. Manual retarder control lever
2. Multifunction lever
Located on the right side of the steering column is the manual retarder control
lever (1). This lever is used to regulate the machine speed as the truck is traveling
down a grade. The speed is regulated by controlling the amount of brake oil pressure
directed to the front and rear wheel service brakes. The retarder will not apply full
braking capacity.
Moving the lever down increases truck retarding and slows the machine. When the
lever is in the full upward position, the manual retarder is OFF.
The multifunction lever (2) on the left side of the steering column controls the window
wipers, the window washer, the headlight brightness, and the turn signals.
SERV1869 - 09/09
-9-
7
8
5
9
10
11
Front dash panel:
1.
2.
3.
4.
5.
6.
Instrument cluster
Advisor display
Hazard flasher switch
Running lights switch
Fog lamps switch
Three-way access lights
switch
7. Optional heated mirror switch
8. Panel dimmer switch
9. Key start switch
10. Cigar lighter
11. 12 volt DC power receptacle
12. Fan speed switch
13. Temperature variable control
switch
14. HVAC Mode switch
12
13
14
9_1
The instrument cluster (1) contains numerous indicator lights and gauges. The
Advisor display (2) is used to access the data from the VIMS Modules, the Engine
ECM, and the Machine ECMs.
The upper half of the hazard flasher switch (3) turns ON the hazard lights and the
lower half turns the lights OFF.
The running lights switch (4) controls the headlights, parking lights, and taillights.
The switch has three positions:
----
OFF
parking lights and taillights (first detent)
headlights, parking lights, and taillights (second detent)
The upper half of the fog lamps switch (5) turns the lamp in the front bumper ON and
the lower half turns the lamp OFF.
The three-way access lights switch (6) activates the stairway lights. A second
three-way access lights switch is located on the ground level switch panel on the
front bumper.
The optional heated mirror switch (7) controls the heated mirrors.
SERV1869 - 09/09
-10-
The panel dimmer switch (8) changes the intensity of the panel lights. Pushing the
top of the switch increases the intensity and pushing the lower half of the switch
decreases the intensity.
The key start switch (9) controls engine starting. In the ON position, the dash panel
and Advisor display are powered. The instrument cluster gauges will sweep and the
indicators will flash. Advisor will automatically perform an electronic calibration and
an audible alarm will sound. In the ON position, the electronic Thermostat (E-Stat)
will also self calibrate.
The E-stat is an electro-mechanical valve that meters coolant between the engine
and radiator. The stepper motor that controls the valve will self calibrate for up to 30
seconds. This is a new, distinct sound coming from the engine compartment.
Engine Prelube is activated in the start position. The prelube pump will run for 45
seconds or 48 kPa (7 psi), whichever occurs first. The prelube pump will stop just
before the engine starts cranking. There is short delay in the logic before cranking is
initiated. The prelube pump does not run while the engine is cranking.
When the engine starts cranking, the fuel priming pump will start running and does
not run while the prelube pump is running. Also, the priming pump assists the fuel
transfer pump during cranking, so both pumps are runnning when the engine starts
cranking. The priming pump will stop 100 rpm below the low idle speed.
The cigar lighter (10) and 12 volt DC power receptacle (11) are located next to the
key start switch.
The fan speed switch (12) controls the fan speed with an OFF position and three fan
speed positions. The temperature variable switch (13) sends an input to the Brake
ECM which sends an output to the water valve attached to the HVAC unit located
behind the back cover of the cab.
The HVAC Mode switch (14) is a rocker switch with three positions. When the top
section of the switch is pushed, the cab air will be cooled. When the switch is in the
center position, the cab air will be heated. When the lower section of the switch is
pressed, the cab air temperature is controlled automatically. The temperature in the
cab should be between 10 C (50 F) and 32 C (90 F). This variable temperature
is controlled by the temperature control switch.
SERV1869 - 09/09
-11-
11_1
Behind trainer seat:
1. H
igh speed blower circuit
breaker
2. Brake retract motor circuit
breaker
The fuse/relay panel is located behind the trainer seat. A decal (not visible) is located
above the fuse/relay panel to identify the fuse and relay locations. The 15 Amp high
speed blower circuit breaker (1) and the 15 Amp brake retract motor circuit
breaker (2) are located next to the fuses.
SERV1869 - 09/09
-12-
12_1
L
eft frame rail near front of
engine:
The engine main circuit breaker (1) and the alternator circuit breaker (2) are located
inside a box which is installed on the left frame rail near the front of the engine.
1. Engine main circuit breaker

2. Alternator circuit breaker
SERV1869 - 09/09
-13-
2
3
13_1
Rear panel:
1. 12 VDC power port
2. VIMS 3G service connector
3. Cat ET service connector
Located on the rear panel between the operator seat and the trainer seat are the:
----
12 VDC power port (1)

VIMS 3G service connector (2)
Cat ET service connector (3)
NOTE: A VIMS 3G service connector is also located on the remote switch panel
located on the right side of the front bumper.
SERV1869 - 09/09
-14-
4
1
14_1
Center console components:
1.
2.
3.
4.
Transmission shift lever

Shift control release button
Decrement button
Hoist control lever
The transmission shift lever (1) is located on the center control stand in the cab. The
transmission has six speeds forward and one reverse speed. The parking brakes
are automatically engaged when the shift lever is in PARK. To select REVERSE,
NEUTRAL, or FORWARD, depress the shift control release button (2) and pull the
lever into the desired position.
In the Drive position, the transmission will shift between first gear and any selected
gear higher than second (third through sixth). In the Second position, the transmission
will only shift between first and second gear. In the First position, the transmission
will remain in first gear.
The increment button (not visible) on the front of the transmission shift lever is used
to raise the selected high gear limit. Sixth gear is the maximum high gear limit. The
decrement button (3) on the left side of the shift lever is used to lower the selected
high gear limit. Third gear is the minimum high gear limit in the D position.
Each time the truck is started, the Transmission ECM defaults to the highest gear
available. If the operator decides to limit the highest gear to fourth, the decrement
button is used while watching the Advisor panel to visually confirm the new
selection.
The increment and decrement buttons are also used to test the parking brake.
NOTE: Refer to the 793F Operation and Maintenance Manual (SEBU8406) to
perform the parking brake test.
SERV1869 - 09/09
-15-
The hoist control lever (4) raises and lowers the truck body. The four positions of the
hoist lever are RAISE, HOLD, FLOAT, and LOWER. The truck should normally be
operated with the hoist lever in the FLOAT position. Traveling with the hoist in the
FLOAT position will make sure the weight of the body is on the frame and body pads
and not on the hoist cylinders.
SERV1869 - 09/09
-16-
1
6
5
4
16_1
C
enter console stand
components:
1. ARC UP / DOWN switch
2. ARC ON / OFF switch
3. Throttle back up and lock
switch
4. Left window switch
5. Right window switch
6. WAVS switch
The Auto Retarder Control (ARC) UP / DOWN switch (1) is used after the proper
machine speed is selected during an ARC operation. Pressing the top or the bottom
of the switch for three seconds will maintain the desired ground speed. If the speed
needs to be increased, momentarily press the top of the switch again. If the speed
needs to be decreased, momentarily press the bottom of the switch.
The ARC ON / OFF switch (2) activates the ARC feature. Pressing the top of the
switch turns the ARC ON and pressing the bottom of the switch turns the ARC OFF.
The throttle back up and lock switch (3) is used for two purposes:
---
If there is a malfunction of the throttle PWM sensor, the operator can hold
the switch to raise the engine RPM above low idle to move the machine off
the haul road or to a service area.
Throttle lock will maintain the engine RPM at full throttle without depressing
the throttle pedal. When the truck is at the desired speed, fully depress the
throttle pedal and depress the switch. The throttle lock indicator on the dash
panel will illuminate indicating the function is activated. This feature is to
help the operator on long, flat haul roads. To deactivate throttle lock, press
the bottom of the switch, apply either brake pedal, or move the transmission
shift lever. If there is a failure of any critical component, throttle lock will be
deactivated.
NOTE: The throttle lock function is deactivated from the factory. Cat ET must
be used to activate the throttle lock function.
SERV1869 - 09/09
-17-
The left window switch (4) and the right window switch (5) raise and lower the door
windows.
The WAVS switch (6) overrides the front and rear WAVS cameras, which causes the
WAVS to use only the right side camera. The WAVS system is discussed later in
this module.
SERV1869 - 09/09
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2
1
18_1
18_2
4
3
18_3
WAVS components:
1.
2.
3.
4.
LCD display
Front camera
Right camera
Rear camera
18_4
The 793F Truck can be equipped with the Work Area Vision System (WAVS). WAVS
is a closed circuit video monitoring system used to view areas around the truck
where there is no clear line of sight.
The WAVS on the 793F Truck includes a 178 mm (7 inch) LCD display (1) and
three cameras. The cameras are mounted at the front, rear, and right side of the
machine.
The front camera (2) views the front of the truck, the right camera (3) views the right
side of the truck, and the rear camera (4) views the rear of the truck.
NOTE: For more information about the WAVS system, refer to the WAVS
Operation and Maintenance Manual (SEBU8157) and the WAVS Systems
Operation Testing and Adjusting Manual (RENR9833).
SERV1869 - 09/09
-19-
19_1
1
2
5 4
6
7
19_2
Comfort seat:
1.
2.
3.
4.
5.
6.
7.
Seat heater control switch

Seat back control lever
Fore and aft seat control lever
Air compressor knob
Ride zone indicator
Seat cushion tilt
Shock absorber adjustment
lever
The operators seat is a self-contained unit which uses 24 VDC to power the seat
heater and the seat air compressor.
The seat heater control switch (1) is a round, two position rocker switch. The top
of the switch has a LED which illuminates when the seat temperature is increased.
Pressing the bottom of the switch lowers the seat temperature.
The seat back control lever (2) allows the operator to move the seat back cushion
forward or backward approximately 0 to 30 degrees.
The fore and aft seat control lever (3) allows the operator to move the seat back and
forth.
The knob (4) on the lower left side of the seat controls the electrically driven air
compressor. The compressor supplies the air to raise the seat (increase the load
on the seat). Pushing the knob IN will cause the air compressor to increase the air
supply to the seat. Pulling the knob OUT will relieve the air pressure in the seat. A
small hissing sound will occur when the switch is pulled out. Adjust the seat until the
white line is in the green for the ride zone indicator (5).
The seat cushion tilt (6) can change the angle of the cushion approximately 8 degrees
with the two position slots.
SERV1869 - 09/09
-20-
The shock absorber adjustment lever (7) allows the operator to set the firmness of
the seat. Pushing the lever down will increase the seat firmness.
The seat is equipped with a bright orange three-point shoulder belt for improved
operator restraint.
NOTE: For additional information about the seat and how to properly use it, go
to safety.cat.com.
Additional reference materials are:
The Cat Comfort Seat with Three-Point Operator Restraint: Six minute video
(2004)
Safety Basics--Seat Belts: Video (2007). Volume 2 in Caterpillars Safety Basics
(three minutes)
SERV1869 - 09/09
-21-
21_1
2
Rear of cab:
1. Blower motor and fan
2. Windshield washer reservoir
/ pump
3. Heat/air conditioning control
valve
4. HVAC fan blower motor
connector
21_2
The top illustration shows the back cover of the cab with a lifting device attached.
Remove the large bolt in the center and install a swivel for the lifting device. Remove
the four bolts to remove the cover and allow access to the components in the back
of the cab.
The bottom illustration shows the following components:
-----
blower motor and fan (1)

windshield washer reservoir (2)
heat/air conditioning control valve (3)
HVAC fan blower motor connector (4)
This connection goes through the plate and is connected to the blower motor (not
shown) of the HVAC unit.
SERV1869 - 09/09
-22-
22_1
22_2
HVAC components:
1. R
ecirculating fan and motor
(optional)
2. HVAC recirculating air
temperature sensor
3. Electronic actuator
The optional recirculating fan and motor (1) removes large air particles before the air
enters the cab filter.
The HVAC recirculating air temperature sensor (2) sends a signal to the Brake ECM
indicating recirculating air temperature.
The lower illustration shows the location of the electronic actuator (3). This actuator
uses a PWM signal between 5% and 95% to control the amount of warm engine
coolant into the cab HVAC unit.
This electronic actuator is being used along with the A/C compressor to maintain
an operators desired temperature. The automatic temperature control will maintain
the operators desired temperature. The cab will be cooled down or heated up
depending on operators demand.
Without an automatic temperature control configuration (open loop), the position of
the water valve actuator is based on the position of the temperature control switch
on the front dash panel.
SERV1869 - 09/09
-23-
2
23_1
Cab air temperature sensors:

1. Louver temperature sensor
2. Recirculating air temperature
sensor
The cab has a louver temperature sensor (1). The louver temperature sensor, along
with the recirculating air temperature sensor (2), ensures that the temperature within
the cab is at the temperature desired by the operator.
If there is a problem with either temperature sensor, the HVAC electronic control
system will default to the manual system and the temperature will be controlled
manually by the air temperature switch.
SERV1869 - 09/09
-24-
24_1
Electric window control
The electric window control is new on the 793F trucks. The system relies on a switch
to control the current to the motor to raise and lower the window as required.
NOTE: The regulator assembly is equipped with a thermal protection circuit to
protect the motor from damage. Depending on air temperature, window load,
and usage, the motor may trip after several cycles. Consider this normal and
not to be a defective regulator. Allow to cool for 10 minutes to reset the thermal
protection between testing.
SERV1869 - 09/09
1
Machine ECMs:
1.
2.
3.
4.
5.
Transmission ECM
Chassis ECM
Brake ECM
VIMS Main ECM
VIMS Application ECM
-25-
2
25_1
The illustration above shows the location of the ECMs. To access the ECMs, loosen
the thumb screws and lower the door (not shown) at the front of the cab.
The Transmission ECM (1), the Chassis ECM (2), and the Brake ECM (3) are A4:M1
ECMs equipped with two 70-pin connectors.
The A4:M1 ECMs receives three different types of input signals:
1. Switch input: Provides the signal line to battery, ground, or open.
2. PWM input: Provides the signal line with a square wave of a specific frequency
and a varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage
level pattern signal, or a sine wave of varying level and frequency.
The A4:M1 ECMs have three types of output drivers:
1. ON/OFF driver: Provides the output device with a +Battery voltage (ON) or
less than one Volt (OFF).
2. PWM driver: Provides the output device with a square wave of fixed frequency
and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with
pull-in current for a specific duration and then decrease the level to hold-in
current for a specific duration of the on time. The initial higher amperage gives
the actuator rapid response and the decreased level is sufficient to hold the
solenoid in the correct position. An added benefit is an increase in the life of
the solenoid.
SERV1869 - 09/09
-26-
The A4:M1 ECM has built-in diagnostic capabilities. When a fault is detected, the
ECM logs events in memory and diagnostic codes for troubleshooting. The events
and codes can be displayed on the VIMS Advisor panel or through Cat ET.
The VIMS Main ECM (4) and the VIMS Application ECM (5) are each equipped with
one 70-pin connector. The VIMS Main ECM provides diagnostic features through
the advisor panel. The VIMS Application ECM controls truck features such as the
Truck Payload Measurement System (TPMS).
SERV1869 - 09/09
-27-
2
27_1
Left side of cab:
1. Air conditioning filter
2. Left side exterior panel
3. Fill spout
The air conditioning filter (1) is accessible by removing the thumb screw on the left
side exterior panel (2). No tools are required for service.
The cab has a 9.5 L (2.5 Gal) washer fluid bottle with a 25.4 mm (1 inch) diameter
fill spout (3).

SERV1869

Module 2 - VIMS 3G with Advisor
Text Reference

SERV1869 - 09/09
-2-
VIMS 3G MONITORING SYSTEM
RS-232
Minestar
CANip
Radio
Ethernet
VIMS Main Module

(A4:N4)
CAN Data Link
VIMS Service Lamp
FEATURES
- Event System
- Histograms, Totals Trends
- Datalogger
- Snapshot
- Telemetry Radio
- CANip Radio
+B Voltage
Alternator "R" Terminal

CAT ET Service Tool
Connector
CAT Data Link
+B Voltage
RH Red Lamp
Relay
RS-485
To Machine and
Engine ECMs
CAN Data Link
+B Voltage
LH Red Lamp
To Instrument
Cluster
VIMS Application Module

(A4:N4)
+B Voltage
RH Green Lamp
Cab VIMS 3G
Connector
FEATURES
+B Voltage
Optional
Scoreboard
- Road Analysis and Control

- Torque Estimator
- (TPMS) Truck Payload
- Measurement System
- Truck Scoreboard Display TKPH
LH Green Lamp
Left Rear Strut Pressure Sensor
Ethernet
Right Rear Strut Pressure Sensor
RS-232
Left Front Strut Pressure Sensor

Right Front Strut Pressure Sensor
Bumper VIMS 3G
Connector
2_1
INTRODUCTION
The 793F is equipped with the VIMS 3G and Advisor as the main monitoring
system. The VIMS 3G monitors various Machine and Engine ECMs and delivers the
machine status data to the Advisor panel and/or the instrument cluster. The Advisor
panel and the instrument cluster replace the message center module and keypad
that was in the 793D Truck.
Instrument cluster
The instrument cluster is a cab display that shows the operator status of the various
machine parameters and alerts the operator of specific machine conditions.
ECMs and Advisor panel
The ECMs and Advisor panel communicate over the CAT Data Link. The Advisor
panel communicates with the instrument cluster over the CAN Data Link. The VIMS
3G modules receive information from machine switches and sensors via the Machine
ECMs.
VIMS 3G features
The VIMS 3G is a state-of-the-art onboard system with the following features:

---
Machine systems are monitored for the operator / technician.

The productivity information for the Payload is measured by the system and
stored in onboard memory. This information can be downloaded later for
analysis.
SERV1869 - 09/09
-3-
--
--
Data links
bnormal machine conditions and/or incorrect operation of the truck

A
are identified. The diagnosis of these abnormal conditions will allow the
operator to modify the operation of the machine to correct the problem. The
service technician is able to schedule maintenance for the machine if the
condition is not related to the operation of the machine.
Information that can help predict potential problems before failures can be
identified. This allows the maintenance of the machine to be scheduled
during the preventive maintenance servicing interval.
VIMS 3G modules use the following Links to transfer data to and from the VIMS
3G Main module:
----
Types of data
CAT Data Link - This two-wire data link allows communication between
VIMS 3G and the other Machine ECMs.

Ethernet
- This three-wire data link enables communication between VIMS
3G and the service tool (laptop computer).
CAN Data Link (J1939) - The CAN is also a two-wire data link equipped
with fixed resistance at each end allowing communication between the VIMS
3G Main module, the VIMS 3G Application module, the Engine ECM, and
the Machine ECMs.
VIMS 3G module uses three types of data. The three types of data listed below are:
----
Internal - The data is generated within the VIMS 3G Main module. The date
and time are examples of internal data.

Communicated
- The data is received through the CAT Data Link and/or
the CAN Data Link from other machine systems. For example, the engine
speed is received through the CAT Data Link from the Engine ECM.
Calculated - The data is mathematically determined by VIMS 3G internally.
VIMS 3G Main module
The VIMS 3G Main module sends and receives information over the CAT Data Link
and CAN Data Link supporting machine events, snapshots, data logger, histograms,
trends, totals, and payload functionality. VIMS 3G is no longer responsible for
generating all events within the system. Events will now be generated by the various
ECMs on the machine. VIMS 3G will record a list of the occurrences as reported by
the other ECMs.
VIMS 3G Application module
The VIMS 3G Application module receives data from the left front, left rear, right
front, and right rear strut pressure sensors. This sensor data assists the VIMS 3G
Application module with configuring the payload calculations.
The VIMS 3G Application module grounds the individual relays to illuminate the
payload monitoring lamps. When loading begins, the green light will illuminate.
When the VIMS 3G module determines that the truck is one load away from the total
payload, the red light will flash. After the truck is at full payload, the red light will stay
illuminated.
NOTE: The optional scoreboard display replaces the red and green payload
monitoring lamps.
Flashing and downloads are accompanied by using either the cab or bumper service
connector. CAT Data Link and CAN Data Link are both accessible using the bumper
service connection.
SERV1869 - 09/09
-4-
INSTRUMENT CLUSTER
Power Train
Brake System System Check
Engaged
Brake System
Check
Action
Lamp
Engine
RPM
Electrical
System
Body Up
Transmission in Reverse
Machine Lockout Active
Check Engine
High Beam
Retarder Engaged
Primary Steering
Loss
Traction Control
System Engaged
Engine Coolant
Temperature Gauge
Torque Converter
Oil Temperature
Gauge
Throttle Lock
Machine
Immobilizer
Right Turn Signal
Left Turn Signal

Truck Speed
n/min
mph
Active Gear
and Direction
km/h
kPa psi
Brake Oil
Temperature Gauge
Fuel Level Gauge
Active Event / Diagnostic

Indicator
LCD Display
Window
Service Hour
Meter
4_1
Instrument cluster
Shown is the Instrument Cluster located in the center of the front dash panel. The
Instrument Cluster includes 18 dash indicators, five analog gauges, and a LCD digital
display (below the tachometer). The LCD display window includes the truck speed,
gear, and direction on the top of the display and the service hour meter on the bottom
of the display.
Monitored parameters
The five parameters monitored by the analog gauges are:

------
LCD display
Engine coolant temperature (upper left)

Brake oil temperature (lower left)
Engine speed (center)
Transmission oil temperature (upper right)
Fuel level (lower right)
The Instrument Cluster also contains a backlit LCD display. The LCD display
indicates ground speed at the upper left of the LCD display. The transmission gear
and direction is displayed at the upper right of the LCD display. The Service Hour
Meter, indicating total engine hours, is shown at the bottom of the LCD display. Also,
the LCD display is equipped with an Active Event / Diagnostic Indicator which
illuminates if any event or diagnostic code is active.
SERV1869 - 09/09
Mode / alert indicators
-5-
Up to eighteen mode / alert indicators are contained in the Instrument Cluster.

Depending on how the truck is equipped, some of the indicators may not be active.
These indicators are activated by Advisor through the CAN Data Link. Depending on
the mode of operation or status, the indicators will be illuminated when the associated
machine modes are activated or when abnormal machine conditions exist. The
illustration shows the following mode / alert indicators:
------------------
Left turn (GREEN)

Throttle lock (YELLOW)
Primary steering (loss) (RED)
Engine system - check (RED)
Parking brake engaged (RED)
Brake system - check (RED)
Power train - check (RED)
Action lamp (RED)
Charging system (RED)
Body up (RED)
Machine lockout (active) (GREEN)
Transmission reverse - desired (YELLOW)
High beam (BLUE)
Retarder engaged (YELLOW)
Traction control system (YELLOW)
Machine immobilizer (RED)
Right turn (GREEN)
NOTE: At machine start-up (key ON), the LCD display in the Instrument
Cluster will briefly display the Instrument Clusters part number. The Advisor
ECM software is model specific, reflecting the differences between Instrument
Clusters. The Instrument Cluster and the Advisor software must match for the
Instrument Cluster to operate properly.
SERV1869 - 09/09
-6-
WARNING CATEGORIES
Category
Message Display
Action Lamp
Level 1
Displayed on Advisor screen
Solid amber
N/A
Level 2
Flash red
N/A
Level 2S
Flash red
Sound continuously
Level 3
Flash red
Pulse
Action Alarm
6_1
Warning categories
Level 1 Warning
Level 2 Warning
Level 2S Warning
Advisor provides four warning categories utilizing a pop-up warning message on

Advisors screen. The front action lamp (contained in the instrument cluster), the
rear action lamp, and an action alarm are used in different combinations to signal the
operator. The four warning category indicators are:
-

-

-

Level 1 Warning : A warning appears on the Advisor screen, describing the

event or diagnostic failure. The Action Lamp will illuminate to solid amber.
The warning can be acknowledged (snoozed) by pressing the OK button,
and will not reappear for several hours, depending on the failure or event
(or if the event or failure does not reoccur). The Level 1 Warning will result
in the Active Event / Diagnostic Indicator being illuminated.
Level 2 Warning: A warning appears on the Advisor screen, describing the
event or diagnostic failure. The Action Lamp will flash red, alerting the
operator to change the machine operation mode. The warning can be
acknowledged (snoozed) by pressing the OK button, and will not reappear
for one hour, depending on the event or failure (or if the event or failure does
not reoccur) and the Action Lamp will stop flashing.
Level 2S Warning: A warning appears on the Advisor screen, describing
the event or diagnostic failure. The Action Lamp will flash red and the Action
Alarm sounds continuously, alerting the operator to change the machine
operation mode. The warning can be acknowledged (snoozed) by pressing
the OK button.
SERV1869 - 09/09
Level 3 Warning
-7-
Level 3 Warning: A warning appears on the Advisor screen, describing the

event or diagnostic failure. The Action Lamp will flash red, and the Action
Alarm will pulse to alert the operator to shut down the machine. The Action
Lamp will continue to flash red and the Action Alarm will continue to pulse
after the operator acknowledges the warning. If applicable, the appropriate
system check light will illuminate.
NOTE: A level 3 indicates that a serious failure has occurred in the specified
machine system. Machine damage is most likely imminent and/or the safe
operation of the truck may be compromised. The operator should immediately
shut down the machine and service personnel should investigate the problem
before continuing machine operation.
SERV1869 - 09/09
-8-
1
N
03:55:46 07/7/2007
ARC 29 mph
Operator
Monitor
Payload
Service
6
2
3
4
5
8_1
ADVISOR MENUS
Advisor panel
The Advisor panel located in the front dash, supports the instrument cluster in
manipulating data from the VIMS 3G Modules, the Engine ECM, and the Machine
ECMs. Data shared between the Instrument Cluster and the Advisor panel travels
over the CAN Data Link. Data flowing between the Advisor panel and the ECMs
travels over the CAT Data Link. At machine start-up (key ON), an introduction screen
appears and Advisor performs a self-test routine. After a few seconds, the main
screen will appear as shown in the illustration.
User interface buttons
Five user interface buttons on the right side of the Advisor screen are used to navigate
through the numerous Advisor screens, to make menu selections, or to enter data.
The functions of the user interface buttons are:
LEFT / UP Arrow Button (1) - This button is used for screen navigation or data entry
and can be used to scroll up a vertical list, scroll left across a horizontal list, or adjust
a setting.
DOWN / RIGHT Arrow Button (2) - This button is also used for screen navigation
or data entry and can be used to scroll down a vertical list, scroll right across a
horizontal list, or adjust a setting.
SERV1869 - 09/09
-9-
BACK Button (3) - This button is used:

---
to go up one level in a stair-step (hierarchical) menu structure, or to return

to the previous screen, much the same as the BACK Button is used in
Windows Internet Explorer;
as a backspace, or cancel key when the operator or technician wishes to
delete entered characters.
HOME Button (4) - This button is used to return to the home menu screen, regardless
of what screen is currently displayed.
OK Button (5) - This button is used:
---
to make selections from a screen;

to confirm an entry, such as a password, or for saving an operator profile
entry.
Navigation through the menus and sub-menus is accomplished by using the ARROW
Buttons (6) to highlight the desired selection, then pressing the OK Button. The
ARROW Buttons are also used to highlight a mode or to set a parameter. Pressing
the OK Button selects that option.
NOTE: The five buttons at the left of the display screen function as presets.
The operator can navigate to any screen, then return to the desired screen by
presetting that button. Initially, no function is available until programmed and
saved with a profile. The buttons at the left of the display screen currently have
no function.
SERV1869 - 09/09
-10-
ADVISOR HOME
MENU SELECTIONS
Main
Menu
Operator
Monitor
Payload
Service
Setting
Service Mode
10_1
Advisor main menu
Advisors menu structure is arranged in a stair-step, or hierarchical list format. When

the operator or technician selects an option from a menu or list, the resulting screen
is one level down from that selection. More selections, or options, may be available
from that screen as well. There may also be more than one page of information or
options to be displayed from any level. This is indicated by the More Options icon,
which may point left, right, up, or down depending upon how the data or list is
arranged.
The illustration above shows the options that are available from Advisors Home Menu
screen. The Home Menu screen and its options will be displayed upon pressing the
HOME button from any screen within Advisor.
SERV1869 - 09/09
-11-
03:55 07/7/2007
ARC 29 mph
Operator
Monitor
Payload
Service
11_1
OPERATOR
Current Profile =
Select Profile
Glen
View/Save Current
Press
Create Profile
to select a
Delete Profile
profile.
OK
11_2
Operator Menu
Operator menu options
The Operator menu allows the user to perform the following:

------
Select a profile
Edit / save current profile
Create a profile
Delete a profile
Factory Set (recalls default settings)
SERV1869 - 09/09
-12-
OPERATOR MENU SELECTION

Save
Profile
Units
Select Profile
Profile Name
Selection Screen
(Up to 10 Names)
Edit / Save
current
Operator
Create Profile
Profile Name
Creation Screen
(Numbers / Letters)
Delete Profile
Profile Name
Deletion Screen
(Up to 10 Names)
Factory Set
Selects the Factory

Default Settings
Language
Lights ON
Dimming
Lights OFF
Dimming
Contrast
12_1
Complete operator menu
The Operator option allows the operator or technician to access the Operator
Profile Menu. From the Operator Profile Menu, the operator may select, edit, create,
delete, or save changes to an operator profile. The operator may also reset a profile
back to factory settings or recall the previous setting used, regardless of what profile
was last used.
Operator profile
An Operator Profile is a personalized set of preferences (file) identified by a name.

Once created, the operator may associate various parameters for implement modes
and settings, display settings, and power train settings to that profile. After all of the
parameters have been adjusted to the operators preference, the operator may then
save the parameters for future use. These parameters are set using the Settings
option that will be discussed later in this module.
NOTE: If the Advisor panel display receives a power disconnect before six
minutes of saving the profile, the profile will not be saved. However, if the
Advisor panel display receives a key switch cycle, the profile will be saved.
SERV1869 - 09/09
-13-
03:55:46 07/7/2007
ARC 29 mph
Operator
Monitor
Payload
Service
13_1
Monitor: Parameter Screen

Ambient Air
Temperature
System Air
Pressure
26C
Engine
Speed
1035 kPa
System
Voltage
1800 rpm
23 V
13_2
Monitor Menu
View parameters
The Monitor menu option allows the user to view four parameters. The navigation
button is used to select the parameter or to view a different parameter. Press the OK
button to obtain a list of available parameters.
The operator can use the buttons on the right side to select the desired parameters
to be monitored. The highlighted section of the quad will be the section that will be
changed if it is necessary to monitor the status of another parameter.
NOTE: If the engine is equipped with electric starting, the System Air Pressure
monitoring default screen will have asterisks in place of the air pressure.
SERV1869 - 09/09
-14-
03:55 07/7/2007
ARC 29 mph
Operator
Monitor
Payload
Service
14_1
14_2
Payload Menu
View payload information
The Payload menu option is entered by selecting Payload from the Main menu. The
Payload menu option allows the user to view the information for the payload.
The payload menu will display the following as the truck gets loaded:
-------
Payload gauge
Loading
Loading - Last Pass
Fully Loaded
Traveling Loaded
Stopped Loaded
Dumping
The payload gauge indicates the current payload. The maximum value of the gauge
indicates the payload over load limit.
SERV1869 - 09/09
-15-
03:55 07/7/2007
ARC 29 mph
Operator
Monitor
Payload
Service
15_1
Service
Service Parameters
Calibrations
System Tests
System Information
Press
OK
to enter the
calibrations
menu.
15_2
Service Menu
Six submenus
The Service menu contains six submenus. The following is a list of the submenus:
-------
Diagnostics (not shown)

Service Parameters
Calibrations
System Tests
System Information
Tattletale (not shown)
SERV1869 - 09/09
-16-
SERVICE MENU
DIAGNOSTICS SUBMENU
Active
Events
Logged
Events
Trigger
Snapshot
Diagnostics
Data Logger
Start
Data Logger
Reset
16_1
Diagnostics submenu
This illustration shows the diagnostics submenu within the service menu.
Active Events menu
The Active Events menu option shows the ECM and the service hours for each
event. The following is a list of information that is displayed for the active event:
-------
Logged Events menu
Electronic Control Module

Event Code
Date of occurrence
Time of occurrence
Warning Level
Number of occurrences
The Logged Events menu option shows the list of events and diagnostic codes that
have been recorded. Logged events can only be cleared by downloading and
resetting the VIMS 3G Main module with Cat ET.
The Trigger Snapshot menu option allows the user to manually initiate a snapshot of
the system in addition to the snapshots that are already programmed. The snapshot
will remain active until the time has elapsed.
SERV1869 - 09/09
-17-
Data Logger Start menu
The Data Logger Start menu option allows the user to initiate the data logger. If the
information for the data logger is being downloaded from the machine, the data
logger cannot be started. The operator can initiate and stop the data logger numerous
times until a total of thirty minutes of data logging has elapsed.
Data Logger Reset menu
The Data Logger Reset menu option allows the user to reset the data logger, which
clears all of the logged information. Thirty minutes will be available after the data
logger has been reset.
NOTE: The Data Logger is the only onboard file that can be reset through the
Advisor display. The Advisor must either be in the Service Mode or Cat ET must
be connected to the data link to reset the data logger.
SERV1869 - 09/09
-18-
N P R N 6
Service: Diagnostics
ACTIVE
EVENTS
Active Events
Logged Events
Trigger Snapshot
Data Logger Start
Press
OK
to
view Active
Events
18_1
18_2
High Engine Coolant Temp
Code : E361 (1)

Time : 16:32
EVENT DESCRIPTION
LEVEL
1
2
High Fuel Rail Pressure
2
High Fuel Rail Pressure
2
High Air Inlet #1 Diff Pres
2
High Air Inlet #2 Diff Press
2
= Prev Details = OK Next =
SMH : 643.0
Date : 05/02/2008
MID : 36 Engine Control

Level : 1
Num Occ : 2
Duration (sec) : 150 Data Value : 140C
= Prev
Next =
18_3
Active Events
18_4
The top right illustration shows the first four items of the Diagnostics submenu.
Use the Up / Down arrow buttons on Advisor to highlight Active Events.
Press the OK button to view a list of all the events that are currently active on the
truck.
The bottom left illustration displays a list of all the events that are currently active on
the truck.
Use the Up / Down Arrow button on Advisor to highlight a specific event and then
press the OK button to view additional information.
The bottom right illustration shows the Active Event Information screen for a specific
event (High Engine Coolant Temperature).
SERV1869 - 09/09
D
ata on the Active Event
Information screen
-19-
The Active Event Information screen shows the following:

---------
Event Error Code

Service meter hours at the time the event occurred
Time and date the event occurred
Associated ECM (MID)
Warning Level
Number of event occurrences
Duration of the event
Value of the occurrence
Press the Back button on Advisor twice to Return to the Top Level menu of the
Diagnostics submenu.
SERV1869 - 09/09
-20-
N P R N 6
LOGGED
EVENTS
Active Events
Logged Events
Trigger Snapshot
Data Logger Start
Press
OK
to
view Logged
Events
20_1
20_2
High R-R Brake Oil Temp
EVENT DESCRIPTION
LEVEL
High R_R Brake Oil Temp
1
High R_R Brake Oil Temp
3
MID 116
Levle : 2
Code : E89 (2)
Time : 16:29
SMH : 675.8
Date : 5/02/2008
Dur : 00:00:0
Details =
OK
Next =
Next =
20_3
Logged Events
20_4
Use the Up / Down arrow buttons on Advisor to highlight Logged Events.

