Service Training

Meeting Guide 722 SESV1722

October 2000

TECHNICAL PRESENTATION

793C UPDATE (4GZ, ATY)

OFF-HIGHWAY TRUCK
793C UPDATE OFF-HIGHWAY TRUCK
MEETING GUIDE 722 SLIDES AND SCRIPT

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

CONTENT
This presentation provides basic maintenance information and describes the systems operation of the
engine, power train, steering, hoist and the air system and brakes for the 793C Update Off-highway
Truck.

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

REFERENCES
793C Update (4GZ, ATY) Off-highway Truck Service Manual SENR1540
793C Update (4GZ, ATY) Operation and Maintenance Manual SEBU7175
793C Update (4GZ, ATY) Parts Manual SEBP2791
Cold Weather Recommendations for Caterpillar Machines SEBU5898
Caterpillar Machine Fluids Recommendations SEBU6250

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

Estimated Time: 8 Hours

Visuals: 210 (2 X 2) Slides
Serviceman Handouts: 1 Data Sheet
Form: SESV1722
© 2000 Caterpillar Inc. Date: 10/00
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SUPPLEMENTAL MATERIAL

Specification Sheets

793B Off-highway Truck AEHQ5061

793C Off-highway Truck AEHQ5186

Video Tapes

793C Off-highway Truck--Service Introduction SEVN4016

793C Marketing Introduction AEVN3742
3500 EUI Service Introduction SEVN2241
Suspension Cylinder Charging TEVN2155
Mining Trucks--Cleanliness and Component Life SEVN4142
Oil Sampling--The Right Way PEVN4638

Service Training Meeting Guides

STMG 682 "793C Off-highway Truck (4AR)" SESV1682

STMG 706 "785C/789C Off-highway Trucks" SESV1706
STMG 660 "785B/789B/793B Off-highway Trucks--Maintenance" SESV1660
STMG 681 "3500B Engine Controls--Electronic Unit Injection (EUI)" SESV1681

Technical Instruction Modules

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

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

Booklets

C-Series Mining Trucks--3500B Diesel Engines LEDH8400

Know Your Cooling System SEBD0518
Diesel Fuels and Your Engine SEBD0717
Oil and Your Engine SEBD0640
Understanding The S•O•S Report TEJB1015
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SUPPLEMENTAL MATERIAL (Continued)

Special Instructions

Accessing Flash Software for Machines REHS0494

Caterpillar Electronic Controls Service Code Information Description List REHS0126
Use of CE Connector Tools SEHS9065
Servicing DT Connectors SEHS9615
Parts Listing Of The Deutsch Connectors And Components REHS0148
Use of 6V3000 Sure-Seal Repair Kit SMHS7531
Use of 8T5200 Signal Generator/Counter Group SEHS8579
Suspension Cylinder Servicing SEHS9411
Repair of Steering Accumulators SEHS8757
Adjustment Of The Valve Lash And The Valve Bridge With
The 147-5482 Valve Lash Gauge Group REHS0128
Using 1U5000 Auxiliary Power Unit SEHS8715
Using 1U5525 Auxiliary Power Unit Attachments SEHS8880
Mining Truck Major Component Removal and Installation Enhancement REHS0082
793C Assembly Procedure SEHS9980

Brochures

Caterpillar Electronic Technician NELS1007

Caterpillar DataView NEHP5622
Diesel Engine Oil (CH4) Product Data Sheet PEHP8038
How to Take a Good Oil Sample PEHP6001
S•O•S Coolant Analysis PEHP5033
Air Filter Service Indicator PEHP9013
Caterpillar Fully Automatic Transmission AEDQ0066
Caterpillar Oil-cooled Multiple Disc Brakes AECQ5980
Caterpillar Automatic Retarder Control AEDK0075
Caterpillar Truck Frames AEDK0707
Mining Truck Bodies: Selecting the Right Body System for Your Job AEDK0083
C-Series Mining Truck Cabs YEBA3500

Miscellaneous

Window Decal "VIMS Keypad Parameters" SEEU6995

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

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

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

OPERATOR'S STATION............................................................................................................43
Vital Information Management System (VIMS) ..................................................................57

ENGINE......................................................................................................................................72
Engine Control System .........................................................................................................74
Cooling Systems ...................................................................................................................88
Jacket Water Cooling System .........................................................................................90
Aftercooler Cooling System ...........................................................................................96
Lubrication System .............................................................................................................100
Fuel System.........................................................................................................................105
Air Induction and Exhaust System......................................................................................110

POWER TRAIN .......................................................................................................................119

Power Train Hydraulic System ...........................................................................................124
Transmission/Chassis Electronic Control System ..............................................................155
Rear Axle Oil Cooling and Filter System ...........................................................................171

STEERING SYSTEM ..............................................................................................................178

HOIST SYSTEM ......................................................................................................................203

AIR SYSTEM AND BRAKES ................................................................................................225

Air Charging System...........................................................................................................227
Brake Systems.....................................................................................................................233

BRAKE ELECTRONIC CONTROL SYSTEM .....................................................................253

Automatic Retarder Control (ARC)....................................................................................257
Traction Control System (TCS) ..........................................................................................263

CONCLUSION.........................................................................................................................272

SLIDE LIST..............................................................................................................................273

SERVICEMAN'S HANDOUTS...............................................................................................276
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INSTRUCTOR NOTES
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793C UPDATE(4GZ,ATY)
OFF-HIGHWAY TRUCK

C 2000 Caterpillar Inc.

INTRODUCTION

• Fuel tank Shown is the left side of a 793C Update truck. The fuel tank is located on
the left side of the truck.

• Features and The major features added to the 793C Update trucks are: improved cab,
improvements two Electronic Control Modules (Transmission/Chassis and Brake), and a
new way of electronically controlling the hoist. The 793C Update truck
will also have a larger capacity air charging system using a 4-cylinder air
compressor.

• Emissions 2000 The 793C (ATY) truck includes changes that allow it to meet the
emissions 2000 specifications. These trucks have an increased engine
cooling capacity and a new VIMS Main Module.

• General specifications Some of the specifications of the 793C Update truck are:

- Serial No. Prefix: 4GZ, ATY (previous 793C: 4AR)

- Empty weight: 144651 kg (318895 lbs.)
- Load carrying capacity: 218 metric tons (240 tons)
- Gross Machine Weight (GMW): 376488 kg (830000 lbs.)
- Length: 12.9 m (42.2 ft.)
- Width: 7.4 m (24.3 ft.)
- Height: 6.4 m (21 ft.)
- Body Up Height: 13.2 m (43.3 ft.)
- Maximum ground speed at 2000 engine rpm: 54.3 km/h (33.7 mph)
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• Main system air tank Shown is the right side of the 793C Update truck. The large air tank on
• Main hydraulic tank: the right platform supplies air for starting the truck and for the service
brake and retarder system.
- Hoist system
- Brake system The main hydraulic tank is also visible. The hydraulic tank supplies oil
for the hoist system and the brake system.
• Torque converter case
used as sump for
converter and The 793C uses the torque converter case as the supply tank for the torque
transmission converter and the transmission.

• Transmission/Chassis The second generation Electronic Programmable Transmission Control

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

• Brake Electronic The Automatic Retarder Control (ARC) and the Traction Control System
Control System (TCS) control modules have been replaced with one Brake System ECM.
The Brake System ECM controls both the ARC and the TCS functions.
The TCS is now connected to the CAT Data Link and the Electronic
Technician (ET) service tool can be used to diagnose the TCS.
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• 793C and 789C are The 793C is similar in appearance to the 789C and may be difficult to
similar recognize from a distance. The 793C can be recognized by the four air
• 793C has four air filters and the diagonal access ladder. The 789C has only two air filters
filters mounted in the same locations and is equipped with two vertical ladders.

• Folded-core radiator The 793C uses a folded core radiator. The folded core style radiator
provides the convenience of repairing or replacing smaller individual
cores.
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• Truck body options: The truck bodies on 793C trucks are mandatory options. Two body styles
- 12 degree flat floor are available for the 793C trucks:
- Dual slope
- A 12 degree flat floor design that provides uniform load dumping,
excellent load retention and a low center of gravity.

- A dual-slope design with a "V" bottom main floor to reduce shock

loading, center the load and reduce spills.

• Internal wear surface All internal wear surfaces of the truck bodies are made with 400 Brinell
400 Brinell steel hardness steel. All attachment body liners are also made with 400 Brinell
hardness steel. The external components of the bodies are made of steel
• External body
with a yield strength of 6205 bar (90000 psi).
components 90000
psi yield steel
The forward two thirds of the body floor is made with 20 mm (.79 in.)
thick 400 Brinell steel plate. The rear one third of the body floor is made
with a 10 mm (.39 in.) thick 400 Brinell sub plate and a 20 mm (.79 in.)
thick 400 Brinell body grid liner plate. As an option, the grid liner plate
can be made with 500 Brinell steel.

• Rear suspension The rear suspension cylinders absorb bending and twisting stresses rather
cylinders than transmitting them to the main frame.
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793C MAINTENANCE

ice
793C Serv
Procedu re

WALK AROUND INSPECTION

5

WALK AROUND INSPECTION

• Read the Operation Before working on or operating the truck, read the Operation and
and Maintenance Maintenance Manual thoroughly for information on safety, maintenance
Manual
and operating techniques.

Safety Precautions and Warnings are provided in the manual and on the
truck. Be sure to identify and understand all symbols before starting the
truck.

The first step to perform when approaching the truck is to make a

thorough walk around inspection. Look around and under the truck for
loose or missing bolts, trash build-up and for coolant, fuel or oil leaks.
Look for indications of cracks. Pay close attention to high stress areas as
shown in the Operation and Maintenance Manual.
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HOIST AND
MAINTENANCE GREASE
RESERVOIR
DRAIN
AIR RESERVOIR BRAKE OIL LEVEL
10 HOURS/DAILY LEVEL MOISTURE

BATTERIES

AIR FILTERS
SUSPENSION
STEERING OIL LEVEL CYLINDER HEIGHT
COOLANT LEVEL
ETHER CYLINDERS REAR AXLE
OIL LEVEL
BELTS AND BREATHER
ENGINE OIL LEVEL
INSPECT FRAME
WINDSHIELD FOR CRACKS AND
WASHER LEVEL BODY SUPPORT PADS
AND A/C FILTERS
CHECK FOR LEAKS
DRAIN AIR RESERVOIR MOISTURE AND TRASH BUILD-UP
TRANSMISSION AND BRAKE CYLINDER
WASH WINDOWS, TORQUE CONVERTER BREATHERS
CAB FRESH AIR FILTERS, OIL LEVEL
SEAT BELT,
INDICATORS AND GAUGES, 793C
BRAKE TESTS,
SECONDARY STEERING
BACKUP ALARM, AND
TRACTION CONTROL SYSTEM

SUSPENSION CYLINDER HEIGHT

AND GREASE BREATHERS

FRONT WHEEL BREATHERS TIRE INFLATION

PRESSURE

WHEEL NUTS
FINAL DRIVE
CHECK FUEL LEVEL PRIMARY MAGNETIC PLUG
AND DRAIN MOISTURE FUEL FILTER

• Maintenance The following list identifies the items that must be serviced every 10
- 10 hours/daily
Hours or Daily.

- Walk-Around Inspection: Check for loose or missing bolts, leaks,

trash build-up and cracks in frame structures and body support pads
- Tire condition and inflation pressure
- Front and rear wheel magnetic plugs
- Wheel nuts - Suspension cylinders
- Primary fuel filter - Fuel level and moisture
- Front and rear axle breathers - Hoist and brake oil
- Transmission/Converter oil - Air tank moisture
- Brake cylinders and breathers - Radiator and coolant
- Fan belts - Ether cylinders
- Steering system oil - Engine crankcase oil
- Batteries - Air filters and precleaners
- Windshield washer fluid level - Cab fresh air filters
- Back-up alarm - Secondary steering
- Seat belts - Brakes
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1. Front wheel bearing The front wheel bearing oil level is checked and filled by removing the
magnetic inspection plug (1) in the center of the wheel bearing cover. The oil should be level
plug
with the bottom of the plug hole. The fill plug is a magnetic plug.
- Check weekly Inspect the fill plug weekly for metal particles. If any metal particles are
2. Front wheel bearing found, remove the wheel cover and inspect the bearings for wear. The oil
drain plug is drained by removing the drain plug (2).

• Oil change interval is The service interval for changing the front wheel bearing oil is 500 hours.
500 hours
• Use only FDAO or Use only Final Drive and Axle Oil (FDAO) or Transmission Drive Train
TDTO oil Oil (TDTO) with a specification of (TO-4) or newer. FDAO and TDTO
TO-4 provides increased lubrication capability for bearings.

• Tire inflation Check the tire inflation pressure. Operating the truck with the wrong tire
inflation pressure can cause heat build-up in the tire and accelerate tire
wear.

NOTE: Care must be taken to ensure that fluids are contained while
performing any inspection, maintenance, testing, adjusting and
repair of the machine. Be prepared to collect the fluid in suitable
containers before opening any compartment or disassembling any
component containing fluids. Refer to the "Tools and Shop Products
Guide" (Form NENG2500) for tools and supplies suitable to collect
and contain fluids in Caterpillar machines. Dispose of fluids
according to local regulations and mandates.
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• Front suspension
cylinder charge
1. Front wheel bearing
axle housing
breather
2. Suspension cylinder
grease outlet fittings
• Make sure grease
flows from outlet
fittings
- 14 -
Check the front suspension cylinders for leaks or structural damage.
Check the charge condition of the front suspension cylinders when the
truck is empty and on level ground. Measure the charge height of the
suspension cylinders and compare the dimension with the dimension that
was recorded the last time the cylinders were charged. Recharge the
cylinders with oil and nitrogen if necessary.
Inspect the condition of the front wheel bearing axle housing breather (1).
The breather prevents pressure from building up in the axle housing.
Pressure in the axle housing may cause brake cooling oil to leak through
the Duo-Cone seals in the wheel brake assemblies.
Two grease outlet fittings (2) are located on the front of each suspension
cylinder. The grease supply line for the Auto Lubrication System is
located at the rear of the suspension cylinder. No grease outlet fittings
should be located on the same side of the suspension cylinder as the
grease fill location. An outlet fitting positioned on the same side of the
suspension cylinder as the grease fill location will prevent proper
lubrication of the cylinder.
Make sure that grease is flowing from the outlet fittings to verify that the
suspension cylinders are being lubricated and that the pressure in the
cylinders is not excessive.
INSTRUCTOR NOTE: For more detailed information on servicing
the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411) and the Technical Instruction
Module "769C - 793B Off-highway Trucks--Suspension System"
(Form SEGV2599)
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• Steering solenoid and The steering solenoid and relief valve manifold is located on the frame
relief valve manifold near the right side of the engine. Steering system oil samples can be
• Steering system S•O•S taken at the Scheduled Oil Sampling (S•O•S) tap (arrow) located on the
tap (arrow) steering solenoid and relief valve manifold.
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3 4

10

1. Rear brake oil Located behind the right front tire are the rear brake oil coolers (1), the
coolers parking brake release filter (2), and the torque converter charging
2. Parking brake filter (3). There are two rear brake oil cooler screens located behind the
release filter oil coolers (See slide No. 190). The screens should be inspected and
3. Torque converter cleaned whenever there is an indication of a brake problem.
charging filter
One of the three injector banks (4) for the automatic lubrication system is
• Rear brake oil cooler
screens also in this location. These injectors are adjustable and regulate the
quantity of grease that is injected during each cycle (approximately once
4. Automatic
per hour).
lubrication injector
bank
A solenoid air valve provides a controlled air supply for the automatic
lubrication system. The solenoid air valve is energized by the
Transmission/Chassis ECM. The Vital Information Management System
(VIMS) provides the Transmission/Chassis ECM with the instructions for
when and for how long to energize the solenoid. The solenoid is
energized for 75 seconds ten minutes after the machine is started. Every
60 minutes thereafter, the solenoid is energized for 75 seconds until the
machine is stopped (shut down). These settings are adjustable through the
VIMS keypad in the cab.

INSTRUCTOR NOTE: For more detailed information on servicing

the automatic lubrication system, refer to the Service Manual Module
"Automatic Lubrication System" (Form SENR4724).
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11

• Hoist and brake Shown is the hoist and brake hydraulic tank and the oil level sight gauges.
hydraulic tank The 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
1. Body down oil level
level should again be checked with warm oil and the engine running.

2. Body up oil level The lower sight gauge (2) can be used to fill the hydraulic tank when the
hoist cylinders are 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.

3. Hydraulic tank breather Inspect the hydraulic tank breather (3) for plugging.

• Tank refill procedure When filling the hydraulic tank after an oil change, fill the tank with oil to
the FULL COLD mark on the sight gauge. Turn on the engine manual
shutdown switch (see Slide No. 25) so the engine will not start. Crank the
engine for approximately 15 seconds. The oil level will decrease as oil
fills the hydraulic system. Add more oil to the tank to raise the oil level
to the FULL COLD mark. Crank the engine for an additional 15 seconds.
Repeat this step as required until the oil level stabilizes at the FULL
COLD mark.
Turn off the engine manual shutdown switch and start the engine. Warm
the hydraulic oil. Add more oil to the tank as required to raise the oil
level to the FULL WARM mark.
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• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer.
TDTO TO-4 oil:
- Provides maximum frictional capability required for clutch discs
used in the brakes.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
- Provides maximum lubrication capability required for gears.

NOTICE
Failure to correctly fill the hydraulic tank after an oil change may
cause component damage.
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12

• Final drives The rear axles are equipped with double reduction planetary-type final
• Final drive magnetic drives (see Slide No. 139). Rotate the final drive until the cover and plug
inspection plug are positioned as shown. The final drive oil level is checked and filled by
(arrow) removing the magnetic plug (arrow). The oil should be level with the
bottom of the plug hole. Fill the rear axle housing with oil before filling
the final drives with oil. Allow enough time for the oil to settle in all of
the compartments. This can be as much as 20 minutes during cold
temperatures.

• Check magnetic plugs The magnetic inspection plugs should be removed weekly from the final
for metal drives and checked for metal particles. For some conditions, checking the
- Check weekly magnetic plugs is the only way to identify a problem which may exist.

• Use only FDAO or Use only Final Drive and Axle Oil (FDAO) or Transmission Drive Train
TDTO oil Oil (TDTO) with a specification of (TO-4) or newer. FDAO and TDTO
TO-4 oil provides:
- Maximum lubrication capability required for gears.
- Increased lubrication capability for bearings.

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

13

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

2. Rear axle oil level Two oil level switches (2) provide input signals to the VIMS which
switches informs the operator of the rear axle oil level.

3. Rear axle housing A rear axle oil filter (3) is used to remove contaminants from the rear axle
oil filter housing.

Check the charge condition of the rear suspension cylinders when the
truck is empty and on level ground.

4. Automatic The second of three injector banks (4) for the automatic lubrication
lubrication injector system is mounted on the top rear of the differential housing.
bank
5. Rear axle breather Above the lubrication injectors is a breather (5) for the rear axle. Inspect
the condition of the breather at regular intervals. The breather prevents
pressure from building up in the axle housing. Excessive pressure in the
axle housing can cause brake cooling oil to leak through the Duo-Cone
seals in the wheel brake assemblies.

INSTRUCTOR NOTE: For more detailed information on servicing

the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411) and the Technical Instruction
Module "769C - 793B Off-highway Trucks--Suspension System"
(Form SEGV2599)
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14

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

WARNING

The space between the body and the frame becomes a zero clearance
area when the body is lowered. Failure to install the cable can result
in injury or death to personnel working in this area.
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15

• Fuel tank The fuel tank is located on the left side of the truck. The fuel level sight
• Fuel level sight gauge gauge (arrow) is used to check the fuel level during the walk around
(arrow) inspection.

• Fuel information The percentage of sulfur in the fuel will affect the engine oil
recommendations. The following is a summary of fuel sulfur and oil
recommendations:
1. Use API CH-4 performance oils.
2. With fuel sulfur below 0.5%, any API CH-4 oils will have a
sufficient Total Base Number (TBN) for acid neutralization.
3. For fuel sulfur values above 0.5%, the new oil TBN should be a
minimum of 10 times the fuel sulfur.
4. When 10 times the fuel sulfur exceeds the oil TBN, reduce the oil
change interval to approximately one-half the normal change
interval.
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16

1. Primary fuel filter The primary fuel filter (1) is located on the inner surface of the fuel tank.

2. Condensation drain Open the drain valve (2) to remove condensation from the fuel tank.
valve
3. Fuel level sensor A fuel level sensor (3) is also located on the fuel tank. The fuel level
sensor emits an ultrasonic signal that bounces off a metal disk on the
bottom of a float. The time it takes for the ultrasonic signal to return is
converted to a Pulse Width Modulated (PWM) signal. The PWM signal
changes as the fuel level changes. The fuel level sensor provides the
input signals to the VIMS, which informs the operator of the fuel level. A
category level 1 warning (FUEL LVL LO) is shown on the VIMS display
if the fuel level is less than 15%. A category level 2 warning (FUEL LVL
LO ADD FUEL NOW) is shown on the VIMS display if the fuel level is
less than 10%.

• Fuel level sensor The fuel level sensor receives 24 Volts from the VIMS. To check the
receives 24 Volts supply voltage of the sensor, connect a multimeter between Pins 1 and 2
of the sensor connector. Set the meter to read "DC Volts."

• Fuel level sensor The fuel level sensor output signal is a Pulse Width Modulated (PWM)
signal is PWM signal that varies with the fuel level. To check the output signal of the
fuel level sensor, connect a multimeter between Pins 2 and 4 of the fuel
level sensor connector. Set the meter to read "Duty Cycle." The duty
cycle output of the fuel level sensor should be approximately 6% at 0 mm
(0 in.) of fuel depth and 84% at 2000 mm (78.8 in.) of fuel depth.
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17

• Torque converter Supply oil for the torque converter and the transmission is contained in
sump: the torque converter case. Sight gauges (1) are used to check the oil level
1. Torque converter for the torque converter and the transmission.
and transmission
oil level sight NOTE: The FULL COLD oil level mark should only be used with
gauges
the engine OFF. The FULL WARM oil level mark should only be
2. Torque converter used with the engine RUNNING.
and transmission
oil fill tube
Torque converter and transmission oil is added at the fill tube (2).
• Torque converter and
transmission oil fill When filling the torque converter and transmission oil sump after an oil
procedure
change, fill the sump with oil to the top of the upper sight gauge. Turn off
the engine manual shutdown switch (see slide No. 25) so the engine will
not start. Crank the engine for approximately 15 seconds. The oil level
will decrease as oil fills the torque converter and transmission system.
Add more oil to the sump to raise the oil level to the FULL COLD mark.
Crank the engine for an additional 15 seconds. Repeat this step as
required until the oil level stabilizes. Do not shift out of NEUTRAL until
after the oil level is correct.

Turn off the engine manual shutdown switch and start the engine. Warm
the torque converter and transmission oil. Add more oil to the sump as
required to raise the torque converter and transmission oil level to the
FULL WARM mark.
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• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer.

- TDTO TO-4 oil provides maximum lubrication capability required

for clutch discs used in transmissions and torque converters.

- Use only mono-viscosity (straight weight) oils. Multi-viscosity oils

use viscosity improvers which, when subjected to shearing
conditions, are reduced to the lower weight rating. For example,
when a 10W-30 oil is used in a shear condition, after time the oil
will only perform to 10W specifications.

- Never use engine oil in transmissions. Engine oils are formulated to

minimize friction. Oils used in transmissions and torque converters
must allow adequate friction to reduce slippage.

NOTE: Transmission Multi Season (TMS) oil exceeds TDTO TO-4

specifications and is an acceptable oil to use in the transmission and
torque converter sump.

NOTICE
Failure to correctly fill the torque converter and transmission oil
sump or shifting out of NEUTRAL before the sump is full after an oil
change may cause transmission clutch damage.
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18

1. Torque converter Shown is the location of the torque converter outlet screen (1). Oil flows
outlet screen from the torque converter outlet relief valve through the torque converter
outlet screen to the torque converter and transmission oil cooler located
on the right side of the engine.

2. Transmission Shown is the location of the transmission charging filter (2).

charging filter Transmission charging oil flows through the transmission charging filter
to the transmission control valves on top of the transmission and to the
torque converter lockup clutch valve located on top of the torque
converter.

3. TC/Transmission The scavenge screen for torque converter and transmission oil is located
scavenge screen behind the cover (3).

4. TC/Transmission Torque converter and transmission oil samples can be taken at the
S•O•S tap Scheduled Oil Sampling (S•O•S) tap (4).
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1. Brake cylinder Inspect the condition of the two breathers (1) (one visible) for the brake
breather cylinders. The second breather is located behind the cross tube. Oil
should not leak from the breathers. Oil leaking from the breathers is an
indication that the oil piston seals in the brake cylinder need replacement.
Air flow from the breathers during a brake application is an indication
that the brake cylinder air piston seals need replacement.

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

20

1. Front brake oil Located in front of the fuel tank are the front brake oil cooling filters (1).
cooling filters Oil not used to raise or lower the hoist cylinders flows from the hoist
valve through the front brake oil filters and the front brake oil cooler,
located above the torque converter, to the front brakes.

2. Front brake oil filter An oil filter bypass switch (2) is located on the filter housing. The oil
bypass switch filter bypass switch provides an input signal to the Brake ECM. The
Brake ECM sends the signal to the VIMS, which informs the operator if
the filters are restricted.

3. Hydraulic oil S•O•S Hydraulic system (hoist and brake) oil samples can be taken at the
tap Scheduled Oil Sampling (S•O•S) tap (3) located on the front brake oil
filter housing.

• Automatic lubrication The third injector bank for the automatic lubrication system is also
injector bank located in this area.
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• Air dryers (arrow) The air dryers (arrow) are located in front of the left front suspension
cylinder. The 793C Update trucks have two air dryers to accommodate
the larger four-cylinder air compressor.

• Remote air supply The air system can be charged from a remote air supply through a ground
connector level connector located inside the left frame.
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• Engine oil filters The engine oil filters are located on the left side of the engine.
1. Engine oil fill tube
Engine oil should be added at the fill tube (1) and checked with the
2. Engine oil dipstick
dipstick (2).
3. Engine oil S•O•S
tap Engine oil samples can be taken at the Scheduled Oil Sampling (S•O•S)
4. Engine oil pressure tap (3).
sensor
The engine lubrication system is equipped with two oil pressure
sensors (4). A sensor is located on each end of the oil filter base. One
sensor measures engine oil pressure before the filters. The other sensor
measures oil pressure after the filters. The sensors provide input signals
to the Engine Electronic Control Module (ECM). The Engine ECM
provides input signals to the VIMS, which informs the operator of the
engine oil pressure. Together, these sensors inform the operator if the
engine oil filters are restricted.

• Engine oil (DEO CH-4) Use only Diesel Engine Oil (DEO) with a specification of (CF-4) or
- Higher temperature
newer. DEO oil with a (CH-4) specification is available and should be
capability used if possible.
- Better soot control - CH-4 engine oil requires more performance tests than previous oils,
such as CE or CF, and has a narrower performance band.
- Handles higher
sulfur fuels - CH-4 engine oil can withstand higher temperatures before coking
and has better dispersing capability for controlling soot.
- CH-4 engine oil has better fuel sulfur neutralization capability.
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23

1 High speed oil Engine oil can be added through the high speed oil change connector (1)
change connector located in the left front corner of the oil pan.

Two engine oil level switches (2 and 3) provide input signals to the
Engine ECM. The Engine ECM provides an input signal to the VIMS,
which informs the operator of the engine oil level.

2. Add engine oil level If the truck is equipped with the engine oil renewal system attachment,
switch the upper oil level switch (2) tells the operator when engine oil must be
added. The ADD ENG OIL message is a Category 1 Warning.

3. Engine oil level low The lower oil level switch (3) tells the operator when the engine oil level
switch is low and it is unsafe to operate the truck without causing damage to the
engine. The ENG OIL LEVEL LOW message is a Category 2 or 3
Warning.

NOTE: Trucks without the attachment engine oil renewal system do

not have the upper engine oil level switch (2).
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24

• Secondary fuel filters The secondary fuel filters are located above the engine oil filters on the
- 2 micron left side of the engine. The secondary fuel filters are 2 micron filters.
The clearances in the fuel injectors are 5 micron. Failure to use 2 micron
secondary fuel filters may cause early injector failures.

1. Fuel priming pump The fuel priming pump (1) is located above the fuel filters. The fuel
priming pump is used to fill the filters after they are changed.

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

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

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

block the fuel return line during priming to force the fuel into the
injectors.

NOTICE

Failure to use 2 micron secondary fuel filters may cause early injector
failures.
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1 4

25

1. Manual engine Before climbing the truck ladder, make sure that the manual engine
shutdown switch shutdown switch (1) is OFF. The engine will not start if the manual
shutdown switch is ON. If necessary, the switch can be used to stop the
engine from the ground level. Do this periodically to check the secondary
steering system.

2. Engine and access The toggle switches (2) control the lights in the engine compartment and
ladder light switches above the access ladder.

3. RS-232 connector The RS-232 service connector (3) is used to connect a laptop computer
for VIMS with VIMS-PC software to upload new source and configuration files,
view real time data or download logged information from the VIMS.

4. Battery disconnect The battery disconnect switch (4) and VIMS service connector key
switch switch (5) must be in the ON position before the laptop computer with
5. Key switch for VIMS VIMS software will communicate with the VIMS.
service connector
6. VIMS service lamp The blue service lamp (6) is part of the VIMS. When the key start switch
is turned to the ON position, The VIMS runs through a self test. During
the self test the service lamp will flash three times if there are logged
events stored in the VIMS Main Module and once if there are no logged
events.

During normal operation, the service lamp will turn ON to notify service
personnel that the VIMS has an active data (machine) or maintenance
(system) event. The service lamp flashes to indicate when an event is
considered abusive to the machine.
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• Inspect radiator While climbing the ladder, make a thorough inspection of the radiator. Be
sure that no debris or dirt is trapped in the cores. Check the air filter
1. Air filter restriction
restriction indicators (1) located on both sides of the truck. If the yellow
indicators
pistons are in the red zone (indicating that the filters are plugged), the air
filters must be serviced.
• Air filter restriction The VIMS will also provide the operator with an air filter restriction
warning warning when the filter restriction is approximately 6.2 kPa
(25 in. of water). Black exhaust smoke is also an indication of air filter
restriction.

2. Dust valves Check the dust valves (2) for plugging. If necessary, disconnect the
clamp and open the cover for additional cleaning. The dust valve is
OPEN when the engine is OFF and closes when the engine is running.
The dust valve must be flexible and close when the engine is running or
the precleaner will not function properly and the air filters will have a
shortened life. Replace the dust valve if the rubber is not flexible.
• Large primary element Two filter elements are installed in the filter housings. The large element
is the primary element and the small element is the secondary element.
• Small secondary
Air intake system tips:
element
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the
secondary element.
- Air filter restriction causes black exhaust smoke, high exhaust
temperatures and low power.
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1

4
3

27

• Engine cooling The cooling system on the 793C is divided into two systems. The two
systems: systems are the jacket water cooling system and the aftercooler cooling
- Jacket water cooling
system. These two systems are not connected. When servicing the
system
- Aftercooler cooling cooling systems, be sure to drain and fill both systems separately.
system
The engine cooling system shunt tank (1) is located on the hood above the
1. Engine coolant radiator. The coolant levels are checked at the shunt tank. Use the
shunt tank
gauges (2) on top of the shunt tank to check the two coolant levels.
2. Coolant level gauges
3. Coolant level switch A coolant level switch (3) is located on each side of the shunt tank to
monitor the coolant level of both cooling systems (guard removed for
viewing sensor). The coolant level switches provide input signals to the
VIMS, which informs the operator of the engine coolant levels.

4. Cooling system The jacket water and the aftercooler cooling systems each have their own
relief valves relief valve (4). If a cooling system overheats or if coolant is leaking
from a relief valve, clean or replace the relief valve.

• Use distilled water The water used in the cooling system is critical for good cooling system
performance. Use distilled or deionized water whenever possible to
prevent acids or scale deposits in the cooling system. Acids and scale
deposits result from contaminants that are found in most common water
sources.
• Never use water alone Never use water alone. All water is corrosive at engine operating
temperatures without coolant additives. Also, water alone has none of the
lubrication properties which are required for water pump seals.
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28

1. Automatic
lubrication tank
2. Main air system tank
3. Steering system
tank
Located on the right platform are the automatic lubrication system grease
tank (1), the main air system tank (2) and the steering system tank (3).
Check the level of the grease in the automatic lubrication system tank
with the grease level indicator located on top of the tank.

A drain valve is located at the bottom right of the main air system
tank. Drain the condensation from the air tank each morning.
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4

5 1

2
7

29

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

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

3. Steering tank Before removing the cap to add oil to the steering system, be sure that the
pressure release engine was shut off with the key start switch, and the steering oil has
button returned to the tank from the accumulators. Then, depress the pressure
release button (3) on the breather to release any remaining pressure from
the tank.

4. Main steering oil Also located on the tank are the main steering oil filter (4) and the
filter steering pump case drain filter (5).
5. Steering pump case
drain filter
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6. APU supplemental If the steering pump fails or if the engine cannot be started, the
steering connector connector (6) is used to attach an Auxiliary Power Unit (APU). The APU
will provide supply oil from the steering tank at the connector (6) to
charge the steering accumulators. Steering capability is then available to
tow the truck.

7. Steering oil The steering oil temperature sensor (7) provides an input signal to the
temperature sensor VIMS, which informs the operator of the steering system oil temperature.

INSTRUCTOR NOTE: For more detailed information on servicing

the steering accumulators, refer to the Service Manual Module "793C
Off-highway Truck Steering System" (Form SENR1452) and the
Special Instruction "Repair of 4T8719 Bladder Accumulator Group"
(Form SEHS8757). For more information on using the APU, refer to
the Special Instructions "Using 1U5000 Auxiliary Power Unit (APU)"
(Form SEHS8715) and "Using the 1U5525 Attachment Group"
(Form SEHS8880).
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• Parking/secondary Another small air tank (not visible) is located behind the cab (see Slide
brake air tank drain No. 184). The air tank behind the cab supplies air to the parking and
valve (arrow)
secondary brakes. Drain the moisture from the tank daily with the drain
valve (arrow).
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2

31

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

• Air filter restriction If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter
event restriction event will be logged, and the ECM will derate the fuel delivery
(maximum derating of 20%) to prevent excessive exhaust temperatures.
A factory password is required to clear this event.

2. Ether cylinders The Engine ECM will automatically inject ether from the ether
• Automatic ether
cylinders (2) during cranking. The duration of automatic ether injection
injection depends on the jacket water coolant temperature. The duration will vary
from 10 to 130 seconds.
• Manual ether injection The operator can also inject ether manually with the ether switch in the
cab (see Slide No. 46). The manual ether injection duration is 5 seconds.
Ether will be injected only if the engine coolant temperature is below
10°C (50°F) and engine speed is below 1900 rpm.
Ether starting tip:
- Cold weather causes rough combustion and white exhaust smoke
from unburned fuel. Ether injection will reduce the duration and
severity of unburned fuel symptoms.
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1. Windshield washer The windshield washer reservoir (1) is located in the compartment in
reservoir front of the cab. Keep the reservoir full of windshield washer fluid.

2. Air conditioner filter The air conditioner filter (2) is also located in the compartment in front of
the cab. Clean or replace the filter element when a reduction of
circulation in the cab is noticed.
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• 10 hours/daily checks Some of the 10 Hours or Daily checks are performed in the operator's
performed in the compartment:
operator's cab
- Brakes: Check operation
- Indicators and gauges: Test operation
- Seat belt: Inspect
- Back-up alarm: Test operation
- Secondary steering: Test operation

The brakes are checked by engaging one of the brake systems and placing
the shift lever in FIRST FORWARD. Accelerate the engine until the
truck moves. The truck must not move below 1300 rpm. This procedure
should be repeated for the parking, secondary and service brake systems.

• Cab fresh air filter The cab fresh air filter is located behind the cover (arrow). Clean or
(arrow) replace the cab fresh air filter when necessary.

INSTRUCTOR NOTE: Refer to the Operation and Maintenance

Manual for more information on the remaining tests performed in
the cab.
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OPERATOR'S STATION (789C shown)

• 793C Update cab The operator station for the 793C Update truck has been changed to
same as 785C and improve operator comfort and ergonomics. The 793C Update truck cab
789C trucks now resembles the cab used on the 785C and 789C Off-highway Trucks.

• VIMS controls TPMS The VIMS controls the Truck Payload Measurement System (TPMS) on
• TPMS external loading the 793C Update trucks. There are two sets of TPMS external loading
lamps (arrow) lamps on the truck. One set of lamps is on the left side of the cab (arrow)
- Green and red
and the other set is on the right platform. The lamps are green and red.
The lamps inform the loader operator of the loading progress toward a
target payload weight (set through the VIMS Keypad). The lamps are
active only during the loading cycle and are off at all other times.

• TPMS loading lamp During loading, the green (continue loading) lamps will be ON until the
operation payload is 95% of the target weight setting. Then, the red (stop loading)
lamp will light. A "last pass" indication can be programmed into the
system using the VIMS Keypad. With last pass indication, the VIMS
calculates an average loader pass size and predicts payload weight. If the
predicted weight after the NEXT loader pass will be above 95% of the
target weight setting, the red lamps FLASH. The red lamps will be ON
continuously after the last pass (when fully loaded).

