Meeting Guide

SERV1817-01
August 2006
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
793D (FDB)
OFF-HIGHWAY TRUCK
Service Training Meeting Guide

(STMG)
793D (FDB) OFF-HIGHWAY TRUCK
MEETING GUIDE VISUALS 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 793D
Off-highway Truck.
OBJECTIVES
After learning the information in this meeting guide, the serviceman will be able to:
1. locate and identify the major components in the engine, power train, steering, hoist, and
the air system and brakes;
2. explain the operation of the major components in the systems; and
3. trace the flow of oil or air through the systems.
REFERENCES
793D (FDB) Off-Highway Truck Service Manual RENR8320
793D (FDB) Operation and Maintenance Manual SEBU7792
793D (FDB) Parts Manual SEBP3976
Cold Weather Recommendations for Caterpillar Machines SEBU5898
Caterpillar Machine Fluids Recommendations SEBU6250
793D (FDB) Off-Highway Trucks - (New Product Introduction V8N1) SERV7106
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics" TEMV9001
Interactive Video Course "Fundamentals of Electrical Systems" TEMV9002
STMG 546 "Graphic Fluid Power Symbols" SERV1546
Estimated Time: 40 Hours

Visuals: 227
Handouts: 5
Form: SERV1817-01
Date: 08/06
© 2006 Caterpillar Inc.

SERV1817-01 -3- Text Reference
08/06
SUPPLEMENTAL MATERIAL
Specification Sheets
7793C Off-Highway Truck AEHQ5186
793D Off-Highway Truck AEHQ5600
Video Tapes
3500 EUI Service Introduction SEVN2241
Suspension Cylinder Charging TEVN2155
Mining Trucks--Cleanliness
and Component Life SEVN4142
Oil Sampling--The Right Way PEVN4638
Service Training Meeting Guides

STMG 682 "793C Off-Highway Truck (4AR)" (available on SERV1000 Legacy) SESV1682
STMG 706 "785C/789C Off-Highway Trucks" SERV1706
STMG 660 "785B/789B/793B Off-Highway Trucks--Maintenance"
(available on SERV1000 Legacy) SERV1660
STMG 681 "3500B Engine Controls--Electronic Unit Injection (EUI)" SERV1681
Technical Instruction Modules

Vital Information Management System--Introduction (available on SERV1000) SEGV2597
Automatic Electronic Traction Aid (available on SERV1000) SEGV2585
Booklets
C-Series Mining Trucks--3500B Diesel Engines LEDH8400
Know Your Cooling System SEBD0518
Diesel Fuels and Your Engine SEBD0717
Oil and Your Engine SEBD0640
08/06
SUPPLEMENTAL MATERIAL (CONTINUED)

Special Instructions
Accessing Flash Software for Machines REHS0494

Caterpillar Electronic Controls Service Code Information Description List REHS0126
Use of CE Connector Tools SEHS9065
Servicing DT Connectors SEHS9615
Use of 6V3000 Sure-Seal Repair Kit SMHS7531
Use of 8T5200 Signal Generator/Counter Group SEHS8579
Suspension Cylinder Servicing SEHS9411
Repair of Steering Accumulators SEHS8757
Adjustment Of The Valve Lash And The Valve Bridge With
The 147-5482 Valve Lash Gauge Group REHS0128
Using 1U5000 Auxiliary Power Unit SEHS8715
Using 1U5525 Auxiliary Power Unit Attachments SEHS8880
Brochures
How to Take a Good Oil Sample PEHP6001

Air Filter Service Indicator PEHP9013
Caterpillar Automatic Retarder Control AEDK0075
Caterpillar Truck Frames AEDK0707
Mining Truck Bodies: Selecting the Right Body System for Your Job AEDK0083
Miscellaneous
Window Decal "VIMS Keypad Parameters" SEEU6995

Pocket Card "Electronic Diagnostic Codes" NEEG2500
Chart "Practical Pressure Conversions" SEES5677
Guideline for Reusable Parts "Cleaning Rear Axle
Housing Assemblies (785/789)" SEBF8366
08/06
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................7
WALK AROUND INSPECTION...............................................................................................12
OPERATOR'S STATION............................................................................................................43
Vital Information Management System (VIMS) ..................................................................57
ENGINE......................................................................................................................................70
Engine Control System .........................................................................................................72
Cooling Systems ...................................................................................................................87
Jacket Water Cooling System ...............................................................................................89
Aftercooler Cooling System .................................................................................................94
Lubrication System ...............................................................................................................99
Engine Oil Renewal System (attachment) ..........................................................................102
Fuel System.........................................................................................................................105
Air Induction and Exhaust System......................................................................................110
Hydraulic Fan......................................................................................................................121
POWER TRAIN .......................................................................................................................131

Power Train Hydraulic System ...........................................................................................136
Transmission/Chassis Electronic Control System ..............................................................166
Rear Axle Oil Lubrication ..................................................................................................182
STEERING SYSTEM ..............................................................................................................195
HOIST SYSTEM ......................................................................................................................213
AIR SYSTEM AND BRAKES ................................................................................................236

Air Charging System...........................................................................................................238
Brake Systems.....................................................................................................................244
BRAKE ELECTRONIC CONTROL SYSTEM .....................................................................275

Manual Retarder Control ....................................................................................................278
Automatic Retarder Control (ARC)....................................................................................279
Traction Control System (TCS) ..........................................................................................289
CONCLUSION.........................................................................................................................297
VISUAL LIST ..........................................................................................................................298
SERVICEMAN'S HANDOUTS...............................................................................................301
HYDRAULIC SCHEMATIC COLOR CODE.........................................................................301

08/06
NOTES
08/06
793D
OFF-HIGHWAY TRUCK
© 2006 Caterpillar Inc.
INTRODUCTION
Shown is the left side of a 793D truck. The 793D is available in four different normal altitude
configurations, and a high altitude arrangement. All configurations deliver increased speed on
grade and include key components that are performance matched to the hauling application and
site conditions. The following list explains the five arrangements:
Standard (MA1) (246-6735) - The standard arrangement is designed for exceptional, all-around
performance. Three factors combine to produce up to 9% more power at the wheels than the
793C, including; 5% more engine horsepower; a common rail hydraulic system for greater
power train efficiency; and, a hydraulically driven demand fan that reduces parasitic load by
operating only when needed. More power at the wheels reduces cycle times and lowers cost-
per-ton.
Extra Retarding (MA2) (246-6736) - Developed for downhill loaded applications. This
configuration typically delivers an extra gear of retarding capability of 35% more speed on
downhill grades. Extra retarding is achieved by adding more robust wheel groups, larger brakes,
extended life friction material, and additional cooling capacity.
08/06
Extra Top Speed (MA3) (246-6737) - Developed for long, flat haul applications. The extra top
speed configuration delivers a 10% increase in maximum speed to 60 km/h (37 mph) via a new
input transfer gear group. This arrangement also includes Extended Life Wheel Groups.
Extended Life Wheel Groups (MA4) (246-6738) - Developed for uphill hauling applications.
This arrangement is designed to extend wheel life and hauling performance on long uphill hauls.
Extended life wheel groups are built with larger, more durable components, including larger
spindles, wider wheel bearing spacing, a larger braking surface, and extended life friction disc
material for longer brake life and more time between overhauls.
High Altitude (MA5) (246-6739) - Developed for high altitude applications. The 3516B short
stroke engine delivers enhanced power management at higher altitudes from 2750 to 4000 m
(9,000 to 12,000 ft). This arrangement also includes Extra Retarding.
- Serial No. Prefix: FDB

- Load carrying capacity: 218 metric tons (240 tons)
- Gross Machine Weight (GMW): 383739 kg (846000 lbs.)
- Length: 12.9 m (42.2 ft.)
- Width: 7.4 m (24.3 ft.)
- Height: 6.4 m (21 ft.)
- Body Up Height: 13.2 m (43.3 ft.)
- Maximum ground speed at 2000 engine rpm: 54.3 km/h (33.7 mph) (60 km/h (37 mph) for
the Extra Top Speed Arrangement)
08/06
Shown is the right side of the 793D truck. The large air tank on the right platform supplies air
for starting the truck and for the service brake and retarder system.
The main hydraulic tank is also visible. The hydraulic tank supplies oil for the hoist system and
the brake system.
The 793D uses the torque converter case as the supply tank for the torque converter and the
transmission.
The Brake System ECM controls both the ARC and the TCS functions. The TCS is connected
to the CAT Data Link. The Electronic Technician (ET) service tool can be used to diagnose the
TCS.
SERV1817-01 - 10 - Text Reference
08/06
The 793D is similar in appearance to the 793C and may be difficult to recognize from a distance.
The 793D can be recognized by the four air filters and the diagonal access ladder. The 789C has
only two air filters mounted in the same locations and is equipped with two vertical ladders.
The 793D uses a Next Generation Modular Radiator (NGMR). The NGMR has improved heat
rejection compared to the previous radiator. Changes to the cooling module has resulted in the
following improvements:
- Reduced weight due to elimination of redundant structures

- Changes to module mounting for easier removal
- Built-in surge tank
- Hydraulic fan drive versus belt drive
- Wider ladder attached directly to cooling module
08/06
The truck bodies on 793D trucks are mandatory options. The following three body styles are
available for the 793D 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.
- A Mine Specific Design (MSD II) Body. The lightweight MSD II body is based on the flat
floor design and is customized to maximize payload potential and minimize cost-per-ton.
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.
The rear suspension cylinders absorb bending and twisting stresses rather than transmitting them
to the main frame.
08/06
793D MAINTENANCE
ice
793D Serv
Procedure
WALK AROUND INSPECTION

5
WALK AROUND INSPECTION
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, for trash to 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.
08/06
Grease Drain Hoist and
MAINTENANCE Reservoir Air Reservoir Brake Oil Level
10 HOURS/DAILY Level Moisture
Batteries
Air Filters
Suspension
Steering Oil Level
Cylinder Height
Coolant Level
Ether Cylinders Rear Axle
Oil Level
Belts and Breather
Engine Oil Level
Inspect Frame
Windshield for Cracks and
Washer Level Body Support Pads
And A/C Filters
Check for Leaks
Drain Air Reservoir Moisture
and Trash Build-up
Wash Windows, Transmission and Brake Cylinder

Cab Fresh Air Filters, Torque Converter Breathers
Seat Belt, Oil Level
Indicators and Gauges,
Brake Tests,
793D
Secondary Steering
Backup Alarm, and
Traction Control System
Suspension Cylinder Height

and Grease Breathers
Front Wheel Breathers Tire Inflation

Pressure
Wheel Nuts
Final Drive
Check Fuel Level Primary Magnetic Plug
and Drain Moisture Fuel Filter
The following list identifies the items that must be serviced every 10 Hours or Daily.
Walk-Around Inspection:
- Check for loose or missing bolts, for leaks, for trash build-up, and for cracks in frame
structures and body support pads
- Tire condition and inflation pressure - Seat belts
- Front and rear wheel magnetic plugs - Suspension cylinders
- Wheel nuts - Fuel level and moisture
- Primary fuel filter - Hoist and brake oil
- Front and rear axle breathers - Air tank moisture
- Transmission/Converter oil - Radiator and coolant
- Brake cylinders and breathers - Ether cylinders
- Fan belts - Engine crankcase oil
- Steering system oil - Air filters and precleaners
- Batteries - Cab fresh air filters
- Windshield washer fluid level - Secondary steering
- Back-up alarm - Brakes
08/06
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).
The service interval for changing the front wheel bearing oil is 500 hours.
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.
08/06
Check the front suspension cylinders for leaks or structural damage. Check the charge condition
of the front suspension cylinders when the truck is empty and on level ground. Measure the
charge height of the suspension cylinders and compare the dimension with the dimension that
was recorded the last time the cylinders were charged. Recharge the cylinders with oil and
nitrogen if necessary.
Inspect the condition of the front wheel bearing axle housing breather (1). The breather prevents
pressure from building up in the axle housing. Pressure in the axle housing may cause brake
cooling oil to leak through the Duo-Cone seals in the wheel brake assemblies.
Two grease outlet fittings (2) are located on the front of each suspension cylinder. The grease
supply line for the Auto Lubrication System is located at the rear of the suspension cylinder. No
grease outlet fittings should be located on the same side of the suspension cylinder as the grease
fill location. An outlet fitting positioned on the same side of the suspension cylinder as the
grease fill location will prevent proper lubrication of the cylinder.
Make sure that grease is flowing from the outlet fittings to verify that the suspension cylinders
are being lubricated and that the pressure in the cylinders is not excessive.
INSTRUCTOR NOTE: For more detailed information on servicing the suspension system,
refer to the Special Instruction "Suspension Cylinder Servicing" (Form SEHS9411).
08/06
The steering solenoid and relief valve manifold is located on the frame near the right side of the
engine. Steering system oil samples can be taken at the Scheduled Oil Sampling (S•O•S) tap
(arrow) located on the steering solenoid and relief valve manifold.
08/06
10
11
Shown in the top visual is the primary fuel filter (1) that is used on the truck. The filter is
mounted on the back side of the fuel tank. Fuel is pulled through the filter by the fuel transfer
pump which is mounted on the right side of the engine.
Shown in the bottom visual are the optional primary fuel filters and fuel water separators (2)
that can be used in place of the single primary filter. These filters are located on the inside of
the right front frame rail near the engine. A valve located on the bottom of the filter provides a
means to drain the water that has separated from the fuel.
A drain valve (not shown) located on the bottom of the fuel tank allows condensation to be
removed from the fuel tank before flowing to the fuel/water separators.
08/06
3 4
1
2
12
Located behind the right front tire are the rear brake oil coolers (1), the steering oil cooler (5),
the parking brake release filter (2), and the torque converter charging filter (3). There are two
rear brake oil cooler screens located behind the oil coolers. The screens should be inspected and
cleaned whenever there is an indication of a brake problem.
One of the three injector banks (4) 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 (approximately once per hour).
A solenoid air valve provides a controlled air supply for the automatic lubrication system. The
solenoid air valve is energized by the Transmission/Chassis ECM. The Vital Information
Management System (VIMS) provides the Transmission/Chassis ECM with the instructions for
when and for how long to energize the solenoid. The solenoid is energized for 75 seconds ten
minutes after the machine is started. Every 60 minutes thereafter, the solenoid is energized for
75 seconds until the machine is stopped (shut down). These settings are adjustable through the
VIMS keypad in the cab.
Transmission and torque converter oil samples can be taken at the Scheduled Oil Sampling
(S•O•S) oil analysis tap (6).
INSTRUCTOR NOTE: For more detailed information on servicing the automatic

lubrication system, refer to the Service Manual Module "Automatic Lubrication System"
(Form SENR4724).
08/06
13
Shown is the hoist and brake hydraulic tank and the oil level sight gauges. The oil level is
normally checked with the upper sight gauge (1). The oil level should first be checked with cold
oil and the engine stopped. The level should again be checked with warm oil and the engine
running.
The lower sight gauge (2) can be used to fill the hydraulic tank when the hoist cylinders are in
the RAISED position. When the hoist cylinders are lowered, the hydraulic oil level will
increase. After the hoist cylinders are lowered, check the hydraulic tank oil level with the upper
sight gauge.
Inspect the hydraulic tank breather (3) for plugging.
When filling the hydraulic tank after an oil change, fill the tank with oil to the FULL COLD
mark on the sight gauge. Turn on the engine manual shutdown switch so the engine will not
start. Crank the engine for approximately 15 seconds. The oil level will decrease as oil fills the
hydraulic system. Add more oil to the tank to raise the oil level to the FULL COLD mark.
Crank the engine for an additional 15 seconds. Repeat this step as required until the oil level
stabilizes at the FULL COLD mark.
Turn off the engine manual shutdown switch and start the engine. Warm the hydraulic oil. Add
more oil to the tank as required to raise the oil level to the FULL WARM mark.
08/06
14
The rear axles are equipped with double reduction planetary-type final drives. 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.
NOTICE
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.
08/06
5
6
3
4
2 1
15
The differential oil level is checked by viewing the oil level through sight glass (1). The oil
should be level with the bottom of the inspection hole.
The oil level switch (2) provides input signals to the VIMS which informs the operator of the
rear axle oil level.
A rear axle oil filter (3) is used to remove contaminants from the rear axle housing.
Check the charge condition of the rear suspension cylinders when the truck is empty and on
level ground.
The second of three injector banks (4) for the automatic lubrication system is mounted on the top
rear of the differential housing.
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.
Differential and final drive oil samples can be taken at the Scheduled Oil Sampling (S•O•S) oil
analysis tap (6).
INSTRUCTOR NOTE: For more detailed information on servicing the suspension system,
refer to the Special Instruction "Suspension Cylinder Servicing" (Form SEHS9411).
08/06
16
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 truck body retaining 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.
08/06
17
The fuel tank is located on the left side of the truck. The fuel level sight gauges (arrow) are used
to check the fuel level during the walk around inspection.
08/06
2 3
18
Located behind the fuel tank are the front brake oil cooling filter and the rear brake oil cooling
filter (1). Oil not used to raise or lower the hoist cylinders flows from the hoist valve through
the brake oil filters and the brake oil coolers to the brakes.
An oil filter bypass switch (3) is located on the filter housing. The oil filter bypass switch
provides an input signal to the Brake ECM. The Brake ECM sends the signal to the VIMS,
which informs the operator if the filters are restricted.
Hoist and brake oil samples can be taken at the Scheduled Oil Sampling (S•O•S) oil analysis
tap (2).
08/06
19
Supply oil for the torque converter and the transmission is contained in the torque converter
case. Sight gauges (1) are used to check the oil level for the torque converter and the
transmission.
NOTE: The FULL COLD oil level mark should only be used with the engine OFF. The
FULL WARM oil level mark should only be used with the engine RUNNING.
Torque converter and transmission oil is added at the fill tube (2).
When filling the torque converter and transmission oil sump after an oil change, fill the sump
with oil to the top of the upper sight gauge. Turn off the engine manual shutdown switch so the
engine will not start. Crank the engine for approximately 15 seconds. The oil level will
decrease as oil fills the torque converter and transmission system. Add more oil to the sump to
raise the oil level to the FULL COLD mark. Crank the engine for an additional 15 seconds.
Repeat this step as required until the oil level stabilizes. Do not shift out of NEUTRAL until
after the oil level is correct.
Turn off the engine manual shutdown switch and start the engine. Warm the torque converter
and transmission oil. Add more oil to the sump as required to raise the torque converter and
transmission oil level to the FULL WARM mark.
08/06
20
The scavenge screen for the torque converter and transmission oil is located behind the
cover (1).
Shown is the location of the torque converter outlet screen (2). Oil flows from the torque
converter outlet relief valve through the torque converter outlet screen to the torque converter
and transmission oil cooler located on the right side of the engine.
08/06
2
1
21
Inspect the condition of the two breathers (1) (one visible) for the brake cylinders. The second
breather is located behind the cross tube. Oil should not leak from the breathers. Oil leaking
from the breathers is an indication that the oil piston seals in the brake cylinder need
replacement. Air flow from the breathers during a brake application is an indication that the
brake cylinder air piston seals need replacement.
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 brake oil circuit. If an overstroke condition occurs, the problem must be
repaired and the indicator rod pushed in to end the warning.
08/06
22
Shown is the location of the transmission charging filter (1) outside the left frame rail.
Transmission charging oil flows through the transmission charging filter to the transmission
control valves on top of the transmission and to the torque converter lockup clutch valve located
on top of the torque converter.
An oil filter bypass switch (2) is located on top of the filter housing. The oil filter bypass switch
provides an input signal to the Brake ECM. The Brake ECM sends the signal to the VIMS
which informs the operator if the filter is restricted.
The third injector bank (3) for the automatic lubrication system is also located in this area.
08/06
23
The air dryer (arrow) is located in front of the left front suspension cylinder. The 793D trucks
use only one air dryer to accommodate the air compressor.
The air system can be charged from a remote air supply through a ground level connector
located inside the left frame.
08/06
3 1
24
The engine oil filters (1) are located on the left side of the engine. Engine oil should be added at
the fill tube (2) and checked with the dipstick (3).
The engine lubrication system is equipped with two oil pressure sensors (4). A sensor is located
on each end of the oil filter base. One sensor measures engine oil pressure before the filters.
The other sensor measures oil pressure after the filters. The sensors provide input signals to the
Engine Electronic Control Module (ECM). The Engine ECM provides input signals to the
VIMS, which informs the operator of the engine oil pressure. Together, these sensors inform the
operator if the engine oil filters are restricted.
08/06
25
If equipped, the engine oil can be added through the fast fill service center that is located on the
front bumper of the machine. Oil may also be added through the oil change connector (1)
located in the left front corner of the oil pan, if equipped.
An engine oil level switch (2) provides an input signal to the Engine ECM. The Engine ECM
sends the 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.
08/06
26
The secondary fuel filters are located above the engine oil filters on the left side of the engine.
The secondary fuel filters are 4 micron filters. The clearances in the fuel injectors are 5 micron.
Failure to use 4 micron secondary fuel filters may cause early injector failures.
The fuel priming pump switch (1) is located above the fuel filters. The fuel priming pump is
located on the opposite 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.
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.
NOTE: If the fuel system requires priming, it may be necessary to block the fuel return
line during priming to force the fuel into the injectors.
NOTICE
Failure to use 4 micron secondary fuel filters may cause early injector failures.
08/06
3
5
4
1 2
27
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. Do this periodically to check the secondary
steering system (refer to Visual 161).
The toggle switches (2) control the lights in the engine compartment and above the access
ladder.
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.
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.
The blue service lamp (6) is part of the VIMS. When the key start switch is turned to the ON
position, the VIMS runs through a self-test. During the self-test the service lamp will flash three
times if there are logged events stored in the VIMS Main Module and once if there are no logged
events.
During normal operation, the service lamp will turn ON to notify service personnel that the
VIMS has an active data (machine) or maintenance (system) event. The service lamp flashes to
indicate when an event is considered abusive to the machine.
08/06
28
While climbing the ladder, make a thorough inspection of the radiator. Be sure that no debris or
dirt is trapped in the cores.
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.
Check the dust valves (1) 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 closed when the engine is running or the
precleaner will not function properly and the air filters will have a shortened life. Replace the
dust valve if the rubber is not flexible.
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, high exhaust temperatures, and low
power.
08/06
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2
29
The cooling system on the 793D 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 engine cooling system shunt tank (1) is located on the top tank above the radiator. 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.
Two coolant level switches (not shown) are located on the rear of the top tank below the
platform 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.
The jacket water and the aftercooler cooling systems each have their own relief valve (3). If a
cooling system overheats or if coolant is leaking from a relief valve, clean or replace the relief
valve.
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.
08/06
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30
Located on the right platform are the automatic lubrication system grease tank (1), the main air
system tank (2), and the steering system tank (3).
Check the level of the grease in the automatic lubrication system tank with the grease level
indicator located on top of the tank.
A drain valve is located at the bottom right of the main air system tank. Drain the condensation
from the air tank each morning.
08/06
3
4
5
6
31
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.
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.
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.
Also located on the tank are the main steering oil filter (4) and the case drain filters (5) and (6).
Oil returning from the steering pump, the priority valve, the rear axle motor, and the brake
cooling motor returns to the tank through filter (5). Oil returning from the fan pump and the fan
motor returns to the the tank through filter (6).
08/06
If the steering pump fails or if the engine cannot be started, the connector (8) 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.
The steering oil temperature sensor (7) provides an input signal to the VIMS, which informs the
operator of the steering system oil temperature.
INSTRUCTOR NOTE: For more detailed information on servicing the steering