Press the OK button to view a list of all the logged events.
The Logged Events list shows a list of all the events that have been logged on the
truck. Events that have changed from active to inactive are displayed on the
Logged Events list.
Use the Up / Down Arrow button on Advisor to highlight a specific event and then
press the OK button to view additional information.
The lower right illustration shows the Logged Event Information screen for a specific
event (High Rear Right Brake Oil Temperature).
D
ata on the Logged Event
Information screen
The Logged Event Information screen shows the following:

------
Associated ECM (MID)

Warning Level
Event Error Code
Time and date the event occurred
Service meter hours at the time the event occurred
Press the Back button on Advisor twice to return to the Top Level menu of the
Diagnostics submenu.
SERV1869 - 09/09
-21-
Snapshot
Status =
####
Active Events
Logged Events
Trigger Snapshot
Press OK to
Trigger a
Snapshot
Data Logger Start
21_1
Active Events
Logged Events
Trigger Snapshot
Data Logger Start
Snapshot
Status =
Performed
Press OK to
Trigger a
Snapshot
21_2
Trigger Snapshot option
Use the Up / Down arrow buttons on Advisor to highlight the Trigger Snapshot
option. The snapshot status on the right should initially be #### (top illustration).
Press the OK button on Advisor to trigger a snapshot.
Once the snapshot has been triggered, the snapshot status should change to
Performed (bottom illustration).
A snapshot records data from all the available parameters on the truck from five
minutes before the snapshot was triggered to one minute after the snapshot was
triggered.
NOTE: The Snapshot Status does not currently update in Real Time. It only
responds when the OK is pressed. The current VIMS 3G configuration file
allows for two snapshots to be captured. So after the first snapshot has been
triggered from Advisor, the snapshot status will still remain as Performed even
after the snapshot data has been fully captured. To trigger another snapshot,
highlight the Trigger Snapshot item and press the OK button again. Even
though the snapshot status will still remain as Performed, a second snapshot
will be triggered.
If a user attempts to trigger a snapshot after two snapshots have already been
triggered, the snapshot status will change to Full and the snapshot will not be
recorded.
SERV1869 - 09/09
-22-
Once the snapshot status is Full, the Snapshot data should be downloaded and
reset from VIMS 3G so that more snapshots can be recorded in the future.
It is also possible for a snapshot to be triggered based on events that occurred on the
machine. The specific event/events that trigger(s) the snapshot is user configurable
and must be included in the VIMS 3G configuration file.
SERV1869 - 09/09
-23-
Data Logger
Status =
****
Logged Events
Trigger Snapshot
Data Logger Start
Press OK to
Start the
Data Logger
Data Logger Reset
23_1
Logged Events
Trigger Snapshot
Data Logger Start
Data Logger Reset
Data Logger
Status =
Active
Press OK to
Start the
Data Logger
23_2
Data Logger Start
Use the Up / Down Arrow buttons on Advisor to highlight the Data Logger Start
option in the Diagnostics submenu.
If the Data Logger has not been triggered from Advisor before, the Data Logger
Status on the right will appear as **** (top illustration)
Press the OK button to activate the Data Logger.
Once the Data Logger has been activated, the Data Logger status will change to
Active (bottom illustration) which means that the Standard Data Logger is currently
recording data on the truck.
The Data Logger can record up to 30 minutes of data. The Data Logger will run for
a full 30 minutes unless the user manually stops the data logger.
The Data Logger can be manually started and stopped multiple times until 30 minutes
of data have been recorded
NOTE: If a user attempts to start the Data Logger when it is full (30 minutes
of data have been recorded), the Data Logger Status will change to Full and
no more data will be recorded. The data from the Data Logger must either
be downloaded and reset using VIMS 3G or reset Advisor before the Data
Logger can record more data.
SERV1869 - 09/09
-24-
Data Logger
Status =
Active
Logged Events
Trigger Snapshot
Data Logger Stop
Press OK to
Start the
Data Logger
Data Logger Reset
24_1
Active Events
Logged Events
Trigger Snapshot
Data Logger Stop
Data Logger
Status =
Inactive
Press OK to
Stop the
Data Logger
24_2
Data Logger Stop
The Data Logger can be manually stopped using the Data Logger Stop option.
To stop the Data Logger press the Up arrow button to scroll away from the Data
Logger Start option. If the Data Logger is currently active, the Data Logger Stop
option will replace the Data Logger Start option.
Use the down arrow button to highlight the Data Logger Stop option. The Advisor
screen will display Data Logger Stop (top illustration). Press the OK button to stop
the Data Logger.
Once the Data Logger has been manually stopped, the Data Logger status should
change to Inactive (bottom illustration).
If 30 minutes of data have not been recorded as yet, the user may manually activate
the data logger again at any time. To manually activate the Data Logger, press
the Up arrow button to scroll away from the Data Logger Stop option. If the Data
Logger has actually been stopped, the Data Logger Start option will replace the
Data Logger Stop option. The user may now use the Down arrow button to scroll
back to the Data Logger Start option and activate the Data Logger.
SERV1869 - 09/09
-25-
Logged Events
Time Left:
**** . ****
Trigger Snapshot
Data Logger Start
Data Logger Reset
Press OK to
Reset the
Data Logger
25_1
Data Logger reset
The data recorded in the Data Logger can be cleared using Advisor. The Data
Logger reset option erases all the data in the current 30 minute data logger file.
Once the data logger has been reset, the data cannot be recovered; therefore, it is
recommended that the user download the Data Logger data using VIMSpc before
resetting the Data Logger.
NOTE: The Time Left option on the right of the Data Logger Reset screen and
the progress bar are currently not functional in Advisor. Currently, VIMSpc must
be used to view the amount of recording time left in the standard data logger
file.
SERV1869 - 09/09
-26-
SERVICE MENU
SERVICE PARAMETERS SUBMENU
SERVICE MENU
Sorted by
ECMs
CALIBRATIONS SUBMENU
Sorted by
Types
Parameters
Truck
Payload
Calibrations
All
Parameters
26_1
26_2
Advisor
SERVICE MENU
SERVICE MENU
SYSTEM INFORMATION
SUBMENU
SYSTEM TEST SUBMENU
Engine
Chassis
Stall
Diagnostic
Test
System
Information
System
Test
Brake
Transmission
Self Test
26_3
VIMS Main
VIMS
Analysis
26_4
Service submenus
These illustrations show submenus within the service menu. The Diagnostic
submenu was previously described.
Service Parameters submenu
The top left illustration shows the Service Parameters submenu within the service
menu.
The following Service Parameters options will be displayed:
----
Sort by ECM
Sort by ECM
Sort by Type
All parameters
The Sort by ECM menu option allows the user to view the parameters that are
associated with each ECM. All of the parameters for the specific ECM are listed.
The following ECMs can be selected:
-------
VIMS 3G Main module

Engine
Chassis
Brake
Transmission
VIMS 3G Application module
SERV1869 - 09/09
Sort by Type
-27-
The Sort by Type menu option allows the user to view the parameters that are
associated with different components. The following types of parameters can be
chosen:
-------
temperatures
pressures
speeds
machine status
operator inputs
totals
All Parameters
The All Parameters menu option allows the user to view the entire list of
parameters.
Calibration submenu
The Calibration submenu option consists of the Truck Payload calibration.
System tests submenu
The instrument cluster will initiate a self-test when the key start switch is moved to
the START position. The gauge needles will move to the maximum right position for
0.5 second and then return to the minimum left position. This action prevents the
gauge needles from circling to the bottom side of the gauge if the display is
inverted.
System Information submenu
The System Information submenu option allows the user to view the information for
the following machine ECMs:
--------
Advisor
Engine
Chassis
Transmission
Brake
VIMS 3G Main
VIMS 3G Application
SERV1869 - 09/09
-28-
Service: Calibrations
Truck Payload
Press OK to
Start the
Calibration
28_1
Truck Payload Calibration

Ground Speed
Transmission Gear
Parking Brake Status
Brake Status
STEP 1
Empty the truck body.
Move to hard level ground for calibration.
Accelerate to at least 5 km/hr (3 mph).
Move Gear Selector to NEUTRAL.
Coast to stop. DO NOT USE BRAKES.
Cal Activated
Abort =
Next =
OK
28_2
Calibration
To calibrate Truck Payload, select the Truck Payload option and press the OK
button.
Advisor will not allow any calibration unless the Service Mode is enabled. The
Service Mode will be discussed later in this module.
The illustration shows the steps for payload calibration. Follow the directions on the
Advisor panel. When the calibration is complete, press the NEXT button.
SERV1869 - 09/09
-29-
ARC 29 mph
03:55 07/7/2007
Monitor
Payload
Service
Settings
29_1
N P
Settings
Display Setup
Machine
Chassis
Press
OK
to Enter the
Display Setup
Menu
29_2
Settings Menu
Settings submenus
The Settings menu allows the user to access the following submenus:
--------
Display Setup parameters
Display Setup
Machine
Chassis
Brake
Transmission
VIMS 3G / Payload
Engine
The Display Setup parameters relate to the operators preferences for the Advisor
display. The following parameters may be adjusted:
--------
Language
Units
Contrast
Lights On
Lights Off
Date format
Time format
SERV1869 - 09/09
Machine setting
-30-
The Machine setting allows the user to set the machine serial number. The following
parameters may be adjusted:
--
Chassis setting
Max Desired Engine Retarding Speed
The Transmission setting allows the following parameters to be adjusted:

------
VIMS 3G / Payload settings
Body Up Gear Limit
The Brake setting allows the following parameters to be adjusted:

--
Transmission setting
Product ID
The Chassis setting allows the following parameters to be adjusted:

--
Brake setting
Top Gear Limit

Machine Speed Limit
Machine Overload Speed Limit
Fuel Economy Mode
Load Count
The VIMS 3G / Payload menu allows the configuration of the following payload
settings and is password protected:
----
Target Payload
Overload Limit
Last Pass Enabled
SERV1869 - 09/09
-31-
03:55 07/7/2007
ARC 29 mph
Payload
Service
Settings
Service Mode
31_1
Service Mode
Service Mode: Disabled
Press OK to Enable
31_2
Service Mode Menu
Enable and disable Service Mode
The Service Mode menu option allows the user to enable and disable the Service
Mode. The Service Mode allows access to more service related functions. The
password entry screen will appear if the password has been entered in Cat ET. The
password is maintained through Cat ET and will default to no password
established.
Advisor will enter the Service Mode after the password has been entered correctly.
The user can disable the Service Mode by pressing the OK button while in the
Service Mode menu.
Service Mode functions
The following list is a summary of the service mode functions that can be password
protected:
---------
Product ID Change
Equipment ID Change
Top Gear Limit Change
Body Up Gear Limit Change
Machine Overload Speed Limit Change
Machine Speed Limit Change
Fuel Economy Mode Change (not supported at this time)
Desired Engine Retarding Speed Change
SERV1869 - 09/09
-32-
---------
Target Payload Change (if payload is installed)

Payload Overload Limit Change (if payload is installed)
Last Pass Enabling (if payload is installed)
Diagnostic / Event Clear Capability
Payload Calibration
Data Logger Reset
Snapshot Configure
Tattletale Clear

ENGINE
SERV1869

Module 3 - Engine
Text Reference

SERV1869 - 09/09
-2-
Module 3 - Engine
2_1
INTRODUCTION
C175 Engine
The visual above shows the right side view of the 16 cylinder C175 engine in the
793F trucks. The C175 replaces the current 3516 Series engine that was used in
the 793D.
The C175 is a metric engine. Some of the component weights have increased, such
as the cylinder head, which is approximately 50 percent heavier than the 3500 and
will require a lifting device.
Care must be taken when working on or around the high pressure fuel system as
pressures can be as high as 180 MPa (26,100 psi).
Cleanliness during service is critical because the fuel system is very sensitive to
debris as compared to 3500 / 3600 products.
Engine features
The following lists the key features for the C175 engine:
------
High pressure common rail fuel system

Air to Air AfterCooler (ATAAC)
Increased horsepower
Two-piece single camshaft
Electronic Unit Injectors (EUI)
SERV1869 - 09/09
-3-
Module 3 - Engine
The following specifications are for the C175 16 cylinder engine:

Serial No. Prefix: B7B
--------
Performance Specs: 0K7437

Gross Power: 1977 kw (2651 hp) @ 1750 rpm
Maximum Altitude: 3353 m (11000 ft)
High Idle rpm: 1960 rpm
Full Load rpm: 1750 rpm
T/C Stall Speed: 1500 10 rpm
Boost at Full Load RPM: 200 20 kPa (29 3 psi) at sea level
SERV1869 - 09/09
Module 3 - Engine
-4-
2
3
4
7
Right side of engine:
1.
2.
3.
4.
5.
6.
7.
8.
High pressure fuel rail

Intake manifold
High pressure fuel pump
Air conditioning compressor
Fuel priming pump
Secondary fuel filter base
Engine oil filters
Pump drive
This illustration shows the main components on the right side of the engine:
---------
High pressure fuel rail (1)

Intake manifold (2)
High pressure fuel pump (3)
Air conditioning compressor (4)
Fuel priming pump (5)
Secondary fuel filter base (6)
Engine oil filters (7)
Pump drive (8)
4_1
SERV1869 - 09/09
2
3
Left side of engine:

1.
2.
3.
4.
5.
6.
Coolant pump
Engine oil pump
Engine oil pan sight glass
Engine oil SOS port
Engine coolant SOS port
Engine oil coolers
Module 3 - Engine
-5-
6
5_1
This illustration shows the main components on the left side of the engine:
-------
Coolant pump (1)

Engine oil pump (2)
Engine oil pan sight glass (3)
Engine oil SOS port (4)
Engine coolant SOS port (5)
Engine oil coolers (6)
SERV1869 - 09/09
Module 3 - Engine
-6-
6_1
Top of engine:
1. Turbo chargers
2. Mufflers
3. Exhaust manifolds
The main components on the top of the C175 engine are the turbo chargers (1), the
exhaust tubes to the mufflers (2), and the exhaust manifolds (3).
SERV1869 - 09/09
-7-
Module 3 - Engine
7_1
Engine Block
Ductile iron
The C175 engine block is made of ductile iron which is much more flexible and
elastic than the 3516.
Features
Other features of the C175 block are a single central oil galley, an internal water
return manifold, and cross bolted main cap studs.
The C175 also contains a single central camshaft.
SERV1869 - 09/09
Module 3 - Engine
-8-
8_1
2
1
8_2
Piston and Connecting Rod
Piston and connecting rod
components:
1. Fractured joint
2. Connecting rod numbering
system
A single piece piston of forged steel design in the C175 includes the following
features:
--------
high strength
light weight
rectangular rings that conform to the liner
improved oil control
reduced blow-by
less liner wear
a threaded hole for pulling the piston
The connecting rod end is too large to pass through the liner so the cylinder pack,
piston, and rod assembly must be removed from the cylinder block.
A special tool is available to remove the cylinder pack from the block.
The rod and cap includes a fractured joint (1) which must be protected by a special
tool when removing the cylinder rod.
A connecting rod numbering system (2) is used to identify the rods. There is a
specialized serial number specific to each connecting rod to ensure the correct
bottom cap is used.
SERV1869 - 09/09
Module 3 - Engine
-9-
9_1
2
9_2
Special Tools
Special tools:
1. C
ylinder pack installation tool
(322-3564)
2. Connecting rod guides tool
(274-5875)
The Cylinder Pack Installation Tool (322-3564) (1) is available to remove and install
the C175 cylinder pack which includes the cylinder liner, piston, and connecting
rod.
The Connecting Rod Guides Tool (274-5875) (2) is used to protect the fractured
connecting rods during removal.
There are odd and even rods that are installed in the odd and even cylinders.
SERV1869 - 09/09
-10-
Module 3 - Engine
10_1
Main Bearing Cap Stud Tensioner
Tool Group
The Main Bearing Cap Stud Tensioner Tool Group (278-1150) is designed for efficient
tightening and loosening of nuts on the crankshaft main bearing cap studs of C175
Series Engines.
The stud tensioner is unique to the C175, but the hydraulic pump used with the stud
tensioner is the same as the pump used on the 3600 engines.
NOTE: For more information, refer to the Tool Operating Manual (NEHS0944).
SERV1869 - 09/09
-11-
Module 3 - Engine
11_1
Valve Train
Valve train features
The valve train in the C175 includes the following features:

------
single central camshaft

solid steel pushrods
floating bridges
forged steel exhaust rocker
cast iron intake rocker
SERV1869 - 09/09
Module 3 - Engine
-12-
C175 ENGINE INPUTS BLOCK DIAGRAM

J2
J1
(1) Engine ECM
(2) Prrimary Cam Speed / Timing Sensor
(22) Engine Oil Block Inlet Pressure Sensor
(3) Secondary Cam Speed / Timing Sensor
(23) Engine Oil Filter Inlet Pressure Sensor
(4) Crankshaft Speed / Timing Sensor
(24) Fuel Pressure Sensor (unfiltered)
(5) Compressor Inlet Air Pressure Sensor #1
(25) Fuel Pressure Sensor (filtered)
(26) HPCR Rail Pressure Sensor
(27) Fuel Transfer Pump Inlet Pressure Sensor
(28) Engine Coolant Block Inlet Pressure Sensor
(9) Inlet Manifold Pressure Sensor (LH)
(29) Water In Fuel Sensor
(10) Inlet Manifold Pressure Sensor (RH)
(30) Engine Coolant Block Outlet Temperature Sensor
(11) Atmospheric Pressure Sensor

(12) Crankcase Pressure Sensor
(31) Coolant Pump Outlet Temperature Sensor
(13) Inlet Manifold Temperature Sensor (LH)
(32) Fuel Transfer Temperature Sensor
(14) Inlet Manifold Temperature Sensor (RH)
(33) High Pressure Fuel Temperature Sensor
(15) RH Turbine Inlet Temperature Sensor
(34) Engine Oil Level Switch
(16) LH Turbine Inlet Temperature Sensor
(35) Engine Coolant Level Switch
(17) Engine Oil Block Inlet Temperature Sensor
(36) Manual Fuel Priming Pump Switch
(18) Local CAN Data Link

(21) Temperature
Control Module
(37) Engine Shutdown Switch
(19) Global CAN Data Link
(38) Throttle Position Sensor
(20) Cat Dat Link
12_1
ENGINE ELECTRONIC CONTROL SYSTEM
Engine electronic control system

inputs
The C175 engine consists of input components, output components, and the Engine
ECM (1) to control the quality and the amount of fuel to efficiently operate the engine
within the emission requirements. The A4:E4 ECM has a 120 pin connector and a
70 pin connector.
The engine is equipped with both active and passive sensors which take pressure,
temperature, and speed / timing data from the engine systems and relay that
information to the Engine ECM. The Engine ECM processes the data and sends
corresponding output signals to the output components to control the engine
functions.
SERV1869 - 09/09
Module 3 - Engine
-13-
C175 ENGINE OUTPUTS BLOCK DIAGRAM

J2
(2) Electronic
Unit Injectors
J1
(1) Engine ECM
(8) Fuel Primming Pump Relay
(7) Ether Aid Relay
(9) Prelube Pump Relay

(3) Fuel Control Valve (FCV)
(12) +5 VDC
(11) +8 VDC
(10) +12 VDC
(5) Machine ECMs

(15) Service Connector
(6) VIMS Modules
(13) Cat Data Link
13_1
Engine electronic control system
outputs
Based on the input signals, the Engine ECM (1) analyzes the input information and
energizes the electronic unit injectors (2) to control fuel delivery to the engine by
sending current to the coils on the electronic unit injectors. The Engine ECM sends
a PWM signal to the fuel control valve (FCV) assembly (3). The FCV controls the
output of the high pressure common rail pump. Also, the J1939 Local Controller Area
Network (CAN) Data Link (4) is used to send data between the machine ECMs (5)
and the VIMS modules (6).
Relays
The Engine ECM sends voltage signals to the following component relays:
----
Output voltages
The following output voltages are sent to separate sensors:

----
CAN Data Link
ether aid relay (7)

fuel priming pump relay (8)
prelube pump relay (9)
- +12 VDC (10)

- +8 VDC (11)
- +5 VDC (12)
The CAN Data Link can be recognized by the shielded cable and the shielded
connectors. Inside is a twisted pair of copper wires with a 120 ohm resistor on each
end. The CAN Data Link is used for high speed transmission of data between the
ECMs.
SERV1869 - 09/09
-14-
Module 3 - Engine
14_1
Front of engine:
1. Engine ECM
2. Atmospheric pressure sensor
Fuel injection and system monitoring are controlled by the A4:E4 Engine ECM (1)
which is located at the front of the engine. The Engine ECM is equipped with a 120
pin connector (J2) and a 70 pin connector (J1).
The Engine ECM responds to engine inputs by sending a signal to the appropriate
output component to initiate an action. For example, the Engine ECM receives a high
coolant temperature signal. The Engine ECM interprets the input signal, evaluates
the current operating status, and derates the fuel supply under load.
The Engine ECM receives three different types of input signals:
1. Switch input: Provides the signal line to battery, ground, or open.
2. PWM input: Provides the signal line with a rectangular wave of a specific
frequency and a varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage
level pattern signal, or a sine wave of varying level and frequency.
SERV1869 - 09/09
-15-
Module 3 - Engine
The Engine ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery
voltage (ON) or less than one Volt (OFF).
2. PWM driver: Provides the output device with a rectangular wave of fixed
frequency and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid
with pull-up current for a specific duration and then decrease the level
to hold-in current for a specific duration of the on time. The initial higher
amperage gives the actuator rapid response and the decreased level is
sufficient to hold the solenoid in the correct position. An added benefit is
an increase in the life of the solenoid.
Engine ECM has built-in diagnostic capabilities. As the Engine ECM detects fault
conditions in the power train system, the ECM logs events in memory and diagnostic
codes for troubleshooting and displays them through Cat ET.
The atmospheric pressure sensor (2) is located in the control panel next to
the Engine ECM. The function of the atmospheric pressure sensor is to supply
information relative to high altitude back to the Engine ECM along with calculated
gauge pressure for all the pressure sensors to the ECM. Losing the signal from the
atmospheric pressure sensor will initiate a 10% derate and the parameter will be set
to a default value that is stored in the ECM.
Normally, at 0 rpm and 2 seconds after the engine starts, the Engine ECM reads
each pressure sensor to ensure the pressure is within tolerance of a specified value.
If the value is within tolerance, the Engine ECM compares the value of the pressure
sensors with the atmospheric sensor and assigns a specific offset value to each
sensor for calibration.
NOTE: The signal from the atmospheric pressure sensor is used by the Engine
ECM to calculate a number of pressure measurements in most electronic
engines. The signal from the atmospheric pressure sensor is compared to
the signal from the other engine pressure sensors to calibrate the pressure
sensors. When the Engine ECM is powered up, the ECM uses the signal from
the atmospheric pressure sensor as a reference point for calibration of the other
pressure sensors on the engine.
SERV1869 - 09/09
Module 3 - Engine
-16-
CAN NETWORKS
(5) Global CAN
(6) Chassis (7) Transmission
ECM
ECM
(8) Brake
ECM
(9) VIMS 3G (10) VIMS 3G

Application
Main
Module
Module
(22) Local CAN

(1) Terminal Resistor
120 oh m
OK
(4) Fuel Control

Valve
(11) Advisor
Module
(13) Smart
Signal
Module
(12) Product
Link Module
(14) Machine (15) Cat ET

Service
Security
Connector
System
(16) Cab Group
(17) CAN +
(2) Engine ECM
(1) Terminal Resistor (1) Terminal Resistor
120 ohm
120 ohm
(18) CAN (19) CAN Shield
(3) Electronic
Thermostat (E-Stat)
(1) Terminal
Resistor 120 ohm
(21) Radiator Group
(20) Engine Group
16_1
CAN Networks
CAN signal paths
This illustration shows the signal paths for the Controller Area Network (CAN) for the
F Series trucks. The signal paths are a common set of signal wires connected to
multiple controllers. The common set of signal wires allows many different pieces of
information to be shared between many different devices over a few signal wires.
The paths are two twisted shielded wires with a 120 ohm terminal resistor (1) at
each end of the network. The terminal resistors prevent electrical interference
on the CAN Network. The designation of the CAN wires are CAN + and CAN with a third connection denoted as CAN_SHLD (shield). Two terminal resistors
are located near the Engine ECM (2); one resistor is installed near the electronic
thermostat (E-Stat) (3), and one resistor is installed near the fuel control valve
(FCV) (4). The E-Stat is located between the engine and the radiator.
The truck chassis has one data link. The Engine ECM has two data links: 1) Global
CAN, which has paths with the Machine ECMs and external components (Advisor,
E-Stat, and the Service Connector); and, 2) the Engine ECM which is connected to
the fuel control valve (FCV) through the Local CAN data link.
The 120 pin connector for the Engine ECM contains the Local CAN Data Link. The
70 pin Engine ECM connector contains the Global CAN Data Link.
SERV1869 - 09/09
Module 3 - Engine
-17-
17_1
17_2
TERMINAL RESISTORS
A
B
C
Y956-E170 YL-19
Y967-E1542 GN-19
Y968-E180 SHLD-19
(8) A - Can +
(9) B - Can (10) C - Can Shield
17_3
Terminal resistors:
1. Engine ECM
2. Terminal resistor
3. Global CAN terminating
resistor
4. E-stat
5. Local CAN terminating
resistor
Y959-E44 YL-19
Y960-E45 GN-19
Y961-E21 SHLD-19
A
B
C
A
B
C
A
B
C

A
B
C
Y956-E170 YL-19
Y967-E1542 GN-19
Y968-E180 SHLD-19

A
B
C
Y959-E251 YL-19
Y960-E252 GN-19
Y961-E253 SHLD-19
17_4
The top left illustration shows the location of the terminal resistors in relationship to
the Engine ECM (1). The terminal resistors (not visible) are attached to the wire
harness (2) below the ECM. One resistor is for the Global CAN and one resistor is
for the Local CAN. When determining which is the global terminal resistor and which
is the local terminal resistor, always check the wiring numbers.
The top right illustration shows the location of the global CAN terminal resistor (3)
located near the E-stat (4) on the left side of the radiator group.
The bottom left illustration shows the location of the other local CAN terminal
resistor (5). The resistor is located behind the right intake manifold above the high
pressure fuel pump.
The lower right illustration shows a schematic of the terminating resistors at the
Engine ECM.
SERV1869 - 09/09
-18-
Module 3 - Engine
18_1
18_2
Engine Position Sensing
Left side of engine:
1. C
rankshaft speed / timing
sensor connector
2. Cover
3. Crankshaft speed / timing
sensor
Engine position sensing is the function that determines the actual crankshaft and
camshaft positions versus time so that engine speed can be calculated. Engine
position sensing also allows for the delivery of synchronous outputs, including fuel
injection timing and ignition timing. Engine position sensing is a critical process for
accurate fuel delivery, reliability of operation, and emission control performance.
The crankshaft speed / timing sensor connector (1) is bolted to a cover (2) on
the rear left side of the engine, behind the starter (not shown). The crankshaft
speed / timing sensor (3) is located behind the cover. The speed / timing sensor
sends a fixed voltage level signal to the Engine ECM indicating the engine speed,
direction, and timing. The crankshaft sensor is the primary speed / timing sensor
reporting to the Engine ECM to determine engine speed and crankshaft position.
The speed sensor detects the reference for engine speed and timing from a unique
pattern on the respective gear. Normally, the crankshaft speed / timing sensor
identifies the timing during starting and determines when the No. 1 cylinder is at the
top of the stroke. Once the timing is established, the crankshaft timing sensor is
used to relay the engine speed and the camshaft sensor signal is ignored.
If the engine is running and the signal from the crankshaft is lost, a slight change in
performance is noticed during change over to the camshaft speed / timing sensor.
The sensor adjustment is preset so no adjustment is necessary.
SERV1869 - 09/09
-19-
Module 3 - Engine
In case of a crankshaft speed / timing sensor failure, the Engine ECM follows the
following process:
----
a crankshaft sensor diagnostic code is logged

the Engine ECM switches to the primary camshaft speed / timing sensor
the Engine ECM uses the stored rotation as the engine rotation if the sensor
fails during a pattern lock
The crankshaft speed / timing sensor serves four functions:

-----
engine speed measurement

engine timing measurement
TDC location and cylinder number identification
reverse rotation protection
The crankshaft speed / timing sensor is not adjustable.

If the engine is running for three seconds and the pattern from the timing ring is
lost for two seconds, the Engine ECM will log a Diagnostic Code for the crankshaft
speed / timing sensor.
SERV1869 - 09/09
Module 3 - Engine
-20-
20_1
Rear of engine:
1. P
rimary camshaft speed /
timing sensor
2. Secondary camshaft speed /
timing sensor
The C175 has two speed / timing sensors that indicate camshaft speed. The primary
camshaft speed / timing sensor (1) is used to synchronize fuel delivery with the
engine cycle and provides a backup if the crankshaft speed / timing sensor fails. If
the crankshaft speed / timing sensor fails, the Engine ECM will use the primary
camshaft speed / timing sensor to keep the engine running, but the fuel delivery may
be less accurate. The speed of the camshaft target wheel is half that of the crankshaft
gear.
The secondary camshaft speed / timing sensor (2) is a backup to the primary
camshaft speed / timing sensor when the primary sensor has failed. The sensor
adjustment is preset so no adjustment is necessary.
SERV1869 - 09/09
Module 3 - Engine
-21-
21_1
Rear of engine:
1.
2.
3.
4.
Camshaft timing pin

Flywheel timing pin
Camshaft timing pin hole
Flywheel timing pin hole
The camshaft timing pin (1) and the flywheel timing pin (2) are shown in the stowed
position. The camshaft timing pin is inserted in the camshaft timing pin hole (3) when
performing camshaft timing. The flywheel timing pin is inserted in the flywheel timing
hole (4) when it is necessary to find engine top dead center (TDC).
SERV1869 - 09/09
Module 3 - Engine
-22(2) Primary Cam

Speed / Timing
Sensor
(3) Secondary Cam

Speed / Timing
Sensor
(5) Crankshaft
Gear
ENGINE TIMING GEAR TRAIN
(8) Notch
(6) Idler Gear
(1) Crankshaft
Speed / Timing
Sensor
(4) Crankshaft
Gear
(7) Notch
22_1
22_2
Timing gear train:
1. C
rankshaft speed / timing
sensor
2. Primary camshaft speed /
timing sensor
3. Secondary camshaft speed /
timing sensor
4. Crankshaft gear
5. Camshaft gear
6. Idler gear
7. Notch (crankshaft gear)
8. Notch (camshaft gear)
9. Notch in gear
The top illustration shows the engine timing gear train. At engine start-up, the
crankshaft speed / timing sensor (1) synchronizes with the primary camshaft
speed / timing sensor (2) and the secondary camshaft speed / timing sensor (3). The
crankshaft gear (4) rotates two times for every one rotation of the camshaft gear (5).
The crankshaft gear and the camshaft gear are the same size with an equal amount
of teeth.
The idler gear (6) is a combination gear with the larger gear having twice as many
teeth as the smaller gear. The larger gear is driven by the crankshaft and the smaller
idler gear drives the camshaft gear.
When the engine is cranked, the crankshaft sensor looks for the notch (7) cut into one
tooth of the crankshaft gear to determine position. When the Engine ECM locates
the signal from the sensor by detecting the notch, the Engine ECM then looks for a
signal from the cam sensor.
When the cam sensor locates the notch (8) cut into one tooth of the camshaft gear,
and after the crankshaft sensor locates a notch, the Engine ECM then waits for a
second notch to verify the pattern. The Engine ECM sends the signal for a more
accurate injection cycle, if rail pressure is present.
The bottom illustration shows a notch (9), cut into one of the gear teeth, that is used
to determine engine position.
SERV1869 - 09/09
C175 is electronically timed
-23-
Module 3 - Engine
The C175 engines are electronically timed and no longer require the timing calibration
probe for speed / timing calibrations. The Engine ECM uses inputs from all three
engine speed / timing sensors to assist in calculating more accurate timing within the
software during engine start-up.
The software application in the Engine ECM compares the tooth angle between the
crank and cam gears. The Engine ECM looks for a stable rpm above 700 rpm. The
revolutions per minute must be 5 rpm for one second to be considered stable.
The Engine ECM takes fifty samples of the leading edge of the camshaft teeth angle
position and compares each to the nearest crankshaft tooth. The ECM compares the
measured difference to the theoretical tooth difference of each sample, and averages
the tooth errors. This average difference between the camshaft actual position and
the camshaft theoretical position determines the offset angle. The offset angle is
used by the ECM for calibration. Timing calibration is performed at each engine start
after an ECM power cycle.
SERV1869 - 09/09
Module 3 - Engine
-24-
24_1
Crankcase Pressure Sensor
1. Crankcase pressure sensor
2. Intake manifold
The crankcase pressure sensor (1) is used to measure the pressure in the crankcase
and is located on the right side of the engine below the intake manifold (2). The
crankcase pressure sensor detects impending piston seizures, and indicates cylinder
blow-by.
The crankcase pressure sensor will initiate a Level 1 Warning when the crankcase
pressure reaches 4 kPa (0.6 psi).
SERV1869 - 09/09
Module 3 - Engine
-25-
ENGINE COOLING SYSTEM

STANDARD RETARDING
(5) Turbos
(16) Engine
ECM
(19) CAN (J1939)
(13) Temperature
Control Module
(17)
Coolant
Level
Sensor
(9) Front
and Rear
(7) Transmission
Brake
Oil Cooler
Oil Coolers
(10) E-Stat
(18) Piston
(8) Steering/Fan
Oil Cooler
(6) Shunt
Tank
(2) Radiator
(15) Engine
Coolant Block
Outlet
Temperature
Sensor
(4) Engine Block
(11) Bypass
Line
(1) Coolant
Pump
(3) Engine
Oil Coolers
(14) Engine Coolant Block

Inlet Pressure Sensor
(12) Coolant Pump

Outlet Temperature Sensor
25_1

Engine cooling system with
standard retarding
This illustration shows the cooling system on a 793F truck with standard retarding.
The coolant pump (1) pulls coolant from the radiator (2) and sends the coolant
through the engine oil coolers (3) to the engine block (4).
After leaving the block, the coolant flows through the turbos (5), into one return line,
and to the shunt tank (6) of the radiator. The coolant from the block also flows to
the power train oil cooler (7), the steering / fan oil cooler (8), and then through the
rectangular front and rear brake oil coolers (9) to the Electronic Thermostat (E-stat)
(10). Depending on the temperature of the coolant, the E-stat directs the coolant
to the radiator or through the bypass line (11) and back to the inlet of the coolant
pump.
The coolant pump outlet temperature sensor (12) sends a signal to the temperature
control module (13) on the E-Stat.
The engine coolant block inlet pressure sensor (14) and the engine coolant block
outlet temperature sensor (15) send signals directly to the Engine ECM (16). The
engine coolant block outlet temperature sensor is used as one of the key target
temperatures for the hydraulic fan system.
The coolant level sensor (17) sends a signal to the Engine ECM indicating the
coolant level.
NOTE: This illustration shows the majority of the coolant bypassing the
radiator.
SERV1869 - 09/09
Module 3 - Engine
-26-

ADDITIONAL RETARDING
(13) Turbos
(11) E-Stat
(8)
Rectangular
Front Brake
Oil Cooler
(6) Transmission
Oil Cooler
(12) Shunt Tank

(7) Steering/Fan
Oil Cooler
(4) Rear Brake

Oil Cooler
(3) Radiator
(10) Engine Block
(1) Auxiliary
Coolant Pump
(2)
Round Front
Brake Oil Cooler
(5) Coolant Pump
C
ooling system with additional
retarding
(9) Engine
Oil Coolers
26_1
This illustration shows the cooling system on a 793F truck equipped with the additional
retarding arrangement.
An auxiliary coolant pump (1) and an additional round front brake oil cooler (2) are
installed on the additional retarding arrangement. With additional retarding, the
auxiliary coolant pump pulls coolant from the radiator (3) and sends the coolant
through the rectangular rear brake oil cooler (4) and the round front brake oil cooler
to the E-stat.
On the additional retarding arrangement, after coolant from the coolant pump (5)
flows through the transmission oil cooler (6) and the steering / fan oil cooler (7), the
coolant flows through the rectangular front brake oil cooler (8) to the E-stat.
SERV1869 - 09/09
-27-
Module 3 - Engine
27_1
Front of engine:
1. Primary coolant pump
2. Auxiliary coolant pump
The primary coolant pump (1) is located at the front left side of the engine. The
primary coolant pump supplies coolant to the engine oil coolers, the engine block,
the transmission oil cooler, and the steering / fan oil cooler. The primary coolant
pump also supplies coolant to the front and rear brake rectangular oil coolers if the
truck is equipped with the standard retarding arrangement.
If the truck is equipped with the additional retarding arrangement, the auxiliary
coolant pump (2) located at the front right side of the engine supplies coolant to the
rectangular rear brake oil cooler and the round front brake oil cooler.
SERV1869 - 09/09
Module 3 - Engine
-28-
2
3
28_1
4
5
28_2
Oil coolers:
1. Rectangular rear brake oil
cooler
2. Rectangular front brake oil
cooler
3. Round front brake oil cooler
4. Steering / fan oil cooler
5. Power train oil cooler
The top illustration shows the brake oil coolers on a truck equipped with the additional
retarding attachment. With additional retarding, the rectangular rear brake oil cooler
(1) cools oil to the rear brakes and the rectangular front brake oil cooler (2) and the
round front brake oil cooler (3) cools oil to the front brakes.
The lower illustration shows the location of the steering / fan oil cooler (4) and the
power train oil cooler (5).
SERV1869 - 09/09
Module 3 - Engine
-29-
3
2
29_1
Cooling system components:
1. Engine coolant pump outlet
temperature sensor
2. Engine coolant block inlet
pressure sensor
3. Engine coolant block outlet
temperature sensor
The engine coolant pump outlet temperature sensor (1) is a two-wire passive sensor
that is located at the outlet of the coolant pump. The coolant pump outlet temperature
sensor sends a signal to the temperature control module as previously described.
The engine coolant block inlet pressure sensor (2) is located on the front of the
engine in the pipe between the coolant pump and the water inlets. The pressure
sensor is used to monitor the pressure of the coolant flowing into the engine block.
The pressure sensor is used in place of the flow switch that was used on the 3524
engine.
If the coolant pressure is below the default pressure in relationship to the engine
speed, the ECM will log an event. If the coolant pressure decreases below the
minimum default pressure (listed below) at the specified engine rpm, the Engine
ECM will initiate a Level 1 Warning which will be displayed on the Advisor panel.
Engine Speed (rpm)
kPa
psi
0
31.5
46.7
57.0
67.3
77.5
87.8
0
4.6
6.8
8.3
9.8
11.2
12.7
0
700
1000
1200
1400
1600
1800
SERV1869 - 09/09
-30-
Module 3 - Engine
The engine coolant block outlet temperature sensor (3) is located on the right front
side of the engine. The block outlet temperature sensor is used to monitor the
coolant temperature exiting the engine block. The temperature sensor is an input to
the Engine ECM and is used for various control and protection strategies (i.e. engine
overheating, engine damage due to cylinder overpressure, and engine wear due to
overcooling).
SERV1869 - 09/09
Module 3 - Engine
-31-
HIGH COOLANT TEMPERATURE DERATE