A minimum of three loader passes are required for the "last pass"
indication option to function correctly.
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• Operator and trainer Shown is a view of the operator's seat and the trainer's seat. The seats are
seats more comfortable with improved seat adjustments.
The trainer's seat has more leg room and can be replaced with an
attachment air suspension seat.
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• Hoist control lever The 793C Update truck hoist system is electronically controlled. The
(arrow) hoist control lever (arrow) activates the four positions of the hoist control
valve. The four positions are: RAISE, HOLD, FLOAT and LOWER.
• Electronically
controlled hoist A fifth position of the hoist valve is called the SNUB position. The
operator does not have control over the SNUB position. The body
• Hoist SNUB position position sensor (see Slide No. 132) controls the SNUB position of the
hoist valve. When the body is lowered, just before the body contacts the
frame, the Transmission/Chassis ECM signals the hoist solenoids to move
the hoist valve spool to the SNUB position. In the SNUB position, the
body float speed is reduced to prevent hard contact of the body with the
frame.

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

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

NOTE: If the truck is started with the body raised and the hoist lever
in FLOAT, the lever must be moved into HOLD and then FLOAT
before the body will lower.
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• Left side of dash Shown is an overall view of the dash from the left side of the cab. Some
of the improvements are:
- Telescopic/tilt steering column for individual adjustment
- Intermittent wiper/washer, turn signal control and dimmer switch
- Enhanced instrument layout
- Backlit rocker switches
- Steering wheel mounted electric horn control
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4
• Operator controls: The operator controls to the left of the steering column are:
1. Steering column
adjustment lever
2. Wiper/washer, turn
signal and dimmer
control
3. Horn control
4. Cigarette lighter
- 47 -
3
38
- Telescopic/tilt steering column adjustment lever (1): Push for
telescoping and pull for tilt
- Intermittent wiper/washer, turn signal control and dimmer switch (2)
- Steering wheel mounted electric horn control (3)
- Cigarette lighter (4): The cigarette lighter socket receives a 12-Volt
power supply. This socket can be used as a power supply for
12-Volt appliances. Another 12-Volt power port is provided behind
the operator's seat.
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Shown is a closer view of the intermittent wiper/washer, turn signal

control and dimmer switch.

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

• Intermittent wiper Intermittent wiper switch (six positions):

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

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

• Turn signals Turn signals: Lift the lever for a RIGHT turn, and lower the lever for a
LEFT turn.
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• Retarder lever Located on the right side of the steering column is the manual retarder
lever. The manual retarder lever is used to modulate engagement of the
service brakes on all four wheels. The retarder system allows the
machine to maintain a constant speed on long downgrades. The retarder
will not apply all of the normal braking capacity.
• Key start switch Located on the dash to the right of the retarder lever are (from left to
right):
• Temperature knob
- Key start switch
• Fan speed switch
- Temperature variable knob
- Fan speed switch

NOTICE
Do not use the retarder control as a parking brake or to stop the
machine.
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• Operator controls:
1. Secondary brake
pedal
2. Service brake
pedal
3. Throttle pedal
• Throttle position must
be programmed
• Elevated idle
- 50 -
3
2
41
Located on the floor of the cab are:
- Secondary brake pedal (1): Used to modulate application of the
parking brakes on all four wheels.
- Service brake pedal (2): Used to modulate engagement of the
service brakes on all four wheels. For more precise modulation of
the service brakes, use the manual retarder lever on the right side of
the steering column.
- Throttle pedal (3): A throttle position sensor is attached to the
throttle pedal. The throttle position sensor provides the throttle
position input signals to the Engine ECM.
NOTE: The 793C Update truck throttle position must be
programmed to the 10 to 90% setting. The earlier trucks (4AR) must
be programmed to a 10 to 50% throttle position. The setting is
changed in the Engine ECM configuration screen with ET.
The Engine ECM provides an elevated engine idle speed of 1300 rpm
when the engine oil temperature is below 60°C (140°F). The rpm is
gradually reduced to 1000 rpm between 60°C (140°F) and 71°C (160°F).
When the temperature is above 71°C (160°F), the engine will idle at
LOW IDLE (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can release the parking brake or depress the throttle momentarily, and the
idle speed will decrease to LOW IDLE for 10 minutes.
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• Shift console To the right of the operator's seat is the shift console. Located on the shift
controls: console are the transmission shift lever (1) and the parking brake air
1. Transmission shift valve (2).
lever
The "C" Series truck transmissions have SIX speeds FORWARD and
2. Parking brake air ONE speed REVERSE. The top gear limit and body up gear limit are
valve
programmable through the Transmission/Chassis ECM. The top gear
• Top and body up gear limit can be changed from THIRD to SIXTH. The body up gear limit can
limits can be be changed from FIRST to THIRD.
reprogrammed
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43

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

1. Hazard lights - Hazard lights (1)
2. Headlights and
parking/taillights - Headlights and parking/taillights (2)
3. Fog lights - Fog lights (3)
4. Back-up lights - Back-up lights (4)
5. Front flood/ladder
lights - Front flood/ladder lights (5)
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• 793C Update trucks Shown is the circuit breaker panel located behind the operator's seat. The
use only circuit earlier (4AR) trucks used fuses to protect many of the electrical circuits.
breakers The 793C Update trucks use only circuit breakers to protect the electrical
circuits.
1. Power port A 12-Volt/5 amp power port (1) provides a power supply for 12-Volt
appliances, such as a laptop computer.
2. VIMS diagnostic A laptop computer with the VIMS software installed can be connected to
connector the diagnostic connector (2) to obtain diagnostic and production
information from the VIMS Electronic Control.
3. CAT Data Link A laptop computer with the Electronic Technician (ET) software installed
connector can be connected to the CAT Data Link connector (3) to obtain diagnostic
information and perform programming functions on all the electronic
controls.
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• Center dash panel Shown is the center of the front dash panel. Eight dash indicators, the
four-gauge cluster module and the speedometer/tachometer module are
visible.

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

• Four-gauge cluster The four systems monitored by the four-gauge cluster module are (top and
module: bottom, left to right):
- Engine coolant
temperature
- Engine coolant temperature: Maximum operating temperature is
107°C (225°F).
- Brake oil
temperature - Brake oil temperature: Maximum operating temperature is
- System air pressure 121°C (250°F).
- Fuel level - System air pressure: Minimum operating pressure is
450 kPa (65 psi).
- Fuel level: Minimum operating levels are 15% (Category 1) and
10% (Category 2).

• Speed/Tach module: The three systems monitored by the speedometer/tachometer module are:
- Tachometer
- Tachometer: Displays the engine speed in rpm.
- Ground speed
- Ground speed: Displayed in the left side of the three-digit display
- Actual gear
area and can be displayed in miles per hour (mph) or
kilometers per hour (km/h).
- Actual gear: Displayed in the right side of the three-digit display
area and consists of two digits that show the actual transmission gear
that is engaged. The left digit shows the actual gear (such as "1,"
"2," etc.). The right digit shows the direction selected ("F"-Forward,
"N"-Neutral or "R"-Reverse).
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To the right of the Speedometer/Tachometer Module are several rocker

switches. The rocker switches control the following systems:

• Rocker switches Top row (from left to right)

(top row):
- Throttle back-up: Raises the engine speed to 1300 rpm if the throttle
- Throttle back-up sensor signal is invalid.
- Ether starting aid - Ether starting aid: Allows the operator to manually inject ether if
the engine oil temperature is below 10°C (50°F) and engine speed is
below 1900 rpm. The manual ether injection duration is five
seconds.
- ARC - ARC: Activates the Automatic Retarder Control (ARC) system.

- Brake release/hoist - Brake release/hoist pilot: Used to release the parking brakes for
pilot towing and provide hoist pilot oil to lower the body with a dead
engine. The small latch must be pushed UP before the switch can be
pushed DOWN.
- TCS test - TCS test: Tests the Traction Control System (TCS). Use this switch
when turning in a tight circle with the engine at LOW IDLE and the
transmission in FIRST GEAR. The brakes should ENGAGE and
RELEASE repeatedly. The test must be performed while turning in
both directions to complete the test.
• Rocker switches Bottom row (from left to right)
(bottom row):
- Panel Lights: Use this switch to DIM the panel lights
- Panel lights
- Air conditioning
- Air Conditioning: Use this switch to turn ON the air conditioner.
STMG 722 - 57 -
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47

Vital Information Management System (VIMS)

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

center module (1) and the keypad module (2).
1. Message center
module: The message center module consists of an alert indicator, a universal
- Alert indicator gauge and a message display window. The alert indicator flashes when a
- Universal gauge
Category 1, 2, 2-S or 3 Warning is present.

- Message display The universal gauge displays active or logged data (machine) and
window maintenance (system) events. The universal gauge will also display the
status of a sensor parameter selected for viewing by depressing the
2. Keypad module GAUGE key on the keypad.
The message display window shows various types of text information to
the operator, depending on the menu selected with the keypad. An active
event will override most displays until acknowledged by depressing the
OK Key.
STMG 722 - 58 -
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VITAL INFORMATION
MANAGEMENT SYSTEM (VIMS)
MESSAGE CENTER AND OPERATOR KEYPAD

DATA LOGGER
INDICATOR DOTS

ALERT
INDICATOR
UNIVERSAL
ENG COOL TEMP [135] GAUGE
60 Deg F
RED
INDICATOR DISPLAY

F1 ABC DEF
GAUGE OK
KEY
F2 F3 GH1 JKL MNO

PRS TUV WXY

ID

48

• Message center and Shown are the message center and keypad modules used on 797 Trucks.
keypad modules The keypad module allows the operator or a service technician to interact
with the VIMS. Some of the functions that can be performed by the
keypad are:

• OK Key OK Key: Used to complete keypad entries and to acknowledge events.

Acknowledging an event will remove the event from the display
temporarily. Severe events cannot be acknowledged.
• F1 Key F1 Key: Provides additional information on the current event being
displayed. For maintenance (system) events, the MID, CID, and FMI are
displayed. For data (machine), the current parameter value is displayed
(temperature, pressure, rpm).
• F2 and F3 Keys F2 and F3 Keys: Not used on Off-highway Trucks
STMG 722 - 59 -
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• Gauge Key Gauge key: Used to request the universal gauge and the message display
window to show the value of any sensor parameter. Depressing the arrow
keys will scroll through the parameters. Entering the parameter number
and then the GAUGE key selects that parameter.

• Numeric Keys Numeric Keys: Used to enter numeric information such as the individual
gauge parameter number, service program codes and responses to VIMS
requests.

NOTE: Service program codes can be found in the Serviceman's

Handouts.

• Left Arrow Key Left Arrow Key: Used to scroll backwards through the current display
selection.

• Right Arrow Key Right Arrow Key: Used to scroll forward through the current display
selection.

• ID Key ID Key: Used by the operator to enter his or her identification number.
This number is stored with all event information that may follow, until a
new identification number is entered. Printed reports show this number
with each event.

• Red indicator Red indicator: Located above the OK Key, a red indicator is flashed
each time a key is pressed. This tells the operator or service technician
that the keystroke was accepted.

• Data logger indicator Data Logger Indicator Dots: Located in the upper right corner of the
dots message center module are four indicator dots. The VIMS can store up to
30 minutes of information from all of the sensors installed on the truck.
This information can be stored by turning on the data logger with the
keypad (DLOG). When the data logger is turned on with the keypad, the
data logger indicator dots will scroll until the data logger is turned off.

NOTE: The data logger indicator dots will not scroll if the data
logger is turned on with the VIMS PC.
STMG 722 - 60 -
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• VIMS warning The VIMS provides three Warning Categories. The first category requires
categories only operator awareness. The second category states that the operation of
the machine and the maintenance procedure of the machine must be
changed. The third Warning Category states that the machine must be
safely shut down immediately.

• Warning Category 1 Warning Category 1

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

• Warning Category 2 Warning Category 2

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

• Warning Category 2-S Warning Category 2-S

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

• Warning Category 3 Warning Category 3

For a Category 3 Warning, the alert indicator and the action lamp will
flash and the action alarm will sound intermittently. The universal gauge
may display the parameter and a message will appear in the message
display window. A Category 3 Warning alerts the operator that the
machine must be safely shut down immediately to avoid damage to the
machine or prevent personal injury. Some Category 3 Warnings cannot
be stopped by pressing the "OK" key.
STMG 722 - 61 -
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GAUGE SPEEDOMETER/ MESSAGE

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

ENGINE
ECM
ACTION
ALARM

ACTION
LAMP
CAT DATA LINK
SENSORS SENSORS

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

49

• VIMS 3.0 On 793C (4GZ) Update trucks, the VIMS uses two interface modules to
receive input signals from switches and sensors located around the
machine. The VIMS also communicates with other electronic controls on
the machine. The VIMS provides the operator and the service technician
with a complete look at the current and past conditions of all the systems
on the truck.

• VIMS 3.0 requires The VIMS Main Module hardware is 68K version 3.0 and requires an
source and external battery. The main module must also be programmed with Source
configuration software and Configuration software using VIMSpc99 before the VIMS will
function.

• ET required for The VIMS monitors all the systems on the truck, but ET is used for
programming and programming, running diagnostic tests and retrieving logged information
diagnostics from the Engine ECM, the Transmission/Chassis ECM, and the Brake
ECM (ARC and TCS).
STMG 722 - 62 -
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4
1
3

50

• 793C (4GZ) ECM Shown are the Electronic Control Modules (ECM's) installed in a
locations 793C (4GZ) Update truck. Located in the compartment at the rear of the
1. VIMS Main Module cab are the VIMS Main Module (1), the VIMS Interface Module No. 1 (2)
and the VIMS Interface Module No. 2 (3). These components make up
2. VIMS interface
module No. 1 the "heart" of the VIMS.
3. VIMS interface
Also in this location are the Brake ECM (4) and the Transmission/Chassis
module No. 2
ECM (5).
4. Brake ECM
5. Transmission/ The Brake ECM controls the Automatic Retarder Control (ARC) system,
Chassis ECM the Traction Control System (TCS) and rear axle cooling.

The Transmission/Chassis ECM controls the shifting of the transmission,

torque converter lockup, the hoist system, the neutral-start feature, power
train filter, temperature monitoring and the automatic lubrication feature.

All these electronic controls, along with the Engine ECM, communicate
with each other on the CAT Data Link. All the information from these
controls can be accessed through the VIMS message center or a laptop
computer with Electronic Technician (ET) or VIMSpc99 software.
STMG 722 - 63 -
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793C ELECTRONIC SYSTEMS

VIMS-PC VIMS
- GAUGES
- MONITORING
- PROGNOSTICS
12 MPH
km/h 3F - WARNINGS
- TELEMETRY
- PAYLOAD MEASUREMENT
VIMS MAIN MODULE - CLOCK SYNCHRONIZATION
ET SERVICE TOOL ABL2M - MACHINE ID
RS232 LINK - AUTO-LUBE

ENGINE ECM
- EMISSION CONTROL - FUEL INJECTION
- ENGINE SHUTDOWNS - ETHER INJECTION
- THROTTLE POSITION - WASTEGATE CONTROL
- THROTTLE BYPASS - ENGINE SPEED
ATA DATA LINK - ENGINE SPEED - DIAGNOSTICS
- MANUAL START AID - FAN CONTROL
CAT DATA LINK - ENGINE PRE-LUBE

BRAKE ECM TRANSMISSION/

(ARC) (TCS) CHASSIS ECM
- TOP GEAR LIMIT - SHIFT CONTROL
- REVERSE NEUTRALIZE - NEUTRAL-START
- LOAD COUNTER - BACK-UP ALARM
- NEUTRAL COAST INHIBIT - OVERSPEED PROTECTION
- BODY UP GEAR LIMIT - CTS
- STARTER PROTECTION - ENGINE PRE-LUBE
- BODY HOIST CONTROL - DIRECTIONAL SHIFT MANAGEMENT
- SPEED LIMITER - AUTOLUBE
- TRACTION CONTROL SYSTEM (TCS)
- AUTO RETARDER CONTROL (ARC)
- REAR AXLE COOLING

51

• VIMS 4.0 On 793C (ATY) Update trucks, the VIMS uses one ABL2M ECM to
receive the input signals from switches and sensors and also functions as
the Main Module. There are no Interface Modules. The VIMS also
communicates with other electronic controls on the machine. The VIMS
provides the operator and the service technician with a complete look at
the current and past conditions of all the systems on the truck.

• VIMS 4.0 requires The VIMS Main Module hardware is ABL2M version 4.0. The main
flash file software module must be programmed with Flash File software using ET before the
VIMS will function.
STMG 722 - 64 -
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52

• 793C (ATY) ECM Shown are the Electronic Control Modules (ECM's) installed in a
locations 793C (ATY) Update truck. Located in the compartment at the rear of the
1. VIMS Main Module cab are the VIMS Main Module (1), the Brake ECM (2) and the
Transmission/Chassis ECM (3).
2. Brake ECM
3. Transmission/ The Brake ECM controls the Automatic Retarder Control (ARC) system,
Chassis ECM
the Traction Control System (TCS) and rear axle cooling.

The Transmission/Chassis ECM controls the shifting of the transmission,

torque converter lockup, the hoist system, the neutral-start feature, power
train filter, temperature monitoring and the automatic lubrication feature.

All these electronic controls, along with the Engine ECM, communicate
with each other on the CAT Data Link. All the information from these
controls can be accessed through the VIMS message center or a laptop
computer with Electronic Technician (ET) or VIMS PC software.
STMG 722 - 65 -
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VIMS 68K MAIN MODULE

VIMS MAIN MODULE WITH TWO INTERFACE
ABL2M OR
MODULES
VIMS MAIN MODULE
INPUT COMPONENTS OUTPUT COMPONENTS

STEERING PRESSURE TPMS

(HIGH) SWITCH FUEL LEVEL SENSOR LAMP (GREEN)
AMBIENT AIR
TEMPERATURE SENSOR ECM LOCATION CODE TPMS
LAMP (RED)
TORQUE CONVERTER ALTERNATOR VIMS SERVICE
INLET FILTER SWITCH R-TERMINAL LAMP (BLUE)
TORQUE CONVERTER VIMS
OUTLET SCREEN SWITCH DASH ACTION LAMP
DIMMER SWITCH
AFTERCOOLER VIMS
COOLANT LEVEL SWITCH RF BRAKE OIL ACTION ALARM
TEMPERATURE SENSOR
JACKET WATER
COOLANT LEVEL SWITCH LF BRAKE OIL FOUR GAUGE
TEMPERATURE SENSOR CLUSTER
FRONT AFTERCOOLER WITH 2 LIGHTS
TEMPERATURE SENSOR RR BRAKE OIL
TEMPERATURE SENSOR
STEERING OIL SPEED/TACH
TEMPERATURE SENSOR LR BRAKE OIL
TEMPERATURE SENSOR CLUSTER
WITH 2 LIGHTS
RIGHT FRONT STRUT 12 MPH
km/h 3F
PRESSURE SENSOR
VIMS
LEFT FRONT STRUT KEYPAD
VIMS MESSAGE
PRESSURE SENSOR CENTER
DIAGNOSTIC CONNECTOR WITH 2 LIGHTS
RIGHT REAR STRUT
(ECAP, ET, FLASH)
PRESSURE SENSOR
LEFT REAR STRUT TELEMETRY
PRESSURE SENSOR DOWNLOAD PORT

CAB SERIAL
DOWNLOAD PORT

53

• VIMS electronic
system
• VIMS Main Module
receives all inputs
• VIMS Main Module
controls most outputs
Shown is a diagram of the VIMS electronic system. Shown on the left are
the components on the machine that provide inputs directly to the VIMS.
The VIMS Main Module analyzes these inputs along with the inputs from
the other ECM’s and sends output signals to the components shown on the
right side of the diagram.
STMG 722 - 66 -
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INSTRUCTOR NOTE: Some of the VIMS input and output

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

• Component slide 157. Steering pressure (HIGH) switch

numbers 56. Ambient air temperature sensor
107. Torque converter inlet (charging) filter switch
109. Torque converter outlet screen switch
70. Aftercooler coolant level switch
70. Jacket water coolant level switch
N/A. Front aftercooler temperature sensor (not shown)
29. Steering oil temperature sensor
57. Strut pressure sensors
16. Fuel level sensor
127. ECM location code
58. Alternator R-terminal
46. Dash dimmer switch
195. Brake temperature sensors
47. VIMS keypad
44. Diagnostic connectors
34. TPMS lamps
25. VIMS service lamp
45. VIMS action lamp and alarm
45. VIMS Four gauge cluster module
45. VIMS Speed/Tach module
47. VIMS message center module
STMG 722 - 67 -
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54

• VIMS connector Shown is a laptop computer with the VIMS PC diagnostic software
installed. The laptop computer is connected to the VIMS diagnostic
connector (RS-232).

Some of the operations that can be performed with a laptop computer with
VIMS PC installed are:
- View real time data (similar to the status menu of ET)
- View payload data
- Start and stop a data logger
- Calibrate the payload system
- Upload source and configuration files (version 3.0 hardware only)
(similar to flash programming other ECM’s with ET)
- Assign serial and equipment numbers
- Reset onboard date, time and hourmeter
- Download event list, data logger, event recorder, payload data, trend
data, cumulative data and histogram data

INSTRUCTOR NOTE: For more detailed information on the VIMS,

refer to the Service Manual Modules "Off-Highway Truck/Tractors
Vital Information Management System (VIMS)--System Operation"
(Form RENR2630) and "Off-Highway Truck/Tractors Vital
Information Management System (VIMS)--Testing and Adjusting
Troubleshooting" (Form RENR2631).
STMG 722 - 68 -
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55

• CAT Data Link The CAT Data Link consists of a pair of twisted wires that connect to all
of the Electronic Control Modules (ECM's) on a machine. The wires are
twisted to reduce electrical interference from unwanted sources such as
radio transmissions. All sensors and switches that provide an input to an
ECM can be shared with other ECM's on the CAT Data Link. The ability
to share the inputs eliminates the need for more than one sensor in the
same system. A laptop computer with the Electronic Technician (ET)
diagnostic software installed can also be connected to the CAT Data Link
and see the information that is being transmitted between the ECM's.

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

• ET must be used with The electronic controls (Transmission/Chassis ECM and Brake ECM)
electronic controls used on the 793C Update trucks no longer have diagnostic windows to
access diagnostic information. To perform diagnostic and programming
functions with these electronic controls, the service technician must use a
laptop computer with ET.
NOTE: The 7X1700 Communication Adapter has been replaced by
the 171-4400 Communication Adapter II. Both Communication
adapters will work on the 793C Update trucks.
STMG 722 - 69 -
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56

• Ambient temperature Located in the center of the front radiator grill is the ambient temperature
sensor (arrow) sensor (arrow). The ambient temperature sensor provides input signals to
the VIMS.

The service technician can use the ambient temperature sensor input as an
indication of the ambient temperature when investigating temperature
related problems on the machine.

• Ambient temperature The ambient temperature sensor receives a regulated 8.0 ± 0.5 Volts from
sensor supply voltage the VIMS. 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."

• Ambient temperature The ambient temperature sensor output signal is a Pulse Width Modulated
sensor signal is PWM (PWM) signal that varies with temperature. To check the output signal of
the ambient temperature sensor, connect a multimeter between Pins B and
C of the ambient temperature sensor connector. Set the meter to read
"Duty Cycle." The duty cycle output of the ambient temperature sensor
should be between 10 and 93% with an operating temperature range
between -40 °C (-40 °F) and 135 °C (275 °F).
STMG 722 - 70 -
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57

• TPMS suspension Located on all four suspension cylinders is a Truck Production

cylinder pressure Management System (TPMS) pressure sensor (arrow). The suspension
sensor (arrow)
cylinder pressure sensor is commonly referred to as a "strut sensor."
When the truck is being loaded, the strut sensors convert the change in
pressure to a change in frequency signal. The frequency signals are then
sent to the VIMS. The VIMS converts the frequency signals to tons.
During LOADING, the payload weight is shown on the VIMS message
center display in metric or US tons.

• Strut sensors receive The strut sensors receive + Battery Volts from the VIMS circuit breaker.
24 Volts To check the supply voltage to the sensors, connect a multimeter between
Pins A and B of the sensor connector. Set the meter to read "DC Volts."

• Strut sensor sends The strut sensors send frequency output signals to the VIMS. To check
frequency output the output signal of the strut sensors, connect a multimeter between Pins
signals B and C of the strut sensor connector. Set the meter to read "Frequency."
STMG 722 - 71 -
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58

• Alternator "R" terminal The "R" terminal (arrow) on the alternator provides a voltage and a
DC Voltage (arrow) frequency input to the VIMS. Normal voltage from the alternator "R"
terminal should be between 12.4 and 14.75 DC Volts. The corresponding
output from the alternator + battery terminal should be approximately 2X
the "R" terminal value (24.8 to 29.5 DC Volts).

• Alternator "R" terminal The frequency from the alternator "R" terminal should be greater than
frequency 94 Hz ± 10%. A frequency less than 94 Hz is an indication that the speed
of the alternator is low. The probable cause is a slipping belt, loose pulley
or an internal alternator problem.

• System voltage events Approximately 10 different system voltage events can be shown on the
VIMS message center display. The events can be a category level 1 or 3
depending on the severity of the problem.
STMG 722 - 72 -
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59

ENGINE

• 793C uses 3516B Shown is the 3516B engine (7TR) used in the 793C Off-highway Truck
engine above 2745 meters (9000 ft.). The High Altitude 793C is equipped with
• Low altitude (8WM):
the Caterpillar 3516B quad and series turbocharged aftercooled engine.
Trucks that operate below 2745 meters (9000 ft.) will be equipped with a
- HD with no series 3516B High Displacement (HD) engine. These engines do not have
turbochargers or
wastegate
series turbochargers or a wastegate.

• High altitude (7TR):

The engine performance specifications for the 793C Update truck are:
- Series turbochargers - Serial No. Prefix: 7TR 8WM (HD)
with wastegate
- performance spec: 2T7409 0K1748
- max altitude: 3660 m (12000 ft.) 2745 meters (9000 ft.)
- gross power: 1715 kW (2300 hp) 1715 kW (2300 hp)
- net power: 1615 kW (2166 hp) 1615 kW (2166 hp)
- full load rpm: 1750 1750
- high idle rpm: 1965 ± 10 1965 ± 20
- stall speed rpm: 1672 ± 65 1672 ± 65

NOTE: On the 793C Off-highway Truck, the horsepower torque

map can be changed by programming the Configuration of the
Engine ECM with the ET service tool.
STMG 722 - 73 -
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• Multi-torque/ A Multi-torque/Dual Horsepower Selection allows the use of a 3516B

Dual Horsepower engine in a 793B truck and also permits the use of different torque maps
Selection
for different transmission gears.

The selection of "Multi-torque" and "Dual Horsepower" is available

through the ET Configuration Screen. If "Dual Horsepower" is selected, a
low power 1611 kW (2160 HP) torque map will be used for all
transmission gears. If "Multi-torque" is selected, then the Engine ECM
will ask the Transmission/Chassis ECM for the transmission serial
number. If there is no response from the Transmission/Chassis ECM, the
Engine ECM will use the 1611 kW (2160 HP) map and will continue to
display "Multi-torque" on the ET Configuration Screen.

NOTE: If there is no response from the Transmission/Chassis ECM

and the machine is shut down, when it is restarted, ET will display
"Dual Horsepower" on the ET Configuration Screen.

This is something to watch for. IF the Transmission/Chassis ECM is not

communicating, you can be at low power and think you have an engine
problem, when indeed it is the Transmission/Chassis ECM. During a case
like this, you can set the Engine ECM to Multi-torque, but the engine will
still run on Dual Horsepower.

If the Transmission/Chassis ECM responds with the 793C transmission

serial number (4GX), then the Engine ECM will use the 1611 kW
(2160 HP) map for CONVERTER DRIVE. In gears 1 through 5,
DIRECT DRIVE, the Engine ECM will use a 1716 kW (2300 HP) torque
map. In gear 6, DIRECT DRIVE, the Engine ECM will use a second
1716 kW (2300 HP) torque map.
STMG 722 - 74 -
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3516B ELECTRONIC CONTROL SYSTEM

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

OIL LEVEL ENGINE OIL PRESSURE

ENGINE OIL PRESSURE (FILTERED) (UNFILTERED)
SWITCH (LOW)
ETHER AID RELAYS AND SOLENOID
ATMOSPHERIC PRESSURE
MANUAL ETHER
SWITCH THROTTLE BACKUP SWITCH
TURBO OUTLET PRESSURE (BOOST)
USER DEFINED GROUND LEVEL
SHUTDOWN SHUTDOWN SWITCH
RIGHT TURBO INLET PRESSURE
FUEL FILTER CAT DATA LINK/ATA DATA LINK
BYPASS SWITCH SERVICE TOOL
LEFT TURBO INLET PRESSURE TRANSMISSION/CHASSIS ECM
BRAKE ECM
CRANKCASE
RIGHT TURBO EXHAUST PRESSURE VIMS
ENGINE OIL
RENEWAL SOLENOID
LEFT TURBO EXHAUST SHUTTER SOLENOID
COOLANT FLOW
SWITCH
EXHAUST WASTEGATE SOLENOID PRE-LUBRICATION RELAY

60

Engine Control System

• 3516B electronic Shown is the electronic control system component diagram for the 3516B
control system engine used in the 793C Update trucks. Fuel injection is controlled by the
component diagram Engine Electronic Control Module (ECM).

Many electronic signals are sent to the Engine ECM by sensors, switches
and senders. The Engine ECM analyzes these signals and determines
when and for how long to energize the injector solenoids.

When the injector solenoids are energized determines the timing of the
engine. How long the solenoids are energized determines the engine
speed.
STMG 722 - 75 -
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• Personality module Occasionally Caterpillar will make changes to the internal software
flash files
(personality module) that controls the performance of the engine. These
changes can be performed by using the WinFlash program that is part of
the laptop software program, Electronic Technician (ET). ET is used to
diagnose and program the electronic controls used in Off-highway Trucks.
When using the WinFlash program, a "flash" file must be obtained from
Caterpillar and uploaded into the existing ECM personality module.

• 793C (ATY) Update The 793C (ATY) Update truck engines are designed to meet the US
truck engine meets Environmental Protection Agency (EPA) Tier I emissions regulations for
new emission
regulations engines over 560 gross kW (750 gross hp). To meet this regulation the
793C (ATY) Update truck engine will use a new Emission Software.
When installing the new Emission Software "flash" files in an Engine
• ATA or CAT Data Link ECM, ET can use the American Trucking Association (ATA) Data Link or
used for flashing ECM the CAT Data Link. The ATA and CAT Data Links consist of a pair of
twisted wires that connect to the Engine ECM and the diagnostic
connector in the cab. The wires are twisted to reduce electrical
interference from unwanted sources such as radio transmissions.

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

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

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

the ECM side of a sensor connector before it is disconnected. The
voltage that is associated with the current temperature or pressure
should be shown.
2. Disconnect the sensor connector while still measuring the voltage
between Pins B and C. If the circuit between the ECM and the sensor
connector is good, the multimeter will display the Pull-up Voltage.
STMG 722 - 76 -
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INSTRUCTOR NOTE: Some of the 3508B Engine Electronic

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

• Component slide 61. Engine ECM

numbers 66. EUI injector
64. Throttle position sensor
74. Coolant temperature sensor
80. Rear aftercooler temperature sensor
84. Engine oil pressure sensor (filtered)
62. Atmospheric pressure sensor
96. Turbo outlet pressure sensor
93. Turbo inlet pressure sensor (right and left)
95. Turbo exhaust temperature sensors (right and left)
97. Exhaust wastegate solenoid
61. Timing calibration connector
23. Engine oil level switch (add and low)
46. Manual ether aid switch
67. User defined shutdown switch
89. Fuel filter bypass switch
65. Crankcase pressure sensor
75. Coolant flow switch
63. Speed timing sensor
84. Engine oil pressure sensor (unfiltered)
N/A. Ether aid relays and solenoid (not shown)
46. Throttle override (backup) switch
25. Ground level shutdown switch
55. CAT Data Link/Service Tool
60. ATA Data Link
126. Transmission/Chassis ECM
201. Brake ECM
47. Vital Information Management System (VIMS)
85. Engine oil renewal solenoid
N/A. Shutter solenoid (not shown)
69. Pre-lubrication relay and solenoid
N/A. A/C pressure switch (not shown)
STMG 722 - 77 -
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2
4

61

1. Engine ECM Fuel injection and some other systems are controlled by the Engine
- Controls fuel
ECM (1) located at the front of the engine. Other systems controlled by
injection the Engine ECM are: ether injection, engine start function, exhaust
bypass (wastegate) and engine oil pre-lubrication.
- Controls other
systems The Engine ECM has two 40-pin connectors. The connectors are
2. J1 connector identified as "J1" (2) and "J2" (3) Be sure to identify which connector is
the J1 or J2 connector before performing diagnostic tests.
3. J2 connector
• ECM cooled by fuel The Engine ECM is cooled by fuel. Fuel flows from the fuel transfer
pump through the ECM to the secondary fuel filters.
4. Timing calibration A 2-pin timing calibration connector (4) is located next to the ECM. If
connector the engine requires timing calibration, a timing calibration sensor
(magnetic pickup) is installed in the flywheel housing and connected to
the timing calibration connector.
Using the Caterpillar ET service tool, timing calibration is performed
automatically for the speed/timing sensors. The desired engine speed is
set to 800 rpm. This step is performed to avoid instability and ensures
that no backlash is present in the timing gears during the calibration
process. Timing calibration improves fuel injection accuracy by
correcting for any slight tolerances between the crankshaft, timing gears
and timing wheel. Timing calibration is normally performed after the
following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement
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• Atmospheric pressure The atmospheric pressure sensor (arrow) is located adjacent to the Engine
sensor (arrow) ECM. The Engine ECM uses the atmospheric pressure sensor as a
reference for calculating boost and air filter restriction.
• High altitude derate The sensor is also used for derating the engine at high altitudes. The
ECM will derate the engine at a rate of 1% per kPa to a maximum of
20%. Derating begins at a specific elevation. The elevation specification
can be found in the Technical Marketing Information (TMI) located in the
Caterpillar Network. If the Engine ECM detects an atmospheric pressure
sensor fault, the ECM will derate the fuel delivery to 20%. If the Engine
ECM detects an atmospheric and turbocharger inlet pressure sensor fault
at the same time, the ECM will derate the engine to the maximum rate of
40%.
The Engine ECM also uses the atmospheric pressure sensor as a reference
when calibrating all the pressure sensors.
• Atmospheric pressure The atmospheric pressure sensor is one of the many analog sensors that
sensor signal is DC receive a regulated 5.0 ± .0.5 Volts from the Engine ECM. The
Volts atmospheric pressure sensor output signal is a DC Voltage output signal
that varies between 0.2 and 4.8 Volts DC with an operating pressure range
between 0 and 111 kPa (0 and 15.7 psi).
• Check atmospheric To check the output signal of analog sensors, connect a multimeter
pressure sensor between Pins B and C of the sensor connector. Set the meter to read
output signal
"DC Volts." The DC Voltage output of the atmospheric pressure sensor
should be between 0.2 and 4.8 Volts DC.
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63
1. Engine speed/timing The engine speed/timing sensor (1) is positioned near the rear of the left
sensor camshaft. The sensor signals the speed, direction and position of the
camshaft by counting the teeth and measuring the gaps between the teeth
on the timing wheel which is mounted on the camshaft.

• No signal from The engine speed/timing sensor is one of the most important inputs to the
speed/timing sensor Engine ECM. If the Engine ECM does not receive an input signal from
will prevent engine the engine speed/timing sensor, the engine will not run.
operation

• Check speed/timing The engine speed/timing sensor receives a regulated 12.5 ± 1.0 Volts from
sensor with the Engine ECM. To check the output signal of the speed/timing sensor,
multimeter connect a multimeter between Pins B and C of the speed/timing sensor
connector. Set the meter to read "Frequency." The frequency output of
the speed/timing sensor should be approximately:
- Cranking: 23 to 40 Hz
- Low Idle: 140 Hz
- High Idle: 385 Hz

• Check speed/timing When viewing engine speed in the ET status screen, cranking speed
sensor with ET should be between 100 and 250 rpm.

2. Engine speed sensor A passive (two wire) engine speed sensor (2) is positioned on top of the
flywheel housing. The passive speed sensor uses the passing teeth of the
flywheel to provide a frequency output. The passive speed sensor sends
the engine speed signal to the Transmission/Chassis ECM and the Brake
ECM. The signal from the passive speed sensor is used for the Automatic
Retarder Control (ARC) engine control speed, shift time calculations and
Transmission Output Speed (TOS) ratification.
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64

• Throttle position The throttle position sensor (arrow) provides the desired throttle position
sensor (arrow)
to the Engine ECM. If the Engine ECM detects a fault in the throttle
position sensor, the throttle back-up switch (see Slide No. 46) can be used
to increase the engine speed to 1300 rpm.