accumulators, refer to the Service Manual Module "793D Off-highway Truck Steering
System" (Form RENR8336) and the Special Instruction "Repair of 4T8719 Bladder
Accumulator Group" (Form SEHS8757). For more information on using the APU, refer
to the Special Instructions "Using 1U5000 Auxiliary Power Unit (APU)" (Form
SEHS8715) and "Using the 1U5525 Attachment Group" (Form SEHS8880).
08/06
32
Another small air tank (not visible) is located behind the cab. The air tank behind the cab
supplies air to the parking and secondary brakes and provides air to the front brake diverter
valve. Drain the moisture from the tank daily with the drain valve (arrow).
08/06
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33
A turbocharger inlet pressure sensor (1) is located in both intake tubes from the air cleaners to
the turbochargers. The Engine ECM uses the turbocharger inlet pressure sensors 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.
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.
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. The manual ether
injection duration is 5 seconds.
Ether will be injected only if the engine coolant temperature is below 10° C (50° F) and engine
speed is below 1900 rpm.
Ether starting tip:
- Cold weather causes rough combustion and white exhaust smoke from unburned fuel.
Ether injection will reduce the duration and severity of unburned fuel symptoms.
08/06
34
The windshield washer reservoir (1) is located in the compartment in front of the cab. Keep the
reservoir full of windshield washer fluid.
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.
08/06
35
Some of the 10 Hours or Daily checks performed in the operator's compartment are:
- Brakes: Check operation

- Indicators and gauges: Test operation
- Seat belt: Inspect
- Back-up alarm: Test operation
- Secondary steering: Test operation
The brakes are checked by engaging one of the brake systems and placing the shift lever in
FIRST FORWARD. Accelerate the engine until the truck moves. The truck must not move
below 1300 rpm. This procedure should be repeated for the parking, secondary, and service
brake systems.
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.
08/06
36
OPERATOR'S STATION
The VIMS controls the Truck Payload Measurement System (TPMS) on the 793D 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.
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.
INSTRUCTOR NOTE: The attachment TPMS 10 inch LED display scoreboard is shown.
08/06
37
Shown is a view of the operator's seat and the trainer's seat..

08/06
38
The 793D 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 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.
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.
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.
08/06
39
Shown is an overall view of the dash from the left side of the cab. Some of the features 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
08/06
40
The operator controls to the left of the steering column are:
- Telescopic/tilt steering column adjustment lever (1): Push for telescoping and pull for tilt.
- Intermittent wiper/washer, turn signal control, and dimmer switch (2).
- Steering wheel mounted electric horn control (3).
- Cigarette lighter (4): The cigarette lighter socket receives a 12-Volt power supply. This
socket can be used as a power supply for 12 volt appliances. Another 12-Volt power port is
provided behind the operator's seat.
08/06
41
Shown is a closer view of the intermittent wiper/washer, turn signal control, and dimmer switch.
Windshield washer: Push the button at the end of the lever to activate the electrically powered
windshield washer.
The intermittent wiper switch has the following 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: Pull the lever toward the operator for BRIGHT lights, and push the lever away
from the operator for DIM lights.
Turn signals: To activate the turn signals, lift the lever for a RIGHT turn, and lower the lever for
a LEFT turn.
08/06
42
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.
Located on the dash to the right of the retarder lever are (from left to right):
- the key start switch

- the temperature variable knob
- the fan speed switch
NOTICE
Do not use the retarder control as a parking brake or to stop the machine.
08/06
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43
Located on the floor of the cab are:

- Secondary brake pedal (1): Used to modulate application of the parking brakes on all four
wheels.
- Service brake pedal (2): Used to modulate engagement of the service brakes on all four
wheels. For more precise modulation of the service brakes, use the manual retarder lever
on the right side of the steering column.
- Throttle pedal (3): A throttle position sensor is attached to the throttle pedal. The throttle
position sensor provides the throttle position input signals to the Engine ECM.
NOTE: The 793D truck throttle position must be programmed to the 10 to 90% setting.
The setting is changed in the Engine ECM configuration screen with ET.
The Engine ECM provides an elevated engine idle speed of 1600 rpm when the engine coolant
(jacket coolant) temperature is below 60° C (140° F). The rpm is gradually reduced to 1000 rpm
between 60° C (140° F) and 71° C (160° F). When the temperature is above 71° C (160° F), the
engine will idle at LOW IDLE (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and overcooling. To
temporarily reduce the elevated idle speed, the operator can release the parking brake or depress
the throttle momentarily, and the idle speed will decrease to LOW IDLE for 10 minutes.
08/06
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3
44
To the right of the operator's seat is the shift console. Located on the shift console are the
transmission shift lever (1), the parking brake air valve (2), and parking brake reset valve (3).
The "D" 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.
The parking brake reset valve (3) prevents the machine from moving if the operator leaves the
truck with the parking brake lever in the released position and system air pressure decays to less
than 413 kPa (60 psi). If the system air pressure has drained to less than 413 kPa (60 psi), the
parking brake reset valve will pop up and must be RESET before the truck can be moved.
To reset the valve, put the parking brake lever in the ON position and allow the air pressure to
build to the maximum pressure. Then, push the amber knob of the parking brake reset valve IN
until it is below the surface of the shift console. The amber knob of the parking brake reset
valve must be pushed IN before the parking brakes will release, regardless of the position of the
parking brake lever.
08/06
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45
Located in the overhead panel are the following switches:
- Hazard lights (1)
- Headlights and parking/tail lights (2)
- Fog lights (3)
- Back-up lights (4)
- Front flood/ladder lights (5)

08/06
46
Shown is the circuit breaker panel located behind the operator's seat. The 793D trucks use only
circuit breakers to protect the electrical circuits.
A 12-Volt/5 amp power port (1) provides a power supply for 12-Volt appliances, such as a laptop
computer.
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.
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.
08/06
47
Shown is the center of the front dash panel. Eight dash indicators, the four-gauge cluster
module, and the speedometer/tachometer module are visible.
The four dash indicators to the left of the four-gauge cluster module are (from top to bottom):
- 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
The four dash indicators to the right of the speedometer/tachometer module are (from top to
bottom):
- Right turn
- Action lamp: Lights when a Category 2, 2-S or Category 3 Warning is active.
- Retarder: Lights when the retarder is ENGAGED (Auto or Manual). Flashes rapidly when
a fault in the ARC system is detected.
- TCS: Lights when the Traction Control System (TCS) is ENGAGED. Flashes rapidly
when a fault in the TCS system is detected.
08/06
The four systems monitored by the four-gauge cluster module are (top and bottom, left to right):
- Engine coolant temperature: Maximum operating temperature is 107° C (225° F).
- Brake oil temperature: Maximum operating temperature is 121° C (250° F).
- System air pressure: Minimum operating pressure is 450 kPa (65 psi).
- Fuel level: Minimum operating levels are 15% (Category 1) and 10% (Category 2).
The three systems monitored by the speedometer/tachometer module are:
- Tachometer: Displays the engine speed in rpm.
- 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: Displayed in the right side of the three-digit display area and consists of two
digits that show the actual transmission gear that is engaged. The left digit shows the
actual gear (such as "1," "2," etc.). The right digit shows the direction selected
("F"-Forward, "N"-Neutral or "R"-Reverse).
08/06
48
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: Raises the engine speed to 1300 rpm if the throttle sensor signal is
invalid.
- Ether starting aid: Allows the operator to manually inject ether if the engine coolant
(jacket coolant) temperature is below 10° C (50° F) and engine speed is below 1900 rpm.
The manual ether injection duration is five seconds.
- ARC: Activates the Automatic Retarder Control (ARC) system.
- Brake release/hoist pilot: Used to release the parking brakes for towing and to 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: 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.
Bottom row (from left to right)

- Panel Lights: Use this switch to DIM the panel lights.
- Air Conditioning: Use this switch to turn ON the air conditioner.
08/06
49
Vital Information Management System (VIMS)
Shown is the Vital Information Management System (VIMS) message center module (1) and the
keypad module (2).
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.
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.
08/06
VITAL INFORMATION
MANAGEMENT SYSTEM (VIMS)
MESSAGE CENTER AND OPERATOR KEYPAD
Data Logger
Indicator Dots
Alert
Indicator Universal
ENG COOL TEMP [135]
Gauge
60 Deg F
Red
Indicator Display
Gauge OK
F1 ABC DEF
Key
F2 F3 GH1 JKL MNO
PRS TUV WXY

ID
50
Shown are the message center and keypad modules used on 793D Trucks. The keypad module
allows the operator or a service technician to interact with the VIMS. Some of the functions that
can be performed using the keypad are:
OK Key: Used to complete keypad entries and to acknowledge events. Acknowledging an

event will remove the event from the display temporarily. Severe events cannot be
acknowledged.
F1 Key: Provides additional information on the current event being displayed. For
maintenance (system) events, the MID, CID, and FMI are displayed. For data (machine), the
current parameter value is displayed (temperature, pressure, rpm).
F2 and F3 Keys: Not used on Off-highway Trucks.
Gauge key: Used to request the universal gauge and the message display window to show the
value of any sensor parameter. Depressing the arrow keys will scroll through the parameters.
Entering the parameter number and then the GAUGE key selects that parameter.
08/06
Numeric Keys: Used to enter numeric information such as the individual gauge parameter
number, service program codes and responses to VIMS requests.
NOTE: Service program codes can be found in the Serviceman's Handouts.
Left Arrow Key: Used to scroll backwards through the current display selection.
Right Arrow Key: Used to scroll forward through the current display selection.
ID Key: Used by the operator to enter his or her identification number. This number is stored
with all event information that may follow, until a new identification number is entered. Printed
reports show this number with each event.
Red indicator: Located above the OK Key, a red indicator is flashed each time a key is
pressed. This tells the operator or service technician that the keystroke was accepted.
Data Logger Indicator Dots: Located in the upper right corner of the message center module
are four indicator dots. The VIMS can store up to 30 minutes of information from all of the
sensors installed on the truck. This information can be stored by turning on the data logger with
the keypad (DLOG). When the data logger is turned on with the keypad, the data logger
indicator dots will scroll until the data logger is turned off.
NOTE: The data logger indicator dots will not scroll if the data logger is turned on with
the VIMS PC.
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
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.
08/06
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

For a Category 2-S Warning, the alert indicator and the action lamp will flash and a continuous
action alarm will sound, which indicates a SEVERE Category 2 Warning. The universal gauge
may display the parameter and a message will appear in the message display window. A
Category 2-S Warning alerts the operator to immediately change the operation of the machine
to avoid possible damage to the indicated system. When the change in operation is made to an
acceptable condition, the action alarm will turn off.
Warning Category 3
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.
08/06
793D ELECTRONIC SYSTEMS

VIMS-PC VIMS
- Gauges
- Monitoring
- Prognostics
mph
12 Km/h 3F - Warnings
- Telemetry
VIMS Main Module - Payload Measurement
ET Service Tool ABL2M - Clock Synchronization
RS232 Link - Machine ID
- Auto-lube
Engine ECM
- Emission Control - Fuel Injection
- Engine Shutdowns - Ether Injection
- Throttle Position - Wastegate Control
- Throttle Bypass - Engine Speed
- Engine Speed - Diagnostics
- Manual Start Aid - Fan Control
CAT Data Link
- Engine Pre-lube
Brake ECM Transmission /

(ARC) (TCS) Chassis ECM
- Top Gear Limit - Shift Control
- Reverse Neutralize - Neutral-start
- Load Counter - Back-up Alarm
- Neutral Coast Inhibit - Overspeed Protection
- Body Up Gear Limit - CTS
- Starter Protection - Engine Pre-lube
- Body Hoist Control - Directional Shift Management
- Traction Control System (TCS) - Speed Limiter - Autolube
- Auto Retarder Control (ARC)
- Rear Axle Cooling
- Brake Cooling Control
51
VIMS uses one ABL2M ECM to receive the input signals from switches and sensors and also
functions as the Main Module. 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.
The VIMS Main Module hardware is ABL2M version 4.0. The main module must be
programmed with Flash File software using ET before the VIMS will function.
08/06
52
Shown are the Electronic Control Modules (ECM's). Located in the compartment at the rear of
the cab are the VIMS Main Module (1), the Brake ECM (2), and the Transmission/Chassis
ECM (3).
The Brake ECM controls the Automatic Retarder Control (ARC) system, the Traction Control
System (TCS), and rear axle cooling.
The Transmission/Chassis ECM controls the shifting of the transmission, torque converter
lockup, the hoist system, the neutral-start feature, power train filter, temperature monitoring, and
the automatic lubrication feature.
All these electronic controls, along with the Engine ECM, communicate with each other on the
CAT Data Link. All the information from these controls can be accessed through the VIMS
message center or a laptop computer with Electronic Technician (ET) or VIMS PC software.
08/06
VIMS Main Module

ABL2M
INPUT COMPONENTS OUTPUT COMPONENTS
Torque Converter TPMS

Front Aftercooler
Outlet Screen Switch Lamp (Green)
Temperature Sensor
LF Brake Oil
Torque Converter TPMS
Temperature Sensor
Inlet Filter Switch Lamp (Red)
RF Brake Oil
Key Start Switch VIMS Service
Temperature Sensor
Lamp (Blue)
LR Brake Oil VIMS
Aftercooler
Temperature Sensor Action Lamp
Coolant Level Switch
RR Brake Oil VIMS
Temperature Sensor Jacket Water Action Alarm
Coolant Level Switch
Fuel Level Sensor
Alternator Four Gauge
R-terminal Cluster
Ambient Air
Temperature Sensor With 2 Lights
Steering Oil
Temperature Sensor
Dash Speed / Tach
Dimmer Switch St eering Oil Filt er Cluster
Bypass Swit ch With 2 Lights
12 MPH
km/h 3F
Steering Pressure
(High) Switch VIMS Keypad VIMS Message
Center
Left Front Strut with 2 Lights
Pressure Sensor Diagnostic Connector
Right Front Strut (ECAP, ET, Flash)
Pressure Sensor
Telemetry
Left Rear Strut Download Port
Pressure Sensor
Cab Serial
Right Rear Strut
Download Port
Pressure Sensor
53
Shown is a diagram of the VIMS electronic system. Shown on the left are the components on
the machine that provide inputs directly to the VIMS. The VIMS Main Module analyzes these
inputs along with the inputs from the other ECM’s and sends output signals to the components
shown on the right side of the diagram.
08/06
INSTRUCTOR NOTE: Some of the VIMS input and output components are shown
during the discussion of other systems. See the following visual numbers:
163. Steering pressure (HIGH) switch

56. Ambient air temperature sensor
12. Torque converter inlet (charging) filter switch
119. Torque converter outlet screen switch
72. Aftercooler coolant level switch
72. Jacket water coolant level switch
81. Rear aftercooler temperature sensor
153 Steering oil temperature sensor
57. Strut pressure sensors
89. Fuel level sensor
52. ECM location code
58. Alternator R-terminal
48. Dash dimmer switch
215. Brake temperature sensors
49. VIMS keypad
46. Diagnostic connectors
36. TPMS lamps
27. VIMS service lamp
47. VIMS action lamp and alarm
47. VIMS Four gauge cluster module
47. VIMS Speed/Tach module
49. VIMS message center module
08/06
54
Shown is a laptop computer with the VIMS PC diagnostic software installed. The laptop
computer is connected to the VIMS diagnostic connector (RS-232).
Some of the operations that can be performed with a laptop computer with VIMS PC installed
are:
- View real time data (similar to the status menu of ET)
- View payload data
- Start and stop a data logger
- Calibrate the payload system
- Upload source and configuration files (version 3.0 hardware only) (similar to flash
programming other ECM’s with ET)
- Assign serial and equipment numbers
- Reset onboard date, time and hourmeter
- Download event list, data logger, event recorder, payload data, trend data, cumulative data
and histogram data
INSTRUCTOR NOTE: For more detailed information on the VIMS, refer to the Service
Manual Modules "Off-Highway Truck/Tractors Vital Information Management System
(VIMS)--System Operation" (Form RENR2630) and "Off-Highway Truck/Tractors Vital
Information Management System (VIMS)--Testing and Adjusting Troubleshooting" (Form
RENR2631).
08/06
55
The CAT Data Link consists of a pair of twisted wires that connect to all of the Electronic
Control Modules (ECM's) on a machine. The wires are twisted to reduce electrical interference
from unwanted sources such as radio transmissions. All sensors and switches that provide an
input to an ECM can be shared with other ECM's on the CAT Data Link. The ability to share the
inputs eliminates the need for more than one sensor in the same system. A laptop computer with
the Electronic Technician (ET) diagnostic software installed can also be connected to the CAT
Data Link and see the information that is being transmitted between the ECM's.
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.
To perform diagnostic and programming functions with these electronic controls, the service
technician must use a laptop computer with ET.
NOTE: The 7X1700 Communication Adapter has been replaced by the 171-4400
Communication Adapter II. Both Communication adapters will work on the 793D.
08/06
56
Located in the upper left corner of the front radiator grill is the ambient temperature sensor
(arrow). The ambient temperature sensor provides input signals to the VIMS.
The service technician can use the ambient temperature sensor input as an indication of the
ambient temperature when investigating temperature related problems on the machine.
The ambient temperature sensor receives a regulated 8.0 ± 0.5 Volts from the VIMS. To check
the supply voltage of the sensor, connect a multimeter between Pins A and B of the sensor
connector. Set the meter to read "DC Volts."
The ambient temperature sensor output signal is a Pulse Width Modulated (PWM) signal that
varies with temperature. To check the output signal of the ambient temperature sensor, connect
a multimeter between Pins B and C of the ambient temperature sensor connector. Set the meter
to read "Duty Cycle." The duty cycle output of the ambient temperature sensor should be
between 10 and 93% with an operating temperature range between -40° C (-40° F) and 135° C
(275° F).
08/06
57
Located on all four suspension cylinders is a Truck Production Management System (TPMS)
pressure sensor (arrow). The suspension cylinder pressure sensor is commonly referred to as a
"strut sensor." When the truck is being loaded, the strut sensors convert the change in pressure
to a change in frequency signal. The frequency signals are then sent to the VIMS. The VIMS
converts the frequency signals to tons. During LOADING, the payload weight is shown on the
VIMS message center display in metric or U.S. tons.
The strut sensors receive +Battery Volts from the VIMS circuit breaker. To check the supply
voltage to the sensors, connect a multimeter between Pins A and B of the sensor connector. Set
the meter to read "DC Volts."
The strut sensors send frequency output signals to the VIMS. To check the output signal of the
strut sensors, connect a multimeter between Pins B and C of the strut sensor connector. Set the
meter to read "Frequency."
08/06
58
The "R" terminal (arrow) on the alternator provides a voltage and a frequency input to the
VIMS. Normal voltage from the alternator "R" terminal should be between 12.4 and 14.75 DC
Volts. The corresponding output from the alternator +battery terminal should be approximately
2X the "R" terminal value (24.8 to 29.5 DC Volts).
The frequency from the alternator "R" terminal should be greater than 94 Hz ± 10%. A
frequency less than 94 Hz is an indication that the speed of the alternator is low. The probable
cause is a slipping belt, a loose pulley, or an internal alternator problem.
Approximately 10 different system voltage events can be shown on the VIMS message center
display. The events can be a category level 1 or 3 depending on the severity of the problem.
08/06
59
ENGINE
Shown is the 3516B engine (8WM) used in the 793D Off-highway Truck that operates at
altitudes below 2951 meters (8500 ft.). Trucks that operate below this altitude will be equipped
with a 3516B High Displacement (HD) engine.
The High Altitude 793D is equipped with the Caterpillar 3516B quad and series turbocharged
aftercooled engine. These engines have series turbochargers and a wastegate.
The engine performance specifications for the 793D truck are:

- Serial No. Prefix: 7TR 8WM (HD)
- performance spec: 2T7409 0K5567
- max altitude: 3660 m (12000 ft.) 2951 meters (8500 ft.)
- gross power: 1715 kW (2300 hp) 1800 kW (2415 hp)
- net power: 1615 kW (2166 hp) 1743 kW (2337 hp)
- full load rpm: 1750 1750
- high idle rpm: 1965 ± 10 1960 ± 40
- stall speed rpm: 1672 ± 65 1672 ± 65
NOTE: On the 793D Off-Highway Truck, the horsepower torque map can be changed
by programming the Configuration of the Engine ECM with the ET service tool.
08/06
A Multi-torque/Dual Horsepower Selection allows the use of a 3516B engine in a 793D truck
and also permits the use of different torque maps for different transmission gears.
The selection of "Multi-torque" and "Dual Horsepower" is available through the ET

Configuration Screen. If "Dual Horsepower" is selected, a low power 1611 kW (2160 hp)
torque map will be used for all transmission gears. If "Multi-torque" is selected, then the Engine
ECM will ask the Transmission/Chassis ECM for the transmission serial number. If there is no
response from the Transmission/Chassis ECM, the Engine ECM will use the 1611 kW
(2160 HP) map and will continue to display "Multi-torque" on the ET Configuration Screen.
NOTE: If there is no response from the Transmission/Chassis ECM and the machine is
shut down, when it is restarted, ET will display "Dual Horsepower" on the ET
Configuration Screen.
Watch for this configuration. If the Transmission/Chassis ECM is not communicating, you can
be at low power and think you have an engine problem, when indeed it is the
Transmission/Chassis ECM. During a case like this, you can set the Engine ECM to
Multi-torque, but the engine will still run on Dual Horsepower.
If the Transmission/Chassis ECM responds with the 793D transmission serial number (JGG),
then the Engine ECM will use the 1611 kW (2160 HP) map for CONVERTER DRIVE. In gears
1 through 5, DIRECT DRIVE, the Engine ECM will use a 1800 kW (2415 HP) torque map. In
gear 6, DIRECT DRIVE, the Engine ECM will use a second 1800 kW (2415 HP) torque map.
08/06
3516B ELECTRONIC CONTROL SYSTEM COMPONENT DIAGRAM

Engine ECM
CAT Data Link
INPUTS
Timing Calibration
Connector
Throttle Key Start Switch

OUTPUTS
Engine Coolant Temperature Speed / Timing Sensor
Engine Oil Pressure Electronic Unit

Intake Air Temperature (Unfiltered) Injectors (16)
Throttle Backup Switch

Engine Oil Pressure (Filtered)
Oil Level
Atmospheric Pressure Switch (Low) Ether Aid Relay
Manual Ether Switch

Turbo Outlet Pressure (Boost) St art Aid Hold Relay
User Defined Shut down

Right Turbo Inlet Pressure Engine Oil
Renewal Solenoid
Crankcase Pressure
Left Turbo Inlet Pressure Pre-lubrication Relay
Fuel Filter
Right Turbo Exhaust Bypass Switch Wast egat e Solenoid
Coolant Flow
Left Turbo Exhaust Switch
Ground Level
Rear Aft ercooler Temperat ure Shutdown Switch
60
Engine Control System
Shown is the electronic control system component diagram for the 3516B engine used in the
793D 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.
Occasionally Caterpillar will make changes to the internal software (personality module) that
controls the performance of the engine. These changes can be performed by using the WinFlash
program that is part of the laptop software program, Electronic Technician (ET). ET is used to
diagnose and program the electronic controls used in Off-highway Trucks. When using the
WinFlash program, a "flash" file must be obtained from Caterpillar and uploaded into the
existing ECM personality module.
08/06
The 793D (FDB) truck engines are designed to meet the US Environmental Protection Agency
(EPA) Tier I emissions regulations for engines over 560 gross kW (750 gross hp). To meet this
regulation the 793D (FDB) truck engine will use a new Emission Software. When installing the
new Emission Software "flash" files in an Engine ECM, ET can use the American Trucking
Association (ATA) Data Link or the CAT Data Link. The ATA and CAT Data Links consist of a
pair of twisted wires that connect to the Engine ECM and the diagnostic connector in the cab.
The wires are twisted to reduce electrical interference from unwanted sources such as radio
transmissions.
"Pull-up voltage" 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 pull-up 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 analog sensors is approximately 10.8
volts.
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.
08/06
INSTRUCTOR NOTE: Some of the 3508B Engine Electronic Control System input and
output components are shown during the discussion of other systems. See the following
visual numbers:
61. Engine ECM
67. EUI injector
65. Throttle position sensor
75. Coolant temperature sensor
80. Rear aftercooler temperature sensor
85. Engine oil pressure sensor (filtered)
63. Atmospheric pressure sensor
98. Turbo outlet pressure sensor
95. Turbo inlet pressure sensor (right and left)
97. Turbo exhaust temperature sensors (right and left)
99. Exhaust wastegate solenoid
62. Timing calibration connector
25. Engine oil level switch (add and low)
48. Manual ether aid switch
68. User defined shutdown switch
91. Fuel filter bypass switch
66. Crankcase pressure sensor
76. Coolant flow switch
64. Speed timing sensor
85. Engine oil pressure sensor (unfiltered)
93. Ether aid relays and solenoid
48. Throttle override (backup) switch
27. Ground level shutdown switch
55. CAT Data Link/Service Tool
61. ATA Data Link
52. Transmission/Chassis ECM
52. Brake ECM
50. Vital Information Management System (VIMS)
86. Engine oil renewal solenoid
70. Pre-lubrication relay and solenoid
08/06
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Fuel injection and some other systems are controlled by the Engine ECM (1) that is located at
the left side of the engine. Other systems controlled by the Engine ECM are: ether injection,
engine start function, exhaust bypass (wastegate), and engine oil pre-lubrication.
The Engine ECM has two 70-pin connectors (2). The connectors are identified as "J1" and "J2."
Identify which connector is the J1 or J2 connector before performing diagnostic tests.
A 2-pin timing calibration connector (3) is located on the right side of the engine. 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.
08/06
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
08/06
63
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.
The sensor is also used for derating the engine at high altitudes. The ECM will derate the engine
at a rate of 1% per kPa to a maximum of 20%. Derating begins at a specific elevation. The
elevation specification can be found in the Technical Marketing Information (TMI) located in
the Caterpillar Network. If the Engine ECM detects an atmospheric pressure sensor fault, the
ECM will derate the fuel delivery to 20%. If the Engine ECM detects an atmospheric and
turbocharger inlet pressure sensor fault at the same time, the ECM will derate the engine to the
maximum rate of 40%.
The Engine ECM also uses the atmospheric pressure sensor as a reference when calibrating all
the pressure sensors.
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).
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.
08/06
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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. The timing wheel is mounted on the camshaft.
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.
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
When viewing engine speed in the ET status screen, cranking speed should be between 100 and
250 rpm.
A passive (two wire) engine speed sensor (2) is positioned on top of the flywheel housing. The
passive speed sensor uses the passing teeth of the flywheel to provide a frequency output. The
passive speed sensor sends the engine speed signal to the Transmission/Chassis ECM and the
Brake ECM. The signal from the passive speed sensor is used for the Automatic Retarder
Control (ARC) engine control speed, shift time calculations, and Transmission Output Speed
(TOS) ratification.
08/06
65
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 can be
used to increase the engine speed to 1300 rpm.
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 10 and 90%.
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%
NOTE: The throttle position sensor setting can be changed in the Engine ECM using the
Configuration screen of ET. Two settings are available: 10% to 50% throttle and 10%
to 90% throttle. The 793D truck must be set to the 10% to 90% throttle setting.
08/06
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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.
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.
08/06
67
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) 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 is determined by controlling the start time that the injector solenoid is energized.
Engine speed is determined by controlling the duration that the injector solenoid is energized.
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. If no code is
available, "1100" is the default number to enter.
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 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.
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 is used. The
engine will not be harmed if the new code is not entered, but the engine will not provide peak
performance.
08/06
3516B LOGGED EVENTS

- Air Filter Restriction - Engine Oil Level Low
- Low Oil Pressure - High Crankcase Pressure
- High Coolant Temperature - Low Coolant Flow
- Engine Overspeed - User Defined Shutdown
- Oil Filter Restriction - Prelube Override
- Fuel Filter Restriction - Low Boost Pressure
- High Exhaust Temperature - High Boost Pressure
- High Aftercooler Temperature - Low Coolant Temperature
68
The 3516B Engine ECM logs several data events that could cause damage to the engine. Some
of the events require factory passwords to clear from the ECM memory. The events logged by
the Engine ECM, their maximum derate, and their trip points are listed below:
Air filter restriction: Greater than 6.25 kPa (25 in. of water). Maximum derate of 20%.
Factory password required.
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. Factory password required.
High coolant temperature: Greater than 107° C (226° F). Factory password required.
Engine overspeed: Greater than 2200 rpm. Factory password required.

08/06
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 750° C (1382° F). Maximum derate of 20%.
Factory password required.
Aftercooler coolant temperature high: Greater than 107° C (226° F). Factory password
required.
Engine oil level low: No factory password required.
Crankcase pressure high: Greater than 3.6 kPa (.5 psi) or 14.4 inches of water. No factory
password required.
Coolant flow low: Factory password required.
User defined shutdown: The customer has the option of installing systems that will shut down
the engine if desired. If the installed system sends a ground signal to the Engine ECM at
connector J1 pin 19, a user defined shutdown will occur. Factory password required.
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 the shift lever is in NEUTRAL, ground speed is 0, and the
parking brake is ENGAGED. The Engine ECM does not log events for VIMS initiated engine
shutdowns.
Prelube override: Override the engine oil prelube system with the key start switch. Factory
password required.
Boost pressure low (wastegate engines only): 35 kPa (5 psi) lower than desired. Maximum
derate of 30%. No factory password required.
Boost pressure high (wastegate engines only): 20 kPa (3 psi) greater than desired. Maximum
derate of 30%. No factory password required.
08/06
SYSTEMS CONTROLLED BY ENGINE ECM
- Ether Injection
- Cool Engine Elevated Idle
- Cold Cylinder Cutout
- Engine Start Function
- Engine Oil Pre-lubrication
- Exhaust Bypass at High Boost
- Engine Oil Renewal System
69
The Engine ECM also regulates other systems by energizing solenoids or relays. Some of the
other systems controlled by the Engine ECM are:
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. The manual ether injection
duration is 5 seconds. Ether will be injected only if the engine coolant temperature is below
10° C (50° F) and engine speed is below 1900 rpm.
Cool Engine Elevated Idle: The Engine ECM provides an elevated engine idle speed of 1600
rpm when the engine coolant temperature is below 60° C (140° F). The rpm is gradually
reduced to 1000 rpm between 60° C (140° F) and 71° C (160° F). When the temperature is
greater than 71° C (160° F), the engine will operate at low idle (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and overcooling. To
temporarily reduce the elevated idle speed, the operator can release the parking brake or step on
the throttle momentarily, and the idle speed will decrease to LOW IDLE for 10 minutes.
08/06
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.
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: The Engine Start function is controlled by the Engine ECM and the
Transmission/Chassis ECM. The Engine ECM provides signals to the Transmission/Chassis
ECM regarding the engine speed and the condition of the engine pre-lubrication system. The
Transmission/Chassis ECM will energize the starter relay only when:
- The shift lever is in NEUTRAL.

- The parking brake is ENGAGED.
- The engine speed is zero rpm.
- The engine pre-lubrication cycle is completed or turned OFF.
Exhaust Bypass at High Boost: (see Visual No. 99)
Engine Oil Renewal System: (see Visual No. 86)

08/06
70
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. The relay behind the cab then energizes the pre-lube
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 50° C (122° F).
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 pre-lube
cycle is active, turn the key start switch to the OFF position. Within 10 seconds, turn the key
start switch back to the CRANK position. The Transmission/Chassis ECM will energize the
starter relay.
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 pre-lubrication feature can be enabled or disabled in the Engine ECM
using ET.
08/06
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Cooling Systems
The 793D truck is equipped with a shunt tank (1) to increase the cooling capacity. 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.
The jacket water and the aftercooler cooling systems each have their own relief valve (3). If a
cooling system overheats or if coolant is leaking from a relief valve, clean or replace the relief
valve.
08/06
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The jacket water cooling system uses 10 of the 20 cores on the right side of the radiator. The
jacket water cooling system temperature is controlled by temperature regulators (thermostats).
The aftercooler cooling system uses 10 of the 20 cores on the left side of the radiator. 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.
Coolant level sensors (arrows) are located on the rear of each shunt tank to monitor the coolant
level of both cooling systems. The coolant level sensors provide input signals to the VIMS,
which informs the operator of the engine coolant levels.
08/06
Thermostat
JACKET WATER COOLANT FLOW Housing Shunt
Tank
Radiator
Engine Oil Cooler
Torque Converter/
Hydraulic Mot or Transmission Oil Cooler
Rear Brake Jacket
Ret urn Oil Cooler
Oil Coolers Water Pump
73
Jacket Water Cooling System
Shown is the jacket water cooling system 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 returns to the temperature regulators
(thermostats) and either goes directly to the water pump through the bypass tube or to the
radiator (depending on the temperature of the coolant).
The shunt tank increases the cooling capacity and provides a positive pressure at the coolant
pump inlet to prevent cavitation during high flow conditions.
08/06
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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.
08/06
75
The jacket water coolant temperature sensor (arrow) is located in the thermostat housing. The
Engine ECM uses the coolant temperature sensor information for cold mode functions such as
timing changes, elevated idle, cold cylinder cut-out, ether injection, and others.
The Engine ECM provides the signal to the VIMS, which informs the operator of the coolant
temperature.
If the jacket water cooling system temperature increases above 107° C (226° F), the Engine
ECM will log an event that requires a factory password to clear.
08/06
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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.
If the ECM detects a low coolant flow condition, a low coolant flow event will be logged. A
The engine oil cooler (2) and the torque converter and transmission oil cooler (3) are visible in
this view.
The coolant flows through these coolers to the rear brake oil coolers located on the outside right
frame.
Jacket water coolant samples can be taken at the Scheduled Oil Sampling (S•O•S) coolant
analysis tap (4).
08/06
77
Jacket water coolant flows from the rear brake oil coolers (1) and the hydraulic motor return oil
cooler (2) 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 returns to the temperature
regulators and either goes directly to the water pump through the bypass tube or to the radiator
(depending on the temperature of the coolant).
08/06
AFTERCOOLER COOLANT FLOW

Shunt
Tank
Aftercooler Aftercooler Front Brake

Oil Cooler
Radiator
Air
Aftercooler Compressor
Water Pump
78
Aftercooler Cooling System
Shown is the aftercooler cooling system circuit. Coolant flows from the aftercooler water pump
through the aftercooler cores.
Coolant flows through the aftercooler cores to the front brake oil cooler located at the rear of the
engine.
Coolant then flows through the front brake oil cooler to the aftercooler section of the radiator.
The aftercooler cooling circuit does not have temperature regulators (thermostats) in the circuit.
The shunt tank increases the cooling capacity and provides a positive pressure at the aftercooler
water pump inlet to prevent cavitation during high flow conditions.
08/06
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The 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). Coolant flows from the pump to the aftercooler cores through the large tubes (3).
Aftercooler coolant samples can be taken at the Scheduled Oil Sampling (S•O•S) coolant
analysis tap (4).
08/06
80
81
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 to control engine timing and Cold Mode functions.
The ECM also provides the input signal to the VIMS, which informs the operator of the
aftercooler coolant temperature.
If the rear aftercooler temperature increases above 107° C (226° F), the Engine ECM will log an
event that requires a factory password to clear.
08/06
Shown in the bottom visual is the front aftercooler temperature sensor (2). The front aftercooler
temperature sensor provides a input signal to both the VIMS ECM and the Engine ECM.
08/06
82
Coolant flows through the aftercooler cores to the front brake oil cooler (1) located at the rear of
the engine.
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.
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 via the hose (2).
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).
08/06
ENGINE OIL SYSTEM
Engine
Oil Renewal
Scavenge
System Solenoid
Pump
To Fuel
Tank
Bypass
Valve
Engine
Engine
Oil Filters
Oil Cooler
Engine
Oil Pump
83
Lubrication 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.
Some trucks are equipped with an engine oil renewal system. Engine oil flows from the engine
block 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.
08/06
2
1
84
The engine oil pump (1) 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 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.
Oil flows from the pump through the engine oil cooler (2) to the engine oil filters located on the
opposite side of the engine.
08/06
1 3
85
Oil flows from the engine oil cooler to the oil filters on the left side of the engine. The oil flows
through the filters and enters the engine cylinder block to clean, cool, and lubricate the internal
components and the turbochargers.
Engine oil is added at the fill tube (1) and checked with the dipstick (2). A bypass valve for
each filter is located in each oil filter base.
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 (3) measures oil
pressure after the filters. The sensors send input signals to the Engine ECM. The ECM provides
the input signal to the VIMS, which informs the operator of the engine oil pressure. Used
together, the two engine oil pressure sensors inform the operator if the engine oil filters are
restricted.
If the engine oil pressure is less than 44 kPa (6.4 psi) at low idle to less than 250 kPa (36 psi) at
high idle, the Engine ECM will log an event that requires a factory password to clear.
If the oil filter restriction exceeds 70 kPa (10 psi), a low oil filter restriction event will be logged.
No factory password is required to clear this event. If the oil filter restriction exceeds 200 kPa
(29 psi), a high oil filter restriction event will be logged. A factory password is required to clear
this event.
08/06
86
Engine Oil Renewal System (attachment)
Located on the right side of the engine are the components of the engine oil renewal system.
Engine oil flows from the engine block to the engine oil renewal solenoid valve (arrow). When
the solenoid is energized and de-energized, 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 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.
Engine oil samples must be taken regularly to ensure that the soot level of the engine oil is in a
safe operating range.
08/06
The Engine ECM regulates the amount of oil that is injected by the engine oil renewal solenoid
valve. 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:
- Engine rpm is between 1100 and 1850 rpm.