120
(1) % Derate
100
80
60
40
20
0
100
101
102
103
104
105
106
107
108
109
110
(2) Coolant Temperature in C

(3) Level 1 Warning
(4) Level 2 Warning / Derates
31_1
H
igh coolant temperature engine
derate
This illustration shows the percent of engine derate as the engine temperature
increases.
E
ngine coolant block outlet
temperature sensor
The engine coolant block outlet temperature sensor measures the temperature of
the coolant.
Level 1 Warning
When the temperature of the coolant exceeds 100 C (212 F), the Engine ECM will
initiate a Level 1 Warning.
Derate temperatures
When the temperature of the coolant exceeds 101 C (213 F), the Engine ECM will
initiate a Level 2 Warning and a 25% derate. At 104 C (219 F), the derate will be
50%. At 107 C (225 F), the derate will be 75%. At 110 C (230 F), the derate will
be 100% and the Engine ECM will initiate a Level 3 Warning. A 100% derate equals
approximately a 50% horsepower derate.
SERV1869 - 09/09
-32-
Module 3 - Engine
32_1
Top of radiator:
1. Low coolant level switch
2. Shunt tank
The low coolant level switch (1) is located in the shunt tank (2) mounted on top of the
radiator. The switch is behind the removable cover between the radiator and the
engine. The low coolant level switch sends a signal to the Engine ECM indicating
coolant level. With the key in the ON position and the coolant level below the low
coolant level switch for more than 3 seconds, the Engine ECM will initiate a Level 2
Warning to the Advisor panel. When the engine is running and the coolant is below
the low coolant level switch for more than 17 seconds, the Engine ECM will initiate a
Level 3 Warning through the Advisor panel.
SERV1869 - 09/09
Module 3 - Engine
-33-
3
1
33_1
E-stat components:
1. Stepper motor
2. Temperature control module
3. Valve
The Electronic Thermostat (E-Stat) is mounted to a bracket near the left side of the
radiator and includes the stepper motor (1) and the temperature control module (2).
A piston, which is driven by the stepper motor, is located inside the valve (3).
The valve controls the coolant flow to the bypass line and the radiator. The piston
(not shown) movement within the valve, alters the coolant flow through a lead screw
driven by the stepper motor.
SERV1869 - 09/09
Module 3 - Engine
-34-
(8) Engine
ECM
(9) CAN (J1939)

(3) Temperature
Control Module
(4) Stepper
Motor
(5) Piston
(10) Front Brake

Oil Coolers
E-Stat
Operation
(6) Bypass Line
(7) Radiator
(11) Coolant
Pump
(1) Coolant Pump Outlet
Temperature Sensor
E-Stat operation
(2) Engine Oil

Coolers
34_1
The coolant pump outlet temperature sensor (1) measures the temperature of the
coolant flowing into the engine oil coolers (2) and sends a signal to the temperature
control module (3).
As the coolant temperature increases, the temperature control module sends a
current to the stepper motor (4) to move the piston (5), which closes the coolant
bypass (6) and allows more coolant flow through the radiator (7). As the coolant
temperature decreases, the temperature control module sends a current to the
stepper motor to move the piston, which opens the coolant bypass and allows less
coolant flow to the radiator.
At engine start-up, the stepper motor / piston position needs to be reset. The stepper
motor drives the piston to the configured stop. As the piston reaches the stop, a
ratcheting sound occurs indicating that the piston has hit the stop.
NOTE: If the engine shuts down and is restarted in less than 4 minutes, the
stepper motor / piston position does not reset, so there will be no ratcheting
noise.
SERV1869 - 09/09
Module 3 - Engine
-35-
(10)
Turbos
(10)
Turbos
ENGINE LUBRICATION SYSTEM

(18) Engine
Front
Cover
(18) Engine
Front
Cover
(4) Pressure
Regulator
(12) Scavenge
Pump
(1) Sump
(17) Oil
Temperature
Sensor
(9) Oil
Pressure
Sensor
(15) SOS
Port
(2) Screen
(3) Engine
Oil Pump
(5) Engine Oil Coolers

(14) Relief
Valve
(13) Prelube Pump

and Electric Motor
(16) Check
Valve
(7) Engine
Oil Filters
(6) Engine Oil Cooler Bypass
(8) Unfiltered
Oil Pressure
Sensor
(11) High
Pressure
Fuel Pump
35_1
ENGINE LUBRICATION SYSTEM
Engine oil flow
This illustration shows the oil flow through the C175 engine. Oil is drawn from the
engine sump (1) through a screen (2) by the engine oil pump (3). The oil pump
sends oil to the pressure regulator (4), which directs oil to the engine oil coolers (5)
or through the engine oil cooler bypass valve (6) to the engine sump if the oil pressure
is too high.
Oil flows from the oil coolers or bypass valve to the engine oil filters (7). The unfiltered
oil pressure sensor (8) and the oil pressure sensor (filtered oil) (9) calculate the
restriction in the oil filters.
From the engine oil filters, the oil enters the engine block and flows through the
main oil galley to lubricate the internal engine components and the turbos (10). The
filtered oil is also directed to the high pressure fuel pump (11) for lubrication.
If the engine oil pressure increases above approximately 550 kPa (80 psi), the
pressure in the signal line from the oil galley acts on the top of the regulator and
moves the regulator down against spring force. The regulator directs oil flow to the
sump.
Located in the front section of the pan is the scavenge pump (12). The scavenge
pump draws oil from the rear pan section and returns it to the main sump.
SERV1869 - 09/09
-36-
Module 3 - Engine
The prelube pump (13) supplies lubrication oil to the system and is connected
between the pressure regulator and the engine oil coolers.
Also, installed in the line from the engine oil pump is a relief valve (14) which limits
the system pressure to 875 kPa (127 psi).
A SOS port (15) is also installed at the engine oil cooler bypass housing.
SERV1869 - 09/09
Module 3 - Engine
-37-
1
3
4
5
7
8
9
L
eft side of engine:
1. R
elief valve and oil pressure
regulator
2. Engine oil pump
3. Engine oil cooler bypass
valve
4. Engine oil SOS port
5. Engine oil coolers
6. Engine oil tube
7. Caterpillar fast fill level switch
8. Engine oil low level switch
9. Engine oil level sight gauge
37_1
This illustration shows the location of the engine lubrication system components on
the left side of the engine:
------
relief valve and oil pressure regulator (1)

engine oil pump (2)
engine oil cooler bypass valve (3)
engine oil SOS port (4)
engine oil coolers (5)
The engine oil tube (6) provides a flow path to the engine oil filters on the right side
of the engine.
The fast fill level switch (7) provides an engine oil level indication to the engine oil full
indicator on the Caterpillar Fast Fill Panel.
The engine oil low level switch (8) provides an engine oil level indication to the
Engine ECM.
The engine oil level sight gauge (9) allows the technician to check the oil level from
ground level.
SERV1869 - 09/09
Module 3 - Engine
-38-
2
4
38_1
R
ight side of engine:
1.
2.
3.
4.
5.
6.
7.
Lower engine oil tube

Engine oil filter base
Upper engine oil tube
Oil filters
Engine oil temperature sensor
Filtered oil pressure sensor
Unfiltered oil pressure sensor
This illustration shows the location of the engine lubrication system components on
the right side of the engine.
The engine oil pump sends oil through the coolers, below the engine through the
lower engine oil tube (1), and into the engine oil filter base (2). Filtered oil flows into
the engine block through the upper engine oil tube (3) and oil filters (4).
Engine oil flowing into the block is monitored by the engine oil temperature
sensor (5) and the filtered oil pressure sensor (6). The filtered oil pressure sensor
monitors the pressure from the discharge side of the filter base and works together
with the unfiltered oil pressure sensor (7) to determine engine oil filter blockage.
The unfiltered oil pressure sensor monitors the oil pressure at the inlet of the filter
group.
The filtered oil pressure sensor initiates a plugged oil filter Level 1 Warning, with a
warning sent to the Advisor panel to advise the operator. The filtered oil pressure
sensor data that is sent to the Engine ECM is also used as the determining pressure
for the low engine oil pressure event control.
The engine oil temperature sensor is used to monitor the engine oil temperature for
engine protection strategies. The oil temperature must be monitored to inform the
operator through the Advisor panel that the oil temperature is above the limit. There
is no oil temperature sensor for the oil that is leaving the engine block.
SERV1869 - 09/09
Module 3 - Engine
-39-
HIGH ENGINE OIL TEMPERATURE DERATE

120
(5) % Derate
100
80
60
40
20
0
110
108
111
112
113
114
115
116
117
(4) Engine Oil Temperature in C

(1) Level 1 Warning
(3) Shutdown
39_1
Engine oil temperature derate
At 108 C (226 F), the Engine ECM initiates a Level 1 Warning (1). When the
engine oil temperature rises above 110 C (230 F), the engine power is derated by
3% and the Engine ECM initiates a Level 2 Warning (2). This derate will increase at
a rate of 3% through the temperature of 113 C (235 F). At 114 C (237 F), the
derate increases to 25%; at 115 C (239 F), the derate increases to 50%; and, at
116 C (240 F), the derate increases to 75%.
At a temperature above 115 C (239 F), the Engine ECM sends a shutdown (3)
message to the VIMS module alarming the operator to SAFELY shutdown the
engine.
Safe engine shutdown
The following conditions must be met for a safe engine shutdown:

-----
the engine speed must be less than 1300 rpm

the transmission must be in NEUTRAL
the parking brake is engaged
the machine is at ZERO ground speed
SERV1869 - 09/09
Module 3 - Engine
-40-
LOW ENGINE OIL PRESSURE SHUTDOWN

400
(3) Oil Pressure kPa
350
300
250
200
150
100
50
0
200
400
600
800
1000
1200
1400
1600
1800
2000
(2) Engine RPM

(1) Level 3 Shutdown
40_1
Low oil pressure shutdown
The illustration above shows a graph of the low oil pressure shutdown. The engine
shutdown event is triggered by data sent to the Engine ECM by the filtered oil
pressure sensor. If the oil pressure is lower than the trip point as a function of engine
speed, an event will be logged and a Level 3 Shutdown (1) is initiated.
Level 3 Shutdown trip points
The following are trip points for a Level 3 Shutdown:

----
Safe engine Level 3 Shutdown
700 rpm - below 226 kPa (33 psi)

The following conditions must be met for a safe engine Level 3 Shutdown:
-----
the engine speed must be less than 1300 rpm

the transmission must be in NEUTRAL
the parking brake is engaged
the machine is at ZERO ground speed
SERV1869 - 09/09
-41-
Module 3 - Engine
41_1
Engine Prelube
In front of the engine on the left
side:
1. Prelube pump / motor
2. Prelube electric motor relay
The prelube system, which is now standard, consists of the prelube pump / motor (1)
and the prelube electric motor relay (2). The prelube pump is a gear pump which
draws oil from the engine reservoir to lubricate the components in the engine block
before startup.
The Engine ECM sends a signal to the prelube relay which transfers power to the
prelube motor. The prelube motor drives the prelube pump.
The prelube system has four states:
-----
prelube is OFF or failed

prelube is ready to start or prelube is continuous
prelube is waiting for a pressure gauge value of 6 kPa (1 psi)
prelube is disabled or not installed.
The prelube pump will run for 45 seconds or the pump will supply enough flow for
the prelube system to build 48 kPa (7 psi) before ending the cycle. If the prelube
pressure decreases below approximately 48 kPa (7 psi), the Engine ECM logs an
event and will initiate a Level 3 Shutdown.
SERV1869 - 09/09
-42-
Module 3 - Engine
42_1
42_2
42_2
42_3
Coolant and Lubrication Oil Line Clamps

Oil line clamps similar to 3600
engine clamps
These illustrations show the coolant and lubrication oil line clamps. The clamps are
similar to the clamps used on the 3600 engines.
Ensure blue alignment ring is

seated
The bottom illustrations show the placement of the non-metalic alignment ring (blue)
and the o-rings (green). When installing the clamp, ensure the non-metallic alignment
ring lip fully seats as shown in the bottom right illustration.
Hand tighten and then torque

bolts
Evenly hand tighten the bolts and then torque the bolts to the correct specification.
NOTE: Refer to the Disassembly and Assembly manual for complete
disassembly and assembly service procedures.
SERV1869 - 09/09
(5) Secondary
Fuel Filters
Module 3 - Engine
-43-
(6) Tertiary
Fuel
Filter
ENGINE FUEL SYSTEM
(13) Engine Oil Filters
(8) High Pressure

Pump
(12) Flow Limiters
(7) Monoblock
16 14 12 10
(9) Regulating
Valve
(4) Electric Fuel

Priming Pump
(10)
FCV
(11)
Injectors
(12) Flow Limiters
(14) Engine
Oil Sump
15 13 11
(11)
Injectors
(3) Primary Fuel

Filters/Water Separators
(2) Fuel Tank
(1) Fuel
Transfer
Pump
43_1
ENGINE FUEL SYSTEM
Fuel system block diagram
This illustration shows a block diagram of the fuel system. The fuel system consists
of a low pressure side and a high pressure side. The high pressure side components
are in the blue box.
Low pressure fuel system
In the low pressure fuel system, the fuel transfer pump (1) pulls fuel from the fuel
tank (2) through the primary fuel filters / water separators (3). During startup, the
electric fuel priming pump (4) is also activated.
Fuel then flows through the secondary fuel filters (5) and tertiary fuel filter (6) into the
monoblock (7) and to the high pressure fuel pump (8).
The low pressure fuel delivery system is regulated by the fuel pressure regulating
valve (9).
High pressure fuel system
In the high pressure fuel system, fuel flows from the monoblock to the FCV (10)
which controls the output of the high pressure pump.
The high pressure pump sends fuel through the fuel rail to the injectors (11). From
the injectors, a minimal amount of bypass fuel flows back through the monoblock to
the fuel tank.
SERV1869 - 09/09
Module 3 - Engine
-44-
LOW PRESSURE FUEL SYSTEM

(6) Fuel Pressure
Sensor
(1) Secondary
Filters
(2) Tertiary
Filter
(8) Fuel Transfer

Temperature
Sensor
(4) Monoblock
(20) High Pressure
Fuel Pump
(7)
Fuel
Pressure
Sensor
(Unfiltered)
(10) Regulating
Valve
(3)
Air Purge
Line
(19) Fuel
Injectors
(18) Electric Fuel

Priming Pump
Relay
(16) Manual Fuel

Priming Pump
Switch
(11) Check Valve

(15) Electric Fuel
Priming Pump
(13) Primary Fuel

Filters
(5) Fuel Tank
(17) Fuel
Transfer
Pump
(14) Water-in-fuel
Sensor
(12) Fuel Transfer Inlet
Pressure Sensor
(9) Engine ECM
44_1
Low Pressure Fuel System
Fuel flow and components
This illustration shows the fuel flow and the components in the low pressure fuel
system.
Secondary fuel filters and sensors
The secondary fuel filters (1) and the tertiary fuel filter (2) are equipped with purge
lines (3) that are connected to the tertiary filter base. The purge lines allow minimal
fuel flow back to the tank (5) through the regulating valve (10) to purge air from the
low pressure fuel supply.
The secondary fuel filter base is equipped with a filtered pressure sensor (6) and
an unfiltered pressure sensor (7) to determine the restriction in the secondary fuel
filters.
The fuel transfer temperature sensor (8), also located on the secondary fuel filter base,
sends a signal to the Engine ECM (9) indicating low pressure fuel temperature.
Regulating valve
At approximately 550 kPa (80 psi) the regulating valve (10) begins to open, and if fuel
pressure exceeds 650 kPa (94 psi), fuel is directed through the return line to the fuel
tank. Installed on the return to tank line is a check valve (11) which blocks tank fuel
from returning to the monoblock. The low pressure fuel system must be at least
350 kPa (51 psi) to sufficiently supply the high pressure fuel system.
SERV1869 - 09/09
-45-
Module 3 - Engine
Primary filters and sensors
The fuel transfer inlet pressure sensor (12) sends a signal to the Engine ECM
indicating a restriction in the primary fuel filters (13). The primary fuel filters are
equipped with a water-in-fuel sensor (14) which sends a signal to the Engine ECM
indicating excessive water in the fuel.
Priming pump
The electric fuel priming pump (15) is initiated by the Engine ECM and/or the manual
fuel priming pump switch (16). When the fuel system has been serviced, the fuel
priming pump is used to prime the fuel system.
SERV1869 - 09/09
-46-
Module 3 - Engine
The primary fuel filters / water separators (1) are located between the fuel tank and
the fuel transfer pump on the back of the fuel tank.
46_1
Back of fuel tank:
1. P
rimary fuel filters / water
separators
2. Water-in-fuel sensor
Located at the bottom of the left filter is the water-in-fuel sensor (2) which sends a
signal to the Engine ECM when water is detected in the fuel.
If a high amount of water in the fuel is detected, the Engine ECM will send a Level 1
Warning to the VIMS module to inform the operator of the water level in the fuel.
The fuel level sensor (not shown), located at the bottom of fuel tank, monitors the
fuel depth in the tank.
The water-in-fuel sensor consists of two stainless steel pins enclosed in a plastic
housing. The pins are connected electrically by a resistor. The probe functions by
providing an output resistance, which is a combination of the fluid resistance and the
internal sensor resistor when a signal is applied.
With an applied signal and the probes exposed to fuel, the probe will provide a
resistance for that fluid (fuel). When water enters the fuel in the filter, the pins are
exposed to the water and the probe will provide a parallel resistance for the fluid (fuel
with water).
The sensor uses these resistance values to determine the presence of water in the
fuel and provides electrical signals to the Engine ECM.
SERV1869 - 09/09
-47-
Module 3 - Engine
NOTE: For additional information about troubleshooting the water-in-fuel

sensor, refer to the Service Magazine Article Troubleshooting the Water-in-Fuel
Sensor 1400-0079-2006.
SERV1869 - 09/09
-48-
Module 3 - Engine
ULTRASONIC FUEL LEVEL SENSOR

TYPICAL SENSOR FLOAT INSTALLATION
(3) Fuel Tank

(1) Float Assembly
(4) Metal Face
(5) Slot for Fuel

Access
and Water Drain
(2) Sensor
48_1
Fuel level sensor
The ultrasonic fuel level sensor determines the fuel level by calculating the amount
of time sound takes to reflect between the bottom of the float (1) and the
sensor (2).
The higher the fuel level in the tank, the more time it takes for the sound to reflect
back to the sensor.
The lower the fuel level, the less time it takes for the sound to be reflected back to
the sensor.
Monitored by Chassis ECM
The fuel level sensor is monitored by the Chassis ECM which sends a signal to the
Advisor panel. The Advisor panel then provides a signal to the analog type fuel level
gauge in the instrument cluster.
Advisor displays fuel level
The performance screen in the Advisor panel also displays a digital readout showing
the percentage of fuel remaining.
Level 1 Warning
The Advisor panel will alert the operator with a Level 1 Warning when the fuel level
reaches 15% (18.5% duty cycle) of the fuel tank capacity for 120 seconds.
Level 2S Warning
A Level 2S Warning will be generated when the fuel level reaches 10% (14% duty
cycle) of the fuel tank capacity for 120 seconds. The fuel tank should be filled if the
Level 2S Warning is generated. The injectors can be damaged if they are starved of
fuel, due to lack of cooling and lubrication provided by the fuel.
SERV1869 - 09/09
Module 3 - Engine
-49-
49_1
1.
2.
3.
4.
Fuel transfer pump

Monoblock
High pressure fuel pump
Fuel transfer inlet pressure
sensor
The fuel transfer pump (1) and the monoblock (2) are mounted to the high pressure
fuel pump (3). The transfer pump pulls fuel from the tank and sends the fuel to the
secondary fuel filter base.
The regulating valve is located in the secondary fuel filter base.
The fuel transfer inlet pressure sensor (4) sends a signal to the Engine ECM indicating
a restriction in the primary fuel filters.
SERV1869 - 09/09
3
Right side near front of engine:
1. Fuel priming pump
2. Motor
3. Manual fuel priming pump
switch
Module 3 - Engine
-50-
50_1
The C175 engine is equipped with a new larger volume fuel priming pump (1) and
motor (2).
The electric fuel priming pump is initiated by the Engine ECM via a fuel pump relay in
the cab or the manual fuel priming pump switch (3). The manual fuel priming pump
switch is used to prime the fuel system after changing fuel filters.
NOTE: If the engine is 100 rpm below the rated idle specification, the Engine
ECM will shut off the electric priming pump and the fuel transfer pump will supply
the fuel to the low pressure fuel system.
SERV1869 - 09/09
Module 3 - Engine
-51-
1
Right side near front of engine:
1. Secondary fuel filters
2. Tertiary fuel filter
3. Fuel pressure sensor on front
secondary fuel filter base
4. Fuel pressure sensor on
tertiary fuel filter base
51_1
The secondary fuel filters (1) and the tertiary fuel filter (2) are located on the right side
of the engine.
The fuel pressure sensor (3) on the front secondary fuel filter base monitors the
unfiltered fuel pressure.
The fuel pressure sensor (4) on the tertiary fuel filter base monitors the fuel pressure
after the fuel filters. The fuel pressure sensors work together to determine the
restriction in the secondary fuel filters.
SERV1869 - 09/09
Module 3 - Engine
-52-
FUEL FILTER RESTRICTION DERATE

PRESSURE ABOVE 124 kPa (18 psi)
60
(4) % Derate
50
40
30
20
10
0
1 min
2 min
3 min
4 min
5 min
(3) Time
(1) Level 1 Warning
5 min
1 sec
52_1
Fuel filter warning derate
This illustration shows a graph of the fuel filter warning derate.
Level 1 Warning
The Engine ECM uses the pressure differential between the sensors to indicate a
restriction in the fuel filters. When a fuel filter differential pressure of 104 kPa (15 psi)
exists for a two-minute duration, the Engine ECM logs a Level 1 Warning (1).
Level 2 Warning
After a five-minute duration of a 124 kPa (18 psi) pressure differential, a Level 2
Warning (2) derate of 17.5% is initiated. After one additional second, another 17.5%
derate will be added to the initial derate, totaling 35%.
SERV1869 - 09/09
Module 3 - Engine
-53-
53_1
Rear of secondary filter base:
1. F
uel transfer temperature
sensor
2. Rear secondary fuel filter
The fuel transfer temperature sensor (1) is located on the base of the rear secondary
fuel filter (2) and monitors the fuel temperature in the low pressure fuel system.
SERV1869 - 09/09
-54-
Module 3 - Engine
54_1
54_2
High Pressure Fuel System
High pressures
The high pressure fuel system requires special handling to ensure personnel safety
and proper function of the components. The system contains spherical ball and
conical sealing joints. The system is designed to operate at approximately 180 MPa
(26,100 psi) fuel pressure with a system relief of 205 MPa (29,700 psi).
R
elieve fuel pressure before
servicing
Before opening a high pressure fuel system line or removing components, ensure
that the fuel pressure is relieved or purged. Connect Cat ET and observe the fuel
pressure. When fuel pressure decreases below 1000 kPa (145 psi), wait 15 minutes
before opening the high pressure lines.
Be aware that the fuel temperature may be warm enough to cause a burn to the
skin.
Collect and contain fluids
Be prepared to collect and contain all fluids during service procedures.
Protect parts
Keep all parts protected from contamination.

NOTE: The plastic bag that is shown has a Caterpillar part number and is fuel
breakdown resistant. Refer to the Special Publication, NENG2500, Caterpillar
Tools and Shop Products Guide for tools and supplies to collect and contain
fluids on Caterpillar products. Dispose of all fluids according to local regulations
and mandates.
SERV1869 - 09/09
-55-
Module 3 - Engine
3
1
2
55_1
High pressure fuel components:
1.
2.
3.
4.
Monoblock
High pressure pump
Fuel rail
Quill tubes
Fuel flows into the monoblock (1) and to the FCV from the low pressure fuel system.
The FCV controls the output of the high pressure pump (2).
The high pressure pump sends fuel through the fuel rail (3) and quill tubes (4) to the
injectors. From the injectors, the bypassed fuel flows back through the monoblock
to the fuel tank.
SERV1869 - 09/09
-56-
Module 3 - Engine
56_1
Injector return line (green)
This illustration shows the return line (green) from the injectors.
SERV1869 - 09/09
Module 3 - Engine
-57-
1
4
57_1
57_2
Front right side of engine:
1.
2.
3.
4.
High pressure pump

FCV
FCV suppressor module
Fuel transfer pump
The top illustration shows the high pressure pump (1) on the right side of the engine.
The FCV (2) is installed at the rear of the fuel pump.
The FCV receives a PWM voltage signal from the Engine ECM which controls the
fuel inlet throttling to the high pressure pump.
Also shown is the FCV suppressor module (3) and the fuel transfer pump (4).
The suppressor module protects the FCV from voltage spikes.
SERV1869 - 09/09
Module 3 - Engine
-58-
3
1
2
58_1
FCV:
1.
2.
3.
4.
5.
Control motor
Connector
Valve section
Outboard valve opening
Inboard valve opening
The main components of the FCV are the control motor (1), connector (2), and the
valve section (3).
Fuel flows from the low pressure fuel system through the outboard valve opening (4)
and the inner spool (not visible). The inner spool directs the fuel through the inboard
valve opening (5) to the high pressure fuel pump.
The FCV assembly is not serviceable and the assembly calibration is performed
directly by the manufacturer.
SERV1869 - 09/09
Module 3 - Engine
-59-
(1) Inner Spool
(2) Round Hole
FUEL CONTROL VALVE

SPOOL POSITION
(3) High Idle
(4) Low Idle
(5) Off
59_1
FCV inner spool rotates
When the FCV is commanded by the Engine ECM to increase the high pressure
pump fuel flow, the inner spool (1) with the triangle shaped throttling valve rotates
upward.
T
hrottling valve opening
increases
As the inner spool rotates upward, the throttling valve opening increases and directs
additional fuel flow to the high pressure pump.
Fuel flows to high pressure pump
Fuel flows through the throttling valve and metered fuel flow passes into the center
hole (not shown) of the inner spool and out of the valve through the round hole (2) to
the high pressure common rail pump.
OFF position
When the Engine ECM commands no flow to the high pressure pump, the throttling
section is in the closed (OFF) position. The inner spool rotates in the opposite
direction until the throttling valve is closed.
Throttling valve positions
The throttling valve is shown in the HIGH IDLE position (3), the LOW IDLE
position (4), and the OFF position (5).
SERV1869 - 09/09
Module 3 - Engine
-60-
60_1
60_3
High pressure fuel sensors:
1. H
igh pressure fuel
temperature sensor
2. High pressure fuel sensor
60_2
60_4
High pressure fuel temperature is monitored by the high pressure fuel temperature
sensor (1) in the top of the fuel pump.
The fuel pressure is monitored by the high pressure fuel sensor (2) located in the fuel
rail. Both sensors send an input signal to the Engine ECM.
SERV1869 - 09/09
Module 3 - Engine
-61-
61_1
High pressure pump components:
1. Monoblock
2. FCV
3. Outlet
This illustration shows the internal components of the high pressure fuel pump. Fuel
flows from the monoblock (1) to the FCV (2).
The FCV directs fuel flow to the fuel pump pistons. The pistons are driven by the
lobes on the shaft. There are two lobes for each piston so there are two compression
strokes for each shaft revolution.
As the pistons move down, fuel is drawn into the barrels. As the roller for the pistons
moves up on the lobe, the fuel is pushed out to the common fuel passage. Fuel exits
the pump at the outlet (3) and flows to the high pressure fuel rail.
If the fuel pressure in the high pressure fuel system increases above 205 MPa
(29,733 psi), a relief valve opens and all excess fuel flows back through the monoblock
to the fuel tank.
SERV1869 - 09/09
Module 3 - Engine
-62-
6
4
2
1
6
62_1
62_2
5
62_3
Fuel flow:
1.
2.
3.
4.
5.
6.
7.
High pressure rail

Flow limiter
Piston
Quill tube
Injector
Sealing joints
Leak path
62_4
Fuel from the high pressure rail (1) enters the flow limiter (2) and flows around the
outside of the piston (3) through the quill tube (4) to the injector (5). The flow limiter
prevents over fueling of the cylinder. If an injector has excessive leakage, the
increased flow acting on the bottom of the piston from the high pressure fuel rail will
cause the piston to move up against spring force. As the piston moves up, less fuel
is sent through the quill tube to the injector.
The high pressure fuel rail system contains spherical ball and conical sealing
joints (6).
Double wall tubing (bottom left illustration) is designed to hold the high pressure fuel.
The leak path (7) allows the fuel to flow back to the fuel tank.
SERV1869 - 09/09
-63-
Module 3 - Engine
63_1
Joint end in the left
illustration should not leak fuel
There should be a sealing band around the ends of the tubes and the mating
surfaces as shown in this illustration. The joint end on the left shows an off white/
light gray color band that is approximately 1 mm (.04 inch) wide. The left joint end
should not leak fuel.
Joint end in the center

illustration should not leak fuel
The joint end in the center shows some minimal scratches in the end of the tube
which do not interfere with the sealing band. The center joint end should not leak
fuel.
Joint end in the right

illustration may leak fuel
The joint end on the right shows minimal scratches that are interfering with the
sealing band which could cause leaking. The right joint end should be replaced to
eliminate possible fuel leakage.
SERV1869 - 09/09
Module 3 - Engine
-64-
1
xxxxxxxxxxxx
xxxx
xxxxxxxx
64_1
Fuel injector:
1. Injector serial number
2. Confirmation code
The C175 engine uses a unique injector trim file for each individual injector. The
Engine ECM monitors the injector performance for fuel efficiency.
Injector trim files must be flashed into the Engine ECM for any of the following
conditions:
-----
an injector is replaced
the Engine ECM is replaced
a diagnostic code is active that requires injector replacement
the injectors are exchanged between cylinders
The injector serial number (1) and confirmation code (2) are required to download
and install the trim file.
SERV1869 - 09/09
-65-
Module 3 - Engine
1
2
3
4
5
65_1
Cat ET status screen:
1. Desired fuel rail pressure
2. Actual fuel rail pressure
3. Fuel actuator position
command
4. Percent fuel position
5. Fuel pressure
When troubleshooting the high pressure fuel system, check the status screen in Cat
ET to help determine what fuel system component to troubleshoot.
The Engine ECM commands the desired fuel rail pressure (1). The actual fuel
rail pressure (2) is displayed based upon a signal from the high pressure fuel rail
sensor.
The fuel actuator position command (3) is sent from the ECM to the FCV. The
percent fuel position (4) indicates the actual position of the FCV.
The fuel pressure (5) indicates the actual fuel pressure in the low pressure fuel
system.
The parameters in this illustration show the high pressure fuel pump producing the
required amount of fuel flow to the injector.
SERV1869 - 09/09
Module 3 - Engine
-66-
1
5
4
1
2
3
6
Air and exhaust system
components:
1.
2.
3.
4.
5.
6.
Air cleaners
Intake air tubes
Turbochargers
Turbo outlet tubes
ATAACs
ATAAC outlet tubes
66_1
The 793F truck is equipped with an Air to Air AfterCooler (ATAAC) replacing the
Separate Circuit AfterCooler (SCAC).
Air is drawn into the system through four air cleaners (1) and four intake air tubes (2),
into the compressor side of the four turbochargers (3).
Clean air from the compressor section of the turbos is directed through two turbo
outlet tubes (4) into the ATAACs (5) where the air is cooled.
From the ATAACs, the cooled air is directed through two ATAAC outlet tubes (6) into
the right and left intake manifolds.
SERV1869 - 09/09
Module 3 - Engine
-67-
AIR INDUCTION AND EXHAUST SYSTEM

(3) Compressor Inlet
Pressure Sensor
(8) Muffler
(1) Air
Filters
(2) Aftercooler
Pressure Sensor
(1) Air
Filters
Pressure Sensor
(7) Engine
ECM
(4) Intake Manifold

Temperature Sensor
(6) Turbo Inlet

Temperature Sensor
(5) Intake Manifold

Pressure Sensor
(8) Muffler
(1) Air
Filters
(2) Aftercooler
Pressure Sensor
(1) Air
Filters
(4) Intake Manifold

Temperature Sensor
(6) Turbo Inlet

Temperature Sensor
(5) Intake Manifold

Pressure Sensor
67_1
Air flow through the air induction
and exhaust system.
This schematic shows the air flow through the air induction and exhaust system.
Clean air flows through the air filters (1) and enters the compressor side of the
turbos.
The compressed air from the compressor side of the turbos is directed through the
aftercoolers (2) to the intake manifold and the individual cylinders. The air combines
with the fuel for combustion.
The turbos are driven by the exhaust gas from the cylinders which enters the turbine
side of the turbos. The exhaust gasses flow through the turbochargers, the exhaust
tubing, and out through the mufflers.
P
ressure and temperature
sensors
The four compressor inlet air pressure sensors (3), the two intake manifold air
temperature sensors (4), the two intake manifold air pressure sensors (5), and the
two turbo inlet air temperature sensors (6) report to the Engine ECM (7).
SERV1869 - 09/09
-68-
Module 3 - Engine
68_1
Top front of engine:
1. L
eft turbine inlet temperature
sensor
2. Right turbine inlet
temperature sensor
The left turbine inlet temperature sensor (1) is located in the left exhaust tube and the
right turbine inlet temperature sensor (2) is located in the right exhaust tube.
The turbine inlet temperature sensors measure the exhaust temperature on the
turbine side of the turbochargers.
The Engine ECM receives the data from both sensors and initiates a warning, a
derate, or a shutdown using the sensor with the highest temperature.
If either temperature sensor reads 805 C (1481 F) or above, the Engine ECM
sends a Level 3 Shutdown to the VIMS module, alarming the operator to SAFELY
shutdown the engine.
If a failure is detected in either the left or right exhaust temperature sensor circuits,
the Engine ECM will default to the maximum derate value of 25%. An exhaust
temperature derate occurrence will log an Engine Event in the Engine ECM. The
Engine ECM will not derate the engine if a turbine inlet sensor is faulty.
SERV1869 - 09/09
Module 3 - Engine
-69-
TURBINE INLET TEMPERATURE DERATE

26
24
22
20
(2) Engine Derate (%)
18
16
14
12
10
8
6
4
2
0
10
15
20
25
30
35
(1) Time (Sec)
40
45
50
55
60
65
69_1
Turbine inlet temperature derates
The engine power will be derated when the turbine inlet sensor temperatures reach
a critical level that may cause engine damage.
0% derate
In this illustration, 0% engine derate equates to a temperature of 725 C (1337 F) for

less than 5 seconds.
20% maximum derate
When the highest temperature of either the right or left turbine inlet sensor temperature
rises above 725 C (1337 F) for a period of 5 seconds, the percentage of power
derate will increase by 2%. This will continue in 2% increments with each increment
lasting 5 seconds until the temperature drops below 725 C (1337 F) or the maximum
derate of 25% is reached.
If the condition reoccurs and the Engine ECM has not been powered down, the
percentage of derate will be the same as the last derate.
SERV1869 - 09/09
Module 3 - Engine
-70-
4
70_1
2
70_2
Intake tubes at front of engine:
1. Right air intake manifold
temperature sensor
2. Left air intake manifold
temperature sensor
3. Left intake manifold pressure
sensor
4. Right intake manifold
pressure sensor
The right air intake manifold temperature sensor (1) is located in the intake tube on
the right side of the engine. The left air intake manifold temperature sensor (2) is
located in the intake tube on the left side of the engine.
The Engine ECM monitors the intake manifold temperature to prevent potential
damaging conditions from high intake air temperatures, which can cause over fueling
and high exhaust temperatures.
A high intake temperature Level 1 Warning can be logged if the air temperature is at
80 C (176 F). A high intake temperature Level 2 Derate will be initiated if the air
temperature in the intake manifold continues to rise above 90 C (194 F).
The left intake manifold pressure sensor (3) is located in the intake tube on the left
side of the engine. The right intake manifold pressure sensor (4) is located in the
intake tube on the right side of the engine.
The input data from the pressure sensors is used by the Engine ECM to electronically
control the air fuel ratio.
The ECM can log a high intake manifold pressure event and a low intake manifold
pressure event.
SERV1869 - 09/09
-71-
Module 3 - Engine
71_1
71_2
C
ompressor inlet pressure
sensors (arrows)
The compressor inlet pressure sensors (arrows) are installed in the tubing between
the air filters and the turbochargers. The inlet pressure sensors measure the air
pressure at each individual turbo compressor inlet.
The compressor inlet pressure sensor reads the highest inlet restriction and initiates
a warning or derates the engine. The derates will increase as the restriction
increases.
SERV1869 - 09/09
Module 3 - Engine
-72-
COMPRESSOR INLET PRESSURE RESTRICTION DERATE

