Mantenimiento 789C

Service Training
Meeting Guide 706
SESV1706
November 1998
TECHNICAL PRESENTATION
785C/789C OFF-HIGHWAY TRUCKS

785C - 1HW
789C - 2BW
785C/789C OFF-HIGHWAY TRUCKS

MEETING GUIDE 706
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 785C/789C Off-highway
Trucks. The Automatic Retarder Control (ARC) and the Traction Control System (TCS) are also
discussed.
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
784C Tractor/785C Truck Service Manual
784C Tractor/785C Truck Operation and Maintenance Manual
785C Truck with High Altitude Arrangement (HAA) Operation and Maintenance Manual
789C Truck Service Manual
789C Truck Operation and Maintenance Manual
Cold Weather Recommendations for Caterpillar Machines
Caterpillar Machine Fluids Recommendations
SENR1485
SEBU7173
SEBU7176
SENR1515
SEBU7174
SEBU5898
SEBU6250
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics"
Interactive Video Course "Fundamentals of Electrical Systems"
STMG 546 "Graphic Fluid Power Symbols"
1998 Caterpillar Inc.
TEMV9001
TEMV9002
SESV1546
Estimated Time: 24 Hours

Visuals: 206 (2 X 2) Slides
Serviceman Handouts: 16 Data Sheets
Form: SESV1706
Date: 11/98
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SUPPLEMENTAL MATERIAL
Reference Manuals
Fluid Power Graphic Symbols User's Guide
Flexxaire Fan Installation and Maintenance Manual
SENR3981
SEBC1152
Specification Sheets
785C Off-highway Truck
789C Off-highway Truck
793C Update Off-highway Truck
AEHQ5320
AEHQ5321
AEHQ5186
Salesgrams and Product Bulletins

Salesgram "Vital Information Management System (VIMS)"
Training Bulletin "Caterpillar Transmission/Drive Train Oil"
Product Bulletin "Reporting Particle Count By ISO Code"
Salesgram "Caterpillar Extended Life Coolant"
Salesgram "785C/789C/793C Mining Truck Introduction"
Salesgram "Cat 769, 771, 773, 775, 777, 785 and 789 Flexxaire Fan
Custom Attachment"
Product Bulletin "793C Off-highway Truck"
TELQ4478
TEJB1002
PEJT5025
TEKQ0072
TELQ4459
TELQ4010
TEJB3060
Technical Instruction Modules

Vital Information Management System--785B/789B/793B Off-highway Trucks
Vital Information Management System--Introduction
769C - 793B Off-highway Trucks--Torque Converter and
Transmission Hydraulic Systems
785B/789B/793B Off-highway Trucks--Steering System
769C - 793B Off-highway Trucks--Hoist System
769C - 793B Off-highway Trucks--Air System and Brakes
Automatic Retarder Control System
Automatic Electronic Traction Aid
769C - 793B Off-highway Trucks--Suspension System
SEGV2610
SEGV2597
SEGV2591
SEGV2587
SEGV2594
SEGV2595
SEGV2593
SEGV2585
SEGV2599
Service Training Meeting Guides

STMG 682 "793C Off-highway Truck"
STMG 681 "3500B Engine Controls--Electronic Unit Injection (EUI)"
STMG 660 "785B/789B/793B Off-highway Trucks--Maintenance"
SESV1682
SESV1681
SESV1660
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SUPPLEMENTAL MATERIAL (continued)

Video Tapes
793C Off-highway Truck--Service Introduction
793C Off-highway Truck--Marketing Introduction
Suspension Cylinder Charging
Introduction to the Automatic Electronic Traction Aid (AETA)
3500 Engines--EUI Service Introduction
Mining Trucks--Cleanliness and Component Life
SEVN4016
AEVN3742
TEVN2155
SEVN9187
SEVN2241
SEVN4142
Booklets
Know Your Cooling System
Diesel Fuels and Your Engine
Oil and Your Engine
C-Series Mining Trucks--3500B Diesel Engines
Understanding the SOS Report
SEBD0518
SEBD0717
SEBD0640
LEDH8400
TEJB1015
Special Instructions
Personality Module Booklet--Injectors and Electronic Components
Caterpillar Electronic Controls Service Code Information Description List
Use of CE Connector Tools
Servicing DT Connectors
Use of 6V3000 Sure-Seal Repair Kit
Use of 8T5200 Signal Generator/Counter Group
Suspension Cylinder Servicing
Repair of Steering Accumulators
Using the 147-5482 Valve Lash Adjustment Group
Using 1U5000 Auxiliary Power Unit
Using 1U5525 Auxiliary Power Unit Attachments
Mining Truck Major Component Removal and Installation Enhancement
Assembly Procedure for Truck Body (4-piece modular)
785C Assembly Procedure
789C Assembly Procedure
SEHS9914
REHS0126
SEHS9065
SEHS9615
SMHS7531
SEHS8579
SEHS9411
SEHS8757
REHS0128
SEHS8715
SEHS8880
REHS0082
SEHS9539
REHS0263
REHS0264
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SUPPLEMENTAL MATERIAL (continued)

Brochures
Caterpillar Electronic Technician
Caterpillar DataView
Diesel Engine Oil (CH4) Product Data Sheet
How to Take a Good Oil Sample
SOS Coolant Analysis
Air Filter Service Indicator
Caterpillar Fully Automatic Transmission
Caterpillar Oil-cooled Multiple Disc Brakes
Caterpillar Automatic Retarder Control
Caterpillar Truck Frames
Mining Truck Bodies: Selecting the Right Body System for Your Job
C-Series Mining Truck Cabs
NELS1007
NEHP5622
PEHP8038
PEHP6001
PEHP5033
PEHP9013
AEDQ0066
AECQ5980
AEDK0075
AEDK0707
AEDK0083
YEBA3500
Miscellaneous
Window Decal "VIMS Keypad Parameters"
Pocket Card "Electronic Diagnostic Codes"
Chart "Practical Pressure Conversions"
Guideline for Reusable Parts "Cleaning Rear Axle
Housing Assemblies (785/789)"
SEEU6995
NEEG2500
SEES5677
SEBF8366
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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................7
WALK AROUND INSPECTION...............................................................................................11
OPERATOR'S STATION............................................................................................................45
ENGINE......................................................................................................................................65
Engine Electronic Control System .......................................................................................66
Cooling System.....................................................................................................................88
Lubrication System ...............................................................................................................97
Fuel System.........................................................................................................................101
Air Induction and Exhaust System .....................................................................................106
POWER TRAIN........................................................................................................................111
Torque Converter ................................................................................................................112
Torque Converter Hydraulic System...................................................................................115
Transmission and Transfer Gears........................................................................................125
Transmission Hydraulic System .........................................................................................128
Differential ..........................................................................................................................138
Final Drives.........................................................................................................................144
Transmission/Chassis Electronic Control System ..............................................................145
STEERING SYSTEM ..............................................................................................................155
HOIST SYSTEM ......................................................................................................................188
AIR SYSTEM AND BRAKES ................................................................................................208
Air Charging System...........................................................................................................210
Brake Systems.....................................................................................................................217
BRAKE ELECTRONIC CONTROL SYSTEM ......................................................................237
Automatic Retarder Control (ARC)....................................................................................240
Traction Control System (TCS) ..........................................................................................246
OPTIONAL EQUIPMENT ......................................................................................................254
FlexxaireTM Fan...................................................................................................................254
CONCLUSION.........................................................................................................................257
SLIDE LIST..............................................................................................................................258
SERVICEMAN'S HANDOUTS...............................................................................................261
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785C (1HW) 789C (2BW)

OFF-HIGHWAY TRUCKS
1998 Caterpillar Inc.
1
INTRODUCTION
789C Off-highway
Truck
Shown is the 789C Off-highway Truck. The "C" Series trucks are the
same as the "B" Series except for the following changes: 3500B engines,
improved cab, two different Electronic Control Modules
(Transmission/Chassis and Brake) and an electronically controlled hoist.
The 789C also has a 40% larger cooling system with a shunt tank located
above the radiator.
Transmission/Chassis
Electronic Control
System
The second generation Electronic Programmable Transmission Control

(EPTC II) has been replaced with the Transmission/Chassis Electronic
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
Control System
The Automatic Retarder Control (ARC) and the Traction 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.
Load carrying
capacity
The load carrying capacities and the Gross Machine Weights (GMW) of
the "C" Series trucks are:
785C: 118 to 136 Metric tons (130 to 150 tons)
249480 kg (550000 lb.) GMW
789C: 154 to 177 Metric tons (170 to 195 tons)
317520 kg (700000 lb.) GMW
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Main system air tank:

- Air starting
- Service/retarder
brakes
Rear hydraulic tank:
- Hoist system
- Brake system
- Torque converter
Front hydraulic tank:
- Transmission
Shown is the right side of a 789C truck. The large air tank on the right
platform supplies air for starting the truck and for the service and retarder
brake system.
The hoist, brake and torque converter hydraulic tank (rear) and the
transmission hydraulic tank (front) are also visible. The transmission
hydraulic system is separate from all the other hydraulic systems.
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789C and 793C are

similar
789C has two air
filters and vertical
ladders
793C has four air
filters and a diagonal
ladder
Folded core radiator
Shown is the front of a 789C truck. The 789C is similar in appearance to

the 793C and may be difficult to identify from a distance. The 793C can
be identified by the four air filters and the diagonal access ladder. The
789C has only two air filters and is equipped with two vertical ladders.
The "C" Series trucks use a folded core radiator. The folded core radiator
provides the convenience of repairing or replacing smaller individual
cores.
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Truck body options:

- 12 degree flat floor
- Dual slope
The truck bodies on "C" Series trucks are mandatory options. Two body
styles are available for the "C" Series trucks:
- 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

External body
components
All internal wear surfaces of the truck bodies are made with 400 Brinell
hardness steel. All attachment body liners are also made with 400 Brinell
hardness steel. The external components of the bodies are made of steel
with a yield strength of 6205 bar (90000 psi).
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
cylinders
The rear suspension cylinders absorb bending and twisting stresses rather
than transmitting them to the main frame.
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785C/789C MAINTENANCE
ice
789C Serv
re
Procedu
WALK AROUND INSPECTION

5
WALK AROUND INSPECTION
Read the Operation
and Maintenance
Manual
Before working on or operating the truck, read the Operation and

Maintenance Manual thoroughly for information on safety, maintenance
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.
INSTRUCTOR NOTE: The form numbers for the Operation and
Maintenance Manuals are provided under "References" on Page 2.
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10 HOURS/DAILY MAINTENANCE CHECKS

BATTERIES
STEERING OIL LEVEL
TRANSMISSION
OIL LEVEL
HOIST, CONVERTER
AND BRAKE OIL LEVEL
AUTO LUBE RESERVOIR

AIR FILTER,
RESTRICTION INDICATORS
AND PRECLEANERS
SUSPENSION CYLINDER HEIGHT

REAR AXLE OIL LEVEL
COOLANT LEVEL
REAR AXLE AND
BRAKE CYLINDER
BREATHERS
BELTS AND ETHER CYLINDERS

ENGINE OIL LEVEL
FRAME FOR CRACKS AND

BODY SUPPORT PADS
WINDSHIELD WASHER LEVEL

AND A/C FILTER
WASH WINDOWS,
CAB FRESH AIR FILTERS,
SEAT BELT, INDICATORS, GAUGES,
BRAKE TESTS
SECONDARY STEERING AND
BACK-UP ALARM
AIR RESERVOIR MOISTURE
LEAKS AND TRASH BUILD-UP
TIRE INFLATION
PRESSURE
SUSPENSION CYLINDER HEIGHT,

GREASE BREATHERS
AND WHEEL BREATHERS
FUEL LEVEL AND

DRAIN MOISTURE
WHEEL NUTS
6
Maintenance
- 10 hours/daily
The following list identifies the items that must be serviced every 10
Hours or Daily.
- Walk around inspection: Check for loose or missing bolts, leaks and
cracks in frame structures
- Suspension cylinders: Measure/recharge
- Transmission oil: Check level
- Hoist, converter and brake system oil: Check level
- Rear axle oil: Check level
- Fuel tank: Drain moisture
- Engine crankcase oil: Check level
- Radiator: Check level and radiator core plugging
- Air filters and precleaners: Check restriction indicators and
precleaner dirt level
- Steering system oil: Check level
- Air tanks: Drain moisture
- Brakes: Check operation
- Indicators and gauges: Test operation
- Seat belt: Inspect
- Back-up alarm: Test operation
- Secondary steering: Test operation
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7
1. Front wheel bearing
magnetic inspection
plug
- Check weekly
drain plug
The front wheel bearing oil level is checked and filled by removing the
plug (1) in the center of the wheel bearing cover. The oil should be level
with the bottom of the plug hole. The fill plug is a magnetic plug.
Inspect the fill plug weekly for metal particles. If any metal particles are
found, remove the wheel cover and inspect the bearings for wear. The oil
is drained by removing the drain plug (2).
Oil change interval is

500 hours
The service interval for changing the front wheel bearing oil is 500 hours.
Use only FDAO or

TDTO oil
Use only Final Drive and Axle Oil (FDAO) or Transmission Drive Train
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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8
Front suspension
cylinder charge
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.

axle housing
breather
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.
2. Suspension cylinder
grease outlet fittings
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 grease

flows from fittings
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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1. Dust valve
On the 785C truck, an air filter housing and a precleaner are located
behind the front wheels on both sides of the truck. Check the dust valves
(1) for plugging. If necessary, disconnect the clamp and open the cover
for additional cleaning.
Replace dust valve if

not flexible
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
service life of the air filters will be reduced. Replace the rubber dust
valve if it becomes hard and brittle.
2. Primary fuel
filter/water separator
- Drain water
The "C" Series trucks may have the optional primary fuel filters with a
water separator (2). Two primary filter/water separators are installed, one
on each side of the truck. Open the drain valve at the bottom of each
housing to drain the water when required. The drain interval is
determined by the humidity of the local climate.
- Replace filter
Replace the filter element in each housing every 500 hours or when
restricted. The filter elements are removed from the top of the housings.
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10
3512B engine
Shown is the right side of the 3512B engine used in the 784C tractor and
785C truck.
Engine oil SOS tap

(arrow)
Engine oil samples can be taken at the Scheduled Oil Sampling (SOS)
tap (arrow) located in the tube between the engine oil cooler and the
engine oil filters.
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4
5
11
1. Transmission
charging filter
2. Transmission lube
filter
3. Torque converter
charging filter
4. Transmission SOS
tap
5. Automatic lubrication
injector bank
Auto lubrication
adjustment
Located behind the right front tire is the transmission charging filter (1),
the transmission lube filter (2), and the torque converter charging
filter (3). Transmission oil samples can be taken at the Scheduled Oil
Sampling (SOS) tap (4).
An oil filter bypass switch is located on each filter. The transmission oil
filter bypass switches provide input signals to the Transmission/Chassis
ECM. The Transmission/Chassis ECM sends the signals to the VIMS,
which informs the operator if the filters are restricted. The torque
converter charging filter bypass switch provides an input signal directly to
the VIMS.
One of the three injector banks (5) for the automatic lubrication system is
also in this location. These injectors are adjustable and regulate the
quantity of grease that is injected during each cycle.
A solenoid air valve provides a controlled air supply for the automatic
lubrication system. The solenoid air valve is controlled by the Vital
Information Management System (VIMS), which energizes the solenoid
ten minutes after the machine is started. The VIMS energizes the
solenoid for 75 seconds before it is de-energized. Every 60 minutes
thereafter, the VIMS energizes the solenoid for 75 seconds until the
machine is stopped (shut down). These settings are adjustable through the
VIMS keypad in the cab (LUBSET and LUBMAN).
the automatic lubrication system, refer to the Service Manual module
"Automatic Lubrication System" (Form SENR4724).
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3
1
12
1. Transmission
hydraulic tank
2. Hoist, converter and
brake hydraulic tank
Shown are the transmission hydraulic tank (1) and the hoist, converter and
brake hydraulic tank (2). Both tanks are equipped with oil level sight
gauges.
The oil level of both hydraulic tanks should first be checked with cold oil
and the engine stopped. The level should again be checked with warm oil
and the engine running.
3. Lower sight gauge

for oil level with
raised cylinders
The lower sight gauge (3) on the hoist, converter and brake hydraulic tank
can be used to fill the 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.

brake tank breather
Inspect the hoist, converter and brake hydraulic tank breather (4) and the
transmission hydraulic tank breather (behind the mud flap) for plugging.
Transmission tank
breather (behind mud
flap)
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Tank refill procedure
- 19 -
When filling the hydraulic tanks after an oil change, fill the tanks 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 systems. Add more oil to the tanks 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.
Use only TDTO oil
In both tanks, 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 transmission, torque converter and brakes.
- Increases rimpull because of reduced slippage.
- Increases brake holding capability by reducing brake slippage.
- Controls brake chatter.
- Provides maximum frictional capability required for gears.
NOTICE
Failure to correctly fill the hydraulic tanks after an oil change may
cause component damage.
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13
Final drives
Final drive magnetic
inspection plug
(arrow)
Check magnetic plugs

for metal
- Check weekly
Use only FDAO or
TDTO oil
The rear axles are equipped with double reduction planetary-type final
drives (see Slide No. 122). Rotate the final drive until the cover and plug
are positioned as shown. The final drive oil level is checked and filled by
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.
The magnetic inspection plugs should be removed weekly from the final
drives and checked for metal particles. For some conditions, checking the
magnetic plugs is the only way to identify a problem which may exist.
Use only Final Drive and Axle Oil (FDAO) or Transmission Drive Train
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
components after a
failure
The rear axle is a common sump for the differential and both final
drives. If a final drive or the differential fails, the other final drive
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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4
3
14
1. Differential oil level

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

sensors
Two oil level sensors (2) provide input signals to the Brake ECM. The
Brake ECM sends the signals to the VIMS, which informs the operator of
the rear axle oil level. A rear axle oil filter (3) removes contaminants
from the rear axle housing.
3. Rear axle housing

oil filter
Rear suspension
cylinders
Check the rear suspension cylinders for leaks or structural damage.

Check the charge condition of the rear 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.
4. Automatic
lubrication injector
bank
The second of three injector banks (4) for the automatic lubrication
system is mounted on the top rear of the differential housing.
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.
the suspension system, refer to the Special Instruction "Suspension
Cylinder Servicing" (Form SEHS9411).
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15
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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16
Fuel tank
Fuel level sight gauge
(arrow)
Fuel information
The fuel tank is located on the left side of the truck. The fuel level sight
gauge (arrow) is used to check the fuel level during the walk around
inspection.
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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2
3
17
1. Primary fuel filter
The primary fuel filter (1) is mounted on the inner side of the fuel tank.
2. Condensation drain
valve
Open the drain valve (2) to remove condensation from the fuel tank.
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

receives 24 Volts
The fuel level sensor receives 24 Volts from the VIMS. To check the
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

signal is PWM
The fuel level sensor output signal is a Pulse Width Modulated (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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1
3
18
1. Parking brake release

filter
Located in front of the fuel tank is the parking brake release filter (1) and
the torque converter outlet screen (2).
2. Torque converter
outlet screen
An oil filter bypass switch is located on each housing. The parking brake
filter bypass switch provides an input signal to the Brake ECM and the
torque converter outlet screen bypass switch provides an input signal to
the VIMS. The Brake ECM sends the signal to the VIMS, which informs
the operator if the filter or screen are restricted.
Filter bypass switches
3. 789C rear air dryer
The 789C trucks have two air dryers (3) to accommodate the larger
four-cylinder air compressor. Shown is the rear of the two air dryers.
Automatic lubrication
injector bank
The third injector bank for the automatic lubrication system is also
located in this area.
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19
1. Brake cylinder
breathers
Inspect the condition of the three breathers (1) (two visible) for the brake
cylinders. The third breather is located on the front brake master cylinder
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 indicates that the brake cylinder air piston seals need
replacement.
2. Brake overstroke
switch
If air is in the 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 VIMS, which informs the operator of the
condition of the service and retarder 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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20
1. 789C front air dryer
On the 789C truck, the second air dryer (1) is located in front of the left
front suspension cylinder. On the 785C truck, the only air dryer is located
here.
2. Remote air supply

connector
The air system can be charged from a remote air supply through a ground
level connector (2) inside the left frame.
3. Engine oil quick fill

connector
Engine oil can be added at the quick fill connector (3).
Engine oil (DEO CH-4)
CH-4 engine oil:
Use only Diesel Engine Oil (DEO) with a specification of CF-4 or newer.
DEO oil with a CH-4 specification is available and should be used if
possible.
- Higher temperature
capability
- Requires more performance tests than previous oils, such as CE or

CF, and has a narrower performance band.
- Better soot control
- Can withstand higher temperatures before coking and has better

dispersing capability for controlling soot.
- Handles higher
sulfur fuels
- Has better fuel sulfur neutralization capability.
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4
2
1
21
789C engine oil filters
2. Engine oil dipstick
The engine oil filters (789C shown) are located on the left side of the
engine. Engine oil should be added at the fill tube (1) and checked with
the dipstick (2). The 785C has three engine oil filters and is checked and
filled through the engine cover (see Slide No. 22).
3. 789C engine oil

SOS tap
On the 789C truck, engine oil samples can be taken at the Scheduled Oil
Sampling (SOS) tap (3). (For the 785C truck, see Slide No. 10.).
4. Engine oil pressure

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 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

newer. DEO oil with a (CH-4) specification is available and should be
used if possible.
- CH-4 engine oil requires more performance tests than previous oils,
such as CE or CF, and has a narrower performance band.
1. Engine oil fill tube
- Higher temperature
capability
- Better soot control
- 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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22

1. Trapped engine oil
drain (arrow)
2. Aftercooler coolant
SOS tap location
Shown is the 3512B engine used in the 785C truck. Three oil filters are
located on the left side of the engine. The 3512B engine also has a
fitting (1) that can be used to drain the engine oil that is trapped above the
filters. Do not add oil through the fitting because unfiltered oil will enter
the engine. Any contamination could cause damage to the engine.
Aftercooler coolant samples can be taken at the Scheduled Oil Sampling
(SOS) coolant analysis tap that is installed at the location of the pipe
plug (2).
NOTICE
When changing the engine oil filters, drain the engine oil that is
trapped above the oil filters through the fitting (1) to prevent spilling
the oil. Oil added to the engine through the fitting will go directly to
the main oil galleries without going through the engine oil filters.
Adding oil to the engine through the fitting may introduce
contaminants into the system and cause damage to the engine.
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1
2
23
1. High speed oil

change connector
Engine oil can be added through a high speed oil change connector and
will enter the oil pan through the fitting (1).
2. Engine oil level

switch
An engine oil level switch (2) provides 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.
The oil level switch tells the operator when the engine oil level 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.
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24
Secondary fuel filters

1. Fuel priming pump
2. Fuel filter bypass
switch
The secondary fuel filters and the fuel priming pump (1) are located
above the engine oil filters on the left side of the engine. The fuel
priming pump is used to fill the filters after they are changed.
A fuel filter bypass switch (2) is located on the filter base. The bypass
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.
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.
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3
2
25
1. Manual engine
shutdown switch
Before climbing the truck ladder, make sure that the manual engine
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. Operate the switch periodically to check
the secondary steering system.
2. Engine and access

ladder light switches
The toggle switches (2) control the lights in the engine compartment and
above the access ladder.
3. RS-232 connector for

VIMS
The RS-232 service connector (3) is used to connect a laptop computer

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
switch
The battery disconnect switch (4) and VIMS service connector key
switch (5) must be in the ON position before the laptop computer with
VIMS software will communicate with the VIMS.
5. Key switch for 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 any logged events
are stored in the VIMS main module and once if no logged events are
stored.
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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26
789C truck
Inspect radiator
1. Air filter restriction
indicators
2. Dust valves
Shown is the 789C truck. 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 restriction indicators (1) located on both sides
of the truck. If the yellow pistons are in the red zone (indicating that the
filters are plugged), the air filters must be serviced. 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.
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.
Large primary element

Small secondary
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.
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.
- A 0.6C (1F) increase in intake temperature increases exhaust
temperature 1.8C (3F).
- Exhaust temperature should not exceed 750C (1382F).
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27
789C cooling system

capacity increased
1. Engine coolant shunt
tank
Engine cooling
systems:
- Jacket water cooling
system
- Aftercooler cooling
system
2. Coolant level gauges
Use distilled water
Never use water alone
Shown is a 789C truck. The capacity of the 789C cooling system has
been increased by 40% from 474 Liters (125 gal.) to 663 Liters (175 gal.).
The radiator is larger and a shunt tank (1) has been added above the
radiator.
The cooling system on the "C" Series trucks is divided into two systems.
The two systems are the jacket water cooling system and the aftercooler
cooling system. These two systems are not connected. When servicing
the cooling systems, be sure to drain and fill both systems separately.
The coolant levels are checked at the shunt tank. Use the gauges (2) on
top of the shunt tank to check the two coolant levels.
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. 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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Trucks are filled with

Extended Life Coolant
(ELC)
The "C" Series trucks are filled at the factory with Extended Life Coolant
(ELC). If ELC is maintained in the radiator, it is not necessary to use a
supplemental coolant additive. If more than 10% of conventional coolant
is mixed with the ELC, a supplemental coolant additive is required.
Conventional coolant:
With conventional coolant, maintain a 3 to 6% concentration of

supplemental coolant additive.
- Too much additive will form insoluble salts that cause water pump
seal wear, plugging and will coat parts with excessive deposits that
prevent heat transfer.
- Maintain 3 to 6%
concentration of
supplemental
coolant additive
- Not enough additive will result in severe cavitation erosion which

will pit and corrode cylinder liner and block surfaces.
Maintain 30 to 60%
antifreeze
concentration
Maintain a 30 to 60% concentration of Caterpillar Antifreeze.