- Jacket water temperature is between 63° C (145° F) and 107° C (225° F).
- Oil filter differential pressure at high idle with warm oil is less than 70 kPa (10 psi).
- Fuel filter differential pressure is less than 140 kPa (20 psi).
- 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.
The engine oil renewal system can be turned ON or OFF with the ET service tool through the
Transmission/Chassis ECM. The amount of oil injected can also be adjusted by programming
the Engine ECM 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.
NOTE: For more detailed information on servicing the oil renewal system, refer to the
Service Manual Module "Oil Renewal System" (Form RENR2223).
08/06
OIL RENEWAL SOLENOID VALVE
Pist on Pist on
ON OFF
To Fuel To Fuel
Ret urn Ret urn
From Engine From Engine

Oil Gallery Oil Gallery
87
Shown is a sectional view of the engine oil renewal solenoid valve. When the Engine 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).
08/06
FUEL SYSTEM
Fuel
Engine
Pressure
Block
Regulator
Primary Engine Oil
Fuel Fuel Renewal
Tank Filters Solenoid
Fuel Cylinder
Transfer Head
Pump
Fuel
Heater Fuel
Priming Pump
Switch
Cylinder
Head
Fuel Priming
Pump And Filt er
Secondary
Fuel Filters
88
Fuel System
Fuel is pulled from the tank through a fuel heater, if equipped, and through the primary fuel filter
by the fuel transfer pump. Fuel flows from the transfer pump to the secondary fuel filters.
Fuel flows from the fuel filter base through the fuel injectors in the cylinder heads. Return fuel
from the injectors flows through the fuel pressure regulator before returning through the fuel
heater to the fuel tank.
Engine oil flows from the engine block 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.
08/06
89
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 (not shown) by the fuel
transfer pump located on the right side of the engine behind the engine oil pump.
A fuel level sensor (arrow) 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%.
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."
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.
08/06
90
Fuel flows from the transfer pump (arrow) to the secondary fuel filters located on the left side of
the engine.
The fuel transfer pump contains a bypass valve 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.
08/06
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2
91
The secondary fuel filters and the fuel priming pump switch (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 fuel filter base. The fuel filter bypass switch
sends an input signal to the Engine ECM. The ECM provides the input signal to the VIMS,
which informs the operator if the secondary fuel filters are restricted.
If fuel filter restriction exceeds 138 kPa (20 psi), a fuel filter restriction event will be logged. No
Fuel flows from the fuel filter base through the Electronic Unit Injection (EUI) fuel injectors and
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.
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.
08/06
92
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 between 300 to 600 kPa (44 to 87 psi) at Full Load rpm.
08/06
AIR INDUCTION AND EXHAUST SYSTEM
From Air
Filters 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.
08/06
94
The VIMS will also provide the operator with an air filter restriction warning when the filter
restriction is approximately 6.0 kPa (24 in. of water). Black exhaust smoke is also an indication
of air filter restriction.
Located below the air filter housings are the precleaners. Check the dust valves (1) 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 dust valve is OPEN when the engine is OFF and closes when the engine is running. The
dust valve must be flexible and closed when the engine is running or the precleaner will not
function properly and the air filters will have a shortened life.
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.
08/06
95
A turbocharger inlet pressure sensor (1) is located in both intake tubes from the air cleaners to
the turbochargers. The Engine ECM uses the turbocharger inlet pressure sensors 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.
If air filter restriction exceeds 6.0 kPa (24 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%.
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 Visual No. 48). The manual ether injection
duration is 5 seconds. Ether will be injected only if the engine coolant temperature is below
10° C (50° F) and engine speed is below 1900 rpm.
08/06
96
Shown is a 793D engine equipped with a quad turbocharger system. The clean air from the
filters enters turbochargers (1). The compressed air flows to the aftercooler. After the air is
cooled by the aftercoolers, the air flows to the cylinders and combines with the fuel for
combustion.
The turbochargers are driven by the exhaust gasses from the cylinders. The exhaust gasses
enters the turbochargers from the exhaust manifold. The exhaust gasses then flow to the exhaust
piping, and the mufflers.
08/06
97
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.
Some causes of high exhaust temperature may be faulty injectors, plugged air filters, or a
restriction in the turbochargers or the muffler.
If the exhaust temperature is above 750° C (1382° F), the Engine ECM will derate the fuel
delivery to prevent excessive exhaust temperatures. The ECM will derate the engine by 2% for
each 15 second interval that the exhaust temperature is above 750° C (1382° F) (maximum
derate of 20%). The ECM will also log an event that requires a factory password to clear.
08/06
98
Shown is the turbocharger outlet pressure sensor (arrow). The turbocharger outlet pressure
sensor sends an input signal to the Engine ECM. The Engine ECM compares the value of the
turbo outlet pressure sensor with the value of the atmospheric pressure sensor and calculates
boost pressure.
The best way to check for a power problem is to compare the truck performance with the rimpull
charts in the performance handbook (SEBD0340) or the 793D Specalog. The truck should be
able to climb a grade in the same gear as specified in these two publications.
If an engine power problem is suspected, check boost pressure at full load rpm. If boost
pressure is correct at full load rpm, the engine is not the problem and other systems such as the
torque converter should be checked.
To check boost pressure at full load rpm, the truck must be operated in FIRST GEAR with the
throttle at MAXIMUM and the retarder gradually engaged. Traveling up a grade is best as long
as the engine rpm does not fall below the full load rpm specification during the test. Gradually
engage the retarder until the full load rpm is displayed. When the full load rpm is displayed,
record the boost pressure. If boost pressure is within the specifications at full load rpm, the
engine is operating correctly.
08/06
Use ET or the VIMS display panel to view the engine rpm and boost pressure. The boost and
full load rpm specifications are:
7TR serial number engines with series turbochargers and a wastegate:

- Boost Pressure: 207 ± 35 kPa (30 ± 5 psi)
- Full load rpm: 1750 ± 10 rpm
8WM HD serial number engines with no series turbochargers or wastegate:

- Boost Pressure: 191 ± 35 kPa (28 ± 5 psi)
- Full load rpm: 1750 ± 10 rpm
Generally, Torque Converter (TC) stall speed (in gear, full throttle, zero ground speed) is used to
determine if the engine power is low or a torque converter problem exists. For example, if the
engine power is within specification and the stall speed is high, the torque converter may have a
problem (low internal oil pressure, poor internal tolerances, or damaged components).
Since the torque converter stall rpm is very close to the full load rpm, the boost pressure at
torque converter stall will be very close to the full load boost specifications.
- Torque Converter Stall rpm: 1672 ± 65 rpm

08/06
99
On engines with series turbochargers, an exhaust bypass (wastegate) valve (1) prevents
excessive boost pressure by diverting exhaust gasses away from the turbochargers. The bypass
valve is controlled by the Engine ECM.
When the key start switch is turned ON, an ON/OFF solenoid is energized and allows system air
pressure to flow to a pressure reducing valve. The pressure reducing valve reduces system
pressure to 380 kPa (55 psi). The ON/OFF solenoid and the pressure reducing valve are located
at the outside right rear of the cab. The reduced air pressure flows to the wastegate proportional
solenoid valve (2) and is blocked. If boost pressure exceeds a desired value, the Engine ECM
will open the wastegate solenoid and send air pressure to open the exhaust bypass valve. When
the exhaust bypass valve is open, exhaust at the turbine side of the turbochargers is diverted
through the muffler. Diverting the turbine exhaust pressure decreases the speed of the
turbochargers which reduces the boost pressure to the cylinders.
The Engine ECM uses lower load conditions to arrive at a "learned" value to control the
wastegate position. The learned value prevents rapid fluctuations or "spikes" from causing
unnecessary cycles of the wastegate and turbochargers. The learned value for the wastegate
position is recalculated as conditions change.
08/06
Using a laptop computer with the ET or VIMS PC software installed, observe the real-time
status of the wastegate valve. When the truck is first started, the wastegate position should not
exceed 59%. As the Engine ECM learns the load conditions of the engine, the wastegate
position value will decrease. Any values greater than 59% is an indication of a problem in the
wastegate system. At torque converter stall, the wastegate value shown on the service tool
should be approximately 40 to 50%.
The wastegate solenoid valve can be controlled with the ET service tool for diagnostic purposes.
Connect a multimeter to the wastegate solenoid and set the meter to read CURRENT in
milliamps. Using the service tool, override the wastegate solenoid valve and use the multimeter
to measure the corresponding milliamps.
At 800 rpm, the Engine ECM will send approximately 350 milliamps to the wastegate solenoid
to allow the wastegate to react faster during acceleration. Newer software may set this as high
as 670 milliamps. At this current, the wastegate valve is still closed. The wastegate is only
governed between 1275 rpm and 1800 rpm. The service manual specification at 100% override
is a voltage greater than 5.8 volts and the current will be approximately 1040 milliamps. When
overriding the solenoid with the service tool, the following approximate measurements should
be seen:
Override value Voltage Current

0% 2.5 V 350 mA
25% 4.0 V 490 mA
50% 5.4 V 660 mA
75% 7.0 V 850 mA
100% 8.5 V 1040 mA
NOTE: These measurements are from trucks with 168-8620 software in the Engine
ECM. New software (flash files) may change these readings.
If the actual boost pressure is 20 kPa (3 psi) higher than the desired boost pressure calculated by
the ECM, a high boost pressure event will be logged. If the actual boost pressure is 35 kPa
(5 psi) lower than the desired boost pressure calculated by the ECM, a low boost pressure event
will be logged. If the ECM detects a high or low boost condition, the ECM will derate the fuel
delivery (maximum derating of 30%) to prevent damage to the engine. No factory password is
required to clear these events.
08/06
1
3
3
2
100
Shown is the 793D truck radiator module. The shunt tank (1) can be seen on top of the radiator.
Two smaller tubes (2) below the shunt tank provide a coolant supply to the jacket water pump
and the aftercooler water pump. Most of the coolant flows to these two pumps from the radiator
through two large tubes at the bottom of the radiator (not shown). Coolant returns to the radiator
through the large tubes (3) in the radiator top tank. Coolant is supplied to the shunt tank (1)
from the radiator top tank through some small hoses below the shunt tank (not shown).
The fan is hydraulically driven. A variable displacement piston-type pump provides oil flow to
the fixed displacement motor shown in the center of the fan. The hydraulic motor turns the fan
blades.
Fan speed is controlled by the Brake ECM. Fan speed varies depending on many inputs but the
maximum fan speed will be:
- 365 rpm - when not braking or retarding (going uphill)
- 817 rpm - when braking or retarding (going downhill)

08/06
The minimum fan speed will be near 0 rpm; generally when all temperatures are cold.
The inputs that determine fan speed are:
- Transmission lube temperature - Engine aftercooler temperature

- Torque converter outlet temperature - Ground speed
- Brake temperature - Engine coolant temperature
- Brake cooling motor speed sensor - Engine cooling fan speed sensor
Shown below are the fan speed limits based on the temperature sensor inputs, ground speed, and
retarding/brake input.
Standard Fan Speed Control Limits (rpm)
Engine Speed Non-Retarding Retarding Fan

Fan Speed Limit Speed Limit
1250 or Less 339 525

1300 353 525
1450 394 817
1500 407 817
1600 434 817
1700 461 817
1750 or More 475 817
Engine Fan Control, Non-Retarding or Retarding Below 4 mph
Aftercooler Jacket Water Transmission

TC Out Brake Oil Fan Control
Temperature Coolant Lubrication
Temperature Temperature
Temperature Temperature
Priority 1 2 3 4 5
<65 C (149 F) <88 C (190 F) <88 C (190 F) <88 C (190 F) <102 C (215 F) OFF
<65 C (149 F) <99 C (210 F) <96 C (204 F) <102 C (216 F) <107 C (225 F) Modulated By
>88 C (190 F) >88 C (190 F) >88 C (190 F) >102 C (216 F) Priority
>65 C (149 F) >99 C (210 F) >96 C (204 F) >102 C (216 F) >107 C (225 F) Limit Chart
As shown in the chart above, if the sensor temperatures are all below the lower limits, the fan
control is turned off and fan speed could be as low as 0 rpm. If the temperatures are between the
sensor lower and upper limits, fan speed will modulate by sensor priority to a fan speed curve
that has been pre-set for each sensor. If any of the sensor temperatures are above the upper
limits, fan speed will be set to the limits shown in the top chart.
When the body is being raised or lowered, the fan speed will be 200 rpm lower, in order to
reduce the load on the pump drive.
08/06
793D FAN DRIVE HYDRAULIC SYSTEM
Fan Makeup
Valve
Fan Mot or
Filt er
Steering Pump
Fan Pump
Hoist Tank
Steering / Fan Steering
Cooler Tank
101
Hydraulic Fan
Shown is the 793D fan drive hydraulic schematic. Oil flows from the fan drive pump through a
makeup valve to the fan drive motor. Oil flows from the motor through the makeup valve, and
the steering and fan cooler, and returns to the steering tank.
If supply oil to the fan stops suddenly, the fan and motor may continue to rotate because of the
mass of the fan. The makeup valve allows oil to flow from the return side of the circuit to the
supply side to prevent a vacuum in the supply line.
The fan drive motor is a fixed displacement motor, therefore, the fan speed is determined by the
amount of flow from the fan drive pump. The fan drive pump is a variable displacement piston-
type pump that is controlled by the Brake ECM.
Case drain oil flows from the fan drive motor and pump through a case drain oil filter to the
steering tank.
08/06
102
Shown is a closer view of the fan drive motor (1). Oil flows from the fan drive pump through a
makeup valve to the fan drive motor. Oil flows from the motor through the makeup valve and
the steering/fan cooler and returns to the steering tank.
The fan drive motor is a fixed displacement motor, therefore, the fan speed is determined by the
amount of flow from the fan drive pump. The fan drive pump is a variable displacement piston-
type pump that is controlled by the Brake ECM.
Case drain oil flows from the fan drive motor through a case drain filter to the steering tank.
The fan speed sensor (2) provides an input signal to the Brake ECM. The Brake ECM uses this
input to maintain the fan speed between 0 and 817 rpm.
08/06
Speed
Sensor
Pist on
Out put
Shaft Barrel
Ret urn Port
Case Drain Port

Port Plat e Supply Port
103
Shown is a sectional view of the fixed displacement, bent-axis fan drive motor. The motor is
rotated by flow from the fan drive pump. Oil flows through the supply port and the port plate
and pushes the pistons out of the barrel. The pistons force the barrel and the output shaft to
rotate. The output shaft turns the planetary drive group and the fan. As the barrel rotates and
the pistons return, oil flows from the pistons through the port plate, the return port, and a
makeup valve to the steering/fan drive tank.
Oil that leaks past the pistons into the motor housing provides lubrication for the rotating motor
components. This oil leakage is referred to as case drain oil. Case drain oil flows through the
case drain port and a case drain oil filter to the steering/fan drive tank.
The fan drive motor speed sensor provides an input signal to the Brake ECM. The Brake uses
this input to maintain the fan speed between 0 and 817 rpm.
08/06
2
3
5
6
104
The fan drive pump (1) is mounted to the front of the pump drive. The pump drive is located on
the inside of the right frame rail. A charging pump is located on the back side of the piston
pump and is used to keep the pump supplied with oil. The fan drive pump is a variable
displacement piston-type pump. The Brake ECM controls the flow of oil from the fan drive
pump by energizing the displacement solenoid (3).
The Brake ECM analyzes the temperatures, brake status, and ground speed inputs and sends
between a 0 and 640 milliampere signal to the solenoid. At 0 to 200 milliampere the pump is at
maximum displacement and the fan is at maximum speed.. At 600 to 640 milliampere the pump
is at the minimum displacement and the fan is at minimum speed. The coil resistance through
the solenoid is approximately 24 ohms. The displacement solenoid moves a spool in the
pressure and flow compensator valve (2) to control the flow of pump output pressure to the
minimum angle actuator piston. The minimum angle actuator piston moves the swashplate to
the minimum flow position. The current adjustment screw (6) controls the minimum current
required to start destroking the pump.
NOTE: Do not adjust the current adjustment screw in chassis. This adjustment should
only be done on a hydraulic test stand.
08/06
The high pressure cut-off valve (4) controls the maximum pressure in the fan drive system. The
high pressure cut-off valve controls maximum pressure by controlling the flow of pump output
pressure to the minimum angle actuator piston. When system pressure is at maximum, the high
pressure cut-off valve sends oil to the minimum angle actuator piston and moves the swashplate
to the minimum flow position. The high pressure cut-off valve for the pump should be set at a
minimum of 2070 kPa (300 psi) above the pressure that is required in order to maintain the
maximum fan speed of 817 rpm (approximately 32400 kPa (4700 psi) at sea level.
When accelerating from LOW IDLE to HIGH IDLE, the fan drive pressure will spike to start
the fan rotation. The spike pressure may be the pump high pressure cut-off setting. To adjust
the pump high pressure cut-off setting, install a blocker plate in the pump outlet port and
disconnect the fan drive pump solenoid. Start the engine and run at LOW IDLE. The pump will
destroke and operate at minimum flow and maximum pressure (High Pressure Cut-off). Adjust
the high pressure cut-off to the specification.
The minimum angle stop screw (5) is located near the pressure and flow compensator valve.
The maximum angle stop screw is located on the other side of the pump.
NOTE: Do not adjust the minimum or maximum angle stop screws in chassis. This
adjustment should only be done on a hydraulic test stand.
08/06
Pressure and Flow

Compensator FAN DRIVE PUMP
Maximum Angle
Actuator Piston
Drive
Shaft
Charge Pump Minimum Angle

Impeller Actuator Piston
105
Shown is a sectional view of the fan drive pump. The pump is a variable displacement piston-
type pump. Oil flows from the fan drive pump through a makeup valve to the fan motor. Fan
speed is controlled by controlling the flow from the pump to the fan motor. Oil from the
steering tank enters the pump group in the port below the charge pump impeller. The charge
pump keeps the pump full of oil.
The large spring around the maximum angle actuator piston holds the swashplate at maximum
angle. Pump output pressure is always present on the right side of the fan drive pump maximum
angle actuator piston and also helps to hold the swashplate at maximum angle. When the
swashplate is at maximum angle, pump output is at maximum flow and fan speed is at
maximum. This is the position of the pump when the displacement solenoid receives 0
milliamps from the Brake ECM.
When the displacement solenoid is receiving between 0 and 1 amp from the ECM, the
displacement solenoid moves a spool in the pressure and flow compensator valve. The spool
allows pump output pressure to flow to the minimum angle actuator piston.
08/06
The minimum angle actuator piston has a larger diameter than the maximum angle actuator
piston. The minimum angle actuator piston moves the swashplate toward the minimum flow
position. The swashplate angle, pump flow, and fan speed will modulate with the amount of
current at the displacement solenoid. When the swashplate is at minimum angle, pump output is
at minimum flow and fan speed is at minimum. This is the position of the pump when the
displacement solenoid receives 1 amp from the Brake ECM.
Before the swashplate contacts the minimum angle stop, the minimum angle actuator piston will
open a small drain port to tank and stop the movement of the swashplate. Draining the
minimum angle actuator piston oil will prevent the swashplate from contacting the minimum
angle stop repeatedly which can be noisy and may cause damage to the pump.
Oil that leaks past the pistons into the pump housing provides lubrication for the rotating
components. This oil leakage is referred to as case drain oil. Case drain oil flows through the
case drain port and a case drain oil filter to the steering tank.
08/06
To Minimum Angle FAN DRIVE

Act uat or Pist on
Pump Drain PUMP CONTROL
Supply High Pressure
Cut -off
To Fan
Drive Mot or
High
Pressure
Cut -off
Displacement
Solenoid and Valve
Maximum Angle
Current Act uat or Pist on
Adjust ment
Minimum Angle
Act uat or Pist on
Pump Case Charge