12
11
(2) Engine Derate (%)
10
9
8
7
6
5
4
3
2
1
0
10
11
12
13
14
15
16
17
18
19
20
(1) Inlet Restriction (kPa)
72_1
Level 2 Derate
Each compressor inlet pressure sensor measures the restriction of the particular air
filter. The Engine ECM will initiate a Level 2 Warning when one of the sensors reads
a pressure greater than 7.5 kPa (1.1 psi). The Engine ECM will also initiate a Level
2 Derate of 2% when one of the sensors reads a pressure greater than 10 kPa (1.5
psi). The Engine ECM will send a signal to the VIMS module with the derate
information.
10% maximum derate
For every 1 kPa (0.15 psi) of additional restriction, the derate map will increase by
2% up to 10%.
SERV1869 - 09/09
-73-
Module 3 - Engine
73_1
Sectional view of cylinder head:
1. Intake passage
2. Exhaust passage
This illustration shows the air flow within the cylinder head. The C175 cross flow
design is a change in the air flow through the head, improving performance, power
density, and efficiency.
Air enters the intake manifold through the intake passage (1) and flows into the
cylinder. From the cylinder, exhaust air flows out through the exhaust passage (2)
and into the exhaust manifold.
The cross flow cylinder head provides separation between both the intake and
exhaust ports. The taller head has an increased valve lift of 22 mm (.866 inch)
compared to 18 mm (.71 inch) on the 3524 engine. The improved air flow enables a
greater amount of air in and out of the engine.
The intake and exhaust passages are rounded which decreases air restriction and
increases the air movement. The exhaust passage follows the same type curve
as the intake passage. The valves and passages are precisely rotated to provide
excellent air flow characteristics.
SERV1869 - 09/09
Module 3 - Engine
-74-
Engine Pressurizer
Assembly
74_1
74_2
74_3
74_4
2
Air leak detection:
1. Pressurizer assembly
2. Regulator
The C175 engine Pressurizer Assembly (321-6022) is used to detect leaks in the air
intake system.
A Pressurizer Assembly (1) is required at each filter in the section of the intake
system being tested. One of the pressurizer assemblies includes a regulator (2) to
adjust pressure and flow. The other pressurizer assembly is plugged to block air flow
out of the remaining filter.
When the air system is pressurized, soap and water is used to detect any leaks as
shown in the bottom right illustration.

starting SYSTEM
SERV1869

Module 4 - Starting System
Text Reference

SERV1869 - 09/09
-2-
2
1
4
3
2_1
2_2
2_3
2_4
INTRODUCTION
Starting system components:
1.
2.
3.
4.
Air start motor

Electric start motors
Start relays
Start solenoids
The 793F trucks can be equipped with an air starting system or an optional electric
starting system. The top left illustration shows the location of the air start motor (1).
The air start motor is located at the rear of the engine on the left side.
The top right illustration shows the two electric start motors (2), the start relays (3),
and the start solenoids (4).
On trucks with an air starting system, the air system also controls the autolube
system and the air horn. On trucks with an electric starting system, there is no air
system. The autolube system and the horn are electrically controlled.
When the truck is equipped with an air system, two 12 volt batteries (bottom left
illustration) connected in series supply 24 volts to the machine and engine systems.
When the truck is equipped with an electric starting system, dual sets of two 12 volt
batteries (bottom right illustration) are connected in series to supply 24 volts . Each
set of batteries supplying 24 volts is connected in parallel for additional current for
engine starting.
SERV1869 - 09/09
-3-
6
7
3_1
Air System
Air system components:
1.
2.
3.
4.
5.
6.
7.
Compressor
Air reservoir
Air dryer
Air horn
Air start motor
Autolube tank
Batteries
The air system on the 793F Off-Highway Trucks controls the air start motor, the
autolube system, and the air horn.
This illustration shows the location of the main air system components. The air
system components are:
--------
compressor (1)
air reservoir (2)
air dryer (3)
air horn (4)
air start motor (5)
autolube tank (6)
batteries (7)
SERV1869 - 09/09
-4-
7
4
5
4_1
4_2
7
10
8
4_3
Air system components:

1. Air compressor
2. Governor assembly
3. Air dryer
4. Air reservoir
5. Water purge valve
6. Quick adapter
7. Manifold
8. Air start solenoid valve
9. Air horn solenoid valve
10. Air system pressure sensor
4_4
The air compressor (1) is driven by the engine and provides the air flow. The air
compressor is lubricated with engine oil and cooled by the engine coolant. The
governor assembly (2) maintains the air system pressure and can be adjusted with
a screw below the governor cover.
Air flows from the compressor to the air dryer (3). The air dryer removes contaminants
and moisture from the air system. The air dryer desiccant serviceability has improved.
The desiccant can be serviced on the truck by removing one bolt and a cover. It is
not necessary to remove the air dryer assembly as on the 793D truck. To purge
water build-up from the air reservoir (4), rotate the thumb lock on the water purge
valve (5). Use the quick adapter (6) to fill the tank with air when necessary.
The air flows from the air dryer to the air reservoir and the manifold (7). From the
manifold, air flows to the air start solenoid valve (8), the air horn solenoid valve (9),
the autolube solenoid valve (not shown), and the air system pressure sensor (10).
The air pressure sensor sends a signal to Chassis ECM indicating system air
pressure. The air start solenoid valve directs air to the starter motor to start the
engine. The air horn solenoid valve directs air to sound the air horn.
SERV1869 - 09/09
-5-
5_1
Autolube solenoid valve (arrow)
The autolube solenoid valve (arrow) is located on top of the grease tank.
The autolube solenoid valve directs air to activate the autolube system.
SERV1869 - 09/09
-6-
(3) Air Dryer
(17) External
Air supply
AIR SYSTEM SCHEMATIC
(2) Air Compressor
RESERVOIR CHARGED
(7) Relief
Valve
(6) Governor
Assembly
(4) Check
Valve
(1) Air
Reservoir
(8) Drain
Valve
(16) Autolube
(5)
Manifold
(14) Air Start Motor
(17) Air
Regulator
(10) Air Horn
Solenoid Valve
(9) Air Start
Solenoid Valve
(12) Air
Pressure
Sensor
(11) Autolube
Solenoid Valve
(15) Air Horn
(13) Air Start

Relay Valve
6_1
Air flow
This schematic shows air flow through the air charging system with the air
reservoir (1) charged. The air flows from the air compressor (2), through the air dryer
(3), and through the check valve (4) to the manifold (5) and air reservoir. The check
valve prevents a loss of air if a leak upstream of the reservoir occurs.
Air compressor
The air compressor provides the air flow. The governor assembly (6) maintains a
system air pressure between approximately 655 kPa (96 psi) and 827 kPa (120 psi).
The governor pressure setting can be adjusted with a screw below the governor
cover. One of the ports off the manifold directs air flow to the governor assembly.
When the pressure is approximately 827 kPa (120 psi), the governor spool shifts
downward and the top envelope directs air flow to the dump valve in the air
compressor, which relieves the system pressure. The air compressor is lubricated
with engine oil and cooled by the engine coolant.
Air dryer
Air flows from the compressor to the air dryer. The air dryer removes contaminants
and moisture from the air system. The condition of the air dryer should be checked
regularly and the desiccant changed periodically, depending on the humidity of the
local climate. The air dryer is equipped with an electric heater to keep the moisture
in the dryer sump from freezing.
SERV1869 - 09/09
-7-
NOTE: For additional information on the air dryer, refer to the System Operations
Air Dryer For Vehicle Air Systems SENR7474.
Air reservoir
The air flows from the air dryer through a check valve to the air reservoir and the
manifold. The check valve prevents a loss of air if a leak upstream of the reservoir
occurs. A relief valve (7) is installed on the air reservoir, which opens at approximately
1035 kPa (150 psi). Also installed on the reservoir is the drain valve (8). The drain
valve is used to remove the air or any condensation from the reservoir at temperatures
below 0 C and (32 F).
Air start solenoid valve
From the manifold, air flows to the air start solenoid valve (9), the air horn solenoid
valve (10), the auto lube solenoid valve (11), the air system pressure sensor (12),
and the governor.
Air pressure sensor
The air pressure sensor sends a signal to the Chassis ECM indicating system air
pressure.
Key start switch ON
When the key start switch is turned to the start position, the air start solenoid valve is
energized and the air start relay valve (13) shifts to the left. Air is directed to the air
start motor (14) and the motor engages. When the engagement is complete, the air
pressure on the air start relay valve shifts the air start relay valve to the left and air
flow from the air reservoir is directed to the air start motor. The air start motor rotates
the engine flywheel to start the engine.
Air horn solenoid valve
The air horn solenoid valve directs air to sound the air horn (15).
Autolube solenoid valve
The autolube solenoid valve directs air to activate the autolube system (16).

Engine fan hydraulic SYSTEM
SERV1869

Module 5 - Engine Fan Hydraulic System
Text Reference

SERV1869 - 09/09
-2-
ENGINE FAN HYDRAULIC SYSTEM
(2) Makeup Valve
(3) Fan Motor

(7) Case Drain
Oil Filter
(9) Steering
System
(8)
Screen
(4) Steering/Fan
Oil Cooler
(5) Return
Oil Filter
(6) Steering / Fan

Tank Section
(1) Fan Pump
2_1
INTRODUCTION
793F fan drive hydraulic system
Shown is the 793F engine fan hydraulic schematic. Oil flows from the fan drive
pump (1) through a makeup valve (2) to the fan drive motor (3). Oil flows from the
motor through the makeup valve, the steering and fan oil cooler (4), and the return
oil filter (5) to the steering / fan tank section (6).
If supply oil to the fan stops suddenly, the fan and motor may continue to rotate
because of the mass of the fan. The makeup valve allows oil to flow from the return
side of the circuit to the supply side to prevent a vacuum in the supply line.
The fan drive motor is a fixed displacement motor; therefore, the fan speed is
determined by the amount of flow from the fan drive pump. The fan drive pump is a
variable displacement piston type pump that is controlled by the Brake ECM.
Case drain oil flows from the fan drive motor and pump through a case drain oil
filter (7) to the steering / fan tank section.
SERV1869 - 09/09
-3-
3
2
2
6
3_1
3_2
4
9
5
7
3_3
3_4
Engine Fan Components

Engine fan system components:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Fan drive pump

Makeup valve
Fan drive motor
Steering / fan oil cooler
Return oil filter
Fan drive pressure tap
Case drain oil filter
Bypass switch
Fan speed sensor
These illustrations show the location of the engine fan system main components.
Oil flows from the fan drive pump (1) through a makeup valve (2) to the fan drive
motor (3).
The makeup valve is located behind the lower right section of the radiator. Return
oil also flows from the fan drive motor through the makeup valve, steering / fan oil
cooler (4), and return oil filter (5) to the steering / fan tank section. The fan drive
pressure tap (6) is used to measure fan drive pump pressure. Pump pressure should
be between approximately 0 to 22,750 kPa (0 to 3300 psi) at sea level.
Case drain oil from the fan pump and motor flows through the case drain oil
filter (7) to the tank. The case drain filter includes a bypass switch (8) which informs
the Chassis ECM if the filter is restricted.
The fan speed sensor (9), located on the bottom of the fan motor, provides an input
signal to the Brake ECM. The Brake ECM uses this input to maintain the fan speed
between 0 and 817 rpm.
SERV1869 - 09/09
-4-
(8)
Speed
Sensor
FAN DRIVE MOTOR

(3) Piston
(5)
Output
Shaft
(4) Barrel
(6)
Return Port
(7)
Case Drain Port
(2)
Port Plate
(1)
Supply Port
4_1
Fan drive motor
Shown is a sectional view of the fixed displacement, bent-axis fan drive motor. The
motor is rotated by flow from the fan drive pump. Oil flows through the supply
port (1) and the port plate (2) and pushes the pistons (3) out of the barrel (4). The
pistons force the barrel and the output shaft (5) to rotate. The output shaft turns the
planetary drive group and the fan. As the barrel rotates and the pistons return, oil
flows from the pistons through the port plate, the return port (6), and a makeup valve
to the steering / fan drive tank.
Oil that leaks past the pistons into the motor housing provides lubrication for the
rotating motor components. This oil leakage is referred to as case drain oil. Case
drain oil flows through the case drain port (7) and a case drain oil filter to the
steering / fan drive tank.
SERV1869 - 09/09
-5-
2
1
7
3
5_1
1
7
3
4
2
Bottom front of pump drive:
1.
2.
3.
4.
5.
6.
7.
Fan drive pump

Steering pump
Displacement solenoid
Pump control valve
Current adjustment screw
High pressure cut-off valve
Minimum angle stop screw
5
5_2
The fan drive pump (1) is part of a double piston pump group that includes the
steering pump (2). The pump group is mounted to the pump drive. The pump drive
is located on the inside of the right frame rail. A charging pump is located between
the fan pump and the steering pump and is used to keep the pumps supplied with oil.
The fan drive pump is a variable displacement piston-type pump. The Brake ECM
controls the flow of oil from the fan drive pump by energizing the displacement
solenoid (3).
The Brake ECM analyzes the temperatures, brake status, and ground speed inputs
and sends between a 0 and 640 milliampere signal to the solenoid. At 0 to 200
milliampere, the pump is at maximum displacement and the fan is at maximum speed.
At 600 to 640 milliampere, the pump is at the minimum displacement and the fan is at
minimum speed. The coil resistance through the solenoid is approximately 24 ohms.
The displacement solenoid moves a spool in the pressure and flow compensator
valve (not visible), inside the pump control valve (4), to control the flow of pump
output pressure to the minimum angle actuator piston. The minimum angle actuator
piston moves the swashplate to the minimum flow position. The current adjustment
screw (5) controls the minimum current required to start destroking the pump.
NOTE: Do not adjust the current adjustment screw in chassis. This adjustment
should only be done on a hydraulic test stand.
SERV1869 - 09/09
-6-
The high pressure cut-off valve (6) controls the maximum pressure in the fan drive
system. The high pressure cut-off valve controls maximum pressure by controlling
the flow of pump output pressure to the minimum angle actuator piston. When system
pressure is at maximum, the high pressure cut-off valve sends oil to the minimum
angle actuator piston and moves the swashplate to the minimum flow position. The
high pressure cut-off valve for the pump should be set at a minimum of 2070 kPa
(300 psi) above the pressure that is required to maintain the maximum fan speed of
817 rpm [approximately 32,400 kPa (4700 psi) at sea level].
When accelerating from LOW IDLE to HIGH IDLE, the fan drive pressure will spike
to start the fan rotation. The spike pressure may be the pump high pressure cut-off
setting. To adjust the pump high pressure cut-off setting, install a blocker plate in
the pump outlet port and disconnect the fan drive pump solenoid. Start the engine
and run at LOW IDLE. The pump will destroke and operate at minimum flow and
maximum pressure (High Pressure Cut-off). Adjust the high pressure cut-off to the
specification.
The minimum angle stop screw (7) is located near the pressure and flow compensator
valve. The maximum angle stop screw is located on the other side of the pump.
NOTE: Do not adjust the minimum or maximum angle stop screws in the
chassis. This adjustment should only be done on a hydraulic test stand.
SERV1869 - 09/09
-7-
DOUBLE PISTON PUMP GROUP

(1) HYDRAULIC FAN PUMP
(2) STEERING PUMP
(8)
Maximum
Angle
(7)
Actuator
Piston
Minimum
(5)
(9)
(10)
Swashplate Angle Stop Piston
From Pump
(11)
Drive
Shaft
(13)
From Pressure and
Flow Compensator
(3)
(6)
(4)
(12)
Valve
Charge
Pump
Minimum
Angle
Rotary Maximum
Impeller
Actuator
Piston
Angle
Stop
Group
Fan steer pump
7_1
Shown is a sectional view of the double piston pump group, which includes the
hydraulic fan pump (1) and the steering pump (2). Both pumps are variable
displacement piston type pumps. The steering pump will be covered in the Steering
System module of this training course.
Oil from the steering tank enters the pump group in the port below the charge pump
impeller (3). The charge pump keeps the pump full of oil. The large spring around
the maximum angle actuator piston (4) holds the swashplate (5) at maximum angle.
Pump output pressure is always present on the right side of the maximum angle
actuator piston and also helps to hold the swashplate at maximum angle. When the
swashplate is at maximum angle, pump output is at maximum flow and fan speed
is at maximum. This is the position of the pump when the displacement solenoid
receives 0 milliamps from the Brake ECM.
When the displacement solenoid is receiving between 0 and 1 amp from the ECM,
a spool in the pressure and flow compensator valve directs pump output flow to the
minimum angle actuator piston (6).
The minimum angle actuator piston has a larger diameter than the maximum angle
actuator piston. The minimum angle actuator piston moves the swashplate toward
the minimum flow position. The swashplate angle, pump flow, and fan speed will
modulate with the amount of current at the displacement solenoid. When the
swashplate is at minimum angle, pump output is at minimum flow and fan speed is at
minimum. This is the position of the pump when the displacement solenoid receives
1 amp from the Brake ECM.
SERV1869 - 09/09
-8-
Before the swashplate contacts the minimum angle stop (7), the minimum angle
actuator piston (8) will open a small drain port to tank and stop the movement of
the swashplate. Draining the minimum angle actuator piston oil will prevent the
swashplate from contacting the minimum angle stop repeatedly which can be noisy
and may cause damage to the pump.
Oil that leaks past the pistons into the pump housing provides lubrication for the
rotating components. This oil leakage is referred to as case drain oil. Case drain
oil flows through the case drain port and a case drain oil filter to the steering / fan
section of the hydraulic tank.
SERV1869 - 09/09
-9-
HYDRAULIC FAN PUMP CONTROL VALVE

HIGH FAN SPEED CONTROL
(17) Pump supply
(16) To Min Angle

Actuator Piston
(12) Tank
(3) Pressure
Compensator
(14) Pressure
Reducing
Valve
(15) Fan Motor
(13) To
Priority
Valve
(18) FAN PUMP

CONTROL
VALVE
(12) Tank
(19) STEERING PUMP

CONTROL VALVE
(10) Pressure Compensator

(3) Pressure
Compensator
(18) Current
Adjustment
(2)
Displacement
Solenoid
(4)
Shuttle
Valve
(11) Case Drain

Oil Filter
(9)
Max Angle
Actuator Piston
(1)
Max Angle
Actuator Piston
(12) Tank
(17)
Pump
supply
(16) Min Angle

Actuator Piston
(2)
Displacement
Solenoid
(5)
Min Angle
Actuator Piston
(6)
Charge
Pump
(7)
Case
Drain
(8)
Min Angle
Actuator Piston
9_1
Fan Pump Operation
Hydraulic fan control valve
- High fan speed
This illustration shows the hydraulic fan pump control valve (18) with the fan at high
speed.
During normal fan speed operations, the pump output oil and the spring around
the maximum angle actuator piston (1) holds the swashplate at maximum angle.
Maximum angle is the position of the swashplate when the displacement solenoid (2)
receives approximately 0 milliamps from the Brake ECM and pump output pressure
is not at high pressure cut-off.
Fan pump oil flows to the pressure compensator (cut-off) valve (3), the displacement
solenoid, and the maximum angle actuator piston. When the fan system pressure is
higher than the steering system pressure, the shuttle valve (4) moves up and blocks
steering pump oil from flowing to the fan pump control valve.
The pump output oil and the spring around the maximum angle actuator piston holds
the swashplate at maximum angle. Maximum angle is the pump position when
the displacement solenoid receives 0 amp from the Brake ECM and pump output
pressure is low.
SERV1869 - 09/09
-10-
The pressure compensator valve controls the maximum pressure in the fan system
by controlling the pump flow to the minimum angle actuator piston (5). When system
pressure is at maximum, the pressure compensator valve moves to the left and
directs oil to the minimum angle actuator piston which moves the swashplate to the
minimum flow position. The pressure compensator valve for the pump should be set
at a minimum of 2070 kPa (300 psi) above the pressure that is required to maintain
the maximum fan speed of 817 rpm.
When the steering system pressure is higher than the fan system pressure, the
shuttle valve moves down and allows steering pump oil to flow into the fan pump
control valve. The steering pump oil flows to the pressure compensator valve, the
displacement solenoid, and the maximum angle actuator piston.
In trucks with the high altitude arrangement, a pressure reducing valve (14) is
installed, which reduces the steering system oil pressure for the fan system.
NOTE: To adjust the pressure compensator, refer to the Service Manual for the
correct procedure.
SERV1869 - 09/09
-11-
HYDRAULIC FAN PUMP CONTROL

LOW FAN SPEED CONTROL
(17) Pump supply
(16) To Min Angle

Actuator Piston
(12) Tank
(3) Pressure
Compensator
(14) Pressure Reducing

Valve
(15) Fan
Motor
(13) To
Priority
Valve
(18) FAN PUMP

CONTROL
VALVE
(12) Tank
(19) STEERING PUMP

CONTROL VALVE
(10) Pressure Compensator

(3) Pressure
Compensator
(18) Current
Adjustment
(2)
Displacement
Solenoid
(4)
Shuttle
Valve
(11) Case
Drain Oil
Filter
(9)
Max Angle
Actuator Piston
(1)
Max Angle
Actuator Piston
(12)
Tank
(17)
Pump
supply
(16) Min Angle

Actuator Piston
(2)
Displacement
Solenoid
(5)
Min Angle
Actuator Piston
(6)
Charge
Pump
(7)
Case
Drain
(8)
Min Angle
Actuator Piston
11_1
Hydraulic fan control valve
- Low fan speed
This illustration shows the hydraulic fan pump control valve (18) with the fan at low
speed.
When the displacement solenoid (2) receives between 0 and 680 milliamps from the
Brake ECM, the flow compensator moves the valve spool to the right. The spool
directs pump discharge oil to the minimum angle actuator piston (5). The minimum
angle actuator piston has a larger diameter than the maximum angle actuator
piston (1). The minimum angle actuator piston moves the swashplate toward the
minimum flow position. At low fan speed, the flow compensator valve spool meters
the oil to the minimum angle actuator piston to control the swash plate angle at low
flow.
SERV1869 - 09/09
-12-
793F FAN SPEED REQUIREMENTS

Fan Motor
<88 C (190 F)
<102 C (216 F)
OFF
>88 C (201 F)
>88 C (190 F)
>102 C (216 F)
<101 C (214 F)
<96 C (205 F)
<102 C (216 F)
<107 C (225 F)
<84 C (183 F)
<101 C (214 F)
<96 C (205 F)
<102 C (216 F)
<107 C (225 F)
725-817 rpm
>84 C (183 F)
>101 C (214 F)
>96 C (205 F)
>102 C (216 F)
>107 C (225F)
650 rpm
Coolant Temp
Engine Oil Temp
Trans Lube Temp
<40 C (104 F)
<79 C (174 F)
<94 C (201 F)
<88 C (201 F)
>40 C (104 F)
>79 C (174 F)
>94 C (201 F)
<49 C (120 F)
<84 C (183 F)
Brake Oil Temp

Exceeds Upper Limit
<49 C (120 F)
ATAAC, Coolant, or
Engine Oil
Exceeds
Upper Limit
>49 C (120 F)
Below Lower Limit

Between Upper and
Lower Limit
Torque Converter
Oil Temp
Brake Oil Temp
Aftercooler Temp
MODULATING
12_1
Engine Fan Speeds
Maximum fan speeds
Fan speed varies depending on the sensor inputs to the Brake ECM. The maximum
fan speeds are:
-----
Hoisting: 200 rpm

Standard retarding: 725 rpm
Additional retarding: 817 rpm
Hauling: 650 rpm
Fan motor OFF
As shown in the illustration above, if the fluid and air temperatures are all below the
lower limits, the hydraulic fan is OFF and fan speed could be as low as 0 rpm.
Fan motor modulating
If the fluid and air temperatures are between the lower and upper limits, the fan pump
will modulate fan speed by sensor priority to a fan speed curve that has been pre-set
for each sensor.
Fan motor 725-817 rpm
If the brake oil outlet temperatures are above the top limit but the engine coolant,
engine oil, and intake air temperature are between the sensor lower and upper limits,
the fan speed will be approximately 725-817 rpm.
Fan motor 650 rpm
If the engine coolant, engine oil, or intake air temperatures are above the top limit,
the fan speed will be approximately 650 rpm.

Power train
SERV1869

Module 6 - Power Train
Text Reference

SERV1869 - 09/09
-2-
8
9
3
7
2_1
INTRODUCTION
Power train components:
1.
2.
3.
4.
5.
6.
7.
8.
9.
ECPC transmission
Pump
Torque converter oil filter
Torque converter
Oil cooler
Transmission oil filter
Transmission control valve
Drive shaft
Output transfer gear
The 793F power train is now equipped with an Electronic Clutch Pressure Control
(ECPC) transmission (1), which is electronically controlled and hydraulically
operated.
A four-section pump (2) sends oil through the torque converter oil filter (3) to the
torque converter (4) and the oil cooler (5), and through the transmission oil filter (6)
to the transmission control valve (7).
Power flows from the engine through the torque converter and drive shaft (8) to the
output transfer gear (9) and transmission.
The ECPC transmission is a power shift planetary design which contains six
hydraulically engaged clutches. The transmission provides six FORWARD speeds
and one REVERSE speed. From the transmission, power is transferred to the
differential and final drives.
SERV1869 - 09/09
-3POWER TRAIN SCHEMATIC
(01) T/C Inlet

Relief Valve
(02)
Torque Converter
(09)
Transmission
Main Relief Valve
(08)
Transmission
Modulating Valves
(03) Lockup Clutch

Control Valve
(10) Transmission
Sump
(12) Bypass Orifice
(04)
T/C Oil Filter
Bypass Switch
(14)
T/C Outlet
Temperature
Sensor
(05)
Transmission
Oil Filter
Bypass Switch
(13) T/C Outlet

Relief Valve
5
(17)
Pump
Drive
(15) T/C
Screen Bypass
Switch
(06)
T/C Oil Filter
(07)
Transmission
Oil Filter
(22) TC
Scavenge (23)
TC
Pump
Charge
Pump
(16) Transmission/
Torque Converter
Cooler
(18)
Baffle
6
(24)
Purge
Orifice
(32) Engine Speed Sensor
(27)
Transmission
Lube
Relief Valve
(21) T/C
Sump
(20) Screen
(36) Manifold
(19) Transmission
Oil Level Sensor
(25)
(26)
Transmission Transmission
Charge Pump Lube Pump
(11)
Trans Oil
Temp Sensor
(33) Transmission Output

Speed Sensors (2)
(34) Transmission Input

Speed Sensor
(35) Transmission Intermediate
Speed Sensor
(29) Inputs
(28)
Magnetic
Screen
(30) Outputs
(10)
Transmission
Sump
(31) Transmission ECM
3_1
Power train hydraulic schematic
This illustration shows the power train hydraulic components and the electronic
control system components with the transmission in NEUTRAL. Oil is drawn from
the torque converter housing sump (21) through a screen (20), and a manifold (36),
by the torque converter charging pump (23), the transmission charging pump (25),
and the transmission lube pump (26). The torque converter scavenge pump (22)
pulls oil from the transmission sump (10) through two magnetic screens (28) and
sends the oil to the baffle (18) in the torque converter sump.
Purge orifice
The transmission charge pump is also equipped with a purge orifice (24) which
enhances the transmission charge pump priming.
Torque converter charging pump
The torque converter charging pump sends oil through the torque converter oil
filter (6) to the pump drive (17), the torque converter (2), and the torque converter
inlet relief valve (1). The torque converter filter base includes a bypass switch (4)
that sends a signal to the Transmission ECM (31) indicating if the filter is plugged.
The torque converter receives an additional oil supply from the transmission main
relief valve (9). The torque converter inlet relief valve limits oil pressure to the torque
converter.
Torque converter outlet relief

valve and bypass orifice
Oil flows from the torque converter to the torque converter outlet relief valve (13) and
the bypass orifice (12). The bypass orifice allows the outlet relief valve to maintain a
constant pressure in the torque converter and reduce torque converter pressure
spikes.
SERV1869 - 09/09
-4-
Transmission / torque converter

cooler
From the outlet relief valve, the combination of orificed and relieved oil flows through
the torque converter screen to the transmission / torque converter cooler (16). The
torque converter screen housing has a bypass switch (15) installed. Cooled oil flows
to torque converter sump, the inlet of the torque converter charge pump, the
transmission charge pump, and the transmission lube pump.
Torque converter outlet

temperature sensor
The torque converter supply is monitored by the torque converter outlet temperature
sensor (14).
Transmission charging pump
The transmission charging pump sends oil through the transmission oil filter (7) to
the modulation valves (8), the transmission main relief valve, and the lockup clutch
control valve (3). The transmission filter base includes a bypass switch (5) that
sends a signal to Transmission ECM indicating if the filter is plugged.
Engine running / transmission in

NEUTRAL
With the engine running and the transmission in NEUTRAL, current is sent from the
Transmission ECM to the clutch No. 3 modulation valve. The spool in the modulation
valve shifts and oil is directed to Clutch 3. At this time, neither directional clutch is
energized.
Transmission oil temperature

sensor
The transmission oil temperature sensor (11) sends a signal to the Transmission
ECM indicating transmission oil temperature.
Transmission main relief valve
The transmission main relief valve limits the oil pressure to the modulation valves
and the lockup clutch valve.
Transmission lube relief valve
The transmission lube pump oil and oil from the purge orifice is sent to the transmission
for gear and bearing lubrication. Lube pressure is limited by the transmission lube
relief valve (27).
Transmission oil level sensor
The transmission oil level sensor (19), located in the torque converter housing, sends
a signal to the Transmission ECM indicating the torque converter and transmission
oil level.
Speed sensors
The Transmission ECM also receives speed signals from the engine speed
sensor (32), the transmission input speed sensor (34), the transmission intermediate
speed sensor (35), and the transmission output speed sensors (33).
SERV1869 - 09/09
-5-
793F TRANSMISSION ELECTRONIC CONTROL SYSTEM

(01) A4:M1 Transmission ECM
(02) CAT Data Link
(03) CAN Data Link
OUTPUT COMPONENTS
(04) Requested
Gear Command
(05 Engine Speed Sensor
(06) Transmission Input
Speed Sensor
(07) Transmission Intermediate
Speed Sensor
Speed Sensor No. 1
Speed Sensor No. 2
(10) Torque Converter Charge
Filter Bypass Switch
(11) Torque Converter Screen
Bypass Switch
(12) Transmission Charge
(13) Transmission
Oil Level Sensor
Torque Converter Sump
(14) ECM Location 0 (Ground)

(15) ECM Location 1 (Ground)
(16) ECM Location 2 (Open)
(17) ECM Enable (Ground)
(18) Transmission Control
Inlet Temperature Sensor
(19) Torque Converter Outlet
Oil Temperature Sensor
(20) Keystart Switch
(21) Solenoid
Proportional Return
Feedback #1, 6, T/C
(22)
Solenoid Proportional Return
Feedback #2, 4
(23)
Solenoid Proportional Return
Feedback #3, 5
(24) Machine
Operation State
(25)
Modulating Valve
Solenoid No. 1
(26)
Modulating Valve
Solenoid No. 2
(27)
Modulating Valve
Solenoid No. 3
(28)
Modulating Valve
Solenoid No. 4
(29)
Modulating Valve
Solenoid No. 5
(30)
Modulating Valve
Solenoid No. 6
(31)
Torque Converter
Lockup
Clutch Solenoid
5_1
Transmission electronic control
system
This illustration shows the input and output components in the transmission electronic
control system.
The ECPC transmission is electronically controlled and hydraulically operated. The
Transmission ECM (1) receives inputs from various sensors and switches located on
the machine and engine. The ECM analyzes the inputs and engages the appropriate
modulating valve(s) that control the oil flow to the specific clutch(s).
A4:M1 Transmission ECM
The A4:M1 Transmission ECM is located behind the front panel of the cab and
contains two 70 pin connectors.
Location code inputs
To enable the Transmission ECM, all three of the appropriate location code inputs
must be grounded to run. When the ECM has J1-26, J1-27, and J1-32 pins grounded,
the monitoring system recognizes the Transmission ECM.
Proportional return feedback

inputs
The proportional return feedback inputs to the Transmission ECM are used to warn
the ECM of a problem with the solenoid coil or a harness problem. If one of the
solenoids return loses its path to the Transmission ECM, the ECM will receive a
PWM input to the ECM. If a return to ECM for one of the solenoid (modulating)
valves is open, the ECM has no way to determine an OPEN. With an open to one of
the solenoid valve returns, the transmission shift strategy will not allow the
Transmission ECM to engage any gear that is related to a solenoid valve with a lost
solenoid return.
SERV1869 - 09/09
-6-
TRANSMISSION
FEATURES CONTROLLED BY TRANSMISSION ECM

- Transmission Shifting
- Anti-Hunt
- Engine Overspeed Protection
- Direction Shift Management
- Neutral Coast Inhibiting
- Shift Counter
- Fail In Gear Protection
- Top Gear Limit
- Control Throttle Shifting (CTS)
- Torque Converter lockup
- Reverse Shift Inhibiting
6_1
Functions controlled by the
Transmission ECM
Besides controlling the Transmission Shifting and Torque Converter Lockup, the
Transmission ECM also controls other functions as shown above, such as Control
Throttle Shifting (CTS), Directional Shift Management, and Top Gear Limit. There
are several programmable parameters available with the Transmission ECM.
NOTE: Refer to the Transmission Electronic Control System Operation,
Troubleshooting, Testing, and Adjusting Manual (KENR8394) for more
information on the additional Transmission ECM functions and programmable
parameters.
SERV1869 - 09/09
-7-
7_1
Power Train Components
Engine speed sensor (arrow)
This illustration shows the engine speed sensor (arrow) which is located near the
rear of the engine on the left side. The engine speed sensor sends an input to the
Transmission ECM indicating engine speed. The ECM uses the engine speed and
transmission input speed information to calculate lockup clutch slip time.
SERV1869 - 09/09
-8-
2
8_1
8_2
Right side of the transmission:
1. T
ransmission input speed
sensor
2. Transmission lube pressure
tap
The transmission input speed sensor (1) is located on the right side of the
transmission.
The transmission input speed sensor sends an input to the Transmission ECM
indicating torque converter output speed.
The ECM uses torque converter output speed information to confirm that the
transmission output speed is correct if one of the transmission output speed sensors
fail. Transmission input and output speed are also used to calculate transmission
slip time.
Also shown is the transmission lube pressure tap (2).
NOTE: The transmission intermediate speed sensor (located inside the
transmission) does not provide functionality for transmission control or active
diagnostics at the time of publication.
SERV1869 - 09/09
-9-
9_1
1
9_2
Rear of differential:
1. T
ransmission output speed
sensors
2. Rotating gear
The top illustration shows the cover removed from the differential which allows
access to the differential components. The transmission output speed (TOS)
sensors (1) are located in the differential as shown in these illustrations. The harness
connector is installed through a passage in the front of the differential and connected
to the TOS speed sensors through the opening.
The TOS sensors send a signal to the Transmission ECM indicating the rotating
gear (2) speed (transmission output speed). Based on the inputs from the TOS
sensors, the ECM determines when the transmission needs to be shifted.
Transmission input and output speed are also used to calculate transmission slip
time as previously discussed. The TOS speed sensors are installed so that the
signal between the sensors are out of phase, which indicates whether the truck is
moving forward or in reverse.
SERV1869 - 09/09
-10-
9
10
3
Torque converter components:
1. Lockup clutch solenoid
2. Torque converter and
transmission pump
3. Cover
4. Inlet relief valve
5. Inlet relief valve pressure tap
6. Outlet relief valve
7. Outlet relief valve pressure
tap
8. Torque converter outlet
screen
screen bypass switch
temperature sensor
10_1
The torque converter provides a fluid connection that permits the engine to continue
running with the truck stopped. In converter drive, the torque converter multiplies
torque to the transmission. At higher ground speeds, the lockup clutch solenoid (1)
engages the lockup clutch to provide direct drive.
The NEUTRAL and REVERSE ranges are converter drive only. FIRST SPEED
is converter drive below 8 km/h (5 mph) and direct drive above 8 km/h (5 mph).
SECOND through SIXTH SPEEDS are direct drive only. The torque converter is in
converter drive between each shift (during clutch engagement) to provide smooth
shifts.
The torque converter housing is the oil sump for the torque converter and transmission
oil supply.
The four-section torque converter and transmission pump (2) is located at the rear of
the torque converter. The four sections (starting at the torque converter) are:
-----
transmission scavenge
torque converter charging
transmission charging
transmission lube
The transmission lube pump pulls oil from the manifold in the torque converter housing
sump and sends the oil to the transmission for gear and bearing lubrication.
SERV1869 - 09/09
-11-
One end of the manifold is supplied with oil from the transmission and torque
converter oil cooler return line. The other end of the manifold is supplied with oil
drawn from the sump through a suction screen that is located behind a cover (3).
The transmission charging pump draws oil from the manifold in the torque converter
housing sump and sends the oil through the transmission oil filter to the modulation
valves, the transmission main relief valve, and the lockup clutch control valve. The
transmission charge pump is also equipped with a purge orifice which enhances the
transmission charge pump priming.
The torque converter charging pump draws oil from the manifold in the torque
converter housing sump and sends the oil through the torque converter filter to the
pump drive, the torque converter, and the torque converter inlet relief valve.
The torque converter scavenge pump pulls oil from the transmission sump through
two magnetic screens and sends the oil to the baffle in the torque converter sump.
Oil flows from the torque converter charging filter to the inlet relief valve (4). The inlet
relief valve limits the maximum pressure of the supply oil to the torque converter. If
inlet pressure is too high, excess oil is dumped directly back into the sump. Normally,
the inlet relief pressure will be higher than the outlet relief valve pressure. Oil flows
past the inlet relief valve and enters the torque converter. The torque converter inlet
relief pressure can be checked at the inlet relief valve pressure tap (5).
The outlet relief valve (6) maintains a minimum pressure inside the torque converter
to keep the torque converter full of oil and prevent cavitation. The outlet relief
pressure can be checked at the outlet relief valve pressure tap (7). Oil from the
torque converter outlet relief valve and orifice flows through the torque converter
outlet screen (8) to the torque converter and transmission oil cooler (not shown). The
torque converter outlet screen bypass switch (9) sends a signal to the Transmission
ECM when the screen is restricted.
The torque converter outlet temperature sensor (10) sends a signal to the
Transmission ECM indicating the torque converter outlet temperature.
SERV1869 - 09/09
-12-
1
2
5
4
3
12_1
Side of torque converter:
1.
2.
3.
4.
Torque converter fill tube