• Throttle position The throttle position sensor receives a regulated 8.0 ± 0.5 Volts from the
sensor signal is PWM Engine ECM. The throttle position sensor output signal is a Pulse Width
Modulated (PWM) signal that varies with throttle position and is
expressed as a percentage between 10 and 90%.
• Check throttle To check the output signal of the throttle position sensor, connect a
position sensor multimeter between Pins B and C of the throttle position sensor
output signal
connector. Set the meter to read "Duty Cycle." The duty cycle output of
the throttle position sensor should be:

- Low Idle: 16 ± 6%
- High Idle: 85 ± 4%

• Throttle position NOTE: The throttle position sensor setting can be changed in the
sensor must be set Engine ECM using the Configuration screen of ET. Two settings are
with ET
available: 10% to 50% Throttle and 10% to 90% Throttle. The
793C Update truck must be set to the 10% to 90% Throttle setting.
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65

• Crankcase pressure The crankcase pressure sensor (arrow) is located on the right side of the
sensor (arrow) engine above the engine oil cooler. The crankcase pressure sensor
provides an input signal to the Engine ECM. The ECM provides the
signal to the VIMS, which informs the operator of the crankcase pressure.

High crankcase pressure may be caused by worn piston rings or cylinder

liners.

• Crankcase pressure If crankcase pressure exceeds 3.6 kPa (.5 psi) or 14.4 inches of water, a
event high crankcase pressure event will be logged. No factory password is
required to clear this event.
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• EUI fuel injector Shown is the top of a cylinder head with the valve cover removed. The
solenoid (arrow) most important output from the Engine ECM is the Electronic Unit
Injection (EUI) solenoid (arrow). One injector is located in each cylinder
head. The engine control analyzes all the inputs and sends a signal to the
injector solenoid to control engine timing and speed.
• Engine timing and Engine timing is determined by controlling the start time that the injector
speed solenoid is energized. Engine speed is determined by controlling the
duration that the injector solenoid is energized.
• E-trim code number 3500B injectors are calibrated during manufacturing for precise injection
identifies injector timing and fuel discharge. After the calibration, a four-digit "E-trim"
performance range
code number is etched on the injector tappet surface. The E-trim code
identifies the injector's performance range. If no code is available, "1100"
is the default number to enter.

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

• Enter new trim codes When an injector is serviced, the new injector's trim code should be
during injector service programmed into the Engine ECM. If the new trim code is not entered,
the previous injector's characteristics is used. The engine will not be
harmed if the new code is not entered, but the engine will not provide
peak performance.
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3516B LOGGED EVENTS

• Air Filter Restriction • Engine Oil Level Low

• Low Oil Pressure • High Crankcase Pressure

• High Coolant Temperature • Low Coolant Flow

• Engine Overspeed • User Defined Shutdown

• Oil Filter Restriction • Prelube Override

• Fuel Filter Restriction • Low Boost Pressure

• High Exhaust Temperature • High Boost Pressure

• High Aftercooler Temperature

67

• Events logged by The 3516B Engine ECM logs several data events that could cause damage
Engine ECM to the engine. Some of the events require factory passwords to clear from
the ECM memory. The events logged by the Engine ECM, their
maximum derate and their trip points are listed below:
Air filter restriction: Greater than 6.25 kPa (25 in. of water). Maximum
derate of 20%. Factory password required.

• 40% derate with two If the atmospheric and turbo inlet pressure sensors both fail at the same
sensor failures time, a derate of 40% will occur.

Low oil pressure: From less than 44 kPa (6.4 psi) at LOW IDLE to less
than 250 kPa (36 psi) at HIGH IDLE. Factory password required.

High coolant temperature: Greater than 107°C (226°F). Factory

password required.

Engine overspeed: Greater than 2200 rpm. Factory password required.

STMG 722 - 84 -
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• Additional logged Oil filter restriction: Greater than 70 kPa (10 psi). No factory password
events required. Greater than 200 kPa (29 psi). Factory password required.

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

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

derate of 20%. Factory password required.

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

Factory password required.

Engine oil level low: No factory password required.

Crankcase pressure high: Greater than 3.6 kPa (.5 psi) or 14.4 inches of
water. No factory password required.

Coolant flow low: Factory password required.

User defined shutdown: The customer has the option of installing

systems that will shut down the engine if desired. If the installed system
sends a ground signal to the Engine ECM at connector J1 pin 19, a user
defined shutdown will occur. Factory password required.

• VIMS initiated engine The VIMS will shut down the engine for any of the following conditions:
shutdowns
- Engine oil level low
- Engine oil pressure low
- Engine coolant temperature high
- Engine coolant level low
- Aftercooler coolant level low
The engine will only shutdown when the shift lever is in NEUTRAL,
ground speed is 0 and the parking brake is ENGAGED. The Engine ECM
does not log events for VIMS initiated engine shutdowns.

Prelube override: Override the engine oil prelube system with the key
start switch. Factory password required. (see Slide No. 69)

Boost pressure low (wastegate engines only): 35 kPa (5 psi) lower than
desired. Maximum derate of 30%. No factory password required.
Boost pressure high (wastegate engines only): 20 kPa (3 psi) greater
than desired. Maximum derate of 30%. No factory password required.
STMG 722 - 85 -
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SYSTEMS CONTROLLED BY ENGINE ECM

• Ether Injection
• Radiator Shutter Control
• Cool Engine Elevated Idle
• Cold Cylinder Cutout
• Engine Start Function
• Engine Oil Pre-Lubrication
• Exhaust Bypass At High Boost
• Engine Oil Renewal System

68

• Engine ECM controls The Engine ECM also regulates other systems by energizing solenoids or
other systems
relays. Some of the other systems controlled by the Engine ECM are:
• Ether injection Ether Injection: The Engine ECM will automatically inject ether from
the ether cylinders during cranking. The duration of automatic ether
injection depends on the jacket water coolant temperature. The duration
will vary from 10 to 130 seconds. The operator can also inject ether
manually with the ether switch in the cab on the center console (see Slide
No. 46). The manual ether injection duration is 5 seconds. Ether will be
injected only if the engine coolant temperature is below 10°C (50°F) and
engine speed is below 1900 rpm.

• Radiator shutter Radiator Shutter Control (attachment): On trucks that operate in cold
control weather, shutters can be added in front of the radiator. Installing shutters
in front of the radiator allows the engine to warm up to operating
temperature quicker. If a truck is equipped with the attachment radiator
shutter control, the shutters are controlled by the Engine ECM.
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• Cool Engine Elevated Cool Engine Elevated Idle: The Engine ECM provides an elevated
Idle engine idle speed of 1300 rpm when the engine coolant temperature is
below 60°C (140°F). The rpm is gradually reduced to 1000 rpm between
60°C (140°F) and 71°C (160°F). When the temperature is greater than
71°C (160°F), the engine will operate at low idle (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can release the parking brake or step on the throttle momentarily, and the
idle speed will decrease to LOW IDLE for 10 minutes.
• Cold cylinder cutout Cold Cylinder Cutout: The 3500B engine uses a cold cylinder cutout
function to:
- Reduce white exhaust smoke (unburned fuel) after start-up and
during extended idling in cold weather
- Minimize the time in Cold Mode
- Reduce the use of ether injection.
After the engine is started and the automatic ether injection system has
stopped injecting ether, the Engine ECM will cut out one cylinder at a
time to determine which cylinders are firing. The ECM will disable some
of the cylinders that are not firing.
The ECM can identify a cylinder which is not firing by monitoring the
fuel rate and engine speed during a cylinder cutout. The ECM averages
the fuel delivery and analyzes the fuel rate change during a cylinder
cutout to determine if the cylinder is firing.

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

• Exhaust bypass Exhaust Bypass at High Boost: (see Slide No. 97)
• Engine oil renewal Engine Oil Renewal System: (see Slide No. 85)
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• Engine oil Engine Oil Pre-lubrication (attachment): Engine oil pre-lubrication is

pre-lubrication controlled by the Engine ECM and Transmission/Chassis ECM. The
Engine ECM energizes the pre-lubrication pump relay located behind the
1. Pre-lubrication pump cab. The relay behind the cab then energizes the pre-lube relay (1) on the
relay front engine mount. The Engine ECM signals the Transmission/Chassis
ECM to crank the engine when:
- Engine oil pressure is 3 kPa (.4 psi) or higher.
2. Pre-lubrication pump - The pre-lubrication pump (2) has run for 17 seconds. (If the system
times out after 17 seconds, a pre-lubrication time out fault is logged
in the Engine ECM.)
- The engine has been running in the last two minutes.
- Coolant temperature is above 50°C (122°F).
• Pre-lubrication The engine oil pre-lubrication system can be bypassed to allow quick
override starts. To override the pre-lubrication system, turn the key start switch to
the CRANK position for a minimum of two seconds. The
Transmission/Chassis ECM will begin the pre-lube cycle. While the pre-
lube cycle is active, turn the key start switch to the OFF position. Within
10 seconds, turn the key start switch back to the CRANK position. The
Transmission/Chassis ECM will energize the starter relay.
• Pre-lubrication If the engine oil pre-lubrication system is bypassed using the above
override event procedure, the Engine ECM will log a pre-lube override event that
requires a factory password to clear.
NOTE: The ECAP and ET can enable or disable the pre-lubrication
feature in the Engine ECM.
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2
1

4
3

70

Cooling Systems

1. Cooling system The 793C Update truck is equipped with a shunt tank (1) to increase the
shunt tank cooling capacity. The shunt tank provides a positive pressure at the
coolant pump inlets to prevent cavitation during high flow conditions.

• Engine cooling The cooling system is divided into two systems. The two systems are the
systems: jacket water cooling system and the aftercooler cooling system. The only
- Jacket water cooling connection between these two systems is a small hole in the separator
system plate in the shunt tank. The small hole in the shunt tank prevents a
- Aftercooler cooling
reduction of coolant from either of the two systems if leakage occurs in
system one of the separator plates in the radiator top or bottom tank. When
servicing the cooling systems, be sure to drain and fill both systems
separately.

2. Coolant level gauges The coolant levels are checked at the shunt tank. Use the gauges (2) on
top of the shunt tank to check the coolant level.

3. Coolant level sensor A coolant level sensor (3) is located on each side of the shunt tank to
monitor the coolant level of both cooling systems (guard removed for
viewing sensor). The coolant level sensors provide input signals to the
VIMS, which informs the operator of the engine coolant levels.
4. Pressure relief The jacket water and the aftercooler cooling systems each have their own
valves relief valve (4). If a cooling system overheats or if coolant is leaking
from a relief valve, clean or replace the relief valve.
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• Jacket water cooling The jacket water cooling system uses 17 of the 30 cores on the right side
system of the radiator (approximately 60% of the total capacity). The jacket
water cooling system temperature is controlled by temperature regulators
(thermostats).

• Aftercooler cooling The aftercooler cooling system uses 13 of the 30 cores on the left side of
system the radiator (approximately 40% of the total capacity). The aftercooler
cooling system does not have thermostats in the circuit. The coolant
flows through the radiator at all times to keep the turbocharged inlet air
cool for increased horsepower.
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JACKET WATER COOLANT FLOW THERMOSTAT

HOUSING
SHUNT
TANK

RADIATOR
ENGINE OIL COOLER

TORQUE CONVERTER/
TRANSMISSION OIL COOLER
REAR BRAKE JACKET
OIL COOLERS WATER PUMP

72

Jacket Water Cooling System

• Jacket water cooling Shown is the jacket water cooling system circuit. Coolant flows from the
system circuit jacket water pump through the coolers to the engine block. Coolant flows
through the engine block and the cylinder heads. From the cylinder
heads, the coolant returns to the temperature regulators (thermostats) and
either goes directly to the water pump through the bypass tube or to the
radiator (depending on the temperature of the coolant).

The shunt tank increases the cooling capacity and provides a positive
pressure at the coolant pump inlet to prevent cavitation during high flow
conditions.
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2
3

73

1. Jacket water pump
2. Bypass tube
3. Jacket water
thermostat housing
The jacket water pump (1) is located on the right side of the engine. The
pump draws coolant from the bypass tube (2) until the temperature
regulators (thermostats) open. The thermostats are located in the
housing (3) at the top of the bypass tube. When the thermostats are open,
coolant flows through the radiator to the water pump inlet.
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• Jacket water coolant The jacket water coolant temperature sensor (arrow) is located in the
temperature sensor
(arrow)
thermostat housing. The Engine ECM uses the coolant temperature
sensor information for cold mode functions such as timing changes,
elevated idle, cold cylinder cut-out, ether injection and others.

The Engine ECM provides the signal to the VIMS, which informs the
operator of the coolant temperature.

• High coolant If the jacket water cooling system temperature increases above 107°C
temperature event (226°F), the Engine ECM will log an event that requires a factory
password to clear.
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1. Coolant flow warning Coolant flows from the jacket water pump, past the coolant flow warning
switch switch (1), and through the various system oil coolers (engine, torque
converter/transmission and rear brake).

The coolant flow switch sends an input signal to the Engine ECM. The
Engine ECM provides the input signal to the VIMS, which informs the
operator of the coolant flow status.

• Low coolant flow If the ECM detects a low coolant flow condition, a low coolant flow event
event will be logged. A factory password is required to clear this event.

2. Jacket water coolant Jacket water coolant samples can be taken at the Scheduled Oil Sampling
S•O•S tap (S•O•S) coolant analysis tap (2).
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1. Engine oil cooler Shown is the right side of the engine. The engine oil cooler (1) and the
2. Torque converter/ torque converter and transmission oil cooler (2) are visible in this view.
transmission oil
cooler The coolant flows through these coolers to the rear brake oil coolers
located on the outside right frame.
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77

• Rear brake oil coolers Jacket water coolant flows from the rear brake oil coolers (arrow) to both
(arrow) sides of the engine cylinder block. Coolant flows through the engine
block and through the cylinder heads. From the cylinder heads, the
coolant returns to the temperature regulators and either goes directly to
the water pump through the bypass tube or to the radiator (depending on
the temperature of the coolant).
STMG 722 - 96 -
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AFTERCOOLER COOLANT FLOW

SHUNT
TANK

FRONT BRAKE
AFTERCOOLER AFTERCOOLER OIL COOLER

DIVERTER
VALVE

AIR
RADIATOR COMPRESSOR
AFTERCOOLER
WATER PUMP

78

Aftercooler Cooling System

• Aftercooler cooling Shown is the aftercooler cooling system circuit. Coolant flows from the
system circuit aftercooler water pump through the aftercooler cores.

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

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

The shunt tank increases the cooling capacity and provides a positive
pressure at the aftercooler water pump inlet to prevent cavitation during
high flow conditions.
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1

79

1. Aftercooler water The auxiliary (aftercooler) water pump (1) for the aftercooler cooling
pump system is located on the left side of the engine. Coolant enters the
2. Shunt tank supply aftercooler water pump from the radiator or the shunt tank supply
tube tube (2). Coolant flows from the pump to the aftercooler cores through
3. Aftercooler circuit the large tubes (3).
coolant tubes
Aftercooler coolant samples can be taken at the Scheduled Oil Sampling
4. Aftercooler coolant
S•O•S tap (S•O•S) coolant analysis tap (4).
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• Rear aftercooler Located in a tube at the rear of the aftercooler is the rear aftercooler
temperature sensor temperature sensor (arrow). The rear aftercooler temperature sensor
(arrow)
provides an input signal to the Engine ECM. The Engine ECM uses the
rear aftercooler temperature sensor signal with the jacket water
temperature sensor signal to control engine timing and Cold Mode
functions.

The ECM also provides the input signal to the VIMS, which informs the
operator of the aftercooler coolant temperature.

• Rear aftercooler If the rear aftercooler temperature increases above 107°C (226°F), the
temperature event Engine ECM will log an event that requires a factory password to clear.

• Front aftercooler On some engines, another aftercooler temperature sensor is located in a

temperature sensor tube at the front of the aftercooler. The front aftercooler temperature
sensor does not send an input signal to the Engine ECM. If equipped, the
front aftercooler temperature sensor provides an input signal directly to
the VIMS.
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81

1. Front brake oil Coolant flows through the aftercooler cores to the front brake oil
cooler cooler (1) located at the rear of the engine.

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

2. Front brake oil When the service or retarder brakes are ENGAGED, the front brake oil
cooler diverter valve cooler diverter valve (2) allows brake cooling oil to flow through the front
brake oil cooler.

Normally, front brake cooling oil is diverted around the cooler and goes
directly to the front brakes. Diverting oil around the cooler provides
lower temperature aftercooler air during high power demands (when
climbing a grade with the brakes RELEASED, for example).
STMG 722 - 100 -
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ENGINE OIL SYSTEM

ENGINE
OIL RENEWAL
SYSTEM SOLENOID SCAVENGE
PUMP

TO FUEL
TANK

BYPASS
VALVE
ENGINE
OIL FILTERS ENGINE
OIL COOLER

ENGINE
OIL PUMP

82

Lubrication System

• Engine oil system The engine oil pump draws oil from the oil pan through a screen. The
engine also has a scavenge pump at the rear of the engine to transfer oil
from the rear of the oil pan to the main sump.

Oil flows from the pump through an engine oil cooler bypass valve to the
engine oil cooler. The bypass valve for the engine oil cooler permits oil
flow to the system during cold starts when the oil is thick or if the cooler
is plugged. Oil flows from the engine oil cooler to the oil filters. The oil
flows through the filters and enters the engine cylinder block to clean,
cool and lubricate the internal components and the turbochargers.

• Engine oil renewal Some trucks are equipped with an engine oil renewal system. Engine oil
system flows from the engine block through an oil filter to an engine oil renewal
system manifold. A small amount of oil flows from the engine oil
renewal system manifold into the return side of the fuel pressure regulator.
The engine oil returns to the fuel tank with the return fuel (see Slide
No. 85).
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2
4

83

1. Engine oil pump The engine oil pump (1) is located behind the jacket water pump on the
2. Engine oil pump right side of the engine. The pump draws oil from the oil pan through a
relief valve screen. The relief valve (2) for the lubrication system is located on the
pump.

The engine also has a scavenge pump at the rear of the engine to transfer
oil from the rear of the oil pan to the main sump.

3. Engine oil cooler Oil flows from the pump through an engine oil cooler bypass valve (3) to
bypass valve the engine oil cooler (4). The bypass valve for the engine oil cooler
4. Engine oil cooler permits oil flow to the system during cold starts when the oil is thick or if
the cooler is plugged.
STMG 722
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1
• Engine oil filters
1. Engine oil fill tube
2. Engine oil dipstick
3. Engine oil S•O•S tap
4. Engine oil pressure
sensors
• Engine oil pressure
event
• Engine oil filter
restriction events
- 102 -
2
84
Oil flows from the engine oil cooler to the oil filters on the left side of the
engine. The oil flows through the filters and enters the engine cylinder
block to clean, cool and lubricate the internal components and the
turbochargers.
Engine oil is added at the fill tube (1) and checked with the
dipstick (2). A bypass valve for each filter is located in each oil filter
base.
Engine oil samples can be taken at the Scheduled Oil Sample (S•O•S)
tap (3).
The engine has two oil pressure sensors. One sensor is located on each
end of the oil filter base. The front sensor measures engine oil pressure
before the filters. The rear sensor (4) measures oil pressure after the
filters. The sensors send input signals to the Engine ECM. The ECM
provides the input signal to the VIMS, which informs the operator of the
engine oil pressure. Used together, the two engine oil pressure sensors
inform the operator if the engine oil filters are restricted.
If the engine oil pressure is less than 44 kPa (6.4 psi) at low idle to less
than 250 kPa (36 psi) at high idle, the Engine ECM will log an event that
requires a factory password to clear.
If the oil filter restriction exceeds 70 kPa (10 psi), a low oil filter
restriction event will be logged. No factory password is required to clear
this event. If the oil filter restriction exceeds 200 kPa (29 psi), a high oil
filter restriction event will be logged. A factory password is required to
clear this event.
STMG 722 - 103 -
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85

• Engine oil renewal Engine Oil Renewal System (attachment): Located on the right side of
system components: the engine are the components of the engine oil renewal system. Engine
1. Oil filter oil flows from the engine block through an oil filter (1) to the engine oil
renewal solenoid (2). A small amount of oil flows from the engine oil
2. Oil renewal
solenoid renewal solenoid into the return side of the fuel pressure regulator (3).
The engine oil returns to the fuel tank with the return fuel.
3. Fuel pressure
regulator
The engine oil mixes with the fuel in the tank and flows with the fuel to
• Oil mixes with fuel in the EUI injectors to be burned.
fuel tank
When the engine oil renewal system is used, the operator must pay close
attention to the ADD OIL message that the VIMS provides to the operator
when makeup oil must be added (see Slide No. 23).

When the engine oil renewal system is used, the engine oil filters, the
engine oil renewal system filter, the primary fuel filter and the secondary
fuel filters must all be changed at 500 hour intervals. The engine oil
should be changed at least once per year or 4000 service meter hours.

• Sample engine oil to Engine oil samples must be taken regularly to ensure that the soot level of
check soot level the engine oil is in a safe operating range.
STMG 722 - 104 -
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• Oil injection The ECM regulates the amount of oil that is injected by the engine oil
controlled by Engine renewal solenoid. Several parameters must be met before the ECM will
ECM
allow the injection of oil through the engine oil renewal system. The
parameters that must be met are:

• Engine oil renewal - Fuel position is greater than 10mm (.40 in.).
system parameters
- Engine rpm is between 1100 and 1850 rpm.
- Jacket water temperature is between 63°C (145°F) and
107°C (225°F).
- Oil filter differential pressure at high idle with warm oil is less than
70 kPa (10 psi).
- Fuel filter differential pressure is less than 140 kPa (20 psi).
- Engine oil level switches are sending a valid signal to the Engine
ECM.
- Engine has been running more than five minutes.
- The fuel level is greater than 10%.

• Oil renewal adjusted The engine oil renewal system can be turned ON or OFF with the ECAP
with ECAP or ET or ET service tool. The amount of oil injected can also be adjusted by
programming the ECM with the ECAP or ET service tool. The factory
setting shown in the service tool is "0" and is equivalent to a 0.5% oil to
fuel ratio. The ratio can be changed with the service tool from minus 50
(-50) to plus 50 (50), which is equivalent to 0.25% to 0.75% oil to fuel
ratios.

NOTE: An earlier version of the Oil Renewal System hardware is

shown. For more detailed information on servicing the oil renewal
system, refer to the Service Manual Module "Oil Renewal System"
(Form RENR2223).
STMG 722 - 105 -
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FUEL SYSTEM

ENGINE FUEL
BLOCK PRESSURE
ENGINE OIL REGULATOR
FUEL RENEWAL
TANK SOLENOID

PRIMARY
FUEL CYLINDER
FILTER HEAD

FUEL
FUEL TRANSFER
HEATER PUMP
FUEL
PRIMING
PUMP

SECONDARY CYLINDER
ENGINE FUEL FILTERS HEAD
ECM

86

Fuel System

• Fuel system circuit Fuel is pulled from the tank through a fuel heater, if equipped, and
through the primary fuel filter by the fuel transfer pump. Fuel flows from
the transfer pump through the Engine ECM to the secondary fuel filters.

Fuel flows from the fuel filter base through the fuel injectors in the
cylinder heads. Return fuel from the injectors flows through the fuel
pressure regulator before returning through the fuel heater to the fuel tank.

• Engine oil renewal Engine oil flows from the engine block through an oil filter to the engine
system oil renewal system manifold. A small amount of oil flows from the
engine oil renewal system manifold into the return side of the fuel
pressure regulator. The engine oil returns to the fuel tank with the return
fuel.

The engine oil mixes with the fuel in the tank and flows with the fuel to
the injectors to be burned.
STMG 722 - 106 -
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87

• Fuel heater The fuel tank is located on the left side of the truck. Fuel is pulled from
(not shown) the tank through the fuel heater (not shown), if equipped, and through the
primary fuel filter (1) by the fuel transfer pump located on the right side
1. Primary fuel filter
of the engine behind the engine oil pump.

2. Fuel level sensor A fuel level sensor (2) is also located on the fuel tank. The fuel level
sensor emits an ultrasonic signal that bounces off a metal disk on the
bottom of a float. The time it takes for the ultrasonic signal to return is
converted to a Pulse Width Modulated (PWM) signal. The PWM signal
changes as the fuel level changes. The fuel level sensor provides the
input signals to the VIMS, which informs the operator of the fuel level. A
category level 1 warning (FUEL LVL LO) is shown on the VIMS display
if the fuel level is less than 15%. A category level 2 warning (FUEL LVL
LO ADD FUEL NOW) is shown on the VIMS display if the fuel level is
less than 10%.

• Fuel level sensor The fuel level sensor receives 24 Volts from the VIMS. To check the
receives 24 Volts supply voltage of the sensor, connect a multimeter between Pins 1 and 2
of the sensor connector. Set the meter to read "DC Volts."

• Fuel level sensor The fuel level sensor output signal is a Pulse Width Modulated (PWM)
signal is PWM signal that varies with the fuel level. To check the output signal of the
fuel level sensor, connect a multimeter between Pins 2 and 4 of the fuel
level sensor connector. Set the meter to read "Duty Cycle." The duty
cycle output of the fuel level sensor should be approximately 6% at 0 mm
(0 in.) of fuel depth and 84% at 2000 mm (78.8 in.) of fuel depth.
STMG 722 - 107 -
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1
2

88

1. Fuel transfer pump Fuel flows from the transfer pump (1) through the Engine ECM to the
secondary fuel filters located on the left side of the engine.

2. Fuel transfer pump The fuel transfer pump contains a bypass valve (2) to protect the fuel
bypass valve system components from excessive pressure. The bypass valve setting is
860 kPa (125 psi), which is higher than the setting of the fuel pressure
regulator.
STMG 722 - 108 -
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2 1

89

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

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

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

• Fuel flows to EUI Fuel flows from the fuel filter base through the Electronic Unit Injection
injectors (EUI) fuel injectors and the fuel pressure regulator and then returns to the
• Extra fuel used to cool fuel tank. The injectors receive 4 1/2 times the amount of fuel needed for
injectors injection. The extra fuel is used for cooling.

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

block the fuel return line during priming to force the fuel into the
injectors.
STMG 722 - 109 -
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1
2

90

1. Fuel pressure tubes Fuel flows from the fuel filter base through the steel tubes (1) to the EUI
to injectors fuel injectors. Return fuel from the injectors flows through the fuel
2. Fuel pressure pressure regulator (2) before returning to the fuel tank. Fuel pressure is
regulator controlled by the fuel pressure regulator.

Fuel pressure should be between 300 to 600 kPa (44 to 87 psi) at Full
Load RPM.
STMG 722 - 110 -
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EXHAUST SYSTEM
PROPORTIONAL EXHAUST BYPASS VALVE
SOLENOID
VALVE MUFFLER
FROM BRAKE
AIR SYSTEM

ON/OFF PRESSURE HIGH PRESSURE

SOLENOID REDUCING TURBOCHARGER
VALVE

AFTERCOOLER

FROM AIR
FILTER
LOW PRESSURE
TURBOCHARGER

91

Air Induction and Exhaust System

• Turbocharger speed This schematic shows the air flow through the air induction system on
reduced when exhaust engines with series turbochargers and a wastegate. When the Key/Start
bypass valve opens Switch is turned ON, an ON/OFF solenoid is energized and allows system
air pressure to flow to a pressure reducing valve. The pressure reducing
valve reduces system pressure to 380 kPa (55 psi). The ON/OFF solenoid
and the pressure reducing valve are located at the outside right rear of the
cab. The reduced air pressure flows to the wastegate proportional
solenoid valve and is blocked.

If boost pressure exceeds a predetermined value programmed in the

Engine ECM, the ECM will open the wastegate solenoid valve and send
air pressure to open the exhaust bypass valve. The exhaust bypass valve
will vent the exhaust gasses before they reach the turbochargers. Less
exhaust gasses will flow through the turbochargers, and the turbocharger
speed will decrease. The slower turbochargers reduce the boost pressure
until the bypass valve closes and the exhaust gasses are again directed
through the turbochargers.
STMG 722 - 111 -
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92

• Engine air intake Shown are the air intake system components. Check the air filter
system components restriction indicators (1). If the yellow pistons are in the red zone
1. Air filter restriction (indicating that the filters are plugged), the air filters must be serviced.
indicators
The VIMS will also provide the operator with an air filter restriction
warning when the filter restriction is approximately 6.2 kPa
(25 in. of water). Black exhaust smoke is also an indication of air filter
restriction.

2. Dust valves Located below the air filter housings are the precleaners. Check the dust
valves (2) for plugging. If necessary, disconnect the clamp and open the
cover for additional cleaning. Replace the dust valve if the rubber is not
flexible.
• Replace dust valve if The dust valve is OPEN when the engine is OFF and closes when the
not flexible engine is running. The dust valve must be flexible and close when the
engine is running or the precleaner will not function properly and the air
filters will have a shortened life.
• Large primary element Two filter elements are installed in the filter housings. The large element
is the primary element and the small element is the secondary element.
• Small secondary
element Air intake system tips:
- The primary element can be cleaned a maximum of six times.
- Never clean the secondary element for reuse. Always replace the
secondary element.
- Air filter restriction causes black exhaust smoke and low power.
STMG 722 - 112 -
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2

93

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

• Air filter restriction If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter
event restriction event will be logged, and the ECM will derate the fuel delivery
(maximum derating of 20%) to prevent excessive exhaust temperatures.
A factory password is required to clear this event. If the Engine ECM
detects a turbocharger inlet pressure sensor fault, the ECM will derate the
engine to the maximum rate of 20%. If the Engine ECM detects a
turbocharger inlet and atmospheric pressure sensor fault at the same time,
the ECM will derate the engine to the maximum rate of 40%.
2. Ether cylinders The Engine ECM will automatically inject ether from the ether
cylinders (2) during cranking. The duration of automatic ether injection
depends on the jacket water coolant temperature. The duration will vary
from 10 to 130 seconds. The operator can also inject ether manually with
the ether switch in the cab on the center console (see Slide No. 46). The
manual ether injection duration is 5 seconds. Ether will be injected only
if the engine coolant temperature is below 10°C (50°F) and engine speed
is below 1900 rpm.
STMG 722 - 113 -
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2
1

1 2

94

• Series turbocharger Shown is a 793C engine when equipped with a series turbocharger
system: system. The clean air from the filters enters the larger low pressure
1. Low pressure turbochargers (1). The compressed air from the low pressure
turbochargers turbochargers flows to the inlet of the smaller high pressure turbochargers
2. High pressure (2). After additional compression by the high pressure turbochargers, the
turbochargers air flows to the aftercoolers. After the air is cooled by the aftercoolers,
the air flows to the cylinders and combines with the fuel for combustion.

The turbochargers are driven by the exhaust gasses from the cylinders.
The exhaust gasses first enter the smaller high pressure turbochargers.
The exhaust from the high pressure turbochargers flows to the larger low
pressure turbochargers. The exhaust gasses then flow through the low
pressure turbochargers, the exhaust piping, and the mufflers.
STMG 722 - 114 -
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95

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

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

• Causes of high Some causes of high exhaust temperature may be faulty injectors, plugged
exhaust temperature air filters, or a restriction in the turbochargers or the muffler.

• High exhaust If the exhaust temperature is above 750°C (1382°F), the Engine ECM will
temperature derates derate the fuel delivery to prevent excessive exhaust temperatures. The
engine and logs event ECM will derate the engine by 2% for each 30 second interval that the
exhaust temperature is above 750°C (1382°F) (maximum derate of 20%).
The ECM will also log an event that requires a factory password to clear.
STMG 722 - 115 -
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96

• Turbo outlet pressure Shown is the turbocharger outlet pressure sensor (arrow). The
sensor (arrow) turbocharger outlet pressure sensor sends an input signal to the Engine
ECM. The Engine ECM compares the value of the turbo outlet pressure
sensor with the value of the atmospheric pressure sensor and calculates
boost pressure.

• Check for power The best way to check for a power problem is to compare the truck
problem performance with the rimpull charts in the performance handbook
(SEBD0340) or the 793C Update Specalog. The truck should be able to
climb a grade in the same gear as specified in these two publications.

• Determine which If an engine power problem is suspected, check boost pressure at full load
power train rpm. If boost pressure is correct at full load rpm, the engine is not the
component has problem and other systems such as the torque converter should be
problem
checked.

• Check boost at full To check boost pressure at full load rpm, the truck must be operated in
load rpm FIRST GEAR with the throttle at MAXIMUM and the retarder gradually
engaged. Traveling up a grade is best as long as the engine rpm does not
fall below the full load rpm specification during the test. Gradually
engage the retarder until the full load rpm is displayed. When the full
load rpm is displayed, record the boost pressure. If boost pressure is
within the specifications at full load rpm, the engine is operating
correctly.
STMG 722 - 116 -
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Use ET or the VIMS display panel to view the engine rpm and boost
pressure. The boost and full load rpm specifications are:

• Full load boost 7TR serial number engines with series turbochargers and a wastegate:
pressure and rpm
- Boost Pressure: 207 ± 35 kPa (30 ± 5 psi)
- Full load rpm: 1750 ± 10 rpm

8WM HD serial number engines with no series turbochargers or

wastegate:
- Boost Pressure: 191 ± 35 kPa (28 ± 5 psi)
- Full load rpm: 1750 ± 10 rpm

Generally, Torque Converter (TC) stall speed (in gear, full throttle,
zero ground speed) is used to determine if the engine power is low or a
torque converter problem exists. For example, if the engine power is
within specification and the stall speed is high, the torque converter may
have a problem (low internal oil pressure, poor internal tolerances or
damaged components).

• Torque converter stall Since the torque converter stall rpm is very close to the full load rpm, the
boost pressure and boost pressure at torque converter stall will be very close to the full load
rpm boost specifications.

- Torque Converter Stall rpm: 1672 ± 65 rpm

STMG 722 - 117 -
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97

1. Exhaust bypass On engines with series turbochargers, an exhaust bypass (wastegate)

valve valve (1) prevents excessive boost pressure by diverting exhaust gasses
away from the turbochargers. The bypass valve is controlled by the
Engine ECM.

When the Key/Start Switch is turned ON, an ON/OFF solenoid is

energized and allows system air pressure to flow to a pressure reducing
valve. The pressure reducing valve reduces system pressure to 380 kPa
(55 psi). The ON/OFF solenoid and the pressure reducing valve are
located at the outside right rear of the cab. The reduced air pressure flows
2. Wastegate to the wastegate proportional solenoid valve (2) and is blocked. If boost
proportional pressure exceeds a desired value, the Engine ECM will open the
solenoid valve wastegate solenoid and send air pressure to open the exhaust bypass
- Controlled by Engine valve. When the exhaust bypass valve is open, exhaust at the turbine side
ECM of the turbochargers is diverted through the muffler. Diverting the turbine
exhaust pressure decreases the speed of the turbochargers which reduces
the boost pressure to the cylinders.

• Engine ECM controls The Engine ECM uses lower load conditions to arrive at a "learned" value
wastegate with to control the wastegate position. The learned value prevents rapid
"learned" value
fluctuations or "spikes" from causing unnecessary cycles of the wastegate
and turbochargers. The learned value for the wastegate position is
recalculated as conditions change.
STMG 722 - 118 -
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• Engine wastegate Using a laptop computer with the ET or VIMS PC software installed,
solenoid checked with observe the real-time status of the wastegate valve. When the truck is
ET or VIMS PC
first started, the wastegate position should not exceed 59%. As the
Engine ECM learns the load conditions of the engine, the wastegate
position value will decrease. Any values greater than 59% is an
indication of a problem in the wastegate system. At torque converter
stall, the wastegate value shown on the service tool should be
approximately 40 to 50%.

The wastegate solenoid valve can be controlled with the ET service tool
for diagnostic purposes. Connect a multimeter to the wastegate solenoid
and set the meter to read CURRENT in milliamps. Using the service tool,
override the wastegate solenoid valve and use the multimeter to measure
the corresponding milliamps.

• Wastegate solenoid At 800 rpm, the Engine ECM will send approximately 350 milliamps to
override diagnostics the wastegate solenoid to allow the wastegate to react faster during
acceleration. Newer software may set this as high as 670 milliamps. At
this current, the wastegate valve is still closed. The wastegate is only
governed between 1275 rpm and 1800 rpm. The service manual
specification at 100% override is a voltage greater than 5.8 Volts and the
current will be approximately 1040 milliamps. When overriding the
solenoid with the service tool, the following approximate measurements
should be seen:

Override value Voltage Current

0% 2.5 V 350 mA
25% 4.0 V 490 mA
50% 5.4 V 660 mA
75% 7.0 V 850 mA
100% 8.5 V 1040 mA

NOTE: These measurements are from trucks with 168-8620 software

in the Engine ECM. New software (flash files) may change these
readings.