Drain
Supply Drain Pump
Displacement
To Minimum Angle Solenoid and
Act uat or Pist on Valve
106
Shown is the pressure and flow compensator valve for the fan drive pump. The charge pump
pulls oil from the steering tank and keeps the fan drive pump full of oil. Oil flows from the
pump to the high pressure cut-off valve, the displacement valve, and the maximum angle
actuator piston.
The pump output oil and the spring around the maximum angle actuator piston holds the
swashplate at maximum angle. This is the position of the pump when the displacement solenoid
receives 0 amp from the Brake ECM and pump output pressure is low.
When the displacement solenoid is receiving between 0 and 1 amp from the Brake ECM, the
displacement solenoid moves the valve spool to the left. The spool allows pump output pressure
to flow to the minimum angle actuator piston. The minimum angle actuator piston has a larger
diameter than the maximum angle actuator piston. The minimum angle actuator piston moves
the swashplate toward the minimum flow position.
08/06
The current adjustment screw controls the spring pressure in the displacement valve and
changes the minimum current required to start destroking the pump.
NOTE: Do not adjust the current adjustment screw in chassis. This adjustment should
only be done on a hydraulic test stand.
The high pressure cut-off valve controls the maximum pressure in the fan drive system. The
high pressure cut-off valve controls the flow of pump output pressure to the minimum angle
actuator piston. When system pressure is at maximum, the high pressure cut-off valve sends oil
to the minimum angle actuator piston and moves the swashplate to the minimum flow position.
The high pressure cut-off valve for the pump should be set at a minimum of 2070 kPa (300 psi)
above the pressure that is required in order to maintain the maximum fan speed of 817 rpm.
When accelerating from LOW IDLE to HIGH IDLE, the fan drive pressure will spike to start
the fan rotation. The spike pressure may be the pump high pressure cut-off setting.
To determine the correct high pressure cut-off setting at altitudes above sea level, use ET to
override the hydraulic fan speed to 817 rpm, raise the engine speed to HIGH IDLE, and record
the pump pressure and fan speeds. We now know what pressure is required to rotate the fan at
817 rpm at the current altitude. For example, at our current altitude, it required approximately
16675 kPa (2420 psi) to rotate the fan at 817 rpm. Pump cut-off pressure should be set a
minimum of 2070 kPa (300 psi) above the pressure required to maintain the maximum fan speed
(817 rpm) with the solenoid unplugged. This will vary with the elevation above sea level. So,
at this altitude we should set the pump cut-off pressure to a minimum of 18740 kPa (2720 psi).
To adjust the pump high pressure cut-off setting, install a blocker plate in the pump outlet port
and disconnect the fan drive pump solenoid. Start the engine and run at LOW IDLE. The pump
will destroke and operate at minimum flow and maximum pressure (High Pressure Cut-off).
Adjust the high pressure cut-off to the specification.
08/06
107
Shown is the fan drive makeup valve (1). The makeup valve is located behind the lower right
section of the radiator. Supply oil flows from the fan drive pump through the makeup valve to
the fan drive motor. Return oil also flows from the fan drive motor through the makeup valve.
Return oil from the fan motor is used as makeup oil to prevent a vacuum condition in the fan
motor when the fan operation stops.
If supply oil to the fan stops suddenly, the fan and motor may continue to rotate because of the
mass of the fan. Continued rotation of the fan motor would create a vacuum in the supply circuit
between the fan drive pump and motor. The makeup valve allows oil to flow from the return
side of the circuit to the supply side and prevents a vacuum.
The fan drive pressure tap (2) is used to measure fan drive pump pressure. Pump pressure
should be between 0 to 22750 kPa (0 to 3300 psi) at sea level. Pump pressure is adjusted at the
high pressure cut-off valve mounted on the fan drive pump (see Visual No. 104). The pressure
will vary depending on the desired fan speed set by the Brake ECM.
08/06
POWER TRAIN
793D
108
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
- Final drives
INSTRUCTOR NOTE: In this section of the presentation, component locations and a

brief description of the component functions are provided.
08/06
2 1
109
The first component in the power train is the torque converter. The torque converter provides a
fluid connection that permits the engine to continue running with the truck stopped. In converter
drive, the torque converter multiplies torque to the transmission. At higher ground speeds, a
lockup clutch engages to provide direct drive. The NEUTRAL and REVERSE ranges are
converter drive only. FIRST SPEED is converter drive at low ground speed and direct drive at
high ground speed. SECOND through SIXTH SPEEDS are direct drive only. The torque
converter goes to converter drive between each shift (during clutch engagement) to provide
smooth shifts.
Mounted on the torque converter are the inlet relief valve (1), the outlet relief valve (2), and the
torque converter lockup clutch control valve (3).
08/06
Lockup Piston Turbine Impeller

TORQUE CONVERTER
Stator CONVERTER DRIVE
Torque Converter
Inlet Oil
Freewheel Torque Converter

Assembly Lockup Oil Passage
110
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 (orange) 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.
08/06
Lockup Piston Turbine Impeller

TORQUE CONVERTER
DIRECT DRIVE
Stator
Torque Converter
Inlet Oil
Freewheel Torque Converter

Assembly Lockup Oil Passage
111
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 speed.
08/06
1 2 3
112
Power flows from the torque converter through a drive shaft to the transfer gears (1). The
transfer gears are splined to the transmission.
The transmission (2) is located between the transfer gears and the differential (3). The
transmission is electronically controlled and hydraulically operated like all other ICM
(Individual Clutch Modulation) transmissions in Caterpillar rigid frame trucks.
The differential is located in the rear axle housing behind the transmission. The differential
divides the power to the right and left axle shafts. Torque is transmitted equally from the
differential through the two axle shafts to the final drives. The differential adjusts the speed of
the axle shafts for vehicle cornering, therefore, the power delivered to the axle shafts is unequal
during cornering. The final drives are double reduction planetaries.
Located on the transfer gears is the torque converter output speed sensor (4). The Converter
Output Speed (COS) sensor (4) 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. The COS sensor is a passive, two wire type sensor.
08/06
TORQUE CONVERTER AND

TRANSMISSION HYDRAULIC SYSTEM
TC Lockup Torque Converter /

Valve Transmission Cooler
TC Charging
Filter
Transmission
Charging Filter Breather TC Lockup
TC Outlet Valve
Relief
Valve
Priming
Bleed
TC Inle
Orifice
Relief
Valve
TC Outlet
Orifice
and
TC / Trans Screen
Return Return
Pumps Screen
Transmission Screen Suction
Magnetic Screen
Screens
Suction
Manifold
113
Power Train Hydraulic System
Shown is the torque converter and transmission hydraulic system. A four section torque
converter and transmission pump is located at the rear of the torque converter. The four sections
(from rear to front) are:
1. Transmission lube
2. Transmission charging
3. Torque converter charging
4. Transmission scavenge
The transmission lube, transmission charging and torque converter charging sections pull oil
from a manifold in the torque converter housing. Oil from the cooler does not return directly to
the sump. Rather, it is used for transmission lube and recirculation through the torque converter.
08/06
1 2 3 4
114
The torque converter housing is the oil sump for the torque converter and transmission oil
supply.
A four-section torque converter and transmission pump is located at the rear of the torque
converter. The four sections (from rear to front) are:
1. Transmission lube
2. Transmission charging
3. Torque converter charging
4. Transmission scavenge
The transmission lube pump section pulls oil from the end of the manifold that is supplied by the
cooler return line. All of the oil going to this section of the pump comes from the cooler return
line.
Oil flows from the transmission lube section of the pump to the transfer gears. Transmission
lube oil flows through the transfer gears and the transmission to cool and lubricate the internal
components.
The transmission charging pump section pulls oil from the end of the manifold that is supplied
from the sump in the converter housing. All of the oil to this pump section comes from the
sump.
08/06
A small amount of oil from the transmission charging pump section flows through a priming
bleed orifice to the outlet of the lube pump section. Most of the oil flows through the
transmission charging filter. From the filter, transmission charging oil flows in the following
two directions:
- Transmission charging oil flows to the torque converter lockup clutch valve located on top
of the torque converter.
- Transmission charging oil also flows to the transmission control valves located on top of
the transmission.
Oil that is not used to actuate the clutches flows back to the converter housing and joins with
flow from the converter charging pump section at the inlet relief valve.
The torque converter charging pump section pulls oil from the middle of the manifold in the
torque converter housing. Oil is supplied both from the cooler return line and from the sump.
Oil flows from the torque converter charging pump section through the torque converter
charging filter to the torque converter inlet relief valve. Transmission charging oil joins with the
torque converter charging oil at the inlet relief valve. The charging oil flows through the torque
converter, the outlet relief valve, the torque converter outlet screen, and the power train oil
coolers. The oil flows through the coolers and returns to the torque converter housing.
The transmission scavenge section pulls oil through the magnetic screens located at the bottom
of the transmission. The scavenged oil from the transmission is transferred into the torque
converter housing through the transmission oil return screen located behind the cover (5).
08/06
115
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 torque converter and
transmission pump.
08/06
116
The three rear sections of the torque converter and transmission pump pull oil from a manifold
in the torque converter housing sump. One end of the manifold is supplied with oil from the
transmission and torque converter oil cooler return line. The other end of the manifold is
supplied with oil drawn from the sump through a suction screen that is located behind the cover
(arrow).
08/06
117
Oil flows from the torque converter charging section of the torque converter and transmission
pump to the torque converter charging filter (1) located on the front of the hydraulic tank.
A torque converter charging filter bypass switch (2) provides an input signal to the VIMS, which
informs the operator if the torque converter charging filter is restricted.
Oil flows from the torque converter charging filter to the torque converter inlet relief valve
where it combines with oil coming from the transmission controls at the supply port.
08/06
118
Oil flows from the torque converter charging filter to the inlet relief valve (arrow) mounted on
the torque converter. The inlet relief valve limits the maximum pressure of the supply oil to the
torque converter. The torque converter inlet relief pressure can be measured at this valve by
removing a plug and installing a pressure tap. Inlet relief pressure should not exceed
930 ± 35 kPa (135 ± 5 psi). If inlet relief pressure exceeds 930 kPa (135 psi), excess oil is
dumped directly back into the sump. Normally, the inlet relief pressure will be higher than the
outlet relief valve pressure.
Oil flows past the inlet relief valve and enters the torque converter.
08/06
3
4
2 1
119
Some of the oil will leak through the torque converter to the sump in the bottom of the housing.
Most of the oil in the torque converter flows through the torque converter outlet relief valve (1)
and an orifice in the housing that is in parallel with the outlet relief valve. The outlet relief valve
maintains the minimum pressure inside the torque converter. The main function of the outlet
relief valve is to keep the torque converter full of oil to prevent cavitation. The outlet relief
pressure can be measured at the tap (2) on the outlet relief valve. The outlet relief pressure
should be: 345 to 550 kPa (50 to 80 psi) at 1672 ± 65 rpm (TC Stall).
Oil from the torque converter outlet relief valve and orifice flows through the torque converter
outlet screen (3) to the torque converter and transmission oil cooler located on the right side of
the engine. Oil flows from the torque converter and transmission oil cooler back to the pump
supply manifold in the torque converter housing.
A torque converter outlet screen bypass switch (4) provides an input signal to the VIMS, which
informs the operator if the torque converter outlet screen is restricted.
A torque converter outlet temperature sensor (5) provides an input signal to the
Transmission/Chassis ECM. The Transmission/Chassis ECM sends a signal to VIMS, which
informs the operator of the torque converter outlet temperature.
08/06
120
Oil flows from the transmission charging section of the torque converter and transmission pump
to the transmission charging filter (1).
A transmission charging filter bypass switch (2) provides an input signal to the
Transmission/Chassis ECM. The Transmission/Chassis ECM sends the signal to VIMS, which
informs the operator if the transmission charging filter is restricted.
Transmission charging oil flows in two directions from the transmission charging filter:
- Transmission charging oil flows to the torque converter lockup clutch valve located on top
of the torque converter.
- Transmission charging oil also flows to the transmission control valves located on top of
the transmission.
08/06
3
1
121
The transmission charging 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 control, signal oil flows though hose (2) and begins the sequence
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 2150 to 2350 kPa (310 to 340 psi) at 1300 rpm.
To test the lockup clutch pressure, use the following procedure:

1. Label and disconnect the harness connectors from the upshift, downshift, and lockup
solenoids.
2. Make sure the wheels are blocked, the parking brake is ENGAGED, and the transmission
is in NEUTRAL. Start the engine.
3. In NEUTRAL, the downshift solenoid receives +Battery voltage from the
Transmission/Chassis ECM. Connect the downshift solenoid harness to the lockup
solenoid and the lockup clutch will ENGAGE.
4. Increase the engine speed to 1300 rpm and read the pressure on the gauge.
Do not adjust the lockup clutch maximum pressure. If the lockup clutch maximum pressure is
not correct, verify that the lockup clutch primary pressure is correct. If the lockup clutch
primary pressure is correct, check for loose or sticking components or debris in the valve. If
these components are not the problem, change the load piston springs. If the load piston springs
are replaced, be sure to reset the lockup clutch primary pressure.
08/06
TORQUE CONVERTER LOCKUP CLUTCH CONTROL

DIRECT DRIVE
Pilot Oil
Lockup Pressure
Select or Modulat ion Valve
Pist on ( RV)
Load Load Pist on

Lockup
Solenoid Pist on Plug
Signal Oil To Lockup

To Load Clut ch ( LU)
Transmission Pist on
Lube Pump Orifice Pilot
Reducing
Valve
From To
Transmission St at ion Ret urn
Charge "D" Shut t le Spring
Pump Valve
Relay Valve From

Transmission Charging
Pump ( PMP)
122
Shown is a sectional view of the torque converter lockup clutch valve in DIRECT DRIVE.
Supply oil from the transmission charging pump is used to provide pilot pressure, signal
pressure, primary pressure, and lockup clutch pressure.
First, supply pressure is reduced to provide pilot (RV) pressure. Supply oil to the pilot Reducing
Valve (RV) flows through cross-drilled 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 spring force and the force due
to the pressure in the slug cavity balance, and oil is metered into the pilot oil pressure passage.
The spring force can be adjusted with shims to control pilot (RV) pressure. Pilot (RV) pressure
is 1725 ± 70 kPa (250 ± 10 psi).
08/06
The lockup solenoid is energized and directs pump supply (signal) pressure to the relay valve.
The signal oil pressure moves the spool in the relay valve and flows to the inlet port of the
transmission lube pump. Since the signal oil flow is restricted, the signal pressure measured at
the relay valve will be less than pump pressure. When the relay valve spool is moved by the
signal oil pressure, pilot oil flows to a shuttle valve. Pilot oil moves the shuttle valve to the right
which closes the drain and opens the check valve. Pilot oil then flows to the selector piston.
Moving the selector piston blocks a drain passage and compresses the load piston springs.
After the clutch fills, but the load piston is still at the top against the selector piston, lockup
clutch pressure is at its lowest controlled value. This value is called "primary pressure."
Primary pressure is 1030 ± 35 kPa (150 ± 5 psi). Primary pressure is adjusted with shims in the
load piston after the load piston plug is removed.
When the selector piston moves down, the load piston also moves down and compresses the
load piston springs and moves the modulation reduction valve spool down against the force of
the return spring. This initial movement opens the supply passage (from the transmission charge
pump) and permits pressure oil to flow to the clutch. As the clutch fills, pressure oil opens the
ball check valve and fills the slug chamber at the bottom of the reduction valve spool. At the
same time, oil flows through the load piston orifice and fills the chamber between the end of the
load piston and the selector piston. While the clutch is filling, the pressure in the chamber is not
high enough to move the load piston inside the selector piston. After the clutch fills, the load
piston orifice helps control the rate of modulation.
At the end of modulation, the load piston has moved completely down against the stop and the
clutch pressure is at its maximum setting. Because this is a modulation reduction valve, the
maximum pressure setting of the clutch is lower than the transmission charge pressure. At the
end of the modulation cycle, the pressure in the slug chamber moves the reduction valve a small
distance up to restrict the flow of supply oil to the clutch. This is the "metering position" of the
reduction valve spool. In this position, the valve maintains precise control of the clutch
pressure. The lockup clutch pressure is 2150 to 2350 kPa (310 to 340 psi) at 1300 rpm.
Do not adjust lockup clutch final pressure. If the primary pressure is correct and final lockup
clutch pressure is incorrect, check for loose or sticking components or debris in the valve. If
these components are not the problem, change the load piston springs. If the load piston springs
are replaced, be sure to reset the lockup clutch primary pressure.
08/06
3
5
4 2 1
123
The transmission charging pump supplies oil to the transmission hydraulic control valve and the
shift solenoids through the inlet port (1). Transmission charging oil not used to fill the clutches
flows to the torque converter inlet relief valve 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 relay 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).
Transmission charging pressure measured at pressure tap (5) should be:
Converter Drive - Low Idle: > 2515 kPa (365 psi)

High Idle: < 3065 kPa (445 psi)
Direct Drive - 1300 rpm: 2310 ± 70 kPa (335 ± 10 psi)

08/06
4 3
124
Shown is the Individual Clutch Modulation (ICM) transmission hydraulic control valve.
Transmission clutch pressures are measured at the pressure taps (1).
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 adjusted to obtain a pump supply pressure of
2310 ± 70 kPa (335 ± 10 psi) at 1300 rpm while in DIRECT DRIVE. A pilot pressure between
2410 to 2755 kPa (350 to 400 psi) in CONVERTER DRIVE will result from this adjustment.
Pilot pressure is measured at plug (2).
The "D" Station (3) is used to control the dual stage relief valve setting for the clutch supply
pressure. In DIRECT DRIVE, clutch supply pressure is reduced to extend the life of the
transmission clutch seals. In DIRECT DRIVE, clutch supply pressure should be 1620 ± 70 kPa
(235 ± 10 psi). The corresponding transmission charge pressure is 2310 ± 70 kPa (335 ± 10 psi).
The transmission lube pressure relief valve (4) limits the maximum pressure in the transmission
lube circuit. The lubrication oil is used to cool and lubricate all of the gears, bearings, and
clutches in the transmission and transfer gears.
08/06
TRANSMISSION ICM
HYDRAULIC SYSTEM
Upshift Downshift
NEUTRAL Pressure Pressure
Lockup Downshift Upshift

Solenoid Solenoid Solenoid Rotary Actuator A
On
E
To Torque Converter Neutralizer

B
Relay Valve Valve
Priority Rotary
Pilot Oil Reduction Selector
Pressure Valve Spool
Pump F
Transmission Pressure
Charging
Filter C
Lube
Charging Pump
Pump Scavenge
Pump
G
To TC
Inlet D
Relief
Valve
H
Lube
Pressure
Lockup Dual
Stage Relief Valve Pressure Control
Selector Valve Group
Relief Valve Group
Torque Converter
Housing Lubrication
Transmission Case Relief Valve
125
This schematic shows the conditions in the system with the ENGINE STARTED and the
transmission in NEUTRAL. The priority reduction valve has three functions: First, It
controls the pressure of the pilot oil (orange) that is used to initiate clutch engagement. Second,
it makes sure that pilot pressure is available at the neutralizer valve before pressure oil (red) is
sent to the remainder of the system. Third, it is adjusted to obtain a pump supply pressure of
2310 ± 70 kPa (335 ± 10 psi) in DIRECT DRIVE. A pilot pressure between 2410 to 2755 kPa
(350 to 400 psi) in CONVERTER DRIVE will result from this adjustment.
The neutralizer valve moves only when the rotary selector spool is in the NEUTRAL position.
When the rotary selector spool is in the NEUTRAL position and the engine is started, pump oil
flows through a passage in the center of the neutralizer valve, flows up around the check ball,
pressurizes the top of the valve, and then moves down. In this position, the neutralizer valve
directs pilot oil to the center of the rotary selector spool. If the rotary selector spool is not in the
NEUTRAL position during engine start-up, the neutralizer valve will block the flow of pilot oil
to the rotary selector spool.
08/06
Directly below the neutralizer valve is the main relief valve. This valve limits the maximum
system pressure. The main relief valve is adjusted to obtain the following pressures in
CONVERTER DRIVE only:
Low Idle: > 2515 kPa (365 psi) High Idle: < 3065 kPa (445 psi)
The lube supply pressure is limited by the lube relief valve. The lubrication oil is used to cool
and lubricate all of the gears, bearings, and clutches in the transmission and transfer gears.
To initiate a shift, pressure oil from either the upshift or downshift solenoid is sent to the rotary
actuator. Inside the actuator housing is a rotating vane which divides the actuator into two
chambers. Pressure oil from the upshift solenoid causes the vane to rotate in one direction while
pressure oil from the downshift solenoid causes the vane to rotate in the opposite direction. The
vane is connected to and causes rotation of the rotary selector spool inside the selector valve
group.
Oil flows from the charging pump, through the charging filter, and is sent directly to the three
solenoids and the selector valve group. Pump flow is blocked at the upshift and lockup solenoid
and, because the downshift solenoid is continuously energized in NEUTRAL, the valve in the
solenoid is open. This condition permits oil to flow to the rotary actuator. Pressure on the
downshift side of the rotating vane in the rotary actuator keeps the vane and the rotary selector
spool in the NEUTRAL position until a shift is made.
The rotary selector spool is actually a hollow rotating shaft. A plug and screen assembly inside
the spool divides the center cavity into two separate oil chambers.
During operation, pilot oil from the upper chamber is directed to the pressure control valve
group to initiate clutch engagement. For any gear except NEUTRAL, two of the outlet ports
from the upper chamber are aligned with drilled passages in the selector valve body. For
NEUTRAL, only one outlet port permits pilot oil to flow to the pressure control valve group.
The lower chamber in the rotary selector spool is always open to drain. For each gear position
except NEUTRAL, all but two of the drain ports are open to drain. Whenever a clutch station is
engaged, the lower half of the spool blocks the drain passage to that station.
08/06
TRANSMISSION ICM
HYDRAULIC SYSTEM
DIRECT DRIVE
Upshift Downshift
Pressure Pressure
Lockup Downshift Upshift