Sight gauges
Transmission oil level sensor
Cold torque converter oil level
switch
5. Hot torque converter oil level
switch
The torque converter fill tube (1) and sight gauges (2) are located on the left side of
the torque converter sump.
The transmission oil level sensor (3) sends a signal to the Transmission ECM
indicating the oil level in the torque converter sump.
The cold torque converter oil level switch (4) and the hot torque converter oil level
switch (5) are also located on the left side of the torque converter sump. The torque
converter oil level switches provide a torque converter oil level indication to the cold
and hot torque converter indicators on the Caterpillar Fast Fill Panel.
SERV1869 - 09/09
-13-
LOCKUP CLUTCH MODULATING VALVE

TORQUE CONVERTER DRIVE
(4) Lockup Clutch
Pressure Tap
(1)
Proportional
Solenoid
(2) Lockup Clutch
(3)
Transmission
Charging Pump
13_1
L
ockup clutch modulating valve Torque converter drive
The torque converter lockup clutch modulating valve contains a proportional

solenoid (1) that receives a signal from the Transmission ECM to engage and release
the torque converter lockup clutch.
In this illustration, the lockup clutch modulating valve is shown with no current
signal applied to the solenoid (TORQUE CONVERTER DRIVE or NEUTRAL). The
Transmission ECM controls the rate of oil flow through the lockup clutch modulating
valve to the lockup clutch (2) by changing the signal current strength to the solenoid.
With no current signal applied to the solenoid, the transmission modulating valve is
DE-ENERGIZED and oil flow to the clutch is blocked.
Transmission charging pump (3) oil flows into the valve body around the valve spool
and into a drilled passage in the center of the valve spool. The oil flows through the
drilled passage and orifice to the left side of the valve spool to a drain orifice. Since
there is no force acting on the pin assembly to hold the ball against the drain orifice,
the oil flows through the spool and the drain orifice past the ball to the tank.
The spring located on the right side of the spool in this view holds the valve spool
to the left. The valve spool opens the passage between the clutch passage and the
tank passage and blocks the passage between the clutch passage and the pump
supply port. Oil flow to the clutch is blocked. Oil from the clutch drains to the tank
preventing clutch engagement.
SERV1869 - 09/09
-14-
LOCKUP CLUTCH MODULATING VALVE

DIRECT DRIVE
(4) Lockup Clutch

Pressure Tap
(1)
Proportional
Solenoid
(2) Lockup Clutch
(3)
Transmission
Charging Pump
14_1
L
ockup clutch modulating valve Direct drive
In this illustration, the lockup clutch modulating valve is shown with a maximum
current signal commanded to the proportional solenoid (1). When the modulation
cycle stops, the Transmission ECM sends the maximum specified current signal to
fully engage the lockup clutch (DIRECT DRIVE).
The constant current signal pushes the pin firmly against the ball in the solenoid
valve. The pin force against the ball blocks more oil from flowing through the drain
orifice. This restriction causes an increase in pressure on the left side of the valve
spool. The valve spool moves to the right to allow pump flow to fully engage the
clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional
solenoid valve spool. This pressure, along with the spring force on the right end of
the spool, causes the valve spool to move to the left until the forces on the right end
and the left end of the valve spool are balanced.
The valve spool movement to the left (balanced) position reduces the flow of oil to
the engaged clutch. The Transmission ECM sends a constant maximum specified
current signal to the solenoid to maintain the desired clutch pressure.
NOTE: The lockup clutch valve is calibrated with Cat ET by selecting the
transmission clutch engagement pressure calibration option.
SERV1869 - 09/09
-15-
15_1
T
orque converter and transmission
oil cooler (arrow)
Oil from the torque converter outlet screen flows through the torque converter and
transmission oil cooler (arrow) to the torque converter sump. The oil cooler cools the
oil flowing to the torque converter sump.
SERV1869 - 09/09
-16-
16_1
B
etween rear tire and hydraulic
tank:
1. Torque converter oil filter
2. Bypass valve
Oil from the torque converter charging pump flows to the torque converter oil filter.
The torque converter oil filter (1) is located between the transmission and the truck
frame and is accessed from below the truck between the right rear tire and the
hydraulic oil tank.
The oil filter contains a bypass switch (2) that indicates to the Transmission ECM
when the filter is restricted.
SERV1869 - 09/09
-17-
2
B
etween left front tire and fuel
tank:
1. Transmission oil filter
2. Brake cooling screens
3. Hoist and brake cooling oil
filter
17_1
Oil from the transmission charging pump flows to the transmission oil filter. The
transmission oil filter (1) is located between the left front wheel and the fuel tank.
The oil filter contains a bypass switch (not visible) that indicates to the Transmission
ECM when the filter is restricted.
Also visible are the brake cooling screens (2) and the hoist and brake cooling oil
filter (3).
SERV1869 - 09/09
-18-
4
3
1
Left side of transmission:
1.
2.
3.
4.
5.
Transmission sump
Magnetic scavenge screens
Scavenge pump inlet
Magnetic screen covers
Transmission relief valve
return port
18_1
The torque converter scavenge pump pulls oil from the transmission sump (1) at the
bottom of the transmission through the magnetic scavenge screens (2) and the
scavenge pump inlet (3).
The magnetic screens should always be checked for debris if a problem with the
transmission is suspected. Also shown are the magnetic screen covers (4) and the
transmission relief valve return port (5).
The modulating valves for an ECPC transmission are sensitive to contamination and
require very clean oil. After any failures to a transmission, properly clean the system
and replace any contaminated modulating valves if necessary.
NOTE: For additional information about cleaning an ECPC transmission after a
failure to avoid consecutive failures, refer to the Service Magazine SEPD0918
Procedures for Cleaning the Power Train.
SERV1869 - 09/09
-19-
3
2
19_1
Right side of transmission:
1. Transmission inlet
2. Lube pressure tap
3. Transmission control valve
oil inlet
Oil flows from the transmission lube section of the torque converter and transmission
pump to the transfer gears through a hose to the transmission inlet (1). Transmission
lube oil flows through the transfer gears and the transmission to cool and lubricate
the internal components.
Transmission lube oil pressure can be checked at the lube pressure tap (2).
Also visible in this illustration is the transmission control valve oil inlet (3).
SERV1869 - 09/09
-20-
20_1
1
2
3
20_2
Top right side of transmission:
1. T
ransmission lube pressure
relief valve
2. Large tube
3. Small tube
The transmission lube pressure relief valve (1) is inside the transmission case below
the transmission hydraulic control valve. The transmission lube oil enters the
transmission through a large tube (2) and flows out through a small tube (3) to the
transmission case.
The relief valve limits the maximum pressure in the transmission lube circuit. If the
lube oil pressure exceeds the spring in the relief valve, the poppet shifts and oil is
directed through a port in the valve to the transmission sump.
SERV1869 - 09/09
-21-
21_1
T
ransmission oil temperature
sensor (arrow)
The transmission oil temperature sensor (arrow) is located on the right side of the
output transfer gear. The transmission oil temperature sensor sends a signal to the
Transmission ECM indicating transmission oil temperature.
SERV1869 - 09/09
-22-
22_1
4
6
Transmission pressure taps:

1. Torque converter inlet
pressure
2. Transmission control oil
pressure
3. Clutch No. 4 modulating valve
2
3
5
7
8
22_2
The transmission pressure taps are located on the right side of the transmission.
The pressure taps are accessed with the body up.
The transmission pressure taps are:
---------
torque converter inlet pressure (1)

transmission control oil pressure (2)
clutch No. 4 modulating valve (3)
SERV1869 - 09/09
-23-
2
1
23_1
4
5
6
7
8
9
10
T
ransmission control valve
components:
1. Inlet port
2. Transmission relief valve
return port
3. Transmission relief valve
4. Clutch No. 4 solenoid valve
10. Transmission lube relief valve
23_2
The top illustration shows the transmission control valve located on top of the
transmission below a cover plate. Oil from the transmission charging pump flows
into the transmission control valve though the inlet port (1). The transmission relief
valve return port (2) is located on the left side of the transmission.
The bottom illustration indicates the following transmission control valve
components:
---------
transmission relief valve (3)

clutch No. 4 solenoid valve (4)
transmission lube relief valve (10)
SERV1869 - 09/09
-24-
ENGAGEMENT OF TRANSMISSION CLUTCHES
Clutch engagement chart
Transmission Speed
Engaged Clutches in
the Transmission
SIXTH speed FORWARD
2 and 3
FIFTH speed FORWARD
1 and 3
FOURTH speed FORWARD
2 and 4
THIRD speed FORWARD
1 and 4
SECOND speed FORWARD
2 and 5
FIRST speed FORWARD
1 and 5
NEUTRAL
REVERSE
1 and 6
24_1
The table in this illustration lists the solenoids that are energized and clutches that
are engaged for each transmission speed. This table can be useful for transmission
diagnosis.
SERV1869 - 09/09
-25-
TRANSMISSION MAIN RELIEF VALVE

(8) Transmission Relief
Pressure Tap
(4) Check Ball
(5) Slug
(2) Orifice
(7) Converter
(1) Transmission
Inlet
Charge Pump
(6) Adjustment
Screw
(3) Spool
25_1
Transmission main relief valve
Shown is a sectional view of the transmission main relief valve. The supply oil from
the transmission charge pump (1) to the relief valve flows through an orifice (2) in the
spool (3), past a check ball (4), and enters the slug chamber. The check ball dampens
spool movement and reduces the possibility of valve chattering and pressure
fluctuations.
Oil pressure moves the slug (5) in the left end of the spool to the left and the spool
moves to the right against the spring force. The slug reduces the effective area on
which the oil pressure can act. Because of the reduced effective area, a smaller,
more sensitive spring can be used. Relief pressure will be equal to the force of
the spring on the right end of the spool. The spring force can be adjusted with the
adjustment screw (6).
SERV1869 - 09/09
-26-
TRANSMISSION MODULATING VALVE

NO COMMANDED SIGNAL
(11) Test Port
(8) Ball
(5) Orifice
(1) Solenoid
(6) Drain
Orifice
(7) Pin
(9) Tank (2) Clutch
(4) Valve
Spool (10) Spring
(3) Transmission
Charging Pump
26_1
T
ransmission modulating valve No commanded signal
In this illustration, the transmission modulation valve is shown with no current signal
applied to the solenoid (1). The Transmission ECM controls the rate of oil flow
through the transmission modulating valves to the clutches by changing the signal
current strength to the solenoids. With no current signal applied to the solenoid, the
transmission modulation valve is DE-ENERGIZED and oil flow to the clutch (2) is
blocked. The transmission modulation valve is located on the transmission control
valve.
Transmission charging pump (3) oil flows into the valve body around the valve
spool and into a drilled passage in the center of the valve spool (4). The oil flows
through the drilled passage and orifice (5) to the left side of the valve spool to a drain
orifice (6). Since there is no force acting on the pin (7) to hold the ball (8) against
the drain orifice, the oil flows through the spool and the drain orifice past the ball to
the tank (9).
The spring (10) located on the right side of the spool in this view holds the valve
spool to the left. The valve spool opens the passage between the clutch passage
and the tank passage and blocks the passage between the clutch passage and the
pump supply port. Oil flow to the clutch is blocked. Oil from the clutch drains to the
tank preventing clutch engagement.
SERV1869 - 09/09
-27-

COMMANDED SIGNAL BELOW MAXIMUM
(11) Test Port
(8) Ball
(4) Valve
Spool (10) Spring
(5) Orifice
(1) Solenoid
(6) Drain
Orifice
(7) Pin
(9) Tank
(2) Clutch
(3) Transmission
Charging Pump
27_1
T
ransmission modulating valve
- Commanded signal below
maximum
In this illustration, the modulation valve is shown with a signal to the solenoid (1) that
is below the maximum current. Clutch engagement begins when the Transmission
ECM sends an initial current signal to ENERGIZE the solenoid. The amount of
command current signal is proportional to the desired pressure that is applied to the
clutch during each stage of the engagement and disengagement cycle.
The start of clutch engagement begins when the current signal to the solenoid creates
a magnetic field around the pin. The magnetic force moves the pin against the ball in
proportion to the strength of the current signal from the Transmission ECM.
The position of the ball (8) against the orifice (5) begins to block the drain passage
of the oil flow from the left side of the valve spool (4) to the tank (9). This partial
restriction causes the pressure at the left end of the valve spool to increase. The oil
pressure moves the valve spool to the right against the spring (10). As the pressure
on the right side of the valve spool overrides the force of the spring, the valve spool
shifts to the right.
The valve spool movement starts to open a passage on the right end of the valve
spool for transmission charge pump (3) oil to fill the clutch (2). Oil also begins to fill
the spring chamber on the right end of the spool.
SERV1869 - 09/09
-28-
In the initial clutch filling stage, the Transmission ECM commands a high current
pulse to quickly move the valve spool to start filling the clutch. During this short
period of time, the clutch piston moves to remove the clearances between the clutch
discs and plates to minimize the amount of time required to fill the clutch. The ECM
then reduces the current signal which reduces the pressure setting of the proportional
solenoid valve. The change in current signal reduces the flow of oil to the clutch.
The point where the clutch plates and discs start to touch is called TOUCH-UP.
Once TOUCH-UP is obtained, the Transmission ECM begins a controlled increase
of the current signal to start the MODULATION cycle. The increase in the current
signal causes the ball and pin (7) to further restrict oil through the drain orifice to tank
causing a controlled movement of the spool to the right. The spool movement allows
the pressure in the clutch to increase.
During the MODULATION cycle, the valve spool working with the variable
commanded current signal from the Transmission ECM acts as a variable pressure
reducing valve.
The sequence of partial engagement is called desired slippage. The desired slippage
is controlled by the application program stored in the Transmission ECM.
SERV1869 - 09/09
-29-

COMMANDED SIGNAL AT MAXIMUM
(11) Test Port
(8) Ball
(5) Orifice
(6) Drain
(7) Pin Orifice
(9) Tank
(4) Valve
Spool (10) Spring
(3) Transmission
Charging Pump
(1) Solenoid
(2) Clutch
29_1
T
ransmission modulating valve Commanded signal at maximum
In this illustration, the modulating valve is shown with a maximum current signal
commanded to the solenoid (1). When the modulation cycle stops, the Transmission
ECM sends the maximum specified current signal to fully engage the clutch (2).
The constant current signal pushes the pin firmly against the ball (8) in the solenoid
valve. The pin (7) force against the ball blocks more oil from flowing through the
drain orifice (6). This restriction causes an increase in pressure on the left side of
the valve spool (4). The valve spool moves to the right to allow pump flow to fully
engage the clutch.
In a short period of time, maximum pressure is felt at both ends of the proportional
solenoid valve spool. This pressure, along with the spring force on the right end of
the spool, causes the valve spool to move to the left until the forces on the right end
and the left end of the valve spool are balanced.
The valve spool movement to the left (balanced) position reduces the oil flow to
the engaged clutch. The Transmission ECM sends a constant maximum specified
current signal to the solenoid to maintain the desired clutch pressure.
SERV1869 - 09/09
-30-
The different maximum specified pressures for each clutch is caused by different
maximum current signals being sent by the Transmission ECM to each individual
modulation valve. The different maximum signal causes a difference in the force
pushing the pin against the ball to block leakage through the drain orifice in each
solenoid valve. The different rate of leakage through the spool drain orifice provides
different balance positions for the proportional solenoid valve spool. Changing the
valve spool position changes the flow of oil to the clutch and the resulting maximum
clutch pressure.
The operation of the proportional solenoids to control the engaging and releasing of
clutches is not a simple on and off cycle. The Transmission ECM varies the strength
of the current signal through a programmed cycle to control movement of the valve
spool.
The clutch pressures can be changed using Cat ET.
The actual Transmission ECM current cycle and transmission calibration will be
discussed later in this presentation.
SERV1869 - 09/09

1ST SPEED FWD
(01) T/C Inlet

Relief Valve
(02)
Torque Converter
(09)
Transmission
Main Relief Valve
(08)
Transmission
Modulating Valves
(03) Lockup Clutch

Control Valve
(10) Transmission
Sump
(12) Bypass Orifice
(04)
T/C Filter
Bypass Switch
(14)
T/C Outlet
Temperature
Sensor
(05)
Transmission
Control Filter
Bypass Switch
(06)
T/C Filter
(15) T/C
Screen Bypass
Switch
(16) Transmission/
Torque Converter
Cooler
(22)
Transmission
Scavenge (23)
Charge
Pump
Pump
(18)
Baffle
(07)
Transmission Filter
(24)
Purge
Orifice
(27)
Transmission
Lube
Relief Valve
(21) T/C
Sump
(20) Screen
(13) T/C Outlet

Relief Valve
(17)
Pump
Drive
(34) Manifold
(11)
Trans Oil
Temp Sensor
(19) Transmission
Oil Level Sensor
(25)
(26)
(30)
(33) Transmission Output Inputs
Speed Sensors 1 and 2
(10)
Transmission
Sump
(29)
Magnetic
Screen
(31)
Outputs
31_1
Transmission System Operation
P
ower train schematic - FIRST
SPEED FORWARD
When the shifting lever is in FIRST speed and the ground speed is less than
8 km/h (5 mph), the torque converter will be in torque converter drive. The lockup
clutch solenoid valve is de-energized, and no current is sent to the lockup clutch.
The lockup clutch solenoid will continue to be de-energized until the ground speed
increases over the default speed or the transmission is upshifted to SECOND through
SIXTH speed.
The transmission output speed sensors determine the direction of truck travel and
also determine the ground speed.
The torque converter lockup clutch is in torque converter drive when transmission
shift lever is in the NEUTRAL or REVERSE position.
SERV1869 - 09/09

1ST SPEED FWD
(1) T/C Inlet

Relief Valve
(2)
Torque Converter
(9)
Transmission
Main Relief Valve
(8)
Transmission
Modulating Valves
(3) Lockup Clutch

Control Valve
(10) Transmission
Sump
(12) Bypass Orifice
(4)
T/C Filter
Bypass Switch
(14)
T/C Outlet
Temperature
Sensor
(5)
Transmission
Control Filter
Bypass Switch
(6)
T/C Filter
(15) T/C
Screen Bypass
Switch
(16) Transmission/
Torque Converter
Cooler
(22)
Transmission
Scavenge (23)
Charge
Pump
Pump
(18)
Baffle
(7)
Transmission Filter
(24)
Purge
Orifice
(27)
Transmission
Lube
Relief Valve
(21) T/C
Sump
(20) Screen
(13) T/C Outlet

Relief Valve
(17)
Pump
Drive
(34) Manifold
(19) Transmission
Oil Level Sensor
(25)
(26)
(11)
Trans Oil
Temp Sensor
(30)
(33) Transmission Output Inputs
Speed Sensors 1 and 2
(10)
Transmission
Sump
(29)
Magnetic
Screen
(31)
Outputs
32_1
P
ower train schematic - FIRST
SPEED FORWARD AND GROUND
SPEED ABOVE 5 MPH
When the shifting lever is in FIRST speed and the ground speed increases above 10
km/h (6 mph), the torque converter is in direct drive. The lockup clutch solenoid
valve is energized, and current is directed to the lockup clutch. The torque converter
lockup clutch solenoid will continue to be energized until either the ground speed is
below 8 km/h (5 mph) or the transmission is shifting.
In this illustration, the solenoid valve for the lockup clutch will stay energized
since the truck is moving in the FORWARD direction and the speed is above
8 km/h (5 mph). In SECOND through SIXTH speed, the lockup clutch is engaged
and the torque converter is in direct drive.
SERV1869 - 09/09
-33-
33_1
Transmission calibration menu
This illustration shows the transmission calibration menu in Cat ET which can be
used to perform the transmission clutch engagement pressure calibration and the
transmission fill calibration. The lockup clutch calibration can also be performed by
selecting the transmission clutch engagement pressure calibration option.
Select the calibration to be performed.
NOTE: Transmission calibration procedures must be performed as specified
in the Service Manual. ECPC transmission calibration is critical for optimum
transmission performance.
SERV1869 - 09/09
-34-
34_1
34_2
C
lutch engagement pressure
calibration
Before performing the transmission clutch engagement pressure calibration, connect

a 0 to 600 psi gauge to the clutch or clutches that are being calibrated.
When the clutch engagement screen appears as shown in the top illustration, all
of the boxes are selected by default. Deselect the box for the clutch or clutches
not being calibrated or tested. Leave the Lockup Clutch Engagement Pressure
Calibration checked at all times.
Select the Begin button and follow the directions on the next screen as shown in
the bottom illustration.
When the requirements for calibration are completed, click on the Next button to
proceed with the calibration.
SERV1869 - 09/09
-35-
35_1
35_2
Calibration in progress
The top illustration shows the calibration in progress. Monitor the pressure gauge.
Use the decrement and/or increment button to adjust the pressure to the values that
are displayed on the Cat ET screen as shown in the top illustration. The values in
Cat ET will be in kPa. When the proper pressure valve is matched to the clutch,
click on the Next button.
After a successful completion of the first requested calibration, click on the Continue
button to go to the next checked clutch.
SERV1869 - 09/09
-36-
36_1
36_2
Transmission fill calibration
These illustrations show the Cat ET screen that is displayed when the Transmission
Fill Calibration is selected. When the conditions on the screen are met, click on the
Next button to start the calibration.
The calibration software will control the engine speed and disengagement of the
appropriate clutch(s). The clutch that is being calibrated will engage and disengage
several times before the fill calibration is completed.
SERV1869 - 09/09
-37-
7
1
2
5
4
8
37_1
Rear Axle Lubrication (RAX)
RAX main components:
1.
2.
3.
4.
5.
6.
7.
8.
Priority valve manifold

RAX lube motor
RAX lube pump
RAX oil filter
RAX lube manifold
RAX cooling fan motor
Lube oil cooler
Final drive bypass solenoid
valve
The 793F rear axle lubrication system provides lubricating oil to the rear differential,
the rear axles, and the rear final drives. An optional RAX cooling package, which
includes an oil cooler and fan motor, is available to cool the lubrication oil.
The steering pump supplies oil to the priority valve manifold (1). Once the steering
system demands are met, the priority valve opens and sends oil flow to the RAX
motor solenoid valve mounted on the priority valve manifold.
The Brake ECM controls the current that is sent to the RAX motor solenoid. The
RAX motor solenoid controls the oil to the RAX lube motor (2). The RAX lube pump
motor drives the RAX lube pump (3) which sends oil through the RAX oil filter (4) to
the RAX lube manifold (5).
The RAX motor solenoid also controls the oil to optional RAX cooling fan
motor (6). The cooling fan cools the lube oil flowing through the lube oil cooler (7),
which reduces the temperature of the lube oil.
A final drive bypass solenoid valve (8) on the RAX lube manifold either sends oil to
both the final drive and the differential bevel gear, or bypasses the final drives.
SERV1869 - 09/09
-38-
(14) Differential Oil Filter (13) Differential Oil

Bypass Switch
Pressure Sensor
(11) Auxillary
Oil Cooler
(09) RAX
Lube Filter
(07) RAX
Fan Motor
(02) Priority Valve Manifold
(01) Check
Valve
(05) RAX
Motor Solenoid
(12)
Final Drive
Bypass
Solenoid
(03)
Priority
Valve
(04) Brake
Cooling Motor
Solenoid and
Relief Valve Manifold
(01) Steering
Pump
(10) RAX
Lube Manifold
Case Drain
Oil Filter
RAX LUBRICATION SYSTEM

(16) Final
Drive
(06) RAX
Lube Motor
(15) Differential
(08) RAX
Lube Pump
38_1
RAX schematic
Shown is a schematic of the rear axle lubrication system. The system will provide oil
flow if the engine is running, even if the truck is not moving.
Priority valve
Oil from the steering pump (1) flows into the priority valve manifold (2). Once the
steering system demands are met, the priority valve (3) opens and directs oil flow to
the brake cooling motor (4) and the RAX motor solenoid (5). The priority valve opens
at approximately 18615 kPa (2650 psi).
RAX motor solenoid
The RAX motor solenoid controls the oil to the RAX lube motor (6) and the optional
RAX fan motor (7). The Brake ECM controls the current that is sent to the RAX
motor solenoid based on the combination of feedback from the differential oil
temperature sensor, mounted in the differential housing, and some basic information
about the state of the machine.
When the RAX motor solenoid is de-energized, oil flow is directed to the RAX lube
motor and RAX fan motor as shown in this illustration. When the RAX motor solenoid
is energized, oil flow to the RAX lube motor and RAX fan motor is blocked.
RAX lube motor and pump
The RAX lube motor drives the RAX lube pump (8) which sends oil flow through the
RAX lube oil filter (9) and to the RAX lube manifold (10). If the machine is equipped
with the auxiliary oil cooler (11), oil flows through the oil cooler before flowing to the
final drive bypass solenoid valve (12).
SERV1869 - 09/09
-39-
The bypass solenoid valve directs oil to both the final drive and the differential when
the bypass solenoid is de-energized. When the bypass solenoid is energized, the oil
bypasses the final drives. This bypass strategy prevents the final drives from
receiving too much oil flow under certain conditions. The tubes to the final drives and
bevel gear contain an orifice to balance the flow throughout the system.
SERV1869 - 09/09
-40-
2
3
1
40_1
40_2
11
10
9
40_3
RAX additional components:

1.
2.
3.
4.

RAX lube manifold
RAX lube pressure tap
Differential lube oil pressure
sensor
5. Differential oil filter bypass
switch
6. Differential oil SOS tap
7. RAX cooling fan
8. RAX cooling fan solenoid
9. Differential lube oil
temperature sensor
10. Right differential level switch
11. Left differential level switch
40_4
The final drive bypass solenoid (1) is mounted to the RAX lube manifold (2). RAX
lube pressure can be checked at the RAX lube pressure tap (3) located on the
manifold.
The differential lube oil pressure sensor (4) sends a signal to the Brake ECM
indicating RAX lube oil pressure.
The differential oil filter bypass switch (5) informs the Brake ECM if the filter is
restricted.
The differential oil SOS tap (6) is located on the differential oil filter.
The RAX cooling fan (7) is controlled by the RAX cooling fan solenoid (8). The
proportion solenoid receives a current from the Brake ECM. If the solenoid is
unplugged or receives no current, then the fan will operate at maximum speed.
Although the solenoid is capable of variable flow, the fan and subsequently the
solenoid will be operated in only two positions, either full ON or full OFF.
The differential lube oil temperature sensor (9) sends a signal to the Brake ECM
indicating RAX lube oil temperature.
The right differential level switch (10) is mounted on the right front side of the
differential and the left differential level switch (11) is mounted on the left rear side
of the differential. The differential level switches inform the Chassis ECM if the
differential oil level is low.
SERV1869 - 09/09
-41-
REAR AXLE LUBRICATION STRATEGY

Rear Axle Supply Solenoid
Final Drive Bypass Solenoid
HOT
> 38C
(> 102F)
COLD
< -3C
(< 25F)
COOL
-3C to 38C
(25F to 102F)
HOT
> 38C
(> 102F)
Rear Axle
Oil Temperature
COLD
< -3C
(< 25F)
NOT Moving
0 MPH
OFF
ON after 5 mins
OFF
ON after 5 mins
OFF
ON
ON
OFF
Moving
0-22 MPH
ON
OFF
OFF
ON
ON
OFF
Moving Fast
> 22 MPH
ON
OFF
OFF
ON
ON
5 mins ON
1 min OFF
Gear Limit
3rd
4th
NO
COOL
-3C to 38C
(25F to 102F)
41_1
RAX lube strategy
This illustration shows the lubrication strategy for the rear axle. The Brake ECM
uses the RAX oil temperature and machine status, such as ground speed and engine
speed, to determine when to energize the RAX motor solenoid and the final drive
bypass solenoid.
RAX motor solenoid status
When the engine is started, the RAX motor solenoid is de-energized which allows
the RAX motor to drive the RAX pump to charge the lube system. The RAX motor
solenoid is energized after five minutes, which blocks oil to the RAX motor when the
lube oil is cold.
As the RAX oil warms up, the RAX motor solenoid is de-energized which allows the
RAX pump to send oil through the lube system.
Final drive bypass solenoid status
If the engine is not running, the final drive bypass solenoid is OFF. This keeps the
batteries from being drained when the key is on without the machine running.
If the engine is either running or the engine operating status is unknown and the
final drive bypass temperature status is either COOL or UNKNOWN, the final drive
bypass solenoid will be ON and the lube oil will bypass the final drives.
As the RAX oil warms up, the final drive bypass solenoid will be OFF and the lube oil
will flow to the final drives.
SERV1869 - 09/09
-42-
If the machine is traveling greater than 22 mph, the lube oil to the final drives is cycled
ON and OFF. This cycling prevents filling the final drives due to the centrifugal force
by keeping only a small amount of oil in the final drives.
Temperature gear limit
The temperature gear limit is used to limit the actual transmission gear to keep the
machine from traveling at a high speed until the differential oil has warmed up enough
for the lube system to be effective.
NOTE: If the RAX cooling package is installed, the Brake ECM will energize the
fan motor solenoid to rotate the cooling fan for five minutes when the RAX oil
temperature is above 85 C (185 F). The fan will stay on if the oil temperature
stays above 85 C (185 F). When the RAX oil temperature decreases below
80 C (176 F) and the fan has been running for more than five minutes, the fan
will turn OFF.