- More than 60% antifreeze concentration will reduce freeze
protection and cause radiator plugging.
- Less than 30% antifreeze concentration will result in cavitation
erosion, which will pit and corrode cylinder liner and block surfaces
and decrease water pump life.
- Most commercial antifreezes are formulated with high silicate
content for gasoline engines and are not recommended for diesel
engines.
Maintain correct
operating temperature
The engine should operate between 88 and 99C (190 and 210F).
- Operating below this temperature range will cause overcooling
problems.
- Operating above this temperature range will cause overheating
problems.
Maintain correct
cooling system
pressure
Cooling system pressure should be between 55 and 110 kPa

(8 and 16 psi).
- Raising the pressure raises the boiling point. If the pressure is
inadequate, the coolant will boil over and the engine will overheat.
Do not fill cooling

system too fast
Do not fill the cooling system faster than 20 L/min. (5 gpm).

- Filling the cooling system faster than 20 L/min. (5 gpm) will cause
air pockets that could produce damaging steam.
Adjust fan belts
Keep the fan belts adjusted.
Keep radiator fins

straight and clean
Keep the radiator cooling fins straight and clean.
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28
785C truck
1. Air cleaner indicators
2. Dust valves
Shown is a 785C truck. The air cleaner indicators (1) are located on the
filter housings. If the yellow pistons are in the red zone (indicating that
the filters are plugged), the air cleaners must be serviced.
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.
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29
Ether cylinders
(arrow)
The ether cylinders (arrow) are located in the engine compartment behind
the radiator. Make sure the ether cylinders are not empty.
Automatic 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.
Manual ether injection
The operator can also inject ether manually with the ether switch in the
cab on the center console (see Slide No. 48). The manual ether injection
duration is 5 seconds.
Ether will be injected only if the engine coolant temperature is below
10C (50F) 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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30
Batteries
The batteries are located below the access panel on the right platform.
Inspect the battery connections for corrosion or damage. Keep the battery
terminals clean and coated with petroleum jelly.
Inspect the electrolyte level in each battery cell, except for maintenance
free batteries. Maintain the level to the bottom of the fill openings with
distilled water.
WARNING
Batteries give off flammable fumes that can explode resulting in
personal injury.
Prevent sparks near batteries. They could cause vapors to explode.
Do not allow jumper cable ends to contact each other or the machine.
Do not smoke when checking battery electrolyte levels. Electrolyte is
an acid and can cause personal injury if it contacts skin or eyes.
Always wear eye protection when starting a machine with jumper
cables.
Always connect the battery positive (+) to battery positive (+) and the
battery negative (-) to the stalled machine frame (-).
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31
1. Automatic lubrication
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).
2. Main air system tank
Check the level of the grease in the automatic lubrication system tank
with the grease level indicator located on top of the tank.
3. Steering system 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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3
4
2
6
32
1. Steering ENGINE
STOPPED oil level
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. Steering ENGINE
RUNNING oil level
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
pressure release
button
Before removing the cap to add oil to the steering system, be sure that the
engine was shut off with the key start switch, and the steering oil has
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 filter
Also located on the tank are the main steering oil filter (4) and the
steering pump case drain filter (5).
5. Steering pump case

drain filter
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6. APU supplemental
steering connector
- 41 -
If the steering pump fails or if the engine cannot be started, the

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.

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).
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33
Parking/secondary
brake air tank drain
valve (arrow)
Another small air tank (not visible) is located behind the cab (see Slide
No. 178). The air tank behind the cab supplies air to the parking and
secondary brakes. Drain the moisture from the tank daily with the drain
valve (arrow).
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34
1. Windshield washer
reservoir
The windshield washer reservoir (1) is located in the compartment in

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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35
10 hours/daily checks
performed in the cab
The remaining 10 Hours or Daily checks are performed in the operator's

compartment:
- 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 1200 rpm. This procedure
should be repeated for each brake lever or pedal.
Cab fresh air filter

(arrow)
The cab fresh air filter is located behind the cover (arrow). Clean or
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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36
OPERATOR'S STATION
"C" Series cab
resembles "D" Series
The operator's station for the "C" Series Off-highway Trucks has been
changed to improve operator comfort and ergonomics. The "C" Series
cab now resembles the cab used on the smaller "D" Series Off-highway
Trucks.
VIMS controls TPMS
The VIMS controls the Truck Payload Measurement System (TPMS) on

the 785C and 789C trucks. There are two sets of TPMS external loading
lamps on the truck. One set of lamps is on the left side of the cab (arrow)
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 external loading

lamps (arrow)
- Green and red
TPMS loading lamp

operation
During loading, the green (continue loading) lamps will be ON until the
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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37
Operator and trainer

seats
Shown is a view of the operator's seat and the trainer's seat. The seats are
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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38
Hoist control lever
(arrow)
Electronically
controlled hoist
Hoist SNUB position
The "C" Series truck hoist system is electronically controlled. The hoist
control lever (arrow) activates the four positions of the hoist control
valve. The four positions are: RAISE, HOLD, FLOAT and LOWER.
A fifth position of the hoist valve is called the SNUB position. The
operator does not have control over the SNUB position. The body
position sensor (see Slide No. 129) 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

for normal operation
The truck should normally be operated with the hoist lever in the FLOAT
position. Traveling with the hoist in the FLOAT position will make sure
the weight of the body is on the frame and body pads and not on the hoist
cylinders. The hoist valve will actually be in the SNUB position.
Reverse inhibitor
operation
If the transmission is in REVERSE when the body is being raised, the

hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
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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39
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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3
4
40
The operator controls to the left of the steering column are:

1. Steering column
adjustment lever
- Telescopic/tilt steering column adjustment lever (1): Push for

telescoping and pull for tilt
2. Wiper/washer, turn
signal and dimmer
control
- Intermittent wiper/washer, turn signal control and dimmer switch (2)
3. Horn control
4. Cigarette lighter
- 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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41
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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42
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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3
2
1
43
Located on the floor of the cab are:
1. Secondary brake
pedal
- Secondary brake pedal (1): Used to modulate application of the

parking brakes on all four wheels.
2. Service brake pedal
- 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.
3. Throttle pedal
- 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.
Throttle position must

be programmed
NOTE: The throttle position must be programmed to the 10 to 90%

setting. The earlier trucks must be programmed to a 10 to 50%
throttle position. The setting is changed in the Engine ECM
configuration screen with ET.
Elevated idle
The Engine ECM provides an elevated engine idle speed of 1300 rpm
when the engine coolant temperature is below 60C (140F). The rpm is
gradually reduced to 1000 rpm between 60C (140F) and 71C (160F).
When the temperature is above 71C (160F), 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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44
1. Transmission shift
lever
2. Parking brake air
valve
Top and body up gear
limits can be
reprogrammed
To the right of the operator's seat is the shift console. Located on the shift
console are the transmission shift lever (1) and the parking brake air
valve (2).
The "C" Series truck transmissions have SIX speeds FORWARD and
ONE speed REVERSE. The top gear limit and body up gear limit are
programmable through the Transmission/Chassis ECM. The top gear
limit can be changed from THIRD to SIXTH. The body up gear limit can
be changed from FIRST to THIRD.
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45
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
4. Back-up lights
5. Front flood/ladder
lights
- Fog lights (3)

- Back-up lights (4)
- Front flood/ladder lights (5)
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46
"C" Series trucks use

only circuit breakers
Shown is the circuit breaker panel located behind the operator's seat. The
previous "B" Series trucks used fuses to protect many of the electrical
circuits. The "C" Series 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
connector
A laptop computer with the VIMS software installed can be connected to

the diagnostic connector (2) to obtain diagnostic and production
information from the VIMS Electronic Control.
3. CAT Data Link

connector
A laptop computer with the Electronic Technician (ET) software installed

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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47
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

(top to bottom):
The four dash indicators to the left of the four-gauge cluster module are
(from top to bottom):
- Left turn
- Body up
- Reverse
- High beam
- Left turn
- Body up: Lights when the body is up. Input is from the body
position sensor.
- Reverse: Lights when the shift lever switch is in REVERSE.
- High beam
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Right dash indicators
(top to bottom):
- 57 -
The four dash indicators to the right of the speedometer/tachometer

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

is active.
- Retarder
- 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.
Four-gauge cluster
module:
The four systems monitored by the four-gauge cluster module are (top and
bottom, left to right):
- Engine coolant
temperature
- Engine coolant temperature: Maximum operating temperature is

107C (225F).
- Brake oil
temperature
- Brake oil temperature: Maximum operating temperature is

121C (250F).
- System air pressure

- 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

area and can be displayed in miles per hour (mph) or
kilometers per hour (km/h).
- Actual gear
- 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," "N" or
"R").
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48
Rocker switches
(top row):
To the right of the Speedometer/Tachometer Module are several rocker

switches. The rocker switches control the following systems:
Top row (from left to right)
- Throttle back-up
- Throttle back-up: Raises the engine speed to 1300 rpm if the throttle
sensor signal is invalid.
- Ether starting aid
- Ether starting aid: Allows the operator to manually inject ether if

the engine oil temperature is below 10C (50F) and engine speed is
below 1900 rpm. The manual ether injection duration is five
seconds (see Slides No. 66 and 90).
- ARC
- ARC: Activates the Automatic Retarder Control (ARC) system.
- Brake release/hoist
pilot
- Brake release/hoist pilot: Used to release the parking brakes for

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):
Bottom row (from left to right)
- Panel lights
- Panel Lights: Use this switch to DIM the panel lights
- Air conditioning
- Air Conditioning: Use this switch to turn ON the air conditioner.
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49
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

gauge and a message display window. The alert indicator flashes when a
Category 1, 2, 2-S or 3 Warning is present.
- Alert indicator
- Universal gauge
- Message display
window
2. Keypad
The universal gauge displays active or logged data (machine) and

maintenance (system) events. The universal gauge will also display the
status of a sensor parameter selected for viewing by depressing the
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.
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VIMS warning
categories
The VIMS provides three Warning Categories. The first category requires
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 indicate 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.
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GAUGE
CLUSTER
MODULE
SERVICE
LAMP
SERVICE
KEY SWITCH
VIMS
SPEEDOMETER/
TACHOMETER
MODULE
VIMS RS-232
PORT
MAIN MODULE
12
VIMS
SERVICE TOOL
AND
SOFTWARE
VIMS INTERFACE
MODULE
MPH
km/h
MESSAGE
CENTER
MODULE
KEYPAD
MODULE
3F
ELECTRONIC
TECHNICIAN/ECAP
DISPLAY
DATA LINK
KEYPAD
DATA LINK
VIMS INTERFACE
MODULE
CAT DATA LINK

ENGINE
ECM
ACTION
ALARM
ACTION
LAMP
CAT DATA LINK

SENSORS
VITAL INFORMATION
MANAGEMENT SYSTEM
(VIMS)
SENSORS
TRANSMISSION/
CHASSIS
ECM
BRAKE ECM
(ARC/TCS)
50
VIMS
The VIMS uses two interface modules to receive input signals from many
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.
TPMS is part of VIMS
The Truck Production Management System (TPMS) is an integral part of

the VIMS. Access to the TPMS information is provided through the
VIMS message center and keypad modules and a laptop computer with
the VIMS PC software installed.
ET required for
programming and
diagnostics
The VIMS monitors all the systems on the truck, but ET is used for
programming, running diagnostic tests and retrieving logged information
from the Engine ECM, the Transmission/Chassis ECM, and the Brake
ECM (ARC and TCS).
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4
3
2
5
51
1. VIMS main module

2. VIMS interface
module No. 1
Located in the compartment at the rear of the 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 the "heart" of the VIMS.
3. VIMS interface
module No. 2
Also in this location are the Brake ECM (4) and the Transmission/Chassis
ECM (5).
4. Brake ECM
The Brake ECM controls the Automatic Retarder Control (ARC) system,
the Traction Control System (TCS) and rear axle cooling.
5. Transmission/
Chassis ECM
The Transmission/Chassis ECM controls the shifting of the transmission,

torque converter lockup, the hoist system, the neutral-start feature, power
train filter and 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.
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52
VIMS connector
Shown is a laptop computer with the VIMS PC diagnostic software

installed. The laptop computer is connected to the VIMS diagnostic
connector.
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 (similar to flash programming
other ECMs 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).
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53
Electronic Technician
(ET)
Shown is the 7X1700 Communication Adapter and a laptop computer

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

electronic controls
The electronic controls (Transmission/Chassis ECM and Brake ECM)

used on the "C" Series 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.
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54
ENGINE
3512B and 3516B
engines
Shown is the 3516B engine used in the 789C Off-highway Truck. The
789C is equipped with the Caterpillar 3516B quad turbocharged and
aftercooled engine. The 785C is equipped with the Caterpillar 3512B
twin turbocharged and aftercooled engine.
The 785C and 789C engines have increased horsepower.
Engine power ratings
The engine power ratings for the 785C and 789C trucks are:
785C: gross power--1082 kW (1450 hp)
net power--1007 kW (1350 flywheel hp)
789C: gross power--1417 kW (1900 hp)
net power--1335 kW (1790 flywheel hp)
These engines utilize the Electronic Unit Injection (EUI) system for
power, reliability and economy with reduced sound levels and low
emissions.
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3500B ELECTRONIC CONTROL SYSTEM

COMPONENT DIAGRAM
ENGINE
ECM
GROUND
BOLT
ELECTRONIC UNIT
INJECTORS
DISCONNECT SWITCH
MAIN
KEY START
15 AMP
POWER RELAY
SWITCH
BREAKER
THROTTLE
24 V
TIMING PROBE
CONNECTOR
ENGINE COOLANT TEMPERATURE

REAR AFTERCOOLER TEMPERATURE
OIL LEVEL
SWITCH (LOW)
SPEED/TIMING SENSOR
ENGINE OIL PRESSURE
(UNFILTERED)
ENGINE OIL PRESSURE (FILTERED)

ATMOSPHERIC PRESSURE
ETHER SOLENOID
MANUAL ETHER
SWITCH
THROTTLE OVERRIDE SWITCH
TURBO OUTLET PRESSURE (BOOST)

RIGHT TURBO INLET PRESSURE
FUEL FILTER
SWITCH
CAT DATA LINK
LEFT TURBO INLET PRESSURE
SERVICE TOOL
TRANSMISSION/CHASSIS ECM
CRANKCASE
PRESSURE
RIGHT TURBO EXHAUST

LEFT TURBO EXHAUST
BRAKE ECM
VIMS
ENGINE OIL
RENEWAL SOLENOID
SHUTTER SOLENOID
FAN CLUTCH
SOLENOID
FAN
GROUND LEVEL
SHUTDOWN SWITCH
A/C PRESSURE
SWITCH
PRE-LUBRICATION RELAY
COOLANT FLOW SWITCH
FAN SPEED SENSOR
55
Engine Electronic Control System
3500B electronic
control system
component diagram
Shown is the electronic control system component diagram for the 3500B
engines used in the "C" Series trucks. Fuel injection is controlled by the
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.
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Pull-up Voltage
"Pull-up voltage" is a voltage supplied from within an ECM through an

internal resister which "pulls up" the signal circuit contact on the
connector of the control input. Pull-up circuits are used on most sensor
and switch inputs of electronic controls. Frequency sensors do not
receive a pull-up voltage (except for suspension cylinder pressure
sensors). The pull-up voltage is determined by the ECM design and will
vary between ECMs. Pull-up voltage sometimes is the same value as the
voltage source that powers the sensor, but does not have to be.
Remember, pull-up voltage is on the SIGNAL input to the ECM for a
given sensor (or switch) and most often HAS NO relationship to the
voltage that POWERS the sensor. PWM sensors most often have a pullup voltage value DIFFERENT than the voltage that powers them. Analog
sensors, as used with the engine ECM, most often have a pull-up voltage
that is the SAME as the voltage that powers them. The Engine ECM will
provide a "pull-up voltage" to the signal circuit of the sensors when the
ECM senses an OPEN circuit. The signal circuit is pin C of the 3-pin
sensor connectors. The pull-up voltage for the Engine ECM sensors is
approximately 6.50 volts.
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 pins B (analog or digital return) and 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.
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56
Engine ECM (arrow)

- Controls fuel
injection
- Controls other
systems
- Has two 40-pin
connectors
Fuel injection and some other systems are controlled by the Engine ECM
(arrow) located on top of the engine. Other systems controlled by the
Engine ECM include:
- Ether injection
- Engine start function
- Engine oil pre-lubrication
- Variable speed fan control
The Engine ECM has two 40-pin connectors. The connectors are
identified as "J1" and "J2." Be sure to identify which connector is the J1
or J2 connector before performing diagnostic tests.
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.
Personality modules
and flash files
Occasionally, Caterpillar will make changes to the internal software

(personality module) that controls the performance of the engine. These
changes can be performed by physically installing a new personality
module, located below the ECM, or 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. If using the WinFlash program, a "flash" file must be obtained
from Caterpillar and uploaded into the existing ECM personality module.
The ECM in earlier 3500 engines had one 70-pin connector and cannot be
reprogrammed with the WinFlash application in ET. Reprogramming of
the earlier ECM requires a replacement of the personality module located
behind an access cover on the ECM.
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Timing calibration
connector
- 69 -
A timing calibration connector is located next to the ECM. If 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
INSTRUCTOR NOTE: Some of the engine electronic control system

input components are shown during the discussion of other systems.
See the following slide numbers:
25.
46.
48.
48.
62.
63.
68.
68.
68.
70.
74.
78.
81.
86.
90.
92.
Engine shutdown switch

CAT Data Link connector
Throttle back-up switch
Manual ether switch
Air conditioner compressor pressure switch
Engine crankcase pressure sensor
Coolant temperature sensor
Turbocharger outlet pressure sensor
Engine fan speed sensor
Engine oil level switch
Coolant flow switch
Rear aftercooler temperature sensor
Engine oil pressure and filter restriction sensors
Fuel filter restriction switch
Turbocharger inlet pressure sensor
Turbocharger temperature sensor
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57
Atmospheric pressure
sensor (arrow)
The atmospheric pressure sensor (arrow) is located adjacent to the Engine

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 on
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
sensor signal is DC
Volts
The atmospheric pressure sensor is one of the many analog sensors that
receive a regulated 5.0 0.5 Volts from the Engine ECM. The
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
pressure sensor
output signal
To check the output signal of analog sensors, connect a multimeter

between Pins B and C of the sensor connector. Set the meter to read
"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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58
1. Engine speed/timing
sensor
The engine speed/timing sensor (1) is positioned near the rear of the left
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 speed/timing
sensor signal
prevents operation
The engine speed/timing sensor is one of the most important inputs to the
Engine ECM. If the Engine ECM does not receive an input signal from
the engine speed/timing sensor, the engine will not run.
Check speed/timing
sensor output signal
The engine speed/timing sensor receives a regulated 12.5 1.0 Volts from
the Engine ECM. To check the output signal of the speed/timing sensor,
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
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2. Engine speed sensor
- 72 -
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 several purposes:
- Automatic Retarder Control (ARC) engine control speed
- Shift time calculations
- Transmission Output Speed (TOS) ratification
The output signal of the passive speed sensor can also be checked by
connecting a multimeter between the two pins of the speed sensor
connector and setting the meter to read frequency.
NOTE: Turn ON the engine shutdown switch (see Slide No. 25)
during the cranking test to prevent the engine from starting. The
cranking speed and frequency output will vary depending on weather
and machine conditions. When viewing engine speed in the ET status
screen, cranking speed should be between 100 and 250 rpm.
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59
Throttle position
sensor (arrow)
The throttle position sensor (arrow) provides the desired throttle position
to the Engine ECM. If the Engine ECM detects a fault in the throttle
position sensor, the throttle back-up switch (see Slide No. 48) can be used
to increase the engine speed to 1300 rpm.
Throttle position
sensor signal is PWM
The throttle position sensor receives a regulated 8.0 0.5 Volts from the
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 0 and 100%.
Check throttle
position sensor
output signal
To check the output signal of the throttle position sensor, connect a

multimeter between Pins B and C of the throttle position sensor
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 must

be programmed
NOTE: The throttle position must be programmed to the 10 to 90%

setting. The earlier trucks must be programmed to a 10 to 50%
throttle position. The setting is changed in the Engine ECM
configuration screen with ET.
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60
EUI fuel injector

solenoid (arrow)
Shown is the top of a cylinder head with the valve cover removed. The
most important output from the Engine ECM is the Electronic Unit
Injection (EUI) injector 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

speed
Engine timing is determined by controlling the start and end time that the
injector solenoid is energized. Engine speed is determined by controlling
the duration that the injector solenoid is energized.
E-trim code number

identifies injector
performance range
3500B injectors are calibrated during manufacturing for precise injection

timing and fuel discharge. After the calibration, a four-digit "E-trim"
code number is etched on the injector tappet surface. The E-trim code
identifies the injector's performance range.
Trim code numbers

are programmed into
Engine ECM
When the injectors are installed into an engine, the trim code number of
each injector is entered into the personality module (software) of the
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

during injector service
When an injector is serviced, the new injector's trim code should be

programmed into the Engine ECM. If the new trim code is not entered,
the previous injector's characteristics are 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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3500B IMPROVEMENTS
INPUT SWITCHES AND SENSORS

COOLANT FLOW
REAR AFTERCOOLER TEMPERATURE
ENGINE OIL LEVEL
TURBOCHARGER TEMPERATURE
ENGINE OIL FILTER PRESSURE/RESTRICTION
ENGINE FAN SPEED
FUEL FILTER RESTRICTION
AIR CONDITIONER COMPRESSOR PRESSURE
CRANKCASE PRESSURE
61
3500B improvements
Additional inputs
The 3500B engines have many improvements over the original 3500
engines. Some of the improvements are accomplished by adding
additional switch and sensor inputs to the Engine ECM. Adding
additional inputs allows the ECM to control the engine more precisely.
Additional inputs to the 3500B ECM are:
-
Coolant flow is monitored (see Slide No. 74).