Solenoid Solenoid Solenoid Rotary Actuator A
On
3
E
To Lockup Clutch N1
Relay Valve B
Neutralizer
Priority Valve Rotary
Pilot Oil Reduction
To Lockup Selector
Clutch Valve Pressure Valve Spool
Supply Pump F
Pressure
Charging Lube
Pump Pump Scavenge
Pump G
To TC
Inlet D
Relief
Valve H
Lube
Pressure
Lockup Dual
Stage Relief Valve Pressure Control
Selector Valve Group Group
Relief Valve
Torque Converter Lubrication

Housing Transmission Case Relief Valve
126
This schematic shows the components and the oil flow in the system during operation in FIRST
GEAR DIRECT DRIVE. The upshift solenoid is energized and directs pump oil to the rotary
actuator. The rotary actuator moves the rotary selector spool to the desired gear position and the
upshift solenoid is de-energized. The rotary spool selects two stations (B and F) which modulate
the two clutches.
To shift from NEUTRAL to any other gear, the rotating vane must turn in the clockwise
direction to the selected gear position. When the shift is indicated, pressure oil from the upshift
solenoid is sent to the lower inlet port. The pressure oil moves the check valve toward the center
of the actuator housing until the check valve covers a drain passage located near the inner end of
the inlet passage. The pressure oil then flows through the check valve and fills the small space
between the two vanes.
As the pressure increases, the rotating vane moves in the clockwise direction to the appropriate
gear position. Any oil that was in the chamber on the nonpressurized (downshift) side of the
vane is forced out of the chamber by the movement of the vane.
08/06
As the oil flows out of the chamber, it moves the upper check valve away from the center of the
actuator housing. This movement opens a drain passage located near the inner end of the upper
check valve passage and permits the oil to flow out of the center chamber. The check valve
closes and prevents oil from flowing to the other solenoid.
This sequence is just the opposite for downshifts (when the rotating vane moves in the
counterclockwise direction).
The transmission control group uses a dual stage relief valve for clutch supply pressure. The
"D" Station is used to control the dual stage relief valve setting for the clutch supply pressure.
In DIRECT DRIVE, clutch supply pressure is reduced to extend the life of the transmission
clutch seals.
The rotary selector spool is in a position that engages two clutches. Pump supply oil from the
lockup solenoid flows through a check valve to the selector piston in station "D." Station "D"
reduces the clutch supply pressure, and the reduced pressure flows to the lower end of the relief
valve. Providing oil pressure to the lower end of the relief valve reduces the clutch supply
pressure. Station "D" should be adjusted to obtain a DIRECT DRIVE clutch supply pressure of
1620 ± 70 kPa (235 ± 10 psi) when engine speed is 1300 rpm.
NOTE: To engage the lockup clutch and put the torque converter in DIRECT DRIVE,
use the following procedure:
1. Label and disconnect the harness connectors from the upshift, downshift, and lockup
solenoids.
2. Put a gauge on the pressure tap for station "C" (No. 3 clutch).
3. Make sure the wheels are blocked, the parking brake is ENGAGED, and the
transmission is in NEUTRAL. Start the engine.
4. In NEUTRAL, the downshift solenoid receives +Battery voltage from the
Transmission/Chassis ECM. Connect the downshift solenoid harness to the lockup
solenoid and the lockup clutch will ENGAGE.
5. Increase the engine speed to 1300 rpm and read the pressure on the gauge.
08/06
The 793D truck transmission control and torque converter lockup pressure settings require that
pressures are set in the correct sequence. Use the recommended pressure adjustment sequence
below:
1. CONVERTER DRIVE Pump Pressure: Adjust the main relief valve to obtain the following
pressures in CONVERTER DRIVE only. Low Idle: > 2515 kPa (365 psi)
High Idle: < 3065 kPa (445 psi). Measure CONVERTER DRIVE Pump Pressure at the
pressure tap on the solenoid manifold (See Visual No. 123).
2. Clutch Supply Rail Pressure: Adjust Station "D" to obtain a DIRECT DRIVE clutch supply
pressure of 1620 ± 70 kPa (235 ± 10 psi) at 1300 rpm. Measure Clutch Supply Rail Pressure
at Clutch No. 3 (station C) while in NEUTRAL and DIRECT DRIVE.
3. DIRECT DRIVE Pump Pressure: Adjust the Priority Reducing Valve to obtain a DIRECT
DRIVE Pump Pressure of 2310 ± 70 kPa (335 ± 10 psi). Measure DIRECT DRIVE Pump
Pressure at the pressure tap on the solenoid manifold (See Visual No. 123). A pilot pressure
between 2410 to 2755 kPa (350 to 400 psi) in CONVERTER DRIVE will result from this
adjustment.
4. Lockup Clutch Pilot (RV) Pressure: Adjust the Lockup Clutch Pilot Pressure to obtain
1725 ± 70 kPa (250 ± 10 psi). Measure the pressure at the plug labeled "RV" on the torque
converter lockup valve.
5. Lockup Clutch Primary Pressure: Adjust the Lockup Clutch Primary Pressure to obtain
1030 ± 35 kPa (150 ± 5 psi). Measure the pressure at the pressure tap on the torque converter
lockup valve (See Visual No. 121). A Lockup Clutch Pressure of 2150 to 2350 kPa
(310 to 340 psi) at 1300 rpm should result from this adjustment.
08/06
VALVE STATION
CLUTCH RELEASED
Slug Ball Check Valve
Load Piston Selector Piston
Pilot Oil
Passage
Plug
Return
Decay Orifice
Spring
(Optional)
Drain Load Load

Drain
Piston Piston
Orifice Plug
Modulation Clutch To Clutch
Reduction Supply Clutch Pressure
Valve Rail Tap
127
Since the six valve stations that directly control clutches contain the same basic components, an
explanation of the operation of one station can be applied to the operation of the remaining five
stations. Station "D" is different.
The six stations that control the clutches contain load piston orifices (sometimes called
"cascade" orifices). The load piston orifices control the clutch modulation. The thicker the
orifice, the slower the modulation. The retaining springs for the load piston orifices are
identical, but the orifices vary in thickness from one station to another. Many of the stations are
equipped with decay orifices. Check the parts book for proper component placement.
In this schematic, the engine has been started, but the clutch for this station has not been
engaged. While the engine is running, pump (or system) pressure is always available at the
modulation reduction valve spool; but, until pilot oil from the rotary selector spool is sent to the
right (outer) end of the selector piston, there can be no valve movement and the clutch cannot be
engaged.
08/06
VALVE STATION
CLUTCH FILLING
Pilot Oil
Passage
Plug
Return Decay Orifice

Spring (Optional)
Drain Load Load

Drain
Piston Piston
Orifice Plug

Valve Rail Tap
128
This schematic shows the relative positions of the valve station components during clutch fill
(movement of the clutch piston to make contact with the discs and plates). Valve movement is
initiated when pilot oil from the rotary selector spool moves the selector piston to the left as
shown. Movement of the selector piston accomplishes two purposes:
1. The drain passage at the decay orifice is blocked.

2. The load piston springs are compressed.
Compressing the load piston springs moves the reduction valve spool to the left against the force
of the return spring. This movement opens the supply passage and permits pressure oil to flow
to the clutch. As the clutch fills, pressure oil opens the ball check valve and fills the slug
chamber at the left end of the reduction valve spool. At the same time, oil flows through the
load piston orifice and fills the chamber between the end of the load piston and the selector
piston. While the clutch is filling, the pressure in the chamber between the end of the load
piston and the selector piston is not high enough to move the load piston inside the selector
piston.
08/06
During clutch modulation, clutch pressure increases. After the clutch fills (the clutch piston has
moved against the discs and plates), the pressure in the clutch, in the slug chamber, and in the
passage to the load piston orifice starts to increase. When the pressure in the chamber reaches
primary pressure, the load piston starts to move inside the selector piston.
The load piston orifice controls the flow of oil to the load piston chamber. This condition helps
control the rate of modulation. Filling the load piston chamber is made possible when the
selector piston covers the drain passage at the decay orifice.
The clutch pressure and the pressure in the slug chamber increase at the same rate. Just after the
clutch is filled, the pressure in the slug chamber moves the reduction valve to the right. This
movement restricts the flow of pressure oil to the clutch and briefly limits the increase of clutch
pressure. The pressure in the load piston chamber then moves the load piston farther to the left.
This movement increases the spring force and reopens the supply passage permitting the clutch
pressure to again increase.
This cycle continues until the load piston has moved completely to the left (against the stop).
The clutch pressure is then at its maximum setting. During modulation, the reduction valve
spool moves left and right while the load piston moves smoothly to the left.
08/06
VALVE STATION
CLUTCH ENGAGED
Load Selector
Piston Piston
Pilot Oil
Passage
Plug
Return
Decay Orifice
Spring
(Optional)
Drain Drain Load Load

Piston Piston
Orifice Plug

Valve Rail Tap
129
The load piston has now moved completely to the left against the stop. The modulation cycle is
completed and the clutch pressure is at its maximum setting. The position of the two-stage relief
valve affects clutch maximum pressure. If the two-stage relief valve is at high relief
(CONVERTER DRIVE), the clutch supply pressure is high.
At the end of the modulation cycle, the modulation reduction valve controls clutch pressure,
which will be lower than the clutch supply pressure. The pressure in the slug chamber moves
the reduction valve a small distance to the right to restrict the flow of supply oil to the clutch.
This is the "metering position" of the reduction valve spool. In this position, the modulation
reduction valve maintains precise control of the clutch pressure.
If the two-stage relief valve is at low relief (DIRECT DRIVE), the clutch supply pressure is
lower than the pressure which the modulation reduction valve is trying to maintain. The supply
oil connection to the clutch is not restricted, and the clutch pressure is the same as clutch supply
pressure.
08/06
During operation, an engaged clutch is designed to leak a relatively small but steady volume of
oil. As clutch leakage occurs, the clutch pressure and the pressure of the oil in the slug chamber
will start to decrease. At this point, the load piston springs move the reduction valve spool a
small distance to the left to open the supply passage. Pressure oil from the pump again enters
the clutch circuit and replaces the leakage. Then, the clutch pressure in the slug chamber moves
the spool back to the right thereby restricting the flow of supply oil to the clutch. This metering
action continues during the entire time that the clutch is engaged.
08/06
VALVE STATION
CLUTCH DECAY
Load Selector
Piston Piston
Pilot Oil
Passage
Plug
Return
Decay Orifice
Spring
(Optional)
Drain Drain Load Load

Piston Piston
Orifice Plug
Modulation Clutch To Clutch Clutch
Reduction Supply Pressure Tap
Valve Rail
130
During a shift, the pressure of the clutch (or clutches) being released does not immediately drop
to zero. Instead, the clutch pressure decreases at a controlled rate. Restricting the rate of clutch
pressure decay helps to maintain a positive torque at the transmission output shaft. This feature
minimizes the effects of tire and axle "unwinding" and permits smoother shifts. An immediate
drop in clutch pressure would permit a rapid deceleration of the power train components that
remain connected to the differential during a shift.
When a clutch is released, the chamber at the right (outer) end of the selector piston is opened to
drain through the lower chamber in the rotary selector spool. This condition permits the selector
piston and load piston to move to the right as shown. Clutch pressure starts to decrease, but
cannot drop to zero until the chamber between the load piston and the selector piston is drained.
The only way that oil can flow out of this chamber is through the decay orifice which was
uncovered when the selector piston moved to the right. As the load piston springs force the oil
from the load piston chamber, the clutch pressure gradually decreases. When the load piston has
moved completely to the right, the clutch pressure is zero.
08/06
"D" STATION
CONVERTER DRIVE
Passage
From Lockup
Solenoid
Plug
Return
Spring
Drain Blocking
Drain Plate
Modulation Clutch To Pressure

Reduction Supply Two-stage Tap
Valve Rail Relief
Valve
131
Shown is the "D" Station" in CONVERTER DRIVE. In CONVERTER DRIVE the lockup
clutch solenoid is de-energized and there is no pilot oil to the selector piston. The selector piston
is all the way to the right in the valve body and the load piston is all the way to the right in the
selector piston. The modulation reduction valve blocks the flow of oil to the two-stage relief
valve.
The "D" Station does not have a load piston orifice or a load piston plug. Instead, a blocker
plate is used to prevent oil from flowing between the load piston and the selector piston. The
load piston always moves with the selector piston.
08/06
"D" STATION
DIRECT DRIVE
Passage
From Lockup
Solenoid
Plug
Return
Spring
Drain Blocking
Drain Plate
Modulation Clutch To Pressure

Reduction Supply Two-stage Tap
Valve Rail Relief
Valve
132
Shown is the "D" Station" in DIRECT DRIVE. In DIRECT DRIVE the lockup clutch solenoid
is energized and pilot oil flows from the lockup solenoid to the selector piston. Pilot oil moves
the selector piston to the left. The load piston spring is compressed and moves the reduction
valve spool to the left against the force of the return spring. This movement opens the supply
passage and allows pressure oil to flow to the two-stage relief valve. Pressure oil also opens the
ball check valve and fills the cavity to the right of the slug. Pressure in the slug cavity balances
the force of the load piston spring and the reduction valve to control the pressure to the
two-stage relief valve.
Adding shims between the spring and the load piston will increase the pressure to the two-stage
relief valve and will lower the DIRECT DRIVE rail pressure.
08/06
Clutch SHIFT CYCLE

Pressure
(psi)
Transmission Converter
Clutch Slip Clutch Slip
400
Lockup Clutch Final Pressure
300
Transmission Clutch Final Pressure
200
Clutch 2 Lockup Clutch
Primary Pressure Primary Pressure
100
Lockup Clutch
Fill Pressure And Time
0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 Time
Clutch 2
Fill Pressure
and Time
Clutch 1 Clutch 2 Clutch 5 Lockup Clutch
133
This graph shows the clutch pressures as the ground speed increases and the transmission shifts
from FIRST to SECOND gear. The lockup clutch and clutch 1 are gradually released by the
controlling effects of the decay orifices. Clutch 2 fills and then the load piston orifice controls
the modulation of engagement. After clutch 2 has filled, the lockup clutch solenoid is energized.
The lockup clutch fills and modulates to final pressure.
There is some overlap between the decay of the clutch being released and the clutch being
engaged. This feature helps to minimize the unwinding motion of the power train and provide
smooth shifts.
Initial clutch engagement is the point where the operator can feel the transmission engaging a
gear (primary pressure). Complete clutch engagement is the point where the clutch stops
slipping and the transmission is fully engaged. Clutch pressures continue higher to ensure that
the clutches do not slip. Clutch slip is the time between initial clutch engagement (primary
pressure) and complete clutch engagement.
08/06
CLUTCH FILL AND MODULATION PROBLEMS

Clutch
Pressure
Maximum Pressure
High Primary Pressure (Clutch Rail Pressure)
Harsh Shift
Initial Clutch Final Clutch

Engagement Slow Engagement
(Primary Pressure) Modulation
Excessive Slip
Short
Fill Low Primary
Pressure
Excessive Slip
Time
Long
Fill
High Primary Low Primary Slow

Normal
Pressure Pressure Modulation
134
This graph shows the effects of the following conditions:
1. High primary pressure - Shorter fill and engagement times, which cause harsh shifts.
Maximum pressure is not affected because it is controlled by the two-stage relief valve
(in direct drive).
2. Low primary pressure - Longer fill and engagement times, which cause the plates and
discs to slip more before the engagement pressure holds them together. Maximum clutch
pressure might be lower and may cause slippage during conditions of heavy loading.
3. Slow modulation - This also causes more slip, similar to the low primary pressure. It can
be caused by a partially plugged load piston orifice or by wear in the valve station body,
load piston, or selector piston. The maximum clutch pressure would continue to be
controlled by the clutch supply rail pressure.
08/06
135
Oil flows from the transmission lube section of the torque converter and transmission pump to
the transfer gears through a hose (1). Transmission lube oil flows through the transfer gears and
the transmission to cool and lubricate the internal components.
The transmission lube oil temperature sensor (2) provides an input signal to the
Transmission/Chassis ECM. The Transmission/Chassis ECM sends the signal to VIMS, which
informs the operator of the temperature of the transmission lube oil.
The transmission lube pressure relief valve is in the transmission case near the transmission
hydraulic control valve (see Visual No. 124). The relief valve limits the maximum pressure in
the transmission lube circuit. Transmission lube oil pressure can be measured at the tap (3).
At LOW IDLE, the transmission lube pressure should be 5 to 65 kPa (.5 to 10 psi). At HIGH
IDLE, the transmission lube pressure should be 160 ± 50 kPa (23 ± 7 psi).
08/06
136
Transmission/Chassis Electronic Control System
Shown are the Electronic Control Modules (ECM's) installed in a 793D. The
Transmission/Chassis Electronic Control Module (ECM) (arrow) is located in the compartment
at the rear of the cab. The Transmission/ Chassis ECM used in the 793D trucks controls the
shifting of the transmission, torque converter lockup, the hoist system, the neutral-start feature,
transmission charge filter, temperature monitoring, and the automatic lubrication feature.
Because of the added functionality of the control, it is now referred to as the
Transmission/Chassis ECM.
The new control is a Multiple Application Control capable of 14 outputs (MAC 14). The
Transmission/Chassis ECM does not have a diagnostic window like EPTC II. Diagnostic and
programming functions must all be done with 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. ECAP cannot upload
"flash" files.
The Transmission/Chassis ECM looks like the Engine ECM with two 40-pin connectors. Also,
there is no access plate for a personality module.
08/06
TRANSMISSION/CHASSIS ELECTRONIC CONTROL SYSTEM