• Boost pressure events If the actual boost pressure is 20 kPa (3 psi) higher than the desired boost
pressure calculated by the ECM, a high boost pressure event will be
logged. If the actual boost pressure is 35 kPa (5 psi) lower than the
desired boost pressure calculated by the ECM, a low boost pressure event
will be logged. If the ECM detects a high or low boost condition, the
ECM will derate the fuel delivery (maximum derating of 30%) to prevent
damage to the engine. No factory password is required to clear these
events.
STMG 722 - 119 -
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POWER TRAIN
793C

98

• Power train POWER TRAIN

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

INSTRUCTOR NOTE: In this section of the presentation, component

locations and a brief description of the component functions are
provided. For more detailed information on the torque converter and
ICM (Individual Clutch Modulation) transmission, refer to the
Technical Instruction Module "769C - 793B Off-highway Trucks--
Torque Converter and Transmission Hydraulic System" (Form
SEGV2591).
STMG 722
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2 5
• Torque converter:
- Provides a fluid
connection
- Multiplies torque
- Provides direct drive
operation
• Component locations
1. Inlet relief valve
2. Outlet relief valve
3. Lockup clutch
control valve
4. Outlet temperature
sensor
5. COS sensor
- 120 -
1
99
The first component in the power train is the torque converter. 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, a lockup
clutch engages to provide direct drive. The NEUTRAL and REVERSE
ranges are converter drive only. FIRST SPEED is converter drive at low
ground speed and direct drive at high ground speed. SECOND through
SIXTH SPEEDS are direct drive only. The torque converter goes to
converter drive between each shift (during clutch engagement) to provide
smooth shifts.
Mounted on the torque converter are the inlet relief valve (1), the outlet
relief valve (2) and the torque converter lockup clutch control valve (3).
A torque converter outlet temperature sensor (4) provides an input signal
to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
the signal to the VIMS, which informs the operator of the torque
converter outlet temperature.
A Converter Output Speed (COS) sensor (5) sends an input signal to the
Transmission/Chassis ECM. The Transmission/Chassis ECM uses the
information to calculate shift times for the torque converter lockup clutch
and the transmission clutches. The shift time information is sent to VIMS
for shift time analysis.
STMG 722 - 121 -
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LOCKUP PISTON TURBINE IMPELLER

TORQUE CONVERTER
STATOR CONVERTER DRIVE
TORQUE CONVERTER
INLET OIL

FREEWHEEL TORQUE CONVERTER

ASSEMBLY LOCKUP OIL PASSAGE

100

• CONVERTER DRIVE This sectional view shows a torque converter in CONVERTER DRIVE.
- Output shaft rotates The lockup clutch (yellow piston and blue discs) is not engaged. During
slower than engine operation, the rotating housing and impeller (red) can rotate faster than the
rpm turbine (blue). The stator (green) remains stationary and multiplies the
- Torque is increased torque transfer between the impeller and the turbine. The output shaft
rotates slower than the engine crankshaft, but with increased torque.
• Torque converter
components:
- Lockup clutch
- Impeller
- Turbine
- Stator
STMG 722 - 122 -
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LOCKUP PISTON TURBINE IMPELLER

TORQUE CONVERTER
DIRECT DRIVE
STATOR
TORQUE CONVERTER
INLET OIL

STATOR

FREEWHEEL TORQUE CONVERTER

ASSEMBLY LOCKUP OIL PASSAGE

101

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

- Stator freewheels
STMG 722 - 123 -
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3
1

102

• Power flow: Power flows from the torque converter through a drive shaft to the
1. Transfer gears
transfer gears (1). The transfer gears are splined to the transmission.

2. Transmission The transmission (2) is located between the transfer gears and the
3. Differential differential (3). The transmission is electronically controlled and
hydraulically operated like all other ICM (Individual Clutch Modulation)
transmissions in Caterpillar rigid frame trucks.

The differential is located in the rear axle housing behind the

transmission. The differential divides the power to the right and left axle
shafts. Torque is transmitted equally from the differential through the two
axle shafts to the final drives. The differential adjusts the speed of the
axle shafts for vehicle cornering, therefore, the power delivered to the
axle shafts is unequal during cornering. The final drives are double
reduction planetaries.
STMG 722 - 124 -
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TORQUE CONVERTER AND

TRANSMISSION HYDRAULIC SYSTEM
TC LOCKUP
VALVE TORQUE CONVERTER/
TRANSMISSION COOLER

TC CHARGING
FILTER

TRANSMISSION
CHARGING
FILTER BREATHER TC LOCKUP
TC OUTLET VALVE
RELIEF
VALVE

PRIMING
BLEED
ORIFICE TC INLET
RELIEF
VALVE
TC OUTLET
ORIFICE
AND
SCREEN
TC/TRANS
PUMPS RETURN RETURN
SCREEN SCREEN
TRANSMISSION SUCTION
MAGNETIC SCREEN
SCREENS
SUCTION
MANIFOLD

103

• Torque converter/ Power Train Hydraulic System

transmission
hydraulic system Shown is the torque converter and transmission hydraulic system. A four
section torque converter and transmission pump is located at the rear of
• Four section pump:
the torque converter. The four sections (from rear to front) are:
1. Transmission lube
2. Transmission 1. Transmission lube
charging 2. Transmission charging
3. Torque converter 3. Torque converter charging
charging 4. Transmission scavenge
4. Transmission
scavenge The transmission lube, transmission charging and torque converter
charging sections pull oil from a manifold in the torque converter housing.
Oil from the cooler does not return directly to the sump. Rather, it is used
for transmission lube and recirculation through the torque converter.
STMG 722 - 125 -
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1 2 3 4

104

• Torque converter The torque converter housing is the oil sump for the torque converter and
housing is oil sump transmission oil supply.
• Four section pump:
A four section torque converter and transmission pump is located at the
1. Transmission lube
rear of the torque converter. The four sections (from rear to front) are:
2. Transmission
charging
1. Transmission lube
3. Torque converter 2. Transmission charging
charging 3. Torque converter charging
4. Transmission 4. Transmission scavenge
scavenge

• Transmission lube The transmission lube pump section pulls oil from the end of the manifold
section that is supplied by the cooler return line. All of the oil going to this
section of the pump comes from the cooler return line.

Oil flows from the transmission lube section of the pump to the transfer
gears. Transmission lube oil flows through the transfer gears and the
transmission to cool and lubricate the internal components.
STMG 722 - 126 -
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• Transmission The transmission charging pump section pulls oil from the end of the
charging section manifold that is supplied from the sump in the converter housing. All of
the oil to this pump section comes from the sump.

A small amount of oil from the transmission charging pump section flows
through a priming bleed orifice to the outlet of the lube pump section.
Most of the oil flows through the transmission charging filter. From the
filter, transmission charging oil flows in two directions:

- Transmission charging oil flows to the torque converter lockup clutch

valve located on top of the torque converter.

- Transmission charging oil also flows to the transmission control

valves located on top of the transmission.

Oil that is not used to actuate the clutches flows back to the converter
housing and joins with flow from the converter charging pump section at
the inlet relief valve.

• Torque converter The torque converter charging pump section pulls oil from the middle of
charging section the manifold in the torque converter housing. Oil is supplied both from
the cooler return line and from the sump.

Oil flows from the torque converter charging pump section through the
torque converter charging filter to the torque converter inlet relief valve.
Transmission charging oil joins with the torque converter charging oil at
the inlet relief valve. The charging oil flows through the torque converter,
the outlet relief valve, the torque converter outlet screen and the power
train oil coolers. The oil flows through the coolers and returns to the
torque converter housing.

• Transmission The transmission scavenge section pulls oil through the magnetic screens
scavenge section located at the bottom of the transmission. The scavenged oil from the
5. Transmission oil transmission is transferred into the torque converter housing through the
return screen transmission oil return screen located behind the cover (5).
STMG 722 - 127 -
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105

• Transmission Shown is the location of the transmission magnetic scavenge

magnetic scavenge screens (arrow). These screens should always be checked for debris if a
screens (arrow)
problem with the transmission is suspected.

Oil is scavenged from the transmission by the first section of the torque
converter and transmission pump.
STMG 722 - 128 -
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106

• Torque converter/ The three rear sections of the torque converter and transmission pump
transmission suction pull oil from a manifold in the torque converter housing sump. One end
screen cover (arrow)
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 the cover (arrow).
STMG 722 - 129 -
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107

1. Torque converter Oil flows from the torque converter charging section of the torque
charging filter converter and transmission pump to the torque converter charging
filter (1) located on the front of the hydraulic tank.

2. Torque converter A torque converter charging filter bypass switch (2) provides an input
charging filter signal to the VIMS, which informs the operator if the torque converter
bypass switch charging filter is restricted.

3. Torque converter Oil flows from the torque converter charging filter to the torque converter
inlet relief valve inlet relief valve where it combines with oil coming from the transmission
supply port controls at the supply port (3).
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108

• Torque converter inlet Oil flows from the torque converter charging filter to the inlet relief
relief valve (arrow) valve (arrow) mounted on the torque converter. The inlet relief valve
limits the maximum pressure of the supply oil to the torque converter.
The torque converter inlet relief pressure can be measured at this valve by
removing a plug and installing a pressure tap. Inlet relief pressure should
not exceed 930 ± 35 kPa (135 ± 5 psi). If inlet relief pressure exceeds
930 kPa (135 psi), 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.
STMG 722 - 131 -
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4
5

1
2

109

1. Torque converter Some of the oil will leak through the torque converter to the sump in the
outlet relief valve bottom of the housing. Most of the oil in the torque converter flows
through the torque converter outlet relief valve (1) and an orifice in the
housing that is in parallel with the outlet relief valve. The outlet relief
valve maintains the minimum pressure inside the torque converter. The
main function of the outlet relief valve is to keep the torque converter full
2. Outlet relief valve of oil to prevent cavitation. The outlet relief pressure can be measured at
pressure tap the tap (2) on the outlet relief valve. The outlet relief pressure should be:
345 to 550 kPa (50 to 80 psi) at 1672 ± 65 rpm (TC Stall)
3. Torque converter Oil from the torque converter outlet relief valve and orifice flows through
outlet screen the torque converter outlet screen (3) to the torque converter and
transmission oil cooler located on the right side of the engine (see Slide
No. 76). Oil flows from the torque converter and transmission oil cooler
back to the pump supply manifold in the torque converter housing.

4. Torque converter A torque converter outlet screen bypass switch (4) provides an input
outlet screen bypass signal to the VIMS, which informs the operator if the torque converter
switch outlet screen is restricted.

5. Torque converter A torque converter outlet temperature sensor (5) provides an input signal
outlet temperature to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
sensor a signal to VIMS, which informs the operator of the torque converter
outlet temperature.
STMG 722 - 132 -
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3 2

110

1. Transmission Oil flows from the transmission charging section of the torque converter
charging filter and transmission pump to the transmission charging filter (1).

2. Filter bypass switch A transmission charging filter bypass switch (2) provides an input signal
to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
the signal to VIMS, which informs the operator if the transmission
charging filter is restricted.

• Transmission Transmission charging oil flows in two directions from the transmission
charging oil flows in charging filter:
two directions:
- To torque converter - Transmission charging oil flows to the torque converter lockup
lockup clutch valve clutch valve located on top of the torque converter.
- To transmission
control valves - Transmission charging oil also flows to the transmission control
valves located on top of the transmission.

3. S•O•S tap Torque converter and transmission oil samples can be taken at the
Scheduled Oil Sample (S•O•S) tap (3).
STMG 722 - 133 -
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3
1

111

1. Torque converter The transmission charging pump supplies oil to the torque converter
lockup clutch valve lockup clutch valve through the inlet port (1). When the lockup clutch
supply port
solenoid (located on the transmission housing) is energized by the
2. Signal oil supply transmission control, signal oil flows though hose (2) and begins the
hose sequence to ENGAGE the lockup clutch in the torque converter.

3. Torque converter Torque converter lockup clutch pressure can be measured at the tap (3).
lockup clutch Torque converter lockup clutch pressure should be 2150 to 2350 kPa
pressure tap (310 to 340 psi) at 1300 rpm.
• Do not test converter
lockup pressure To test the lockup clutch pressure, use the following procedure:
below 1300 rpm
1. Label and disconnect the harness connectors from the upshift,
• Lockup clutch
pressure test downshift and lockup solenoids.
2. Make sure the wheels are blocked, the parking brake is ENGAGED
and the transmission is in NEUTRAL. Start the engine.
3. In NEUTRAL, the downshift solenoid receives + Battery voltage from
the Transmission/Chassis ECM. Connect the downshift solenoid
harness to the lockup solenoid and the lockup clutch will ENGAGE.
4. Increase the engine speed to 1300 rpm and read the pressure on the
gauge.
STMG 722 - 134 -
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• Lockup clutch Do not adjust the lockup clutch maximum pressure. If the lockup clutch
pressure adjustment maximum pressure is not correct, verify that the lockup clutch primary
pressure is correct. If the lockup clutch primary pressure is correct, check
for loose or sticking components or debris in the valve. If these
components are not the problem, change the load piston springs. If the
load piston springs are replaced, be sure to reset the lockup clutch primary
pressure.

4. COS sensor The Converter Output Speed (COS) sensor (4) sends an input signal to the
Transmission/Chassis ECM. The Transmission/Chassis ECM memory
also contains the engine speed and the Transmission Output Speed (TOS).
The Transmission/Chassis ECM uses engine speed and COS to calculate
lockup clutch shift times. It uses COS, TOS and the ratio for the gear
• Clutch shift times being engaged to calculate transmission shift times. The Transmission/
recorded in VIMS Chassis ECM provides the shift time information to VIMS.
STMG 722 - 135 -
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TORQUE CONVERTER LOCKUP CLUTCH CONTROL

DIRECT DRIVE
PILOT OIL
PRESSURE
LOCKUP (RV)
SELECTOR MODULATION
PISTON VALVE
LOAD LOAD PISTON
LOCKUP PISTON
SOLENOID PLUG
SIGNAL
OIL TO LOCKUP
TO LOAD CLUTCH
TRANSMISSION PISTON
LUBE PUMP ORIFICE PILOT
ON REDUCING
VALVE

FROM TO
TRANSMISSION STATION
CHARGE "D" RETURN
SHUTTLE
PUMP SPRING
VALVE

RELAY VALVE FROM

TRANSMISSION
CHARGE PUMP

112

• Lockup clutch valve Shown is a sectional view of the torque converter lockup clutch valve in
operation DIRECT DRIVE. Supply oil from the transmission charging pump is
used to provide pilot pressure, signal pressure, primary pressure and
lockup clutch pressure.

• Supply pressure is First, supply pressure is reduced to provide pilot (RV) pressure. Supply
reduced to pilot (RV) oil to the pilot Reducing Valve (RV) flows through cross-drilled orifices in
pressure the spool, past a check valve and enters the slug chamber. The check
valve dampens spool movement and reduces the possibility of valve
chatter and pressure fluctuation. Oil pressure moves the slug in the right
end of the spool to the right and the spool moves to the left against the
spring force. The spring force and the force do to the pressure in the slug
cavity balance and oil is metered into the pilot oil pressure passage. The
spring force can be adjusted with shims to control pilot (RV) pressure.
Pilot (RV) pressure is 1725 ± 70 kPa (250 ± 10 psi).
STMG 722 - 136 -
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• Lockup solenoid The lockup solenoid is energized and directs pump supply (signal)
energized starts pressure to the relay valve. The signal oil pressure moves the spool in the
clutch modulation
relay valve and flows to the inlet port of the transmission lube pump.
Since the signal oil flow is restricted, the signal pressure measured at the
• Signal pressure less
than pump supply relay valve will be less than pump pressure. When the relay valve spool
pressure is moved by the signal oil pressure, pilot oil flows to a shuttle valve. Pilot
oil moves the shuttle valve to the right which closes the drain and opens
the check valve. Pilot oil then flows to the selector piston. Moving the
selector piston blocks a drain passage and compresses the load piston
springs.

• Lockup clutch primary After the clutch fills, but the load piston is still at the top against the
pressure selector piston, lockup clutch pressure is at its lowest controlled value.
This value is called "primary pressure." Primary pressure is 1030 ± 35
kPa (150 ± 5 psi). Primary pressure is adjusted with shims in the load
piston after the load piston plug is removed.

• Lockup clutch fill and When the selector piston moves down, the load piston also moves down
modulation to and compresses the load piston springs and moves the modulation
maximum pressure reduction valve spool down against the force of the return spring. This
initial movement opens the supply passage (from the transmission charge
pump) and permits pressure oil to flow to the clutch. As the clutch fills,
pressure oil opens the ball check valve and fills the slug chamber at the
bottom of the reduction valve spool. At the same time, oil flows through
the load piston orifice and fills the chamber between the end of the load
piston and the selector piston. While the clutch is filling, the pressure in
the chamber is not high enough to move the load piston inside the selector
piston. After the clutch fills, the load piston orifice helps control the rate
of modulation.

At the end of modulation, the load piston has moved completely down
against the stop and the clutch pressure is at its maximum setting.
Because this is a modulation reduction valve, the maximum pressure
setting of the clutch is lower than the transmission charge pressure. At
the end of the modulation cycle, the pressure in the slug chamber moves
the reduction valve a small distance up to restrict the flow of supply oil to
the clutch. This is the "metering position" of the reduction valve spool.
In this position, the valve maintains precise control of the clutch pressure.
The lockup clutch pressure is 2150 to 2350 kPa (310 to 340 psi) at 1300
rpm.

Do not adjust lockup clutch final pressure. If the primary pressure is

correct and final lockup clutch pressure is incorrect, check for loose or
sticking components or debris in the valve. If these components are not
the problem, change the load piston springs. If the load piston springs are
replaced, be sure to reset the lockup clutch primary pressure.
STMG 722 - 137 -
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3
5

2 1

113

1. Transmission The transmission charging pump supplies oil to the transmission

control valve supply hydraulic control valve and the shift solenoids through the inlet port (1).
port
Transmission charging oil not used to fill the clutches flows to the torque
2. Transmission converter inlet relief valve through the outlet hose (2).
charging oil return
port
The torque converter lockup clutch solenoid (3) is energized by the
3. Torque converter Transmission/Chassis ECM when DIRECT DRIVE (lockup clutch
lockup clutch ENGAGED) is required. Transmission charge pump supply (signal) oil
solenoid
flows through the small hose (4) to the lockup clutch relay valve. The
4. Lockup clutch signal lockup clutch control valve then engages the lockup clutch.
oil hose
5. Transmission The transmission charging pressure relief valve is part of the transmission
charging pressure hydraulic control valve. The relief valve limits the maximum pressure in
tap the transmission charging circuit. Transmission charging pressure can be
measured at the tap (5).

Transmission charging pressure measured at pressure tap (5) should be:

Converter Drive - Low Idle: > 2515 kPa (365 psi)
High Idle: < 3065 kPa (445 psi)

Direct Drive - 1300 rpm: 2310 ± 70 kPa (335 ± 10 psi)

STMG 722 - 138 -
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4 3

114

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

• Priority valve The transmission hydraulic control valve contains a priority valve. The
pressure adjusted to priority valve controls the pressure that is directed to the selector pistons
obtain DIRECT DRIVE in each of the clutch stations. The transmission priority valve pressure is
pump supply
adjusted to obtain a pump supply pressure of 2310 ± 70 kPa
(335 ± 10 psi) at 1300 rpm while in DIRECT DRIVE. A pilot pressure
between 2410 to 2755 kPa (350 to 400 psi) in CONVERTER DRIVE will
2. Pilot pressure plug result from this adjustment. Pilot pressure is measured at plug (2).

3. "D" Station controls The "D" Station (3) is used to control the dual stage relief valve setting
dual stage relief for the clutch supply pressure. In DIRECT DRIVE, clutch supply
valve pressure is reduced to extend the life of the transmission clutch seals. In
DIRECT DRIVE, clutch supply pressure should be 1620 ± 70 kPa
(235 ± 10 psi). The corresponding transmission charge pressure is
2310 ± 70 kPa (335 ± 10 psi).

4. Transmission lube The transmission lube pressure relief valve (4) limits the maximum
relief valve pressure in the transmission lube circuit. The lubrication oil is used to
cool and lubricate all of the gears, bearings and clutches in the
transmission and transfer gears.
STMG 722 - 139 -
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TRANSMISSION ICM
HYDRAULIC SYSTEM
UPSHIFT DOWNSHIFT
NEUTRAL PRESSURE PRESSURE

LOCKUP DOWNSHIFT UPSHIFT

SOLENOID SOLENOID SOLENOID ROTARY ACTUATOR A

ON

E
TO LOCKUP CLUTCH
RELAY VALVE B
NEUTRALIZER
PRIORITY VALVE
ROTARY
TO LOCKUP REDUCTION
PILOT OIL SELECTOR
CLUTCH VALVE VALVE
PRESSURE SPOOL
SUPPLY
PUMP F
PRESSURE

LUBE
HARGING PUMP
PUMP SCAVENGE
PUMP
G
TO TC
INLET D
RELIEF
VALVE
H
LUBE
PRESSURE

LOCKUP DUAL
STAGE RELIEF VALVE
SELECTOR VALVE GROUP PRESSURE CONTROL
RELIEF VALVE GROUP

TORQUE CONVERTER
HOUSING LUBRICATION
TRANSMISSION CASE RELIEF VALVE

115

• Transmission in This schematic shows the conditions in the system with the ENGINE
NEUTRAL STARTED and the transmission in NEUTRAL. The priority reduction
• Priority reduction valve has three functions: First, It controls the pressure of the pilot oil
valve (orange) that is used to initiate clutch engagement. Second, it makes sure
that pilot pressure is available at the neutralizer valve before pressure oil
(red) is sent to the remainder of the system. Third, it is adjusted to obtain
a pump supply pressure of 2310 ± 70 kPa (335 ± 10 psi) in DIRECT
DRIVE. A pilot pressure between 2410 to 2755 kPa (350 to 400 psi) in
CONVERTER DRIVE will result from this adjustment.

• Neutralizer valve The neutralizer valve moves only when the rotary selector spool is in the
NEUTRAL position. When the rotary selector spool is in the NEUTRAL
position and the engine is started, pump oil flows through a passage in the
center of the neutralizer valve, flows up around the check ball, pressurizes
the top of the valve, and then moves down. In this position, the
neutralizer valve directs pilot oil to the center of the rotary selector spool.
If the rotary selector spool is not in the NEUTRAL position during engine
start-up, the neutralizer valve will block the flow of pilot oil to the rotary
selector spool.
STMG 722 - 140 -
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• Main relief valve Directly below the neutralizer valve is the main relief valve. This valve
limits the maximum system pressure. The main relief valve is adjusted to
obtain the following pressures in CONVERTER DRIVE only:
Low Idle: > 2515 kPa (365 psi) High Idle: < 3065 kPa (445 psi)

• Lube relief valve The lube supply pressure is limited by the lube relief valve. The
lubrication oil is used to cool and lubricate all of the gears, bearings and
clutches in the transmission and transfer gears.

• Rotary actuator To initiate a shift, pressure oil from either the upshift or downshift
solenoid is sent to the rotary actuator. Inside the actuator housing is a
rotating vane which divides the actuator into two chambers. Pressure oil
from the upshift solenoid causes the vane to rotate in one direction while
pressure oil from the downshift solenoid causes the vane to rotate in the
opposite direction. The vane is connected to and causes rotation of the
rotary selector spool inside the selector valve group.

• Downshift solenoid Oil flows from the charging pump, through the charging filter, and is sent
ON in NEUTRAL directly to the three solenoids and the selector valve group. Pump flow is
blocked at the upshift and lockup solenoid and, because the downshift
solenoid is continuously energized in NEUTRAL, the valve in the
solenoid is open. This condition permits oil to flow to the rotary actuator.
Pressure on the downshift side of the rotating vane in the rotary actuator
keeps the vane and the rotary selector spool in the NEUTRAL position
until a shift is made.

• Rotary selector spool The rotary selector spool is actually a hollow rotating shaft. A plug and
- Contains plug and
screen assembly inside the spool divides the center cavity into two
screen assembly separate oil chambers.
- Selects clutch
combinations
During operation, pilot oil from the upper chamber is directed to the
pressure control valve group to initiate clutch engagement. For any gear
except NEUTRAL, two of the outlet ports from the upper chamber are
aligned with drilled passages in the selector valve body. For NEUTRAL,
only one outlet port permits pilot oil to flow to the pressure control valve
group.

The lower chamber in the rotary selector spool is always open to drain.
For each gear position except NEUTRAL, all but two of the drain ports
are open to drain. Whenever a clutch station is engaged, the lower half of
the spool blocks the drain passage to that station.
STMG 722 - 141 -
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TRANSMISSION ICM
HYDRAULIC SYSTEM
DIRECT DRIVE
UPSHIFT DOWNSHIFT
PRESSURE PRESSURE

LOCKUP DOWNSHIFT UPSHIFT

SOLENOID SOLENOID SOLENOID ROTARY ACTUATOR A

ON
3
E
TO LOCKUP CLUTCH N1
RELAY VALVE B
NEUTRALIZER
PRIORITY VALVE
TO LOCKUP PILOT OIL ROTARY
REDUCTION SELECTOR
CLUTCH VALVE PRESSURE VALVE
SUPPLY SPOOL
PUMP F
PRESSURE

CHARGING LUBE
PUMP PUMP
SCAVENGE
PUMP
G
TO TC
INLET D
RELIEF
VALVE
H
LUBE
PRESSURE

LOCKUP DUAL
STAGE RELIEF VALVE
SELECTOR VALVE GROUP PRESSURE CONTROL
RELIEF VALVE GROUP

TORQUE CONVERTER LUBRICATION

HOUSING TRANSMISSION CASE RELIEF VALVE

116

• DIRECT DRIVE This schematic shows the components and the oil flow in the system
during operation in FIRST GEAR DIRECT DRIVE. The upshift solenoid
is energized and directs pump oil to the rotary actuator. The rotary
actuator moves the rotary selector spool to the desired gear position and
the upshift solenoid is de-energized. The rotary spool selects two stations
(B and F) which modulate the two clutches.

• Upshifts - clockwise To shift from NEUTRAL to any other gear, the rotating vane must turn in
direction the clockwise direction to the selected gear position. When the shift is
indicated, pressure oil from the upshift solenoid is sent to the lower inlet
• Opens check valve, port. The pressure oil moves the check valve toward the center of the
closes drain passage actuator housing until the check valve covers a drain passage located near
the inner end of the inlet passage. The pressure oil then flows through the
check valve and fills the small space between the two vanes.
STMG 722 - 142 -
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As the pressure increases, the rotating vane moves in the clockwise

direction to the appropriate gear position. Any oil that was in the
chamber on the nonpressurized (downshift) side of the vane is forced out
of the chamber by the movement of the vane.

• Closes check valve, As the oil flows out of the chamber, it moves the upper check valve away
opens drain passage from the center of the actuator housing. This movement opens a drain
passage located near the inner end of the upper check valve passage and
permits the oil to flow out of the center chamber. The check valve closes
and prevents oil from flowing to the other solenoid.

• Downshifts - This sequence is just the opposite for downshifts (when the rotating vane
counterclockwise
direction
moves in the counterclockwise direction).

• Dual stage relief valve The transmission control group uses a dual stage relief valve for clutch
supply pressure. The "D" Station is used to control the dual stage relief
valve setting for the clutch supply pressure. In DIRECT DRIVE, clutch
supply pressure is reduced to extend the life of the transmission clutch
seals.

The rotary selector spool is in a position that engages two clutches. Pump
supply oil from the lockup solenoid flows through a check valve to the
selector piston in station "D." Station "D" reduces the clutch supply
pressure, and the reduced pressure flows to the lower end of the relief
valve. Providing oil pressure to the lower end of the relief valve reduces
the clutch supply pressure. Station "D" should be adjusted to obtain a
DIRECT DRIVE clutch supply pressure of 1620 ± 70 kPa (235 ± 10 psi)
when engine speed is 1300 rpm.

• DIRECT DRIVE NOTE: To engage the lockup clutch and put the torque converter in
engagement DIRECT DRIVE, use the following procedure:
procedure
1. Label and disconnect the harness connectors from the upshift,
downshift and lockup solenoids.
2. Put a gauge on the pressure tap for station "C" (No. 3 clutch).
3. Make sure the wheels are blocked, the parking brake is ENGAGED
and the transmission is in NEUTRAL. Start the engine.
4. In NEUTRAL, the downshift solenoid receives + Battery voltage from
the Transmission/Chassis ECM. Connect the downshift solenoid
harness to the lockup solenoid and the lockup clutch will ENGAGE.
5. Increase the engine speed to 1300 rpm and read the pressure on the
gauge.
STMG 722 - 143 -
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• Transmission control The 793C Update truck transmission control and torque converter lockup
and lockup clutch pressure settings require that pressures are set in the correct sequence.
adjustment sequence
Use the recommended pressure adjustment sequence below:
• CONVERTER DRIVE 1. CONVERTER DRIVE Pump Pressure: Adjust the main relief valve to
Pump Pressure obtain the following pressures in CONVERTER DRIVE only.
Low Idle: > 2515 kPa (365 psi) High Idle: < 3065 kPa (445 psi).
Measure CONVERTER DRIVE Pump Pressure at the pressure tap on
the solenoid manifold (See slide No. 113).
• Clutch Supply Rail 2. Clutch Supply Rail Pressure: Adjust Station "D" to obtain a DIRECT
Pressure DRIVE clutch supply pressure of 1620 ± 70 kPa (235 ± 10 psi) at
1300 rpm. Measure Clutch Supply Rail Pressure at Clutch No. 3
(station C) while in NEUTRAL and DIRECT DRIVE.
• DIRECT DRIVE Pump 3. DIRECT DRIVE Pump Pressure: Adjust the Priority Reducing Valve
Pressure to obtain a DIRECT DRIVE Pump Pressure of 2310 ± 70 kPa
(335 ± 10 psi). Measure DIRECT DRIVE Pump Pressure at the
pressure tap on the solenoid manifold (See slide No. 113). A pilot
pressure between 2410 to 2755 kPa (350 to 400 psi) in CONVERTER
DRIVE will result from this adjustment.
• Lockup Clutch Pilot 4. Lockup Clutch Pilot (RV) Pressure: Adjust the Lockup Clutch Pilot
Pressure Pressure to obtain 1725 ± 70 kPa (250 ± 10 psi). Measure the pressure
at the plug labeled "RV" on the torque converter lockup valve.
• Lockup Clutch 5. Lockup Clutch Primary Pressure: Adjust the Lockup Clutch Primary
Primary Pressure Pressure to obtain 1030 ± 35 kPa (150 ± 5 psi). Measure the pressure
at the pressure tap on the torque converter lockup valve (See slide
No. 111). A Lockup Clutch Pressure of 2275 ± 70 kPa (330 ± 10 psi)
at 1300 rpm should result from this adjustment.
STMG 722 - 144 -
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VALVE STATION
CLUTCH RELEASED
SLUG BALL CHECK VALVE
LOAD PISTON SELECTOR PISTON

PILOT OIL
PASSAGE

PLUG

RETURN
DECAY ORIFICE
SPRING
(OPTIONAL)

DRAIN LOAD LOAD

DRAIN
PISTON PISTON
ORIFICE PLUG

MODULATION CLUTCH TO CLUTCH

REDUCTION SUPPLY CLUTCH PRESSURE
VALVE RAIL TAP

117

• All clutch valve Since the six valve stations that directly control clutches contain the same
stations contain same basic components, an explanation of the operation of one station can be
basic components applied to the operation of the remaining five stations. Station "D" is
different.

• Load piston orifices The six stations that control the clutches contain load piston orifices
control modulation (sometimes called "cascade" orifices). The load piston orifices control the
clutch modulation. The thicker the orifice, the slower the modulation.
The retaining springs for the load piston orifices are identical, but the
orifices vary in thickness from one station to another. Many of the
stations are equipped with decay orifices. Check the parts book for proper
component placement.

• Station has not been In this schematic, the engine has been started, but the clutch for this
selected station has not been engaged. While the engine is running, pump (or
system) pressure is always available at the modulation reduction valve
spool; but, until pilot oil from the rotary selector spool is sent to the right
(outer) end of the selector piston, there can be no valve movement and the
clutch cannot be engaged.
STMG 722 - 145 -
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VALVE STATION
CLUTCH FILLING
SLUG BALL CHECK VALVE
LOAD PISTON SELECTOR PISTON

PILOT OIL
PASSAGE

PLUG

RETURN DECAY ORIFICE

SPRING (OPTIONAL)

DRAIN LOAD LOAD

DRAIN PISTON PISTON
ORIFICE PLUG

MODULATION CLUTCH CLUTCH

TO
REDUCTION SUPPLY PRESSURE
CLUTCH
VALVE RAIL TAP

118

• Station showing This schematic shows the relative positions of the valve station
beginning of clutch fill components during clutch fill (movement of the clutch piston to make
• Selector spool contact with the discs and plates). Valve movement is initiated when pilot
movement begins oil from the rotary selector spool moves the selector piston to the left as
clutch fill shown. Movement of the selector piston accomplishes two purposes:
1. The drain passage at the decay orifice is blocked.
2. The load piston springs are compressed.

Compressing the load piston springs moves the reduction valve spool to
the left against the force of the return spring. This movement opens the
supply passage and permits pressure oil to flow to the clutch. As the
clutch fills, pressure oil opens the ball check valve and fills the slug
chamber at the left end of the reduction valve spool. At the same time, oil
flows through the load piston orifice and fills the chamber between the
end of the load piston and the selector piston. While the clutch is filling,
the pressure in the chamber between the end of the load piston and the
selector piston is not high enough to move the load piston inside the
selector piston.
STMG 722 - 146 -
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• Clutch modulation During clutch modulation, clutch pressure increases. After the clutch fills
(the clutch piston has moved against the discs and plates), the pressure in
the clutch, in the slug chamber and in the passage to the load piston
orifice starts to increase. When the pressure in the chamber reaches
primary pressure, the load piston starts to move inside the selector piston.

The load piston orifice controls the flow of oil to the load piston chamber.
This condition helps control the rate of modulation. Filling the load
piston chamber is made possible when the selector piston covers the drain
passage at the decay orifice.

• Clutch pressure The clutch pressure and the pressure in the slug chamber increase at the
maintained by same rate. Just after the clutch is filled, the pressure in the slug chamber
reduction valve
moves the reduction valve to the right. This movement restricts the flow
of pressure oil to the clutch and briefly limits the increase of clutch
pressure. The pressure in the load piston chamber then moves the load
piston farther to the left. This movement increases the spring force and
reopens the supply passage permitting the clutch pressure to again
increase.

This cycle continues until the load piston has moved completely to the left
(against the stop). The clutch pressure is then at its maximum setting.
During modulation, the reduction valve spool moves left and right while
the load piston moves smoothly to the left.
STMG 722 - 147 -
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VALVE STATION
CLUTCH ENGAGED
SLUG BALL CHECK VALVE
LOAD SELECTOR
PISTON PISTON

PILOT OIL
PASSAGE

PLUG

RETURN
SPRING DECAY ORIFICE
(OPTIONAL)

DRAIN DRAIN LOAD LOAD

PISTON PISTON
ORIFICE PLUG

MODULATION CLUTCH TO CLUTCH

REDUCTION SUPPLY CLUTCH PRESSURE
VALVE RAIL TAP

119

• Modulation cycle The load piston has now moved completely to the left against the stop.
completed The modulation cycle is completed and the clutch pressure is at its
maximum setting. The position of the two stage relief valve affects clutch
maximum pressure. If the two stage relief valve is at high relief
(CONVERTER DRIVE), the clutch supply pressure is high.

At the end of the modulation cycle, the modulation reduction valve

controls clutch pressure, which will be lower than the clutch supply
pressure. The pressure in the slug chamber moves the reduction valve a
small distance to the right to restrict the flow of supply oil to the clutch.
This is the "metering position" of the reduction valve spool. In this
position, the modulation reduction valve maintains precise control of the
clutch pressure.

If the two stage relief valve is at low relief (DIRECT DRIVE), the clutch
supply pressure is lower than the pressure which the modulation reduction
valve is trying to maintain. The supply oil connection to the clutch is not
restricted, and the clutch pressure is the same as clutch supply pressure.
STMG 722 - 148 -
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• Clutch designed to During operation, an engaged clutch is designed to leak a relatively small
leak small amount but steady volume of oil. As clutch leakage occurs, the clutch pressure
and the pressure of the oil in the slug chamber will start to decrease. At
this point, the load piston springs move the reduction valve spool a small
distance to the left to open the supply passage. Pressure oil from the
pump again enters the clutch circuit and replaces the leakage. Then, the
clutch pressure in the slug chamber moves the spool back to the right
thereby restricting the flow of supply oil to the clutch. This metering
action continues during the entire time that the clutch is engaged.
STMG 722 - 149 -
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VALVE STATION
CLUTCH DECAY

SLUG BALL CHECK VALVE

LOAD SELECTOR
PISTON PISTON

PILOT OIL
PASSAGE

PLUG

RETURN
SPRING DECAY ORIFICE
(OPTIONAL)

DRAIN DRAIN LOAD LOAD

PISTON PISTON
ORIFICE PLUG

MODULATION CLUTCH TO CLUTCH CLUTCH

REDUCTION SUPPLY PRESSURE TAP
VALVE RAIL

120

• Clutch pressure During a shift, the pressure of the clutch (or clutches) being released does
decreases at not immediately drop to zero. Instead, the clutch pressure decreases at a
controlled rate
controlled rate. Restricting the rate of clutch pressure decay helps to
maintain a positive torque at the transmission output shaft. This feature
minimizes the effects of tire and axle "unwinding" and permits smoother
shifts. An immediate drop in clutch pressure would permit a rapid
deceleration of the power train components that remain connected to the
differential during a shift.