STEERING SYSTEM
Module 7 - TEXT REFERENCE
SERV1869

Module 7 - Steering System
Text Reference

SERV1869 - 09/09
-2-
8
3
2
9
2_1
INTRODUCTION
S
teering system hydraulically
actuated
This module explains the operation of the steering system. As on other Caterpillar
Off-Highway trucks, the steering system uses hydraulic force to change the direction
of the front wheels. The system has no mechanical connection between the steering
wheel and the steering cylinders.
Secondary steering
If the oil flow is interrupted while the truck is moving, the system incorporates a
secondary steering system. Secondary steering is accomplished by accumulators
which supply oil flow to maintain steering.
M
ain steering system
components:
1. Steering pump
2. Priority valve
3. Solenoid and relief valve
manifold
4. Steering accumulators
5. Steering control valve
6. Hand Metering Unit (HMU)
7. Steering cylinders
8. Steering and fan drive oil
cooler
9. Steering / fan tank section
This illustration shows the location of the following main steering system
components:
----------
steering pump (1)

priority valve (2)
solenoid and relief valve manifold (3)
steering accumulators (4)
steering control valve (5)
Hand Metering Unit (HMU) (6)
steering cylinders (7)
steering and fan drive oil cooler (8)
steering / fan tank section (9)
SERV1869 - 09/09
-3-
(5) Accumulators
(4) Solenoid and
Relief Valve Manifold
(3) Priority
Valve
(6) RAX Cooling Fan Motor
(7) RAX Lubrication Motor
(9) Steering
Control Valve
(8) Brake
Cooling Motor
(15) Case Drain
Oil Filter
(16) Fan
Motor
(14) Screen
(12) Steering /
Fan Oil Cooler
(11) Steering
Cylinders
(10) Hand
Metering
Unit
(13) Return
Oil Filter
(1) Steering /
Fan Tank Section
(2) Steering
Pump
3_1
793F steering system - NO TURN
Shown is a schematic for the steering system. The steering system is a closed
center system that operates at maximum pressure but minimum flow once the
demand of the steering system is met. The steering system is not a load sensing
system.
Oil for the steering system is stored in the steering / fan section (1) of the hydraulic
tank.
The steering pump (2) oil flows to the priority valve (3) and through the solenoid and
relief valve manifold (4) to the steering accumulators (5).
When the accumulators are charged, the priority valve allows steering pump oil flow
to the optional RAX cooling fan motor (6), to the RAX lubrication motor (7), and to
the brake cooling motor (8).
Pump supply oil from the accumulators flows through the steering control valve (9) to
the Hand Metering Unit (HMU) (10).
When the steering wheel is turned, the HMU directs oil back to the steering control
valve. The steering control valve directs oil to the steering cylinders (11).
Oil from the steering control valve returns to the steering / fan tank section through
the steering / fan oil cooler (12) and the return filter (13).
Case drain oil from the steering pump returns to the steering / fan tank section
through a screen.
SERV1869 - 09/09
-4-
5
4
2
3
6
7
1
4_1
Hydraulic tank, right side:

1.
2.
3.
4.
Steering and fan section

Upper sight gauge
Lower sight gauge
Vacuum breaker / pressure
relief valve
5. Steering and fan oil cooler
6. Return oil filter
7. Case drain filter
The hydraulic tank is located on the right side of the truck. The hydraulic tank is a
three-section tank. The three tank sections are:
----
brake actuation
hoist and brake cooling
steering and fan
The steering and fan section (1) of the tank stores oil for the steering system and the
engine fan hydraulic system.
When the engine is shut off and the oil is cold, the oil should be visible between
the FULL and ADD OIL marking of the upper sight gauge (2). When the engine is
running and the accumulators are fully charged, the oil level should not be below the
ENGINE RUNNING marking of the lower sight gauge (3).
If the ENGINE RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in the
accumulators and will decrease the secondary steering capacity.
A combination vacuum breaker / pressure relief valve (4) is used to limit the tank
pressure. Before removing the fill cap, be sure that the engine was shut off with the
key start switch and the oil has returned to the tank from the accumulators.
SERV1869 - 09/09
-5-
Supply oil for the steering system is provided by a piston-type pump. Case drain
oil from the pump returns to the tank through a screen (not visible). The remaining
steering system oil returns to the tank through the steering and fan oil cooler (5) and
the return oil filter (6). The return filter is equipped with bypass valves to protect the
system if the filter is restricted or during cold start-up.
The case drain filter (7) for the engine fan pump and motor is also visible in this
illustration.
SERV1869 - 09/09
-6-
2
1
3
6_1
6
5
4
3
F
ront and back of steering
hydraulic tank:
1. Screen
2. Steering and fan section of
tank
3. Steering pump suction port
4. Steering oil level switch
5. Steering oil temperature
sensor
6. Fast fill panel steering oil
level switch
6_2
The top illustration shows the inside of the hydraulic tank. Oil from the return filter
flows through a screen (1) before entering the steering and fan section (2) of the
tank.
The bottom illustration shows the back of the steering and fan section of the hydraulic
tank. The steering pump suction port (3) is located on the back of the steering and
fan section of the hydraulic tank.
The steering oil level switch (4), the steering oil temperature sensor (5), and the fast
fill panel steering oil level switch (6) are also located on the back of the steering and
fan section of the hydraulic tank.
The steering oil level switch informs the Chassis ECM if the steering oil level is low.
The steering oil temperature sensor sends a signal to the Chassis ECM indicating
steering oil temperature.
The fast fill steering oil level switch causes the steering oil tank section full indicator
on the fast fill panel to illuminate if the steering oil level is low.
SERV1869 - 09/09
-7-
7_1
B
ottom of pump drive, right side
of machine:
1. Steering pump
2. Engine fan pump
3. Load sensing controller
The steering pump (1) is part of a double piston pump group that includes the engine
fan pump (2). The pump group is mounted to the pump drive. The pump drive is
located on the inside of the right frame rail. A charging pump is located between the
steering pump and the fan pump to keep the pumps supplied with oil. The steering
pump is a variable displacement piston-type pump.
The steering pump only operates when the engine is running and provides the
necessary flow to the priority valve. A load sensing controller (3) controls the pump
output but without an external signal line.
SERV1869 - 09/09
-8-

(1) STEERING PUMP

(5) Pressure
Compensator Valve
(2) Maximum Angle (10) Minimum Angle
Stop
Actuator Piston
(11) Piston
(3) Swashplate
(9) Drive
Shaft
(8) Charge Pump

Impeller
(6) Minimum Angle

Actuator Piston
(4) Maximum Angle

Stop
(7) Rotary Group
8_1
Steering pump - Max angle
This illustration shows the steering pump (1) at maximum angle. The steering pump
supplies the oil to the steering system, the brake cooling motor, the RAX lube motor,
and the optional RAX cooling fan motor.
Maximum angle actuator piston
When the engine is started, pump oil flows to the maximum angle actuator piston (2)
which moves the swashplate (3) against the maximum angle stop (4). The discharge
pressure at the right side of the pressure compensator valve (5) is below the adjusted
pressure. The swashplate will stay at the maximum angle stop until the discharge
pressure increases over the adjusted setting.
High pressure compensator
The high pressure compensator controls the maximum pressure in the steering
system by controlling pump oil flow to the minimum angle actuator piston (6).
SERV1869 - 09/09
-9-

(1) STEERING PUMP

(5) Pressure
Compensator Valve
(2) Maximum Angle (10) Minimum Angle
Stop
Actuator Piston
(11) Piston
(3) Swashplate
(9) Drive
Shaft
(8) Charge Pump

Impeller
(6) Minimum Angle

Actuator Piston
(4) Maximum Angle

Stop
(7) Rotary Group
9_1
S
teering pump - High pressure
cut-off
This illustration shows the steering pump (1) at high pressure cut-off. When the
pump discharge pressure is too high, the pressure compensator valve (5) directs
pump oil to the minimum angle actuator piston (6). The minimum angle actuator
piston moves the swashplate (3) to the minimum angle stop (10) and the pump
destrokes. The swashplate will stay at the minimum angle stop until the discharge
pressure decreases.
SERV1869 - 09/09
-10-
5
2
3
4
10_1
Inside of right frame rail:
1.
2.
3.
4.
5.
Priority valve manifold

Priority valve
RAX motor solenoid
Relief valve
Steering pump pressure
sensor
The priority valve manifold (1) is located on the inside of the right frame rail to the
rear of the hydraulic tank.
Oil from the steering pump flows into the manifold. The manifold contains a
priority valve (2) which gives priority to the steering system. The priority valve
remains closed until the pressure in the steering system is approximately
18615 kPa (2650 psi).
Once the steering system requirements are satisfied, the priority valve will open and
direct oil to the RAX motor solenoid (3) and to the brake cooling fan motor.
The RAX motor solenoid valve controls the oil flow to the RAX lube motor and the
optional RAX cooling fan motor.
The priority valve manifold also contains a relief valve (4) that limits the oil pressure
in the RAX lube circuit and the brake cooling circuit.
The steering pump pressure sensor (5) is located above the priority valve. The
pressure sensor sends a signal to the Chassis ECM indicating steering system
pressure.
SERV1869 - 09/09
-11-
PRIORITY VALVE
ACCUMULATORS CHARGING
(7)
Check
Valve
(13)
Tank
(3)
Control
Valve
(9) RAX Motor

Solenoid Valve
(8) Solenoid and

Relief Valve
(16) Check
Valve
(6) Orifice
(5) Relief Valve
(4) Spool Orifice
(14)
Orifice
(11) RAX Cooling

Fan Motor
(12) RAX Lube
Motor
(15)
Orifice
(2) Steering
Pressure Port
(1) Steering
Pump
(10) Brake
Cooling Motor
11_1
P
riority valve - Accumulators
charging
This illustration shows the operation of the priority valve during the charging of the
steering accumulators. Steering pump (1) oil flows into the steering port (2) to the
passage in the center of the valve.
From the center passage, oil flows to the following locations:
----
steering pressure port and bottom of the control valve (3)

through the spool orifice (4) to the relief valve (5) and the top of the control
valve
through the orifice (6) and check valve (7) to the solenoid and relief valve (8)
and steering accumulators
The check valve maintains pressure in the steering system when there is no flow
from the steering pump.
While the steering accumulators are charging, the relief valve is closed. Oil pressure
acting on the top of the control valve and spring force keep the control valve down.
Oil is blocked from flowing to the RAX motor solenoid (9) and to the brake cooling
motor (10).
Oil flows to the accumulators until the accumulators are fully charged. Accumulator
charging is controlled by the adjustable relief valve.
NOTE: The spool orifice shown is not actually an orifice built into the manifold.
The orifice is actually a center drilled hole in the spool for the control valve.
SERV1869 - 09/09
-12-
PRIORITY VALVE
ACCUMULATORS CHARGED
RAX SOLENOID ENERGIZED
(13)
Tank
(3)
Control
Valve
(7)
Check
Valve
(9) RAX Motor

Solenoid Valve
(8) Solenoid and

Relief Valve
(16) Check
Valve
(6) Orifice
(5) Relief Valve
(4)Spool Orifice
(14)
Orifice
(11) RAX Cooling

Fan Motor
(12) RAX Lube
Motor
(15)
Orifice
(2) Steering
Pressure Port
(1) Steering
Pump
(10) Brake
Cooling Motor
12_1
P
charged and RAX motor solenoid
energized
This illustration shows the priority valve with the steering accumulators charged and
the RAX motor solenoid energized.
When the accumulators are charged, the oil pressure acting on the bottom of the
control valve (3) increases above the adjusted pressure of the relief valve (5). The
relief valve opens and steering oil is allowed to flow to the tank (13). Oil pressure on
the top of the control valve decreases. Oil pressure on the bottom of the control valve
overcomes the oil pressure and spring force on the top of the control valve, allowing
the steering oil to flow to the check valve (15) and to the RAX motor solenoid. The
check valve opens allowing oil flow to the brake cooling motor (10).
The RAX motor solenoid (9) is shown energized. In the energized position, the
solenoid valve blocks oil flow to the RAX lube motor (12) and the optional RAX
cooling fan motor (11).
SERV1869 - 09/09
-13-
PRIORITY VALVE
ACCUMULATORS CHARGED
RAX SOLENOID DE-ENERGIZED
(13)
Tank
(7)
Check
Valve
(3)
Control
Valve
(9) RAX Motor

Solenoid Valve
(8) Solenoid and

Relief Valve
(5) Relief Valve
(16) Check
Valve
(6) Orifice
(4)Spool Orifice
(14)
Orifice
(11) RAX Cooling

Fan Motor
(12) RAX Lube
Motor
(15)
Orifice
(2) Steering
Pressure Port
(1) Steering
Pump
(10) Brake
Cooling Motor
13_1
P
charged and RAX motor solenoid
de-energized
With the steering accumulators charged and the control valve (3) shifted, allowing
steering oil to flow to the brake cooling motor (10), the parameters are met determining
a need for rear axle lubrication and cooling.
When the RAX lubrication strategy has met the parameters, the RAX motor
solenoid (9) is de-energized. Steering oil flowing through the control valve flows
through the solenoid valve to the RAX lube motor (12) and the optional RAX cooling
fan motor (11).
SERV1869 - 09/09
-14-
2
3
1
4
14_1
2
3
4
14_2
S
olenoid and relief valve manifold
components:

1. Accumulator bleed down
solenoid
2. Back-up relief valve
3. SOS tap
4. Secondary steering connector
Steering pump supply oil flows from the priority valve to the solenoid and relief valve
manifold. The solenoid and relief valve manifold connects the steering pump to the
accumulators and the steering control valve. The solenoid and relief valve manifold
also provides a path to drain for the steering oil.
The accumulator bleed down solenoid (1) drains pressure oil from the accumulators
when the truck is not in operation.
The back-up relief valve (2) protects the system from pressure spikes if the pump
cannot destroke fast enough or limits the maximum pressure if the steering pump
high pressure cutoff valve does not open. The setting of the back-up relief valve is
approximately 26000 400 kPa (3775 60 psi).
Steering system oil samples can be taken at the steering system Scheduled Oil
Sampling (SOS) tap (3).
To operate the steering system on a disabled truck, an Auxiliary Power Unit (APU)
can be connected to the secondary steering connector (4) on the solenoid and relief
valve manifold and to a suction port on the steering hydraulic tank. The APU will
provide supply oil to charge the accumulators. Steering capability is then available
to tow the truck.
SERV1869 - 09/09
-15-
SOLENOID AND RELIEF VALVE

(4) Accumulator
Port
(5) Priority
Valve
(2) Orifice
(7) Steering
Control Valve
(4) Accumulator Port
(7) Steering
Control Valve
Accumulator
Purge Solenoid
(6) Relief
Valve
(3) Tank
15_1
C
hassis ECM energizes
accumulator purge solenoid with
key OFF
Shown is a sectional view of the solenoid and relief valve manifold. The accumulator
purge solenoid (1) is energized by the Chassis ECM when the key start switch is
moved to the OFF position. The ECM holds the solenoid open for approximately 120
seconds.
Accumulator purge solenoid
Pressure oil from the accumulators is sensed by the steering accumulator pressure
sensor. When the solenoid is energized, the plunger moves and connects the
pressure oil to the drain passage. Pressure oil flows through an orifice (2), past the
plunger, to the tank (3). The orifice limits the return oil flow from the accumulators to
a rate which is lower than the flow limit (restriction) of the return oil filter. When the
solenoid is de-energized, spring force moves the plunger preventing the oil from
flowing to the tank.
Back-up relief valve
The back-up relief valve (6) protects the steering system from pressure spikes if the
pump cannot destroke fast enough or limits the maximum pressure if the steering
pump high pressure cutoff valve does not open. Pressure oil from the steering pump
works against the end of the back-up relief valve and the spring. The relief valve
unseats (opens) if oil pressure reaches approximately 26000 400 kPa
(3775 60 psi) at a flow of 8 2 L/min. (2 .5 gpm). Oil then flows past the relief
valve and drains to the tank.
SERV1869 - 09/09
-16-
The back-up relief valve must only be adjusted on a test bench. The pressure
setting of the back-up relief valve can be changed by adjusting the spring force that
keeps the relief valve seated (closed). To change the relief valve setting, remove
the protective cap and turn the adjustment screw clockwise to increase the pressure
setting or counterclockwise to decrease the pressure setting. One revolution of the
setscrew will change the pressure setting approximately 3800 kPa (550 psi).
NOTE: A functional test of the back-up relief valve can be performed on the
machine. Using the functional test procedure to adjust the back-up relief valve
will provide only an approximate setting. Accurate setting of the back-up relief
valve can only be performed on a hydraulic test bench. See the service manual
for more detailed information.
SERV1869 - 09/09
-17-
17_1
3
2
1
17_2
Left side of truck:
1. Steering accumulators
2. Steering accumulator
pressure sensor
3. Solenoid and relief valve
manifold
Three steering accumulators (1) provide the supply oil during normal operation and
temporary secondary steering if a loss of pump flow occurs.
Inside each accumulator is a rubber bladder that is charged with nitrogen. The
nitrogen charge provides energy for normal steering and secondary steering
capability if steering pump flow stops. The nitrogen charge pressure is approximately
6545 345 kPa (950 50 psi) at 21 C (70 F).
To check the secondary steering system, the engine must be shut off with the manual
shutdown switch while leaving the key start switch in the ON position. When the
manual shutdown switch is used, the accumulator purge solenoid is not energized
and the accumulators do not bleed down. The truck can then be steered with the
engine stopped.
The steering accumulator pressure sensor (2) is located on the solenoid and relief
valve manifold (3) and monitors the steering accumulator pressure. The sensor
sends a signal to the Chassis ECM indicating steering accumulator pressure.
NOTE: High pressure oil remains in the accumulators if the manual shutdown
switch is used. To release the oil pressure in the accumulators, turn the key start
switch to the OFF position and turn the steering wheel left and right until the oil is
drained from the accumulators (steering wheel can no longer be turned).
SERV1869 - 09/09
-18-
1
18_1
2
18_2
Steering system components:
1. Steering control valve
2. HMU
The steering control valve (1) is pilot operated from the HMU (2), located at the base
of the steering column. The steering control valve is located on the front left side of
the front crossmember. Five pilot lines connect these two components. The pilot
lines send pilot oil from the HMU to shift the spools in the steering control valve. The
spools control the amount and direction of pressure oil sent to the steering cylinders.
Four pilot lines are used for pump supply, tank return, left turn, and right turn. The
fifth pilot line is for the load sensing signal.
The HMU meters the amount of oil sent to the steering control valve by the speed at
which the steering wheel is turned. The faster the HMU is turned, the higher the flow
that is sent to the steering cylinders from the steering control valve, and the faster
the wheels will change direction.
SERV1869 - 09/09
-19(9) Tank
(10) Left Turn
Cylinder
(5) Relief / Makeup
Valve

(11) Right Turn
Cylinder
(6) Back Pressure

Valve
(5) Relief / Makeup
Valve
STEERING
DIRECTIONAL VALVE
NO TURN
(13) Right Turn

Pilot Oil
(4) Directional (12) Left Turn

Pilot Oil
Spool
(3) Combiner / Check

Spool
(2) Amplifier Spool
(1) Priority Spool

(14) Load
Sensing Port
(7) Accumulator
(8) HMU
19_1
S
teering control valve - sectional
view
Shown is a sectional view of the steering control valve. The main components of the
steering control valve are: the priority spool (1), the amplifier spool (2) with internal
combiner / check spool (3), the directional spool (4), the relief / makeup valves (5),
and the back pressure valve (6).
Oil flow
Pressure oil from the accumulators (7) flows past the spring biased priority spool and
is blocked by the amplifier spool. The same pressure oil flows through an orifice to
the right end of the priority spool. The orifice stabilizes the flow to the priority spool
and must be present to open and close the priority spool as the flow demand changes.
The same pressure oil flows to the HMU (8). After all the passages fill with pressure
oil, the priority spool shifts to the left, but remains partially open. In this position, the
priority spool allows a small amount of oil flow (thermal bleed) to the HMU and
decreases the pressure to the HMU supply port. The thermal bleed prevents the
HMU from sticking.
NEUTRAL / NO TURN position
With the truck in the NEUTRAL or NO TURN position, all four working ports (supply,
tank, right turn, and left turn) are vented to the tank through the HMU. The directional
spool is held in the center position by the centering springs.
While the truck is traveling straight (no steer), any rolling resistance (opposition)
acting on the steering cylinders creates a pressure increase. The increased pressure
acts on the relief / makeup valve in that port. If the pressure increase exceeds
approximately 28,500 1000 kPa (4133 145 psi), the relief poppet will open. A
pressure drop occurs across the orifice. The pressure drop causes the dump valve
to move and allows oil to flow to the tank (9) passage.
SERV1869 - 09/09
-20-
The relief action causes the makeup portion of the other relief / makeup valve to
open and replenish oil to the low pressure ends of the cylinders.
The excess (dumped) oil flows across the back pressure valve and enters the
outer end of the other relief / makeup valve. A pressure difference of 48 kPa (7 psi)
between the tank passage and the low pressure cylinder port causes the makeup
valve to open. The excess oil flows into the low pressure cylinder port to prevent
cavitation of the cylinder. The back pressure valve also prevents cavitation of the
cylinders by providing a positive pressure of 170 kPa (25 psi) in the passage behind
the makeup valve. A pressure higher than 170 kPa (25 psi) will open the back
pressure valve to the tank.
Testing relief / makeup valves
The steering control valve must be removed and tested on a hydraulic test bench to
accurately check the setting of the relief / makeup valves. To functionally test the
right relief / makeup valve, install two tees with pressure taps in the right turn steering
hose at the steering cylinders. Steer the truck all the way to the right against the
stops and shut off the engine. An external pump supply must be connected to one
of the pressure taps on the right turn hose. Connect a pressure gauge to the other
pressure tap on the right turn hose. Pressurize the steering system and the reading
on the gauge will be the setting of the right relief / makeup valve.
To test the left relief / makeup valve, install two tees with pressure taps in the left turn
steering hose at the steering cylinders. Steer the truck all the way to the left against
the stops and shut off the engine. An external pump supply must be connected to
one of the pressure taps on the left turn hose. Connect a pressure gauge to the
other pressure tap on the left turn hose. Pressurize the steering system and the
reading on the gauge will be the setting of the left relief / makeup valve.
NOTE: Using the functional test procedure to adjust the relief / makeup valves
will provide only an approximate setting. Accurate setting of the relief / makeup
valves can only be performed on a hydraulic test bench.
SERV1869 - 09/09
-21(9) Tank
(10) Left Turn
Cylinder
(5) Relief / Makeup
Valve
(11) Right Turn

Cylinder
(6) Back Pressure

Valve
(5) Relief / Makeup
Valve
(18) Stablizing
Orifice
STEERING
DIRECTIONAL VALVE
RIGHT TURN
(13) Right Turn

Pilot Oil
(4) Directional (12) Left Turn

Pilot Oil
Spool
(3) Combiner / Check

Spool
(2) Amplifier Spool
(17) Stablizing
Orifice
(16) Connecting
Pin Hole
(1) Priority Spool
(14) Load
Sensing Port
(15) Mid-connecting
Pin
(7) Accumulator
(8) HMU
21_1
S
teering control valve - RIGHT
TURN
When the steering wheel is turned to the RIGHT, the HMU thermal bleed and
venting of the four work ports (supply, tank, right turn, and left turn) to the tank is
stopped. Right turn pilot oil (13) flows into the left side of the directional spool (4)
through a stabilizing orifice (18) and moves the directional spool to the right.
Movement of the directional spool allows pilot oil to flow to the amplifier and
combiner / check spools.
Pilot oil flow
The pilot oil divides at the amplifier spool (2). Pilot oil flows through a narrow groove
around the combiner / check spool (3). The pilot oil is momentarily blocked until the
amplifier spool moves far enough to the right to allow partial oil flow through one of
eight orifices.
Pilot oil also flows through a connecting pin hole (16) and a stabilizing orifice (17) to
the left end of the amplifier spool, causing the amplifier spool to move to the right.
Accumulator oil at the spring end (right end) of the amplifier spool flows through
a mid-connecting pin (15) to the left end of the amplifier spool, also causing the
amplifier spool to move to the right.
Accumulator oil flow
When the amplifier spool moves to the right, accumulator oil flows to the inner
chamber, forcing the combiner / check spool to the left. Accumulator oil then flows
through seven of the eight orifices. Pilot and accumulator oil combine. Oil flows
across the directional spool (which has already shifted) for a RIGHT TURN.
SERV1869 - 09/09
-22-
The faster the steering wheel is turned, the farther the directional spool and the
amplifier spool are shifted. A higher flow rate is available, which causes the truck
to turn faster. The ratio of pilot and accumulator supply oil that combine is always
the same because of the orifice dedicated to pilot flow and the orifices dedicated to
accumulator supply flow.
Steering resistance
Steering resistance increases the supply (cylinder) pressure to the HMU (8) and the
load sensing pilot line (14). The load sensing pilot line directs cylinder oil pressure
to the priority spool. The increased pressure in the load sensing line causes the
priority spool to move to the right and allows more oil flow to the HMU through the
supply line. The load sensing port supply pressure varies with the steering load. The
priority spool moves proportionally, allowing sufficient oil flow to meet the steering
requirements.
Return oil from the cylinders flows across the directional spool, around the
relief / makeup valve (5), forces the back pressure valve (6) open, and returns to the
tank (9).
Pressure spikes
During a turn, if a front wheel strikes a large obstruction that cannot move, oil pressure
in that steering cylinder and oil line increases. Oil flow to the cylinder is reversed.
This pressure spike is felt in the amplifier spool. The combiner / check spool moves
to the right and blocks the seven accumulator supply oil orifices to the steering
cylinders. The amplifier spool moves to the left and blocks the pilot oil orifice. Pilot
oil flow to the steering cylinders stops. The pressure spike is not felt at the HMU. If
the pressure spike is large enough, the relief / makeup valve drains the pressure oil
to the tank as previously described.
SERV1869 - 09/09
-23-
23_1
Steering cylinders (arrows)
The steering cylinders (arrows) are connected to the frame and the steering linkage.
The steering cylinders receive oil from the steering control valve to turn the wheels.
SERV1869 - 09/09
-24STEERING SYSTEM
HOLD
(5) RAX Motor

Solenoid
(8) Steering Cylinders
(28) RAX Lube Motor
(2) Steering
Accumulators
(4) Brake Cooling Motor
(6)
Steering
Control
Valve
(1)
Priority
Valve
(27) Solenoid
and Relief Valve
(33)
Relief / Makeup
Valve
(31) Steering Pump

Oil Pressure
Sensor
(25)
Accumulator
Purge Relay
(26)
Steering
Accumulator
Oil Pressure
Sensor
(34)
Directional
Spool
(35)
Amplifier
Spool
(24)
Fan Motor
(23) Screen
(22) Fan Pump
(3) Steering Pump
(21) Shuttle valve
(36)
Combiner / Check
Spool
(4)
Brake
Cooling
Motor
(37)
Back Pressure
Valve
(19) Pressure
Compensator
(38)
Priority
Spool
(20) Pressure
Compensator
(18)
Displacement
Solenoid
(16) Max Angle

Actuator Piston
(17) Max Angle

Actuator Piston
(15) Case
Drain
Oil Filter
(14)
Min Angle
Actuator Piston
(13)
Charge
Pump
(12)
Case
Drain
(7) HMU
(11)
Min Angle
Actuator Piston
(10) Steering/Fan
Oil Cooler
(9) Return
Oil Filter
24_1
Steering System Operation

Steering hydraulic system - HOLD
This illustration shows a schematic of the steering hydraulic system.

Steering pump oil flows to the priority valve (1) and to the steering accumulators (2).
When the accumulators are charged, the priority valve allows steering pump (3) oil
flow to the brake cooling motor (4) and the RAX motor solenoid (5).
Pump supply oil from the accumulators flows through the steering control valve (6)
to the HMU (7).
If the steering wheel is not turned, the oil flows through the HMU to the tank.
Allowing oil to circulate through the HMU while the steering wheel is stationary
provides a thermal bleed condition, which maintains a temperature differential
of less than 28 C (50 F) between the HMU and the tank. This thermal bleed
prevents thermal seizure of the HMU (sticking steering wheel).
SERV1869 - 09/09
-25STEERING SYSTEM
RIGHT TURN
(5) RAX Motor

Solenoid
(8) Steering Cylinders
(28) RAX Lube Motor
(2) Steering
Accumulators
(4) Brake Cooling Motor
(6)
Steering
Control
Valve
(1)
Priority
Valve
(27) Solenoid
and Relief Valve
(33)
Relief / Makeup
Valve
(31) Steering Pump

Oil Pressure
Sensor
(25)
Accumulator
Purge Relay
(26)
Steering
Accumulator
Oil Pressure
Sensor
(34)
Directional
Spool
(35)
Amplifier
Spool
(24)
Fan Motor
(23) Screen
(22) Fan Pump
(3) Steering Pump
(21) Shuttle valve
(36)
Combiner / Check
Spool
(4)
Brake
Cooling
Motor
(37)
Back Pressure
Valve
(19) Pressure
Compensator
(38)
Priority
Spool
(20) Pressure
Compensator
(18)
Displacement
Solenoid
(16) Max Angle

Actuator Piston
(17) Max Angle

Actuator Piston
(15) Case
Drain
Oil Filter
(14)
Min Angle
Actuator Piston
(13)
Charge
Pump
(12)
Case
Drain
(10) Steering/Fan
Oil Cooler
Steering hydraulic system - LEFT

TURN
(7) HMU
(11)
Min Angle
Actuator Piston
(9) Return
Oil Filter
25_1
When the steering wheel is turned to the left, the HMU directs oil back to the left side
of the steering control valve directional spool (34). The directional spool moves to
the right and directs oil to the head end of the right steering steering cylinder and to
the the rod end of the left steering cylinder. The truck turns to the left.
Displaced oil from the steering cylinders flows through the back pressure valve in the
steering control valve and returns to the tank.

HOIST SYSTEM
SERV1869

Module 8 - Hoist System
Text Reference

SERV1869 - 09/09
-2-
5
2
4
1
2_1
INTRODUCTION
Hoist system components:
1.
2.
3.
4.
5.
Hoist pump
Hoist screens
Hoist control valve
Hoist cylinders
Hydraulic oil tank
The hoist system on the 793F truck is electronically controlled by the Chassis ECM.
The hoist system operates similar to the 793D truck.
The main components in the hoist system are:
-------
hoist control lever and position sensor (in cab)

hoist pump (1)
hoist screens (2)
hoist control valve (3)
hoist cylinders (4)
hydraulic oil tank (5)
The hoist system can be enabled or disabled using Cat ET. All trucks shipped from
the factory without bodies installed are set at the DISABLED mode. The DISABLED
mode is a test mode only and will prevent the hoist cylinders from accidentally being
activated. After the body is installed, change the hoist system to the ENABLED
mode for the hoist system to function properly.
NOTE: If the hoist system fails to function, check the hoist status configuration
in the Chassis ECM.
SERV1869 - 09/09
(2) Hoist
Screens
(1) Hoist
Pump
(5) Solenoid
Valve
HOIST
SYSTEM
-3-
Hoist Valve
(8) Hoist Cylinder

Rod End
(4) Brake/chassis
Valve
(5) Solenoid
Valve
(7) Hoist Cylinder

Head End
HOLD
(6) Hoist and

Brake Cooling
Oil Filter
3_1
Hoist system - HOLD
The hoist system two-section pump (1) pulls oil from the hydraulic tank and sends
the oil through the hoist screens (2) to the hoist control valve (3).
Hoist control valve
The hoist valve uses reduced brake pressure oil from the brake / chassis valve (4) as
the pilot oil to shift the directional spool inside the hoist valve. Two solenoid
valves (5) are used to drain the pilot oil to the ends of the directional spool. The
solenoid valve on the left is energized in the RAISE position. The solenoid valve on
the right is energized in the LOWER or FLOAT position.
When the hoist valve is in the HOLD, SNUB, or FLOAT position, all the hoist pump
oil flows through the hoist and brake cooling oil filter (6).
Oil cooler relief valve
An oil cooler relief valve is located in the hoist valve. The relief valve limits the brake
oil cooling pressure when the hoist valve is in the HOLD or FLOAT position.
Hydraulic cylinders
Two hydraulic cylinders are used to raise the body away from the frame of the truck.
When the hoist lever is held in the RAISE position, supply oil flows to the head end
of the hoist cylinders (7) and moves the two-stage cylinders to their extended lengths.
The oil from the rod end of the cylinders (8) flows through the hoist valve into the front
brake oil cooling circuit.
SERV1869 - 09/09
H
oist lever in LOWER or FLOAT
position
-4-
When the hoist lever is moved to the LOWER or FLOAT position and the cylinders
are extended, supply oil enters the rod end of the hoist cylinders and lowers the
second stage of the cylinders. The oil from the head end of the cylinders flows
through the hoist valve to the hydraulic tank.
SERV1869 - 09/09
-5-
CHASSIS ELECTRONIC CONTROL SYSTEM

( 1 ) A 4: M1 Chassis ECM
(45) Cat Data Link
(47)CAN Data Link
(44) INPUT COMPONENTS

Requested Gear Command
(2) Key Start Switch

(3) Hoist Lever Position Sensor
( 1 6 ) Machine Lockout Switch
(4) Shift Lever Position Sensor
( 1 7 ) Starter Lockout Switch
(5) Increment Gear Push Button Switch
( 1 8 ) Fuel Level Sensor
(6) Decrement Gear Push Button Switch
( 1 9 ) Steering Tank Level Sensor
(7) Body Position Sensor
(10) Steering Accumulator Oil Pressure Sensor

(11) Steering Pump Oil Pressure Sensor
(12) Auto-Lube Pressure Sensor
(13) Hoist Screen Bypass Switch
(14) Alternator No.2 R-terminal
(15) Increment Switch (Back Lighting %)
(30) Starter Relay

(31) Auto-Lube Relay
(32) Backup Alarm Relay
(33) Brake Accumulator Purge Relay
(34) Steering Accumulator Purge Relay
( 2 0 ) Left Differential Oil Level Switch
( 8 ) Engine Idle Shutdown Switch
(9) Secondary Steering Test Switch
(46) OUTPUT COMPONENTS
( 2 1 ) Right Differential Oil Level Switch

( 2 2 ) ECM Location Mode 0 (Ground)
( 2 3 ) ECM Location Mode 1 (Open)
( 2 4 ) CM Location Mode 2 (Open)
( 2 5 ) ECM Enable (Ground)
4:
( 2 6 ) Steering Oil Temperature Sensor

( 2 7 ) Head Lamp Switch
(35) Secondary Steer Relay

(36) Idle Shutdown Timer Relay
(37) Machine Lockout
Lamp (Service)
(38) Starter Lockout
Lamp (Service)
(39) Hoist Raise Proportional Solenoid
(40) Hoist Lower Proportional Solenoid
( 2 8 ) System air Pressure Sensor

( 2 9 ) Case Drain Hydraulic Filter Switch
(41) Intensity Control (Backlighting %)

(42) Front WAVS Control
(43) Rear WAVS Control
5_1
C
hassis electronic control system
input and output components
This illustration shows the chassis electronic control system input and output
components. The Chassis ECM (1) controls the hoist system and several other
machine functions.
NOTE: This module will cover the hoist system components controlled by
the Chassis ECM. Other chassis electronic control system input and output
components are shown during the discussion of other machine systems.
SERV1869 - 09/09
-6-
6_1
Hoist System Components
Hoist lever (arrow)
The operator controls the hoist lever (arrow). The four positions of the hoist lever are
RAISE, HOLD, FLOAT, and LOWER. The hoist valve has a fifth position referred to
as the SNUB position. The operator is unaware of the SNUB position because a
corresponding lever position is not provided. When the body is being lowered, just
before the body contacts the frame, the Chassis ECM signals the hoist lower solenoid
to move the hoist valve spool to the SNUB position. In the SNUB position, the body
float speed is reduced to prevent the body from making hard contact with the
frame.
The truck should normally be operated with the hoist lever in the FLOAT position.
Traveling with the hoist in the FLOAT position will make sure the weight of the body
is on the frame and body pads and not on the hoist cylinders. The hoist control valve
will actually be in the SNUB position.
If the transmission is in REVERSE when the body is being raised, the hoist lever
sensor is used to shift the transmission to NEUTRAL. The transmission will remain
in NEUTRAL until the hoist lever is moved into the HOLD or FLOAT position and the
shift lever has been cycled into and out of NEUTRAL.
NOTE: If the truck is started with the body raised and the hoist lever in FLOAT,
the lever must be moved into HOLD and then FLOAT before the body will
lower.
SERV1869 - 09/09
-7-
2
7_1
T
ransmission shift lever and hoist
lever:
1. Hoist lever
2. Hoist lever position sensor
3. Transmission shift lever
sensor
The hoist lever (1) controls a position sensor (2). The PWM sensor sends duty cycle
input signals to the Chassis ECM. The hoist lever position sensor is a Hall effect
position sensor and operates the same as the transmission shift lever sensor (3).
Depending on the position of the sensor and the corresponding duty cycle, one of the
two solenoids located on the hoist valve is energized.
The four positions of the hoist lever are RAISE, HOLD, FLOAT, and LOWER, but
since the sensor provides a duty cycle signal that changes for all positions of the
hoist lever, the operator can modulate the speed of the hoist cylinders.
The hoist lever sensor performs three functions:
----
Raises and lowers the body

Neutralizes the transmission in REVERSE
Starts a new TPMS cycle
The hoist lever position sensor receives 24 Volts from the Chassis ECM. To check
the supply voltage of the sensor, connect a multimeter between Pins A and B of the
sensor connector. Set the meter to read DC Volts.
To check the output signal of the hoist lever position sensor, connect a multimeter
between Pins B and C of the hoist lever position sensor connector. Set the meter to
read Duty Cycle. The duty cycle output of the sensor should be approximately 5 to
95% between full RAISE to full LOWER.
SERV1869 - 09/09
-8-
8_1
Body position sensor (arrow)
The body position sensor (arrow) is located on the frame near the body pivot pin.
When the body is raised, the body position sensor sends a signal the Chassis ECM
indicating the dump body position. This signal is used to limit the top gear into which
the transmission will shift when the body is up.
Body up top gear value
The body up top gear value is programmable from FIRST to THIRD using Cat ET.
The ECM comes from the factory with this value set to FIRST gear. When driving
away from a dump site, the transmission will not shift past FIRST gear until the body
is down. If the transmission is already above the set limit gear when the body is
raised, no limiting action will take place.
SNUB position
The body position sensor signal is also used to control the SNUB position of the hoist
control valve. When the dump body reaches a certain point, the Chassis ECM
signals the hoist lower solenoid to move the hoist valve spool to the SNUB position.
In the SNUB position, the body float speed is reduced to prevent the body from
making hard contact with the frame.
Body up switch input functions
The body up switch input provides the following functions:

------
body up gear limiting

illuminates the backup lights
hoist snubbing
lights the body up dash lamp
signals a new load count (after 10 seconds in the RAISE position)
SERV1869 - 09/09
Diagnostic code
-9-
A diagnostic code occurs if the Chassis ECM does not receive a closed signal from
the sensor within four hours of operation time or an open signal from the sensor
within one hour of operation time. The body position sensor must be adjusted
properly for all of the functions to operate correctly.
The body position sensor can be raised or lowered slightly in the bracket notches to
start the SNUB feature sooner or later.
NOTE: The snub feature can also be adjusted in the Cat ET hoist configuration
screen by selecting the Hoist lower valve adjustment status.
SERV1869 - 09/09
-10-
10_1
Right side of truck:
1. Upper sight gauge
2. Lower sight gauge
----
brake actuation
steering and fan
The hoist and brake cooling oil level is normally checked with the upper sight
gauge (1). The oil level should first be checked with cold oil and the engine stopped.
The level should again be checked with warm oil and the engine running.
The lower sight gauge (2) is used when filling the hydraulic tank with the hoist cylinders
in the RAISED position. When the hoist cylinders are lowered, the hydraulic oil level
will increase. After the hoist cylinders are lowered, check the hydraulic tank oil level
with the upper sight gauge as explained above.
SERV1869 - 09/09
-11-
4
1
3
6
7
5
11_1
11_2
8
9
7
11_3
Hydraulic tank components:
1. Brake actuation section
2. Hoist and brake cooling
section
3. Steering and fan section
4. Brake actuation section filler
tube
5. Hoist oil ports
6. Hoist valve port
7. Return screen
8. Hydraulic oil level (hot) switch
9. Hydraulic oil level (cold)
switch
11_4
This illustration shows the inside of the three-section hydraulic tank. The brake
actuation section (1) stores oil for the brake actuation system. The hoist and brake
cooling section (2) stores oil for the hoist system and the brake cooling system. The
steering and fan section (3) stores oil for the steering system and the engine fan
system.
To fill the hoist and brake oil cooling section of the tank, add oil through the brake
actuation section filler tube (4). The oil will flow through the brake actuation section
and fill the hoist and brake oil cooling tank section.
The hoist pump pulls oil from the tank through the hoist oil ports (5) at the bottom of
the tank. Oil from the hoist valve returns to the tank through the hoist valve port (6)
and return screen (7).
The hydraulic oil level (hot) switch (8) and the hydraulic oil level (cold)
switch (9) provide an oil level indication to the service center cold and hot hoist oil
full indicators.
SERV1869 - 09/09
-12-
2
1
12_1
Inside right frame rail:
1. Two-section pump
2. Pump drive
3. Screens
The hoist system oil is supplied by a two-section pump (1) located at the bottom rear
of the pump drive (2). Oil flows from the hoist pump through two screens (3) to the
hoist valve.
SERV1869 - 09/09
-13-
13_1
Above center tube:
1. Hoist screens
2. Hoist screen bypass switches
Oil flows from the hoist pump through the hoist screens (1) to the hoist control valve.
Two hoist screen bypass switches (2) provide input signals to the Chassis ECM. The
ECM sends signals to the monitoring system, which informs the operator if the hoist
screens are restricted.
SERV1869 - 09/09
-14-
14_1
2
1. Hoist control valve
2. Bracket
14_2
The hoist valve (1) is mounted to a bracket (2) located inside the right frame rail. The
hoist control valve directs oil from the hoist pump to the hoist cylinders.
SERV1869 - 09/09
-15-
6
1
4
Right side of hoist control valve:
1.
2.
3.
4.
5.
6.
7.
8.
Pilot control valve (lower)