ECM Location Cat Data Link
Code
Shift Lever Electronic Service Tool
Position Switch
Engine ECM
Transmission Gear
Switch Brake ECM
Machine Lockout
Swit ch VIMS
Transmission Out put
Speed Sensor 2
Transmission Output Upshift Solenoid
Speed Sensor 1
Converter Output
Speed Sensor Downshift Solenoid
Engine Output
Speed Sensor
Service/retarder
Brake Lockup Solenoid
Pressure Switch
Parking / Secondary Brake
Pressure Switch Back-up Alarm
Body Relay
Position Sensor
Starter Solenoid
Key Start Switch
Low Steering Auto Lube Solenoid
Pressure Switch
Body Up Lamp
Hoist Lever
Position Sensor Hoist Lower Solenoid
Transmission Lube
Filt er Swit ch
Hoist Screen Switch Hoist Raise Solenoid
Transmission Oil
Temp Sensor Machine Lockout Solenoid
Transmission Charge
Filter Switch
Torque Converter Machine Lockout Lamp
Transmission Oil Oil Temp Sensor
Level Swit ch Throt t le Lock Lamp
Park Brake
Swit ch Main Power Relay
137
The purpose of the Transmission/Chassis ECM is to determine the desired transmission gear and
to energize solenoids to shift the transmission up or down as required based on information from
both the operator and machine.
The Transmission/Chassis ECM receives information 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 include the upshift, downshift and lockup solenoids, the back-up alarm, and
others.
08/06
The Engine ECM, the Brake ECM (ARC and TCS), the VIMS and the Transmission/Chassis
ECM all communicate with each other through the CAT Data Link. Communication between
the electronic controls allows the sensors of each system to be shared. Many additional benefits
are provided, such as Controlled Throttle Shifting (CTS). CTS occurs when the
Transmission/Chassis ECM tells the Engine ECM to reduce or increase engine fuel during a
shift to lower stress to the power train.
The Transmission/Chassis ECM is also used to control the hoist system on the 793D trucks.
The hoist lever 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 solenoids
located on the hoist valve is energized.
Many of the sensors and switches that provided input signals to the VIMS interface modules on
earlier 793 trucks have been moved to provide input to the Transmission/Chassis ECM and the
Brake ECM. Sensors and switches that were in the VIMS and now provide input to the
Transmission/Chassis ECM are:
- Low steering pressure
- Transmission oil temperature
- Torque converter oil temperature
- Hoist Screen bypass
- Transmission charge filter bypass
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 (up to 127) and the hour reading of the first and last
occurrence for each logged diagnostic code and event
- Display the definition for each logged diagnostic code and event
- Display load counters
- Display the lockup clutch engagement counter
- Display the transmission gear shift counter
- Program the top gear limit and the body up gear limit
- Enable or disable the hoist system
- Adjust the hoist LOWER speed
- Upload new Flash files (ET only)
08/06
INSTRUCTOR NOTE: Some of the Transmission/Chassis ECM input and output

components are shown during the discussion of other systems. See the following visual
numbers:
138. Shift lever position switch
139. Transmission gear switch
140. Transmission output speed sensors
117. Converter output speed
64. Engine output speed sensor
141. Service/Retarder brake pressure switch
141. Parking/Secondary brake pressure switch
142. Body position sensor
42. Key start switch
N/A. Low steering pressure switch (not shown)
168. Hoist lever position sensor
172. Hoist screen switch
137. Transmission oil temperature sensor
120. Transmission charge filter switch
119. Torque converter oil temperature sensor
55. Electronic service tool
61. Engine ECM
52. Brake ECM
50. VIMS
139. Upshift solenoid
139. Downshift solenoid
139. Lockup solenoid
141. Back-up alarm relay
N/A. Starter solenoid (not shown)
189. Auto lube solenoid (grease)
47. Body up dash lamp
174. Body lower solenoid
174. Body raise solenoid
The "ECM location code" is similar to the "harness code" designation referred to on earlier
electronic controls. The ECM location code consists of three pins (J1-21, 22 and 38) in the
ECM that can be either OPEN or GROUNDED. The combination of OPEN or GROUNDED
pins determines which function the ECM will perform. For example, if pin J1-22 is
GROUNDED and pins J1-21 and J1-38 are OPEN, that ECM will function as the
Transmission/Chassis ECM. When connecting a laptop with ET software, ET will also
automatically show this ECM as the Transmission/Chassis ECM. Pin J1-28 is also part of the
ECM location code. Pin J1-28 receives +Battery voltage to enable the location code parameter.
08/06
2
3
138
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.
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.
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).
08/06
4
2
139
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.
08/06
140
The Transmission Output Speed (TOS) sensors (1) are located on the transfer gear housing on
the input side of the transmission. Although the sensors are physically located near the input
end of the transmission, the sensors are measuring the speed of the transmission output shaft.
The sensors are a two wire passive type sensor. The passive speed sensor uses the passing teeth
of the output shaft to provide a frequency output. The signal from these sensors are used for
automatic shifting of the transmission. The signal is also used to drive the speedometer and as
an input to other electronic controls.
An 8T-5200 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.
08/06
3 2
141
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
the following 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.
Rapid upshifting and downshifting is always allowed. The anti-hunt timer prevents a rapid
upshift-downshift sequence or a rapid downshift-upshift sequence (transmission hunting). The
timer is active during normal operation. It is overridden when either the service/retarder or
parking/secondary brakes are engaged.
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.
The Traction Control System (TCS) also uses the service/retarder brake switch as an input
through the CAT Data Link (see Visual No. 226).
08/06
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 applied and pressure released, the
parking/secondary brake switch is closed when the brakes are not applied and opens when the
brakes are applied. This signal is used to override the anti-hunt timer, sense when the machine
is parked, and cancel the CTS function.
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.
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.
The system air pressure sensor (4) and the brake light switch 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 the signal to the VIMS, which informs the operator of the system
air pressure condition.
08/06
142
The body position sensor (1) is located on the frame near the left body pivot pin. A rod
assembly (not shown) 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 length of the rod between the sensor and the body
should be adjusted to the following dimension (center to center of the rod ends):
360 ± 3 mm (14.17 ± .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:
- Engine is running
- Hoist output is in FLOAT or LOWER
- No ground speed is present for one minute
- Body position sensor duty cycle output is stable for 23 seconds (body is down)
- Body position is different than previous calibration
- Duty cycle output from the sensor is between 3% and 30%
Use the VIMS display to view the body position. When the body is down, the VIMS should
display zero degrees. If the position is greater than zero degrees, the sensor rod may have to be
adjusted.
08/06
The body position signal is used for several purposes.
- 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
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.
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.
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.
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."
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.
08/06
TRANSMISSION/CHASSIS ECM
SYSTEMS CONTROLLED BY ECM
- Transmission Shifting - Torque Converter Lockup
- Top Gear Limit - Body Up Gear Limit
- Reverse Inhibitor - Body Hoist Control
- Starter Protection - Engine Oil Pre-lubrication
- Neutral Start - Fail In Gear Protection
- Shift Counter - Control Throttle Shifting (CTS)
- Load Counter - Directional Shift Management
- Back-up Alarm - Neutral Coast Inhibiting
- Anti-hunt - Engine Overspeed Protection
- Auto Lube (Grease)
143
Besides controlling the Transmission Shifting and Torque Converter Lockup, the
Transmission/Chassis ECM also controls other functions such as Engine Overspeed Protection,
Control Throttle Shifting (CTS), Directional Shift Management, Top Gear Limit, and Fail In
Gear Protection.
Top Gear Limit: The top gear limit is FIELD programmable from THIRD to SIXTH by use of
the ET or ECAP service tool. The Transmission/Chassis ECM comes from the factory set to the
maximum gear available (SIXTH GEAR). The transmission will NEVER shift to a gear above
the programmed top gear.
Body Up Gear Limit: (see Visual No. 143)
Reverse Inhibitor: (see Visual No. 143)
Body Hoist Control: (see Hoist System)

08/06
Starter Protection:
- The Transmission/Chassis ECM will only energize the Starter Relay if engine speed is 0
rpm.
- The starter is disengaged when engine rpm is greater than 300 rpm.
- If system voltage is greater than 36 volts, which is possible during abusive jump-starting
situations, the start output will not be energized in order to protect the machine starting
circuit.
Engine Oil Pre-Lubrication: (see Visual No. 70)
Neutral Start: The engine start function is controlled by the Engine ECM and the
Transmission/Chassis ECM. The Engine ECM provides a signal to the Transmission/Chassis
ECM regarding the engine speed and the condition of the engine pre-lubrication system. The
Transmission/Chassis ECM will energize the starter relay only when:
- The shift lever is in NEUTRAL.
- The engine speed is 0 rpm.
- The engine pre-lubrication cycle is complete or turned OFF.
Fail In Gear Protection: Prevents shifts to a gear that is not appropriate for the current ground
speed (engine overspeed protection). If the Transmission/Chassis ECM loses the ground speed,
shift lever switch or actual gear switch signals, the ECM will not energize the upshift or
downshift solenoids and will de-energize the lockup solenoid. This will keep the transmission
in the current gear and in CONVERTER DRIVE. If the signals return, the ECM will shift the
transmission to the correct gear for the current ground speed.
Shift Counter: A complete histogram of all shift events can be accessed with the ECAP or ET
service tool. To log an additional count, the transmission gear switch position must change and
hold the new position for .5 seconds. Shift counter information can be used to predict upcoming
transmission or torque converter lockup clutch service. The control will log a maximum of 1.2
million counts for each transmission gear position. The control will log a maximum of 12
million counts for the torque converter lockup clutch counter.
08/06
Control Throttle Shifting (CTS): Controlled throttle shifting is used to smooth shifting and
reduce driveline stress during all automatic transmission shifts. The Transmission/Chassis ECM
sends a signal to the Engine ECM through the CAT Data Link during each transmission shift to
reduce or increase the fuel flow, which reduces the torque during a shift.
During automatic upshifts, the Transmission/Chassis ECM sends a signal to the Engine ECM to
momentarily set the "Desired Engine Speed" to 1500 rpm.
During automatic downshifts, the Transmission/Chassis ECM sends a signal to the Engine ECM
to momentarily set the "Desired Engine Speed" to 1700 rpm.
CTS is cancelled if either the service/retarder or parking/secondary brakes are engaged.
Directional Shift Management: Directional shift management is used to reduce driveline

stress during directional shifts. The Transmission/ Chassis ECM sends a signal to the Engine
ECM during directional shifts to reduce the fuel flow, which reduces the torque during a shift.
If engine speed is greater than 1350 rpm when the operator shifts out of, into, or through
NEUTRAL, the Transmission/Chassis ECM sends a command for the "Desired Engine Speed"
to be briefly set to LOW IDLE. The Engine ECM briefly disregards the operator throttle, and
tries to slow the engine down for the duration of the shift.
Load Counter:
Resettable Load Count: The Transmission/Chassis ECM will log a Resettable Load
Count. The number of loads since last reset by using the ET or ECAP service tool can
be viewed. The number of loads is calculated as equal to the number of times the body
has been raised. The body is considered RAISED if the Body Position Sensor is in the
RAISED position for more than 10 seconds.
Permanent Load Count: The Transmission/Chassis ECM will log a Permanent Load
Count. The permanent load count cannot be reset. The total number of loads
accumulated since the machine was put into production can be viewed using the ET or
ECAP service tool.
08/06
Back-up Alarm: (see Visual No. 137)
Neutral Coast Inhibiting: When the transmission is in gear and the shift lever is placed in
NEUTRAL, the machine will remain in gear until the machine travel speed has been reduced to
8 km/h (5 mph). At 8 km/h (5 mph) the Transmission/Chassis ECM will shift the transmission
to NEUTRAL. Keeping the transmission in gear above 8 km/h (5 mph) will discourage high-
speed coasting in NEUTRAL. High-speed coasting in NEUTRAL can reduce transmission life.
This function does not prevent coasting in NEUTRAL, but makes it more difficult. The
operator CAN COAST in NEUTRAL if he starts down a hill in NEUTRAL and travel speed is
below 8 km/h (5 mph). If the operator does coast in NEUTRAL, at speeds above 12 mph,
engine speed will increase to 1300 rpm and an event will be logged by the Transmission/Chassis
ECM as "Coasting In Neutral." This information can be reviewed using the ECAP or ET
Service Tool.
Shifts to REVERSE from a forward gear are inhibited until travel speed is below 4.8 km/h (3
mph).
Anti-Hunt: During normal shifting, the ECM does not allow a turnaround shift for 2.3 seconds
after a shift occurs. A turnaround shift is an opposite shift from the previous shift. For
example, a downshift is prevented for 2.3 seconds after an upshift and an upshift is prevented
for 2.3 seconds after a downshift. This turnaround time delay allows conditions to stabilize
before an opposite shift. The delay prevents hunting between gears.
The ECM overrides the turnaround time delay when the operator applies the brakes.
Downshifts now occur immediately as a result of the decreasing transmission output speed.
This function is provided in case the operator is required to make a sudden stop.
The service/retarder brakes also provide elevated shift points in order to increase brake cooling.
Engine Overspeed Protection: If the engine speed (based on machine travel speed and gear)
increases to a pre-determined level which warrants action, the Transmission/Chassis ECM will
upshift the transmission ONE gear position past the operator's selection to protect the engine
from overspeed. If the transmission is already in the top gear, the Transmission/Chassis ECM
will shift the torque converter into CONVERTER DRIVE.
Auto Lube (grease): (see Visual No. 30)

08/06
TRANSMISSION / CHASSIS ECM

LOGGED EVENTS
- Coasting In Neutral
- Transmission Abuse
144
Coasting In Neutral: If the operator coasts in NEUTRAL at speeds above 19.3 km/h (12 mph),
engine speed will increase to 1300 rpm and an event will be logged by the Transmission/Chassis
ECM as a "Coasting in Neutral" event.
Transmission Abuse: If engine speed is greater than 1350 rpm when the operator shifts out of,
into, or through NEUTRAL, the Transmission/Chassis ECM sends a command for the "Desired
Engine Speed" to be briefly set to LOW IDLE. The Engine ECM briefly disregards the operator
throttle, and tries to slow the engine down for the duration of the shift.
If engine speed is greater than 1500 rpm when the operator shifts out of, into, or through
NEUTRAL, then the Transmission/Chassis ECM records a transmission abuse event. In this
case, the engine speed was so high, that the brief override of the throttle will not be sufficient to
prevent this shift from being abusive. In other words, the engine speed is too high for the engine
control to be able to bring it to nonabusive levels before the shift completes.
08/06
793D REAR AXLE LUBRICATION

WARM OIL
RAX Oil
Filter System
Pressure
Sensor Auxiliary RAX
Cooler Package
Priority Valve
Brake
Cooling Bypass Valve
Supply Mot or
Valve Differential
Lube
Final Drive
St eer Bypass
ACC Manifold
RAX
From Mot or
RAX Left Right
St eering Final Drive Final Drive
Pump
Pump St eering Lube Lube
Tank Banjo Housing
Sump
145
Rear Axle Lubrication
Shown is a schematic for the rear axle lubrication system. The system does not require that the
truck be moving to provide flow, so the flow can be adjusted according to the current conditions.
The steering pump supplies oil to the priority valve. Once the steering system demands are met,
the priority valve opens and sends oil flow to the other systems that are connected to the priority
valve. The priority valve opens at 18615 kPa (2650 psi). The other systems include the brake
cooling drive motor, the RAX motor, and the RAX cooling fan motor (if equipped).
A supply solenoid valve mounted on the priority valve manifold controls the oil to the RAX
system. The Brake ECM controls current that is sent to the supply solenoid based on the
combination of feedback from a temperature sensor mounted in the banjo housing and some
basic information about the state of the machine. When the supply solenoid is de-energized, oil
flow is directed to the rear axle (RAX) pump motor. When the supply solenoid is ON, oil flow
is blocked to the RAX pump motor.
08/06
The RAX pump motor drives the RAX pump sending flow first to the RAX oil filter and then to
the final drive bypass manifold. If the machine is equipped with the auxiliary cooler, oil flows
through the cooler prior to flowing to flowing to the bypass valve. An optional cooling oil fan is
used to reduce the temperature of the lube oil.
The bypass solenoid valve either sends oil to both the final drive and the differential bevel gear,
or bypasses the final drives. This bypass strategy prevents the final drives from receiving too
much oil flow under certain conditions. The tubes to the final drives and bevel gear contain an
orifice to balance the flow throughout the system.
Differential (Axle) Lube Pressure Sensor

The differential (axle) lube pressure sensor is used to sense the pressure in the rear axle lube
system. The sensor is located in the hydraulic lines on the rear differential housing. It is an
8 Volt 5khz PWM pressure sensor. It will be read by the Brake ECM.
Differential (Axle) Oil Temperature Sensor

The differential (axle) oil temperature sensor is used to sense the temperature of the oil in the
rear axle lubrication system. It is located on the front right of the rear differential housing below
the oil level. It is an 8 Volt 5Khz PWM sensor. It will be read by the Brake ECM.
Differential (Final Drive) Filter Switch

The rear axle filter bypass switch is used to sense when the rear axle lube oil filters have become
plugged to the point that they require changing. It is located on the rear differential housing on
the oil filter housing. The sensor should have a normally closed status and should have the
contacts open when the filter is plugged. It will be read by the Brake ECM.
Final Drive Bypass Solenoid Feedback

The final drive bypass solenoid feedback is used to read the status of the voltage being applied
to the final drive bypass solenoid. It is needed because the final drive bypass solenoid is being
operated from an Open Collector output driven by a relay. The Brake ECM cannot directly read
the status of the relay output without feedback. It will be read by the Brake ECM.
Rear Axle Pump Drive Oil Diverter Solenoid Feedback

The rear axle lube pump drive oil diverter solenoid feedback is used to read the status of the
voltage being applied to the RAX pump drive oil diverter solenoid lube pump control solenoid.
It is needed because the lube control solenoid is being operated from an Open Collector output
driven by a relay. The brake ECM cannot directly read the status of the relay output without
feedback. It will be read by the Brake ECM.
08/06
Final Drive Bypass Solenoid

The final drive bypass solenoid is used to divert oil flow away from the final drives. When the
solenoid is OFF, oil flows to the final drives and the differential. When the solenoid is ON, oil
flows to the differential only. It will be driven by the Brake ECM.
Rear Axle Lube Pump Drive Oil Diverter Solenoid
The rear axle lube pump drive oil diverter solenoid is used to divert oil flow away from the rear
axle lube pump and return it to tank. When the solenoid is OFF, oil flows to the rear axle
motor/pump. When the solenoid is ON, oil returns to tank. It will be driven by the Brake ECM.
Differential (Axle) High Speed Fan Solenoid (If Equipped)
The differential (axle) high speed fan solenoid is used to operate a cooling fan located at the rear
of the truck which cools the lube oil in the rear axle. The solenoid is a proportional flow type
solenoid with the following relationship of current to fan speed.
Attachment Fan Speed (rpm) Input Current (mA)

1200 200
1000 450
800 504
600 546
400 576
200 600
If the solenoid is unplugged or receives no current, then the fan will operate at maximum speed.
Although the solenoid is capable of variable flow, the fan and subsequently the solenoid will be
operated in only two positions, either full ON or full OFF. Full ON for the solenoid is to take
into account the maximum current capacity of the solenoid is 1 Amp. The solenoid will be
driven by the Brake ECM.
08/06
REAR AXLE LUBRICATION STRATEGY
Rear Axle Supply Solenoid Final Drive Bypass Solenoid

COLD COOL HOT COLD COOL HOT
Rear Axle < -3° C < -3 ° C -3 ° C t o 3 8 ° C > 38 ° C
-3° C t o 3 8 ° C > 38° C
Oil Temperature
(< 25° F) (25° F to 102° F) (> 102° F) (< 25 °F) (25 °F to 102 °F) (> 102 °F)
NOT Moving OFF OFF

OFF ON ON OFF
0 MPH ON after 5 mins ON after 5 mins
Moving
ON OFF OFF ON ON OFF
0-22 MPH
Moving Fast 5 mins ON

ON OFF OFF ON ON
> 2 2 MPH 1 min OFF
Gear Limit 3 rd 4th NO
146
This visual shows the lubrication strategy for the rear axle.
The main input that the Brake ECM uses to control the rear axle lube system is the temperature
of the rear axle oil. This temperature, along with some basic information about the state of the
machine, such as ground speed and engine speed, allows the Brake ECM to energize the rear
axle supply solenoid and the final drive bypass solenoid.
During start-up, the system is turned ON to charge the lube system. There is no advantage to
lubing the rear axle due to the high viscosity of the cold oil. Therefore, the system is turned
OFF after 5 minutes when the lube oil is cold. If the machine is traveling greater than 22 mph,
the lube to the final drives is cycled ON and OFF. This cycling prevents filling the final drives
due to the centrifugal force by keeping only a small amount of oil in the final drives.
The temperature gear limit is used to limit the actual transmission gear to keep the machine from
doing any high speed traveling until the differential oil has warmed up enough for the lube
system to be effective.
08/06
Rear Axle Lube Pump Drive Oil Diverter Logic

If the engine is off, then the rear axle pump drive oil diverter solenoid is off. This keeps the
batteries from being drained when the key is on without the machine running.
If the engine is running, or the running status is unknown, then the next set of conditions are
checked.
1. If the machine is NOT MOVING and the diverter temperature status is either COOL or
COLD and the diverter solenoid has been OFF for a minimum of 300 seconds, then the
rear axle pump drive oil diverter solenoid can be turned ON. The five minute delay is
intended to charge the system during typical machine start-up, and keep the RAX
diverter solenoid from cycling too often during typical machine operation.
2. If machine status is MOVING or MOVING FAST and the differential (oil) temperature
status is COLD, then the diverter solenoid will be turned ON to divert oil flow. There
is no advantage in lubing the rear axle due to the high viscosity of the rear axle lube oil
under these cold conditions.
3. If the temperature status is HOT (Moving, Moving Fast or NOT Moving) or COOL
with a MOVING or MOVING FAST machine status, then the diverter solenoid will be
turned OFF. This is the normal operating mode of the diverter. Oil will flow from the
engine driven pump, which will in turn drive the RAX motor, which will in turn drive
the RAX lube pump.
08/06
Definition of Temperature Modes for the Diverter Solenoid

Rear differential temperature is read by the brake control via the differential (axle) oil
temperature sensor. This temperature goes through the following logic to determine the
temperature status for the rear axle pump drive unloader:
- If temperature status was COLD and Temperature >= -4° C/25° F then go to COOL status
- If temperature status was COOL and:
1. Temperature <= -6° C/21° F then go to COLD status
2. Temperature >= +58° C/136° F then go to HOT status
- If temperature status was HOT and Temperature <= +56° C/133° F then go to COOL status
- If temperature status was UNKNOWN and:
1. If temperature is still UNKNOWN, then keep the status UNKNOWN.