• Decay orifice controls When a clutch is released, the chamber at the right (outer) end of the
rate of clutch pressure selector piston is opened to drain through the lower chamber in the rotary
decrease
selector spool. This condition permits the selector piston and load piston
to move to the right as shown. Clutch pressure starts to decrease, but
cannot drop to zero until the chamber between the load piston and the
selector piston is drained. The only way that oil can flow out of this
chamber is through the decay orifice which was uncovered when the
selector piston moved to the right. As the load piston springs force the oil
from the load piston chamber, the clutch pressure gradually decreases.
When the load piston has moved completely to the right, the clutch
pressure is zero.
STMG 722 - 150 -
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"D" STATION
CONVERTER DRIVE
SLUG BALL CHECK VALVE
LOAD PISTON SELECTOR PISTON

PASSAGE
FROM LOCKUP
SOLENOID

PLUG

RETURN
SPRING

DRAIN BLOCKING
DRAIN PLATE

MODULATION CLUTCH TO PRESSURE

REDUCTION SUPPLY TWO-STAGE TAP
VALVE RAIL RELIEF
VALVE

121

• "D" Station" in Shown is the "D" Station" in CONVERTER DRIVE. In CONVERTER

CONVERTER DRIVE DRIVE the lockup clutch solenoid is de-energized and there is no pilot oil
to the selector piston. The selector piston is all the way to the right in the
valve body and the load piston is all the way to the right in the selector
piston. The modulation reduction valve blocks the flow of oil to the two
stage relief valve.

• No load piston orifice The "D" Station does not have a load piston orifice or a load piston plug.
• No load piston plug Instead, a blocker plate is used to prevent oil from flowing between the
load piston and the selector piston. The load piston always moves with
the selector piston.
STMG 722 - 151 -
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"D" STATION
DIRECT DRIVE
SLUG BALL CHECK VALVE
LOAD PISTON SELECTOR PISTON

PASSAGE
FROM LOCKUP
SOLENOID

PLUG

RETURN
SPRING

DRAIN BLOCKING
DRAIN PLATE

CLUTCH
MODULATION SUPPLY TO PRESSURE
REDUCTION RAIL TWO-STAGE TAP
VALVE RELIEF
VALVE

122

• "D" Station" in Shown is the "D" Station" in DIRECT DRIVE. In DIRECT DRIVE the
DIRECT DRIVE lockup clutch solenoid is energized and pilot oil flows from the lockup
solenoid to the selector piston. Pilot oil moves the selector piston to the
left. The load piston spring is compressed and moves the reduction valve
spool to the left against the force of the return spring. This movement
opens the supply passage and allows pressure oil to flow to the two stage
relief valve. Pressure oil also opens the ball check valve and fills the
cavity to the right of the slug. Pressure in the slug cavity balances the
force of the load piston spring and the reduction valve to control the
pressure to the two stage relief valve.

Adding shims between the spring and the load piston will increase the
pressure to the two stage relief valve and will lower the DIRECT DRIVE
rail pressure.
STMG 722 - 152 -
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CLUTCH SHIFT CYCLE

PRESSURE
(PSI)

TRANSMISSION CONVERTER
CLUTCH SLIP CLUTCH SLIP

400
LOCKUP CLUTCH FINAL PRESSURE
300
TRANSMISSION CLUTCH FINAL PRESSURE
200
CLUTCH 2 LOCKUP CLUTCH
PRIMARY PRESSURE PRIMARY PRESSURE
100
LOCKUP CLUTCH
FILL PRESSURE AND TIME
0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 TIME
CLUTCH 2
FILL PRESSURE
AND TIME

CLUTCH 1 CLUTCH 2 CLUTCH 5 LOCKUP CLUTCH

123

• Shift cycle This graph shows the clutch pressures as the ground speed increases and
the transmission shifts from FIRST to SECOND gear. The lockup clutch
and clutch 1 are gradually released by the controlling effects of the decay
orifices. Clutch 2 fills and then the load piston orifice controls the
modulation of engagement. After clutch 2 has filled, the lockup clutch
solenoid is energized. The lockup clutch fills and modulates to final
pressure.

• Clutch overlap for There is some overlap between the decay of the clutch being released and
smooth shifts the clutch being engaged. This feature helps to minimize the unwinding
motion of the power train and provide smooth shifts.

Initial clutch engagement is the point where the operator can feel the
transmission engaging a gear (primary pressure). Complete clutch
engagement is the point where the clutch stops slipping and the
transmission is fully engaged. Clutch pressures continue higher to ensure
that the clutches do not slip. Clutch slip is the time between initial clutch
engagement (primary pressure) and complete clutch engagement.
STMG 722 - 153 -
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CLUTCH FILL AND MODULATION PROBLEMS

CLUTCH
PRESSURE

MAXIMUM PRESSURE
HIGH PRIMARY PRESSURE (CLUTCH RAIL PRESSURE)
HARSH SHIFT

FINAL CLUTCH
INITIAL CLUTCH ENGAGEMENT
ENGAGEMENT SLOW
(PRIMARY PRESSURE) MODULATION
EXCESSIVE SLIP
SHORT
FILL LOW PRIMARY
PRESSURE
EXCESSIVE SLIP

TIME
LONG
FILL

HIGH PRIMARY LOW PRIMARY SLOW

NORMAL PRESSURE PRESSURE MODULATION

124

• Three shift conditions: This graph shows the effects of the following conditions:
1. High primary
pressure 1. High primary pressure - Shorter fill and engagement times, which
cause harsh shifts. Maximum pressure is not affected because it is
2. Low primary
pressure controlled by the two stage relief valve (in direct drive).

3. Slow modulation
2. Low primary pressure - Longer fill and engagement times, which
cause the plates and discs to slip more before the engagement
pressure holds them together. Maximum clutch pressure might be
lower and may cause slippage during conditions of heavy loading.
3. Slow modulation - This also causes more slip, similar to the low
primary pressure. It can be caused by a partially plugged load
piston orifice or by wear in the valve station body, load piston or
selector piston. The maximum clutch pressure would continue to
be controlled by the clutch supply rail pressure.
STMG 722 - 154 -
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125

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

2. Transmission lube The transmission lube oil temperature sensor (2) provides an input signal
oil temperature to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
sensor
the signal to VIMS, which informs the operator of the temperature of the
transmission lube oil.

3. Transmission lube The transmission lube pressure relief valve is in the transmission case
oil pressure tap near the transmission hydraulic control valve (see Slide No. 114). The
relief valve limits the maximum pressure in the transmission lube circuit.
Transmission lube oil pressure can be measured at the tap (3).

At LOW IDLE, the transmission lube pressure should be 5 to 65 kPa

(.5 to 10 psi). At HIGH IDLE, the transmission lube pressure should be
160 ± 50 kPa (23 ± 7 psi).
STMG 722 - 155 -
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126

Transmission/Chassis Electronic Control System

• Transmission/Chassis Shown are the Electronic Control Modules (ECM's) installed in a

ECM (arrow) 793C (ATY) Update truck. The Transmission/Chassis Electronic Control
Module (ECM) (arrow) is located in the compartment at the rear of the
cab. The Transmission/ Chassis ECM used in the 793C Update trucks
controls the shifting of the transmission, torque converter lockup, the
hoist system, the neutral-start feature, transmission charge filter,
temperature monitoring, and the automatic lubrication feature. Because
of the added functionality of the control, it is now referred to as the
Transmission/ Chassis ECM.

• Transmission/Chassis The new control is a Multiple Application Control capable of 14 outputs

ECM (MAC 14). The Transmission/Chassis ECM does not have a diagnostic
- No diagnostic window like EPTC II. Diagnostic and programming functions must all be
window done with an Electronic Control Analyzer Programmer (ECAP) or a
- Diagnostics and laptop computer with the Electronic Technician (ET) software installed.
programming ET is the tool of choice because the Transmission/Chassis ECM can be
requires ECAP or ET reprogrammed with a "flash" file using the WinFlash application of ET.
ECAP cannot upload "flash" files.

• Transmission/Chassis The Transmission/Chassis ECM looks like the Engine ECM with two
ECM looks like Engine 40-pin connectors, but the Transmission/Chassis ECM does not have
ECM
fittings for cooling fluid. Also, there is no access plate for a personality
module.
STMG 722 - 156 -
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TRANSMISSION/CHASSIS ELECTRONIC CONTROL SYSTEM

INPUT COMPONENTS OUTPUT COMPONENTS

ECM LOCATION CAT DATA LINK
CODE
SHIFT LEVER ELECTRONIC SERVICE TOOL
POSITION SWITCH
TRANSMISSION GEAR ENGINE ECM
SWITCH
TRANSMISSION OUTPUT BRAKE ECM
SPEED SENSOR
CONVERTER OUTPUT
SPEED SENSOR VIMS
ENGINE OUTPUT
SPEED SENSOR
SERVICE/RETARDER
BRAKE UPSHIFT SOLENOID
PRESSURE SWITCH
PARKING/SECONDARY BRAKE
PRESSURE SWITCH DOWNSHIFT SOLENOID
BODY
POSITION SENSOR LOCKUP SOLENOID
KEY START SWITCH
LOW STEERING
PRESSURE SWITCH
BACK-UP ALARM
HOIST LEVER STARTER RELAY
POSITION SENSOR SOLENOID
HOIST SCREEN SWITCH AUTO LUBE SOLENOID
TRANSMISSION OIL
TEMP SENSOR
TRANSMISSION CHARGE BODY UP LAMP
FILTER SWITCH HOIST LOWER SOLENOID
TRANSMISSION LUBE
FILTER SWITCH
(NOT USED ON 793C) TORQUE CONVERTER HOIST RAISE SOLENOID
OIL TEMP SENSOR

127

• Transmission/Chassis The purpose of the Transmission/Chassis ECM is to determine the desired

ECM shifts the transmission gear and energize solenoids to shift the transmission up or
transmission
down as required based on information from both the operator and
electronically
machine.

• Shifts controlled by The Transmission/Chassis ECM receives information from various input
electrical signals components such as the shift lever switch, Transmission Output Speed
(TOS) sensor, transmission gear switch, body position sensor and the hoist
lever sensor.

Based on the input information, the Transmission/Chassis ECM

determines whether the transmission should upshift, downshift, engage
the lockup clutch or limit the transmission gear. These actions are
accomplished by sending signals to various output components.

• Transmission/Chassis Output components include the upshift, downshift and lockup solenoids,
ECM outputs the back-up alarm and others.
STMG 722 - 157 -
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• Benefits of electronic The Engine ECM, the Brake ECM (ARC and TCS), the VIMS and the
communication Transmission/Chassis ECM all communicate with each other through the
CAT Data Link. Communication between the electronic controls allows
the sensors of each system to be shared. Many additional benefits are
provided, such as Controlled Throttle Shifting (CTS). CTS occurs when
the Transmission/Chassis ECM tells the Engine ECM to reduce or
increase engine fuel during a shift to lower stress to the power train.

• Transmission/Chassis The Transmission/Chassis ECM is also used to control the hoist system
ECM used to control on the 793C Update trucks. The hoist lever sensor sends duty cycle input
hoist system
signals to the Transmission/Chassis ECM. Depending on the position of
the sensor and the corresponding duty cycle, one of the solenoids located
on the hoist valve is energized.

• Sensors moved from Many of the sensors and switches that provided input signals to the VIMS
VIMS to Transmission/ interface modules on earlier 793 trucks have been moved to provide input
Chassis ECM to the Transmission/Chassis ECM and the Brake ECM. Sensors and
switches that were in the VIMS and now provide input to the
Transmission/Chassis ECM are:
- Low steering pressure - Hoist Screen bypass
- Transmission oil temperature - Transmission charge filter bypass
- Torque converter oil temperature

The Electronic Control Analyzer Programmer (ECAP) and the Electronic

Technician (ET) Service Tools can be used to perform several diagnostic
and programming functions. Some of the diagnostic and programming
functions that the service tools can perform are:

• Service tool - Display real time status of input and output parameters
diagnostic and
- Display the internal clock hour reading
programming
functions - Display the number of occurrences (up to 127) and the hour reading
of the first and last occurrence for each logged diagnostic code and
event
- Display the definition for each logged diagnostic code and event
- Display load counters
- Display the lockup clutch engagement counter
- Display the transmission gear shift counter
- Program the top gear limit and the body up gear limit
- Enable or disable the hoist system
- Adjust the hoist LOWER speed
- Upload new Flash files (ET only)
STMG 722 - 158 -
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INSTRUCTOR NOTE: Some of the Transmission/Chassis ECM

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

• Component slide 127. ECM location code

numbers 128. Shift lever position switch
129. Transmission gear switch
130. Transmission output speed sensor
99. Converter output speed
203. Engine output speed sensor
131. Service/Retarder brake pressure switch
131. Parking/Secondary brake pressure switch
132. Body position sensor
40. Key start switch
142. Low steering pressure switch
162. Hoist lever position sensor
166. Hoist screen switch
125. Transmission oil temperature sensor
110. Transmission charge filter switch
N/A. Transmission lube filter switch (not used on 793C)
99. Torque converter oil temperature sensor
55. Electronic service tool
61. Engine ECM
201. Brake ECM
47. VIMS
129. Upshift solenoid
129. Downshift solenoid
129. Lockup solenoid
131. Back-up alarm relay
N/A. Starter solenoid (not shown)
N/A. Auto lube solenoid (grease) (not shown)
46. Body up dash lamp
168. Body lower solenoid
168. Body raise solenoid

• ECM location code The "ECM location code" is similar to the "harness code" designation
referred to on earlier electronic controls. The ECM location code consists
of three pins (J1-21, 22 and 38) in the ECM that can be either OPEN or
GROUNDED. The combination of OPEN or GROUNDED pins
determines which function the ECM will perform. For example, if pin
J1-22 is GROUNDED and pins J1-21 and J1-38 are OPEN, that ECM
will function as the Transmission/Chassis ECM. When connecting a
laptop with ET software, ET will also automatically show this ECM as
the Transmission/Chassis ECM. Pin J1-28 is also part of the ECM
location code. Pin J1-28 receives + Battery voltage to enable the location
code parameter.
STMG 722 - 159 -
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2
3

128

1. Shift lever switch The shift lever (also referred to as the "Cane" or "Gear Selector")
switch (1) is located inside the cab in the shift console and provides input
- Switch-type input
signals to the Transmission/Chassis ECM. The shift lever switch controls
the desired top gear selected by the operator. The shift lever switch inputs
consist of six wires. Five of the six wires provide codes to the
Transmission/Chassis ECM. Each code is unique for each position of the
shift lever switch. Each shift lever switch position results in two of the
five wires sending a ground signal to the Transmission/Chassis ECM.
The other three wires remain open (ungrounded). The pair of grounded
wires is unique for each shift lever position. The sixth wire is the
"Ground Verify" wire, which is normally grounded. The Ground Verify
wire is used to verify that the shift lever switch is connected to the
Transmission/Chassis ECM. The Ground Verify wire allows the
Transmission/Chassis ECM to distinguish between loss of the shift lever
switch signals and a condition in which the shift lever switch is between
detent positions.
• Shift lever switch To view the shift lever switch positions or diagnose problems with the
diagnostics switch, use the VIMS message center module or the status screen of the
ET service tool and observe the "Gear Lever" status. As the shift lever is
moved through the detent positions, the Gear Lever status should display
the corresponding lever position shown on the shift console.
2. Shift lever The position of the shift lever can be changed to obtain better alignment
adjustment nuts with the gear position numbers on the shift console by loosening the three
3. Shift lever switch nuts (2) and rotating the lever. The position of the shift lever switch is
adjustment screws also adjustable with the two screws (3).
STMG 722 - 160 -
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2 4

129

1. Transmission gear The transmission gear switch (1) provides input signals to the
switch Transmission/Chassis ECM. The transmission gear switch inputs (also
referred to as the "actual gear inputs") consist of six wires. Five of the six
- Switch type input wires provide codes to the Transmission/Chassis ECM. Each code is
unique for each position of the transmission gear switch. Each
transmission gear switch position results in two of the five wires sending
a ground signal to the Transmission/Chassis ECM. The other three wires
remain open (ungrounded). The pair of grounded wires is unique for each
gear position. The sixth wire is the "Ground Verify" wire, which is
normally grounded. The Ground Verify wire is used to verify that the
transmission gear switch is connected to the Transmission/Chassis ECM.
The Ground Verify wire allows the Transmission/Chassis ECM to
distinguish between loss of the transmission gear switch signals and a
condition in which the transmission gear switch is between gear detent
positions.
Earlier transmission gear switches use a wiper contact assembly that does
not require a power supply to Pin 4 of the switch. Current transmission
gear switches are Hall-Effect type switches. A power supply is required
to power the switch. A small magnet passes over the Hall cells, which
then provide a non-contact position switching capability. The Hall-Effect
type switch uses the same 24-Volt power supply used to power the
Transmission/Chassis ECM.
2. Upshift solenoid The solenoid outputs provide + Battery voltage to the upshift solenoid (2),
3. Downshift solenoid the downshift solenoid (3) or the lockup solenoid (4) based on the input
information from the operator and the machine. The solenoids are
4. Lockup solenoid energized until the transmission actual gear switch signals the
Transmission/Chassis ECM that a new gear position has been reached.
STMG 722 - 161 -
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130

• TOS sensor (arrow) The Transmission Output Speed (TOS) sensor (arrow) is located on the
transfer gear housing on the input side of the transmission. Although the
sensor is physically located near the input end of the transmission, the
sensor is measuring the speed of the transmission output shaft. The
sensor is a Hall-Effect type sensor. Therefore, a power supply is required
to power the sensor. The sensor receives 10 Volts from the
Transmission/Chassis ECM. The sensor output is a square wave signal of
approximately 10 Volts amplitude. The frequency in Hz of the square
wave is exactly equal to twice the output shaft rpm. The signal from this
sensor is used for automatic shifting of the transmission. The signal is
also used to drive the speedometer and as an input to other electronic
controls.
• 8T5200 Signal An 8T5200 Signal Generator/Counter can be used to shift the
Generator/Counter transmission during diagnostic tests. Disconnect the harness from the
lockup solenoid and the speed sensor and attach the Signal Generator to
the speed sensor harness. Depress the ON and HI frequency buttons.
Start the engine and move the shift lever to the highest gear position.
Rotate the frequency dial to increase the ground speed and the
transmission will shift.
NOTE: A 196-1900 adapter is required to increase the frequency
potential from the signal generator when connecting to the ECM's
used on these trucks.
When using the signal generator, the lockup clutch will not engage
above SECOND GEAR because the Engine Output Speed (EOS) and
the Converter Output Speed (COS) verification speeds will not be
correct for the corresponding ground speed signal.
STMG 722 - 162 -
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2 4

131

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

brake switch
behind the cab. The switch is normally closed and opens when
service/retarder brake air pressure is applied. The switch has three
• Service/retarder
brakes engaged: functions for the Transmission/Chassis ECM:
- Raises shift points
- Signals the Transmission/Chassis ECM to use elevated shift points,
which provides increased engine speed during downhill retarding for
- Cancels CTS increased oil flow to the brake cooling circuit.
- Eliminates anti-hunt - Cancels Control Throttle Shifting (CTS).
timer
- Signals the Transmission/Chassis ECM to override the anti-hunt
timer.

• Anti-hunt timer
Rapid upshifting and downshifting is always allowed. The anti-hunt
timer prevents a rapid upshift-downshift sequence or a rapid downshift-
upshift sequence (transmission hunting). The timer is active during
normal operation. It is overridden when either the service/retarder or
parking/secondary brakes are engaged.

• Diagnostic codes A diagnostic code is stored if the Transmission/Chassis ECM does not
receive a closed (ground) signal from the switch within seven hours of
operation time or an open signal from the switch within two hours of
operation time.

• Service/retarder The Traction Control System (TCS) also uses the service/retarder brake
switch used as TCS switch as an input through the CAT Data Link (see Slide No. 205).
input
STMG 722 - 163 -
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2. Parking/secondary The parking/secondary brake switch (2) is in the parking/secondary brake

brake switch air pressure line. The normally open switch is closed during the
location
application of air pressure. The purpose of the switch is to signal the
• Parking/secondary Transmission/Chassis ECM when the parking/ secondary brakes are
brakes engaged: engaged. Since the parking/secondary brakes are spring applied and
- Eliminates anti-hunt pressure released, the parking/secondary brake switch is closed when the
timer brakes are not applied and opens when the brakes are applied. This signal
- Cancels CTS is used to override the anti-hunt timer, sense when the machine is parked
and cancel the CTS function.
- Signals parked
machine
A diagnostic code is stored if the Transmission/Chassis ECM does not
• Diagnostic codes receive a closed (ground) signal from the switch within seven hours of
operation time or an open signal from the switch within one hour of
operation time.

3. Relays can be ECM Many relays (3) are located behind the cab. Some of these relays receive
output components output signals from the Transmission/Chassis ECM and the relays turn on
the desired function. The back-up alarm relay is one of the
Transmission/Chassis ECM output components located behind the cab.
When the operator moves the shift lever to REVERSE, the Transmission/
Chassis ECM provides a signal to the back-up alarm relay, which turns
ON the back-up alarm.

4. System air pressure The system air pressure sensor (4) and the brake light switch (5) are also
sensor located in the compartment behind the cab. The low air pressure sensor
5. Brake light switch provides an input signal to the Brake ECM. The Brake ECM sends the
signal to the VIMS, which informs the operator of the system air pressure
condition.
STMG 722 - 164 -
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132

1. Body position The body position sensor (1) is located on the frame near the left body
sensor pivot pin. A rod assembly (2) is connected between the sensor and the
2. Body position rod body. When the body is raised, the rod rotates the sensor, which changes
assembly the Pulse Width Modulated (PWM) signal that is sent to the
• Body position sensor Transmission/Chassis ECM. The length of the rod between the sensor
rod adjustment and the body should be adjusted to the following dimension (center to
center of the rod ends):
360 ± 3 mm (14.17 ± .12 in.)
• Body position sensor After the rod has been adjusted, a calibration should be performed. The
calibration body position sensor is calibrated by the Transmission/Chassis ECM
when the following conditions occur:
- Engine is running
- Hoist output is in FLOAT or LOWER
- No ground speed is present for one minute
- Body position sensor duty cycle output is stable for 23 seconds
(body is down)
- Body position is different than previous calibration
- Duty cycle output from the sensor is between 3% and 30%
Use the VIMS display to view the body position. When the body is
down, the VIMS should display zero degrees. If the position is greater
than zero degrees, the sensor rod may have to be adjusted.
STMG 722 - 165 -
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• Body position sensor The body position signal is used for several purposes.
uses - Body up gear limiting
- Hoist snubbing
- Signals a new load count (after 10 seconds in RAISE position)
- Lights the body up dash lamp
- Allows the VIMS to provide body up warnings
• Body up gear limit The body position sensor signal is used to limit the top gear into which
the transmission will shift when the body is UP. The body up gear limit
value is programmable from FIRST to THIRD gear using the ECAP or
ET service tool. The Transmission/Chassis ECM comes from the factory
with this value set to FIRST gear. When driving away from a dump site,
the transmission will not shift past the programmed gear until the body is
down. If the transmission is already above the limit gear when the body
goes up, no limiting action will take place.
• Hoist SNUB control The body position sensor signal is also used to control the SNUB position
of the hoist control valve. When the body is being lowered, the
Transmission/Chassis ECM signals the hoist LOWER solenoid to move
the hoist valve spool to the SNUB position. In the SNUB position, the
body float speed is reduced to prevent the body from making hard contact
with the frame.
• Body up warnings The body position sensor signal is used to provide warnings to the
operator when the truck is moving with the body UP. The faster the
ground speed, the more serious the warning.
• Body position sensor The body position sensor receives + Battery Voltage (24 Volts) from the
receives 24 Volts Chassis ECM. To check the supply voltage to the sensor, connect a
multimeter between Pins A and B of the buffer connector (between buffer
and ECM). Set the meter to read "DC Volts."
• Body position sensor The body position sensor output signal is a Pulse Width Modulated
signal to ECM is PWM (PWM) signal that varies with the body position. To check the output
signal of the body position sensor, disconnect the rod and connect a
multimeter between Pins B and C of the buffer connector (between buffer
and ECM). Set the meter to read "Duty Cycle." The duty cycle output of
the body position sensor should change smoothly between 3% and 98%
when rotated. The duty cycle should be low when the body is DOWN
and high when the body is UP.
• Body position sensor If measurements are taken at the connector between the buffer and the
output is resistance body position sensor, the supply voltage between Pins A and B will be
approximately 7 Volts. The output from the sensor is a change in
resistance. Disconnect the sensor connector and connect a multimeter
between Pins B and C. Set the meter to read "Ohms." The resistance
output of the body position sensor should change smoothly between 0 and
5000 Ohm's when rotated. The resistance should be low when the body is
UP and high when the body is DOWN. The resistance between Pins A
and B will be approximately 5000 Ohm's.
STMG 722 - 166 -
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TRANSMISSION/CHASSIS ECM
SYSTEMS CONTROLLED BY ECM
• Transmission Shifting
• Top Gear Limit
• Reverse Inhibitor
• Starter Protection
• Neutral Start
• Shift Counter
• Load Counter
• Back-up Alarm
• Anti-Hunt
• Auto Lube (Grease)
• Torque Converter Lockup
• Body Up Gear Limit
• Body Hoist Control
• Engine Oil Pre-Lubrication
• Fail In Gear Protection
• Control Throttle Shifting (CTS)
• Directional Shift Management
• Neutral Coast Inhibiting
• Engine Overspeed Protection

133

Besides controlling the Transmission Shifting and Torque Converter

Lockup, the Transmission/Chassis ECM also controls other functions such
as Engine Overspeed Protection, Control Throttle Shifting (CTS),
Directional Shift Management, Top Gear Limit and Fail In Gear
Protection.

- Top Gear Limit Top Gear Limit: The top gear limit is FIELD programmable from
THIRD to SIXTH by use of the ET or ECAP service tool. The
Transmission/Chassis ECM comes from the factory set to the maximum
gear available (SIXTH GEAR). The transmission will NEVER shift to a
gear above the programmed top gear.

- Body Up Gear Limit Body Up Gear Limit: (see Slide No. 132)

- Reverse Inhibitor Reverse Inhibitor: (see Slide No. 36)

- Body Hoist Control Body Hoist Control: (see Hoist System)

STMG 722 - 167 -
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- Starter Protection Starter Protection:

- The Transmission/Chassis ECM will only energize the Starter Relay
if engine speed is 0 rpm.
- The starter is disengaged when engine rpm is greater than 300 rpm.
- If system voltage is greater than 36 volts, which is possible during
abusive jump-starting situations, the start output will not be
energized in order to protect the machine starting circuit.

- Engine Oil Pre- Engine Oil Pre-Lubrication: (see Slide No. 69)
Lubrication
- Neutral Start Neutral Start: The Engine Start function is controlled by the Engine
ECM and the Transmission/Chassis ECM. The Engine ECM provides a
signal to the Transmission/Chassis ECM regarding the engine speed and
the condition of the engine pre-lubrication system. The
Transmission/Chassis ECM will energize the starter relay only when:
- The shift lever is in NEUTRAL.
- The engine speed is 0 rpm.
- The engine pre-lubrication cycle is complete or turned OFF.

- Fail In Gear Fail In Gear Protection: Prevents shifts to a gear that is not appropriate
Protection for the current ground speed (engine overspeed protection). If the
Transmission/Chassis ECM loses the ground speed, shift lever switch or
actual gear switch signals, the ECM will not energize the upshift or
downshift solenoids and will de-energize the lockup solenoid. This will
keep the transmission in the current gear and in CONVERTER DRIVE.
If the signals return, the ECM will shift the transmission to the correct
gear for the current ground speed.

- Shift Counter Shift Counter: A complete histogram of all shift events can be accessed
with the ECAP or ET service tool. To log an additional count, the
transmission gear switch position must change and hold the new position
for .5 seconds. Shift counter information can be used to predict upcoming
transmission or torque converter lockup clutch service. The control will
log a maximum of 1.2 million counts for each transmission gear position.
The control will log a maximum of 12 million counts for the torque
converter lockup clutch counter.
STMG 722 - 168 -
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- Control Throttle Control Throttle Shifting (CTS): Controlled throttle shifting is used to
Shifting (CTS) smooth shifting and reduce driveline stress during all automatic
transmission shifts. The Transmission/Chassis ECM sends a signal to the
Engine ECM through the CAT Data Link during each transmission shift
to reduce or increase the fuel flow, which reduces the torque during a
shift.

During automatic upshifts, the Transmission/Chassis ECM sends a signal

to the Engine ECM to momentarily set the "Desired Engine Speed" to
1500 rpm.

During automatic downshifts, the Transmission/Chassis ECM sends a

signal to the Engine ECM to momentarily set the "Desired Engine Speed"
to 1700 rpm.

CTS is cancelled if either the service/retarder or parking/secondary brakes

are engaged.

- Directional Shift Directional Shift Management: Directional shift management is used to

Management reduce driveline stress during directional shifts. The Transmission/
Chassis ECM sends a signal to the Engine ECM during directional shifts
to reduce the fuel flow, which reduces the torque during a shift.

If engine speed is greater than 1350 RPM when the operator shifts out of,
into, or through NEUTRAL, the Transmission/ Chassis ECM sends a
command for the "Desired Engine Speed" to be briefly set to LOW
IDLE. The Engine ECM briefly disregards the operator throttle, and tries
to slow the engine down for the duration of the shift.

- Load Counter Load Counter:

Resettable Load Count: The Transmission/Chassis ECM will log a
Resettable Load Count. The number of loads since last re-set by
using the ET or ECAP service tool can be viewed. The number of
loads is calculated as equal to the number of times the body has been
raised. The Body is considered RAISED if the Body Position Sensor
is in the RAISED position for more than 10 seconds.

Permanent Load Count: The Transmission/Chassis ECM will log a

Permanent Load Count. The permanent load count cannot be re-set.
The total number of loads accumulated since the machine was put into
production can be viewed using the ET or ECAP service tool.
STMG 722 - 169 -
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- Back-up Alarm Back-up Alarm: (see Slide No. 131)

- Neutral Coast Neutral Coast Inhibiting: When the transmission is in gear and the shift
Inhibiting lever is placed in NEUTRAL, the machine will remain in gear until the
machine travel speed has been reduced to 8 km/h (5 mph). At 8 km/h
(5 mph) the Transmission/Chassis ECM will shift the transmission to
NEUTRAL. Keeping the transmission in gear above 8 km/h (5 mph) will
discourage high-speed coasting in NEUTRAL. High-speed coasting in
NEUTRAL can reduce transmission life. This function does not prevent
coasting in NEUTRAL, but makes it more difficult. The operator CAN
COAST in NEUTRAL if he starts down a hill in NEUTRAL and travel
speed is below 8 km/h (5 mph). If the operator does coast in NEUTRAL,
at speeds above 12 mph, engine speed will increase to 1300 rpm and an
event will be logged by the Transmission/Chassis ECM as "Coasting In
Neutral". This information can be reviewed using the ECAP or ET
Service Tool.

Shifts to REVERSE from a Forward Gear are inhibited until travel speed
is below 4.8 km/h (3 mph).

- Anti-Hunt Anti-Hunt: During normal shifting, the ECM does not allow a
turnaround shift for 2.3 seconds after a shift occurs. A turnaround shift is
an opposite shift from the previous shift. For example, a downshift is
prevented for 2.3 seconds after an upshift and an upshift is prevented for
2.3 seconds after a downshift. This turnaround time delay allows
conditions to stabilize before an opposite shift. The delay prevents
hunting between gears.

The ECM overrides the turnaround time delay when the operator applies
the brakes. Downshifts now occur immediately as a result of the
decreasing transmission output speed. This function is provided in case
the operator is required to make a sudden stop.

The service/retarder brakes also provide elevated shift points in order to

increase brake cooling.

- Engine Overspeed Engine Overspeed Protection: If the engine speed (based on machine
Protection travel speed and gear) increases to a pre-determined level which warrants
action, the Transmission/Chassis ECM will upshift the transmission ONE
gear position past the operator's selection to protect the engine from
overspeed. If the transmission is already in the top gear, the
Transmission/Chassis ECM will shift the torque converter into
CONVERTER DRIVE.

- Auto Lube (grease) Auto Lube (grease): (see Slides No. 10 and 28)
STMG 722 - 170 -
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TRANSMISSION/CHASSIS ECM
LOGGED EVENTS

• Coasting In Neutral
• Transmission Abuse

134

• Coasting In Neutral Coasting In Neutral: If the operator coasts in NEUTRAL at speeds

above 19.3 km/h (12 mph), engine speed will increase to 1300 rpm and an
event will be logged by the Transmission/Chassis ECM as a "Coasting in
Neutral" event.

• Transmission Abuse Transmission Abuse: If engine speed is greater than 1350 RPM when
the operator shifts out of, into, or through NEUTRAL, the Transmission/
Chassis ECM sends a command for the "Desired Engine Speed" to be
briefly set to LOW IDLE. The Engine ECM briefly disregards the
operator throttle, and tries to slow the engine down for the duration of the
shift.

If engine speed is greater than 1500 RPM when the operator shifts out of,
into, or through NEUTRAL, then the Transmission/Chassis ECM records
a transmission abuse event. In this case, the engine speed was so high,
that the brief override of the throttle will not be sufficient to prevent this
shift from being abusive. In other words, the engine speed is too high for
the engine control to be able to bring it to non-abusive levels before the
shift completes.
STMG 722 - 171 -
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REAR AXLE
OIL COOLING AND FILTER SYSTEM
OIL COOLER OIL
FILTER

TEMPERATURE AND
FLOW CONTROL VALVE

TEMPERATURE/
PRESSURE
CONTROL VALVE

DIFFERENTIAL
OIL PUMP

REAR AXLE SUCTION

SCREEN

135

Rear Axle Oil Cooling and Filter System

• Rear axle oil cooling Shown is a schematic of the rear axle oil cooling and filter system. The
and filter system differential oil pump pulls oil from the bottom of the rear axle housing
through a suction screen. Oil flows from the pump through a temperature
and flow control valve located on top of the differential housing.

• Temperature and
pressure control valve
The temperature and pressure control valve, which is part of the
temperature and flow control valve, prevents high oil pressure when the
rear axle oil is cold. When the oil temperature is below 43°C (110°F), the
valve is OPEN and allows oil to flow to the rear axle housing. When the
oil temperature is above 43°C (110°F), the valve is CLOSED and all the
oil flows through the differential oil filter and the oil cooler (if equipped)
to a flow control valve, which is also part of the temperature and flow
control valve.
STMG 722 - 172 -
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• Temperature and The temperature and pressure control valve is also the system main relief
pressure control valve valve. If the pressure exceeds 690 kPa (100 psi), the temperature and
is main relief
pressure control valve will open to prevent high oil pressure to the rear
axle oil filter.

• Flow control valve The flow control valve distributes the oil flow to the rear wheel bearings
prevents overfilling and the differential bearings. At high ground speeds, excess oil flow is
wheel bearing diverted to the axle housing to prevent overfilling the wheel bearing and
compartment
final drive compartments.
STMG 722 - 173 -
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3 1

4
2

136

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

2. Rear axle suction The rear axle pump pulls oil from the bottom of the rear axle housing
screen through a suction screen (2). Oil flows from the pump through a
temperature and flow control valve located on top of the differential
housing to a filter mounted on the rear of the axle housing. Oil then flows
from the filter back to the valve located on top of the differential housing.
Oil then flows from the valve to the rear wheel bearings and the
differential bearings.