Pilot control valve (raise)
Dual stage relief valve
Port (right side cylinder raise
control)
Port (right side cylinder lower
control)
Port (low pressure tank)
Port (front pump supply)
Rod end check valve
15_1
This illustration shows the right side of the hoist control valve.
The hoist control valve has two functions on the truck. The valve controls the raising
and lowering of the truck body and supplies additional brake cooling oil. When the
raise / lower control valve is in the HOLD or FLOAT position, supply oil flows to the
brake oil cooling system. As the body is being raised or lowered, the hoist system
has priority and the oil flow to the brake oil cooling system is blocked.
The following components are visible on the right side of the hoist control valve:
---------
pilot control valve (lower) (1)

pilot control valve (raise) (2)
dual stage relief valve (3)
port (right side cylinder raise control) (4)
port (right side cylinder lower control) (5)
port (low pressure tank) (6)
port (front pump supply) (7)
rod end check valve (8)
SERV1869 - 09/09
-16-
2
1
9
3
4
Left side of hoist control valve:

1.
2.
3.
4.
5.
6.
7.
8.
Port (rear pump supply)

Load check valves
Port (brake oil cooling supply)
Port (right side cylinder lower
control)
Counterbalance valve
Plug (counterbalance valve
pressure port)
Port (right side cylinder raise
control)
Brake cooling relief valve
8
16_1
The following components are visible on the left side of the hoist control valve:
---------
port (rear pump supply) (1)

load check valves (2)
port (brake oil cooling supply) (3)
port (right side cylinder lower control) (4)
counterbalance valve (5)
plug (counterbalance valve pressure port) (6)
port (right side cylinder raise control) (7)
brake cooling relief valve (8)
NOTE: If there is an adjustment made to the brake oil cooling relief valve,
always add or subtract the shims from the end of the spring nearest the plug.
There must be seven shims between the spring and the poppet.
SERV1869 - 09/09
-17-
17_1
Pilot control valve components:
1. Main spool
2. Springs
3. Proportional coil
This illustration shows the pilot control valve, which controls the amount of pilot oil
that is used to center the main spool (1). Pilot oil flows to the main spool from the
brake / chassis valve. In the pilot control valve, the pilot oil and springs (2) work in
tandem to center the main spool. The main spool will remain centered until there is
differential between the pilot pressure on each end of the main spool.
Each pilot control valve is equipped with a proportional coil (3) which uses a
proportional amount of current to shift the valve. As current is applied to the coil, the
valve will shift and trapped oil at the end of the main spool is drained to tank. The
decrease in oil pressure reduces the force on the main spool and the spool shifts,
which directs oil to the appropriate end of the hoist cylinders.
SERV1869 - 09/09
-18-
2
3
5
6
7
8
18_1
D
ual hoist relief valve
components:
1.
2.
3.
4.
5.
6.
7.
8.
Dual stage signal spool

High pressure relief valve seat
High pressure relief poppet
High pressure stem
Low pressure relief valve seat
Main relief dump spool
Low pressure relief poppet
Low pressure stem
This illustration shows the location of the dual hoist relief valve components installed
on the top of the hoist valve:
---------
Dual stage signal spool (1)

High pressure relief valve seat (2)
High pressure relief poppet (3)
High pressure stem (4)
Low pressure relief valve seat (5)
Main relief dump spool (6)
Low pressure relief poppet (7)
Low pressure stem (8)
NOTE: The high and low pressure relief valve pressure limiting can be adjusted
by adding or removing shims from the appropriate stem.
SERV1869 - 09/09
-19-
3
4
7
19_1
Bottom of hoist valve:
1.
2.
3.
4.
5.
6.
7.
8.
Orifice No. 3
Plug (orifice)
Orifice No. 1
Screen
Plug (orifice)
Plug (orifice)
Orifice No. 2
This illustration shows the lower body of the hoist valve from the bottom. Also, the
body is transparent for ease of viewing the inner components, such as the orifices.
To access the orifices, the green plugs need to be removed.
The components visible from the bottom of the hoist valve are:
---------
Orifice No.3 (vent orifice for the counterbalance valve) (1)

Plug (orifice) (2)
Orifice No.1 (signal orifice for the counterbalance valve) (3)
Screen (4)
Plug (orifice) (5)
Plug (orifice) (6)
Orifice No. 2 (signal orifice for the counterbalance valve) (7)
Counterbalance valve (8)
SERV1869 - 09/09
-20(3) Lower
Solenoid
(4) Brake/Chassis
Valve
HOIST CONTROL VALVE

HOLD
(5) Brake Oil

Cooler
Relief Valve
(16) Tank
(6) Hoist Cylinder

Head End
(15) Load Check

Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure
Relief Valve
(13) High Pressure
Relief Valve
(2) Rod End

Vent Slot
(1) Dual Stage (12) Main Relief

Relief Valve
Dump Spool
Signal Steme
(8) Counterbalance
Valve
(9) Hoist/ Brake Cooling
Oil Filter
(11) Pump
Supply Port
(4) Brake/Chassis
Valve
(10) Raise
Solenoid
20_1
Hoist control valve - HOLD
Shown is a sectional view of the hoist valve in the HOLD position. Pilot oil pressure
is directed to both ends of the directional spool. The spool is held in the centered
position by the centering springs and the pilot oil. Passages in the directional spool
vent the dual stage relief valve signal stem (1) to the tank. All the hoist pump oil flows
through the hoist / brake cooling oil filter to the brake oil coolers and the tank.
Directional spool
The position of the directional spool blocks the oil in the head end of the hoist
cylinders. Oil in the rod end of the hoist cylinders is connected to the brake cooling
oil by a small vent slot (2) cut in the directional spool.
Brake cooling system pressure
A gauge connected to the hoist system pressure taps while the hoist valve is in the
HOLD position will show the brake cooling system pressure, which is a result of the
restriction in the filters, cooler, brakes, and hoses (normally lower than the actual oil
cooler relief valve setting). The maximum pressure in the circuit should correspond
to the setting of the brake oil cooler relief valve. The setting of the oil cooler relief
valve is approximately 790 kPa (115 psi).
SERV1869 - 09/09
-21(3) Lower
Solenoid
(4) Brake/Chassis
Valve
HOIST CONTROL VALVE

RAISE
(16) Tank
(6) Hoist Cylinder
Head End
(15) Load Check

Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure
Relief Valve
(13) High Pressure
Relief Valve
(2) Rod End

Vent Slot

Relief Valve
Dump Spool
Signal Steme
(8) Counterbalance
Valve
(9) Hoist/Brake Cooling
Oil Filter
(11) Pump
Supply Port
(4) Brake/Chassis
Valve
(10) Raise
Solenoid
On
21_1
Hoist control valve - RAISE
Shown is a sectional view of the hoist valve in the RAISE position. The RAISE
solenoid (10) is energized and drains pilot oil pressure from the lower end of the
directional spool. The directional spool moves down. Pump oil flows past the
directional spool to the head end of the hoist cylinders.
Load check valves
When the directional spool is initially shifted, the two load check
valves (15) (one shown) remain closed until the pump supply pressure is higher than
the pressure in the hoist cylinders. The load check valves prevent the body from
dropping before the RAISE pressure increases.
Dual stage relief valve signal stem
The directional spool also sends hoist cylinder raise pressure to the dual stage relief
valve signal stem (1) and the counterbalance valve (8). The dual stage relief valve
signal stem moves down and blocks the supply pressure from opening the low
pressure relief valve.
The counterbalance valve is held open by the hoist cylinder raise pressure. Oil from
the rod end of the hoist cylinders flows freely to the brake cooling oil filters. If the
body raises faster than the pump can supply oil to the hoist cylinders (caused by a
sudden shift of the load) and the raise pressure drops below approximately 2275 kPa
(330 psi), the counterbalance valve starts to close and restricts the flow of oil from
the rod end of the hoist cylinders. Restricting the flow of oil from the rod end of the
hoist cylinders will slow down the cylinders and prevent cavitation. Cavitation in the
hoist cylinders can cause the body to drop suddenly when the hoist lever is moved
from the RAISE position to the LOWER position.
SERV1869 - 09/09
-22-
High pressure relief valve
The high pressure relief valve will open if the pressure in the head of the hoist
cylinders is too high. When the high pressure relief valve opens, the dump spool
moves to the left, and pump oil is directed through the hoist / brake cooling oil filter
and the brake oil coolers to the brakes and the tank.
High pressure relief valve setting
The high pressure hoist relief valve setting is checked at the two pressure taps
located on the hoist pump. Check the relief pressures with the hoist lever in the
RAISE position and the engine at HIGH IDLE.
SERV1869 - 09/09
-23-
HOIST
COUNTERBALANCE
VALVE
(1) Head End

Signal Pressure
(6)
Pump
(2) Tank
(4)
Hoist Cylinder
Rod End
(3) Rod End

Pressure
Piston
(8)
Hoist Cylinder
Rod End
(5) RAISE
(7) Check Valve
(9) LOWER AND FLOAT
23_1
Hoist counterbalance valve
During RAISE, the counterbalance valve prevents the dump body from running
ahead of the hoist pumps if the load shifts rapidly to the rear of the body and attempts
to pull the hoist cylinders. Signal pressure from the head end of the hoist cylinders
holds the counterbalance valve open. Oil from the rod end of the hoist cylinders
flows unrestricted through the counterbalance valve to the tank. If the head end
pressure decreases below 2270 kPa (330 psi), the counterbalance valve moves
down and restricts the flow of oil from the rod end of the cylinders to the tank.
If no head end signal pressure is present, rod end pressure can still open
the counterbalance valve. If the rod end pressure exceeds approximately
6900 690 kPa (1000 100 psi) at the rod end pressure piston, the valve will move
up and allow rod end oil to flow from the cylinders to the tank.
LOWER or FLOAT
During LOWER and FLOAT, the counterbalance valve allows unrestricted oil flow
from the pump through a check valve (7) to the rod end of the hoist cylinders.
SERV1869 - 09/09
-24(3) Lower
Solenoid
On
(4) Brake/Chassis
Valve
HOIST CONTROL VALVE

LOWER (POWER DOWN)
(5) Brake Oil

Cooler
Relief Valve
(16) Tank
(6) Hoist Cylinder

Head End
(15) Load Check

Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure
Relief Valve
(13) High Pressure
Relief Valve
(2) Rod End

Vent Slot

Relief Valve
Dump Spool
Signal Steme
(8) Counterbalance
Valve
Oil Filter
(11) Pump
Supply Port
(4) Brake/Chassis
Valve
(10) Raise
Solenoid
24_1
H
oist control valve - LOWER
(Power Down)
Shown is a sectional view of the hoist valve in the LOWER (power down) position.
The LOWER solenoid (3) is energized and drains pilot oil pressure from the upper
end of the directional spool. The directional spool moves up.
Oil flow
Supply oil from the pump flows past the directional spool, through the counterbalance
valve, to the rod end of the hoist cylinders. Oil in the head end of the hoist cylinders
flows to the tank. The supply oil in the rod end of the cylinders and the weight of the
body move the cylinders to their retracted positions.
SNUB position
Just before the body contacts the frame, the body position sensor sends a signal to
the Chassis ECM to move the valve spool to the SNUB position. In the SNUB
position, the valve spool moves slightly to restrict the flow of oil and lower the body
gently.
Dual stage relief valve signal stem
The directional spool also vents the passage to the dual stage relief valve signal
stem. The dual stage relief valve signal stem allows supply pressure to be limited by
the low pressure relief valve.
Low pressure relief valve
If the pressure in the rod end of the hoist cylinders exceeds approximately
3450 + 350 - 0 kPa (500 + 50 - 0 psi), the low pressure relief valve (14) will open.
When the low pressure relief valve opens, the dump spool moves to the left and
pump oil flows through the hoist / brake cooling oil filter and the brake oil coolers to
the brakes and the tank.
SERV1869 - 09/09
-25-
The low pressure hoist relief valve setting is checked at the two pressure taps located
on the hoist pump. Check the relief pressures with the hoist lever in the LOWER
position and the engine at HIGH IDLE.
When the body is in the DOWN position, the hoist valve will be in the SNUB position.
The body position sensor rod must be disconnected from the body, and the sensor
must be rotated to the RAISE position before the LOWER relief pressure can be
tested.
SERV1869 - 09/09
-26(3) Lower
Solenoid
On
(4) Brake/Chassis
Valve
HOIST CONTROL VALVE

FLOAT
(16) Tank
(6) Hoist Cylinder
Head End
(15) Load Check

Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure
Relief Valve
(13) High Pressure
Relief Valve
(2) Rod End

Vent Slot

Relief Valve
Dump Spool
Signal Steme
(8) Counterbalance
Valve
Oil Filter
(11) Pump
Supply Port
(4) Brake/Chassis
Valve
(10) Raise
Solenoid
26_1
Hoist control valve - FLOAT
Shown is a sectional view of the hoist valve in the FLOAT position. The LOWER
solenoid (3) is partially energized and drains part of the pilot oil pressure above the
directional spool to the tank. The directional spool moves up. Because the pilot
pressure is only partially drained, the directional spool does not move as far up as
during LOWER.
Oil flow
Pump supply oil flows past the directional spool, through the counterbalance
valve (8), to the rod end of the hoist cylinders (7). Oil in the head end of the hoist
cylinders (6) flows to the tank. The directional valve is in a position that permits the
pressure of the oil flowing to the hoist / brake cooling oil filter (9) to be felt at the rod
end of the hoist cylinders.
Hoist lever in FLOAT position
The truck should normally be operated with the hoist lever in the FLOAT position.
Traveling with the hoist in the FLOAT position will make sure the weight of the body
is on the frame and body pads and not the hoist cylinders. The hoist valve will
actually be in the SNUB position.
SERV1869 - 09/09
-27-
1
27_1
3
Inside left frame rail:
1. Hoist / brake oil cooling filter
2. Transmission oil filter
3. Brake cooling oil screens
27_2
When the hoist valve is in the HOLD or FLOAT position, all the hoist pump oil flows
through the hoist / brake oil cooling filter (1) located inside the left frame rail. Oil
flows from the brake oil cooling filter through the brake oil coolers, to the brakes, and
to the tank.
An oil filter bypass switch (not visible) is located on the filter housing. The oil filter
bypass switch informs the Brake ECM if the filter is restricted. Hoist and brake oil
samples can be taken at the SOS port (not visible, located on the filter base)..
Also visible in the bottom illustration are the transmission oil filter (2) and the brake
cooling oil screens (3).
SERV1869 - 09/09
-28-
28_1
Hoist cylinders
Shown are the twin two-stage hoist cylinders used to raise and lower the body.
Dead engine LOWER
To LOWER the body with a dead engine, hoist pilot pressure is required. The towing
pump can be used to provide the hoist pilot oil. To lower the body with a dead
engine:
----
Dead engine RAISE
urn ON the key start switch so the towing motor and the hoist solenoids
T
can be energized.
Move the hoist lever to the RAISE position for 15 seconds, then to the
FLOAT position.
Depress the brake release switch on the dash.
To RAISE the body with a dead engine, connect an Auxiliary Power Unit (APU) to the
hoist cylinders. Follow the same procedure used to lower the body with a dead
engine, except move the hoist lever to HOLD and back to RAISE after the 15 second
interval.
NOTE: For more information on using the APU, refer to the Special Instructions
Using 1U5000 Auxiliary Power Unit (APU) (Form SEHS8715) and Using the
1U5525 Attachment Group (Form SEHS8880).
SERV1869 - 09/09
-29-
(13) Dual Stage

Signal Spool
(14) High
Pressure Relief
(11) Lower
Solenoid Valve
(23) Hoist/Brake
Cooling Oil Filter
(12)
Main Relief
Dump Spool
(15) Low
Pressure
Relief
(17) Brake
Cooling
Relief
(16) Hoist
Cylinders
(22) Brake
Oil Coolers
(10)
Signal Orifice 1
(9)
Signal Orifice 2
(8)
RAISE
(22) Brake
Oil Coolers
(21) Screens
(7) HOLD
(19) Hoist
Pumps
(5)
SNUB
(6) Counterbalance Valve
(4)
FLOAT
(20) Brake
Actuation
System
(18) Brake Cooling System
(3)
LOWER
HOIST SYSTEM
HOLD
(2)
Raise
Solenoid
Valve
(1) Brake/Chassis Valve
29_1
Hoist system - HOLD
This illustration shows the hoist system hydraulic schematic.

Pilot oil pressure from the brake / chassis valve is directed to both ends of the
directional spool. The spool is held in the centered position by the centering springs
and the pilot oil. Passages in the directional spool vent the dual stage relief valve
signal spool (13) to the tank. All the hoist pump oil flows through the hoist / brake
cooling oil filter (23) and the brake oil coolers (22) to the brakes and the tank.
The position of the directional spool blocks the oil in the head end of the hoist
cylinders (16). Oil in the rod end of the hoist cylinders is connected to the brake
cooling oil by a small vent slot cut in the directional spool.

BRAKE SYSTEM
SERV1869

Module 9 - Brake System
Text Reference

SERV1869 - 09/09
-2-
7
5
2_1
INTRODUCTION
Brake system components:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Hydraulic tank
Brake pump
Brake oil filter
Brake / chassis control valve
Service brake valve
Brake accumulators
Slack adjusters
Brake cooling motor
Brake coolers
This module discusses the brake actuation system (service and parking brakes) and
the brake cooling system.
The parking / secondary brakes are spring engaged and hydraulically released. The
service / retarder brakes are hydraulically engaged and spring released.
The brake actuation system is equipped with a brake / chassis control valve that
controls the service and parking brake functions via the Brake ECM, including the
Automatic Retarder Control (ARC) and accumulator charging.
The air system on the previous model trucks has been completely removed.
SERV1869 - 09/09
-3-
The main components in the braking system are:

----------
hydraulic tank (1)

brake pump (2)
brake oil filter (3)
brake / chassis control valve (4)
service brake valve (5)
brake accumulators (6)
slack adjusters (7)
brake cooling motor (8)
brake coolers (9)
The brake cooling pumps (not visible) are driven by the brake cooling motor and are
located inside the hydraulic tank.
SERV1869 - 09/09
-4-
BRAKE ACTUATION SYSTEM

(7) Hoist
Valve
(11) Parking Brake
Accumulators
(12) Service Brake

Accumulator
(3) Brake / Chassis Valve

(8)
Slack
Adjuster
(4)
Service
Brake
Valve
(8)
Slack
Adjuster
(9) TCS
Valve
(6) Park
Brake
(6) Park
Brake
(10) Tow Motor

and Pump
(5) Service
Brake
(2)
Brake
Oil
Filter
(5) Service
Brake
(1) Brake
Pump
4_1
Brake actuation system
Oil from the brake actuation pump (1) flows through the brake oil filter (2) to the
brake / chassis valve (3). Oil also flows through a check valve in the brake / chassis
valve to the service brake valve (4). The service brake valve directs oil back into the
brake / chassis valve when the brake pedal is depressed.
Brake / chassis valve
The brake / chassis valve controls the oil flow to the service brakes (5), the parking
brakes (6), and the hoist valve (7).
Slack adjusters
The slack adjusters (8) compensate for brake disc wear by allowing a small volume
of oil to flow through the slack adjuster and remain between the slack adjuster and
the brake piston under low pressure.
TCS valve
The TCS valve (9) controls wheel spin by metering the oil to the rear wheel parking
brakes.
Tow pump
The tow pump (10) provides oil to release the parking brakes which allows the truck
to be towed. The tow pump also provides oil to the hoist valve if the brake pump fails
or the engine wont run.
SERV1869 - 09/09
-5793F BRAKE ELECTRONIC CONTROL SYSTEM

(1):M1 Brake ECM
(2) CAT Data Link
(4) CAN Data Link

(21) Requested Gear Command
(6) Machine Operation State

(7) Engine Speed Sensor
(22) TCS Test Switch
(8) Engine Fan Speed Sensor
(23) ARC On/off Switch
(9) Brake Cooling Pump Speed Sensor
(39) TCS Supply Solenoid
(24) A/C MODE Switch (auto)
(10) Wheel Speed Sensors
(25) A/C MODE Switch (manual)
(11) Service Brake

Accumulator Pressure Sensor
(40) TCS Control Solenoids
(26) Operator Temp Control
(12) Secondary/Parking Brake

Accumulator Pressure Sensor
(27) Retarding Speed

Set +/(28) ECM Location Enable
(13) Service Brake Pressure Switch
(41) RAX Cooling Fan Solenoid

(42) Park Brake Solenoid
(29) ECM Location Mode 1 (Ground)
(14) Brake Oil Filter Bypass Switch

(15) Brake Pump Pressure Sensor
(16) Parking Brake
Pressure Sensors
(30) Water Valve Actuator Signal
(43) ARC Control Solenoid
(31) Cab Air Temp Sensor
(44) Brake Unloader Solenoid
(32) HVACOutlet Temp Sensor

(33) Retarder Lever
Position Sensor
(17) Secondary Brake Pedal

Position Sensor
(34) Key Start Switch

(18) Brake Cooling Oil
Temperature Sensors
(19) Differential Lube Oil
Temperature Sensor
(20) Differential Lube Oil
Pressure Sensor
B
rake electronic control system
input and output components
(38) Front Brake Solenoid
(45) Engine Fan Drive

Pump Solenoid
(46) Final Drive Oil
Bypass Solenoid
(35) Hoist/ Brake Cooling Oil

(47) Brake Cooling Pump Solenoid
(36) Differential Oil Filter Bypass Switch
(48) Rax Motor Solenoid
(37) Return Oil Filter Bypass Switch
(49) A/C Compressor Clutch Relay

(50) Brake Light Relay
5_1
This illustration shows the brake electronic control system input and output
components. The Brake ECM (1) controls the following:
------
brake system
RAX lubrication system
engine cooling fan
A/C compressor clutch
brake light
NOTE: This module will cover the brake system components controlled by the
Brake ECM. Other Brake ECM input and output components are shown during
the discussion of other machine systems.
SERV1869 - 09/09
-6-
6_1
Oil cooled brake assembly:
1.
2.
3.
4.
5.
6.
Smaller piston
Larger piston
Friction discs
Steel plates
Cooling in port
Cooling out port
Shown is a cutaway illustration of an oil cooled brake assembly. The brakes are
environmentally sealed and adjustment free. Oil continually flows through the brake
discs for cooling through the cooling in port (6) and cooling out port (7). Duo-Cone
seals prevent the cooling oil from leaking to the ground or leaking into the axle
housing. The wheel bearing adjustment must be maintained to keep the Duo-Cone
seals from leaking.
The smaller piston (1) is used to ENGAGE the parking (secondary) brakes. The
parking brakes are spring ENGAGED and hydraulically RELEASED. The larger
piston (2) is used to ENGAGE the service brakes. The larger piston is also used for
retarding. The service brakes are hydraulically engaged. Activation of the service
and parking brakes on the new F Series is controlled with the new brake / chassis
valve (not shown).
The friction discs (3) and steel plates (4) are compressed together by the pistons
to slow or stop the truck. The actuating springs are used to engage the parking
brakes.
The service brakes on the truck with the additional retarding will have three more
discs and plates. The standard retarding front brakes are equipped with 10 discs in
the front and 15 discs in the rear. Additional retarding will have 13 discs in the front
with the standard 15 in the rear. To develop the proper proportion during additional
retarding, the brake chassis valve will be equipped with an additional sleeve and
piston. The additional sleeve and piston will be discussed later in the presentation.
SERV1869 - 09/09
-7-
2
1
7_1
Brake Actuation System Components
Right side of truck:
1. Sight gauge
2. Brake actuation fill cap
----
brake actuation
steering and fan
The brake actuation system oil level is checked at the sight gauge (1) on the top right
side of the tank. Remove the brake actuation fill cap (2) to fill the brake actuation
section and the hoist / brake cooling section.
SERV1869 - 09/09
-8-
8_1
Inside of hydraulic tank:
1. Brake actuation section
2. Hoist and brake cooling
section
3. Steering and fan section
This illustration shows the inside of the three-section hydraulic tank. The brake
actuation section (1) stores oil for the brake actuation system. The hoist and brake
cooling section (2) stores oil for the hoist system and the brake cooling system. The
steering and fan section (3) stores oil for the steering system and the engine fan
system.
To fill the hoist and brake oil cooling section of the tank, add oil through the brake
actuation section filler tube. The oil will flow through the brake actuation section and
fill the hoist and brake oil cooling tank section.
To fill the steering and fan section of the tank, add oil through the steering and fan
section filler tube.
NOTE: The brake cooling pumps are also located in the hoist and the brake
cooling section of the tank, but are not shown in this illustration. The brake
cooling pumps will be discussed later in the presentation.
SERV1869 - 09/09
-9-
3
2
9_1
Hydraulic tank ports:
1. Brake pump suction
2. Brake valve return
3. Service / parking brake return
This illustration shows the front of the hydraulic tank.

The brake actuation pump pulls oil from the tank through the brake actuation
suction port (1). Oil returns to the tank from the brake / chassis valve through the
brake / chassis valve tank return port (2) and the brake / chassis valve T2 port (3).
SERV1869 - 09/09
-10-
10_1
1. Brake actuation pump
2. Hoist pump
The brake actuation pump (1) is mounted to the hoist pump (2). The brake actuation
pump is a fixed displacement pump that provides oil to operate the service and
parking / secondary brakes.
SERV1869 - 09/09
-11-
11_1
Brake oil filter (arrow)
The brake oil filter (arrow) is located inside the left frame rail. Oil from the brake
pump flows through the brake filter to the brake actuation system. The brake oil filter
is equipped with a bypass valve and an oil bypass switch in the filter base. The
bypass switch sends a signal to the Brake ECM when the filter is restricted.
SERV1869 - 09/09
-12-
12_1
Brake / chassis valve (arrow)
The 793D trucks are equipped with a single manifold brake / chassis valve (arrow)
located below the truck body on the left side. The brake / chassis valve is a block
with strategically drilled holes to direct oil flow from the brake pump to the service
and parking brakes.
Other functions of the brake / chassis valve are:
-------
automatic retarding control (ARC)

hoist valve pilot oil supply
parking and service brake accumulator charging
accumulator purging
brake pump unloading (limits pump supply oil to the cut-out pressure)
signal oil supply to the TCS valve
The brake / chassis valve also includes two accumulator pressure sensors and a
brake pump pressure sensor, which send signals to the Brake ECM indicating brake
pressures.
SERV1869 - 09/09
-13-
1
2
7
8
5
3
13_1
Right side of brake / chassis

valve:
1. Rear brake ARC solenoid
2. Front brake ARC solenoid
3. Front service brake shuttle
valve
4. Rear service brake shuttle
valve
5. Relief valve
6. Accumulator purge solenoid
7. Parking brake solenoid
8. Brake cooling diverter
solenoid
The components visible on the right side and top of the brake / chassis valve are:
--------
rear brake ARC solenoid (1)

front brake ARC solenoid (2)
front service brake shuttle valve (3)
rear service brake shuttle valve (4)
relief valve (5)
accumulator purge solenoid (6)
parking brake solenoid (7)
The brake cooling diverter solenoid (8) is not used on the 793F trucks.
SERV1869 - 09/09
-14-
2
3
11
10
8
L
eft side and rear of brake / chassis
valve
1. Front brake ARC solenoid
2. Rear brake ARC solenoid
3. Service brake check valve
4. Pressure reducing valve
5. Parking brake check valve
6. Screen
7. Parking brake relay valve
8. Unloader solenoid
9. Unloader diverter valve
10. Rear brake relay valve
11. Front brake relay valve
14_1
The components visible on the left side, top, and rear of the brake / chassis valve
are:
------------
front brake ARC solenoid (1)

rear brake ARC solenoid (2)
service brake check valve (3)
pressure reducing valve (4)
parking brake check valve (5)
screen (6)
parking brake relay valve (7)
unloader solenoid (8)
unloader diverter valve (9)
rear brake relay valve (10)
front brake relay valve (11)
SERV1869 - 09/09
-15-
BRAKE / CHASSIS VALVE

(11) Parking Brake
Accumulators
(8) Parking Brake Accumulator
Pressure Sensor
(27) Brake Pump

Pressure Sensor
(2) Relief
Valve
(7)
TCS
Relay
Valve
(3)
Unload
(6)
Diverter
Valve Service
Brake
Check
Valve
(4)
Unloader
Valve
(30) Plug
(28) TCS
Valve
(5) Parking Brake

Check valve
(24) Hoist
Solenoid Valves
(20)
Pressure
Reducing
Valve
(14) Service Brake

Accumulator
(9) Serv Brake
Accum
Pressure
Sensor
(25)
Brake
Diverter
Solenoid
(not used)
(30)Plug
(21)
Service
Brake
Valve
(16) Front
Brake
Solenoid
(15)
Parking
Brakes
(19)
Rear
ARC
Relay
(26)
Valve Resolver
Valve
(13)
Park
Brake
Relay
Valve
(12) Park
Brake
Solenoid
(10) Accumulator
Purge Solenoid
(1) Brake Actuation Pump
Brake / chassis valve
(23)
Rear Service
Brakes
(26)
Resolver
Valve
(17) Front
Brake
Relay
Valve
(18) Rear
ARC
Solenoid
(22) Front Service
Brakes
(29) Service Brake

Pressure Switch
(21)
Service
Brake
Valve
15_1
This illustration shows a schematic of the brake / chassis valve with the accumulators
charging, the parking brakes engaged, and the service brakes released.
Oil from the brake actuation pump (1) flows into the brake / chassis valve and to the
following locations:
-------
Accumulators charging
relief valve (2)

unload diverter valve (3)
unloader solenoid valve (4)
parking brake check valve (5)
service brake check valve (6)
TCS relay valve (7)
The relief valve limits the brake system pressure. Brake system oil pressure
increases until the accumulators are charged to approximately 20,685 670 kPa
(3000 100 psi) based on a signal from the parking brake accumulator pressure
sensor (8) or the service brake accumulator pressure sensor (9).
SERV1869 - 09/09
-16-
Brake pump unloading
When the accumulators are charged, the Brake ECM sends a signal to the unloader
solenoid valve. The unloader solenoid valve and the unload diverter valve work
together to unload the brake actuation pump when the accumulators are charged.
The solenoid valve shifts down and the oil pressure between the orifice and the
unloader solenoid valve, which is also the signal oil to the unload diverter valve,
decreases to approximately hydraulic tank pressure. System oil pressure is higher
than the signal pressure and spring force at the unload diverter valve. The
brake / chassis valve is now at the Cut-Out pressure. Cut-in pressure is approximately
13,790 kPa (2000 psi).
Oil flow in parking brake circuit
Oil flows through the parking brake check valve to the:

-----
accumulator purge solenoid (10)

parking brake accumulators (11)
parking brake solenoid (12)
parking brake relay valve (13)
The accumulator purge solenoid releases pressure from the parking brake
accumulators and service brake accumulator (14) when the engine is shut off. The
parking brake accumulator supplies oil to the parking brakes (15). The parking brake
solenoid directs oil to the parking brake relay valve when commanded by the Brake
ECM. The parking brake relay valve directs oil from the parking brake accumulator
to the parking brakes.
Oil flow in service brake circuit
Oil flows through the service brake check valve to the:

---------
accumulator purge solenoid

service brake accumulator
front brake solenoid (16)
rear ARC solenoid (18)
rear ARC relay valve (19)
pressure reducing valve (20)
service brake valve (21) (not located in the brake / chassis valve)
The service brake accumulator supplies oil to the front service brakes (22) and the
rear service brakes (23). The front brake solenoid directs oil to the front brake relay
valve when commanded by the Brake ECM. The front brake relay valve directs
oil from the service brake accumulator to the front service brakes. The rear ARC
solenoid directs oil to the rear ARC relay valve when commanded by the Brake ECM.
The rear ARC relay valve directs oil from the service brake accumulator to the rear
service brakes.
Pressure reducing valve
The pressure reducing valve reduces the system oil pressure to a pilot pressure of
approximately 3795 kPa (550 psi). The pilot oil flows to the hoist solenoid
valves (24), to the TCS relay valve, and the brake diverter solenoid (25). The brake
diverter solenoid is not used on the 793F.
TCS relay valve
The TCS relay valve directs the pilot oil to the drain ball check valve in the TCS valve.
The pilot oil from the pressure reducing valve is used as signal oil to open the drain
check valve, which allows oil from the TCS valve to return to the tank.
Service brake valve
Oil from the service brake accumulator also flows from the brake / chassis valve to
the service brake valve. When the operator depresses the service brake pedal, oil is
directed through the resolver valves (26) to the front and rear brake relays.
SERV1869 - 09/09
-17-
1
2
17_1
XLP OPTION
(10) Brake Pump
(5)
Rear
ARC
Relay
Valve
(9)
Rear Service
Brakes
XLP option:
1. Piston and sleeve
2. Front service brake relay
valve
(1) Piston
and Sleeve
(3) Front
Brake
Solenoid
(2) Front
Brake
Relay
Valve
(4) Rear
ARC
Solenoid
(8) Front Service
Brakes
(7) Service Brake

Pressure Switch
(6)
Service
Brake
Valve
17_2
If the truck is equipped with the Extended Life Power Train (XLP option), the front
brakes are equipped with three additional brake disc packs and the brake / chassis
valve includes an additional piston and sleeve (1). Since the surface area of the
piston is smaller than the surface area of the service brake relay valve (2), the relay
valve directs a reduced oil pressure to the brake piston. The reduced pressure is
necessary due to the additional brake disc packs in the XLP option.
SERV1869 - 09/09
-18-
18_1
Cab floor:
1. Service brake valve
2. Service brake pedal
The service brake valve (1) is located below the service brake pedal (2) in the cab.
The service brake valve directs supply oil from the brake / chassis valve to the shuttle
valves in the brake / chassis valve.
SERV1869 - 09/09
-19-
19_1
Left side of truck:
1. Service brake accumulator
2. Parking brake accumulator
The service brake accumulator (1) and parking brake accumulators (2) are located
on the left side of the truck in front of the fuel tank.
Service brake accumulator pressure can be checked at the service brake accumulator
pressure tap (not visible) located at the bottom of the accumulator.
Parking brake accumulator pressure can be checked at the parking brake accumulator
pressure tap (not visible) located at the bottom of the accumulator.
SERV1869 - 09/09
-20-
20_1
Slack adjusters:
1. Front slack adjuster
2. Rear slack adjuster
The 793F has two slack adjusters. The front slack adjuster (1) is located below the
rear of the upper frame. The rear slack adjuster (2) is located above the rear axle
housing.
The slack adjusters compensate for brake disc wear by allowing a small volume of
oil to flow through the slack adjuster and remain between the slack adjuster and the
brake piston under low pressure. The slack adjusters maintain a slight pressure on
the brake piston at all times.
Brake cooling oil pressure maintains a small clearance between the brake discs.
The service brake oil pressure can be tested at the taps (not visible) on the slack
adjusters.
SERV1869 - 09/09
-21-
BRAKE SLACK ADJUSTER

(2) Brake
Cylinder
(5) Small
Piston
(4)
Wheel
Brakes
(3) Large
Piston
(2) Brake
Cylinder
(4)
Wheel
Brakes
(4)
Wheel
Brakes
(4)
Wheel
Brakes
(6) BRAKES RELEASED
(1) BRAKES ENGAGED
21_1
Brake slack adjuster
This illustration shows sectional views of the slack adjuster when the brakes are
RELEASED and ENGAGED.
Brakes ENGAGED
When the brakes are ENGAGED (1), oil from the brake cylinder (2) enters the slack
adjuster and the two large pistons (3) move outward. Each large piston supplies oil
to one wheel brake (4). The large pistons pressurize the oil to the service brake
pistons and ENGAGE the brakes.
Brakes FULLY ENGAGED
Normally, the service brakes are FULLY ENGAGED before the large pistons in the
slack adjuster reach the end of their stroke. As the brake discs wear, the service
brake piston will travel farther to FULLY ENGAGE the brakes. When the service
brake piston travels farther, the large piston in the slack adjuster moves farther out
and contacts the end cover. The pressure in the slack adjuster increases until the
small piston (5) moves and allows makeup oil from the brake cylinder to flow to the
service brake piston.
Brakes RELEASED
When the brakes are RELEASED (6), the springs in the service brakes push the
service brake pistons away from the brake discs. The oil from the service brake
pistons pushes the large pistons in the slack adjuster to the center of the slack
adjuster. Makeup oil that was used to ENGAGE the brakes is replenished at the
brake cylinder from the makeup tank.
SERV1869 - 09/09
-22-
2
1
22_1
1
Left side of truck:
1. Towing pump
2. Electric motor
22_2
The towing pump (1) can be used to release the parking brakes for servicing or
towing. The pump is driven by an electric motor (2) that is energized by the brake
release switch in the cab.
The tow pump sends oil to the parking brake accumulators to release the parking
brakes and to the hoist valve solenoids to allow the body to be lowered.
Towing pump pressure is controlled by a relief valve in the towing pump.
SERV1869 - 09/09
-23-
TRACTION CONTROL SYSTEM