Rear aftercooler temperature is measured (see Slide No. 78).
Engine oil level is monitored (see Slide No. 70).
Two turbocharger temperature sensors measure exhaust temperatures
(see Slide No. 92).
Two engine oil pressure sensors are located on the oil filter base to
measure oil pressure and oil filter restriction (see Slides No. 81 and
82).
Engine fan speed is measured (with variable fan speed attachment).
Fuel filter restriction is monitored (see Slide No. 86).
Air conditioner compressor pressure is monitored (for variable fan
speed control) (see Slide No. 62).
Engine crankcase pressure is measured (see Slide No. 63).
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62
Air conditioner
compressor switch
(arrow)
An air conditioner compressor switch (arrow) is located at the rear of the

air conditioner compressor. If the truck is equipped with the variable fan
speed attachment, the air conditioner compressor switch signals the
Engine ECM when the air conditioner system is ON. When the air
conditioner system is ON, the ECM sets the variable speed fan at
MAXIMUM rpm.
Disconnecting the air conditioner compressor switch will also signal the
ECM to set the fan speed at MAXIMUM rpm.
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63
Crankcase pressure
sensor (arrow)
The crankcase pressure sensor (arrow) is located on the right side of the
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
event
If crankcase pressure exceeds 3.6 kPa (.5 psi) or 14.4 inches of water, a
high crankcase pressure event will be logged. No factory password is
required to clear this event.
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3500B IMPROVEMENTS
PREVIOUS LOGGED EVENTS
AIR FILTER RESTRICTION
LOW OIL PRESSURE
HIGH COOLANT TEMPERATURE
ENGINE OVERSPEED
64
Events logged by ECM
The 3500B ECM logs the four events of the previous 3500 engine plus
some additional events. The four events logged by the 3500 ECM and the
3500B ECM are:
Air filter restriction: Greater than 6.25 kPa (25 in. of water). Maximum
derate of 20%.
40% derate with two

sensor failures
If the atmospheric and turbo inlet pressure sensors both fail at the same
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.
High coolant temperature: Greater than 107C (226F).
Engine overspeed: Greater than 2200 rpm.
NOTE: Factory passwords are required to clear all the events listed
above.
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3500B IMPROVEMENTS
ADDITIONAL LOGGED EVENTS
OIL FILTER RESTRICTION
LOW COOLANT FLOW
FUEL FILTER RESTRICTION
USER DEFINED SHUTDOWN
HIGH EXHAUST TEMPERATURE
LOW BOOST PRESSURE
HIGH AFTERCOOLER TEMPERATURE
HIGH BOOST PRESSURE
ENGINE OIL LEVEL LOW
PRE-LUBE OVERRIDE
HIGH CRANKCASE PRESSURE
65
Additional logged
events
Additional events logged by the 3500B ECM are:

Oil filter restriction: Greater than 70 kPa (10 psi), no factory password
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 750C (1382F). Maximum
derate of 20%. Factory password required.
Aftercooler coolant temperature high: Greater than 107C (226F).
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.
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Coolant flow low: Factory password required.

User defined shutdown: The customer has the option of installing
systems (fire suppression) 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.
The VIMS will shut down the engine for any of the following conditions:
- 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 ground speed is 0 and the parking
brake is ENGAGED. The Engine ECM does not log events for VIMS
initiated engine shutdowns.
Pre-lube override: Override the engine oil pre-lubrication system with
the key start switch. Factory password required. (see Slide No. 67)
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3500B IMPROVEMENTS
SYSTEMS CONTROLLED BY ECM

ETHER INJECTION
RADIATOR SHUTTER CONTROL
COLD MODE
COLD CYLINDER CUTOUT
ENGINE START FUNCTION
ENGINE OIL PRE-LUBRICATION
VARIABLE SPEED FAN CONTROL
ENGINE OIL RENEWAL SYSTEM
66
Engine ECM controls
other systems
The Engine ECM also regulates other systems by energizing solenoids or

relays. Some of the other systems controlled by the 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. 48). The manual ether injection duration is 5 seconds. Ether will be
injected only if the engine coolant temperature is below 10C (50F) and
engine speed is below 1900 rpm.
Radiator shutter
control
Radiator Shutter Control (attachment): On trucks that operate in cold

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.
STMG 706
11/98
Cool engine elevated
idle
- 82 -
Cool Engine Elevated Idle: The Engine ECM provides an elevated

engine idle speed of 1300 rpm when the engine coolant temperature is
below 60C (140F). The rpm is gradually reduced to 1000 rpm between
60C (140F) and 71C (160F). When the temperature is greater than
71C (160F), 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 depress 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

during Cold Mode
Disabling some of the cylinders during Cold Mode operation will cause
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 complete or turned OFF.
NOTE: To protect the starter, the starter is disengaged when the
engine rpm is above 300 rpm.
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67
Engine oil
pre-lubrication
1. Pre-lubrication pump
relay
2. Pre-lubrication pump
Pre-lubrication
override
Pre-lubrication
override event
Engine Oil Pre-lubrication (attachment): Engine oil pre-lubrication is

controlled by the Engine ECM and Transmission/Chassis ECM. The
Engine ECM energizes the pre-lubrication pump relay located behind the
cab (see Slide No. 53) The relay behind the cab then energizes the prelube relay (1) on the 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.
- 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 50C (122F).
The engine oil pre-lubrication system can be bypassed to allow quick
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 prelube 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.
If the engine oil pre-lubrication system is bypassed using the above
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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68
Variable speed fan
control:
1. Fan control solenoid

valve
2. Jacket water coolant
temperature sensor
Fan speed sensor

(not shown)
Variable Speed Fan Control (attachment): If the engine is equipped

with a variable speed fan, the Engine ECM regulates the fan speed. Fan
speed varies according to the temperature of the engine. The ECM sends
a signal to the variable speed fan control solenoid valve (1) and engine oil
pressure engages a clutch as needed to change the speed of the fan.
The jacket water coolant temperature sensor (2) is located in the jacket
water temperature regulator (thermostat) housing. The ECM uses the
coolant temperature sensor information as the main parameter to control
the fan speed. The aftercooler temperature sensor, air conditioner
pressure sensor and brake cooling oil temperature sensors are also used as
inputs to determine the required fan speed. A speed sensor (not shown) is
located behind the fan pulley and informs the ECM of the current fan
speed.
Fan speed overrides
The variable speed fan feature can be turned off using the ECAP or ET
service tool. Turning off the variable speed fan feature will set the fan
speed at MAXIMUM rpm. Disconnecting the air conditioning
compressor switch will also signal the ECM to set the fan speed at
MAXIMUM rpm (see Slide No. 62).
3. Turbo outlet pressure

sensor
The turbocharger outlet pressure sensor (3) sends an input signal to the
Engine ECM. The ECM compares the value of the turbo outlet pressure
sensor with the value of the atmospheric pressure sensor and calculates
boost pressure.
INSTRUCTOR NOTE: For more information on the variable speed
fan, refer to the Service Manual "Variable Speed Fan Clutch" (Form
SENR8603).
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69
Engine oil renewal

system components:
1. Oil renewal filter
2. Oil renewal solenoid
valve
Oil mixes with fuel in

fuel tank
Engine Oil Renewal System (attachment): Located on the left side of

the engine are the components of the engine oil renewal systems. There is
a separate oil renewal system on the front and the rear engine modules.
Shown is the front engine module. On each engine module, engine oil
flows from the engine block through an oil filter (1) to the engine oil
renewal solenoid valve (2). When the solenoid is energized and deenergized, a small amount of oil flows from the engine oil renewal
solenoid valve into the fuel line that returns to the fuel tank. 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 EUI injectors to be
burned.
If the machine is equipped with the engine oil renewal system, 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

check soot level
Engine oil samples must be taken regularly to ensure that the soot level of
the engine oil is in a safe operating range.
STMG 706
11/98
Oil injection
controlled by Engine
ECM
Engine oil renewal
system parameters
- 86 -
The Slave ECMs regulate the amount of oil that is injected by the engine
oil renewal solenoid. Several parameters must be met before the ECM
will allow the injection of oil through the engine oil renewal system. The
parameters that must be met are:
- Fuel position is greater than 10.
- Engine rpm is between 1100 and 1850 rpm.
- Jacket water temperature is between 63C (145F) and
107C (225F).
- 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).
- Fuel level is greater than 10%.
- Engine oil level switches are sending a valid signal to the Engine
ECM.
- Engine has been running more than five minutes.
Oil renewal adjusted

with ECAP or ET
The engine oil renewal system can be turned ON or OFF with the ET
service tool. The amount of oil injected can also be adjusted by
programming the Slave ECMs with the 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.

the oil renewal system, refer to the Service Manual Module "Oil
Renewal System" (Form RENR2223).
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OIL RENEWAL SOLENOID VALVE
PISTON
PISTON
ON
OFF
TO FUEL
RETURN
FROM ENGINE
OIL GALLERY
TO FUEL
RETURN
FROM ENGINE
OIL GALLERY
70
Oil renewal solenoid
valve
Shown is a sectional view of the engine oil renewal solenoid valve. When
the Engine Slave ECM determines that oil can be injected into the fuel
return line, a Pulse Width Modulated (PWM) duty cycle signal is sent to
the oil renewal solenoid. The solenoid is turned ON for 1.25 seconds and
turned OFF for 1.25 seconds for a total cycle time of 2.5 seconds. How
many times the solenoid is turned ON and OFF will determine the volume
of oil that is injected. Oil is injected when the solenoid is turned ON and
oil is also injected when the solenoid is turned OFF. When the solenoid is
turned ON, engine oil flows to the left side of the piston and pushes the
piston to the right. The volume of oil that is trapped between the right
side of the piston and the check ball compresses the spring and opens the
passage to the fuel return line. When the solenoid is turned OFF, engine
oil flows to the right side of the piston and pushes the piston to the left.
The volume of oil that is trapped between the left side of the piston and
the check ball compresses the spring and opens the passage to the fuel
return line. The volume of delivery is equal to 3.04 ml/cycle
(0.1 oz/cycle).
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2
1
71
Cooling System
789C cooling system
capacity increased
1. 789C cooling system
shunt tank
Engine cooling
systems:
- Jacket water cooling
system
- Aftercooler cooling
system
Shown is a 789C truck. The capacity of the 789C cooling system has
been increased by 40% from 474 Liters (125 gal.) to 663 Liters (175 gal.).
The radiator is larger and a shunt tank (1) has been added above the
radiator. The shunt tank provides a positive pressure at the coolant pump
inlets to prevent cavitation during high flow conditions.
The cooling system is divided into two systems. The two systems are the
jacket water cooling system and the aftercooler cooling system. The only
connection between these two systems is a small hole in the separator
plate in the shunt tank. The small hole in the shunt tank prevents a
reduction of coolant from either of the two systems if leakage occurs in
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.
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
switches
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 switch). The coolant level switches provide input signals to the
VIMS, which informs the operator of the engine coolant levels.
4. Pressure relief valves
The jacket water and the aftercooler cooling systems each have their own
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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72
Shown is the radiator on an earlier 785C. The earlier 785C did not have a
shunt tank. The coolant levels are checked at the radiator top tank. Use
the gauges (1) on the top tank to check the coolant level.
2. Coolant level
switches
Two coolant level switches (2) are located on the top tank to monitor the
coolant level of both cooling systems. The coolant level switches provide
input signals to the VIMS, which informs the operator of the engine
coolant levels.
3. Pressure relief valves
Pressure relief valves (3) prevent the cooling systems from becoming over
pressurized.
Jacket water cooling

system
The jacket water cooling system uses the cores on the right side of the
radiator (approximately 60% of the total capacity). The jacket water
cooling system temperature is controlled by temperature regulators
(thermostats).
Aftercooler cooling
system
The aftercooler cooling system uses the cores on the left side of 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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3
2
73
1. Jacket water pump

2. Bypass tube
3. Jacket water
thermostat housing
High coolant
temperature event
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.
If the jacket water cooling system temperature increases above 107C
(226F), the Engine ECM will log an event that requires a factory
password to clear.
STMG 706
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74
1. Coolant flow warning

switch
Coolant flows from the jacket water pump, past the coolant flow warning
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

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

SOS tap
Jacket water coolant samples can be taken at the Scheduled Oil Sampling
(SOS) coolant analysis tap (2).
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75
1. Engine oil cooler

2. Rear brake brake oil
coolers
3. Tube to transmission
oil cooler
Shown is the right side of the engine. The engine oil cooler (1) and the
rear brake oil coolers (2) are visible in this view. Jacket water coolant
flows through these coolers and through the tube (3) to the transmission
oil cooler.
Jacket water coolant flows through the transmission oil cooler, the engine
oil cooler and the rear brake oil coolers to both sides of the engine
cylinder block. Coolant flows through the engine block and through the
cylinder heads. From the cylinder heads, the coolant flows 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 706
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JACKET WATER COOLANT FLOW
THERMOSTAT
HOUSING
SHUNT
TANK
ENGINE
BLOCK
ENGINE OIL COOLER

HOIST, CONVERTER AND
BRAKE OIL COOLER
HOIST, CONVERTER AND
BRAKE OIL COOLER
TRANSMISSION OIL COOLER
RADIATOR
JACKET
WATER PUMP
76
Jacket water cooling
circuit
Shown is the jacket water cooling circuit. Coolant flows from the 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 flows 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 (789C only) increases the cooling capacity and provides a
positive pressure at the coolant pump inlet to prevent cavitation during
high flow conditions.
In this illustration and those that follow, the colors used to identify the
various pressures in the systems are:
Red
Green
Red and White Stripes
Brown
Orange
Blue
Yellow
Purple
- Supply oil/water pressure

- Drain or tank oil/water
- Reduced supply oil pressure
- Lubrication or cooling pressure
- Pilot or load sensing signal pressure
- Blocked oil
- Moving components
- Air pressure
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77
1. Aftercooler water
pump
2. 789C shunt tank
supply tube
3. Aftercooler circuit
coolant tube
Aftercooler coolant
SOS tap (not shown)
The auxiliary (aftercooler) water pump (1) for the aftercooler cooling
system is located on the left side of the engine. Coolant enters the
aftercooler water pump from the radiator or the shunt tank supply tube (2)
on the 789C truck. Coolant flows from the pump to the aftercooler cores
through the large tube (3)
Aftercooler coolant samples can be taken at the Scheduled Oil Sampling
(SOS) coolant analysis tap (not shown) located on the pump.
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78
1. Rear aftercooler
temperature sensor
Located in a tube at the rear of the aftercooler is the rear aftercooler

temperature sensor (1). The rear aftercooler temperature sensor 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, the brake temperature sensor signals (four) and the air
conditioner compressor pressure signal to control the variable speed fan
attachment.
Rear aftercooler
temperature event
The Engine ECM also provides the input signal to the VIMS, which
informs the operator of the aftercooler coolant temperature. If the rear
aftercooler temperature increases above 107C (226F), the Engine ECM
will log an event that requires a factory password to clear.
2. Front brake oil cooler
Coolant flows through the aftercooler cores to the front brake oil
cooler (2) located at the rear of the engine.
Aftercooler cooling
circuit does not have
thermostats
Coolant flows through the front brake oil cooler to the aftercooler section
of the radiator. The aftercooler cooling system does not have temperature
regulators (thermostats) in the circuit.

diverter valve
When the service or retarder brakes are ENGAGED, the front brake oil
cooler diverter valve (3) 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 706
11/98
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AFTERCOOLER COOLANT FLOW
SHUNT
TANK
FRONT BRAKE
OIL COOLER
AFTERCOOLER
DIVERTER
VALVE
AIR
COMPRESSOR
RADIATOR
AFTERCOOLER
WATER PUMP
79
Aftercooler cooling
circuit
Shown is the aftercooler cooling circuit. Coolant flows from the

aftercooler water pump through the aftercooler.
Coolant flows through the aftercooler core 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.
Shunt tank
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.
The earlier 785C truck does not have a shunt tank.
STMG 706
11/98
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1
4
80
Lubrication System
Engine oil pump
1. Engine oil pump
relief valve
Shown is the 3512B engine used in the 785C truck. The engine oil pump
is located behind the jacket water pump on the right side of the engine.
The pump draws oil from the oil pan through a screen. The relief
valve (1) 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.

bypass valve
4. 785C engine oil
SOS tap
Oil flows from the pump through an engine oil cooler bypass valve (2) to
the engine oil cooler (3). 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.
On the 3512B engine used in the 785C truck, engine oil samples can be
taken at the Scheduled Oil Sampling (SOS) tap (4).
STMG 706
11/98
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1
81
Engine oil filters
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.
1. Engine oil fill tube
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 Sampling (SOS) tap (3)
(789C only). (See Slide No. 80 for the 785C SOS tap location.)
2. Engine oil dipstick

3. 789C engine oil
SOS tap
4. Engine oil pressure
sensors
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.
Engine oil pressure

event
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.
Engine oil filter

restriction events
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 706
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82

Trapped engine oil
drain (arrow)
Shown is the 3512B engine used in the 785C truck. The 3512B engine
uses three oil filters located on the left side of the engine. The 3512B
engine also has a fitting (arrow) that can be used to drain the engine oil
trapped above the filters. Do not add oil through the fitting (arrow)
because unfiltered oil will enter the engine. Any contamination could
cause damage to the engine.
NOTICE
When changing the engine oil filters, drain the engine oil trapped
above the oil filters through the fitting (arrow) to prevent spilling the
oil. Oil added to the engine through the fitting will go directly to the
main oil galleries without going through the engine oil filters. Adding
oil to the engine through the fitting may introduce contaminants into
the system and cause damage to the engine.
STMG 706
11/98
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ENGINE OIL SYSTEM
ENGINE
OIL RENEWAL
SYSTEM SOLENOID
SCAVENGE
PUMP
TO FUEL
TANK
ENGINE
OIL FILTERS
BYPASS
VALVE
ENGINE
OIL COOLER
ENGINE
OIL PUMP
83
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

system
Some trucks are equipped with an engine oil renewal system. Engine oil
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 Slides
No. 69 and 70).
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84
Fuel System
Fuel heater
(not shown)
1. Primary fuel filter
The fuel tank is located on the left side of the truck. Fuel is pulled from
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
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

receives 24 Volts
The fuel level sensor receives 24 Volts from the VIMS. To check the
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

signal is PWM
The fuel level sensor output signal is a Pulse Width Modulated (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 706
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85
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

bypass valve
The fuel transfer pump contains a bypass valve (2) to protect the fuel
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.
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86

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

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

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

injectors
Fuel flows from the fuel filter base through the Electronic Unit Injection
(EUI) fuel injectors (see Slide No. 60), the fuel pressure regulator and
then returns to the fuel tank. The injectors receive 4 1/2 times the amount
of fuel needed for injection. The extra fuel is used for cooling.
Extra fuel cools

injectors
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.
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87
1. Fuel pressure tubes

to injectors
2. Fuel pressure
regulator
Fuel flows from the fuel filter base through the steel tubes (1) to the EUI
fuel injectors. Return fuel from the injectors flows through the fuel
pressure regulator (2) before returning to the fuel tank. Fuel pressure is
controlled by the fuel pressure regulator.
Fuel pressure should be 482 + 138 - 103 kPa (70 + 20 - 15 psi) at Full
Load rpm.
STMG 706
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FUEL SYSTEM
ENGINE
BLOCK
ENGINE OIL
RENEWAL
SOLENOID
FUEL
TANK
PRIMARY
FUEL
FILTER
FUEL
HEATER
FUEL
PRESSURE
REGULATOR
CYLINDER
HEAD
FUEL
TRANSFER
PUMP
FUEL
PRIMING
PUMP
SECONDARY
FUEL FILTERS
ENGINE
ECM
CYLINDER
HEAD
88
Fuel system circuit
Fuel is pulled from the tank through a fuel heater, if equipped, and sent
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 tank.
If equipped with the engine oil renewal system, engine oil flows from the
engine block through an oil filter to the 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.
The engine oil mixes with the fuel in the tank and flows with the fuel to
the injectors to be burned.
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89
Air Induction and Exhaust System

789C truck
1. Air filter restriction
indicators
2. Dust valves
The engine receives clean air through the air filters located on the front of
the truck (789C) or on either side of the engine (785C). Any restriction
caused by plugged filters can be checked at the filter restriction indicators
(1). If the yellow piston is in the red zone, the filters must be cleaned or
replaced.
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 rubber dust valve if it becomes hard and not
flexible.
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.
Large primary element

Small secondary
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.
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90
1. Turbocharger inlet
pressure sensor
The turbocharger inlet pressure sensor (1) is located in a tube between the
air filters 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

event
If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter
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. 48). The
manual ether injection duration is 5 seconds. Ether will be injected only
if the engine coolant temperature is below 10C (50F) and engine speed
is below 1900 rpm.
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91
3516B has four

turbochargers
(arrows)
Shown is the 3516B engine used in the 789C truck. The 3516B engine is
equipped with four turbochargers (arrows). The 785C truck has a 3512B
engine with two turbochargers.
3512B has two

turbochargers
The turbochargers are driven by the exhaust gas from the cylinders which
enters the turbine side of the turbochargers. The exhaust gas flows
through the turbochargers, the exhaust piping, and the mufflers.
The clean air from the filters enters the compressor side of the
turbochargers. The compressed air from the turbochargers 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.
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92
Exhaust temperature
sensor (arrow)
An exhaust temperature sensor (arrow) is located in each exhaust

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
exhaust temperature
Some causes of high exhaust temperature may be faulty injectors, plugged

air filters, or a restriction in the turbochargers or the muffler.
High exhaust
temperature derates
engine and logs event
If the exhaust temperature is above 750C (1382F), the Engine ECM will
derate the fuel delivery to prevent excessive exhaust temperatures. The
ECM will derate the engine by 2% for each 30 second interval that the
exhaust temperature is above 750C (1382F) (maximum derate of 20%).
The ECM will also log an event that requires a factory password to clear.
STMG 706
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- 110 -
FROM AIR
FILTERS
3512B
AIR INDUCTION
AND
EXHAUST SYSTEM
MUFFLER
AFTERCOOLER
FROM AIR
FILTERS
93
Air induction and
exhaust system
This schematic shows the flow through the air induction and exhaust
system.
The turbochargers are driven by the exhaust gas from the cylinders which
enters the turbine side of the turbochargers. The exhaust gas flows
through the turbochargers, the exhaust piping, and the mufflers.
The clean air from the filters enters the compressor side of the
turbochargers. The compressed air from the turbochargers 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.
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POWER TRAIN
785C
94
Power train
components:
- Torque converter
- Transfer gears
- Transmission
POWER TRAIN
Power flows from the engine to the rear wheels through the power train.
The components of the power train are:
- Torque converter
- Transfer gears
- Transmission
- Differential
- Differential
- Final drives
- 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).
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95
Torque Converter
Torque converter:
- Provides a fluid
coupling
- Multiplies torque
- Provides direct drive
operation
1. Inlet relief valve
The first component in the power train is the torque converter. The torque
converter provides a fluid coupling that permits the engine to continue
running with the truck stopped. In converter drive, the torque converter
multiplies engine 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).
2. Outlet relief valve

3. Lockup clutch
control valve
4. Outlet temperature
sensor
5. COS sensor
A torque converter outlet temperature sensor (4) provides an input signal

to the Transmission/Chassis ECM. The Transmission/Chassis ECM sends
the signal to 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.
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LOCKUP PISTON
- 113 -
TURBINE
IMPELLER
STATOR
TORQUE CONVERTER
CONVERTER DRIVE
TORQUE CONVERTER
INLET OIL
FREEWHEEL
ASSEMBLY
TORQUE CONVERTER
LOCKUP OIL PASSAGE
96
CONVERTER DRIVE
- Output shaft rotates
slower than engine
rpm
- Torque is increased
Torque converter
components:
- Lockup clutch
- Impeller
- Turbine
- Stator
This sectional view shows a torque converter in CONVERTER DRIVE.