3. Differential bearing Oil flows through tubes (3) to the differential bearings.
oil tubes
4. Fiberglass shroud The fiberglass shroud (4) reduces the temperature of the rear axle oil on
long hauls by reducing the oil being splashed by the bevel gear.
STMG 722 - 174 -
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4
2

137

1. Pump supply hose to Oil flows from the pump through the large hose (1) to the rear axle
flow control valve temperature and flow control valve (2). A differential oil temperature
sensor (3) and pressure sensor (4) are located on the temperature and flow
2. Rear axle
temperature and flow control valve. The sensors provide input signals to the Brake ECM. The
control valve Brake ECM sends the signals to the VIMS, which informs the operator if
there is a problem in the rear axle cooling system.
3. Differential oil
temperature sensor The differential temperature sensor input signal is used to warn the
operator of a high rear axle oil temperature condition or to turn on the
4. Differential oil attachment rear axle cooling fan (if equipped).
pressure sensor
The differential oil pressure sensor input signal is used to warn the
operator of a HIGH or LOW rear axle oil pressure condition.
• Differential warnings A LOW oil pressure warning is provided if the pressure is below
35 kPa (5 psi) when the differential oil temperature is above 52°C
(125°F) and the ground speed is higher than 24 km/h (15 mph).
A HIGH oil pressure warning is provided if the pressure is above 690 kPa
(100 psi) when the differential oil temperature is above 52°C (125°F).
STMG 722 - 175 -
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The temperature and pressure control valve (2) prevents high oil pressure
when the rear axle oil is cold. When the oil temperature is below 43°C
(110°F), the valve is OPEN and allows oil to flow to the rear axle
housing. When the oil temperature is above 43°C (110°F), the valve is
CLOSED and all the oil flows through the filter to a flow control valve
located in the temperature and flow control valve. The temperature and
pressure control valve is also the system main relief valve. If the pressure
exceeds 690 kPa (100 psi), the temperature and pressure control valve
will open to prevent high oil pressure to the rear axle oil filter.
The flow control valve distributes the oil flow to the rear wheel bearings
and the differential bearings.
5. Differential bearing Oil flows from the temperature and flow control valve to the differential
oil supply hose oil filter mounted on the rear of the axle housing. Oil then flows from the
filter back to the temperature and flow control valve. Some of the oil that
flows from the temperature and flow control valve flows through the
small supply hose (5) to the differential bearings.
STMG 722
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1. Differential oil filter
bypass switch
2. Rear axle oil level
switches
• Differential oil filter
service information
3. Differential carrier
thrust pin cover
- 176 -
3 2
138
The differential oil filter bypass switch (1) and the two rear axle oil level
switches (2) (one behind differential filter) provide input signals to the
Brake ECM. The Brake ECM sends signals to the VIMS.
The differential oil filter bypass switch signal is used to warn the operator
when the differential oil filter is restricted.
The rear axle oil level switch input signals are used to warn the operator
when the rear axle oil level is LOW.
When the truck is initially put into operation, a 1R0719 (40 micron) filter
is installed. This filter removes the rust inhibitor used during
manufacturing. The 40 micron filter should be changed after the first
50 hours of operation and replaced with a 4T3131 (13 micron) filter. The
13 micron filter should be changed every 500 hours.
A differential carrier thrust pin is located behind the small cover (3). The
thrust pin prevents movement of the differential carrier during high thrust
load conditions.
STMG 722 - 177 -
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FIRST REDUCTION SECOND REDUCTION SECOND REDUCTION

RING GEAR RING GEAR CARRIER

SECOND REDUCTION
PLANETARY GEAR

SECOND REDUCTION
FINAL DRIVE SUN GEAR

FIRST REDUCTION
SUN GEAR

FIRST REDUCTION
CARRIER

FIRST REDUCTION
PLANETARY GEAR

139

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

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

The wheel assembly rotates much slower than the axle shaft but with
increased torque.
STMG 722 - 178 -
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STEERING
793C

140

STEERING SYSTEM

• Steering hydraulically This section of the presentation explains the operation of the steering
operated system. As on other Caterpillar Off-highway Trucks, the steering system
uses hydraulic force to change the direction of the front wheels. The
system has no mechanical connection between the steering wheel and the
steering cylinders.
• Secondary steering If the oil flow is interrupted while the truck is moving, the system
uses accumulators incorporates a secondary steering system. Secondary steering is
accomplished by accumulators which supply oil flow to maintain steering.
STMG 722
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7
• Steering tank
1. Upper sight gauge
2. Lower sight gauge
3. Pressure release
button
4. Case drain filter
5. Main steering filter
- 179 -
3
5
4 1
2
141
The steering tank is located on the right platform. Two sight gauges are
on the side of the tank. When the engine is shut off and the oil is cold, the
oil should be visible between the FULL and ADD OIL markings of the
upper sight gauge (l). When the engine is running and the accumulators
are fully charged, the oil level should not be below the ENGINE
RUNNING marking of the lower sight gauge (2). If the ENGINE
RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in
the accumulators and will reduce the secondary steering capacity.
A combination vacuum breaker/pressure relief valve is used to limit the
tank pressure. Before removing the fill cap, be sure that the engine was
shut off with the key start switch and the oil has returned to the tank from
the accumulators. Depress the pressure release button (3) on the breather
to vent any remaining pressure from the tank.
Supply oil for the steering system is provided by a piston-type pump.
Case drain oil from the pump returns to the tank through the filter (4).
The remaining steering system oil returns to the tank through the main
steering filter (5). Both filters are equipped with bypass valves to protect
the system if the filters are restricted or during cold oil start-up.
STMG 722 - 180 -
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6. APU supplemental If the steering pump fails or if the engine cannot be started, the
steering connector connector (6) is used to attach an Auxiliary Power Unit (APU). The APU
will provide supply oil from the steering tank at the connector (6) to
charge the steering accumulators. Steering capability is then available to
tow the truck.

7. Steering oil The steering oil temperature sensor (7) provides an input signal to the
temperature sensor VIMS, which informs the operator of the steering system oil temperature.
If the steering oil temperature exceeds 108 °C (226 °F), the operator will
receive a warning on the VIMS display (STRG OIL TEMP HI).

INSTRUCTOR NOTE: For more detailed information on servicing

the steering accumulators, refer to the Special Instruction "Repair of
4T8719 Bladder Accumulator Group" (Form SEHS8757). For more
information on using the APU, refer to the Special Instructions
"Using 1U5000 Auxiliary Power Unit (APU)" (Form SEHS8715) and
"Using the 1U5525 Attachment Group" (Form SEHS8880).
STMG 722 - 181 -
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6
5

1 7

4
2
3

142

1. Steering pump The 793C Update truck is equipped with a load sensing, pressure
compensated, piston-type pump (1). The steering pump is mounted to the
pump drive. The pump drive is located on the inside of the right frame
rail near the torque converter.

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

• CUT-OUT pressure The steering pump will produce flow at high pressure until the steering
accumulators are charged with oil and the pressure increases to
21400 ± 345 kPa (3100 ± 50 psi). This pressure is referred to as the CUT-
• LOW PRESSURE OUT pressure. When the CUT-OUT pressure is reached, the accumulator
STANDBY charging valve drains the load sensing signal pressure to the pump load
3. Load sensing signal sensing controller through hose (3), and the pump destrokes to the LOW
hose PRESSURE STANDBY condition. During LOW PRESSURE
STANDBY, the pump pressure should be between 2070 and 3620 kPa
(300 and 525 psi).
4. LOW PRESSURE The LOW PRESSURE STANDBY setting is adjusted by changing the
STANDBY spring tension on the flow compensator spool with screw (4).
adjustment screw
STMG 722 - 182 -
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• CUT-IN pressure The pump operates at minimum swashplate angle to supply oil for
lubrication and leakage. Because of the normal leakage in the steering
system and Hand Metering Unit (HMU) "thermal bleed", the pressure in
the accumulators will gradually decrease to 19200 ± 315 kPa
(2785 ± 45 psi). This pressure is referred to as the CUT-IN pressure.
When the pressure in the accumulators decreases to the CUT-IN pressure,
the accumulator charging valve blocks the load sensing signal line to the
load sensing controller from returning to the tank, and the pump upstrokes
to maximum displacement (full flow).

5. LOW PRESSURE A pressure tap (5) is located on the pump pressure switch manifold. If
STANDBY pressure steering pump supply pressure is measured at this tap during LOW
tap PRESSURE STANDBY, a gauge acceptable for testing maximum
steering system pressure must be used to avoid damaging the gauge when
the steering pump upstrokes to provide maximum oil flow.
6. Low steering Two pressure switches monitor the condition of the steering system. One
pressure switch switch (6) monitors the output of the steering pump. This switch
monitors pump supply pressure during LOW PRESSURE STANDBY.
The VIMS refers to this switch as the "low steering pressure" switch.
• High steering The other steering pressure switch is mounted on the bottom of one of the
pressure switch steering accumulators (see Slide No. 157). This switch monitors the
steering system accumulator pressure. The VIMS refers to this switch as
the "high steering pressure" switch.
• Steering pressure The low steering pressure switch sends input signals to the
warning only above Transmission/Chassis ECM. The high steering pressure switch sends
8 km/h (5 mph)
input signals to the VIMS. VIMS informs the operator of the condition of
the steering system. A steering system warning is only displayed if the
ground speed is above 8 km/h (5 mph) or the actual gear switch is not in
NEUTRAL.
• High pressure cutoff The high pressure cutoff valve is part of the load sensing controller
valve mounted on the steering pump. The high pressure cutoff valve is set
higher than the cut-out setting of the accumulator charging valve. The
high pressure cutoff valve protects the steering system if the cut-out valve
fails to limit the steering system pressure. The high pressure cutoff
setting is 23100 ± 345 kPa (3350 ± 50 psi).

7. High pressure cutoff The high pressure cutoff setting is adjusted by changing the spring tension
adjustment screw with screw (7).
STMG 722 - 183 -
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3
1 4

2
5

143

1. Check valve Steering pump supply oil flows through a check valve (1) to the solenoid
2. Solenoid and relief and relief valve manifold (2). The solenoid and relief valve manifold
valve manifold connects the steering pump to the accumulator charging valve (3), the
accumulators and the steering control valve (4). The solenoid and relief
3. Accumulator
charging valve valve manifold also provides a path to drain for the steering oil.
4. Steering control
When checking the steering system CUT-OUT and CUT-IN pressures, a
valve
gauge can be connected at the pressure tap (5).
5. Steering system
pressure tap
Steering system oil samples can be taken at the steering system Scheduled
6. Steering system Oil Sampling (S•O•S) tap (6).
S•O•S tap
STMG 722 - 184 -
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3 2

144

1. Accumulator Shown is a closer view of the accumulator charging valve (1). Steering
charging valve system CUT-OUT pressure is adjusted at the valve (2). Steering system
2. CUT-OUT pressure CUT-IN pressure is adjusted at the valve (3).
valve
3. CUT-IN pressure Steering pump supply pressure increases until the accumulator pressure
valve acting on the accumulator charging valve shifts the cut-out and cut-in
pressure valves. Together, the cut-out and cut-in pressure valves reduce
the Load Sensing (LS) signal pressure (feedback pressure) to slightly
above tank pressure. The pump is destroked to LOW PRESSURE
STANDBY (CUT-OUT).

When the pressure in the accumulators decreases, the cut-in and cut-out
pressure valves shift again and block the load sensing signal pressure
from the tank. The pump load sensing signal pressure becomes equal to
pump pressure, and the steering pump returns to the FULL FLOW
position (CUT-IN).

4. Pump supply screen A screen (4) is located in the pump supply line to the accumulator
charging valve.
STMG 722 - 185 -
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STEERING PUMP
DURING CHARGING (CUT-IN)

CUT-OUT FROM ACCUMULATORS

VALVE

CUT-IN
VALVE

ACCUMULATOR
CHARGING VALVE
TO ACCUMULATORS

HIGH PRESSURE PUMP OUTPUT

CUTOFF

LOW PRESSURE ACTUATOR PISTON

STANDBY

LOAD SENSING
PRESSURE

FLOW
COMPENSATOR
LOAD SENSING
CONTROLLER

SWASHPLATE
PISTON

145

• Steering pump After the engine is started, pressure increases in the steering accumulators.
operation The pump load sensing controller is spring biased to vent the actuator
• Actuator piston piston pressure to drain. Venting pressure from the load sensing controller
drained during and the actuator piston positions the spring biased swashplate to
maximum flow maximum displacement (full flow).

As pressure increases in the accumulators, pump supply pressure is sensed

in the accumulator charging valve and on both ends of the flow
compensator. When pressure is present on both ends of the flow
compensator, the swashplate is kept at maximum angle by the force of the
spring in the pump housing and pump discharge pressure on the
swashplate piston. The pistons travel in and out of the barrel and
maximum flow is provided through the outlet port. Since the pump is
driven by the engine, engine rpm also affects pump output.

NOTE: Because the signal lines are sensing pump supply pressure
and not a "load" pressure, the steering system does not operate the
same as other load sensing systems with a margin pressure.
STMG 722 - 186 -
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STEERING PUMP
LOW PRESSURE STANDBY (CUT-OUT)

CUT-OUT FROM ACCUMULATORS

VALVE

CUT-IN
VALVE

ACCUMULATOR
CHARGING
VALVE TO ACCUMULATORS

HIGH PRESSURE PUMP OUTPUT

CUTOFF
ACTUATOR
LOW PRESSURE PISTON
STANDBY

LOAD SENSING
PRESSURE

FLOW
COMPENSATOR

LOAD SENSING
CONTROLLER

SWASHPLATE
PISTON

146

• Accumulator charging Pump supply pressure will increase until the accumulator pressure acting
valve shifts on the accumulator charging valve shifts the cut-out and cut-in valves, and
• Signal pressure the load sensing signal pressure is reduced to slightly above tank pressure.
decreases The cut-out and cut-in valves shift when the pump outlet pressure is
approximately 21400 ± 345 kPa (3100 ± 50 psi) at LOW IDLE.

• Pump at LOW Pump oil at LOW PRESSURE STANDBY flows past the lower end of the
PRESSURE STANDBY displaced flow compensator spool to the actuator piston. The actuator
piston has a larger surface area than the swashplate piston. The oil
pressure at the actuator piston overcomes the spring force of the
swashplate piston and moves the swashplate to destroke the pump. The
pump is then at LOW PRESSURE STANDBY (CUT-OUT). Pump output
pressure is equal to the setting of the flow compensator. The LOW
PRESSURE STANDBY setting is between 2070 and 3620 kPa
(300 and 525 psi).
STMG 722 - 187 -
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In the NEUTRAL or NO STEER position, demand for oil from the

accumulators is low. The pump operates at minimum swashplate angle to
supply oil for lubrication, leakage and HMU "thermal bleed." Because of
the normal leakage in the steering system, the pressure in the
accumulators will gradually decrease to 19200 ± 315 kPa (2785 ± 45 psi).

• Accumulator pressure When the pressure in the accumulators decreases to 19200 ± 315 kPa
decreases (2785 ± 45 psi), the accumulator charging valve cut-in and cut-out valves
• Cut-in and cut-out shift and block the load sensing signal line pressure from the tank. Pump
valves shift oil pressurizes the load sensing signal line. The load sensing signal shifts
the flow compensator spool and drains the actuator piston. Draining the
• Pump returns to full
flow actuator piston positions the spring biased swashplate to maximum
displacement and full flow (CUT-IN).

• Cycle time between At LOW lDLE in the NEUTRAL or NO STEER position, the pump will
CUT-OUT and CUT-IN cycle between the cut-out and cut-in conditions in intervals of 30 seconds
is 30 seconds or more or more. Connecting a pressure gauge to the pressure tap below the
steering control valve will indicate these steering system pressures. If the
pump pressure cycles in less than 30 seconds, leakage exists in the system
and must be corrected. Typical sources of leakage can be the accumulator
bleed down solenoid or the back-up relief valve located on the solenoid
and relief valve manifold.

• High pressure cutoff If the accumulator charging pressure cannot be adjusted within
valve specifications, an adjustment of the high pressure cutoff valve may be
required. The high pressure cutoff valve is part of the load sensing
controller mounted on the steering pump. The high pressure cutoff valve
is set higher than the cut-out setting of the accumulator charging valve.
The high pressure cutoff valves protect the steering system if the cut-out
valve fails to limit the steering system pressure. The high pressure cutoff
setting is 23100 ± 345 kPa (3350 ± 50 psi).

• High pressure cutoff To adjust the high pressure cutoff valve on the load sensing controller,
valve adjustment disconnect and plug the tank drain line at the accumulator charging valve
(labeled "T" port). With the engine at LOW IDLE, adjust the high
pressure cutoff valve to 23100 ± 345 kPa (3350 ± 50 psi). After the
adjustment, reconnect the tank drain line on the accumulator charging
valve.

NOTE: When testing or adjusting any steering system pressure

settings, always allow the accumulator charge cycle to occur at least
ten times before measuring the pressure. Failure to allow the
charging cycle to occur ten times will result in inaccurate readings.
STMG 722 - 188 -
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ACCUMULATOR CHARGE VALVE

DURING CHARGING (CUT-IN)

FROM PUMP TO PUMP CONTROL

SIGNAL PORT
TO TANK

FEEDBACK ORIFICE

CUT-OUT VALVE

FROM
ACCUMULATOR

CUT-IN VALVE

147

• Accumulator charging Shown is a sectional view of the accumulator charging valve during
valve (cut in) CHARGING (CUT-IN).

During CHARGING, the cut-out spool is held to the right by the spring.
The cut-out spool blocks the pump and load sensing signal passages from
the feedback orifice. Signal pressure is equal to pump pressure and the
high signal pressure causes the pump to upstroke to maximum
displacement (full flow).

As accumulator pressure increases, the cut-out spool will move to the left
against the spring force. When accumulator pressure reaches the cut-out
setting, the cut-out spool will open the pump and load sensing signal
passages to the feedback orifice. The feedback orifice reduces the load
sensing signal pressure to slightly more than tank pressure.
STMG 722 - 189 -
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ACCUMULATOR CHARGE VALVE

LOW PRESSURE STANDBY (CUT-OUT)

FROM PUMP TO PUMP CONTROL

SIGNAL PORT
TO TANK

FEEDBACK ORIFICE

CUT-OUT VALVE

FROM
ACCUMULATOR

CUT-IN VALVE

148

• Accumulator charging Shown is a sectional view of the accumulator charging valve in the LOW
valve (CUT-OUT) PRESSURE STANDBY (CUT-OUT) position.

In the CUT-OUT position, accumulator pressure has increased to the cut-

out setting and both the cut-in and cut-out stems are fully shifted against
the springs. The pump and load sensing signal passages are open to the
feedback orifice. The feedback orifice reduces the signal pressure to
slightly more than tank pressure.

The feedback orifice is only required to initiate and maintain CUT-OUT.

As the accumulator pressure decreases, the feedback pressure holds the
cut-out spool to the left until the cut-in valve opens and vents the feedback
pressure to the tank. The feedback pressure during CUT-OUT assists
shifting against the spring. At the beginning of CUT-IN, the feedback
pressure assists the spring force.
STMG 722 - 190 -
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ACCUMULATOR CHARGE VALVE

BEGINNING STAGE OF CUT-IN

FROM PUMP TO PUMP CONTROL

SIGNAL PORT
TO TANK

FEEDBACK ORIFICE

CUT-OUT VALVE

FROM
ACCUMULATOR

CUT-IN VALVE

149

• Accumulator charging Shown is a sectional view of the accumulator charging valve in the
valve (beginning stage beginning stage of CUT-IN.
of CUT-IN)
When accumulator pressure decreases to the cut-in pressure, the cut-in
spool will move to the right and allow feedback pressure into the cut-in
valve and cut-out valve spring chambers. The feedback pressure assists
the cut-out and cut-in valve springs with shifting the cut-out and cut-in
spools to the right.

The cut-in spool continues to move to the right and blocks the center
passage to the cut-out spool. When the center passage to the cut-out spool
is blocked, signal pressure becomes equal to pump pressure.

CUT-IN will occur when the cut-out spool shifts to a position in which the
pump load sensing signal is no longer vented to feedback pressure. Signal
pressure becomes equal to pump pressure, the pump upstrokes and the
charging cycle begins.
STMG 722 - 191 -
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2 4

150

• Solenoid and relief Steering pump supply oil flows through a check valve to the solenoid and
valve manifold relief valve manifold. The solenoid and relief valve manifold connects
the steering pump to the accumulator charging valve, the accumulators
and the steering control valve. The solenoid and relief valve manifold
also provides a path to drain for the steering oil.
1. Check valve The check valve (1) prevents accumulator oil from flowing back to the
steering pump when the pump destrokes to LOW PRESSURE
STANDBY.
2. Accumulator bleed The accumulator bleed down solenoid (2) drains pressure oil from the
down solenoid accumulators when the truck is not in operation.

3. Back-up relief valve
4. Steering system
S•O•S tap
5. Secondary steering
connector
The back-up relief valve (3) protects the system from pressure spikes if
the pump cannot destroke fast enough or limits the maximum pressure if
the steering pump high pressure cutoff valve does not open. The setting
of the back-up relief valve is 26000 ± 400 kPa (3775 ± 60 psi).
Steering system oil samples can be taken at the steering system Scheduled
Oil Sampling (S•O•S) tap (4)
To operate the steering system on a disabled truck, an Auxiliary Power
Unit (APU) can be connected to the secondary steering connector (5) on
the solenoid and relief valve manifold and to a suction port on the
hydraulic tank (see Slide No. 141). The APU will provide supply oil to
charge the accumulators. Steering capability is then available to tow the
truck.
STMG 722 - 192 -
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SUPPLY
FROM PUMP
SOLENOID AND
RELIEF VALVE MANIFOLD

TO AND FROM
ACCUMULATORS

TO STEERING
CONTROL VALVE

TO TANK

BLEED DOWN
SOLENOID

BACK-UP RELIEF
VALVE

151

• Solenoid and relief Shown is a sectional view of the solenoid and relief valve manifold. The
valve manifold accumulator bleed down solenoid is activated by the bleed down solenoid
shutdown control (see Slide No. 158) when the key start switch is moved
to the OFF position. The bleed down solenoid shutdown control holds the
solenoid open for 70 seconds.

• Bleed down solenoid Pressure oil from the accumulators is sensed by the bleed down solenoid.
drains accumulators When the solenoid is energized, the plunger moves and connects the
pressure oil to the drain passage. Pressure oil flows through an orifice,
past the plunger, to the tank. The orifice limits the return oil flow from
the accumulators to a rate which is lower than the flow limit (restriction)
of the steering oil filter in the hydraulic tank. When the solenoid is de-
energized, spring force moves the plunger and pressure oil cannot go to
drain.
STMG 722 - 193 -
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• Back-up relief valve The back-up relief valve protects the steering system from pressure spikes
protects system if if the pump cannot destroke fast enough or limits the maximum pressure
pump does not
destroke
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.

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

• Functional test of A functional test of the back-up relief valve can be performed on the
back-up relief valve machine by installing a manual hydraulic pump at the location of the
(on machine) Auxiliary Power Unit (APU) connector and installing blocker plates to
prevent oil from flowing to the accumulators. See the service manual for
more detailed information.

NOTE: Using the functional test procedure to adjust the back-up

relief valve will provide only an approximate setting. Accurate
setting of the back-up relief valve can only be performed on a
hydraulic test bench.
STMG 722 - 194 -
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152

1. Steering control The steering control valve (1) is pilot operated from the HMU in the
valve operator’s station. Five pilot lines connect these two components. The
pilot lines send pilot oil from the HMU to shift the spools in the steering
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.

2. Steering system When checking the steering system cut-out and cut-in pressures, a gauge
pressure tap can be connected at the pressure tap (2).
STMG 722 - 195 -
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LEFT TURN TO TANK RIGHT TURN

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

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

PRIORITY SPOOL

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

153

• Steering control valve
components:
- Priority spool
- Amplifier spool with
combiner/check
spool
- Directional spool
- Relief/makeup
valves
- Back pressure valve
Shown is a sectional view of the steering control valve. The main
components of the steering control valve are: the priority spool, the
amplifier spool with internal combiner/check spool, the directional spool,
the relief/makeup valves and the back pressure valve.
Pressure oil from the accumulators flows past the spring biased priority
spool and is blocked by the amplifier spool. The same pressure oil flows
through an orifice to the right end of the priority spool. The orifice
stabilizes the flow to the priority spool and must be present to open and
close the priority spool as the flow demand changes. The same pressure
oil flows to the HMU. After all the passages fill with pressure oil, the
priority spool shifts to the left, but remains partially open. In this
position, the priority spool allows a small amount of oil flow (thermal
bleed) to the HMU and decreases the pressure to the HMU supply port.
The "thermal bleed" prevents the HMU from sticking.
STMG 722 - 196 -
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• Steering control valve With the truck in the NEUTRAL or NO TURN position, all four working
in NO TURN position 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.
• Relief/makeup valves While the truck is traveling straight (no steer), any rolling resistance
(opposition) acting on the steering cylinders creates a pressure increase.
• External impact opens The increased pressure acts on the relief/makeup valve in that port. If the
a relief valve and a
makeup valve
pressure increase exceeds 27000 to 29000 kPa (3920 to 4210 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 passage.
The relief action causes the makeup portion of the other relief/makeup
valve to open and replenish oil to the low pressure ends of the cylinders.

• Back pressure valve The excess (dumped) oil flows across the back pressure valve and enters
sends pressure to the outer end of the other relief/makeup valve. A pressure difference of
makeup valve 48 kPa (7 psi) between the tank passage and the low pressure cylinder
port causes the makeup valve to open. The excess oil flows into the low
pressure cylinder port to prevent cavitation of the cylinder. The back
pressure valve also prevents cavitation of the cylinders by providing a
positive pressure of 170 kPa (25 psi) in the passage behind the makeup
valve. A pressure higher than 170 kPa (25 psi) will open the back
pressure valve to the tank.
• Adjust relief/makeup The steering control valve must be removed and tested on a hydraulic test
valves on test bench bench to accurately check the setting of the relief/makeup valves. To
functionally test the right relief/makeup valve, install two Tees with
• Functional test of pressure taps in the right turn steering hose at the steering cylinders. Steer
relief/makeup valves the truck all the way to the right against the stops and shut off the engine.
(on machine) 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.
STMG 722 - 197 -
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LEFT TURN TO TANK RIGHT TURN

RELIEF/MAKEUP CYLINDER CYLINDER BACK
VALVE PRESSURE VALVE

STABILIZING RELIEF/MAKEUP
ORIFICE VALVE

STEERING
CONTROL VALVE DIRECTIONAL
RIGHT TURN SPOOL

RIGHT TURN PILOT LEFT TURN

PILOT OIL ORIFICE PILOT OIL
COMBINER/CHECK
SPOOL AMPLIFIER SPOOL
STABILIZING
ORIFICE

PRIORITY SPOOL
CONNECTING
PIN HOLE

LOAD SENSING PORT

HAND METERING
FROM UNIT SUPPLY AND
MID-CONNECTING THERMAL BLEED
PIN ACCUMULATOR

154

• Steering control valve
during a RIGHT TURN
• Pilot oil moves
directional spool
• Pilot oil moves
amplifier spool
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 flows into the left side of
the directional spool through a stabilizing orifice 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.
The pilot oil divides at the amplifier spool. Pilot oil flows through a
narrow groove around the combiner/check spool. The pilot oil is
momentarily blocked until the amplifier spool moves far enough to the
right to allow partial oil flow through one of eight orifices.
Pilot oil also flows through a connecting pin hole and a stabilizing orifice
to the left end of the amplifier spool and causes the amplifier spool to
move to the right. Accumulator oil at the spring end (right end) of the
amplifier spool flows through a mid-connecting pin to the left end of the
amplifier spool and also causes the amplifier spool to move to the right.
STMG 722 - 198 -
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• Pilot and accumulator When the amplifier spool moves to the right, accumulator oil flows to the
oil combine in inner chamber, forcing the combiner/check spool to the left. Accumulator
combiner/check spool
oil then flows through seven of the eight orifices. Pilot and accumulator
oil combine. Oil flows across the directional spool (which has already
shifted) for a RIGHT TURN.
• Turning steering The faster the steering wheel is turned, the farther the directional spool
wheel faster provides and the amplifier spool are shifted. A higher flow rate is available, which
more flow to cylinders causes the truck to turn faster. The ratio of pilot and accumulator supply
oil that combine is always the same because one orifice is dedicated to
pilot flow and seven orifices are dedicated to accumulator supply flow.
• Load sensing pilot Steering resistance increases the supply (cylinder) pressure to the HMU
pressure moves and the load sensing pilot line. The load sensing pilot line directs cylinder
priority spool
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, forces the back pressure valve open and returns
to the tank.
• Pressure spike moves During a turn, if a front wheel strikes a large obstruction that cannot
combiner/check spool
move, oil pressure in that steering cylinder and oil line increases. Oil
and blocks flow to
HMU 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.
STMG 722 - 199 -
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155

• HMU The Hand Metering Unit (HMU) is located at the base of the steering
column behind a cover at the front of the cab. The HMU is connected to
the steering wheel and controlled by the operator.
• HMU meters oil to The HMU meters the amount of oil sent to the steering control valve by
control valve the speed at which the steering wheel is turned. The faster the HMU is
turned, the higher the flow sent to the steering cylinders from the steering
control valve, and the faster the wheels will change direction.
• HMU ports On the front of the HMU are four ports:
- Return to tank - Left turn
- Pump supply - Right turn
A fifth port is on the side of the HMU. The fifth port is the load sensing
signal line to the steering control valve.
STMG 722 - 200 -
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STEERING
CONTROL CL CR
VALVE

L R
STEERING SYSTEM
NO STEER/MAXIMUM FLOW
P

T
RETURN TO TANK LS

PUMP SUPPLY

HAND
METERING UNIT

156

• Accumulators direct Pump supply oil from the accumulators flows through the steering control
oil to steering control valve to the Hand Metering Unit (HMU).
valve
If the steering wheel is not turned, the oil flows through the HMU to the
tank.

• Orifice in HMU Allowing oil to circulate through the HMU while the steering wheel is
provides "thermal stationary provides a "thermal bleed" condition, which maintains a
bleed" to prevent temperature differential of less than 28°C (50°F) between the HMU and
seizure
the tank. This "thermal bleed" prevents thermal seizure of the HMU
(sticking steering wheel).
• Steering control valve When the steering wheel is turned, the HMU directs oil back to the
directs oil to steering steering control valve. The steering control valve directs oil to the
cylinders
steering cylinders. Depending on which direction the steering wheel is
turned, oil will flow to the head end of one steering cylinder and to the rod
end of the other cylinder. The action of the oil on the pistons and rods in
the steering cylinders causes the wheels to change direction. Displaced
oil from the steering cylinders flows through the back pressure valve in
the steering control valve and returns to the tank.
STMG 722 - 201 -
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157

1. Steering Two steering accumulators (1) provide the supply oil during normal
accumulators operation and temporary secondary steering if a loss of pump flow occurs.

• Accumulator charge Inside each accumulator is a rubber bladder that is charged with nitrogen.
pressure The nitrogen charge provides energy for normal steering and secondary
steering capability if steering pump flow stops. The nitrogen charge
pressure is 6545 ± 345 kPa (950 ± 50 psi) at 21 °C (70 °F).
• Check secondary To check the secondary steering system, the engine must be shut off with
steering the manual shutdown switch (see Slide No. 25) while leaving the key start
switch in the ON position. When the manual shutdown switch is used,
the bleed down solenoid is not energized and the accumulators do not
bleed down. The truck can then be steered with the engine stopped.
2. Steering accumulator The steering accumulator pressure switch (2) monitors the steering
pressure switch accumulator pressure. The switch provides an input to the VIMS. The
VIMS refers to this switch as the "high steering pressure" switch.
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).
STMG 722 - 202 -
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158

• Shutdown control Shown is the shutdown control (arrow) for the steering accumulator bleed
(arrow) down solenoid. The control is located in the compartment behind the cab.
The steering accumulator bleed down solenoid is activated by the control
when the key start switch is moved to the OFF position. The bleed down
solenoid shutdown control holds the solenoid open for 70 seconds.
STMG 722 - 203 -
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159

HOIST SYSTEM

• Hoist system The hoist system on the 793C Update truck is electronically controlled by
controlled by the Transmission/Chassis ECM. The four hoist lever positions are:
Transmission/Chassis RAISE, HOLD, FLOAT and LOWER.
ECM

• Hoist SNUB control The hoist valve has a fifth position referred to as the SNUB position. The
operator is unaware of the SNUB position because a corresponding lever
position is not provided. When the body is being lowered, just before the
body contacts the frame, the Transmission/Chassis ECM signals the hoist
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.

• Hoist system must be The hoist system can be enabled or disabled using ET. All trucks shipped
enabled with ET from the factory without bodies installed are set at the Hoist Enable
Status 2. The Hoist Enable Status 2 is a test mode only and will prevent
the hoist cylinders from accidentally being activated. After the body is
installed, change the Hoist Enable Status to 1 for the hoist system to
function properly.

NOTE: The hoist system can be enabled or disabled using ET. If the
hoist system fails to function, check the hoist status configuration in
the Transmission/Chassis ECM.
STMG 722 - 204 -
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HOIST
HOIST
SYSTEM HOIST SCREENS
PUMP FROM PARKING
HOLD BRAKE RELEASE
VALVE

SUCTION
SCREENS

FRONT BRAKES

FRONT BRAKE
OIL COOLER

TO HOIST CYLINDER TO HOIST CYLINDER

ROD END HEAD END
DIVERTER
VALVE FRONT BRAKE
OIL COOLING
FILTERS
FROM PARKING
BRAKE RELEASE
VALVE

160

• Hoist system The hoist system two section pump pulls oil from the hydraulic tank
through suction screens.

Oil flows from the hoist pump through the hoist screens to the hoist
control valve.

The hoist valve uses parking brake release pressure as the pilot oil to shift
the directional spool inside the hoist valve. Two solenoid valves 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 or FLOAT position, all the hoist
pump oil flows through the front brake oil cooling filters. Excess oil from
the parking brake release valve joins with the hoist pump oil and also
flows through the front brake oil cooling filters.
STMG 722 - 205 -
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An oil cooler relief valve is located in the hoist valve. The relief valve
limits the front brake oil cooling pressure when the hoist valve is in the
HOLD or FLOAT position.

Hoist and parking brake release pump oil flows from the front brake oil
cooling filters, through the front brake oil cooler diverter valve, to the
front brake oil cooler.

Service or retarder brake air pressure is sent to the front brake oil cooler
diverter valve. Normally, front brake cooling oil is diverted around the
cooler and goes directly to the front brakes. When air is sent to the
diverter valve pistons, front brake cooling oil is allowed to flow through
the front brake oil cooler. Since the coolers use the coolant from the
aftercooler circuit, diverting oil around the coolers provides cooler
aftercooler air during high power demands.

Two hydraulic cylinders are used to raise the body away from the frame
of the truck. When the hoist lever is held in the RAISE position, supply
oil flows to the head end of the hoist cylinders and moves the two stage
cylinders to their extended lengths. The oil from the rod end of the
cylinders flows through the hoist valve into the front brake oil cooling
circuit.

When the hoist lever is moved to the LOWER or FLOAT position and the
cylinders are extended, supply oil enters the rod end of the hoist cylinders
and lowers the second stage of the cylinders. The oil from the head end
of the cylinders flows through the hoist valve to the hydraulic tank.
STMG 722 - 206 -
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161

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

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

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

NOTE: If the truck is started with the body raised and the hoist lever
in FLOAT, the lever must be moved into HOLD and then FLOAT
before the body will lower.
STMG 722 - 207 -
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162

• Hoist control position The hoist lever controls a Pulse Width Modulated (PWM) position
sensor (arrow) sensor (arrow). The PWM sensor sends duty cycle input signals to the
• ECM energizes two Transmission/Chassis ECM. Depending on the position of the sensor and
solenoids on hoist the corresponding duty cycle, one of the two solenoids located on the
valve hoist valve is energized.
• Hoist lever sensor
provides modulation The four positions of the hoist lever are RAISE, HOLD, FLOAT and
LOWER, but since the sensor provides a duty cycle signal that changes
• Sensor performs three for all positions of the hoist lever, the operator can modulate the speed of
functions: the hoist cylinders.
- Raises and lowers
body The hoist lever sensor also replaces the body raise switch (transmission
- Neutralizes neutralizer switch) that was located behind the operator's seat. The hoist
transmission in lever sensor performs three functions:
REVERSE - Raises and lowers the body
- Starts a new TPMS - Neutralizes the transmission in REVERSE
cycle - Starts a new TPMS cycle

• Hoist lever sensor The hoist lever position sensor receives 24 Volts from the Transmission/
diagnostics Chassis ECM. To check the supply voltage of the sensor, connect a
- Supply voltage multimeter between Pins A and B of the sensor connector. Set the meter
to read "DC Volts."