(1) Brake ECM

(8) TCS Test Switch
(5) TCS Proportional Solenoid
(3) Right Rear Wheel

Speed Sensor
(2) Left Rear Wheel
Speed Sensor
(6) TCS Selector Solenoids
(7) Service Brake

Pressure Switch
(9)
Cat Data Link
Speed Sensors
23_1
Traction Control System (TCS)
Traction Control System
The Traction Control System (TCS) uses the rear parking / secondary brakes (spring
engaged and hydraulically released) to decrease the revolutions of a spinning wheel.
The TCS allows the tire with better underfoot conditions to receive an increased
amount of torque. The system is controlled by the Brake ECM (1) and operates the
same as the 793D TCS.
TCS input and output components
The Brake ECM monitors the drive wheels through four input signals: the left rear
wheel speed sensor (2), the right rear wheel speed sensor (3), and the transmission
output speed sensors (4) (via the Transmission ECM). When a spinning drive wheel
is detected, the Brake ECM sends a signal to the TCS proportional solenoid (5) and
the TCS selector solenoids (6), which ENGAGE the brake of the affected wheel.
When the condition has improved and the ratio between the right and left axles
returns to 1:1, the Brake ECM sends a signal to RELEASE the brake.
SERV1869 - 09/09
S
ervice brake pressure switch
functions
-24-
The service brake pressure switch (7) provides an input signal to the Brake ECM and
performs the following two functions:
1. W
hen the service brakes or retarder are ENGAGED, the TCS function is
stopped.
2. The service brake pressure switch provides the indication to the Brake ECM,
which is needed to perform a diagnostic test. When the TCS test switch (8) and
the retarder lever are ENGAGED simultaneously, the TCS will engage each
rear brake independently. Install two pressure gauges on the TCS valve, and
observe the pressure readings during the test cycle. The left brake pressure
will decrease and increase. After a short pause, the right brake pressure will
decrease and increase. The test will repeat as long as the TCS test switch and
the retarder lever are ENGAGED.
TCS valve
The TCS valve has left and right brake release pressure taps. When the proportional
solenoid is ENERGIZED, Cat ET will show 44% when the brake is FULLY
ENGAGED.
NOTE: During the diagnostic test, the parking / secondary brakes must be
released.
SERV1869 - 09/09
-25-
25_1
25_3
Speed sensor locations:
1. Left rear wheel speed sensor
2. Right rear wheel speed sensor
3. Transmission output speed
sensors
25_2
25_4
These illustrations show the location of the left rear wheel speed sensor (1), the right
rear wheel speed sensor (2), and the transmission output speed sensors (3).
The TCS uses the transmission output speed sensors to disable the TCS when
ground speed is above 19.3 km/h (12 mph).
SERV1869 - 09/09
-26-
3
1
4
5
2
3
26_1
TCS valve components:
1.
2.
3.
4.
5.
Selector solenoid valve

Proportional solenoid valve
Pressure taps
Service brake pressure switch
Parking brake pressure
sensors
The TCS valve is mounted inside the left frame rail toward the rear of the machine.
Two solenoids are mounted on the valve.
Electrical signals from the Brake ECM cause the selector solenoid valve (1) to shift
and select either the left or right parking brake. There is a solenoid on each end
of the selector solenoid valve. If the selector valve shifts to the left parking brake
hydraulic circuit, the control oil is drained. The left reducing spool of the control valve
can then shift and engage the parking brake.
The proportional solenoid valve (2) controls the volume of oil being drained from the
selected parking brake control circuit. The rate of flow is controlled by a signal from
the Brake ECM.
The pressure taps (3) can be used to test the left and right brake release pressures
when performing diagnostic tests on the TCS. At HIGH IDLE, the pressure at the
taps in the TCS valve will be approximately 138 kPa (20 psi) less than the brake
release pressure tested at the wheels.
The pressure taps are also used to provide parking brake dragging information to the
service technician. If the parking brakes are released, as sensed by the secondary
brake pressure switch on the parking brake control valve, and parking brake pressure
is below approximately 3445 kPa (500 psi), a parking brake dragging event will be
logged in the Brake ECM. The event can be viewed with Cat ET.
SERV1869 - 09/09
-27-
The service brake pressure switch (4) is located above the TCS valve. When the
service brakes are activated by the service brake pedal, retarder lever, or the ARC,
the service brake pressure switch opens indicating to the Brake ECM that the service
brakes have been activated.
The parking brake pressure sensors (5) send a signal to the Brake ECM indicating
parking brake pressure in the left and right rear brake pressure circuits.
SERV1869 - 09/09
-28-
TCS VALVE
ENGINE RUNNING / BRAKES RELEASED

(5) Left Rear
Parking Brake
(1)
Brake/Chassis
Valve
(3) Left Brake

Reducing Valve
(7) Proportional
Solenoid
(2) Selector
Solenoid
(8)
Drain
Check
Ball
(4) Right Brake

Reducing Valve
(6) Right Rear

Parking Brake
T
CS valve - ENGINE RUNNING /
BRAKES RELEASED
28_1
This illustration shows the TCS valve with the engine running and the parking brakes
RELEASED.
When the operator moves the transmission lever out of the PARK position, the Brake
ECM energizes the parking brake solenoid in the brake / chassis valve (1) and oil is
directed to the TCS valve.
Selector solenoid
In the TCS valve, oil flows through a screen and orifices to the selector solenoid (2),
the left brake reducing valve (3), and the right brake reducing valve (4). When the
TCS is not activated, the oil is blocked at the selector solenoid. Oil pressure moves
the brake reducing solenoids to the left and oil from the brake / chassis valve is
directed to the left rear parking brake (5) and the right rear parking brake (6). The
parking brakes are RELEASED.
SERV1869 - 09/09
-29-
TCS VALVE
ENGINE RUNNING / LEFT BRAKE ENGAGED

(5) Left Rear
Parking Brake
(1)
Brake/Chassis
Valve
(3) Left Brake

Reducing Valve
(7) Proportional
Solenoid
(2) Selector
Solenoid
(8)
Drain
Check
Ball
(4) Right Brake

Reducing Valve
(6) Right Rear

Parking Brake
29_1
T
CS valve - ENGINE RUNNING /
LEFT BRAKE ENGAGED
This illustration shows the TCS valve with the engine running and the left brake
ENGAGED.
Left wheel spinning faster
When signals from the wheel speed sensors indicate that the left wheel is spinning
60% faster than the right wheel, the Brake ECM sends a signal to the selector
solenoid valve (2) and the proportional solenoid valve (7). The selector solenoid
valve shifts up to open a passage between the right end of the left brake pressure
reducing valve (3) and the proportional solenoid valve.
Signal oil to drain check ball
Pilot oil from the brake / chassis valve (1) provides signal oil to the drain check ball
(8) which allows oil from the TCS valve to return to the tank.
The proportional solenoid valve opens a passage from the selector solenoid valve to
drain through the drain check ball. The proportional solenoid valve also controls the
rate at which the oil is allowed to drain. Control circuit oil drains through the selector
valve and enters the proportional valve.
Reducing valve spool
The reducing valve spool for the left rear parking brake (5) shifts and blocks oil flow
to the parking brake. Oil in the left parking brake control circuit begins to drain and
the left parking brake begins to ENGAGE. The left brake orifice restricts the flow of
oil from the parking brake valve.
SERV1869 - 09/09
Wheel not spinning
-30-
When the signals from the wheel speed sensors indicate that the left wheel is no
longer spinning, the Brake ECM stops sending signals to the selector solenoid and
the proportional solenoid. The selector solenoid valve and proportional solenoid
valve blocks the passage to drain and allows the control circuit pressure to
increase.
The left brake reducing valve spool shifts to the left and blocks the passage to drain.
Parking brake oil is directed to the left parking brake and the brake is RELEASED.
SERV1869 - 09/09
-31-
PARKING BRAKE ENGAGED / SERVICE BRAKES RELEASED
(31)
Parking Brake Accumulator
Pressure Sensor
(4) Parking Brake

Accumulators
(30) Brake Pump

Pressure Sensor
(29)
To Hoist
Solenoid Valves
(7)
Service Brake
Accumulator
(28) Relief
Valve
(27)
Unloader
Valve
(21) Slack
Adjuster
(25)
Unload
Diverter
Valve
(26)
Park Brake
Check Valve
(32) TCS Valve
(5) Park
Brake
Solenoid
(15) Accumulator
Purge Solenoid
(33)
Rear Park
Brake
(14)
Tow Pump
and Motor
(9)
Front
Brake
Solenoid
(11)
Rear ARC
Solenoid
(3) Brake / Chassis

Valve
(1)
Brake
Actuation
Pump
(21) Slack
Adjuster
(17)
Plug
(12) Rear
ARC Relay
Valve
(2)
Brake
Oil Filter
(8) Service
Brake Valve
(24)Pressure
Reducing
Valve
(16)
Service
Brake
Check
Valve
(6)
Park Brake
Relay Valve
(20) Service
Brake
(23) Brake
Diverter
Solenoid
(not used)
(22)
Serv. Brake
Accum.
Pressure
Sensor
(10)
Front Brake
Relay Valve
(18) Service Brake
Pressure Switch
(20)
Service
Brake
(19)
Front Park
Brake
(34)
Pump
Drive
13
Hoist Pumps
31_1
Brake Actuation System Operation
B
rake actuation system PARKING BRAKE ENGAGED /
SERVICE BRAKES RELEASED
O
il flow into the parking brake
circuit
This illustration shows the brake actuation system with the parking brake ENGAGED,
the service brakes RELEASED, and the accumulators charged.
Shift lever in PARK position
When the shift lever in the cab is in the PARK position, a signal is sent to the Brake
ECM. The Brake ECM sends current to de-energize the parking brake solenoid.
With the parking brake solenoid de-energized, spring force moves the parking brake
relay valve to the right. The parking brake relay directs oil from the parking brake
piston to the tank and the parking brakes are engaged by spring force.
Secondary brake pedal
The secondary brake pedal is used to modulate the release of the parking brake.
When the secondary brake pedal is depressed, a position sensor located at the base
of the pedal sends a PWM signal to the Brake ECM. The Brake ECM sends a
current to the proportional parking brake solenoid which drains oil from the parking
brake relay valve. Spring force moves the parking brake relay valve to the right. The
parking brake relay valve directs oil from the parking brake piston to the tank and the
parking brakes begin to engage to slow truck movement.
brake/chassis valve (3). In the brake / chassis valve the brake pump oil flows to the
parking brake accumulators (4), to the parking brake solenoid (5), and to the parking
brake relay (6).
SERV1869 - 09/09
-32-
NOTE: If the shift lever is in the park position, the parking brake is commanded
to be engaged and the ECM will not recognize the secondary brake pedal position
sensor signal.
O
il flow into the service brake
circuit
Oil from the brake actuation pump also flows to the following locations:
-------
service brake accumulator(7)

When the service brake pedal is not depressed and the retarder lever is not activated,
the front brake relay valve and the rear ARC relay valve direct oil from the service
brake pistons to the tank and the service brakes are released by spring force.
SERV1869 - 09/09
-33-
PARKING BRAKE RELEASED / SERVICE BRAKES ENGAGED
(31)
Pressure Sensor
(4) Parking Brake

Accumulators
(30) Brake Pump

Pressure Sensor
(29)
To Hoist
Solenoid Valves
(7)
Service Brake
Accumulator
(28) Relief
Valve
(27)
Unloader
Valve
(21) Slack
Adjuster
(5) Park
Brake
Solenoid
(33)
Rear Park
Brake
(14)
Tow Pump
and Motor
(2)
Brake
Oil Filter
(11)
Rear ARC
Solenoid
(3) Brake / Chassis (35)

Valve
Resolver
Valve
(1)
Brake
Actuation
Pump
(21) Slack
Adjuster
(17)
Plug
(12) Rear ARC

Relay Valve
(15) Accumulator
Purge Solenoid
(8) Service
Brake Valve
(24)Pressure
Reducing
Valve
(16)
Service
Brake
Check
Valve
(6)
Park Brake
Relay Valve
(20) Service
Brake
(23) Brake
Diverter
Solenoid
(not used)
(25)
Unload
Diverter
Valve
(26)
Park Brake
Check Valve
(32) TCS Valve
(22)
Serv. Brake
Accum.
Pressure
Sensor
(9)
Front
(35)
Brake
Resolver Solenoid
Valve
(20)
Service
Brake
(10)
Front Brake
Relay Valve
(18) Service Brake
Pressure Switch
(19)
Front Park
Brake
(34)
Pump
Drive
13
Hoist Pumps
33_1
B
rake actuation system PARKING BRAKE RELEASED /
SERVICE BRAKES ENGAGED
This illustration shows the brake actuation system with the parking brake RELEASED,
the service brakes ENGAGED by depressing the brake pedal, and the accumulators
charged.
O
il flow into the parking brake
circuit
brake/chassis valve (3). In the brake / chassis valve the brake pump oil flows to the
parking brake accumulators (4), to the parking brake solenoid (5), and to the parking
brake relay valve (6).
S
hift lever moved out of PARK
position
When the shift lever in the cab is moved from the PARK position, a signal is sent to
the Brake ECM. The Brake ECM sends current to energize the parking brake
solenoid. With the parking brake solenoid energized, oil is directed to the right end
of the parking brake relay valve which moves to the left. The parking brake relay
directs oil from the parking brake accumulators to the parking brake piston and the
parking brakes are released.
O
circuit
Oil from the brake actuation pump also flows to the following locations:
-------
service brake accumulator (7)

SERV1869 - 09/09
Service brake pedal depressed
-34-
When the service brake pedal is depressed, brake oil is directed to the bottom of the
resolver valves (35). The higher pressure from the service brake valve overrides the
oil pressure from the front brake solenoid and the rear ARC solenoid and brake oil
flows to the right end of the service brake relay valves. The oil pressure on the relay
valves overrides the spring force and the relay valves shift to the left. Supply oil is
directed to the front and rear slack adjuster pistons and the service brakes. The
slack adjuster pistons control the equalization of the brake pressure to the service
brakes.
SERV1869 - 09/09
-35-
PARKING BRAKE RELEASED WITH TOW PUMP
(31)
Pressure Sensor
(4) Parking Brake

Accumulators
(30) Brake Pump

Pressure Sensor
(29)
To Hoist
Solenoid Valves
(7)
Service Brake
Accumulator
(28) Relief
Valve
(27)
Unloader
Valve
(21) Slack
Adjuster
(5) Park
Brake
Solenoid
(14)
Tow Pump
and Motor
(2)
Brake
Oil Filter
(1)
Brake
Actuation
Pump
(21) Slack
Adjuster
(17)
Plug
(9)
Front
Brake
Solenoid
(11)
Rear ARC
Solenoid
(12) Rear
ARC Relay
Valve
(15) Accumulator
Purge Solenoid
(33)
Rear Park
Brake
(8) Service
Brake Valve
(24)Pressure
Reducing
Valve
(16)
Service
Brake
Check
Valve
(6)
Park Brake
Relay Valve
(20) Service
Brake
(23) Brake
Diverter
Solenoid
(not used)
(25)
Unload
Diverter
Valve
(26)
Park Brake
Check Valve
(32) TCS Valve
(22)
Serv. Brake
Accum.
Pressure
Sensor
(3) Brake / Chassis

Valve
(10)
Front Brake
Relay Valve
(18) Service Brake
Pressure Switch
(20)
Service
Brake
(19)
Front Park
Brake
(34)
Pump
Drive
13
Hoist Pumps
35_1
B
rake actuation system PARKING BRAKE RELEASED
WITH TOW PUMP
The brake actuation system is also equipped with a towing motor and pump (14). In
the case of a loss of flow from the brake actuation pump (1), the towing motor can be
enabled through the park brake release switch in the cab.
Oil supply top parking brakes
When the park brake release switch is activated, the towing motor is energized,
which drives the towing pump. The towing pump provides oil flow to the parking
brake accumulators (4), the parking brake solenoid (5), and the parking brake relay
valve (6). The parking brake relay valve directs oil to release the parking brakes as
previously described.
O
il supply to hoist solenoid
valves
The towing pump also provides oil to the hoist solenoid valves (29) so that the body
can be lowered if the engine wont run or the brake actuation pump wont operate.
SERV1869 - 09/09
-36-
RETARDER ENABLED / SERVICE BRAKES ENGAGED
(31)
Pressure Sensor
(4) Parking Brake

Accumulators
(30) Brake Pump

Pressure Sensor
(29)
To Hoist
Solenoid Valves
(7)
Service Brake
Accumulator
(28) Relief
Valve
(27)
Unloader
Valve
(21) Slack
Adjuster
(5) Park
Brake
Solenoid
(14)
Tow Pump
and Motor
(2)
Brake
Oil Filter
(11)
Rear ARC
Solenoid
(3) Brake / Chassis (35)

Valve
Resolver
Valve
(1)
Brake
Actuation
Pump
(21) Slack
Adjuster
(17)
Plug
(12) Rear
ARC Relay
Valve
(15) Accumulator
Purge Solenoid
(33)
Rear Park
Brake
(8) Service
Brake Valve
(24)Pressure
Reducing
Valve
(16)
Service
Brake
Check
Valve
(6)
Park Brake
Relay Valve
(20) Service
Brake
(23) Brake
Diverter
Solenoid
(not used)
(25)
Unload
Diverter
Valve
(26)
Park Brake
Check Valve
(32) TCS Valve
(22)
Serv. Brake
Accum.
Pressure
Sensor
(9)
Front
(35)
Brake
Resolver
Solenoid
Valve
(10)
Front Brake
Relay Valve
(18) Service Brake
Pressure Switch
(20)
Service
Brake
(19)
Front Park
Brake
(34)
Pump
Drive
13
Hoist Pumps
36_1
Manual and Automatic Retarding
B
rake actuation system PARKING BRAKE RELEASED /
RETARDER ENABLED
Retarding control
This illustration shows the brake actuation system with the parking brake RELEASED
and the service brakes engaged by the retarding function.
ARC
ARC allows the truck to maintain a constant machine speed during a long downgrade.
The ARC ON / OFF switch activates the ARC and the ARC inc / dec switch sets the
truck retarding speed.
O
circuit
Oil from the brake actuation pump (1) flows to the following locations:
Retarding control is a feature of the 793F trucks which is used to control the truck
downhill speed. The feature consists of manual retarding and Automatic Retarding
Control (ARC). The manual retarder lever is used by the operator for retarding when
ARC is not desired by the operator, such as a speed slower than the speed that
initiates the ARC.
-------
service brake accumulator (7)

SERV1869 - 09/09
Retarder function activated
-37-
When the manual retarder lever is activated, the lever sends a proportional signal to
the Brake ECM. The Brake ECM sends a current to the front brake solenoid and rear
ARC solenoid. When the ARC is activated and the engine speed / timing sensor
senses an increase in desired engine speed, the Brake ECM sends a current to the
front brake solenoid and rear ARC solenoid.
The front brake solenoid and rear ARC solenoid direct brake oil to the top of the
resolver valves (35). The higher pressure from the solenoid valves override the
oil pressure from the service brake valve and brake oil flows to the right end of the
service brake relay valves. The oil pressure on the relay valves overrides the spring
force and the relay valves shift to the left. Supply oil is directed to the front and rear
slack adjuster pistons and the service brakes. The slack adjuster pistons control the
equalization of the brake pressure to the service brakes.
NOTE: If the manual retarder lever and the ARC are ENGAGED at the same time,
the front brake and rear ARC solenoids will receive a current that corresponds to
the system that is requiring the most braking.
SERV1869 - 09/09
-38-
ARC MODES
OF OPERATION
Off Mode
Active Mode
Retarding Mode
Armed Mode
Fault Mode
Test Mode
Protect Mode
38_1
Normal retarding
Normal retarding occurs when the ARC ON / OFF switch is in the ON position or the
manual retarder is activated with the engine RPM above the desired engine speed.
The operator should select the correct gear for the grade, the load, and the ground
conditions. When the transmission shifts up to the desired gear and the operator has
released the throttle, the ARC will control the amount of service brake application
required to maintain the desired engine speed. The desired engine speed may be
programmed using Cat ET.
Overspeed protection
Overspeed protection occurs when the ARC detects an engine overspeed situation.
In an overspeed situation, the ARC engages the brakes regardless of the position of
the ARC ON / OFF switch.
Speed limiting
Speed limiting occurs when the Brake ECM receives a machine overspeed signal
from the Transmission ECM. If conditions are correct, the Brake ECM engages the
brakes regardless of the position of the ARC ON / OFF switch.
ARC modes of operation
The ARC system includes the following modes of operation, which can be accessed
in Cat ET.
Off mode
Off Mode - This mode indicates that the ARC is not controlling the brakes.
Active mode
Active Mode - This mode indicates that the ARC is active. However, the engine
speed is too low for brake engagement.
SERV1869 - 09/09
-39-
Retarding mode
Retarding Mode - This mode indicates that the ARC is controlling the brakes to
control the engine speed.
Armed mode
Armed Mode - This mode indicates that the ARC system is inhibited because the
throttle is depressed. The ARC will not engage the brakes in the ARMED mode.
Fault mode
Fault Mode - This mode indicates that the ARC system may have a diagnostic
problem.
Test mode
Test Mode - This mode is used to test the operation of the ARC while the machine is
stationary. This mode may only be entered via Cat ET.
Protect mode
Protect Mode - This mode indicates that there is some exceptional condition that is
allowing the engine to overspeed. The ARC system is controlling the brakes to
control the engine overspeed. The protect mode will activate the ARC when the ARC
ON / OFF switch is off and the engine is overspeeding.
SERV1869 - 09/09
-40-
DYNAMIC ARC CONTROL

Allow Operator to Descend Grade at Highest Possible Speed
ARC Engine Speed Control Point
Balance Point Between Brake Oil Temperature and Highest Speed
Temperature Thresholds Configured in Brake ECM
40_1
Dynamic ARC Control
The Dynamic ARC Control feature is intended to allow the operator to descend a
grade at the fastest speed possible while avoiding high brake oil temperature
warnings.
On the 793D truck, the operator was limited to retarding at High Idle Engine Speed
in a selected transmission gear.
ARC engine speed control
The Dynamic ARC Control on the 793F truck allows the operator to descend the
same grade at a gear higher than the normal gear used. However, if the brake oil
temperatures get too hot or if the brake oil temperatures increase too rapidly, the
ARC Engine Speed Control point will be derated (less brake activation) to a lower
value to decrease the brake oil temperatures.
Balance point
The Balance Point feature is designed to find a balance point between brake oil
temperatures and the desired ARC engine speed during long retarding runs, which
would allow the operator to descend a grade at optimum speed.
Temperature thresholds
The temperature thresholds and temperature rate-of-change thresholds are

configured in the Brake ECM and are not configurable via the service tool. All four
brake oil temperature sensors are monitored and the Brake ECM uses the highest of
the four temperatures to determine the ARC Engine Speed Control derate.
SERV1869 - 09/09
-41-
5
4
7
1
3
41_1
BRAKE COOLING SYSTEM
B
rake cooling system
components:
1.
2.
3.
4.

5.

6.
7.
Brake cooling motor

Brake cooling pumps
Brake cooling screens
Rectangular front oil brake
cooler
Rectangular rear oil brake
cooler
Round front oil brake cooler
Hoist / brake cooling oil filter
This illustration shows the brake cooling system components.

The brake cooling oil shares the same tank section as the hoist oil.
The brake cooling system components are:
--------
brake cooling motor (1)

brake cooling pumps (2)
brake cooling screens (3)
rectangular front oil brake cooler (4)
rectangular rear oil brake cooler (5)
round front oil brake cooler (6)
hoist / brake cooling oil filter (7)
The round front brake oil cooler is installed on trucks with the additional retarder
arrangement.
SERV1869 - 09/09
(11) Brake
Temperature
Sensor
-42-
BRAKE COOLING HYDRAULIC SYSTEM

(9) Hoist
Valve
(8)
Rear Brake
(10) Hoist / Brake

Cooling Oil Filter
(11) Brake
Temperature
Sensor
(5) Front Brake

Oil Coolers
(7)
Front Brake
(6) Rear Brake

Oil Cooler
(4) Screens
(11) Brake
(8)
Temperature Rear Brake
Sensor
(16)
Brake (17) Hoist
Actuation System
System
(11) Brake
(7)
Temperature
Front Brake
Sensor
(12)
Case
Drain
Filter
(3) Brake
Cooling
Pumps
(1)
Priority
Valve
(2) Brake
Cooling
Motor
(14)
Steering System and
Engine Fan System
(13) Return
Oil Filter
(15)
Steering / Fan
Oil Cooler
42_1
B
rake cooling system with
additional retarding arrangement
This illustration shows oil flow in the brake cooling hydraulic system with the additional
retarding arrangement and the brake cooling motor destroked for fast speed.
Priority valve
The priority valve (1) directs oil from the steering pump to the brake cooling motor (2)
when the demands of the steering system are met. The brake cooling motor drives
the brake cooling pumps (3). The cooling pumps send oil through the brake oil
cooling screens (4), the front brake oil coolers (5), and the rear brake oil cooler (6) to
the front brakes (7) and the rear brakes (8).
Hoist valve
Oil from the hoist valve (9) also flows through the hoist / brake cooling oil filter (10) to
the brake coolers to provide additional cooling oil to the brakes.
When the truck is equipped with the additional retarding arrangement, oil flows
through two brake oil coolers to the front brakes.
Brake oil temperature sensors
The brake oil temperature sensors (11) send a signal to the Brake ECM indicating
the brake oil temperature.
Hydraulic tank check valves
The check valves in the hydraulic tank maintain a minimum pressure in the brake
cooling hydraulic system.
SERV1869 - 09/09
-43-
BRAKE COOLING SYSTEM

INPUT / OUTPUT COMPONENTS
(1) Brake ECM
(2) Brake Cooling Pump

Speed Sensor
(4) Brake Cooling

Pump Drive Solenoid
(3) Four Brake Cooling

Oil Temperature Sensors
43_1
B
rake cooling system input /
output components
This illustration shows the brake electronic control system input and output
components that are related to the brake cooling system.
Brake ECM input signals
The Brake ECM (1) receives input signals from the brake cooling pump speed
sensor (2) and the four brake cooling oil temperature sensors (3). There is a brake
cooling oil temperature sensor for each brake station.
The Brake ECM monitors the transmission and torque converter oil temperature
via the Transmission ECM and the intake manifold air temperature, engine coolant
temperature, and engine oil temperature via the Engine ECM.
The brake cooling pump speed and the temperature sensor information is used by
the Brake ECM to control the brake cooling motor speed with the brake cooling pump
drive solenoid (4).
SERV1869 - 09/09
-44-
4
1
44_1
5
1
6
2
H
oist and brake cooling section of
hydraulic tank
1.
2.
3.
4.
5.
6.
Brake cooling motor

Brake cooling pumps
Outlet ports
Return ports
Screens
Check valves
44_2
The brake cooling motor (1) drives the brake cooling pumps (2) located inside the
hydraulic tank.
Oil from the cooling pumps flows through the outlet ports (3) to the brake oil coolers.
Oil returns from the brakes through the return ports (4) and screens (5) to the tank.
The check valves (6) maintain a minimum pressure in the brake cooling hydraulic
system.
SERV1869 - 09/09
-45-
45_1
Inboard side of hydraulic tank:
1. Brake cooling pump solenoid
2. Brake cooling pump speed
sensor
The brake cooling pump solenoid (1) controls the motor speed based upon a current
signal from the Brake ECM.
The brake cooling pump speed sensor (2) sends a signal to the Brake ECM indicating
pump speed.
SERV1869 - 09/09
-46BRAKE COOLING MOTOR

DESTROKE - FAST SPEED
(6)
Case
Drain
(1)
Priority
Valve
(4) Brake
Cooling
Motor
(3)
Actuator
Piston
(5) Speed
Sensor
(2) Brake
Cooling
Pump Solenoid
46_1
BRAKE COOLING MOTOR

UPSTROKE - SLOW SPEED
(6)
Case
Drain
(1)
Priority
Valve
(4) Brake
Cooling
Motor
(3)
Actuator
Piston
(5) Speed
Sensor
(2) Brake
Cooling
Motor Solenoid
46_2
Brake cooling motor components
These illustrations show the components that control the brake cooling motor
speed.
Destroke
Oil from the priority valve (1) flows to the brake cooling pump solenoid (2) and to the
left side of the actuator piston (3). When the brake cooling system requires more
cooling (top illustration), the Brake ECM sends a signal to the brake cooling pump
solenoid to de-energize the solenoid. Oil on the right side of the actuator piston flows
to the tank and the oil on the left side of the actuator piston moves the actuator piston
to the right to destoke the motor (4). When the brake cooling motor is destroked, the
motor rotates faster and the cooling pump provides more flow.
Upstroke
When the brake cooling system requires less cooling (bottom illustration), the Brake
ECM sends a signal to the brake cooling pump solenoid to energize the solenoid. Oil
from the priority valve flows to the brake cooling pump solenoid and to the left side of
the actuator piston. With the solenoid energized, oil is also directed to the right side
of the actuator piston. Since the right side of the actuator piston is larger that the left
side, the actuator piston moves to the left to upstoke the motor. When the brake
cooling motor is upstroked, the motor rotates slower and the cooling pump provides
less flow.
SERV1869 - 09/09
-47-
3
2
1
Inside left frame:
1.
2.
3.
4.
5.
Brake cooling screens

Pressure tap
Hoist valve
Transmission oil filter
Hoist / brake cooling oil filter
47_1
The brake cooling pumps supply oil through the brake cooling screens (1) to the
brake oil coolers. Each screen includes a pressure tap (2) to check the brake cooling
system oil pressure.
The brake cooling screens are located inside the left frame between the hoist
valve (3) and the transmission oil filter (4). The hoist / brake cooling oil filter (5) is
also visible in this view.
SERV1869 - 09/09
-48-
1
2
4
48_1
Inside left frame rail:
1.

2.

3.
4.
Rectangular rear brake oil

cooler
Rectangular front brake oil
cooler
Round front brake oil cooler
Hoist / brake cooling filter
The rectangular rear brake oil cooler (1), the rectangular front brake oil cooler (2),
and the optional round front brake oil cooler (3) are located below the truck body
inside the left frame rail. The round front brake oil cooler is installed on trucks with
the additional retarding arrangement.
Oil from the brake cooling pumps flows through the oil coolers to the rear brakes and
the front brakes.
Oil from the hoist valve flows through the hoist / brake cooling filter (4) and also
through the brake oil cooler to the front and rear brakes. The hoist / brake cooling
oil filter is located inside the left frame rail. An oil filter bypass switch (not visible) is
located on the filter housing. The oil filter bypass switch informs the Brake ECM if
the filter is restricted.
SERV1869 - 09/09
-49-
1
1
49_1
49_2
49_3
Inboard of front wheel stations:
1. Left front brake oil
temperature sensor
2. Right front brake oil
temperature sensor
49_4
There are four brake oil temperature sensors that send brake temperature signals to
the Brake ECM indicating brake oil temperature.
The left front brake oil temperature sensor (1) and the right front brake oil temperature
sensor (2) are shown in these illustrations.
SERV1869 - 09/09
-50-
50_1
50_2
Rear brake oil cooling lines:
1. Left rear brake oil temperature
sensor
2. Right rear brake oil
temperature sensor
These illustrations show the left rear brake oil temperature sensor (1) and the right
rear brake oil temperature sensor (2) located in the rear brake oil cooling lines.
SERV1869 - 09/09
-51-
793F BRAKE COOLING MODES

Brake Cooling
High Speed
Mode
Braking Status
Max Brake
Temp
Engine Coolant
Temp
Engine Oll
Temp
Intake Manifold Transmission

Air Temp
Oil Temp
Torque
Converter
Oil Temp
Brake Cooling
Motor
Engine Fan
Motor
NO Brake
Cooling
Inactive
Cool
Cool
Cool
Cool
Cool
Cool
OFF
See Fan Speed

Requirements
Full ON
Inactive
Very Hot
Not Very Hot
Not Very Hot
Not Very Hot
Not Very Hot
Not Very Hot
FULL ON
See Fan Speed

Requirements
Other
Cooling
OFF
Cool
OFF
FULL ON
Modulated
Cooling
OFF
Hot
Modulated
See Fan Speed

Requirements
Any of these temperatures: Very Hot
Not Very Hot
Not Very Hot
Not Very Hot
Not Very Hot
Not Very Hot
51_1
Brake cooling motor speed
The brake cooling motor speed will vary depending on the desired brake cooling
motor speed set by the Brake ECM. Brake cooling depends on engine and power
train key target temperatures and the brake cooling oil temperatures.
Brake cooling modes
This illustration shows the status of the brake cooling motor during the following
brake cooling modes:
-----
High speed cooling conditions
NO brake cooling
brake cooling FULL ON
other cooling
modulated cooling
The Brake ECM will send a current to the brake cooling motor solenoid to provide
maximum cooling when increased brake oil temperatures are anticipated (HIGHSPEED state). The system is in the HIGH-SPEED state if any of the following
conditions are met:
----
The lockup clutch is ON.

The actual gear is unknown.
The actual gear is greater than first speed forward.
SERV1869 - 09/09
High speed braking conditions
-52-
The truck will be considered to be in HIGH-SPEED BRAKING if one of the above

conditions are met, and any of the following conditions are met:
-----
The retarder mode is enabled (ARC or Manual).

The service brake pressure switch is OPEN.
The park brake is being commanded ON.
The park brake pressure sensors indicate the park brake is ON and the TCS
is not engaged.
Cooling modes OFF
The cooling modes are directed to OFF until the engine has been running for three
seconds. After the start-up timer has expired, the cooling control will function as
specified. This OFF time at start-up allows the parameters to be transferred over the
Data Link.
No brake cooling mode
In the No Brake Cooling mode the brake cooling motor is turned off. The motor is
slowed down to the lowest speed possible so that the life of the cooling components
is maximized.
Full ON mode
In the Full ON mode the brake cooling motor is turned fully on, which gives the
brake hydraulic oil system higher priority cooling.
Other cooling mode
In the Other Cooling mode the engine cooling fan is turned fully ON. The brake
cooling motor solenoid is turned OFF. Brake cooling is not used regardless of the
brake temperature, which gives priority to engine and power train cooling.
Modulated cooling mode
In the Modulated Cooling mode the brake cooling motor speed is modulated. When
any non-brake temperature is HOT in the Modulated Cooling mode, the engine
cooling fan solenoid is modulated.
NOTE: Refer to the 793F Engine Fan Hydraulic System module for more
information on the engine fan speed requirements.

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Global Manpower Development

793F off-highway truck

INSTRUCTOR TECHNICAL TRAINING PACKAGE

Global Manpower Development

793F Off-Highway Truck

793F Off-Highway Truck

Print Instructor Pages

Print Participant Pages

2009 Caterpillar Inc.

Brake hydraulic system

VIMS 3G with Advisor

Two power train options

Extended life wheel stations

2009 Caterpillar Inc.

2009 Caterpillar Inc.

GENERAL MACHINE CHANGES

Serial No. Prefix

218 Metric tons (240 tons)

226.8 Metric tons (250 tons)

383739 kg (946000 lbs)

7.4 meters (23.3 ft)

7.4 meters (23.3 ft)

12.9 meters (42.2 ft)

13.7 meters (44.9 ft)

6.4 meters (21 ft)

6.4 meters (21 ft)

13.2 meters (43.3 ft)

13.88 meters (45.5 ft)

Maximum Ground Speed

54.2 km/h (33.7 mph)

60 km/h (37.3 mph)

The general machine specifications are:

Serial number prefix changed from FDB to SSP

2009 Caterpillar Inc.

New filter elements

Hydraulic oil filter intervals

steering and fan return filter

2009 Caterpillar Inc.

REMOTE SWITCH PANEL

Remote switch panel

2009 Caterpillar Inc.

Global Manpower Development

793F Off-Highway Truck

793F Off-Highway Truck

Print Instructor Pages

Print Participant Pages

2009 Caterpillar Inc.

Module 1 - Operators Station

2009 Caterpillar Inc.

Cab components (front of cab):

Module 1 - Operators Station

steering wheel (1)

2009 Caterpillar Inc.

Module 1 - Operators Station

Full size trainer seat

Module 1 - Operators Station

2009 Caterpillar Inc.

Module 1 - Operators Station

2009 Caterpillar Inc.

Module 1 - Operators Station

2009 Caterpillar Inc.

Module 1 - Operators Station

2009 Caterpillar Inc.

bnormal machine conditions and/or incorrect operation of the truck