The lockup clutch (yellow piston and blue discs) is not engaged. During
operation, the rotating housing and impeller (red) can rotate faster than the
turbine (blue). The stator (green) remains stationary and multiplies the
torque transfer between the impeller and the turbine. The output shaft
rotates slower than the engine crankshaft, but with increased torque.
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11/98
LOCKUP PISTON
- 114 -
TURBINE
TORQUE CONVERTER
IMPELLER
STATOR
DIRECT DRIVE
TORQUE CONVERTER
INLET OIL
FREEWHEEL
ASSEMBLY
TORQUE CONVERTER
LOCKUP OIL PASSAGE
97
DIRECT DRIVE
- Lockup clutch
engaged
- Output shaft rotates
at engine rpm
- Stator freewheels
In DIRECT DRIVE, the lockup clutch is engaged by hydraulic pressure

and locks the turbine to the impeller. The housing, impeller, turbine, and
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
housing and will freewheel at approximately the same rpm.
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98
Torque Converter Hydraulic System

Torque converter
pump has three or
four sections:
1. Torque converter
scavenge
2. Torque converter
charging
3. Parking brake
release
4. Rear brake oil
cooling (789C only)
5. Torque converter
scavenge screen
cover
The three (785C) or four (789C) section torque converter pump is located
at the bottom rear of the torque converter. The four sections (from the
front to the rear) are:
- Torque converter scavenge (1)
- Torque converter charging (2)
- Parking brake release (3)
- Rear brake oil cooling (4) (789C only)
Excess oil that accumulates in the bottom of the torque converter is
scavenged by the first section of the pump through a screen behind the
access cover (5) and returned to the hydraulic tank.
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99
1. Torque converter
charging filter
Oil flows from the torque converter charging section of the pump to the
torque converter charging filter (1).
2. Torque converter
charging filter bypass
switch
An oil filter bypass switch (2) is located on the torque converter charging
filter. The oil filter bypass switch provides an input signal to the VIMS,
which informs the operator if the filter is restricted.
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100
1. Torque converter
inlet relief valve
Oil flows from the torque converter charging filter to the torque converter
inlet relief valve (1). 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) at high idle when the oil is cold. Normally, the inlet relief
pressure will be slightly higher than the outlet relief valve pressure.
Oil flows through the inlet relief valve and enters the torque converter.
2. Torque converter
outlet relief valve
3. Torque converter
outlet relief pressure
tap
Some of the oil will leak through the torque converter to the bottom of the
housing to be scavenged. Most of the oil in the torque converter is used
to provide a fluid coupling and flows through the torque converter outlet
relief valve (2). 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 of oil to prevent cavitation. The outlet
relief pressure can be measured at the tap (3) on the outlet relief valve.
The outlet relief pressure should be:
785C: 345 to 585 kPa (50 to 85 psi) at 1640 65 rpm (TC Stall)
789C: 345 to 585 kPa (50 to 85 psi) at 1715 65 rpm (TC Stall)
4. Torque converter
outlet temperature
sensor
A torque converter outlet temperature sensor (4) provides an input signal

a signal to VIMS, which informs the operator of the torque converter
outlet temperature.
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4
2
101
1. Torque converter
outlet screen
Most of the oil from the torque converter outlet relief valve flows through
the torque converter outlet screen (1) located outside the left frame.
2. Torque converter
outlet screen bypass
switch
A torque converter outlet screen bypass switch (2) provides an input

signal to the VIMS, which informs the operator if the torque converter
outlet screen is restricted.
Oil flows from the torque converter outlet screen to the front brake oil
cooler located behind the engine.

filter
Oil flows from the parking brake release section of the torque converter
pump to the parking brake release filter (3).

filter bypass switch
A parking brake release filter bypass switch (4) is located on the parking
brake release filter. The bypass switch provides an input signal to the
Brake ECM. The Brake ECM sends a signal to VIMS, which informs the
operator if the parking brake release filter is restricted.
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102

diverter valve
The oil from the torque converter outlet screen flows through a diverter
valve (1) before flowing through the front brake oil cooler (2). When the
retarder or service brakes are ENGAGED, the oil is diverted through the
cooler to the brakes. When the brakes are RELEASED, the oil bypasses
the cooler and flows directly to the 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).
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103

valve
Oil from the parking brake release filter flows to the parking brake release
valve (1). The parking brake release section of the torque converter pump
provides supply oil for several purposes:
- Release the parking brakes
- Engage the torque converter lockup clutch
- Hoist valve pilot oil
- Front (789C) or rear (785C) brake oil cooling
2. Parking brake relief

valve
The parking brake relief valve (2) controls the pressure for parking brake
release, torque converter lockup and hoist valve pilot oil. The parking
brake release pressure is 4700 200 kPa (680 30 psi).
Most oil used for

brake cooling
Most of the oil from the parking brake release valve flows to the front
brake oil cooler on the 789C truck and to the rear brake oil coolers on the
785C truck.
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2
1
104
1. Torque converter
lockup clutch valve
supply port
2. Torque converter
lockup clutch signal
oil supply hose
3. Torque converter
lockup clutch
pressure tap
Do not test converter
lockup pressure
below 1300 rpm
The parking brake release pump supplies oil to the torque converter
lockup clutch valve through the inlet port (1). When the lockup clutch
solenoid (located on the transmission housing) is energized by the
Transmission/Chassis ECM, transmission pump supply oil (signal oil)
enters the lockup valve through the center hose (2). The signal oil
pressure is approximately 1725 kPa (250 psi). The signal oil causes the
lockup valve to start the modulation process for torque converter lockup.
The lockup clutch valve then supplies oil to ENGAGE the lockup clutch
in the torque converter.
Torque converter lockup clutch pressure can be measured at the tap (3).
Torque converter lockup clutch pressure should be 2135 70 kPa
(310 10 psi) at 1300 rpm or higher. Do not check the torque converter
lockup clutch pressure below 1300 rpm.
4. Converter output
speed 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 rpm and the Transmission Output Speed (TOS)
for each gear of the transmission. The Transmission/Chassis ECM
provides all of these input signals to the VIMS.
Clutch slippage is
recorded in VIMS
Using the information from the Transmission/Chassis ECM, the VIMS

calculates if any slippage exists in the torque converter lockup clutch or
any transmission clutches and stores this information in the VIMS main
module. This information can be downloaded from the VIMS with a
laptop computer.
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TORQUE CONVERTER LOCKUP CLUTCH CONTROL

DIRECT DRIVE
LOCKUP CLUTCH
PILOT PRESSURE
(RV)
SIGNAL OIL
SELECTOR
PISTON
LOCKUP
SOLENOID
LOCKUP
MODULATION
VALVE
TO LOCKUP
CLUTCH (LU)
TO
TRANSMISSION
LUBE
FROM
TRANSMISSION
CHARGE
PUMP
LOCKUP
REDUCING
VALVE
TO
STATION
"D"
SHUTTLE
VALVE
RELAY VALVE
FROM
PARKING BRAKE
RELEASE PUMP (PMP)
105
Lockup clutch valve
operation
Shown is a sectional view of the torque converter lockup clutch valve in

DIRECT DRIVE. Supply oil from the parking brake release pump is used
to provide lockup clutch oil.
Supply pressure is
reduced to pilot
pressure
First, supply pressure is reduced to provide pilot pressure to the relay

valve. Supply oil to the pressure reduction valve flows through crossdrilled orifices in 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 slug reduces the effective area on
which the oil pressure can push. Because of the reduced effective area, a
smaller, more sensitive spring can be used. Pilot pressure will be equal to
the force of the spring on the left end of the spool. The spring force can
be adjusted with shims. Pilot pressure is 1725 70 kPa (250 10 psi).
STMG 706
11/98
Lockup solenoid
energized starts
clutch modulation
Lockup clutch at
primary pressure
Lockup clutch at
maximum pressure
- 123 -
When the lockup solenoid is energized, transmission pump supply

(signal) pressure is directed to the relay valve. Before moving the
selector piston, the pilot oil moves a shuttle valve to the right, which
closes the lower left drain passage and opens the check valve. Oil then
flows to the selector piston. Moving the selector piston blocks the upper
drain passage, and the load piston springs are compressed.
When the solenoid is energized, supply oil from the parking brake release
pump is reduced to provide the lockup clutch pressure. Lockup clutch
pressure depends mainly on the force of the load piston valve springs.
When the solenoid is energized, pilot oil moves the selector piston down
against a stop. When the load piston that compresses the springs is at the
top against the selector piston, lockup clutch pressure is at its lowest
controlled value. This value is called "primary pressure." As the load
piston moves down, lockup clutch pressure increases gradually until the
load piston stops. Maximum lockup clutch pressure is then reached. The
gradual increase in pressure, which depends on how fast the load piston
moves, is called "modulation."
Load piston orifice

determines
modulation time
The speed of the load piston movement depends on how fast the oil can
flow to the area above the load piston. The load piston orifice meters the
flow of oil to the load piston chamber and determines the modulation
time.
Primary pressure is
adjusted with shims
Primary pressure is adjusted with shims in the load piston. Final lockup
clutch pressure is not adjustable. If the primary pressure is correct and
final lockup clutch pressure is incorrect, the load piston should be
checked to make sure that it moves freely in the selector piston. If the
load piston moves freely, the load piston springs should be replaced.
STMG 706
11/98
- 124 -
TORQUE CONVERTER
HYDRAULIC SYSTEM
FRONT
BRAKES
OUTLET
RELIEF VALVE
FRONT BRAKE
OIL COOLER
REAR
BRAKES
TO HOIST
SOLENOID
MANIFOLD
TORQUE CONVERTER
CHARGING FILTER
CONVERTER
LOCKUP
VALVE
INLET
RELIEF VALVE
DIVERTER
VALVE
PARKING
BRAKE
RELEASE
VALVE
REAR BRAKE
OIL COOLERS
CONVERTER
OUTLET
SCREEN
PARKING
BRAKE
FILTER
CONVERTER
SCAVENGE
SCREEN
106
789C torque converter
hydraulic system
This schematic shows the flow of oil from the torque converter pump
through the torque converter hydraulic system on the 789C truck.
Scavenge pump
section
The scavenge pump section pulls oil through a screen from the torque
converter housing and sends the oil to the hydraulic tank.
Charging pump
section
The charging pump section sends oil through the torque converter
charging filter to the torque converter inlet relief valve. Oil flows from
the inlet relief valve through the torque converter to the outlet relief valve.
Oil flows from the outlet relief valve through the converter outlet filter
and the front brake oil cooler to the front brakes.
Parking brake release

pump section
The parking brake release pump section sends oil through the parking
brake release filter to the parking brake release valve and the torque
converter lockup clutch valve. Most of the oil flows through the parking
brake release valve and the front brake oil cooler to the front brakes.
789C rear brake

cooling pump section
The brake cooling pump section of the torque converter pump (789C
only) sends oil through the two oil coolers located on the right side of the
engine to the rear brakes.
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107
Transmission and Transfer Gears

1. Transfer gears
2. Transmission
3. Differential
Power flows from the torque converter through a drive shaft to the
transfer gears (1). The transfer gears are splined to the transmission input
shaft.
The transmission (2) is located between the transfer gears and the
differential (3). The transmission is electronically controlled and
hydraulically operated as in all other ICM (Individual Clutch Modulation)
transmissions in Caterpillar rigid frame trucks.
The differential is located in the rear axle housing behind the
transmission. Power from the transmission flows through the differential
and is divided equally to the final drives in the rear wheels. The final
drives are double reduction planetaries.
STMG 706
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- 126 -
1
2
3
108
supply hose
Oil flows from the transmission oil cooler 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 oil

pressure tap
The transmission lube pressure relief valve is in the transmission case

near the transmission hydraulic control valve. The relief valve limits the
maximum pressure in the transmission lube circuit. Transmission lube oil
pressure can be measured at the tap (2).
At HIGH IDLE, the transmission lube pressure should be 140 to 205 kPa
(20 to 30 psi). At LOW IDLE, the transmission lube pressure should be a
minimum of 4 kPa (.6 psi).
3. Transmission output
speed sensor
The Transmission Output Speed (TOS) sensor (3) is located on the front
of the transfer gears. A small shaft runs from the speed sensor location
through the entire length of the transmission and engages the transmission
output shaft. The transmission speed sensor signal serves many purposes.
Some of the purposes are:
- Transmission automatic shifting
- Speedometer operation
- Traction Control System (TCS) top speed limit
- Truck Production Management System (TPMS) distance
calculations
- Machine speed input to VIMS to determine some warning categories
STMG 706
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- 127 -
POWER SHIFT PLANETARY TRANSMISSION
3
4
5
109
Transmission is
power shift planetary
design
The transmission is a power shift planetary design which contains six

hydraulically engaged clutches. The transmission provides six
FORWARD speeds and one REVERSE speed.
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110
Transmission Hydraulic System

The transmission pump pulls oil through a suction screen from the
transmission tank (see Slides No. 12 and 159) located on the right side of
the truck.
Transmission three
section pump:
1. Transmission
scavenge
The three section transmission pump is mounted on the rear of the pump
drive, which is located inside the right frame near the torque converter.
The three sections are:
- Transmission scavenge (1)
- Transmission lube (2)
- Transmission charging (3)
3. Transmission
charging
The transmission scavenge section pulls oil through the magnetic screens
located at the bottom of the transmission. The scavenged oil from the
transmission is sent to the transmission tank.
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111
Transmission
magnetic scavenge
screens (arrow)
Shown is the location of the transmission magnetic scavenge

screens (arrow). These screens should always be checked for debris if a
problem with the transmission is suspected.
Oil is scavenged from the transmission by the first section of the
transmission pump (see Slide No. 110).
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4
2
112
1. Transmission
charging filter
Oil flows from the charging section of the transmission pump to the
transmission charging filter (1) located on the frame behind the right front
tire.
2. Transmission oil
temperature sensor
Oil flows from the transmission charging filter to the transmission control
valve located on top of the transmission. A transmission oil temperature
sensor (2) is located in the tube between the transmission charging filter
and the transmission control valve. The temperature sensor provides an
input signal to the Transmission/Chassis ECM. The
Transmission/Chassis ECM sends a signal to VIMS, which informs the
operator of the transmission oil temperature.
filter
Oil flows from the lube section of the transmission pump to the
transmission lube filter (3).
Oil flows from the transmission lube filter through the transmission oil
cooler to the transfer gears. Transmission lube oil flows through the
transfer gears and the transmission to cool and lubricate the internal
components.
Oil filter bypass

switches
An oil filter bypass switch is located on each filter. The oil filter bypass
switches provide input signals to the Transmission/Chassis ECM. The
Transmission/Chassis ECM sends signals to the VIMS, which informs the
operator if the filters are restricted.
4. Transmission SOS
tap
Transmission oil samples can be taken at the Scheduled Oil Sampling

(SOS) tap (4).
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113
1. Transmission oil
cooler bypass valve
2. Transmission oil
cooler
Oil flows from the transmission lube filter and the transmission control
valve through the transmission oil cooler bypass valve (1) to the
transmission oil cooler (2). The bypass valve for the transmission oil
cooler permits oil flow to the system during cold starts when the oil is
thick or if the cooler is restricted.
Oil flows from the transmission oil cooler to the transfer gears and the
transmission to cool and lubricate the internal components.
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4
2
114
1. Transmission control
valve supply port
2. Transmission
charging oil return
port
3. Torque converter
lockup clutch
solenoid
4. Lockup clutch signal
oil hose
5. Transmission
charging pressure
tap
The transmission charging pump supplies oil to the transmission

hydraulic control valve and the shift solenoids through the inlet port (1).
Excess transmission charging oil either drops to the bottom of the housing
to be scavenged or flows to the transmission oil cooler through the outlet
hose (2).
The torque converter lockup clutch solenoid (3) is energized by the
Transmission/Chassis ECM when DIRECT DRIVE (lockup clutch
ENGAGED) is required. Transmission charge pump supply (signal) oil
flows through the small hose (4) to the lockup clutch control valve. The
lockup clutch control valve then engages the lockup clutch.
The transmission charging pressure relief valve is part of the transmission
hydraulic control valve. The relief valve limits the maximum pressure in
the transmission charging circuit. Transmission charging pressure can be
measured at the tap (5).
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115
1. Transmission clutch
pressure taps
Shown is the Individual Clutch Modulation (ICM) transmission hydraulic

control valve. Transmission clutch pressures are measured at the pressure
taps (1).
Priority valve
pressure
The transmission hydraulic control valve contains a priority valve. The

priority valve controls the pressure that is directed to the selector pistons
in each of the clutch stations. The transmission priority valve pressure is
1720 kPa (250 psi).
relief valve
The transmission lube pressure relief valve (2) limits the maximum
pressure in the transmission lube circuit.
3. "D" Station controls

dual stage relief valve
The "D" Station (3) is used to control the dual stage relief valve setting
for the clutch supply pressure. In DIRECT DRIVE, the pressure
measured at the tap for station "D" will be approximately 1380 kPa (200
psi). This valve station is adjusted to obtain the correct transmission
charge pressure in DIRECT DRIVE.
At LOW IDLE in TORQUE CONVERTER DRIVE, transmission
charging pressure should be 2515 kPa (365 psi) minimum. At HIGH
IDLE in TORQUE CONVERTER DRIVE, transmission charging
pressure should be 3175 kPa (460 psi) maximum.
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Test clutch pressures

in DIRECT DRIVE
During torque converter lockup (DIRECT DRIVE), clutch supply

pressure is reduced to extend the life of the transmission clutch seals. At
1300 rpm in DIRECT DRIVE, the clutch supply pressure should be
2020 + 240 - 100 kPa (293 + 35 - 15 psi). The corresponding
transmission charge pressure is reduced to 2100 100 kPa (305 15 psi).
4. Torque converter
lockup signal line
To test the transmission clutch pressures in torque converter lockup

(DIRECT DRIVE), disconnect the signal line (4) and install a plug in the
hose and a cap on the fitting. An 8T5200 Signal Generator/Counter can
be used to shift the transmission during the diagnostic tests. If a Signal
Generator is not available, disconnect the upshift and downshift solenoids
and rotate the rotary selector spool manually by inserting a 1/4 in. ratchet
extension through the transmission case.
- Disconnect and plug

to test in DIRECT
DRIVE
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TRANSMISSION ICM
HYDRAULIC SYSTEM
UPSHIFT
PRESSURE
LOCKUP DOWNSHIFT UPSHIFT

SOLENOID SOLENOID SOLENOID
ON
TO TORQUE CONVERTER
RELAY VALVE
DOWNSHIFT
PRESSURE
ROTARY ACTUATOR
E
N1
NEUTRALIZER
VALVE
PRIORITY
REDUCTION
VALVE
PILOT OIL
PRESSURE
PUMP
PRESSURE
FILTERS
CHARGING
PUMP
LUBE
PUMP
ROTARY
SELECTOR
SPOOL
F
C
SCAVENGE
PUMP
OIL
COOLER
G
D
COOLER
BYPASS
VALVE
LUBE
PRESSURE
RELIEF VALVE
TRANSMISSION
TANK
TRANSMISSION CASE
SELECTOR VALVE GROUP
LOCKUP DUAL
STAGE RELIEF VALVE
PRESSURE CONTROL
GROUP
LUBRICATION
RELIEF VALVE
116
ICM transmission
controls
Dual stage relief valve
Shown is a sectional view of the ICM transmission hydraulic control

valve group. The rotary selector spool is in a position that engages two
clutches. Pump supply oil from the lockup solenoid flows to the selector
piston in station "D." Station "D" reduces the pump 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.
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785C/789C TRANSMISSION HYDRAULIC SYSTEM
TRANSMISSION
CHARGING
FILTER
TRANSMISSION
LUBE FILTER
TRANSMISSION
OIL COOLER
SIGNAL
TO LOCKUP
VALVE RELAY
TRANSMISSION
PUMP
LUBE
PORT
MAGNETIC SCAVENGE
SCREENS
117
Transmission
hydraulic system
Shown is the transmission hydraulic system. The transmission pump pulls

oil through a suction screen from the transmission tank.
Three section pump:
The three section transmission pump is mounted on the rear of the pump
drive, which is located inside the right frame near the torque converter.
The three sections are:
- Transmission
scavenge
- Transmission lube
- Transmission
charging
- Transmission scavenge
- Transmission lube
- Transmission charging
The transmission scavenge section pulls oil through the magnetic screens
located at the bottom of the transmission. The scavenged oil from the
transmission is sent to the transmission tank.
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Transmission
charging section
Oil flows from the charging section of the transmission pump to the
transmission charging filter. Oil flows from the transmission charging
filter to the transmission control valve located on top of the transmission.
Transmission charging oil flows from the transmission control valve and
joins with the oil from the transmission lube section of the transmission
pump.
Transmission lube
section
Oil flows from the lube section of the transmission pump to the
transmission lube filter.
Oil from the transmission lube filter and the transmission control valve
flows through the transmission oil cooler. Oil flows from the
transmission oil cooler to the transfer gears and the transmission to cool
and lubricate the internal components.
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3
1
118
Differential
1. Rear axle pump
Shown is the differential removed from the rear axle housing. The rear
axle cooling and filter system starts with a rear axle 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

screen
The rear axle pump pulls oil from the bottom of the rear axle housing
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 tubes
Oil flows through tubes (3) to the differential bearings.
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.
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2
4
3
1
119
1. Pump supply hose to

flow control valve
2. Rear axle
temperature and flow
control valve
3. Differential oil
temperature sensor
4. Differential oil
pressure sensor
Differential warnings
Oil flows from the pump through the large hose (1) to the rear axle
temperature and flow control valve (2). A differential oil temperature
sensor (3) and pressure sensor (4) are located on the temperature and flow
control valve. The sensors provide input signals to the Brake ECM. The
Brake ECM sends signals to the VIMS.
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
attachment rear axle cooling fan (if equipped).
The differential oil pressure sensor input signal is used to warn the
operator of a HIGH or LOW rear axle oil pressure condition.
A HIGH oil temperature warning is provided if the temperature is above
118C (244F).
A LOW oil pressure warning is provided if the pressure is below
35 kPa (5 psi) when the differential oil temperature is above 52C
(125F) 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 52C (125F).
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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 43C
(110F), the valve is OPEN and allows oil to flow to the rear axle
housing. When the oil temperature is above 43C (110F), 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 supply hose
Oil flows from the temperature and flow control valve to the differential
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.
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120
1. Differential oil filter

bypass switch
2. Rear axle oil level
switches
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.
Differential oil filter

service information
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.
3. Differential carrier
thrust pin cover
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.
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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
121
Rear axle oil cooling
and filter system
Shown is a schematic of the rear axle oil cooling and filter system. The
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 43C (110F), the
valve is OPEN and allows oil to flow to the rear axle housing. When the
oil temperature is above 43C (110F), 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.
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Temperature and
pressure control valve
is main relief
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.
Flow control valve

prevents overfilling
compartments
The flow control valve distributes the oil flow to the rear wheel bearings
and the differential bearings. At high ground speeds, excess oil flow is
diverted to the axle housing to prevent overfilling the wheel bearing and
final drive compartments.
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- 144 -
FIRST REDUCTION
RING GEAR
SECOND REDUCTION
RING GEAR
SECOND REDUCTION
CARRIER
SECOND REDUCTION
PLANETARY GEAR
SECOND REDUCTION
SUN GEAR
FINAL DRIVE
FIRST REDUCTION
SUN GEAR
FIRST REDUCTION
CARRIER
FIRST REDUCTION
PLANETARY GEAR
122
Double reduction
planetary gear final
drives
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.
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123
Transmission/Chassis Electronic Control System