- Signal Duty Cycle 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.
STMG 722 - 208 -
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163

1. Hoist and brake tank Shown is the hoist and brake oil hydraulic tank (1) and the oil level sight
2. Oil level sight gauges (2). The oil level is normally checked with the upper sight gauge.
gauges 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.
• Lower gauge for filling The lower sight gauge is used when filling the hydraulic tank with the
tank with cylinders hoist cylinders in the RAISED position. When the hoist cylinders are
RAISED lowered, the hydraulic oil level will increase. After the hoist cylinders are
lowered, check the hydraulic tank oil level with the upper sight gauge as
explained above.
• Use only TDTO oil Use only Transmission Drive Train Oil (TDTO) with a specification of
TO-4 or newer.
TDTO-4 oil:
- Provides maximum frictional capability required for clutch discs
used in the brakes.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
3. Breather Check the hydraulic tank breather (3) for restriction. Clean the filter if it
is restricted.
STMG 722
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2
• Rear of hoist and
brake oil tank:
1. Hoist pump suction
screens
2. Rear brake oil cooler
relief valve location
• Other hydraulic tank
ports:
3. Rear brake cooling
return
4. Front brake cooling
return
5. Hoist valve return
port
6. Brake cooling pump
suction ports
- 209 -
3 4
3
5
1 1 6
6 6
164
Shown is the rear of the hoist and brake oil hydraulic tank. The hoist
system pumps pull oil from the hydraulic tank through the suction
screens (1) located in the rear of the tank.
Two rear brake oil cooler relief valves are located in the hydraulic tank at
the left center connection (2). The setting of the oil cooler relief valves is
790 kPa (115 psi).
Other ports located on the hydraulic tank are:
- Rear brake cooling return port (3)
- Front brake cooling return port (4)
- Hoist valve return port (5)
- Brake cooling pump suction ports (6)
STMG 722 - 210 -
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2 1
2

165

1. Two section hoist The hoist system oil is supplied by a two section pump (1) located at the
pump top rear of the pump drive. Oil flows from the hoist pump through two
2. Hoist system screens to the hoist valve. The hoist system pressure can be tested at the
pressure taps two pressure taps (2).
The hoist system relief pressures are different in the RAISE and LOWER
positions.
• Hoist pressures The hoist system relief pressure during RAISE is:
during RAISE
20370 + 700 - 0 kPa (2955 + 100 - 0 psi)

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

• Body position sensor When the body is in the DOWN position, the hoist valve will be in the
must be in RAISE to SNUB position. The body position sensor rod must be disconnected from
test LOWER pressure the body and the sensor must be rotated to the RAISE position before the
LOWER relief pressure can be tested.
• Hoist pressures In the HOLD, FLOAT and SNUB positions, the gauge will show the
during HOLD, FLOAT
brake cooling system pressure, which is a result of the restriction in the
and SNUB
coolers, brakes and hoses (normally lower than the actual oil cooler relief
valve setting). The maximum pressure is limited by the oil cooler relief
valve, which has a setting of 790 ± 20 kPa (115 ± 3 psi).
STMG 722 - 211 -
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166

1. Hoist screens Oil flows from the hoist pump through the hoist screens (1) to the hoist
control valve. Two hoist screen bypass switches (2) provide input signals
2. Hoist screen bypass to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
switches
signals to the VIMS, which informs the operator if the hoist screens are
restricted.
STMG 722 - 212 -
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1 1

3
4

5
2

167

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

3. RAISE relief valve The hoist system relief pressures are different in the RAISE and LOWER
4. LOWER relief valve
positions. The RAISE relief valve (3) controls the pressure in the hoist
system during RAISE. The LOWER relief valve (4) controls the pressure
in the hoist system during LOWER. The relief valve housing must be
removed to install shims.
5. Tank return hose Oil flows through the drain hose (5) to the hydraulic tank.
STMG 722
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5 6
3
1. Counterbalance
valve
2. Counterbalance
valve signal
pressure port
3. Port to front brake
oil cooling filters
4. Front brake oil
cooler relief valve
• Hoist pilot oil supplied
by parking brake
system
- 213 -
8 4
1 2
168
A counterbalance valve (1) is mounted on the left side of the hoist valve.
The counterbalance valve prevents cavitation of the cylinders when the
body raises faster than the pumps can supply oil to the cylinders (caused
by a sudden shift of the load). The counterbalance valve signal pressure
can be checked at the test port (2) by removing the plug and installing a
pressure tap. The counterbalance signal pressure is equal to the RAISE
pressure.
When the hoist valve is in the HOLD, FLOAT or SNUB position, all the
hoist pump oil flows through the port (3) to the front brake oil cooling
filters located outside the left frame. Excess oil from the parking brake
release valve joins the hoist pump oil at the fitting connected to the
port (3).
An oil cooler relief valve is located behind the large plug (4). The oil
cooler relief valve limits the front brake oil cooling pressure when the
hoist valve is in the HOLD, FLOAT or SNUB position. The setting of the
oil cooler relief valve is 790 kPa (115 psi).
The hoist valve uses parking brake release pressure as the pilot oil to shift
the directional spool inside the hoist valve. The parking brake release
pressure is 4700 ± 200 kPa (680 ± 30 psi).
STMG 722 - 214 -
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5. RAISE position Pilot pressure is always present at both ends of the directional spool. Two
solenoid valve solenoid valves are used to drain the pilot oil from the ends of the
6. LOWER position directional spool, which then allows the spool to move. On the left is the
solenoid valve RAISE solenoid valve (5), and on the right is the LOWER solenoid
valve (6).
• Hoist solenoids The RAISE and LOWER solenoid valves are always receiving
"dither" in HOLD approximately 300 millivolts at a frequency of 80 Hz when they are in
any position except HOLD. The excitation, referred to as "dither," is used
to keep the solenoids in a ready state for quick response.
• Hoist solenoids When the Transmission/Chassis ECM receives an input signal from the
receive between hoist lever sensor, the Transmission/Chassis ECM sends an output signal
0 and 1.9 amps
current between 0 and 1.9 amps to one of the solenoids. The amount of
current sent to the solenoid determines the amount of pilot oil that is
drained from the end of the directional spool and, therefore, the distance
that the directional spool travels toward the solenoid.
7. RAISE port Oil flows through two upper ports (7), one on each side of the hoist valve,
8. LOWER port
to RAISE the hoist cylinders. Oil flows through two lower ports (8), one
on each side of the hoist valve, to LOWER the hoist cylinders.
STMG 722 - 215 -
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LOWER
SOLENOID

PARKING BRAKE
HOIST CONTROL VALVE RELEASE PRESSURE

HOLD

FRONT BRAKE
OIL COOLING
TO TANK RELIEF VALVE
TO
HOIST CYLINDER
LOAD CHECK HEAD END
VALVE

TO
HOIST CYLINDER
ROD END

LOW PRESSURE
RELIEF VALVE
COUNTERBALANCE
HIGH PRESSURE VALVE
RELIEF VALVE ROD END
VENT SLOT
TO FRONT BRAKE
OIL FILTERS

DUAL STAGE PUMP

RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE
SOLENOID

169

• Hoist valve in HOLD
• Hoist supply oil flows
to front brake cooling
• Test front brake
cooling pressure at
pumps in HOLD
Shown is a sectional view of the hoist valve in the HOLD position. Pilot
oil pressure is directed to both ends of the directional spool. The spool is
held in the centered position by the centering springs and the pilot oil.
Passages in the directional spool vent the dual stage relief valve signal
stem to the tank. All the hoist pump oil flows through the front brake oil
filters and the front brake cooler to the front brakes.
The position of the directional spool blocks the oil in the head end of the
hoist cylinders. Oil in the rod end of the hoist cylinders is connected to
the front brake cooling oil by a small vent slot cut in the directional spool.
A gauge connected to the hoist system pressure taps while the hoist valve
is in the HOLD position will show the front 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 front brake oil cooler relief valve. The setting of the oil cooler relief
valve is 790 kPa (115 psi).
STMG 722 - 216 -
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LOWER
SOLENOID

HOIST CONTROL VALVE PARKING BRAKE

RELEASE PRESSURE
RAISE

FRONT BRAKE
OIL COOLING
TO TANK RELIEF VALVE

TO HOIST CYLINDER
HEAD END
LOAD CHECK
VALVE

FROM HOIST CYLINDER

ROD END

LOW PRESSURE
RELIEF VALVE
COUNTERBALANCE
HIGH PRESSURE VALVE
RELIEF VALVE ROD END
VENT SLOT
TO FRONT BRAKE
FILTERS

DUAL STAGE PUMP

RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE ON
SOLENOID

170

• Hoist valve in RAISE
• Load check valve
• Dual stage relief
signal stem
Shown is a sectional view of the hoist valve in the RAISE position. The
RAISE solenoid is energized and drains pilot oil pressure from the lower
end of the directional spool. The directional spool moves down. Pump
oil flows past the directional spool to the head end of the hoist cylinders.
When the directional spool is initially shifted, the two load check valves
(one shown) remain closed until the pump supply pressure is higher than
the pressure in the hoist cylinders. The load check valves prevent the
body from dropping before the RAISE pressure increases.
The directional spool also sends hoist cylinder raise pressure to the dual
stage relief valve signal stem and the counterbalance valve. The dual
stage relief valve signal stem moves down and blocks the supply pressure
from opening the low pressure relief valve.
STMG 722 - 217 -
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• Counterbalance valve The counterbalance valve is held open by the hoist cylinder raise pressure.
Oil from the rod end of the hoist cylinders flows freely to the front brake
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 2275 kPa (330 psi), the counterbalance valve starts
to close and restricts the flow of oil from the rod end of the hoist
cylinders. Restricting the flow of oil from the rod end of the hoist
cylinders will slow down the cylinders and prevent cavitation. Cavitation
in the hoist cylinders can cause the body to drop suddenly when the hoist
lever is moved from the RAISE position to the LOWER position.
• High pressure relief The pressure in the head end of the hoist cylinders cannot exceed:
setting checked
during RAISE at HIGH
20370 + 700 - 0 kPa (2955 + 100 - 0 psi)
IDLE

The high pressure relief valve will open if the pressure increases above
this specification. When the high pressure relief valve opens, the dump
spool moves to the left, and pump oil is directed to the front brake oil
filters.
The high pressure hoist relief valve setting is checked at the two pressure
taps located on the hoist pump. Check the relief pressures with the hoist
lever in the RAISE position and the engine at HIGH IDLE.
STMG 722 - 218 -
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HOIST
COUNTERBALANCE
VALVE

HEAD END
SIGNAL PRESSURE

TO TANK FROM
PUMP

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

RAISE LOWER AND FLOAT

171

• Counterbalance valve During RAISE, the counterbalance valve prevents the dump body from
running ahead of the hoist pumps if the load shifts rapidly to the rear of
• Head end signal the body and attempts to pull the hoist cylinders. Signal pressure from the
pressure holds valve head end of the hoist cylinders holds the counterbalance valve open. Oil
open from the rod end of the hoist cylinders flows unrestricted through the
counterbalance valve to the tank. If the head end pressure decreases
below 2270 kPa (330 psi), the counterbalance valve moves down and
restricts the flow of oil from the rod end of the cylinders to the tank.
• Rod end pressure can If no head end signal pressure is present, rod end pressure can still open
open valve the counterbalance valve. If the rod end pressure exceeds 6900 ± 690 kPa
(1000 ± 100 psi) at the rod end pressure piston, the valve will move up
and allow rod end oil to flow from the cylinders to the tank.
• No restriction in During LOWER and FLOAT, the counterbalance valve allows
LOWER and FLOAT unrestricted flow from the pump through a check valve to the rod end of
the hoist cylinders.
STMG 722 - 219 -
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LOWER ON
SOLENOID

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

FRONT BRAKE
OIL COOLING
TO TANK RELIEF VALVE

FROM HOIST CYLINDER

HEAD END
LOAD CHECK
VALVE

TO HOIST CYLINDER
ROD END

LOW PRESSURE
RELIEF VALVE
COUNTERBALANCE
HIGH PRESSURE VALVE
RELIEF VALVE ROD END
VENT SLOT
TO FRONT BRAKE
FILTERS

DUAL STAGE PUMP

RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE
SOLENOID

172

• Hoist valve in LOWER Shown is a sectional view of the hoist valve in the LOWER (power down)
(power down) position. The LOWER solenoid is energized and drains pilot oil pressure
from the upper end of the directional spool. The directional spool moves
up.
Supply oil from the pump flows past the directional spool, through the
counterbalance valve, to the rod end of the hoist cylinders. Oil in the head
end of the hoist cylinders flows to the tank. The supply oil in the rod end
of the cylinders and the weight of the body move the cylinders to their
retracted positions.
• Body position sensor Just before the body contacts the frame, the body position sensor sends a
controls SNUB signal to the Transmission/Chassis ECM to move the valve spool to the
position SNUB position. In the SNUB position, the valve spool moves slightly to
restrict the flow of oil and lower the body gently.
STMG 722 - 220 -
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• Dual stage relief The directional spool also vents the passage to the dual stage relief valve
signal stem signal stem. The dual stage relief valve signal stem allows supply
pressure to be limited by the low pressure relief valve.
If the pressure in the rod end of the hoist cylinders exceeds
3450 + 350 - 0 kPa (500 + 50 - 0 psi), the low pressure relief valve will
open. When the low pressure relief valve opens, the dump spool moves
to the left and pump oil flows to the front brake oil filters.
• Test low pressure The low pressure hoist relief valve setting is checked at the two pressure
relief setting during taps located on the hoist pump. Check the relief pressures with the hoist
LOWER at HIGH IDLE lever in the LOWER position and the engine at HIGH IDLE.
• Body position sensor When the body is in the DOWN position, the hoist valve will be in the
must be in RAISE to SNUB position. The body position sensor rod must be disconnected from
test LOWER pressure
the body, and the sensor must be rotated to the RAISE position before the
LOWER relief pressure can be tested.
STMG 722 - 221 -
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LOWER
ON
SOLENOID

PARKING BRAKE
HOIST CONTROL VALVE RELEASE PRESSURE

FLOAT

FRONT BRAKE
OIL COOLING
TO TANK RELIEF VALVE

FROM HOIST
CYLINDER
LOAD CHECK HEAD END
VALVE

TO HOIST
CYLINDER
ROD END

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

TO FRONT BRAKE
FILTERS
DUAL STAGE PUMP
RELIEF VALVE SUPPLY PORT
SIGNAL STEM

PARKING BRAKE
RELEASE PRESSURE

RAISE
SOLENOID

173

• Hoist valve in FLOAT
• Operate truck with
hoist lever in FLOAT
• Valve moves to SNUB
position
Shown is a sectional view of the hoist valve in the FLOAT position. The
LOWER solenoid is partially energized and drains part of the pilot oil
pressure above the directional spool to the tank. The directional spool
moves up. Because the pilot pressure is only partially drained, the
directional spool does not move as far up as during LOWER.
Pump supply oil flows past the directional spool, through the
counterbalance valve, to the rod end of the hoist cylinders. Oil in the head
end of the hoist cylinders flows to the tank. The directional valve is in a
position that permits the pressure of the oil flowing to the front brake oil
filters to be felt at the rod end of the hoist cylinders.
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.
Just before the body contacts the frame, the body position sensor sends a
signal to the Transmission/Chassis ECM to move the valve spool to the
SNUB position. In the SNUB position, the valve spool moves slightly to
restrict the flow of oil and lower the body gently.
STMG 722 - 222 -
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1
2

174

1. Front brake oil
cooling filters
When the hoist valve is in the HOLD, FLOAT or SNUB position, all the
hoist pump oil flows through the front brake oil cooling filters (1) located
outside the left frame. Excess oil from the parking brake release valve
also flows through these filters. Oil flows from the front brake oil cooling
filters through the front brake oil cooler located above the torque
converter, to the front brakes.

2. Front brake oil filter An oil filter bypass switch (2) is located on the filter housing. The oil
bypass switch filter bypass switch provides an input signal to the Brake ECM. The
Brake ECM sends the signal to the VIMS, which informs the operator if
the filters are restricted.

3. Hydraulic oil S•O•S Hydraulic system (hoist and brake) oil samples can be taken at the
tap Scheduled Oil Sampling (S•O•S) tap (3) located on the front brake oil
filter housing.
STMG 722 - 223 -
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2
1

175

1. Front brake oil The hoist and parking brake release pump oil flows from the front brake
cooler diverter valve oil cooling filters, through the front brake oil cooler diverter valve (1), to
2. Front brake oil the front brake oil cooler (2).
cooler
When the service or retarder brakes are applied, air pressure is sent to the
front brake oil cooler diverter valve. Normally, front brake cooling oil is
diverted around the cooler and goes directly to the front brakes. When air
is sent to the diverter valve piston, front brake cooling oil is allowed to
flow through the front brake oil cooler. Since the coolers use the coolant
from the aftercooler circuit, diverting oil around the coolers provides
cooler aftercooler air during high power demands (when climbing a grade
with the brakes RELEASED, for example).
STMG 722 - 224 -
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176

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

• Body pads (arrow) Check the condition of the body pads (arrow) for wear or damage.
• Body lower with dead To LOWER the body with a dead engine, hoist pilot pressure is required.
engine The towing pump can be used to provide the hoist pilot oil. To lower the
body with a dead engine:
- Turn ON the key start switch so the towing motor and the hoist
solenoids can be energized.
- Move the hoist lever to the RAISE position for 15 seconds, then to
the FLOAT position.
- Depress the brake release switch on the dash (see Slide No. 46).

• Body raise with dead To RAISE the body with a dead engine, connect an Auxiliary Power Unit
engine (APU) to the hoist cylinders. Follow the same procedure used to lower
the body with a dead engine, except move the hoist lever to HOLD and
back to RAISE after the 15 seconds interval.
NOTE: For more information on using the APU, refer to the Special
Instructions "Using 1U5000 Auxiliary Power Unit (APU)"
(Form SEHS8715) and "Using the 1U5525 Attachment Group"
(Form SEHS8880).
STMG 722 - 225 -
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AIR SYSTEM AND BRAKES

793C

177

AIR SYSTEM AND BRAKES

• Two brake systems: Two separate brake systems are used on the 793C Update trucks. The two
brake systems are: the parking/secondary brake system and the
- Parking/secondary service/retarder brake system.
brake system
- Service/retarder
The parking/secondary brakes are spring engaged and hydraulically
brake system released. The service/retarder brakes are engaged hydraulically by an
air-over-oil brake system.
The 793C Update trucks are also equipped with an air system. An engine
driven air compressor supplies the air and fills two tanks. Air from the
tanks provides energy to perform several functions:

• Air system functions - Engine start-up

- Service and retarder brake control
- Secondary and parking brake control
- Automatic lubrication injection (grease)
- Horn, air seat and cab clean-out
- Exhaust bypass (wastegate) control
STMG 722 - 226 -
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178

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

• Small piston The smaller piston (yellow) is used to ENGAGE the secondary and
ENGAGES secondary parking brakes. The parking brakes are spring ENGAGED and
and parking brakes hydraulically RELEASED.

• Large piston The larger piston (purple) is used to ENGAGE the retarder/service brakes.
ENGAGES The retarder/service brakes are engaged hydraulically by an air-over-oil
retarder/service brake system.
brakes
STMG 722 - 227 -
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793C AIR CHARGING SYSTEM

AIR COMPRESSOR
AND GOVERNOR

AIR TO AIR START

DRYERS SOLENOID
AND
WASTEGATE

REMOTE
SUPPLY

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

PARKING/SECONDARY
BRAKE TANK

179

Air Charging System

• Air charging system This schematic shows the flow of air through the air charging system. Air
flows from the air compressor, through the two air dryers, to the
service/retarder brake tank.
Air from the service/retarder brake tank enters the pressure protection
valve. When the pressure in the service/retarder tank reaches
550 kPa (80 psi), the pressure protection valve allows air to flow to the
parking/secondary brake tank, the air start system, the engine wastegate
valve, the automatic lubrication system and the accessory circuits (horn,
air seat and cab clean-out).
All tanks have a check valve at the air supply port to prevent a loss of air
if a leak upstream of the tank occurs.
STMG 722 - 228 -
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180

• Air compressor The air system is charged by a four-cylinder air compressor mounted on
the left front of the engine. To handle the increased air flow, two larger
air dryers are used, and the hoses and tubing have also been increased in
size.

• Air compressor System pressure is controlled by the governor (arrow). The governor
governor (arrow) maintains the system pressure between 660 and 830 kPa
(95 and 120 psi). The governor setting can be adjusted with a screw
• Air compressor below the cover on the governor. Turn the adjustment screw OUT to
governor adjustment
increase the pressure and IN to decrease the pressure.
• Lubricated and cooled The air compressor is lubricated with engine oil and cooled with
aftercooler coolant.
• Air compressor test To test the air compressor efficiency, lower the air system pressure to
480 kPa (70 psi). Start the engine and raise the engine speed to HIGH
IDLE. When the air system pressure reaches 585 kPa (85 psi), measure
the time that it takes to build system pressure from 585 kPa (85 psi) to
690 kPa (100 psi). The time to raise the pressure should be 40 seconds or
less. If the time recorded is greater than 40 seconds, check for leaks or a
restriction in the system. If no leaks or restrictions are found, the air
compressor may have a problem.
STMG 722 - 229 -
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181

• Air dryers (arrow) Air flows from the air compressor to two air dryers (arrow) located
behind the left front tire. The air system can be charged from a remote air
• Remote air supply
supply through a ground level connector inside the left frame.
connector
• Check desiccant The air dryers remove contaminants and moisture from the air system.
The condition of the desiccant in the air dryers should be checked every
250 hours and changed periodically (determined by the humidity of the
local climate).
• Purge valve When the air compressor governor senses that system air pressure is at the
cut-out pressure of 830 kPa (120 psi), the governor sends an air pressure
signal to the purge valve in the bottom of the dryers. The purge valve
opens and air pressure that is trapped in the air dryers is exhausted
through the desiccant, an oil filter and the purge valve.
• Air system relief valve An air system relief valve is located on the air dryers to protect the system
if the air compressor governor malfunctions.
• Heating element A heating element in the bottom of the dryers prevents moisture in the
dryers from freezing in cold weather.
STMG 722 - 230 -
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182

1. Service/retarder Air flows through the air dryers and fills two tanks. The service/retarder
brake tank brake tank (1) is located on the right platform. This tank also supplies air
for the air start system.
The second tank is located behind the cab and supplies air for the
parking/secondary brake system.
2. Relief valve A relief valve (2) protects the air system when the air dryers have
exhausted and the ball check valves in the air dryer outlet ports close. The
check valves separate the air system from the air dryer relief valves.
3. Condensation drain Condensation should be drained from the tank daily through the drain
valve valve (3).
STMG 722 - 231 -
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183

1. Pressure protection Located behind the operator’s station is a pressure protection valve (1).
valve Supply air flows from the large service/retarder brake tank, through the
pressure protection valve, to the secondary air system and accessories.
The pressure protection valve opens at 550 kPa (80 psi) and closes at
482 kPa (70 psi). If the secondary air lines or an accessory circuit fails,
the pressure protection valve maintains a minimum of 482 kPa (70 psi) in
the service/retarder brake circuit.
• Pressure protection To test the pressure protection valve, drain the air pressure to
valve test approximately 345 kPa (50 psi). Use the VIMS display to observe the
brake air pressure. With the engine running at LOW IDLE, press the horn
button. Record the air pressure when the horn sounds. This pressure
reading is the open setting of the pressure protection valve. Slowly drain
the air pressure and record the air pressure when the horn turns off. This
pressure reading is the setting of the pressure protection valve when it
closes.
2. Air system pressure The air system pressure sensor (2) provides an input signal to the Brake
sensor ECM. The Brake ECM sends a signal to the VIMS, which informs the
operator if a problem exists in the air system.
• Other air switches Also located behind the operator’s station are the service/retarder brake
behind cab switch, the parking/secondary brake switch and the brake light switch
(see Slide No. 131).
STMG 722 - 232 -
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184

• Parking/secondary Located behind the operator’s station is the parking/secondary brake air
brake tank tank. A drain valve is located on the right side of the cab. Moisture
should be drained from the tank daily through the drain valve
(see Slide No. 30).
• Check valve (arrow) A check valve (arrow) prevents a loss of air if an air line breaks upstream
of the air tank.
STMG 722 - 233 -
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SERVICE/RETARDER BRAKE AIR SYSTEM

SERVICE BRAKES ENGAGED

FRONT BRAKE COOLER

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

BRAKE
LIGHT
AND
RETARDER SERVICE /
VALVE RETARDER
SWITCH

ARC
VALVE

RETARDER
SWITCH BRAKE CYLINDERS

185

Brake Systems

• Service/retarder brake This schematic shows the flow of air through the service/retarder brake air
air system system when the retarder (manual and automatic) is RELEASED, and the
service brakes are ENGAGED. Supply air pressure flows from the large
service brake air tank to the relay valves and the service brake valve,
manual retarder valve and the ARC valve.
The manual retarder valve and the ARC solenoids block the flow of air.
The service brake valve allows air to flow to two double check valves that
block the passages to the manual retarder and ARC valves. Air pressure
from the service brake valve flows through the double check valves to the
service brake relay valve and the front brake oil cooler diverter valve.
• Relay valves reduce The service brake relay valve opens and metered air flows from the large
braking time service brake air tank to the brake cylinders. The relay valves reduce the
• Double check valves
time required to engage and release the brakes. A pair of double check
separate systems valves above the brake cylinders prevent the flow of service brake air to
the ARC relay valve.
STMG 722 - 234 -
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• Service brakes Air from the service brake valve also flows to the brake light switch and
activate two switches the service/retarder brake switch. Depressing the service brake pedal
turns ON the brake lights and changes the transmission shift points and
anti-hunt timer.

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

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

• ARC activates three Air from the ARC valve also flows to the retarder switch, the brake light
switches switch and the service/retarder brake switch. Engaging the ARC turns
ON the retarder dash lamp, the brake lights, and changes the transmission
shift points and anti-hunt timer.
STMG 722 - 235 -
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PARKING/SECONDARY BRAKES
SECONDARY BRAKES RELEASED
PARKING BRAKES ENGAGED

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

INVERTER
SECONDARY VALVE
BRAKE
VALVE
TO HOIST
PILOT SYSTEM

PARKING / SECONDARY
BRAKE TANK

186

• Parking/secondary Shown is the parking/secondary brake hydraulic and air system with the
brake system secondary brakes RELEASED and the parking brakes ENGAGED.
Supply air from the parking/secondary brake air tank flows to the
secondary brake valve and is blocked from flowing to the inverter valve
signal port. Supply air is allowed to flow through the inverter valve and is
blocked by the parking brake air valve.
No air pressure is present to move the spool in the parking brake release
valve. Supply oil from the parking brake release pump is blocked by the
spool. Oil from the parking brake is open to drain through the parking
brake release valve, which allows the springs in the parking brake to
ENGAGE the brakes.
• Parking/secondary A parking/secondary brake switch is located in the air line between the
brake switch input to parking brake valve and the parking brake release valve. The switch
Transmission/Chassis provides an input signal to the Transmission/Chassis ECM. When the
ECM
parking or secondary brakes are ENGAGED, the switch signals the
Transmission/Chassis ECM to allow rapid downshifts.
STMG 722 - 236 -
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187

• Manual retarder valve The manual retarder valve (arrow) is controlled by the retarder lever in
(arrow) the cab. Normally, the retarder valve blocks air flow to the service brake
relay valve near the brake master cylinders and to the front brake oil
- Engages all four
service brakes cooler diverter valve.
- Modulates brakes When the retarder lever is pulled down, air flows to the service brake
better than pedal relay valve and the front brake oil cooler diverter valve [maximum
pressure is approximately 550 kPa (80 psi)]. The retarder lever is used to
modulate the service brake engagement by metering the amount of air
flow to the service brake relay valve.
The retarder engages the same brakes as the service brake pedal (see Slide
No. 41), but is easier to control for brake modulation.
The retarder system allows the machine to maintain a constant speed on
long downgrades. The retarder will not apply all of the normal braking
capacity.

NOTICE
Do not use the retarder control as a parking brake or to stop the
machine.
STMG 722 - 237 -
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2
5

1 8 7
6

188

1. Service brake valve The service brake valve (1) is controlled by the brake pedal in the cab.
2. Automatic Retarder Supply air for the service brake valve, the manual retarder valve and the
Control (ARC) valve Automatic Retarder Control (ARC) valve (2) is supplied from the
manifold (3).
3. Air supply manifold
When the service brakes are engaged, air flows from the service brake
valve to the service brake relay valve near the brake master cylinders and
to the front brake oil cooler diverter valve [maximum pressure is
825 kPa (120 psi)].
The service brake valve engages the same brakes as the retarder, but does
not control brake modulation as precisely as the retarder.
4. Double check valve Air from the service brake valve and the manual retarder valve flows
to brake relay through the double check valve (4) to the service brake relay valve and
5. Double check valve through the double check valve (5) to the front brake oil cooler diverter
to front cooler valve. If the manual retarder and the service brakes are engaged at the
diverter valve same time, air from the system with the highest pressure will flow
• System with highest through the double check valves to the service brake relay valve and to
pressure engages the front brake oil cooler diverter valve.
brakes
Air from the manual retarder valve also flows through the double check
6. Double check valve valve (6) to the retarder switch (7). The retarder switch turns on the
7. Retarder switch amber retarder lamp on the dash in the operator’s station when the manual
retarder is ENGAGED (see Slide No. 45).
STMG 722 - 238 -
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The function of the Automatic Retarder Control (ARC) system is to

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

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

• Brakes, retarder and The brake light switch and the service/retarder brake switch (see Slide
ARC activate brake No. 131) are located in the supply line to the front brake oil cooler
switches diverter valve (see Slide No. 175). The service brake valve, the manual
retarder valve and the Automatic Retarder Control (ARC) valve send air
to these switches when engaged.

8. Secondary brake The secondary brake valve (8) is controlled by the red pedal in the cab
valve (see Slide No. 41). When the secondary brakes are engaged, air flows
- Modulates parking from the secondary brake valve to the signal port of an inverter valve (see
brake engagement next slide). The inverter valve then blocks the flow of air from the
secondary brake tank to the brake release valve (see Slide No. 192).
Blocking the air from the brake release valve positions the spool in the
brake release valve to drain the oil from the parking brakes, which allows
the springs in the parking brake to ENGAGE the brakes. The secondary
brake valve can be used to modulate parking brake engagement by
metering the amount of air flow to the brake release valve.

• Parking brake valve The parking brake air valve (see Slide No. 42) on the shift console in the
does not modulate cab also controls the flow of air to the brake release valve, but the parking
engagement brake air valve does not modulate the parking brake application.

• Secondary and The parking/secondary brake switch (see Slide No. 131) is located in the
parking brake valves supply line to the brake release valve. The secondary brake valve and the
activate brake switch parking brake air valve send air to this switch when engaged.
INSTRUCTOR NOTE: The ARC system will be discussed in more
detail later in this presentation.
STMG 722 - 239 -
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189

1. Inverter valve signal When the secondary brakes are engaged, air flows from the secondary
port brake valve to the signal port (1) of the inverter valve (2). The inverter
2. Inverter valve valve then blocks the flow of air from the secondary brake tank to the
brake release valve.
Blocking the air from the brake release valve positions the spool in the
brake release valve to drain the oil from the parking brakes, which allows
the springs in the parking brake to ENGAGE the brakes.
STMG 722 - 240 -
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190

1. Parking brake Shown is the parking brake release pump (1). Oil flows from the brake
release pump release pump through the brake release filter to the brake release valve.

• Rear brake oil cooling The three rear brake oil cooling pumps are located behind the brake
pumps release pump. Oil flows from the rear brake cooling pumps through two
2. Screens screens (2) and the two rear brake oil coolers to the rear brakes.

3. Rear brake cooling
oil pressure tap
Rear brake cooling oil pressure can be measured at the pressure tap (3).
Two oil cooler relief valves are located in the hydraulic tank (see Slide
No. 164). The relief valves limit the rear brake oil cooling pressure. The
setting of the oil cooler relief valves is 790 kPa (115 psi). Brake cooling
system pressure will be the result of the restriction in the coolers, brakes
and hoses, which is normally less than the setting of the relief valve.
STMG 722 - 241 -
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191

1. Parking brake Oil flows from the parking brake release pump, through the parking brake
release filter release filter (1), to the parking brake release valve. An oil filter bypass
2. Parking brake switch (2) is located on the filter housing. The oil filter bypass switch
release filter bypass provides an input signal to the Brake ECM. The Brake ECM sends the
switch signal to the VIMS, which informs the operator if the filter is restricted.
3. Rear brake oil
coolers Also shown are the rear brake oil coolers (3). Oil flows from the rear
brake cooling pumps through two screens and the two rear brake oil
coolers to the rear brakes.
STMG 722 - 242 -
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1
3

5 4

192

1. Brake release valve
2. Brake release valve
air supply hose
3. Brake release relief
valve
4. Brake makeup tank
supply oil screen
5. Towing pump
Oil from the parking brake release pump flows through the parking brake
release filter to the brake release valve (1) located inside the right rear
frame. Oil flows from the parking brake release valve to the parking
brake piston in the brakes when the parking brakes are released.
Supply air from the parking brake air valve in the cab or the secondary
brake valve flows through the small hose (2) to an air chamber in the
brake release valve. The brake release valve contains an air piston that
moves a spool. The spool either directs oil to RELEASE the parking
brakes or drains oil to ENGAGE the parking brakes. A relief valve (3) in
the brake release valve limits the system pressure for releasing the brakes.
The setting of the relief valve is 4700 ± 200 kPa (680 ± 30 psi).
Supply oil flows from the brake release valve through an orifice and a
screen (4) to the brake oil makeup tank.
To release the parking brakes for service work or towing, the electric
motor that turns the towing pump (5) can be energized by the brake
release switch located in the cab (see Slide No. 46). The pump sends oil
to the brake release valve to RELEASE the parking brakes. Towing
pump pressure is controlled by a relief valve in the towing pump.
STMG 722 - 243 -
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TOWING SYSTEM RELIEF

FROM CAB SECONDARY
OR PARKING BRAKE VALVE
VALVE

TO HOIST PARKING BRAKE

PILOT RELEASE VALVE
PARKING PARKING SYSTEM
BRAKE BRAKE
RELEASE RELEASE
PUMP FILTER

CHECK
VALVE

TOWING PUMP
AND MOTOR
TOWING PUMP
RELIEF VALVE

193

• Normal parking and Normally, supply oil flows from the parking brake release pump, through
secondary brake the parking brake release filter, to the parking brake release valve. If air
operation pressure is present from the parking brake air valve or the secondary
brake valve, supply oil flows past the relief valve, the check valve and the
• Parking brake relief spool to RELEASE the parking brakes. The relief valve limits the system
valve limits hoist pilot pressure for releasing the brakes and for the pilot oil to shift the hoist
pressure valve. The setting of the relief valve in the parking brake valve is
4700 ± 200 kPa (680 ± 30 psi).
• Parking brake release This schematic shows the flow of oil through the parking brake release
system during towing system when the towing system is activated.
Oil flow from the parking brake release pump has stopped. The towing
motor is energized, and air pressure is present above the parking brake
release valve piston. The air pressure moves the spool in the parking
brake release valve down to block the drain port.
STMG 722 - 244 -
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Oil flows from the towing pump to the parking brake release valve and
the parking brakes. The check valve to the right of the parking brake
release filter blocks the oil from the towing pump from flowing to the
parking brake release pump.

• Relief valve in towing During towing, the parking brake release pressure is limited by a relief
pump limits brake valve in the towing pump. When the relief valve opens, oil transfers from
release pressure the pressure side to the suction side of the towing pump. The setting of
the relief valve is approximately 4480 kPa (650 psi).
• Towing pump check A check valve in the outlet port of the towing pump prevents oil from
valve flowing to the towing pump during normal operation.
• Procedure to check To check the brake release system used for towing, connect a gauge to the
towing system parking brake release pressure tap on the rear axle (see Slide No. 197).
Use a long gauge hose so the gauge can be held in the cab. With the
parking brake air valve in the RELEASE position and the key start switch
in the ON position, energize the parking brake release switch used for
towing (on the dash). The parking brake release pressure should increase
to 4480 kPa (650 psi). Turn off the switch when the pressure stops
increasing.
• Parking brake release The parking brake release pressure must increase to a minimum of
pressures 3790 kPa (550 psi). The parking brakes start to release between
3100 and 3445 kPa (450 and 500 psi). During towing, the brake release
switch on the dash must be energized whenever the parking brake release
pressure decreases below this level or the brakes will drag. The parking
brakes are fully released between 3445 and 3860 kPa
(500 and 560 psi).

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

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

NOTICE
Activate the brake release switch only when additional pressure is
required to release the brakes. Leaving the brake release (towing)
motor energized continuously will drain the batteries.
The parking brake release pressure setting must not exceed
5445 kPa (790 psi). Exceeding this pressure can cause internal
damage to the brake assembly.
STMG 722 - 245 -
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4 2 1
5
4

3 3

194

1. Service brake and
manual retarder
relay valve
2. ARC relay valve
The front service brake relay valve (1) receives metered air from only the
service brake valve or the manual retarder valve. The rear ARC brake
relay valve (2) receives metered air from only the Automatic Retarder
Control (ARC) valve.

3. Double check valves When the service brakes or manual retarder brakes are ENGAGED, the
4. Brake cylinders front relay valve opens and metered air flows from the service brake
reservoir, through the double check valves (3), to the four brake
• Brake relay valves
cylinders (4). The brake relay valves reduce the time required to engage
reduce time to engage
and release brakes and release the brakes. The double check valves (3) are used to separate
the service and manual retarder brakes from the ARC brake system.
• Double check valves
separate brake
systems When the ARC brake system is ENGAGED, the rear relay valve opens
and metered air flows from the service brake reservoir, through a pressure
5. Pressure protection protection valve (5) and the double check valves (3), to the four brake
valve prevents loss cylinders (4). The pressure protection valve prevents a loss of air
of service brake air pressure in the service brake air system if the ARC relay valve fails. The
protection valve opens flow to the ARC relay valve at 380 kPa (55 psi)
and closes when the pressure falls below 310 kPa (45 psi).

The brake cylinders operate by air-over-oil. When the metered air enters
the brake cylinders, a piston moves down and pressurizes the oil in the
bottom of the cylinders. Two brake cylinder supply oil to the front brakes
and two brake cylinders supply oil to the rear brakes.
STMG 722 - 246 -
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195

1. Brake oil makeup As the brake discs in the brake assemblies wear, more oil is needed from
tank the brake cylinders to compensate for the wear. The makeup oil tank (1)
• Oil supply from supplies makeup oil for the brake cylinders. Oil from the parking brake
parking brake release release valve flows through an orifice and screen to provide a continuous
valve supply of oil to the makeup tank (see Slide No. 192). Low flow to the
makeup tank can cause the makeup oil reserve to decrease and cause the
brake cylinders to overstroke.

• Check brake makeup To check for makeup oil flow, remove the cover from the makeup oil
oil flow tank. With the engine at HIGH IDLE, a stream of oil filling the tank
should be visible. If a stream of oil is not visible, there may be a
restriction in the filter or hose to the tank or pump flow may be low.

2. Brake overstroke Keep the service brake ENGAGED for at least one minute. If air is in the
switch system or a loss of oil downstream from the cylinders occurs, the piston in
the cylinder will overstroke and cause an indicator rod to extend and open
the brake overstroke switch (2). The switch provides an input signal to
the Brake ECM. The Brake ECM sends the signal to the VIMS, which
informs the operator of the condition of the service/retarder brake oil
circuit. If an overstroke condition occurs, the problem must be repaired
and the indicator rod pushed in to end the warning.
STMG 722 - 247 -
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• Brake cylinder test The oil-to-air ratio of the brake cylinder is approximately 6.6 to 1. To test
the brake cylinder, install a gauge in the fitting on top of the brake
cylinder and a gauge on the pressure tap on the slack adjuster. When the
service brakes are ENGAGED, if the air pressure in the brake cylinder is
690 kPa (100 psi), the oil pressure measured at the slack adjuster should
be approximately 4560 kPa (660 psi). When the brakes are RELEASED,
both pressures should return to zero.

• Brake cylinder Inspect the condition of the breather for the brake cylinders (see Slide
breather No. 19). Oil should not leak from the breather. Oil leaking from the
breather is an indication that the oil piston seals in a brake cylinder needs
replacement. Air flow from the breather during a brake application is an
indication that a brake cylinder air piston seal needs replacement.
3. Brake oil Shown is one of the four brake oil temperature sensors (3). Four brake oil
temperature sensor temperature sensors, one for each brake, are located in the brake oil
cooling tubes. The brake oil temperature sensors provide input signals to
the VIMS, which keeps the operator informed of the brake cooling oil
temperature.

• High brake cooling oil The most common cause of high brake cooling oil temperature is
temperature: operating a truck in a gear that is too high for the grade and not
- Gear too high maintaining sufficient engine speed. Engine speed should be kept at
approximately 1900 rpm during long downhill hauls.
- Engine speed too
low Also, make sure the pistons in the slack adjuster are not stuck and
- Slack adjuster retaining too much pressure on the brakes (see Slides No. 197 and 198).
pistons stuck
STMG 722 - 248 -
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BRAKE CYLINDER
BRAKES ENGAGED

AIR INDICATOR ROD FROM

PISTON MAKEUP
TANK
OIL
PISTON

AIR TO
INLET SLACK
ADJUSTER

BREATHER VALVE
PORT
SPRING ROD

196

• Brake cylinder This slide shows a sectional view of the brake cylinder when the brakes
ENGAGED are ENGAGED.
Air pressure from the brake relay valve enters the air inlet. The air
pressure moves the air piston and the attached rod closes the valve in the
oil piston. When the valve in the oil piston is closed, the oil piston
pressurizes the oil in the cylinder. The pressure oil flows to the slack
adjuster.
• Overstroke switch If air is in the system or a loss of oil downstream from the cylinders
indicates oil loss occurs, the piston in the cylinder will overstroke, which causes the
indicator rod to extend and open the brake overstroke switch. If an
overstroke condition occurs, the problem must be repaired and the
indicator rod pushed in to end the warning.
When the air pressure is removed from behind the air piston, the spring
moves the air piston and the attached rod opens the valve in the oil piston.
Any makeup oil that is needed flows into the passage at the top of the oil
chamber, through the valve, and into the oil chamber at the right of the oil
piston.
STMG 722 - 249 -
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3 2 3
4 4

197

1. Slack adjuster The truck is equipped with two slack adjusters--one for the front brakes
and one for the rear brakes. The slack adjuster (1) shown is for the rear
brakes. The slack adjusters compensate for brake disc wear by allowing a
small volume of oil to flow through the slack adjuster and remain between
the slack adjuster and the brake piston under low pressure. The slack
adjusters maintain a slight pressure on the brake piston at all times.

• Cooling oil pressure Brake cooling oil pressure maintains a small clearance between the brake
maintains clearance discs.
between discs

2. Service brake The service brake oil pressure can be measured at the two taps (2) located
pressure taps on top of the slack adjusters.

3. Service brake bleed Air can be removed from the service brakes through the two remote bleed
valves valves (3).

4. Parking brake The parking brake release pressure can be measured at the two taps (4) on
release pressure the axle housing.
taps

NOTE: Air can be removed from the front service brakes through
bleed valves located on each wheel.
STMG 722 - 250 -
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BRAKE SLACK ADJUSTER

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

FROM FROM
TO
WHEEL WHEEL
WHEEL
BRAKES BRAKES
BRAKES

TO
WHEEL
BRAKES

BRAKES RELEASED BRAKES ENGAGED

198

• Slack adjuster This slide shows sectional views of the slack adjuster when the brakes are
RELEASED and RELEASED and ENGAGED.
ENGAGED
When the brakes are ENGAGED, oil from the brake cylinders enters the
• Large piston moves to slack adjusters and the two large pistons move outward. Each large piston
ENGAGE brakes
supplies oil to one wheel brake. The large pistons pressurize the oil to the
service brake pistons and ENGAGE the brakes.
Normally, the service brakes are FULLY ENGAGED before the large
pistons in the slack adjusters reach the end of their stroke. As the brake
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
• Small piston allows cover. The pressure in the slack adjuster increases until the small piston
makeup oil to brakes moves and allows makeup oil from the brake cylinders to flow to the
service brake piston.
STMG 722 - 251 -
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• Brake springs move When the brakes are RELEASED, the springs in the service brakes push
large pistons to center the service brake pistons away from the brake discs. The oil from the
of slack adjuster
service brake pistons pushes the large pistons in the slack adjuster to the
center of the slack adjuster. Makeup oil that was used to ENGAGE the
brakes is replenished at the brake cylinders from the makeup tank.
• Large piston spring The spring behind the large piston causes some oil pressure to be felt on
keeps pressure on the service brake piston when the brakes are RELEASED (residual
service brake piston pressure). Keeping some pressure on the brake piston provides rapid
brake engagement with a minimum amount of brake cylinder piston
travel.

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

• Brakes ENGAGED-- Another check to verify correct slack adjuster operation is to connect a
pressures should be gauge to the pressure tap on top of the slack adjuster and another gauge at
equal the service brake bleed screw location. With system air pressure at
maximum and the service brake pedal depressed, the pressure reading on
both gauges should be approximately the same.
• Brakes RELEASED-- When the brakes are RELEASED, the pressure at the slack adjuster
residual pressure at should return to zero. The pressure at the service brake bleed screw
bleed screw location should return to the residual pressure held on the brakes by the
slack adjuster piston.
The residual pressures at the service brake bleed screw location should
be:
Front: 59 kPa (8.6 psi) Rear: 68 kPa (9.9 psi)

• Check for warped Low residual pressure may indicate a failed slack adjuster. High residual
brake discs pressure may also indicate a failed slack adjuster or warped brake discs.
To check for warped brake discs, rotate the wheel to see if the pressure
fluctuates. If the pressure fluctuates while rotating the wheel, the brake
discs are probably warped and should be replaced.
• Check for brake To check for brake cooling oil leakage, block the brake cooling ports and
cooling oil leakage pressurize each brake assembly to a maximum of 138 kPa (20 psi). Close
off the air supply source and observe the pressure trapped in the brake
assembly for five minutes. The trapped pressure should not decrease.
STMG 722 - 252 -
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TO FRONT
BRAKES
HOIST
HOIST SCREENS
PUMP PUMP
DRIVE PARKING BRAKE
PARKING RELEASE VALVE
BRAKE
RELEASE
FILTER

HOIST
FRONT BRAKES VALVE
FRONT BRAKE
OIL FILTERS

TRACTION CONTROL
SYSTEM (TCS) VALVE
FRONT BRAKE
OIL COOLER

793C BRAKE
COOLING CIRCUIT
REAR BRAKES
DIVERTER
VALVE

PARKING BRAKE
RELEASE PUMP

REAR BRAKE
COOLING
PUMPS

REAR BRAKE PUMP

OIL COOLERS DRIVE

REAR BRAKE
OIL COOLING
COOLER RELIEF VALVES
SCREENS

SUCTION
SCREENS

199

• Rear brake oil cooling The three rear brake cooling pumps pull oil from the hydraulic tank
circuit through suction screens. Rear brake cooling oil pressure is controlled by
two oil cooler relief valves located inside the hydraulic tank. Oil flows
from the rear brake cooling pumps through two screens and two brake oil
coolers located behind the right front tire. Oil flows from the rear brake
oil coolers, through the rear brakes, and returns to the hydraulic tank.

• Front brake oil cooling The hoist pump and the parking brake release pump provide oil cooling
circuit flow for the front brakes. Front brake cooling oil pressure is controlled by
an oil cooler relief valve located inside the hoist valve.

Oil flows from the hoist pump through two screens to the hoist valve.
Most of the oil that flows into the parking brake release valve flows
through the valve and joins with the hoist system oil. Oil flows from the
hoist valve through the two front brake oil filters, the front brake oil
cooler diverter valve and the front brakes to the hydraulic tank.

Front brake cooling oil only flows through the front brake oil cooler if the
service or retarder brakes (manual or automatic) are engaged.
STMG 722 - 253 -
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BRAKE ELECTRONIC CONTROL SYSTEM

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

ARC ENGINE OUTPUT ARC SUPPLY ARC

SPEED SENSOR SOLENOID
ON INPUT

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

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

PROPORTIONAL
RIGHT WHEEL SPEED SENSOR (SERVO) SOLENOID

200

BRAKE ELECTRONIC CONTROL SYSTEM

• Brake ECM The 793C Update trucks use an additional Electronic Control Module
(ECM) for controlling both the Automatic Retarder Control (ARC) and
the Traction Control System (TCS). The TCS is now on the CAT Data
Link, and the Electronic Technician (ET) service tool can be used to
diagnose the TCS.
• Brake functions The Brake ECM receives information from various input components
controlled by such as the Engine Output Speed (EOS) sensor, retarder pressure switch,
electrical signals left and right wheel speed sensors and the TCS test switch.
Based on the input information, the Brake ECM determines whether the
service/retarder brakes should ENGAGE for the ARC or the
parking/secondary brakes should ENGAGE for the TCS. These actions
are accomplished by sending signals to various output components.
STMG 722 - 254 -
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Output components include the ARC supply and control solenoids, the
retarder ENGAGED lamp, the TCS selector and proportional solenoids
and the TCS ENGAGED lamp.
The Brake ECM also provides the service technician with enhanced
diagnostic capabilities through the use of onboard memory, which stores
possible diagnostic codes for retrieval at the time of service.
• Benefits of electronic The Engine ECM, the Transmission/Chassis ECM, the Vital Information
communication Management System (VIMS) and the Brake ECM all communicate
through the CAT Data Link. Communication between the electronic
controls allows the sensors of each system to be shared.
The Electronic Control Analyzer Programmer (ECAP) and the Electronic
Technician (ET) Service Tools can be used to perform several diagnostic
and programming functions.
• Service tool functions Some of the diagnostic and programming functions that the service tools
can perform are:
- Display real time status of input and output parameters
- Display the internal clock hour reading
- Display the number of occurrences and the hour reading of the first
and last occurrence for each logged diagnostic code and event
- Display the definition for each logged diagnostic code and event
- Display the supply and control solenoid engagement counter
- Program the ARC control speed
- Perform ARC and TCS diagnostic tests
- Upload new Flash files
STMG 722 - 255 -
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INSTRUCTOR NOTE: Some of the Brake Electronic Control

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

127. ECM location code

174. Front brake filter switch
191. Parking brake filter switch
195. Brake overstroke switch
131. Brake air pressure sensor
207. Left brake release pressure sensor
207. Right brake release pressure sensor
138. Differential oil filter switch
137. Differential oil temperature sensor
137. Differential oil pressure sensor
138. Differential oil level switch
203. Engine output speed sensor
46. ARC ON/OFF switch
204. Retarder pressure switch
204. Auto retarder pressure switch
46. TCS test switch
206. Left wheel speed sensor
206. Right wheel speed sensor
55. CAT Data Link/Electronic Service Tool
61. Engine ECM
126. Transmission/Chassis ECM
47. VIMS
128. Shift lever switch
129. Actual gear switch
131. Parking/Secondary brake pressure switch
64. Throttle position sensor
63. Engine speed timing sensor
130. Transmission output speed sensor
131. Service/Retarder brake pressure switch
N/A. Differential fan relay (attachment) (not shown)
204. ARC supply solenoid
204. ARC control solenoid
45. Retarder engaged lamp
45. TCS engaged lamp
207. TCS selector solenoid (left)
207. TCS selector solenoid (right)
207. TCS proportional (servo) solenoid
STMG 722 - 256 -
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201

• Brake ECM (arrow): Shown are the Electronic Control Modules (ECM's) installed in a
793C (4GZ) Update truck. The Brake ECM does not have a diagnostic
- No diagnostic
window like the ARC and the TCS used on the 793C (4AR) trucks.
window
- Diagnostics and All diagnostic and programming functions must be performed with an
programming
Electronic Control Analyzer Programmer (ECAP) or a laptop computer
require ECAP or ET
with the Electronic Technician (ET) software installed. ET is the tool of
choice because the Brake ECM can be reprogrammed with a "flash" file
using the WinFlash application of ET. ECAP cannot upload "flash" files.
• Brake ECM looks like The Brake ECM looks like the Engine ECM with two 40-pin connectors,
Engine ECM but the Brake ECM does not have fittings for cooling fluid. Also, the
Brake ECM has no access plate for a personality module.
STMG 722 - 257 -
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AUTOMATIC RETARDER CONTROL

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

CONTROL
SOLENOID

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

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

202

Automatic Retarder Control (ARC)

• Automatic Retarder The Automatic Retarder Control (ARC) system function is to modulate
Control (ARC) truck braking (retarding) when descending a long grade to maintain a
constant engine speed. The ARC system engages the service/retarder
brakes. If the ON/OFF switch is moved to the ON position, the ARC will
be activated if the throttle pedal is not depressed and the parking/
secondary brakes are RELEASED. The ARC system is disabled when the
throttle is depressed or when the parking/secondary brakes are
ENGAGED.
The ARC is not connected to the service brakes and the manual retarder.
When the ARC is ENGAGED, air flows from the ARC valve to a separate
relay valve located near the brake master cylinders (see Slide No. 194).
STMG 722 - 258 -
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• ARC set to maintain The ARC is set at the factory to maintain a constant engine speed of
1950 engine rpm 1950 ± 50 rpm (engine speed setting is programmable). When the ARC
initially takes control of retarding, the engine speed may oscillate out of
the ± 50 rpm target, but the engine speed should stabilize within a few
seconds.
For proper operation of the ARC, the operator needs only to activate the
control with the ARC ON/OFF switch and select the correct gear for the
grade, load, and ground conditions. The ARC is designed to allow the
transmission to upshift to the gear selected by the shift lever. After the
transmission shifts to the gear selected by the operator and the engine
speed exceeds 1950 rpm, the ARC will apply the retarder as needed to
maintain a constant engine speed.
• ARC provides engine The ARC system also provides engine overspeed protection. If an unsafe
overspeed protection engine speed is reached, the ARC will engage the brakes, even if the ARC
ON/OFF switch is in the OFF position and the throttle is depressed.
Trucks approaching an overspeed condition will sound a horn and activate
a light at 2100 rpm. If the operator ignores the light and horn, the ARC
will engage the retarder at 2180 rpm. If the engine speed continues to
increase, the Transmission/Chassis ECM will either upshift (one gear only
above shift lever position) or unlock the torque converter (if the shift lever
is in the top gear position) at 2300 rpm.
• ARC provides The ARC also provides service personnel with enhanced diagnostic
programming and capabilities through the use of onboard memory, which stores possible
diagnostic capability
faults, solenoid cycle counts and other service information for retrieval at
the time of service.
By using an ECAP or a laptop computer with the Electronic Technician
(ET) software installed, service personnel can access the stored diagnostic
information or set the adjustable engine speed control setting.
The Auto Retarder Control receives signals from several switches and
sensors. The control analyzes the various input signals and sends signals
to the output components. The output components are two solenoids and
a lamp.

INSTRUCTOR NOTE: For more detailed information about the

Automatic Retarder Control (ARC) system, refer to the Service
Manual Module "Off-Highway Truck/Tractors Brake Electronic
Control System" (Form SENR1503) and the Technical Instruction
Module "Automatic Retarder Control System" (Form SEGV2593).
STMG 722 - 259 -
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203

1. Engine output speed Shown is the location of the Engine Output Speed (EOS) sensor (1) that
sensor provides the primary input signal used by the ARC. The engine speed
information is the main parameter that the Brake ECM uses to control
retarding. The engine speed sensor is a frequency sensor that generates
an AC signal from the passing flywheel gear teeth.
• EOS used for TOS The EOS sensor also provides an input signal to the Transmission/Chassis
ratification and lockup ECM for Transmission Output Speed (TOS) ratification and lockup clutch
clutch shift time shift time. The Transmission/Chassis ECM uses the EOS signal and the
Converter Output Speed (COS) signal to calculate torque converter
lockup clutch shift time. This information is then sent to VIMS. The
EOS signal is also used for TOS ratification. EOS is compared to the
EOS calculated from the TOS and the ratio for the current transmission
gear. If the speeds do not agree, the transmission will not downshift. If
EOS is less than 1000 rpm the lockup clutch will release. If EOS exceeds
2300 rpm the lockup clutch will release. If EOS exceeds 2500 rpm the
transmission will upshift as many gears as necessary to keep engine speed
less than 2500 rpm.

2. Engine speed/timing The engine speed/timing sensor (2) is also used by the ARC for diagnostic
sensor purposes. If the Brake ECM receives an input signal from the engine
speed/timing sensor, but not the EOS sensor, the Brake ECM will log an
engine speed fault. The ARC will not function without an engine speed
signal from EOS sensor (1).
STMG 722 - 260 -
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• Use 8T5200 Signal NOTE: The 8T5200 Signal Generator/Counter Group can be
Generator to simulate connected to the engine speed sensor wiring harness and be used to
engine speed
simulate engine speed for diagnostic purposes. A 196-1900 adapter is
required to increase the frequency potential from the signal generator
when connecting to the ECM's used on these trucks. To connect the
8T5201 Signal Generator to the engine speed sensor wiring harness,
fabricate jumper wires and connect the 8T5198 Adapter Cable (part
of the 8T5200 Signal Generator/Counter Group) to the speed sensor
harness Deutsch DT connector.
8T5198 Adapter Deutsch DT Connector

Pin B J765 BU Pin 2 (ground)

Pin C 450 YL Pin 1 (signal)
STMG 722 - 261 -
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2 5

204

1. Retarder pressure Shown is the location of the retarder pressure switch (1). The retarder
switch pressure switch signals the Brake ECM when manual or automatic
retarder air pressure is present. The switch is normally open and closes
when the manual or automatic retarder is engaged.
A fault is recorded when the Brake ECM detects the absence of retarder
pressure (switch open) while the supply solenoid and the control solenoid
are energized.
2. Auto retarder The auto retarder pressure switch (2) signals the Brake ECM when air
pressure switch pressure is present and the automatic retarder valve (3) is functioning.
3. Automatic retarder The auto retarder pressure switch is located in front of the cab in the
valve output port of the automatic retarder valve. The switch is normally closed
and opens only when the auto retarder is engaged.
A fault is recorded when the Brake ECM detects the presence of auto
retarder pressure (switch open) while the supply solenoid and the control
solenoid are not energized.
STMG 722 - 262 -
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4. Supply solenoid The supply solenoid valve (4) turns ON or OFF to control the flow of
valve supply air to the automatic retarder valve (3). The Brake ECM energizes
the supply solenoid valve with + Battery voltage (24 Volts) at 100 rpm
less than the programmed control speed setting. Normally, the reduced
speed will be 1850 rpm, since the control speed is set to 1950 rpm at the
factory.
A fault is recorded if the Brake ECM senses the signal to the supply
solenoid as open, shorted to ground, or shorted to battery.

5. Control solenoid The control solenoid valve (5) modulates the air flow to the brakes during
valve automatic retarding. The control solenoid receives a Pulse Width
Modulated (PWM) signal from the Brake ECM. The longer the duty
cycle, the more time the control solenoid valve is open, and more air
pressure is allowed to the brakes. Voltage to the control solenoid
increases proportionally from zero to approximately 22 Volts with the
demand for more brake pressure.
A fault is recorded if the Brake ECM senses the signal to the control
solenoid as open, shorted to ground, or shorted to battery.
• Supply and control Normal resistance through the supply and control solenoids is 31 Ohms.
solenoid resistance An excess resistance of approximately 40 Ohms will prevent the valves
from opening and will cause a supply or control valve fault to be logged.
Therefore, a measurement of approximately 71 Ohms or more will show
that the solenoid is defective.

• ARC valve The Brake ECM can also determine if the solenoid valves have
malfunction malfunctioned (valves leaking). If air pressure is present at the auto
retarder pressure switch when the solenoids are DE-ENERGIZED, the
auto retarder pressure switch will signal the Brake ECM that the ARC
valve has malfunctioned.
STMG 722 - 263 -
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TRACTION CONTROL SYSTEM

BRAKE ECM
(ARC/TCS)
ELECTRONIC
SERVICE TOOL

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

PROPORTIONAL
LEFT WHEEL SOLENOID
SPEED SENSOR

RIGHT WHEEL + 10V TO

SPEED SENSOR WHEEL SENSORS

205

Traction Control System (TCS)

• TCS uses rear The Traction Control System (TCS) uses the rear parking/secondary
parking/secondary brakes (spring engaged and hydraulically released) to decrease the
brakes revolutions of a spinning wheel. The TCS allows the tire with better
underfoot conditions to receive an increased amount of torque. The
system is controlled by the Brake ECM (see Slides No. 200 and 201).
The Brake ECM monitors the drive wheels through three input signals:
one at each drive axle, and one at the transmission output shaft. When a
spinning drive wheel is detected (1.6:1), the Brake ECM sends a signal to
the selector and proportional valves which ENGAGE the brake of the
affected wheel. When the condition has improved and the ratio between
the right and left axles returns to 1:1, the Brake ECM sends a signal to
RELEASE the brake.
STMG 722 - 264 -
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• TCS replaces AETA The TCS was formerly referred to as the Automatic Electronic Traction
Aid (AETA). The operation of the system has not changed. The main
differences are the appearance of the ECM, and the TCS is now on the
CAT Data Link. Also, the ECAP and ET Service Tools can communicate
with the TCS.
• Service/retarder brake A service/retarder brake switch (see Slide No. 131) provides an input
switch: signal to the TCS through the CAT Data Link and performs two functions:
- Stops TCS function 1. When the service brakes or retarder are ENGAGED, the TCS function
- Performs diagnostic is stopped.
test
2. The service/retarder brake switch provides the input signal needed to
perform a diagnostic test. When the TCS test switch and the retarder
lever are ENGAGED simultaneously, the TCS will engage each rear
brake independently. Install two pressure gauges on the TCS valve,
and observe the pressure readings during the test cycle. The left brake
pressure will decrease and increase. After a short pause, the right
brake pressure will decrease and increase. The test will repeat as long
as the TCS test switch and the retarder lever are ENGAGED.
• Brake release The TCS valve has a left and right brake release pressure sensor. A
pressure sensors laptop computer with the ET software installed can also be used to view
the left and right parking brake pressures during the test discussed above
in function No. 2. When the proportional solenoid is ENERGIZED, ET
will show 44% when the brake is FULLY ENGAGED.
NOTE: During the diagnostic test, the parking/secondary brakes
must be released.

INSTRUCTOR NOTE: For more detailed information about the

Traction Control System (TCS), refer to the Service Manual Module
"Off-Highway Truck/Tractors Brake Electronic Control System"
(Form SENR1503) and the Technical Instruction Module "Automatic
Electronic Traction Aid" (Form SEGV2585).
STMG 722 - 265 -
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206

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

• TOS sensor disables The Transmission Output Speed (TOS) sensor (see Slide No. 130)
TCS monitors the ground speed of the machine and provides input signals to
the TCS through the CAT Data Link. The TCS uses the TOS sensor to
disable the TCS when ground speed is above 19.3 km/h (12 mph).
STMG 722 - 266 -
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4
4

3
3

1 2

207

• TCS valve The Traction Control System (TCS) valve is mounted inside the rear of
the right frame rail. Two solenoids are mounted on the valve.
1. Selector solenoid Electrical signals from the Brake ECM cause the selector solenoid
valve (1) to shift and select either the left or right parking brake. If the
selector valve shifts to the left parking brake hydraulic circuit, the control
oil is drained. The left reducing spool of the control valve can then shift
and engage the parking brake.
The Brake ECM energizes the selector solenoid valve with + Battery
voltage (24 Volts). Normal resistance through the selector solenoid is
between 18 and 45 Ohms.
2. Proportional The proportional solenoid valve (2) controls the volume of oil being
solenoid drained from the selected parking brake control circuit. The rate of flow
is controlled by a signal from the Brake ECM.
The proportional solenoid receives a current between 100 and 680 mA
(or 0 to 12 Volts) from the Brake ECM. The more current that is sent, the
more the proportional solenoid valve is open, and more oil pressure is
drained from the brakes. Normal resistance through the solenoid is
between 12 and 22 Ohms.
STMG 722 - 267 -
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3. Left and right brake The pressure taps (3) or pressure sensors (4) can be used to test the left
release pressure and right brake release pressures when performing diagnostic tests on the
taps
TCS. At HIGH IDLE, the pressure at the taps in the TCS valve will be
4. Left and right brake approximately 138 kPa (20 psi) less than the brake release pressure tested
release pressure at the wheels.
sensors

• Brake drag event The pressure sensors are also used to provide parking brake dragging
information to the service technician. If the parking brakes are released,
as sensed by the parking brake switch behind the cab, and parking brake
pressure is below 3445 kPa (500 psi), a parking brake dragging event will
be logged in the Brake ECM. The event can be seen with ET.
STMG 722 - 268 -
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TRACTION CONTROL SYSTEM (TCS)

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

LEFT
DRIVE AXLE

INPUT
BALL CHECK SIGNALS
TRANSMISSION
SPEED SENSOR OUTPUT
SIGNALS
ORIFICE

SCREEN TCS ENGAGED

LAMP

SELECTOR
SOLENOID
PARKING
BRAKE
VALVE
RIGHT
DRIVE AXLE
PROPORTIONAL
SOLENOID

208

• TCS operation with Shown is the TCS with the engine running and the brakes RELEASED.
brakes RELEASED
When the machine is started:
- Oil flows from parking brake release pump through the brake release
oil filter where the flow is divided. One line from the filter directs
oil to the parking brake release valve. The other line sends oil to the
signal port (right end of signal piston) of the TCS control valve.
- Oil flow to the TCS control valve signal port causes the ball check
piston to move to the left and unseat the drain ball check valve.
Opening the drain ball check valve opens a drain passage to the
hydraulic tank.
STMG 722 - 269 -
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When the operator releases the parking brakes:

- Air pressure is increased at the parking brake release valve forcing
the valve spool down.
- Parking brake release oil can now flow through the parking brake
release valve to the TCS control valve.
- In the control valve, oil closes the parking/secondary ball check
valve and flows through the screen.
- Oil flows through the right and left brake control circuit orifices.
- Oil flows to the ends of the left and right brake reducing valve
spools.
- When the control circuit pressure is high enough, the reducing
spools shift toward the center of the TCS control valve and parking
brake release oil flows to release the brakes.
STMG 722 - 270 -
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TRACTION CONTROL SYSTEM (TCS)

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

LEFT
DRIVE AXLE

INPUT
BALL CHECK SIGNALS
TRANSMISSION
SPEED SENSOR OUTPUT
SIGNALS
ORIFICE

SCREEN TCS ENGAGED

LAMP

SELECTOR
SOLENOID
PARKING
BRAKE
VALVE
RIGHT
DRIVE AXLE
PROPORTIONAL
SOLENOID

209

• TCS operation with Shown is the TCS with the engine running and the left brake ENGAGED.
left brake ENGAGED When signals from the sensors indicate that the left wheel is spinning
60% faster than the right wheel, the following sequence of events occurs:
- The Brake ECM sends a signal to the selector solenoid valve and the
proportional solenoid valve.
- The selector solenoid valve opens a passage between the outer end
of the left brake pressure reducing valve and the proportional
solenoid valve.
- The proportional solenoid valve opens a passage from the selector
solenoid valve to drain. The proportional solenoid valve also
controls the rate at which the oil is allowed to drain.
- Control circuit oil drains through the selector valve and enters the
proportional valve.
STMG 722 - 271 -
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- The reducing valve spool for the left parking brake shifts and blocks
the flow of oil to the parking brake.
- Oil in the left parking brake control circuit begins to drain.
- The left parking brake begins to ENGAGE.
- The left brake orifice restricts the flow of oil from the parking brake
release valve.
When the signals from the sensors indicate that the left wheel is no longer
spinning, the following sequence occurs:
- The Brake ECM stops sending signals to the selector solenoid and
the proportional solenoid.
- The selector solenoid valve and proportional solenoid valve block
the passage to drain and allow the control circuit pressure to
increase.
- The left brake reducing valve spool shifts to the center position and
blocks the passage to drain.
- Parking brake release oil is directed to the left parking brake and the
brake is RELEASED.
STMG 722 - 272 -
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210

CONCLUSION

This presentation has provided a basic introduction to the Caterpillar

793C Update Off-highway Truck. All the major component locations
were identified and the major systems were discussed. When used in
conjunction with the service manual, the information in this package
should permit the serviceman to analyze problems in any of the major
systems on these trucks.
STMG 722 - 273 -
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SLIDE LIST

1. Model view (left side) 44. Circuit breaker panel

2. Model view (right side) 45. Center dash panel
3. Model view (front) 46. Rocker switches
4. Model view (rear) 47. VIMS message center module
5. Subtitle slide--Walk around inspection 48. VIMS message center module
6. Maintenance--10 hours/daily 49. VIMS system diagram (4GZ)
7. Front wheel 50. VIMS Main Module (4GZ)
8. Front suspension cylinder 51. VIMS system diagram (ATY)
9. Steering S•O•S 52. VIMS Main Module (ATY)
10. Right side coolers and filters 53. VIMS inputs/outputs
11. Hydraulic tank 54. VIMS diagnostic connector
12. Final drive 55. Electronic Technician (ET)
13. Rear axle 56. Ambient temperature sensor
14. Safety cable 57. Suspension sensor
15. Fuel tank 58. Alternator "R" terminal
16. Primary fuel filter 59. 3516B engine model view
17. Torque converter oil level 60. Electronic control system component
18. Torque converter screens diagram
19. Brake cylinder breathers 61 Engine ECM
20. Front brake filters 62. Atmospheric pressure sensor
21. Air dryers 63. Engine speed/timing sensor
22. Engine oil filters 64. Throttle position sensor
23. Oil level switches 65. Crankcase pressure sensor
24. Secondary fuel filters 66. EUI fuel injector solenoid
25. Engine shutdown switch 67. ECM logged events
26. Air filter restriction indicators 68. Systems controlled by ECM
27. Shunt tank 69. Engine oil pre-lubrication
28. Air, steering and grease tanks 70. Cooling system
29. Steering system tank 71. Radiator
30. Air tank drain valve 72. Jacket water coolant flow
31. Ether cylinders 73. Front engine cooling system components
32. Cab air filter 74. Coolant temperature sensor
33. Daily checks 75. Water pump
34. Operator's station 76. Engine coolers (right side)
35. Operator and trainer seats 77. Rear brake coolers
36. Hoist control lever 78. Auxiliary (aftercooler) cooling system
37. Dash (left side) 79. Auxiliary (aftercooler) water pump
38. Operator controls 80 Rear aftercooler temperature sensor
39. Switches and signals 81. Front brake cooler
40. Manual retarder lever 82. Lubrication system
41. Brake and throttle pedals 83. Engine oil pump
42. Shift console 84. Engine oil filters
43. Overhead switches 85. Engine oil renewal system
STMG 722 - 274 -
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SLIDE LIST

86. Fuel system circuit 128. Shift lever switch

87. Primary fuel filter 129. Transmission gear switch
88. Fuel transfer pump 130. Transmission Output Speed (TOS)
89. Secondary fuel filters sensor
90. Fuel pressure regulator 131. Service/retarder brake switch
91. Air induction and exhaust system 132. Body position sensor
92. Air filters 133. Transmission/Chassis ECM (systems
93. Turbocharger inlet pressure sensor controlled)
94. Turbochargers 134. Transmission/Chassis ECM (events)
95. Exhaust temperature sensor 135. Rear axle oil cooling and filter system
96. Turbocharger outlet pressure sensor 136. Rear axle pump
97. Exhaust bypass (wastegate) 137. Rear axle flow valve
98. Power train introduction 138. Rear axle filter
99. Torque converter 139. Double reduction planetary gear final
100. Torque converter (converter drive) drives
101. Torque converter drive (direct drive) 140. Steering system intro
102. Transmission and transfer gears 141. Steering tank and filter
103. Power train hydraulic system 142. Steering pump
104. Torque converter pump (four sections) 143. Steering valves
105. Transmission scavenge screens 144. Accumulator charging valve
106. Torque converter suction screen 145. Steering system (maximum flow)
107. Torque converter charging filter 146. Steering system (minimum flow)
108. Torque converter inlet relief valve 147. Accumulator charging valve (cut-in)
109. Torque converter outlet relief valve 148. Accumulator charging valve (cut-out)
110. Transmission charging filter 149. Accumulator charging valve (start
111. Torque converter lockup clutch valve cut-in)
(iron) 150. Solenoid and relief valve manifold
112. Torque converter lockup clutch control 151. Solenoid and relief valve manifold
(direct drive) (sectional view)
113. Transmission case side view 152. Steering control valve
114. Transmission control (iron) 153. Steering control valve (no turn)
115. Transmission control (neutral) 154. Steering control valve (right turn)
116. Transmission control (direct drive) 155. Hand Metering Unit (HMU)
117. Valve station (clutch released) 156. HMU and steering control valve (ISO)
118. Valve station (clutch filling) 157. Steering accumulators
119. Valve station (clutch engaged) 158. Shutdown control
120. Valve station (clutch decay) 159. Hoist system intro
121. "D" station (converter drive) 160. Hoist control system
122. "D" station (direct drive) 161. Hoist lever
123. Shift modulation cycle 162. Hoist control position sensor
124. Shift modulation problems 163. Hydraulic tank
125. Transfer gears 164. Hydraulic tank (rear)
126. Transmission/Chassis ECM 165. Two section hoist pump
127. Transmission/Chassis system diagram 166. Hoist screens
STMG 722 - 275 -
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SLIDE LIST

167. Hoist control valve (rear) 205. Traction Control System (TCS)
168. Hoist control valve (left) schematic
169. Hoist control valve (hold) 206. Wheel speed sensor
170. Hoist control valve (raise) 207. Traction Control System (TCS) valve
171. Hoist counterbalance valve 208. Traction Control System (TCS)
172. Hoist control valve (lower) operation (brakes released)
173. Hoist control valve (float) 209. Traction Control System (TCS)
174. Front brake filters operation (left brake engaged)
175. Front brake cooler 210. Model rear view
176. Two-stage hoist cylinders
177. Air system and brake introduction
178. Oil cooled brake assembly (cutaway)
179. Air charging system
180. Air compressor
181. Air dryers
182. Service/retarder brake tank
183. Pressure protection valve
184. Parking/secondary brake tank
185. Service/retarder brake air system
(engaged)
186. Parking/secondary brakes released and
parking brakes engaged
187. Manual retarder lever
188. Front cab brake valves
189. Inverter valve
190. Parking brake release and cooling pumps
191. Parking brake release filter
192. Parking brake release valve
193. Towing system
194. Relay valves
195. Brake oil makeup tank
196. Brake cylinder (engaged)
197. Slack adjuster (iron)
198. Slack adjuster (released and engaged)
199. Brake oil cooling schematic
200. Brake electronic control system
201. Brake ECM (iron)
202. Automatic Retarder Control (ARC)
schematic
203. Engine Output Speed (EOS) sensor
204. ARC valve
STMG 722 - 276 - Serviceman's Handout No. 1
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VIMS KEYPAD OPERATIONS

The keypad allows the operator or a service technician to interact with the VIMS. Some of the
functions that can be performed by the keypad are:
PAYCONF 7292663 Configure Payload Monitor (requires VIMS PC connection)
PAYCAL 729225 Calibrate Payload Monitor
TOT 868 Show Payload Cycle Resettable Totals
RESET 73738 Reset Displayed Data
ESET 3738 Customize Payload Overload Events
(requires VIMS PC connection)
SVCLIT 782548 Reset Service Light
SVCSET 782738 Service Light Set (requires VIMS PC connection)
TEST 8378 Self Test Instrumentation
MSTAT 67828 Show Machine Statistics (source and configuration codes)
LUBSET 582738 Set Lube Cycle Times
LUBMAN 582626 Manual Lube
EACK 3225 Show Acknowledged Events (Active)
ESTAT 37828 Show Event Statistics
ELIST 35478 Show Event List (Intermittent)
EREC 3732 Start Event Recorder
ERSET 37738 Configure 1 Event Recorder (requires VIMS PC connection)
DLOG 3564 Start/Stop Data Logger
DLRES 35737 Reset Data Logger
LA 52 Change Language
UN 86 Change Units
ODO 636 Odometer Set/Reset
(requires VIMS PC connection)
BLT 258 Change Backlight
CON 266 Change Display Contrast
ATTACH 288224 Used to recognize if RAC module is present (0 - NO, 4 - YES)
RAC 722 Set Haul Road Severity (0 - OFF, 1 - low, 2 - medium, 3 - high)

OK Key: Used to complete keypad entries and to acknowledge events. Acknowledging an event will
remove the event from the display temporarily. Severe events cannot be acknowledged.
GAUGE Key: Displays parameters monitored by the VIMS. Depressing the arrow keys will scroll
through the parameters. Entering the parameter number and the GAUGE key selects that parameter.
F1 Key: Provides additional information on the current event being displayed. For MAINTENANCE
events, the MID, CID, and FMI are displayed. For DATA events, the current parameter value is
displayed (temperature, pressure, rpm).
STMG 722 - 277 -
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INSTRUCTOR NOTES
STMG 722 - 278 -
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INSTRUCTOR NOTES
STMG 722 - 279 -
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INSTRUCTOR NOTES
SESV1722 Printed in U.S.A.
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