ECM (arrow)
The Transmission/Chassis Electronic Control Module (ECM) (arrow) is

located in the compartment at the rear of the cab. The transmission
control used in the "B" Series trucks is referred to as the second
generation Electronic Programmable Transmission Control (EPTC II).
The transmission control used in the "C" Series trucks performs the
transmission control functions, plus some other machine functions (hoist
control). Because of the added functionality of the control, it is now
referred to as the "Transmission/Chassis ECM."
ECM
- No diagnostic
window
- Diagnostics and
programming
require ECAP or ET
ECM looks like Engine
ECM
The Transmission/Chassis ECM does not have a diagnostic window as in

the EPTC II. Diagnostic and programming functions must be performed
with an Electronic Control Analyzer Programmer (ECAP) or a laptop
computer with the Electronic Technician (ET) software installed. ET is
the tool of choice because the Transmission/Chassis ECM can be
reprogrammed with a "flash" file using the WinFlash application of ET.
The ECAP cannot upload "flash" files.
The Transmission/Chassis ECM appears identical to the Engine ECM
with two 40-pin connectors, but the Transmission/Chassis ECM does not
have fittings for cooling fluid. Also, the Transmission/Chassis ECM has
no access plate for a personality module.
STMG 706
11/98
- 146 -
"C" SERIES TRUCK

TRANSMISSION/CHASSIS ELECTRONIC CONTROL SYSTEM
OUTPUT COMPONENTS
INPUT COMPONENTS
SHIFT LEVER
POSITION SWITCH
TRANSMISSION GEAR
SWITCH
BODY
POSITION SENSOR
ELECTRONIC SERVICE TOOL

ENGINE ECM
TRANSMISSION OUTPUT
SPEED SENSOR
CONVERTER OUTPUT
SPEED SENSOR
SERVICE/RETARDER
BRAKE
PRESSURE SWITCH
CAT DATA LINK
BRAKE ECM
VIMS
ENGINE OUTPUT
SPEED SENSOR
UPSHIFT SOLENOID
PARKING/SECONDARY BRAKE
PRESSURE SWITCH
DOWNSHIFT SOLENOID
KEY START SWITCH
LOCKUP SOLENOID
LOW STEERING
PRESSURE SWITCH
HOIST LEVER
POSITION SENSOR
STARTER
SOLENOID
HOIST SCREEN SWITCH

TRANSMISSION OIL
TEMP SENSOR
TRANSMISSION LUBE
FILTER SWITCH
BACK-UP ALARM
RELAY
AUTO LUBE SOLENOID
TRANSMISSION CHARGE
FILTER SWITCH
BODY UP LAMP
TORQUE CONVERTER
OIL TEMP SENSOR
HOIST LOWER SOLENOID
HOIST RAISE SOLENOID
124
ECM shifts
transmission
The purpose of the Transmission/Chassis ECM is to determine the desired

transmission gear and energize solenoids to shift the transmission up or
down as required based on information from both the operator and
machine.
Shifts controlled by
electrical signals
The Transmission/Chassis ECM receives information (electrical signals)

from various input 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.
Output components
Output components include the upshift, downshift and lockup solenoids,

the back-up alarm and others.
STMG 706
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The Transmission/Chassis ECM also provides the service technician with

enhanced diagnostic capabilities through the use of onboard memory,
which stores diagnostic codes for retrieval at the time of service.
Benefits of electronic
communication
The Engine Electronic Control, the Brake Electronic Control System

(ARC and TCS), the Vital Information Management System (VIMS) and
the Transmission/Chassis Electronic Control System all communicate
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 signals the Engine ECM to
reduce or increase engine fuel during a shift to lower stress to the power
train.
ECM controls hoist
and other systems
The Transmission/Chassis ECM is also used to control the hoist, the

automatic lubrication (grease), the neutral-start and the back-up alarm
systems on the "C" Series trucks.
Sensors signal
ECM
Many of the sensors and switches that provided input signals to the VIMS
interface modules on the "B" Series trucks have been moved to provide
input signals to the Transmission/Chassis ECM and the Brake ECM.
Sensors and switches that were in the VIMS and now provide input
signals to the Transmission/Chassis ECM are:
Diagnostic and
programming
functions
- Low steering pressure
- Hoist screen bypass
- Transmission oil temperature
- Transmission charge filter bypass
- Transmission lube 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:
- 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 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
- Upload new Flash files
STMG 706
11/98
- 148 -
3
2
125
1. Shift lever switch
- Switch-type input
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
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

diagnostics
To view the shift lever switch positions or diagnose problems with the
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
adjustment nuts
The position of the shift lever can be changed to obtain better alignment
with the gear position numbers on the shift console by loosening the three
nuts (2) and rotating the lever. The position of the shift lever switch is
also adjustable with the two screws (3).
3. Shift lever switch

adjustment screws
STMG 706
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126
1. Transmission gear
switch
- Switch type input
2. Upshift solenoid
3. Downshift solenoid
4. Lockup solenoid
The transmission gear switch (1) provides input signals to the

Transmission/Chassis ECM. The transmission gear switch inputs (also
referred to as the "actual gear 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 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. The solenoid
outputs provide +Battery voltage to the upshift solenoid (2), the downshift
solenoid (3) or the lockup solenoid (4) based on the input information
from the operator and the machine. The solenoids are energized until the
transmission actual gear switch signals the Transmission/Chassis ECM
that a new gear position has been reached.
STMG 706
11/98
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127
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
Generator/Counter
An 8T5200 Signal Generator/Counter can be used to shift the

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 706
11/98
- 151 -
5
3
128
1. Service/retarder
brake switch
Service/retarder
brakes engaged:
- Raises shift points
- Cancels CTS
- Eliminates anti-hunt
timer
The service/retarder brake switch (1) is located in the compartment

behind the cab. The switch is normally closed and opens when
service/retarder brake air pressure is applied. The switch has three
functions for the Transmission/Chassis ECM:
- Signals the Transmission/Chassis ECM to use elevated shift points,
which provides increased engine speed during downhill retarding for
increased oil flow to the brake cooling circuit.
- Cancels Control Throttle Shifting (CTS).
- 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 downshiftupshift 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
switch used as TCS
input
The Traction Control System (TCS) also uses the service/retarder brake
switch as an input through the CAT Data Link (see Slide No. 199).
STMG 706
11/98
2. Parking/secondary
brake switch
location
Parking/secondary
brakes engaged:
- Eliminates anti-hunt
timer
- Cancels CTS
- Signals parked
machine
Diagnostic codes
- 152 -
The parking/secondary brake switch (2) is in the parking/secondary brake

air pressure line. The normally open switch is closed during the
application of air pressure. The purpose of the switch is to signal the
Transmission/Chassis ECM when the parking/secondary brakes are
ENGAGED. Since the parking/secondary brakes are spring engaged and
pressure released, the parking/secondary brake switch is closed when the
brakes are RELEASED and opens when the brakes are ENGAGED. This
signal is used to override the anti-hunt timer for rapid downshifting and is
used to sense when the machine is parked.
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 one hour of
operation time.
3. Relays can be ECM

output components
Many relays (3) are located behind the cab. Some of these relays receive
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

sensor
The system air pressure sensor (4) and the brake light switch (5) are also
located in the compartment behind the cab. The low air pressure sensor
provides an input signal to the Brake ECM. The Brake ECM sends a
signal to the VIMS, which informs the operator of the system air pressure
condition.
5. Brake light switch
STMG 706
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129
1. Body position sensor
2. Body position rod
assembly
Body position sensor

rod adjustment

calibration

uses
The body position sensor (1) is

located on the frame near the left
body pivot pin. A rod assembly (2) is connected between the sensor and
the body. When the body is raised, the rod rotates the sensor, which
changes the Pulse Width Modulated (PWM) signal that is sent to the
Transmission/Chassis ECM. The
Body up gear limit
adjustment of the rod between the
sensor and the body is very
important. The length of the rod must be within 10 mm (.39 in.) of the
following dimensions (center to center of the rod ends):
350 3 mm (13.78 .12 in.)
After the rod has been adjusted, a
calibration should be performed.
The body position sensor is
calibrated by the
Transmission/Chassis ECM when the following conditions occur:
Hoist SNUB control
- Engine is running
Body up warnings

receives 24 Volts
-Hoist output is in FLOAT or

LOWER
-No ground speed is present
for one minute
STMG 706
11/98
- 154 -

uses
The body position signal is used for several purposes.
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.

receives 24 Volts
The body position sensor receives + Battery Voltage (24 Volts) from the
Chassis ECM. To check the supply voltage to the sensor, connect a
multimeter between Pins A and B of the connector. Set the meter to read
"DC Volts."

signal to ECM is PWM
The body position sensor output signal is a Pulse Width Modulated

(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 connector. 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 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
STMG 706
11/98
- 155 -
STEERING
789C
130
STEERING SYSTEM
Steering hydraulically
operated
This section of the presentation explains the operation of the steering

system. As on other Caterpillar Off-highway Trucks, the steering system
uses hydraulic force to change the direction of the front wheels. The
system has no mechanical connection between the steering wheel and the
steering cylinders.
Secondary steering
uses accumulators
If the oil flow is interrupted while the truck is moving, the system
incorporates a secondary steering system. Secondary steering is
accomplished by accumulators which supply oil flow to maintain steering.
"C" Series steering

system same as "B"
Series
The steering system on the "C" Series trucks is the same as the steering
system on the "B" Series trucks. No changes were made to the steering
system.
STMG 706
11/98
- 156 -
789C STEERING SYSTEM
HIGH STEERING
PRESSURE SWITCH
NO STEER/MAXIMUM FLOW
STEERING
DIRECTIONAL
VALVE
SOLENOID AND
RELIEF VALVE
RETURN
MANIFOLD
CASE
DRAIN
FILTER
T
LS
PISTON PUMP
LOW STEERING
PRESSURE SWITCH
ACCUMULATOR
CHARGING
VALVE
HAND
METERING UNIT
131
789C steering system
When the engine is started, oil for the steering system is drawn from the
steering hydraulic tank by the steering pump and sent through a one-way
check valve to the solenoid and relief valve manifold. Oil from the
solenoid and relief valve manifold flows to the steering directional valve,
the accumulator charging valve and the accumulators. After the oil
pressure increases to a predetermined pressure in both accumulators, the
steering pump will destroke.
Accumulators supply
oil for normal and
secondary steering
When a steering demand occurs, the accumulators supply the necessary

oil flow for steering, and pressure in the accumulators decreases. When
the oil pressure in the accumulators decreases to a predetermined level,
the steering pump will automatically upstroke to maintain the oil pressure
required for steering in the accumulators.
STMG 706
11/98
Accumulators direct
oil to steering
directional valve
- 157 -
Oil from the accumulators flows through the steering directional valve to
the Hand Metering Unit (HMU).
If the steering wheel is not turned, the oil flows through the HMU and the
main steering oil filter to the tank.
Orifice in HMU
provides "thermal
bleed" to prevent
seizure
Allowing oil to circulate through the HMU while the steering wheel is
stationary provides a "thermal bleed" condition, which maintains a
temperature differential of less than 28C (50F) between the HMU and
the tank. This "thermal bleed" prevents thermal seizure of the HMU
(sticking steering wheel).
Steering directional
valve directs oil to
steering cylinders
When the steering wheel is turned, the HMU directs oil back to the
steering directional valve. The steering directional valve directs oil to the
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 directional valve and returns through the main steering oil
filter to the tank.
STMG 706
11/98
- 158 -
785C STEERING SYSTEM

HOLD
CASE DRAIN
FILTER
CROSSOVER
RELIEF
VALVES
PISTON
PUMP
PUMP
SWITCH
HAND
METERING
UNIT
SOLENOID AND
RELIEF VALVE
RETURN MANIFOLD
132
785C steering system
Oil from the steering pump flows through a one-way check valve to the
solenoid and relief valve return manifold and is then sent to the
accumulators and the Hand Metering Unit (HMU). The 785C truck does
not use a steering directional valve. Oil from the HMU flows through a
crossover relief valve group directly to the steering cylinders.
Orifice in HMU
provides "thermal
bleed" to prevent
seizure
In the HOLD position, oil flows through an orifice in the HMU to the
tank. Allowing oil to flow through the HMU in the HOLD position
provides a "thermal bleed" condition, which prevents thermal seizure of
the HMU (sticking steering wheel).
Crossover relief
valves protect
cylinders and lines
The crossover relief valves protect the steering cylinders and oil lines
from pressure surges when the steering wheel is in the HOLD position by
equalizing the oil pressure between the head ends and rod ends of the
steering cylinders.
HMU directs oil to

crossover relief
valves and steer
cylinders
During a turn, the HMU directs oil through the crossover relief valves to
the steering cylinders. Displaced oil from the steering cylinders flows
back through the HMU to the main steering oil filter.
STMG 706
11/98
- 159 -
3
5
133
Steering tank
1. Upper sight gauge
2. Lower sight gauge
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.
3. Pressure release
button
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.
4. Case drain filter
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.
5. Main steering filter
STMG 706
11/98
6. APU secondary
steering connector
7. Steering oil
temperature sensor
- 160 -
If the steering pump fails or if the engine cannot be started, the

connector (6) is used to attach an Auxiliary Power Unit (APU). The APU
will provide supply oil from the steering tank at the connector to charge
the steering accumulators. Steering capability is then available to tow the
truck.
The steering oil temperature sensor (7) provides an input signal to the
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 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 706
11/98
- 161 -
134
1. 785C steering pump
The piston-type steering pump (1) for the 785C truck is mounted to the
pump drive. The pump drive is located on the inside of the right frame
rail near the torque converter.
The steering pump operates only when the engine is running and provides
the necessary oil flow to the accumulators for steering system operation.
2. Pressure
compensator valve
The steering pump for the 785C truck contains a pressure compensator
valve (2) that monitors and controls steering pump output.
STMG 706
11/98
- 162 -
785C STEERING PUMP

MAXIMUM FLOW
SWASHPLATE
PISTON
SUPPLY OIL
OUTPUT
OIL
SPRING
CONTROL PISTON
PRESSURE COMPENSATOR
VALVE
135
785C steering pump
- Maximum flow
Swashplate at
maximum angle
allows maximum flow
Shown is a sectional view of the piston-type steering pump for the 785C
truck in the MAXIMUM FLOW condition. No oil pressure is present in
the control piston. In this condition, the swashplate is kept at maximum
angle by the force of the spring in the pump housing. The pistons travel
in and out of the barrel and maximum flow is provided through the outlet
port. Since the pump is driven by a shaft off the engine, it should be
remembered that engine rpm also affects pump output.
STMG 706
11/98
- 163 -
PUMP COMPENSATOR VALVE

MAXIMUM PUMP FLOW
DRAIN PASSAGES
MINIMUM PUMP FLOW
FROM
PUMP
DRAIN PASSAGES
TO
CONTROL PISTON
FROM
PUMP
TO
CONTROL PISTON
136
785C pump
compensator valve
- Maximum flow
- Minimum
flow/maximum
pressure
Adjust compensator
with shims
Shown is a sectional view of the pump compensator valve for the 785C
truck. The pump compensator valve senses pump supply pressure through
a passage in the valve body. When the outlet pressure is less than the
force of the spring on the end of the compensator spool, the oil is blocked
from flowing to the pump control piston.
As the accumulators fill, the pressure of the oil through the pump outlet
increases. The pump supply pressure will increase until the pressure of
the oil in the pump passage in the pump compensator valve is high enough
to overcome the spring force on the compensator spool. The spool then
moves to the left and opens the passage to the control piston. This
movement occurs when the outlet oil pressure is approximately
17580 345 kPa (2550 50 psi).
The pressure setting can be adjusted by changing the shim thickness
behind the compensator spool spring. Remove the plug and add shims to
increase the pressure setting. Remove shims to lower the setting.
STMG 706
11/98
- 164 -
785C STEERING PUMP

MINIIMUM FLOW
SWASHPLATE
PISTON
SUPPLY OIL
OUTPUT OIL
CONTROL PISTON
PRESSURE
COMPENSATOR VALVE
137
785C steering pump
- Minimum
flow/maximum
pressure
The pressure of the oil from the compensator valve passage moves the
control piston, which rotates the swashplate toward the minimum angle.
The pistons now have very little movement in and out of the barrel as the
retraction plate and slippers follow the minimum angle of the swashplate.
While the accumulators are filled, this small movement of the pistons
maintains the pressure at the setting of the pressure compensator valve.
The compensator spool will remain open to provide pressure oil behind
the control piston. Excess oil from the pump outlet goes into the pump
case for cooling and lubrication. The oil then goes through a drain line to
the case drain oil filter and steering hydraulic tank.
Pump returns to
maximum flow
As the steering wheel is turned and oil is taken from the accumulators, the
pressure at the pump outlet will decrease. When accumulator pressure
decreases, the pressure compensator valve will allow the swashplate to
move toward maximum angle and increase pump output.
STMG 706
11/98
- 165 -
138
1. Steering pump
The 789C 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
controller
The steering pump operates only when the engine is running and provides
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
18300 350 kPa (2655 50 psi) at LOW IDLE. This pressure is referred
to as the CUT-OUT pressure. When the CUT-OUT pressure is reached,
the accumulator charging valve reduces the load sensing signal pressure
to the pump load sensing controller, and the pump destrokes to the LOW
PRESSURE STANDBY condition. During LOW PRESSURE
STANDBY, the pressure should be between 2070 and 3600 kPa
(300 and 525 psi).
LOW PRESSURE
STANDBY
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 16470 350 kPa
(2390 50 psi). This pressure is referred to as the CUT-IN pressure.
STMG 706
11/98
- 166 -
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).
3. LOW PRESSURE
STANDBY pressure
tap
A pressure tap (3) is located on the pump pressure switch manifold. If

steering pump supply pressure is measured at this tap during LOW
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.
4. Low steering
pressure switch
Two pressure switches monitor the condition of the steering system on the
789C. One switch (4) 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
pressure switch
The other steering pressure switch is mounted on the bottom of one of the
steering accumulators (see Slide No. 153). This switch monitors the
steering system accumulator pressure. The VIMS refers to this switch as
the "high steering pressure" switch.
Steering pressure
warning only above
8 km/h (5 mph)
Both steering pressure switches provide input signals to the

Transmission/Chassis ECM. The Transmission/Chassis ECM sends
signals to the VIMS, which 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.
STMG 706
11/98
- 167 -
1
4
139
789C trucks
1. Check valve
2. Solenoid and relief
valve manifold
3. Accumulator
charging valve
4. Steering directional
valve
5. Steering system
pressure tap
6. Steering system
SOS tap
On the 789C truck, steering pump supply oil flows through a check
valve (1) to the solenoid and relief valve manifold (2). The solenoid and
relief valve manifold connects the steering pump to the accumulator
charging valve (3), the accumulators and the steering directional
valve (4). The solenoid and relief valve manifold also provides a path to
drain for the steering oil.
When checking the steering system CUT-OUT and CUT-IN pressures, a
gauge can be connected at the pressure tap (5).
Steering system oil samples can be taken at the steering system Scheduled
Oil Sampling (SOS) tap (6).
STMG 706
11/98
- 168 -
789C STEERING PUMP

MAXIMUM FLOW
FROM ACCUMULATORS
TO ACCUMULATORS
ACCUMULATOR
CHARGING
VALVE
PUMP OUTPUT
ACTUATOR
PISTON
LOAD SENSING
PRESSURE
FLOW
COMPENSATOR
LOAD SENSING
CONTROLLER
SWASHPLATE
PISTON
140
Steering pump
operation
Actuator piston
drained during
maximum flow
After the engine is started, pressure increases in the steering accumulators.

The pump load sensing controller is spring biased to vent the actuator
piston pressure to drain. Venting pressure from the load sensing controller
and the actuator piston positions the spring biased swashplate to
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. With pressure 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 706
11/98
- 169 -
789C STEERING PUMP

LOW PRESSURE STANDBY
FROM ACCUMULATORS
TO ACCUMULATORS
ACCUMULATOR
CHARGING
VALVE
PUMP OUTPUT
ACTUATOR
PISTON
LOAD SENSING
PRESSURE
FLOW
COMPENSATOR
LOAD SENSING
CONTROLLER
SWASHPLATE
PISTON
141
Accumulator charging
valve shifts
Signal pressure
decreases
Pump at LOW
PRESSURE STANDBY
Pump supply pressure will increase until the accumulator pressure acting
on the accumulator charging valve shifts the spool, and the load sensing
signal pressure is vented to the tank. The accumulator charging valve
spool shifts (cut-out) when the pump outlet oil pressure is approximately
18300 350 kPa (2655 50 psi).
An orifice prevents supply pressure from filling the drained load sensing
passage above the flow compensator. Pump oil (at low pressure standby
pressure) flows past the lower end of the 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 a low flow, LOW
PRESSURE STANDBY condition. Pump output pressure is equal to the
setting of the flow compensator. The LOW PRESSURE STANDBY
setting must be between 2070 and 3600 kPa (300 and 525 psi).
STMG 706
11/98
- 170 -
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 and leakage. Because of the normal leakage in
the steering system and HMU "thermal bleed.", the pressure in the
accumulators will gradually decrease to approximately 16470 350 kPa
(2390 50 psi) (90% of the accumulator charging valve cut-out pressure).
Charging valve shifts
when accumulator
pressure decreases
Pump returns to full
flow
Steering pump cycle

time
When the pressure in the accumulators decreases to 16470 350 kPa

(2390 50 psi), the accumulator charging valve shifts (cut-in) and blocks
the load sensing signal line pressure from the tank. Pump supply oil
flows through the orifice and pressurizes the load sensing signal line. The
load sensing signal shifts the flow compensator spool and drains the
actuator piston oil to the tank. Venting pressure from the actuator piston
positions the spring biased swashplate to maximum displacement (full
flow).
At LOW lDLE in the NEUTRAL or NO STEER position, the pump will
cycle between the cut-out and cut-in conditions in 25 seconds or more.
Connecting a pressure gauge to the pressure tap on the bottom of the
steering directional valve will indicate these steering system pressures. If
pump pressure cycles in less than 25 seconds, leakage is 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 return
manifold.
STMG 706
11/98
- 171 -
142
1. Accumulator
charging valve
Shown is the accumulator charging valve (1). The accumulator charging

valve is located on the frame rail near the front of the truck and below the
engine oil pan.
Adjusting charging
valve
The pressure setting of the accumulator charging valve can be changed by

adjusting the spring force that keeps the valve seated (closed). Change
the setting by removing the protective cap (2) and turning the adjustment
screw clockwise to increase or counterclockwise to decrease the pressure
setting. Do not exceed 14 Nm (10 lb. ft.) torque on the adjustment screw
when making the adjustments. One turn of the adjustment screw changes
the pressure approximately 4000 kPa (580 psi).
2. Protective cap
Operate the engine at LOW IDLE and check the pump (accumulator)
pressure at the pressure tap (3). The pump will cycle between cut-out and
cut-in every 25 seconds or more. The pressure gauge will indicate these
steering system pressures. Turn the adjusting screw until the cut-out
pressure is correct.
If the accumulator charging pressure cannot be adjusted within
specifications, an adjustment of the high pressure cutoff valve is required.
The high pressure cutoff setting must be a minimum of 1720 kPa
(250 psi) higher than the accumulator charging valve setting.
Allow three charging
cycles before testing
pressures
NOTE: When testing or adjusting any steering system pressure

settings, always allow the accumulator charge cycle to occur at least
three times before testing the pressures. Failure to allow the charging
cycle to occur three times will result in inaccurate readings.
STMG 706
11/98
- 172 -
LOAD SENSING CONTROLLER

FROM
ACCUMULATOR
ACCUMULATOR
CHARGING VALVE
TO
ACCUMULATOR
DISCONNECT AND
PLUG LINE FOR
HIGH PRESSURE
CUTOFF TEST
HIGH PRESSURE CUTOFF

ADJUSTMENT SCREW
LOW PRESSURE
STANDBY ADJUSTMENT
SCREW
TO TANK
TO ACTUATOR PISTON
FROM PUMP OUTPUT PORT
143
Adjusting high
pressure cutoff
- Disconnect load
sensing line
- Adjust high pressure

cutoff adjusting
screw
Cutoff setting must be

higher than charging
valve setting
Pump pressure limiting (high pressure cutoff) is adjustable. To adjust the

pump high pressure cutoff valve, turn the accumulator charging valve
adjustment screw all the way in, or disconnect the load sensing (LS) line
(pump to accumulator charging valve) at the pump. Plug the line to the
accumulator charging valve and cap the fitting on the pump. Operate the
engine at LOW IDLE, and check the pump (accumulator) pressure at the
pressure tap below the steering directional valve.
Turn the compensator (high pressure cutoff) adjusting screw while
watching the pressure gauge. One turn is equal to approximately
2800 kPa (405 psi). Adjust the pressure to 20000 350 kPa
(2900 50 psi). When the adjustment is complete, reconnect the LS line
to the pump.
The high pressure cutoff setting must be a minimum of 1720 kPa (250 psi)
higher than the accumulator charging valve setting. If the high pressure
cutoff setting of the compensator valve (in the load sensing controller) is
lower than the accumulator charging valve setting, the pump will stay at
MINIMUM FLOW, and the steering system will take too long to recharge.
The high pressure cutoff adjustment provides a back-up if the accumulator
charging valve malfunctions.
STMG 706
11/98
Adjusting low
pressure standby
- 173 -
Pump LOW PRESSURE STANDBY is also adjustable. Connect a gauge

to the low pressure standby pressure tap (see Slide No. 138). With the
signal line connected, operate the engine at LOW IDLE and check the
pump pressure. The pump will cycle to low pressure standby every
25 seconds or more. Low pressure standby must be between
2070 and 3600 kPa (300 and 525 psi). If adjustment is required, stop the
engine.
Turn the low pressure standby adjustment screw clockwise to increase the
pressure and counterclockwise to decrease the pressure until the pressure
is between 2070 and 3600 kPa (300 and 525 psi). Each 1/4 turn changes
the pressure setting approximately 345 kPa (50 psi).
NOTE: If the steering pump is adjusted on a hydraulic test stand, set
the margin pressure to 2070 100 kPa (300 15 psi) with a flow of
115 12 L/min (30 3 gpm), 1838 rpm and 15000 kPa (2180 psi)
discharge pressure. The low pressure standby reading measured on a
truck is higher than the test stand margin pressure due to parasitic
loads in the truck steering system.
STMG 706
11/98
- 174 -
144
789C solenoid and

relief valve manifold
On the 789C truck, steering pump supply oil flows through a check valve
(1) to the solenoid and relief valve manifold. The solenoid and relief
valve manifold connects the steering pump to the accumulator charging
valve, the accumulators and the steering directional 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
down solenoid
The accumulator bleed down solenoid (2) drains pressure oil from the
accumulators when the truck is not in operation.
3. Back-up relief valve
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.
4. Steering system
SOS tap
Oil Sampling (SOS) tap (4)
5. Secondary steering
connector
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. 133). The APU will provide supply oil to
charge the accumulators. Steering capability is then available to tow the
truck.
STMG 706
11/98
- 175 -
4
3
145
785C solenoid and

On the 785C truck, steering pump supply oil flows through a check valve
(1) to the solenoid and relief valve manifold. The solenoid and relief
valve manifold connects the steering pump to the accumulators and the
HMU. 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
Accumulator bleed
down solenoid (not
shown)
The accumulator bleed down solenoid (not shown) drains pressure oil
from the accumulators when the truck is not in operation.
2. Back-up relief valve
The back-up relief valve (2) limits the maximum pressure if the steering
pump compensator valve fails.
3. Steering system
SOS tap
Oil Sampling (SOS) tap (3)
4. Secondary steering
connector
To operate the steering system on a disabled truck, an Auxiliary Power

Unit (APU) can be connected to the secondary steering connector (4) on
the solenoid and relief valve manifold and to a suction port on the
hydraulic tank (see Slide No. 133). The APU will provide supply oil to
charge the accumulators. Steering capability is then available to tow the
truck.
5. Steering accumulator
The 785C has two accumulators (5). The steering system pressure tap (6)
is located on the bottom of the left steering accumulator.
6. Steering system
pressure tap
STMG 706
11/98
- 176 -
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
146
Solenoid and relief
valve manifold
Shown is a sectional view of the solenoid and relief valve manifold. The
accumulator bleed down solenoid is energized by the bleed down solenoid
shutdown control (see Slide No. 154) 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

drains accumulators
Pressure oil from the accumulators is sensed by the bleed down solenoid.
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 706
11/98
Back-up relief valve
protects system if
pump does not
destroke
- 177 -
The back-up relief valve protects the steering system if the steering pump
malfunctions (fails to destroke). 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 the pressure reaches approximately:
785C: 22740 350 kPa (3300 50 psi) at 8 2 L/min (2 .5 gpm)
789C: 20670 400 kPa (3000 60 psi) at 8 2 L/min (2 .5 gpm)
Oil then flows past the relief valve and drains to the tank.
Adjust back-up relief

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

machine by installing a manual hydraulic pump at the location of the
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 706
11/98
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147
1. 789C steering
directional valve
The steering directional valve (1) used on the 789C truck is pilot operated
from the HMU in the operators station. Five pilot lines connect these
two components. The pilot lines send pilot oil from the HMU to shift the
spools in the steering directional 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
pressure tap
When checking the steering system cut-out and cut-in pressures, a gauge
can be connected at the pressure tap (2).
STMG 706
11/98
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TO TANK
LEFT TURN
CYLINDER
RELIEF/MAKEUP
VALVE
RIGHT TURN
CYLINDER
BACK PRESSURE
VALVE
RELIEF/MAKEUP
VALVE
STEERING
DIRECTIONAL VALVE
NO TURN
RIGHT TURN
PILOT OIL
LEFT TURN
PILOT OIL
COMBINER/CHECK
SPOOL
AMPLIFIER SPOOL
PRIORITY SPOOL
LOAD
SENSING PORT
FROM
ACCUMULATOR
HAND METERING
UNIT SUPPLY AND
THERMAL BLEED
148
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 directional valve. The main

components of the steering directional 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 706
11/98
- 180 -
valve in NO STEER
position
With the truck in the NEUTRAL or NO TURN position, all four working
ports (supply, tank, right turn and left turn) are vented to the tank through
the HMU. The directional spool is held in the center position by the
centering springs.
Relief/makeup valves
While the truck is traveling straight (no steer), any rolling resistance
(opposition) acting on the steering cylinders creates a pressure increase.
The increased pressure acts on the relief/makeup valve in that port. If the
pressure increase exceeds 28000 1000 kPa (4065 150 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.
External impact opens

a relief valve and a
makeup valve
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
sends pressure to
makeup valve
Adjust relief/makeup
valves on test bench
only
Functional test of
relief/makeup valves
(on machine)
The excess (dumped) oil flows across the back pressure valve and enters
the outer end of the other relief/makeup valve. A pressure difference of
48 kPa (7 psi) between the tank passage and the low pressure cylinder
port causes the makeup valve to open. The excess oil flows into the low
pressure cylinder port to prevent cavitation of the cylinder. The back
pressure valve also prevents cavitation of the cylinders by providing a
positive pressure of 170 kPa (25 psi) in the passage behind the makeup
valve. A pressure higher than 170 kPa (25 psi) will open the back
pressure valve to the tank.
The steering directional valve must be removed and tested on a hydraulic
test bench to accurately check the setting of the relief/makeup valves.
A functional test of the relief/makeup valves can be performed on the
machine by connecting a manual hydraulic pump and installing blocker
plates to prevent oil from flowing to the steering cylinders. See the
service manual for more detailed information.
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 706
11/98
- 181 -
LEFT TURN
CYLINDER
TO TANK
RIGHT TURN
CYLINDER
RELIEF/MAKEUP
VALVE
BACK
PRESSURE VALVE
RELIEF/MAKEUP
VALVE
STEERING
DIRECTIONAL VALVE
RIGHT TURN
RIGHT TURN
PILOT OIL
LEFT TURN
PILOT OIL
COMBINER/CHECK
SPOOL
AMPLIFIER SPOOL
PRIORITY SPOOL
LOAD SENSING PORT
FROM
ACCUMULATOR
HAND METERING
UNIT SUPPLY AND
THERMAL BLEED
149
valve during a RIGHT
TURN
Load sensing pilot

pressure moves
priority spool
Pilot oil moves

directional spool
When the steering wheel is turned to the RIGHT, the "thermal bleed" and
venting of the four work ports to the tank is stopped. The increased
supply pressure flows to the HMU and the load sensing pilot line. The
load sensing pilot line directs cylinder pressure to the priority spool in the
directional valve. Cylinder pressure is present in the HMU because pilot
oil combines with accumulator oil in the combiner/check valve spool in
the directional valve. 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.
Pilot oil flows through a stabilizing orifice to the right turn pilot port of
the directional valve and moves the directional spool. Movement of the
directional spool allows pilot oil to flow to the amplifier and
combiner/check spools.
STMG 706
11/98
Pilot oil moves
amplifier spool
- 182 -
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.
Pilot and accumulator

oil combine in
combiner/check spool
When the amplifier spool moves to the right, accumulator oil flows to the
inner chamber, forcing the combiner/check spool to the left. Accumulator
oil then flows through seven of the eight orifices. Pilot and accumulator
oil combine. Oil flows across the directional spool (which has already
shifted) for a RIGHT TURN.
Turning steering
wheel faster provides
more flow to cylinders
The faster the steering wheel is turned, the farther the directional spool
and the amplifier spool are shifted. A higher flow rate is available, which
causes the truck to turn faster. The ratio of pilot and pump 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.
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

combiner/check spool
and blocks flow to
HMU
During a turn, if a front wheel strikes a large obstruction that cannot

move, oil pressure in that steering cylinder and oil line increases. Oil
flow to the cylinder is reversed. This pressure spike is felt in the
amplifier spool. The combiner/check spool moves to the right and blocks
the seven pump 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 706
11/98
- 183 -
4
2
3
1
150
1. 785C solenoid and
Shown is the solenoid and relief valve manifold (1) and the crossover
relief valves (2) on the 785C truck.
2. Crossover relief
valves
The crossover relief valves (2) are located in one housing mounted on the
inside of the left frame rail near the front of the truck. The crossover
relief valves prevent damage from high pressure oil in the steering
cylinder circuit caused by an outside force applied to a front wheel when
the steering wheel is stationary.
- Protect cylinders
and lines
3. Pressure taps
Pressure difference
could indicate
incorrect crossover
relief valve setting
4. Steering system
pressure switch
The crossover relief valve housing contains two pressure taps (3) where
steering system pressure can be measured. One tap shows pressure during
a left turn and the other tap shows pressure during a right turn.
To check the steering system pressure, turn the steering wheel completely
in either direction. Operate the engine at LOW IDLE. Continue to turn
the steering wheel after the wheels have stopped and the pressure will
increase to the pump compensator valve setting. Check the steering
pressure while turning in both directions. The pump compensator valve
setting should be observed on the gauge in both directions. If the pressure
readings are different, one of the crossover relief valve settings is
probably incorrect. A misadjusted valve must be removed and readjusted
on a test bench.
On the 785C, one pressure switch (4) monitors the condition of the
steering system. The switch provides an input signal to the
Transmission/Chassis ECM. The Transmission/Chassis ECM sends a
signal to the VIMS.
STMG 706
11/98
- 184 -
785C CROSSOVER RELIEF SYSTEM

EXTERNAL IMPACT
CROSSOVER
RELIEF VALVES
HAND
METERING UNIT
151
Crossover relief
valves equalize
pressure between
steering cylinders
On the 785C truck, when the steering wheel is stationary, the HMU blocks
oil in the steering cylinders and in the lines between the steering cylinders
and the HMU. The oil blockage prevents the front wheels from moving
when the steering wheel is not turned. If pressure is applied against the
front wheels while the steering wheel is stationary, the pressure of the oil
increases in the head end of one cylinder and the rod end of the other
cylinder. If the increase of oil pressure exceeds 18270 kPa (2650 psi) at
the affected crossover relief valve, the valve will open. Oil from the high
pressure ends of the steering cylinders then transfers to the low pressure
ends of the cylinders.
STMG 706
11/98
- 185 -
152
789C HMU (arrow)
The 789C Hand Metering Unit (HMU) (arrow) 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.
789C meters oil to

directional valve
The 789C HMU meters the amount of oil sent to the steering directional
valve by 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 directional valve, and the faster the wheels will change direction.
785C HMU is larger to

handle more flow
The 785C HMU is larger because oil flows directly from the HMU,
through the crossover relief valve, to the steering cylinders. The capacity
of the 785C HMU must be large enough to handle the flow required to fill
the steering cylinders and allow satisfactory steering cycle times.
HMU ports
On the front of the HMU are four ports:

- Return to tank
- Left turn
- Pump supply
- Right turn
The 789C HMU has a fifth port on the side of the HMU. The fifth port is
the load sensing signal line to the steering directional valve.
STMG 706
11/98
- 186 -
153
1. 789C steering
accumulators
Two steering accumulators (1) provide the supply oil during normal
operation and temporary secondary steering if a loss of pump flow occurs
(789C shown).
Inside each accumulator is a rubber bladder that is charged with nitrogen.
The nitrogen charge provides energy for normal steering and secondary
steering capability if steering pump flow stops.
Check secondary
steering
To check the secondary steering system, the engine must be shut off with
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
pressure switch
The steering accumulator pressure switch (2) monitors the steering

accumulator pressure. The switch provides an input to the VIMS. The
VIMS refers to this switch as the "high steering pressure" switch.
WARNING
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 706
11/98
- 187 -
154
Shutdown control
(arrow)
Shown is the shutdown control (arrow) for the steering accumulator bleed
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.
Accumulator charge
pressures
The charge pressure for the steering accumulators is:

785C: 8270 0 kPa (1200 0 psi)
789C: 5512 345 kPa (800 50 psi)
STMG 706
11/98
- 188 -
HOIST SYSTEM
789C
155
HOIST SYSTEM
Hoist system
controlled by
ECM
The hoist system on the 785C and 789C trucks is electronically controlled
by the Transmission/Chassis ECM. The hoist control system operates
similarly to the earlier trucks. The four operating positions are: RAISE,
HOLD, FLOAT and LOWER.
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
solenoids 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

enabled with ET
The hoist system can be enabled or disabled using ET. All trucks shipped
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.
STMG 706
11/98
- 189 -
156
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

FLOAT position
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
operation
If the transmission is in REVERSE when the body is being raised, the

hoist lever sensor is used to shift the transmission to NEUTRAL. The
transmission will remain in NEUTRAL until:
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 706
11/98
- 190 -
157
Hoist control position
sensor (arrow)
ECM energizes two
solenoids on hoist
valve
Hoist lever sensor
provides modulation
Sensor performs three
functions:
- Raises and lowers
body
- Neutralizes
transmission in
REVERSE
- Starts a new TPMS
cycle
Hoist lever sensor
diagnostics
- Supply voltage
- Signal Duty Cycle
The hoist lever controls a Pulse Width Modulated (PWM) position

sensor (arrow). The PWM sensor sends duty cycle input signals to the
Transmission/Chassis ECM. Depending on the position of the sensor and
the corresponding duty cycle, one of the two solenoids located on the
hoist valve is energized.
The four positions of the hoist lever are RAISE, HOLD, FLOAT and
LOWER, but since the sensor provides a duty cycle signal that changes
for all positions of the hoist lever, the operator can modulate the speed of
the hoist cylinders.
The hoist lever sensor also replaces the body raise switch (transmission
neutralizer switch) that was located behind the operator's seat. The hoist
lever sensor performs three functions:
- Raises and lowers the body
- Neutralizes the transmission in REVERSE
- Starts a new TPMS cycle
The hoist lever position sensor receives 24 Volts from the Transmission/
Chassis ECM. To check the supply voltage of the sensor, connect a
multimeter between Pins A and B of the sensor connector. Set the meter
to read "DC Volts."
To check the output signal of the hoist lever position sensor, connect a
multimeter between Pins B and C of the hoist lever position sensor
connector. Set the meter to read "Duty Cycle." The duty cycle output of
the sensor should be approximately 5 to 95% between full RAISE to full
LOWER.
STMG 706
11/98
- 191 -
3
1
158

brake tank
2. Oil level sight gauges
- Lower gauge for

filling tank with
cylinders RAISED
Use only TDTO oil
Shown is the hoist, converter and brake oil hydraulic tank (1) and the oil
level sight gauges (2). The oil level is normally checked with the upper
sight gauge. The oil level should first be checked with cold oil and the
engine stopped. The level should again be checked with warm oil and the
engine running.
The lower sight gauge is used when filling the hydraulic tank with the
hoist cylinders in the RAISED position. When the hoist cylinders are
lowered, the hydraulic oil level will increase. After the hoist cylinders are
lowered, check the hydraulic tank oil level with the upper sight gauge as
explained above.
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 706
11/98
- 192 -
159
Rear of tanks
Hoist suction screens
(arrows)
Shown is the rear of the transmission and hoist, converter and brake oil
hydraulic tanks. The hoist system pumps pull oil from the hydraulic tank
through the suction screens (arrows) located in the rear of the tank.
STMG 706
11/98
- 193 -
2
1
160
1. Two section hoist

pump
2. Hoist system
pressure taps
The hoist system oil for the "C" Series Trucks is supplied by a two section
pump (1) located at the top rear of the pump drive. Oil flows from the
hoist pump through two screens to the hoist valve. The hoist system
pressure can be tested at the two pressure taps (2).
The hoist system relief pressures are different in the RAISE and LOWER
positions.
Hoist pressures
during RAISE
The hoist system relief pressure during RAISE is:
Hoist pressures
during LOWER
The hoist system relief pressure during LOWER is:

must be in RAISE to
test LOWER pressure
When the body is in the DOWN position, the hoist valve will be in the
SNUB position. The body position sensor rod must be disconnected from
the body and the sensor must be rotated to the RAISE position before the
LOWER relief pressure can be tested.
Hoist pressures
during HOLD, FLOAT
and SNUB
In the HOLD, FLOAT and SNUB positions, the gauge will show the
brake cooling system pressure, which is a result of the restriction in the
coolers, brakes and hoses (normally much 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).
785C/789C: 17225 + 700 - 0 kPa (2500 + 100 - 0 psi)

789C (with cast iron pump): 18960 345 (2750 50 psi)
785C/789C: 3450 + 350 - 0 kPa (500 + 50 - 0 psi)
STMG 706
11/98
- 194 -
161
1. Hoist screens
2. Hoist screen bypass
switches
Oil flows from the hoist pump through the hoist screens (1) to the hoist
control valve. Two hoist screen bypass switches (2) provide input signals
signals to the VIMS, which informs the operator if the hoist screens are
restricted.
STMG 706
11/98
- 195 -
1
5
162
1. Pump supply ports
2. Load check valve

plugs
3. RAISE relief valve

4. LOWER relief valve
5. Tank return port

6. Oil cooler port
Oil flows from the hoist pump through two ports (1) (only one visible in
this view) 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 plugs (2). The load check valves 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 hoist system relief pressures are different in the RAISE and LOWER
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 (see Slide No. 164).
Oil flows through the drain port (5) to the hydraulic tank. When the hoist
valve is in the HOLD, FLOAT or SNUB position, all the hoist pump oil
flows through two ports (6), one on each side of the hoist valve, to the
two rear brake oil coolers located on the right side of the engine.
STMG 706
11/98
- 196 -
163
1. Counterbalance valve
2. Counterbalance valve
signal pressure port
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.
3. Rear brake oil cooler

relief valve
An oil cooler relief valve is located behind the large plug (3). The oil
cooler relief valve limits the rear 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).
Hoist pilot oil supplied

by parking brake
system
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).
4. RAISE position
solenoid valve
Pilot pressure is always present at both ends of the directional spool. Two
solenoid valves are used to drain the pilot oil from the ends of the
directional spool, which then allows the spool to move. On the left is the
RAISE solenoid valve (4), and on the right is the LOWER solenoid
valve (5).
5. LOWER position
solenoid valve
STMG 706
11/98
- 197 -
Hoist solenoids
"dither" in HOLD
The RAISE and LOWER solenoid valves are always receiving

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
receive between
0 and 1.9 amps
When the Transmission/Chassis ECM receives an input signal from the

hoist lever sensor, the Transmission/Chassis ECM sends an output signal
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.
6. RAISE port
Oil flows through two upper ports (6), one on each side of the hoist valve,
to RAISE the hoist cylinders. Oil flows through two lower ports (7), one
on each side of the hoist valve, to LOWER the hoist cylinders.
7. LOWER port
STMG 706
11/98
- 198 -
LOWER
SOLENOID
PARKING BRAKE
RELEASE PRESSURE
"C" SERIES
HOIST CONTROL VALVE
HOLD
REAR BRAKE
OIL COOLER
RELIEF VALVE
TO TANK
TO HOIST CYLINDER
HEAD END
LOAD CHECK
VALVE
TO HOIST CYLINDER
ROD END
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
ROD END
VENT SLOT
MAIN RELIEF
DUMP SPOOL
COUNTERBALANCE
VALVE
TO REAR BRAKE
OIL COOLERS
PUMP
SUPPLY PORT
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
164
Hoist valve in HOLD
Hoist supply oil flows

to rear brake cooling
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 rear brake oil
coolers to the rear 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 rear brake cooling oil by a small vent slot cut in the directional spool.
Test brake cooling

pressure at pumps in
HOLD
A gauge connected to the hoist system pressure taps while the hoist valve
is in the HOLD position will show the brake cooling system pressure,
which is a result of the restriction in the coolers, brakes and hoses
(normally much lower than the actual oil cooler relief valve setting). The
maximum pressure in the circuit should correspond to the setting of the
rear brake oil cooler relief valve. The setting of the oil cooler relief valve
is 790 kPa (115 psi).
STMG 706
11/98
- 199 -
LOWER
SOLENOID
"C" SERIES
HOIST CONTROL VALVE
PARKING BRAKE
RELEASE PRESSURE
RAISE
REAR BRAKE
OIL COOLER
RELIEF VALVE
TO TANK
TO HOIST CYLINDER
HEAD END
LOAD CHECK
VALVE
FROM HOIST CYLINDER

ROD END
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
ROD END
VENT SLOT
MAIN RELIEF
DUMP SPOOL
COUNTERBALANCE
VALVE
TO REAR BRAKE
OIL COOLERS
PUMP
SUPPLY PORT
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
ON
165
Hoist valve in RAISE
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.
Load check valve
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.
Dual stage relief

signal stem
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.
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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 rear brake
oil coolers. 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

setting checked
during RAISE at HIGH
IDLE
The pressure in the head end of the hoist cylinders cannot exceed:
785C/789C: 17225 + 700 - 0 kPa (2500 + 100 - 0 psi)
789C (with cast iron pump): 18960 345 (2750 50 psi)
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 rear brake oil
coolers.
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.
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HOIST
COUNTERBALANCE
VALVE
HEAD END
SIGNAL PRESSURE
FROM
PUMP
TO TANK
FROM
HOIST CYLINDER
ROD END
ROD END
TO
PRESSURE
HOIST
CYLINDER
PISTON
ROD END
RAISE
CHECK VALVE
LOWER AND FLOAT
166
Head end signal
pressure holds valve
open
During RAISE, the counterbalance valve prevents the dump body from
running ahead of the hoist pumps if the load shifts rapidly to the rear of
the body and attempts to pull the hoist cylinders. Signal pressure from the
head end of the hoist cylinders holds the counterbalance valve open. Oil
from the rod end of the hoist cylinders flows unrestricted through the
counterbalance valve to the tank. If the head end pressure decreases
below 2270 kPa (330 psi), the counterbalance valve moves down and
restricts the flow of oil from the rod end of the cylinders to the tank.
Rod end pressure can

open valve
If no head end signal pressure is present, rod end pressure can still open
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
LOWER and FLOAT
During LOWER and FLOAT, the counterbalance valve allows

unrestricted flow from the pump through a check valve to the rod end of
the hoist cylinders.
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LOWER
SOLENOID
ON
PARKING BRAKE
RELEASE PRESSURE
"C" SERIES
HOIST CONTROL VALVE
LOWER (POWER DOWN)
REAR BRAKE
OIL COOLER
RELIEF VALVE
TO TANK
FROM HOIST CYLINDER

HEAD END
LOAD CHECK
VALVE
TO HOIST CYLINDER
ROD END
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
ROD END
VENT SLOT
MAIN RELIEF
DUMP SPOOL
COUNTERBALANCE
VALVE
TO REAR BRAKE
OIL COOLERS
PUMP
SUPPLY PORT
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
167
Hoist valve in LOWER
(power down)
Shown is a sectional view of the hoist valve in the LOWER (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.

controls 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 706
11/98
Dual stage relief
signal stem
- 203 -
The directional spool also vents the passage to the dual stage relief valve
signal stem. The dual stage relief valve signal stem allows supply
pressure to be limited by the low pressure relief valve.
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 rear brake oil coolers.
Test low pressure

relief setting during
LOWER at HIGH IDLE
The low pressure hoist relief valve setting is checked at the two pressure
taps located on the hoist pump. Check the relief pressures with the hoist
lever in the LOWER position and the engine at HIGH IDLE.

must be in RAISE to
test LOWER pressure
When the body is in the DOWN position, the hoist valve will be in the
SNUB position. The body position sensor rod must be disconnected from
the body, and the sensor must be rotated to the RAISE position before the
LOWER relief pressure can be tested.
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LOWER
SOLENOID
ON
PARKING BRAKE
RELEASE PRESSURE
"C" SERIES
HOIST CONTROL VALVE
FLOAT
REAR BRAKE
OIL COOLER
RELIEF VALVE
TO TANK
FROM HOIST CYLINDER

HEAD END
LOAD CHECK
VALVE
TO HOIST CYLINDER
ROD END
LOW PRESSURE
RELIEF VALVE
HIGH PRESSURE
RELIEF VALVE
ROD END
VENT SLOT
COUNTERBALANCE
VALVE
TO REAR BRAKE
OIL COOLERS
DUAL STAGE
RELIEF VALVE
SIGNAL STEM
MAIN RELIEF
DUMP SPOOL
PUMP
SUPPLY PORT
PARKING BRAKE
RELEASE PRESSURE
RAISE
SOLENOID
168
Hoist valve in FLOAT
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 rear brake oil
coolers to be felt at the rod end of the hoist cylinders.
Operate truck with

hoist lever in FLOAT
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.
Valve moves to 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.
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169
Two-stage hoist
cylinders
Shown are the twin two-stage hoist cylinders used to raise and lower the
body.
Body pads (arrow)
Check the condition of the body pads (arrow) for wear or damage.
Body lower with dead

engine
To LOWER the body with a dead engine, hoist pilot pressure is required.
The towing pump can be used to provide the hoist pilot oil. To lower the
body with a dead engine:
- 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 retraction switch on the dash (see Slide No. 48).
Body raise with dead

engine
To RAISE the body with a dead engine, connect an Auxiliary Power Unit
(APU) to the hoist cylinders. Follow the same procedure used to lower
the body with a dead engine, except keep the hoist lever in 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 706
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HOIST PUMP
SUCTION
SCREENS
HOIST
SCREENS
FROM PARKING
BRAKE RELEASE
VALVE
PILOT OIL
HOIST SYSTEM
HOLD
REAR
BRAKES
TO HOIST CYLINDER
ROD END
TO HOIST CYLINDER
HEAD END
REAR BRAKE
OIL COOLERS
170
Hoist system
The hoist system pumps pull 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 pilot oil to shift the
directional spool inside the hoist valve. Two solenoid valves are used to
drain the pilot oil from 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 rear brake oil coolers to the rear brakes.
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An oil cooler relief valve is located in the hoist valve. The relief valve
limits the rear brake oil cooling pressure when the hoist valve is in the
HOLD or FLOAT position.
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 to the rear 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 706
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AIR SYSTEM AND BRAKES

789C
171
AIR SYSTEM AND BRAKES
Two brake systems:
- Parking/secondary
brake system
- Service/retarder
brake system
Two separate brake systems are used on the "C" Series trucks. The two
brake systems are: the parking/secondary brake system and the
service/retarder brake system.
The parking/secondary brakes are spring engaged and hydraulically
released. The service/retarder brakes are engaged hydraulically by an
air-over-oil brake system.
The "C" Series 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
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172
Oil cooled brake

assembly
Seals prevent oil leaks
or transfer
Shown is a cutaway illustration of an oil cooled brake assembly. The

brakes are environmentally sealed and adjustment free. Oil continually
flows through the brake discs for cooling. Duo-Cone seals prevent the
cooling oil from leaking to the ground or transferring into the axle
housing. The wheel bearing adjustment must be maintained to keep the
Duo-Cone seals from leaking.
Small piston
ENGAGES secondary
and parking brakes
The smaller piston (yellow) is used to ENGAGE the secondary and

parking brakes. The parking brakes are spring ENGAGED and
hydraulically RELEASED.
Large piston
ENGAGES
retarder/service
brakes
The larger piston (purple) is used to ENGAGE the retarder/service brakes.

The retarder/service brakes are engaged hydraulically by an air-over-oil
brake system.
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173
Air Charging System

Air compressor
The air system is charged by an air compressor mounted on the left front
of the engine.
Air compressor
governor (arrow)
System pressure is controlled by the governor (arrow). The governor

maintains the system pressure between 660 and 830 kPa (95 and 120 psi).
Air compressor
governor adjustment
The governor setting can be adjusted with a screw below the cover on top
of the governor. Turn the adjustment screw OUT to increase the pressure
and IN to decrease the pressure.
Increased air charging

capacity
The capacity of the air charging system has been increased. The air
compressor has been increased from a two-cylinder compressor to a fourcylinder compressor. 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 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 50 seconds or
less. If the time recorded is greater than 50 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 706
11/98
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174
1. 789C air dryers
On the 789C truck, air flows from the air compressor to two air dryers (1)
located behind the left front tire. The 785C has two air dryers located in
front of the left front suspension cylinder.
2. Remote air supply

connector
The air system can be charged from a remote air supply through a ground
level connector (2) inside the left frame.
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 706
11/98
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175
1. Service/retarder
brake tank
Air flows through the air dryers and fills two tanks. The service/retarder
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. Condensation drain
valve
Condensation should be drained from the tank daily through the drain
valve (2).
Relief valve
(not shown)
A relief valve located near the tank drain is installed in the

service/retarder brake tank. This relief valve 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.
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176
1. Pressure protection
valve
Located behind the operators station is a pressure protection valve (1).

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
valve test
To test the pressure protection valve, drain the air pressure to

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

sensor
The air system pressure sensor (2) provides an input signal to the Brake
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

behind cab
Also located behind the operators station are the service/retarder brake
switch, the parking/secondary brake switch and the brake light switch
(see Slide No. 128).
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11/98
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177
Automatic lubrication
solenoid air valve
(arrow)
The solenoid air valve (arrow) provides a controlled air supply for the
automatic lubrication (grease) system. The solenoid air valve is
controlled by the VIMS. The VIMS ENERGIZES the solenoid ten
minutes after the machine is started. The VIMS keeps the solenoid
ENERGIZED for 75 seconds and then DE-ENERGIZES it. Every
60 minutes thereafter, the VIMS ENERGIZES the solenoid for 75
seconds until the machine is stopped (turned off). These settings are
adjustable through the VIMS keypad in the cab.
STMG 706
11/98
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178
Parking/secondary
brake tank
Located behind the operators station is the parking/secondary brake air

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. 33).
Check valve (arrow)
A check valve (arrow) prevents a loss of air if an air line breaks upstream
of the air tank.
STMG 706
11/98
- 216 -
789C AIR CHARGING SYSTEM

AIR COMPRESSOR
AND GOVERNOR
AIR
DRYERS
TO AIR START
SOLENOID
REMOTE
SUPPLY
SERVICE/RETARDER
BRAKE TANK
LOW AIR
SENSOR
TO AUTO LUBE SOLENOID

TO HORN / SEAT / CLEAN-OUT
PRESSURE
PROTECTION
VALVE
PARKING/SECONDARY
BRAKE TANK
179
789C air charging
system
This schematic shows the flow of air through the 789C air charging
system. Air flows from the air compressor, through the two air dryers, to
the service/retarder brake tank.
785C has one air dryer
The 785C air charging system is the same as the 789C, but has only one
air dryer.
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 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 706
11/98
- 217 -
180
Brake Systems
Manual retarder valve
(arrow)
- Engages all four
service brakes
- Modulates brakes
better than pedal
The manual retarder valve (arrow) is controlled by the retarder lever in

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
cooler diverter valve.
When the retarder lever is pulled down, air flows to the service brake
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. 43), 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 706
11/98
- 218 -
4
2
5
181
1. Service brake valve

2. Automatic Retarder
Control (ARC) valve
3. Air supply manifold
The service brake valve (1) is controlled by the brake pedal in the cab.
Supply air for the service brake valve, the manual retarder valve and the
Automatic Retarder Control (ARC) valve (2) is supplied from the
manifold (3).
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

to brake relay
to front cooler
diverter valve
System with highest
pressure engages
brakes
7. Retarder switch
Air from the service brake valve and the manual retarder valve flows
through the double check valve (4) to the service brake relay valve and
through the double check valve (5) to the front brake oil cooler diverter
valve. If the manual retarder and the service brakes are engaged at the
same time, air from the system with the highest pressure will flow
through the double check valves to the service brake relay valve and to
the front brake oil cooler diverter valve.
Air from the manual retarder valve also flows through the double check
valve (6) to the retarder switch (7). The retarder switch turns on the
amber retarder lamp on the dash in the operators station when the manual
retarder is ENGAGED (see Slide No. 47).
STMG 706
11/98
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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
separate relay valve
When the ARC is engaged, air flows from the ARC valve to a separate
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

ARC activate brake
switches
The brake light switch and the service/retarder brake switch (see Slide
No. 128) are located in the supply line to the front brake oil cooler
diverter valve (see Slide No. 102). 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
valve
The secondary brake valve (8) is controlled by the red pedal in the cab
(see Slide No. 43). When the secondary brakes are engaged, air flows
from the secondary brake valve to the signal port of an inverter valve (see
next slide). The inverter valve then blocks the flow of air from the
secondary brake tank to the brake release valve (see Slide No. 183).
- Modulates parking
brake engagement
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
does not modulate
engagement
The parking brake air valve (see Slide No. 44) on the shift console in the
cab also controls the flow of air to the brake release valve, but the parking
brake air valve does not modulate the parking brake application.
Secondary and
parking brake valves
activate brake switch
The parking/secondary brake switch (see Slide No. 128) is located in the
supply line to the brake release valve. The secondary brake valve and the
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 706
11/98
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182
1. Inverter valve signal

port
2. Inverter valve
When the secondary brakes are engaged, air flows from the secondary
brake valve to the signal port (1) of the inverter valve (2). The inverter
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 706
11/98
- 221 -
5
4
3
183
1. Brake release valve
Oil from the parking brake release pump (see Slide No. 98) flows through
the parking brake release filter (see Slide No. 101) to the brake release
valve (1) located inside the left frame near the torque converter. Oil flows
from the parking brake release valve to the parking brake piston in the
brakes when the parking brakes are released.
2. Brake release valve

air supply hose
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).
3. Brake release relief

valve
4. Brake makeup tank

supply oil screen
Supply oil flows from the brake release valve through an orifice and a
screen (4) to the brake oil makeup tank.
5. Towing pump
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. 48). 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 706
11/98
- 222 -
TOWING SYSTEM
PARKING
BRAKE
RELEASE
PUMP
TO
TC LOCKUP
PARKING VALVE
BRAKE
RELEASE
FILTER
FROM CAB SECONDARY

OR PARKING BRAKE VALVE
RELIEF
VALVE
TO HOIST
PILOT
SYSTEM
PARKING BRAKE
RELEASE VALVE
CHECK
VALVE
TOWING PUMP
AND MOTOR
TOWING PUMP
RELIEF VALVE
184
Normal parking and
secondary brake
operation
Parking brake relief

valve limits TC lockup
and hoist pilot
pressure
system during towing
Normally, supply oil flows from the parking brake release pump, through
the parking brake release filter, to the parking brake release valve. If air
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
spool to RELEASE the parking brakes. The relief valve limits the system
pressure for releasing the brakes, torque converter lockup and for the pilot
oil to shift the hoist valve. The setting of the relief valve in the parking
brake valve is 4700 200 kPa (680 30 psi).
This schematic shows the flow of oil through the parking brake release
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 706
11/98
- 223 -
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
pump limits brake
release pressure
During towing, the parking brake release pressure is limited by a relief

valve in the towing pump. When the relief valve opens, oil transfers from
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

valve
A check valve in the outlet port of the towing pump prevents oil from
flowing to the towing pump during normal operation.
Procedure to check
towing system
To check the brake release system used for towing, connect a gauge to the
parking brake release pressure tap on the rear axle (see Slide No. 189).
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.

pressures
The parking brake release pressure must increase to a minimum of

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 706
11/98
- 225 -
6
3
186
1. Service brake and

manual retarder relay
valve
2. ARC relay valve
3. Double check valves
4. Brake cylinders
Relay valves reduce
braking time
Double check valves
separate systems
5. Pressure protection
valve
6. Front brake slack

adjuster
The front service brake relay valve (1) receives metered air from only the
service brake valve or the manual retarder valve. The rear Automatic
Retarder Control (ARC) brake relay valve (2) receives metered air from
only the ARC valve.
When the service brakes or manual retarder brakes are ENGAGED, the
front relay valve opens and metered air flows from the service brake tank,
through the double check valves (3), to the three brake cylinders (4). The
brake relay valves reduce the time required to engage and release the
brakes. The double check valves (3) are used to separate the service and
manual retarder brakes from the ARC brake system.
When the ARC brake system is ENGAGED, the rear relay valve opens
and metered air flows from the service brake tank, through a pressure
protection valve (5) and the double check valves (3), to the three brake
cylinders (4). The pressure protection valve prevents a total loss of air
pressure in the service 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).
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. One brake cylinder supplies oil to the front
brakes through the slack adjuster (6). Two brake cylinders supply oil to
the rear brakes through a separate slack adjuster.
STMG 706
11/98
- 226 -
187
1. Brake oil makeup

tank
2. Brake oil makeup

tank supply screen
As the brake discs in the brake assemblies wear, more oil is needed from
the brake cylinders to compensate for the wear. The brake makeup oil
tank (1) supplies makeup oil for the brake cylinders. Oil from the parking
brake release valve flows through an orifice and the screen (2) to provide
a continuous supply of oil to the makeup tank. Low flow to the makeup
tank can cause the makeup oil reserve to decrease and cause the brake
cylinders to overstroke.
Check brake makeup

oil flow
To check for makeup oil flow, remove the cover from the makeup oil
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, the filter or hose to the
tank may be restricted or pump flow may be low.
3. Brake overstroke
switch
Keep the service brake ENGAGED for at least one minute. If air is in the
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 (3). 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 706
11/98
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4. Front brake oil

pressure tap
Front brake oil pressure can be measured at the pressure tap (4) located on
the front brake slack adjuster.
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.
5. Brake cylinder
breather
Inspect the condition of the breather (5) for the brake cylinders. 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.
STMG 706
11/98
- 224 -
PARKING/SECONDARY BRAKES
SECONDARY BRAKES RELEASED
PARKING BRAKES ENGAGED
PARKING
BRAKE
VALVE
SECONDARY
BRAKE
VALVE
PARKING /
SECONDARY
BRAKE
SWITCH
PARKING
BRAKE
RELEASE
PUMP
PARKING
BRAKE
RELEASE
VALVE
INVERTER
VALVE
TO TC LOCKUP VALVE
AND HOIST
PILOT SYSTEM
PARKING / SECONDARY
BRAKE TANK
185
Parking/secondary
brake system
Shown is the parking/secondary brake hydraulic and air system with the
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
brake switch input to
ECM
A parking/secondary brake switch is located in the air line between the

parking brake valve and the parking brake release valve. The switch
provides an input signal to the Transmission/Chassis ECM. When the
parking or secondary brakes are ENGAGED, the switch signals the
Transmission/Chassis ECM to allow rapid downshifts.
STMG 706
11/98
- 228 -
BRAKE CYLINDER
BRAKES ENGAGED
AIR
PISTON
INDICATOR ROD
FROM
MAKEUP
TANK
OIL
PISTON
TO
SLACK
ADJUSTER
AIR
INLET
BREATHER
PORT
SPRING
VALVE
ROD
188
Brake cylinder
ENGAGED
This slide shows a sectional view of the brake cylinder when the brakes
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
indicates oil loss
If air is in the system or a loss of oil downstream from the cylinders

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 706
11/98
- 229 -
189
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

maintains clearance
between discs
Brake cooling oil pressure maintains a small clearance between the brake
discs.
2. Service brake
pressure taps
The service brake oil pressure can be measured at the two taps (2) located
on top of the slack adjusters.
Service brake bleed

valves
Air can be removed from the service brakes through two remote bleed
valves (not shown) mounted on the rear axle housing.

pressure taps
The parking brake release pressure can be measured at the two taps (3) on
the axle housing.
NOTE: Air can be removed from the front service brakes through
bleed valves located on each wheel.
STMG 706
11/98
- 230 -
BRAKE SLACK ADJUSTER

OIL FLOW
TO BRAKE
CYLINDER
SMALL PISTON
FROM
WHEEL
BRAKES
LARGE PISTON
OIL FLOW
FROM BRAKE
CYLINDER
FROM
WHEEL
BRAKES
TO
WHEEL
BRAKES
TO
WHEEL
BRAKES
BRAKES RELEASED
BRAKES ENGAGED
190
Slack adjuster
RELEASED and
ENGAGED
Large piston moves to
ENGAGE brakes
Small piston allows

makeup oil to brakes
This slide shows sectional views of the slack adjuster when the brakes are
RELEASED and ENGAGED.
When the brakes are ENGAGED, oil from the brake cylinders enters the
slack adjusters and the two large pistons move outward. Each large piston
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
cover. The pressure in the slack adjuster increases until the small piston
moves and allows makeup oil from the brake cylinders to flow to the
service brake piston.
STMG 706
11/98
- 231 -
Brake springs move

large pistons to center
of slack adjuster
When the brakes are RELEASED, the springs in the service brakes push
the service brake pistons away from the brake discs. The oil from the
service brake pistons pushes the large pistons in the slack adjuster to the
center of the slack adjuster. Makeup oil that was used to ENGAGE the
brakes is replenished at the brake cylinders from the makeup tank.
Large piston spring

keeps pressure on
service brake piston
The spring behind the large piston causes some oil pressure to be felt on
the service brake piston when the brakes are RELEASED. Keeping some
pressure on the brake piston provides rapid brake engagement with a
minimum amount of brake cylinder piston travel.
Check slack adjuster

for correct operation
The slack adjusters can be checked for correct operation by opening the
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-pressures should be

equal
Another check to verify correct slack adjuster operation is to connect a

gauge to the pressure tap on top of the slack adjuster and another gauge at
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-residual pressure at

bleed screw
When the brakes are RELEASED, the pressure at the slack adjuster
should return to zero. The pressure at the service brake 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:
785C front: 103 kPa (14.9 psi)
785C rear: 59 kPa (8.6 psi)
789C front: 106 kPa (15.3 psi)
789C rear: 65 kPa (9.5 psi)
Check for warped

brake discs
Low residual pressure may indicate a failed slack adjuster. High residual
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

cooling oil leakage
To check for brake cooling oil leakage, block the brake cooling ports and
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 706
11/98
- 232 -
SERVICE/RETARDER BRAKE AIR SYSTEM

SERVICE BRAKES ENGAGED
FRONT BRAKE COOLER

DIVERTER VALVE
SERVICE
BRAKE VALVE
SERVICE
RELAY
VALVE
PRESSURE
PROTECTION
VALVE
ARC
RELAY
VALVE
BRAKE
LIGHT
AND
SERVICE /
RETARDER
SWITCH
RETARDER
VALVE
ARC
VALVE
RETARDER
SWITCH
BRAKE CYLINDERS
191
Service/retarder brake
air system
This schematic shows the flow of air through the service/retarder brake air
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

braking time
Double check valves
separate systems
The service brake relay valve opens and metered air flows from the large
service brake air tank to the brake cylinders. The relay valves reduce the
time required to engage and release the brakes. A pair of double check
valves above the brake cylinders prevent the flow of service brake air to
the ARC relay valve.
STMG 706
11/98
- 233 -
Service brakes
activate two switches
Air from the service brake valve also flows to the brake light switch and
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
operation
When the manual retarder lever is moved, air flows through three double
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
activates three
switches
Air from the manual retarder brake valve also flows to the retarder switch,
the brake light switch and the service/retarder brake switch. Engaging the
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
brake valve. Air pressure from the ARC valve flows through the double
check valves to the front brake oil cooler diverter valve.
- Engages ARC relay

valve
Pressure protection
valve prevents air loss
ARC activates three

switches
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 three brake cylinders.
The pressure protection valve prevents a total loss of air pressure in the
service 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).
Air from the ARC valve also flows to the retarder switch, the brake light
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 706
11/98
- 234 -
789C BRAKE
COOLING SYSTEM
HOIST PUMP
HOIST
SCREENS
FRONT
BRAKES
REAR BRAKES
HOIST
VALVE
FRONT BRAKE
OIL COOLER
OUTLET
RELIEF VALVE
TORQUE
CONVERTER
CHARGING
FILTER
INLET
RELIEF VALVE
DIVERTER
VALVE
REAR BRAKE
OIL COOLERS
PARKING BRAKE
RELEASE VALVE
CONVERTER PARKING
BRAKE
OUTLET
FILTER
FILTER
192
789C brake oil cooling
system:
- Three pump sections
for rear brakes
- Two pump sections
for front brakes
Rear brake cooling
Hoist pump flow
Fourth section of TC
pump flow
This schematic shows the flow of oil through the 789C brake cooling
system. Three pump sections provide oil for rear brake cooling: the two
sections of the hoist pump and the fourth section of the torque converter
pump. Two pump sections provide oil for front brake cooling: the torque
converter charging and the brake release sections of the torque converter
pump. All the pumps pull oil from the hydraulic tank through suction
screens.
Oil flows from the hoist pump sections through two screens to the hoist
valve. In the HOLD and FLOAT positions, oil from the pump flows
through the hoist valve to the rear brake cooling system.
Oil flows from the fourth section of the torque converter pump, joins with
the oil from the hoist valve, and flows to the rear brake oil coolers.
Oil from all three pump sections combines and flows through the screens
and rear brake oil coolers located on the right side of the engine. The rear
brake oil coolers are cooled by the engine jacket water cooling system.
From the coolers, oil flows through the brakes and returns to the hydraulic
tank.
STMG 706
11/98
- 235 -
Oil cooler relief valve

for rear brake cooling
The pressure in the rear brake cooling system is controlled by the oil
cooler relief valve located in the hoist valve. The relief valve setting is
790 kPa (115 psi).
Front brake cooling
Oil flows from the torque converter charging pump through the torque
converter charging filter, the torque converter, and the torque converter
outlet screen to the front brake oil cooler diverter valve.
Converter charging
pump flow
Brake release pump
flow
Oil flows from the brake release pump through the brake release filter to
the brake release valve. The brake release valve controls the oil pressure
to release the parking brakes, lock up the torque converter and shift the
directional spool in the hoist valve. These functions require minimal oil
flow. Most of the oil from the brake release pump flows through the
brake release valve and joins with the torque converter charging pump oil
at the front brake oil cooler diverter valve.
Front cooler used only

with brakes
ENGAGED
When the service or retarder brakes are ENGAGED, the front brake oil
cooler diverter valve allows brake cooling oil to flow through the front
brake oil cooler to the front brakes. When the brakes are RELEASED,
the oil bypasses the cooler and flows directly to the brakes. The front
brake oil cooler is cooled by the engine aftercooler cooling system. The
aftercooler cooling system does not have temperature regulators
(thermostats) in the circuit.
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).
785C brake oil cooling

system
- Three pump sections
for rear brakes
- One pump section
for front brakes
The brake cooling system on the 785C truck is slightly different from the
789C truck. The 785C truck does not have a fourth section on the torque
converter pump for rear brake cooling. The parking brake release pump
sends oil to the rear brake cooling system, not to the front brake cooling
system.
STMG 706
11/98
- 236 -
193
Brake cooling oil

pressure tap (arrow)
Shown is the left rear brake housing on a 789C truck. Brake cooling oil
pressure can be tested at the two taps (arrow) located in the brake cooling
oil tubes. One tap is located on the brake cooling inlet tube and another
tap is located on the brake cooling outlet tube. The pressure measured at
the brake inlet tube (from the oil coolers) will always be higher than the
pressure measured at the brake outlet tube.
Brake cooling oil

pressure
With the brake cooling oil temperature between 79 to 93C

(175 to 200F), the pressure measured at the brake inlet tube should be
above 14 kPa (2 psi) at LOW IDLE and below 172 kPa (25 psi) at HIGH
IDLE.
High brake cooling oil

temperature:
Four brake oil 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.
- Gear too high

- Engine speed too
low
- Slack adjuster
pistons stuck
The most common cause of high brake cooling oil temperature is

operating a truck in a gear that is too high for the grade and not
maintaining sufficient engine speed. Engine speed should be kept at
approximately 1900 rpm during long downhill hauls.
Also, make sure the pistons in the slack adjuster are not stuck and
retaining too much pressure on the brakes (see Slides No. 189 and 190).
STMG 706
11/98
- 237 -
BRAKE ELECTRONIC CONTROL SYSTEM

INPUT COMPONENTS
PARKING BRAKE FILTER
ENGINE ECM
TRANSMISSION/CHASSIS ECM
BRAKE AIR PRESSURE

LEFT BRAKE
RELEASE
PRESSURE
VIMS
SHIFT LEVER
SWITCH
RIGHT BRAKE
RELEASE PRESSURE
ENGINE
SPEED/TIMING
SENSOR
PARKING/SECONDARY
ON INPUT
OFF INPUT
ARC ON/OFF
SWITCH
TCS
TRANSMISSION OUTPUT
SPEED SENSOR
SERVICE/RETARDER
BRAKE SWITCH
BRAKE SWITCH
DIFFERENTIAL OIL
TEMP SENSOR
ARC
THROTTLE
SENSOR
ACTUAL GEAR
SWITCH
DIFFERENTIAL
FILTER
DIFFERENTIAL
PRESSURE
CAT DATA LINK
SERVICE TOOL
BRAKE OVERSTROKE
SWITCH
OUTPUT COMPONENTS
DIFFERENTIAL
OIL LEVEL
DIFFERENTIAL FAN RELAY

ARC SUPPLY
SOLENOID
ENGINE OUTPUT
SPEED SENSOR
ARC
ARC CONTROL
SOLENOID
RETARDER
PRESSURE SWITCH
RETARDER
ENGAGED LAMP
AUTO RETARDER
PRESSURE SWITCH
TCS
ENGAGED LAMP
TCS TEST
SWITCH
TCS
TCS SELECTOR SOLENOID
LEFT AND RIGHT
LEFT WHEEL SPEED SENSOR

PROPORTIONAL
(SERVO) SOLENOID
RIGHT WHEEL SPEED SENSOR
194
BRAKE ELECTRONIC CONTROL SYSTEM
Brake ECM
The "C" Series trucks use an additional Electronic Control Module (ECM)
for controlling both the Automatic Retarder Control (ARC) and the
Traction Control System (TCS).
The Automatic Retarder Control (ARC) and the Traction Control System
(TCS) control modules are replaced with one Brake ECM. The Brake
ECM controls both the ARC and the TCS functions. The TCS is now on
the CAT Data Link, and the Electronic Technician (ET) service tool can
be used to diagnose the TCS.
STMG 706
11/98
Brake functions
controlled by
electrical signals
- 238 -
The Brake ECM receives information from various input components

such as the Engine Output Speed (EOS) sensor, retarder pressure switch,
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.
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
communication
The Engine ECM, the Transmission/Chassis ECM, the Vital Information

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.
Service tool functions
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:
- 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 diagnostic tests
- Upload new Flash files
STMG 706
11/98
- 239 -
195
Brake ECM (arrow):

- No diagnostic
window
The Brake ECM (arrow) is located in the compartment at the rear of the
cab. The Brake ECM does not have a diagnostic window like the ARC
and the TCS used on the "B" Series trucks.
- Diagnostics and
programming
require ECAP or ET
All diagnostic and programming functions must be performed with an

Electronic Control Analyzer Programmer (ECAP) or a laptop computer
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

Engine ECM
The Brake ECM looks like the Engine ECM with two 40-pin connectors,
but the Brake ECM does not have fittings for cooling fluid. Also, the
Brake ECM has no access plate for a personality module.
STMG 706
11/98
- 240 -
AUTOMATIC RETARDER CONTROL

ENGINE SPEED
SENSOR
BRAKE ECM
(ARC/TCS)
ON INPUT
ARC ON/OFF
SWITCH
SERVICE TOOL
ENGINE ECM
TRANSMISSION/
CHASSIS ECM
VIMS
OFF INPUT
CAT DATA LINK
RETARDER
ENGAGED
LAMP
AIR FROM
SERVICE BRAKE
RESERVOIR
SUPPLY
SOLENOID
VENT
VENT
CONTROL
SOLENOID
SERVICE
BRAKE
VALVE
TO SERVICE /
RETARDER BRAKE
RELAY VALVE
MANUAL
RETARDER
VALVE
AUTOMATIC
RETARDER
VALVE
AUTO RETARDER
PRESSURE SWITCH
RETARDER
PRESSURE
SWITCH
TO ARC
RELAY VALVE
196
Automatic Retarder Control (ARC)
Automatic Retarder
Control (ARC)
The Automatic Retarder Control (ARC) system function is to modulate

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. 182).
STMG 706
11/98
ARC set to maintain
1900 engine rpm
- 241 -
The ARC is set at the factory to maintain a constant engine speed of

1900 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 1900 rpm, the ARC will apply the retarder as needed to
maintain a constant engine speed.
ARC provides engine

overspeed protection
The ARC system also provides engine overspeed protection. If an unsafe

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
programming and
diagnostic capability
The ARC also provides service personnel with enhanced diagnostic

capabilities through the use of onboard memory, which stores possible
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.
NOTE: The ARC ON/OFF switch must be in the OFF position to
run the ARC diagnostic test with ET.
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 706
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197
1. Engine output speed

sensor
Shown is the location of the Engine Output Speed (EOS) sensor (1) that
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

ratification and lockup
clutch shift time
The EOS sensor also provides an input signal to the Transmission/Chassis

ECM for Transmission Output Speed (TOS) ratification and lockup clutch
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
sensor
The engine speed/timing sensor (2) is also used by the ARC for diagnostic
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 706
11/98
Use 8T5200 Signal
Generator to simulate
engine speed
- 243 -
NOTE: The 8T5200 Signal Generator/Counter Group can be

connected to the engine speed sensor wiring harness and be used to
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
Pin C
J765 BU Pin 2 (ground)

450 YL Pin 1 (signal)
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11/98
- 244 -
4
3
2
5
198
1. Retarder pressure
switch
Shown is the location of the retarder pressure switch (1). The retarder
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
pressure switch
3. Automatic retarder
valve
The auto retarder pressure switch (2) signals the Brake ECM when air
pressure is present and the automatic retarder valve (3) is functioning.
The auto retarder pressure switch is located in front of the cab in the
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 706
11/98
4. Supply solenoid
valve
- 245 -
The supply solenoid valve (4) turns ON or OFF to control the flow of
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 1800 rpm, since the control speed is set to 1900 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
valve
The control solenoid valve (5) modulates the air flow to the brakes during
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

solenoid resistance
Normal resistance through the supply and control solenoids is 31 Ohms.

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
malfunction
The Brake ECM can also determine if the solenoid valves have
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 706
11/98
- 246 -
TRACTION CONTROL SYSTEM

BRAKE ECM
(ARC/TCS)
ELECTRONIC
SERVICE TOOL
TCS
ENGAGED
LAMP
SERVICE/RETARDER
BRAKE SWITCH
TRANSMISSION
OUTPUT SPEED
SENSOR
CAT DATA LINK
TCS TEST
SWITCH
TCS SELECTOR
SOLENOID
LEFT AND RIGHT
PROPORTIONAL
SOLENOID
LEFT WHEEL
SPEED SENSOR
+ 10V TO
WHEEL SENSORS
RIGHT WHEEL
SPEED SENSOR
199
Traction Control System (TCS)
TCS uses rear
parking/secondary
brakes
The Traction Control System (TCS) uses the rear parking/secondary

brakes (spring engaged and hydraulically released) to decrease the
revolutions of a spinning wheel. The TCS allows the tire with better
underfoot conditions to receive an increased amount of torque. The
system is controlled by the Brake ECM (see Slides No. 194 and 195).
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, 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 706
11/98
- 247 -
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
switch:
A service/retarder brake switch (see Slide No. 128) provides an input

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
is stopped.
- Performs diagnostic
test
Brake release
pressure sensors
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.
The TCS valve has a left and right brake release pressure sensor. A
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 706
11/98
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200
Wheel speed sensor

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

TCS
The Transmission Output Speed (TOS) sensor (see Slide No. 127)
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 706
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201
TCS valve
The Traction Control System (TCS) valve is mounted inside the rear of
the left 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 solenoid
The proportional solenoid valve (2) controls the volume of oil being
drained from the selected parking brake control circuit. The rate of flow
is controlled by a signal from the Brake ECM.
The 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.
3. Left and right brake

release pressure taps
4. Left and right brake
release pressure
sensors
The pressure taps (3) or pressure sensors (4) can be used to check the left
and right brake release pressures when performing diagnostic tests on the
TCS. The pressure at the taps in the TCS valve will be slightly less than
the brake release pressure measured at the wheels. The pressure sensors
are also used to provide parking brake dragging information to the
operator.
STMG 706
11/98
- 250 -
TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING/BRAKES RELEASED
TEST
SWITCH
SERVICE/RETARDER
BRAKE SWITCH
LEFT
DRIVE AXLE
INPUT
SIGNALS
BALL CHECK
TRANSMISSION
SPEED SENSOR
ORIFICE
SCREEN
TCS ENGAGED
LAMP
SELECTOR
SOLENOID
RIGHT
DRIVE AXLE
OUTPUT
SIGNALS
PARKING
BRAKE
VALVE
PROPORTIONAL
SOLENOID
202
TCS operation with
brakes RELEASED
Shown is the TCS with the engine running and the 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 706
11/98
- 251 -
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 706
11/98
- 252 -
TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING/LEFT BRAKE ENGAGED
TEST
SWITCH
SERVICE/RETARDER
BRAKE SWITCH
LEFT
DRIVE AXLE
INPUT
SIGNALS
BALL CHECK
TRANSMISSION
SPEED SENSOR
ORIFICE
SCREEN
TCS ENGAGED
LAMP
SELECTOR
SOLENOID
RIGHT
DRIVE AXLE
OUTPUT
SIGNALS
PARKING
BRAKE
VALVE
PROPORTIONAL
SOLENOID
203
TCS operation with
left brake ENGAGED
Shown is the TCS with the engine running and the 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 706
11/98
- 253 -
- 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 706
11/98
- 254 -
204
OPTIONAL EQUIPMENT
FlexxaireTM Fan
Flexxaire fan:
- Variable pitch
- Temperature
controlled
Warms engine quickly

Reduces horsepower
loss
1. Hub assembly
2. Coolant temperature
sensor
3. Fan pitch actuator
Shown is a 3516B Engine with a FlexxaireTM Fan installed. The

FlexxaireTM fan provides full control of air movement through the radiator
with an automatically controlled, variable pitch fan. The fan is designed
to help control cooling requirements in specific applications such as cold
weather and high altitude. The thermostatic controller automatically
adjusts the blade pitch to maintain an optimum engine coolant
temperature.
With zero-pitch start-up, the air dam effect prevents air flow through the
radiator and the engine reaches the recommended operating temperature
more quickly. The pitch will vary throughout the day based on the engine
cooling temperature and air conditioning requirements. The automatic
blade pitch control reduces the horsepower loss when engine cooling is
not required.
The 10 fan blades attach to the hub assembly (1). A coolant temperature
sensor (2) and an air conditioning pressure sensor (see Slide No. 62)
provide input signals to an electronic control box located behind the cab
(see next page). The electronic control analyzes the input signals and
sends an electrical signal to the actuator (3). The actuator rotates and
changes the fan pitch as needed to increase or decrease the engine coolant
temperature.
STMG 706
11/98
- 255 -
205
1. Electronic control
box
2. Remote display
Control features
The FlexxaireTM Fan electronic control box (1) and the remote display (2)
are located in the compartment behind the operator's station. The control
box is used to set up and calibrate the Flexxaire fan. Remove the cover
from the control box and follow the instructions on the label inside the
cover.
The FlexxaireTM control box provides many features. The customer must
decide which features he wants to use before setting up the system. Some
of the features are:
Timed Auto-Purge, Purge Interval Override, Temperature
Driven Auto-Purge: Off-highway Trucks normally PULL air
through the radiator. For a PURGE to occur, the fan blades rotate
and PUSH air through the radiator. Changing air flow direction
can help clear debris from the radiator.
Actuator Stall Detection: If the fan pitch actuator encounters
excessive resistance (bolt falls into the linkage), the control will
sense the increased current and attempt an automatic calibration.
If the obstruction continues, as a safety measure, the control will
rotate the fan blades to full pitch.
STMG 706
11/98
- 256 -
Second Fluid Temperature Control: A second temperature

sensor can be installed to control the fan pitch in addition to the
engine coolant temperature sensor (brake oil temperature).
Blaze Blocker: A fire suppression system can provide an input
signal to the control that will rotate the fan blades to the
NEUTRAL position. In the NEUTRAL position, the fan provides
no air flow. Limiting the air flow reduces the amount of oxygen to
the fire, and the fire suppressant is not blown from the engine
compartment.
Fan setup
requirements:
- Actuator limits
- Temperature set
points
2. Remote display
3. Air flow button
- LED bar display
4. Purge button
The following two FlexxaireTM Fan Controls must be set up properly:

Actuator Limits: This procedure sets the travel limits and the
NEUTRAL position of the actuator.
Temperature Set Point Calibration: This procedure sets the
temperature range that the controller will try to maintain by
changing the fan pitch.
The remote display (2) can be used to change the air flow from PUSH to
PULL by depressing the air flow button (3). The nine LED bar display to
the right of the air flow button indicates the position of the fan. The
bottom four LED's indicate the PULL direction. The center LED
indicates the NEUTRAL position. The top four LED's indicate the PUSH
direction.
The purge button (4) will start the purge cycle if one has been
programmed into the control (optional).
INSTRUCTOR NOTE: More detailed information about the
FlexxaireTM Fan System can be found in the Service Manual module
"FlexxaireTM Fan Installation And Maintenance Manual"
(Form SEBC1152).
STMG 706
11/98
- 257 -
206
CONCLUSION
This presentation has provided a basic introduction to the Caterpillar
785C and 789C Off-highway Trucks. 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 706
11/98
- 258 -
SLIDE LIST
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
789C model view

Right side 789C truck
Front of 789C truck
Truck body options
Walk around inspection
Maintenance checks
Front wheel bearing
Front suspension cylinder
Air filter housing
Right side engine
Transmission charging filter
Transmission hydraulic tank
Final drive
Differential oil level
Safety cable
Fuel tank
Primary fuel filter
Parking brake and torque converter
Brake cylinder breathers
Front air dryer
Oil change connector
Engine shutdown switch
Air filter restriction indicators
789C cooling system
Air cleaner indicators
Ether cylinders
Batteries
Lubrication tank
Steering system tank
Air tank drain valve
Windshield washer reservoir
Daily checks
Operator's station
Operator and trainer seats
Hoist control lever
Dash (left side)
Operator controls
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78
79.
80.
Switches and signals

Manual retarder lever
Brake and throttle pedals
Shift console
Overhead switches
Circuit breaker panel
Center dash panel
Rocker switches
VIMS message center module
VIMS interface modules
VIMS main module
VIMS diagnostic connector
Electronic Technician (ET)
3516B engine model view
Electronic control system component
diagram
Engine ECM
Atmospheric pressure sensor
Engine speed/timing sensor
Throttle position sensor
EUI fuel injector solenoid
Input switches and sensors
Air conditioner compressor switch
Crankcase pressure sensor
ECM logged events
Additional ECM logged events
Systems controlled by ECM
Engine oil pre-lubrication
Speed fan control
Oil renewal system components
Oil level switches
Cooling system
Radiator
Water pump
Coolant
Engine (right side)
Jacket water coolant flow
Auxiliary (aftercooler) water pump
Rear aftercooler temperature sensor
789C air charging system
Lubrication system
STMG 706
11/98
- 259 -
SLIDE LIST
81.
82.
83.
84.
85.
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
115.
116.
117.
118.
119.
120.
Oil filters
Engine oil system
Primary fuel filter
Fuel transfer pump
Fuel injectors
Fuel system circuit
Air induction and exhaust system
Turbocharger inlet pressure sensor
351B turbochargers
Exhaust temperature sensor
3512B air induction and exhaust system
Power train components
Torque converter
Torque converter (converter drive)
Torque converter drive (direct drive)
Torque converter pump (four sections)
Torque converter charging filter
Torque converter inlet relief valve
Torque converter outlet screen
Brake oil cooler and diverter valve
Parking brake release valve
Torque converter lockup clutch valve (iron)
Torque converter lockup clutch control
(direct drive)
Torque converter hydraulic system
Transfer gears
Transmission lube supply hose
Power shift planetary transmission
Transmission pump
Transmission scavenge screens
Transmission charging filter
Transmission oil cooler bypass valve and oil
cooler
Transmission charging pump
Transmission clutch pressures
ICM transmission controls (sectional view)
Transmission hydraulic system
Rear axle pump
Pump supply hose
Oil filter bypass switch
121.
122.
123.
124.
125.
126.
127.
128.
129.
130.
131.
132
133.
134.
135.
136.
137.
138.
139.
140.
141.
142.
143.
144.
145.
146.
147.
148.
149.
150.
151.
152.
153.
154.
155.
156.
Rear axle oil cooling and filter system

Double reduction planetary gear final drives
Transmission/Chassis ECM
Transmission/Chassis electronic control
system
Shift lever switch
Transmission gear switch
Transmission Output Speed (TOS) sensor
Service/retarder brake switch
Steering system
789C steering system (no steer/maximum
flow
785C steering system (hold)
Steering tank and filter
785C steering pump
785C steering pump (maximum flow)
Pump compensator valve
785C steering pump (minimum flow)
789C steering pump
789C steering pump supply oil
789C steering pump operation (maximum
flow)
789C steering pump (low pressure standby)
Accumulator charging valve
Load sensing controller
789C solenoid and relief valve manifold
785C solenoid and relief valve manifold
Solenoid and relief valve manifold
(sectional view)
789C steering directional valve
Steering directional valve (no turn)
Steering directional valve (right turn)
785C solenoid and relief valve manifold and
crossover relief valves
785C crossover relief system (external
impact)
789C Hand Metering Unit (HMU)
789C steering accumulators
Shutdown control
Hoist control system
Hoist lever
STMG 706
11/98
- 260 -
SLIDE LIST
157.
158.
159.
160.
161.
162.
163.
164.
165.
166.
167.
168.
169.
170.
171.
172.
173.
174.
175.
176.
177.
178.
179.
180.
181.
182.
183.
184.
185.
186.
187.
188.
189.
190.
191.
192.
193.
194.
Hoist control position sensor

Hoist, converter and brake tank
Hydraulic tanks (rear)
Two section hoist pump
Hoist screens
Pump supply ports
Hoist control valve (hold)
Hoist control valve (raise)
Hoist counterbalance valve (raise, lower and
float)
"C" Series hoist control valve (lower)
"C" Series hoist control valve (float)
Two-stage hoist cylinders
Hoist system (hold)
Air and brake systems
Oil cooled brake assembly (cutaway)
Air charging system
789C air dryers
Service/retarder brake tank
Pressure protection valve
Automatic lubrication solenoid air valve
Parking/secondary brake tank
789C air charging system
Manual retarder valve
Service brake valve
Inverter valve signal port
Brake release valve
Normal parking and secondary brake
operation
Parking/secondary brakes released and
parking brakes engaged
Service brake and manual retarder relay
valve
Brake oil makeup tank
Brake cylinder (engaged)
Slack adjuster (iron)
Slack adjuster (released and engaged)
Service/retarder brake air system (engaged)
789C brake oil cooling schematic
Brake cooling oil pressure tap
Brake electronic control system
195. Brake ECM (iron)

196. Automatic Retarder Control (ARC)
schematic
197. Engine Output Speed (EOS) sensor
198. Retarder pressure switch
199. Traction Control System (TCS) schematic
200. Wheel speed sensor
201. Traction Control System (TCS) valve
202. Traction Control System (TCS) operation
(brakes released)
203. Traction Control System (TCS) operation
(left brake engaged)
204. Flexxaire fan
205. Flexxaire fan electronic control box
206. Model rear view
STMG 706
11/98
- 261 -
Serviceman's Handout No. 1
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 (requires VIMS PC connection)
TOT
868
Show Payload Cycle Resettable Totals
RESET
73738
Reset Displayed Payload Data
ESET
3738
Customize Events (requires VIMS PC connection)
SVCLIT
782548
Turn OFF 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 - high, 2 - medium, 3 - low)

(requires VIMS PC connection)
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 706
11/98
- 262 -
INSTRUCTOR NOTES
STMG 706
11/98
- 263 -
INSTRUCTOR NOTES
SESV1706
11/98
Printed in U.S.A.

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Service Training

Meeting Guide 706

785C/789C OFF-HIGHWAY TRUCKS

785C/789C OFF-HIGHWAY TRUCKS

SLIDES AND SCRIPT

1998 Caterpillar Inc.

Estimated Time: 24 Hours

Salesgrams and Product Bulletins

Technical Instruction Modules

Service Training Meeting Guides

SUPPLEMENTAL MATERIAL (continued)

SUPPLEMENTAL MATERIAL (continued)

785C (1HW) 789C (2BW)

1998 Caterpillar Inc.

The second generation Electronic Programmable Transmission Control

Main system air tank:

789C and 793C are

Shown is the front of a 789C truck. The 789C is similar in appearance to

Truck body options:

Internal wear surface

WALK AROUND INSPECTION

Before working on or operating the truck, read the Operation and

10 HOURS/DAILY MAINTENANCE CHECKS

AUTO LUBE RESERVOIR

SUSPENSION CYLINDER HEIGHT

BELTS AND ETHER CYLINDERS

FRAME FOR CRACKS AND

WINDSHIELD WASHER LEVEL

AIR RESERVOIR MOISTURE

LEAKS AND TRASH BUILD-UP

SUSPENSION CYLINDER HEIGHT,

FUEL LEVEL AND

Oil change interval is

Use only FDAO or

Check the front suspension cylinders for leaks or structural damage.

1. Front wheel bearing

Make sure grease

Replace dust valve if

Engine oil SOS tap

3. Lower sight gauge

4. Hoist, converter and

Use only TDTO oil

Check magnetic plugs

1. Differential oil level

2. Rear axle oil level

3. Rear axle housing

Check the rear suspension cylinders for leaks or structural damage.

5. Rear axle breather

Cable holds body up

1. Primary fuel filter

3. Fuel level sensor

Fuel level sensor

Fuel level sensor

1. Parking brake release

Filter bypass switches

3. 789C rear air dryer

If air is in the system or a loss of oil downstream from the cylinders

1. 789C front air dryer

2. Remote air supply

3. Engine oil quick fill

Engine oil can be added at the quick fill connector (3).

Engine oil (DEO CH-4)

CH-4 engine oil:

- Requires more performance tests than previous oils, such as CE or