2. If temperature just became known again, then assume that the status was COLD, and
use the normal temperature status table above to determine the new status.
Final Drive Bypass Solenoid Logic

If the engine is not running, then the final drive bypass solenoid is OFF. This keeps the batteries
from being drained when the key is on without the machine running.
If the engine is either running or engine operating status is unknown and final drive bypass
temperature status is either COOL or UNKNOWN, then the final drive bypass solenoid will be
ON.
If either of the above two statements are false, then the final drive bypass solenoid will be OFF.
If the engine is either running or engine operating status is unknown, and both the final drive
diverter temperature status is HOT and machine moving status is MOVING FAST, then the final
drive bypass solenoid will be ON, but should cycle OFF at regular intervals of one minute OFF
followed by five minutes ON.
NOTE: The reason for the cycling of the diverter in this state is to prevent the final
drives from filling with oil due to centrifugal force. The cycling attempts to keep only an
small amount of oil in the final drives.
08/06
Definition of Temperature Modes for the Final Drive Bypass Solenoid
Differential temperature is read by the brake control via the differential oil temperature sensor.
This temperature goes through the following logic to determine the temperature status for the
Final Drive Bypass function:
If temperature status was COLD and Temperature >= -7° C/19° F then go to COOL status
If temperature status was COOL and:
1. Temperature <= -9° C/16° F then go to COLD status
2. Temperature >= +60° C/140° F then go to HOT status
If temperature status was HOT and Temperature <= +58° C/136° F then go to COOL status.
If temperature status was UNKNOWN and:
1. If temperature is still UNKNOWN, then keep the status UNKNOWN.
2. If temperature just became known again, then assume that the status was COLD, and
use the normal temperature status table above to determine the new status.
Cold Differential Temperature Gear Limit
This feature is intended to keep the machine from doing any high speed running until the
differential oil has warmed up enough for the lube system to be effective.
If the differential temperature is faulted or below -4° C/25° F, the chassis ECM limits the
requested gear command to 3rd.
If the differential temperature is between -4° C/25° F and 38° C/100° F, then the requested gear
command is limited to 4th.
If the differential temperature is higher than 38° C/100° F, then there is no gear limit.
08/06
Machine Moving Status
The control determines the machine moving status for various purposes. The machine speed
from the transmission control, and the average speed of the left and right rear wheel speed
sensors are used to determine this status. Which ever speed is larger is used to determine the
status.
The machine moving status is determined in the following way:
If the machine moving status was NOT MOVING and Machine speed >= 1.00 mph then go to
MOVING status
If the machine moving status was MOVING and Machine speed <= 0.5 mph then go to NOT
MOVING status
If the machine moving status was MOVING and Actual Gear >= 6 then go to MOVING FAST
status
If the machine moving status was MOVING FAST and Actual Gear < 6 then go to MOVING
status
If the machine moving status was UNKNOWN and:
1. If the machine speed is still UNKNOWN, then keep the status UNKNOWN.
2. If the speed just became known again, then assume that the status was NOT MOVING,
and use the normal machine moving status table above to determine the new status.
or
1. If the engine speed is still unknown, then keep the status UNKNOWN.
2. If the speed just became known again, then assume that the status was OFF and use the
normal engine operating status table above to determine the new status
08/06
Machine Running Status

The control determines the engine operating status for various purposes. The engine speed from
the Engine ECM, and the speed from the brake control are used to determine this status.
Whichever speed is larger is used to determine the status.
The engine operating status is determined in the following way:
If engine operating status was OFF and Engine speed >= 500 rpm then go to RUNNING status
If the engine operating status was RUNNING and Engine speed <= 300 rpm then go to OFF
status
If the engine operating status was UNKNOWN and:
1. If the engine speed is still unknown, then keep the status UNKNOWN.
2. If the speed just became known again, then assume that the status was OFF and use the
normal engine operating status table above to determine the new status.
Differential (Axle) High Speed Fan Logic

The Rear Axle Lube Cooler is optional and may not be present on the machine. Presence of the
Rear Axle Lube Cooler is to be selected in software by human intervention.
If the Rear Axle Lube Cooler is not installed then the fan solenoid should always be OFF.
If the Rear Axle Lube Cooler is installed then the RAX cooler fan operating status is determined
in the following way:
1. If RAX cooler fan status was OFF then:
- If the Rear Axle Lube temperature is >= 85C then turn the Fan ON and start a 300
second run duration timer.
2. If the RAX cooler fan status is ON then:
- If the Rear Axle Lube temperature is <=80C AND the fan has been running for more
than 300 seconds (run duration timer expired) then turn the fan OFF.
08/06
1 2
147
Shown is the the pump drive motor and the lube pump for the continuous rear axle lubrication
system. The priority valve supplies oil to the pump drive motor (2). The pump drive motor (2)
turns the lube pump (1). The lube pump (1) pulls oil from the axle housing reservoir through
the suction screen (3).
The lube pump (1) sends oil to the RAX oil filter.
08/06
1 2
148
Shown is the RAX oil filter (1) and the final drive bypass manifold (2). Oil is sent from the
RAX pump through the filter (1) and to the final drive bypass manifold (2).
Oil flows from the final drive bypass manifold to the final drives and wheel bearing on both
sides of the truck. The final drive bypass manifold is controlled by the Brake ECM. When the
rear axle oil is below 39° C (102° F), the Brake ECM energizes the solenoid on the final drive
bypass manifold. When the solenoid is energized, oil sprays on the differential and the
differential warms the oil. In relation to the final drives this fulfills two functions:
First, the final drives are not overfilled with cold oil.
Second, the elevated level of oil in the bevel gear group reservoir allows the bevel gear
and pinion to churn the oil, causing rapid mechanical heating of the oil. The goal is to
get the oil in the system up to 39° C (102° F) as quick as possible so that normal filtering
of the oil and oil circulation through the final drives can occur.
When the rear axle oil temperature is above 39° C (102° F), the brake ECM de-energizes the
solenoid on the final drive bypass manifold. When the solenoid is de-energized, oil flows
through the manifold to the final drives and wheel bearing on both sides of the truck.
08/06
3
2
5 4
149
Shown is a close up of the RAX oil filter (1). An oil filter bypass switch (2) is located on the
filter housing. The bypass switch provides an input signal to the Brake ECM. The Brake ECM
sends the signal to the VIMS, which informs the operator the filter is restricted. If the filter is
restricted and oil temperature is above 60° C (140° F), a warning Category 1 will be logged after
20 seconds. A warning Category 3 will be logged after 30 minutes.
Proper oil flow to the bevel gear bearing must be maintained at all times. Loss of low or
diminished flow will result in rapid bearing burn-up under high speed vehicle operating
conditions. The oil filter for the bevel gear group is an in-line bypass type. If the filter
bypasses, either due to cold oil or a plugged filter element, the bevel gear group will receive
unfiltered oil. In the case where the filter plugs due to contaminant build up, dirty oil is better
than no oil since the bevel gear group would progress to catastrophic failure rapidly without oil.
A differential oil pressure sensor (3) is also located on the filter housing. The pressure sensor
also provides an input signal to the Brake ECM.
When diverter solenoid (5) is deactivated, final drive oil pressure can be checked at tap (4).
08/06
Second Reduction Second Reduction

First Reduction
Ring Gear Carrier
Ring Gear
Second Reduction
Planetary Gear
Second Reduction
FINAL DRIVE Sun Gear
First Reduction
Sun Gear
First Reduction
Carrier
First Reduction
Planetary Gear
150
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.
08/06
STEERING
793D
151
STEERING
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.
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.
08/06
793D STEERING SYSTEM

Accumulators NO TURN
Solenoid and Priority

Relief Valve Manifold Valve
Steering
Control Valve
To
Brake Cooling
Mot or
Steering
Pump
Fan Pump
Hand Steering
Steering Steering Tank
Cylinders Metering Cooler
Unit
152
Shown is a schematic for the steering system. There is no mechanical connection between the
steering wheel and the steering cylinders that move the front wheels. The steering system is a
closed-center system. The 793D steering system operates at maximum pressure but minimum
flow once the demand of the steering system is met. The 793D is not a load sensing system. Oil
for the steering system is stored in the steering hydraulic tank.
08/06
5
1
4 2
153
The steering tank is located on the right platform. This tank supplies oil to the steering system,
the engine cooling fan motor, the brake cooling oil drive motor, the RAX motor, and the RAX
fan motor, if equipped. 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 marking of the
upper sight gauge (1). When the engine is running and the accumulators are fully charged, the
oil level should not be below the ENGINE RUNNING marking of the lower sight gauge (2). If
the ENGINE RUNNING level is not correct, check the nitrogen charge in each accumulator. A
low nitrogen charge will allow excess oil to be stored in the accumulators and will reduce the
secondary steering capacity.
A combination vacuum breaker/pressure relief valve is used to limit the tank pressure. Before
removing the fill cap, be sure that the engine was shut off with the key start switch and the oil
has returned to the tank from the accumulators. Depress the pressure release button (3) on the
breather to vent any remaining pressure from the tank.
Supply oil for the steering system is provided by a piston-type pump. Case drain oil from the
pump returns to the tank through the case drain filters (4). The remaining steering system oil
returns to the tank through the main steering filter (5). Both the filters are equipped with bypass
valves to protect the system if the filters are restricted or during cold start-up.
08/06
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 switch (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 detailed information on servicing the steering

accumulators, refer to the Special Instruction "Repair of 4T8719 Bladder Accumulator
Group" (Form SEHS8757) For more information on using the APU, refer to the Special
Instruction "Using 1U5000 auxiliary Power Unit (APU)" (Form SEHS8715 and "Using the
1U5525 Attachment Group: (Form SEHS8880).
08/06
154
The 793D truck is equipped with a pressure compensated, piston-type pump. The steering
pump (1) is mounted on the backside of the pump drive behind the torque converter housing.
Oil is supplied to the pump through the tube (3) coming from the steering tank. The steering
pump only operates when the engine is running and provides the necessary flow to the priority
valve. A load sensing controller (2) controls the pump output but without an external signal line.
08/06
1
5
6
155
Shown is the priority valve manifold on the 793D. The priority valve manifold is located on the
inside of the right frame rail.
Oil from the steering pump enters the manifold through the hose (4). The valve contains a
priority valve (6) which gives priority to the steering system. The priority valve remains closed
until the pressure in the steering system is 18615 kPa (2650 psi). The hose (2) allows the oil to
flow to the accumulators via the solenoid and relief manifold.
The hose (1) is a drain line and the hose (3) is connected to a pressure switch that monitors
pressure in the steering system.
The priority valve also contains a check valve (5) that maintains pressure in the steering system
when there is no flow from the steering pump. This allows the steering accumulators to
maintain pressure for steering with a dead engine or in the event of a pump failure.
Once the steering system requirements are satisfied, the priority valve will open and direct oil
flow to the remaining systems that are supplied by the manifold.
08/06
4
1
156
Steering pump supply oil flows from the priority valve to the solenoid and relief valve manifold.
The solenoid and relief valve manifold connects the steering pump to the accumulators and the
steering control valve. The solenoid and relief valve manifold also provides a path to drain for
the steering oil.
The accumulator bleed down solenoid (1) drains pressure oil from the accumulators when the
truck is not in operation.
The back-up relief valve (2) protects the system from pressure spikes if the pump cannot
destroke fast enough or limits the maximum pressure if the steering pump high pressure cutoff
valve does not open. The setting of the back-up relief valve is 26000 ± 400 kPa (3775 ± 60 psi).
Steering system oil samples can be taken at the steering system Scheduled Oil Sampling (S•O•S)
tap (3).
To operate the steering system on a disabled truck, an Auxiliary Power Unit (APU) can be
connected to the secondary steering connector (4) on the solenoid and relief valve manifold and
to a suction port on the steering hydraulic tank (see Visual No. 153). The APU will provide
supply oil to charge the accumulators. Steering capability is then available to tow the truck.
08/06
SOLENOID AND RELIEF VALVE MANIFOLD

To and From Supply
Accumulators From Priority Valve
To Steering
Control Valve
To Tank
Bleed Down
Solenoid
Back-up Relief
Valve
157
Shown is a sectional view of the solenoid and relief valve manifold. The accumulator bleed
down solenoid is activated by the bleed down solenoid shutdown control (see Visual No. 164)
when the key start switch is moved to the OFF position. The bleed down solenoid shutdown
control holds the solenoid open for 70 seconds.
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.
The back-up relief valve protects the steering system from pressure spikes if the pump cannot
destroke fast enough or limits the maximum pressure if the steering pump high pressure cutoff
valve does not open. Pressure oil from the steering pump works against the end of the back-up
relief valve and the spring. The relief valve unseats (opens) if oil pressure reaches
approximately 26000 ± 400 kPa (3775 ± 60 psi) at a flow of 8 ± 2 L/min. (2 ± .5 gpm). Oil then
flows past the relief valve and drains to the tank.
08/06
The back-up relief valve must only be adjusted on a test bench. The pressure setting of the
back-up relief valve can be changed by adjusting the spring force that keeps the relief valve
seated (closed). To change the relief valve setting, remove the protective cap and turn the
adjustment screw clockwise to increase the pressure setting or counterclockwise to decrease the
pressure setting. One revolution of the setscrew will change the pressure setting
3800 kPa (550 psi).
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.
08/06
158
The steering control valve (1) is pilot operated from the HMU in the operator’s station. Five
pilot lines connect these two components. The pilot lines send pilot oil from the HMU to shift
the spools in the steering control valve. The spools control the amount and direction of pressure
oil sent to the steering cylinders. Four pilot lines are used for pump supply, tank return, left turn,
and right turn. The fifth pilot line is for the load sensing signal.
08/06
Left Turn To Tank Right Turn

Cylinder Back Pressure
Cylinder
Valve
Relief / Makeup
Valve
Relief / Makeup
Valve
STEERING
DIRECTIONAL VALVE
NO TURN Right Turn Left Turn
Pilot Oil Pilot Oil
Combiner / Check Amplifier Spool
Spool
Priority Spool
Load
Sensing Port Hand Metering
From Unit Supply and
Accumulator Thermal Bleed
159
Shown is a sectional view of the steering control valve. The main components of the steering
control valve are: the priority spool, the amplifier spool with internal combiner/check spool, the
directional spool, the relief/makeup valves, and the back pressure valve.
Pressure oil from the accumulators flows past the spring biased priority spool and is blocked by
the amplifier spool. The same pressure oil flows through an orifice to the right end of the
priority spool. The orifice stabilizes the flow to the priority spool and must be present to open
and close the priority spool as the flow demand changes. The same pressure oil flows to the
HMU. After all the passages fill with pressure oil, the priority spool shifts to the left, but
remains partially open. In this position, the priority spool allows a small amount of oil flow
(thermal bleed) to the HMU and decreases the pressure to the HMU supply port. The "thermal
bleed" prevents the HMU from sticking.
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.
08/06
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 28500 +/-1000 kPa (4133 +/- 145 psi), the
relief poppet will open. A pressure drop occurs across the orifice. The pressure drop causes the
dump valve to move and allows oil to flow to the tank passage.
The relief action causes the makeup portion of the other relief/makeup valve to open and
replenish oil to the low pressure ends of the cylinders.
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 control valve must be removed and tested on a hydraulic test bench to accurately
check the setting of the relief/makeup valves. To functionally test the right relief/makeup valve,
install two Tees with pressure taps in the right turn steering hose at the steering cylinders. Steer
the truck all the way to the right against the stops and shut off the engine. An external pump
supply must be connected to one of the pressure taps on the right turn hose. Connect a pressure
gauge to the other pressure tap on the right turn hose. Pressurize the steering system and the
reading on the gauge will be the setting of the right relief/makeup valve.
To test the left relief/makeup valve, install two Tees with pressure taps in the left turn steering
hose at the steering cylinders. Steer the truck all the way to the left against the stops and shut
off the engine. An external pump supply must be connected to one of the pressure taps on the
left turn hose. Connect a pressure gauge to the other pressure tap on the left turn hose.
Pressurize the steering system and the reading on the gauge will be the setting of the left
relief/makeup valve.
NOTE: Using the functional test procedure to adjust the relief/makeup valves will
provide only an approximate setting. Accurate setting of the relief/makeup valves can
only be performed on a hydraulic test bench.
08/06
To Tank
Left Turn Right Turn Back
Cylinder Cylinder Pressure Valve
Relief / Makeup
Valve
Stabilizing Relief / Makeup

Orifice Valve
STEERING
DIRECTIONAL VALVE Directional
Spool
RIGHT TURN
Right Turn Left Turn
Pilot Oil Pilot Oil
Combiner / Check
Spool Amplifier Spool
Stabilizing
Orifice
Connecting
Pin Hole
Priority Spool
Load Sensing Port

Hand Metering
Mid-connecting From Unit Supply and
Pin Accumulator Thermal Bleed
160
When the steering wheel is turned to the RIGHT, the HMU "thermal bleed" and venting of the
four work ports (supply, tank, right turn and left turn) to the tank is stopped. Right turn pilot oil
flows into the left side of the directional spool through a stabilizing orifice and moves the
directional spool to the right. Movement of the directional spool allows pilot oil to flow to the
amplifier and combiner/check spools.
The pilot oil divides at the amplifier spool. Pilot oil flows through a narrow groove around the
combiner/check spool. The pilot oil is momentarily blocked until the amplifier spool moves far
enough to the right to allow partial oil flow through one of eight orifices.
Pilot oil also flows through a connecting pin hole and a stabilizing orifice to the left end of the
amplifier spool and causes the amplifier spool to move to the right. Accumulator oil at the
spring end (right end) of the amplifier spool flows through a mid-connecting pin to the left end
of the amplifier spool and also causes the amplifier spool to move to the right.
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.
08/06
The faster the steering wheel is turned, the farther the directional spool and the amplifier spool
are shifted. A higher flow rate is available, which causes the truck to turn faster. The ratio of
pilot and accumulator supply oil that combine is always the same because one orifice is
dedicated to pilot flow and seven orifices are dedicated to accumulator supply flow.
Steering resistance increases the supply (cylinder) pressure to the HMU and the load sensing
pilot line. The load sensing pilot line directs cylinder pressure to the priority spool. The
increased pressure in the load sensing line causes the priority spool to move to the right and
allows more oil flow to the HMU through the supply line. The load sensing port supply
pressure varies with the steering load. The priority spool moves proportionally, allowing
sufficient oil flow to meet the steering requirements.
Return oil from the cylinders flows across the directional spool, around the relief/makeup valve,
forces the back pressure valve open, and returns to the tank.
During a turn, if a front wheel strikes a large obstruction that cannot move, oil pressure in that
steering cylinder and oil line increases. Oil flow to the cylinder is reversed. This pressure spike
is felt in the amplifier spool. The combiner/check spool moves to the right and blocks the seven
accumulator supply oil orifices to the steering cylinders. The amplifier spool moves to the left
and blocks the pilot oil orifice. Pilot oil flow to the steering cylinders stops. The pressure spike
is not felt at the HMU. If the pressure spike is large enough, the relief/makeup valve drains the
pressure oil to the tank as previously described.
08/06
161
The 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.
The HMU meters the amount of oil sent to the steering control valve by the speed at which the
steering wheel is turned. The faster the HMU is turned, the higher the flow sent to the steering
cylinders from the steering control valve, and the faster the wheels will change direction.
On the front of the HMU are four ports:
- Return to tank - Left turn
- Pump supply - Right turn
A fifth port is on the side of the HMU. The fifth port is the load sensing signal line to the
steering control valve.
08/06
CL CR
Steering
Control Valve
L R
STEERING SYSTEM
NO STEER / MAXIMUM FLOW
P
Return To Tank LS
Pump Supply
Hand
Metering Unit
162
Pump supply oil from the accumulators flows through the steering control valve to the Hand
Metering Unit (HMU).
If the steering wheel is not turned, the oil flows through the HMU to the tank.
Allowing oil to circulate through the HMU while the steering wheel is stationary provides a
"thermal bleed" condition, which maintains a temperature differential of less than 28° C (50° F)
between the HMU and the tank. This "thermal bleed" prevents thermal seizure of the HMU
(sticking steering wheel).
When the steering wheel is turned, the HMU directs oil back to the steering control valve. The
steering control valve directs oil to the steering cylinders. Depending on which direction the
steering wheel is turned, oil will flow to the head end of one steering cylinder and to the rod end
of the other cylinder. The action of the oil on the pistons and rods in the steering cylinders
causes the wheels to change direction. Displaced oil from the steering cylinders flows through
the back pressure valve in the steering control valve and returns to the tank.
08/06
163
Two steering accumulators (1) provide the supply oil during normal operation and temporary
secondary steering if a loss of pump flow occurs.
Inside each accumulator is a rubber bladder that is charged with nitrogen. The nitrogen charge
provides energy for normal steering and secondary steering capability if steering pump flow
stops. The nitrogen charge pressure is 6545 ± 345 kPa (950 ± 50 psi) at 21° C (70° F).
To check the secondary steering system, the engine must be shut off with the manual shutdown
switch (see Visual No. 27) 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.
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.
NOTE: High pressure oil remains in the accumulators if the manual shutdown switch is
used. To release the oil pressure in the accumulators, turn the key start switch to the
OFF position and turn the steering wheel left and right until the oil is drained from the
accumulators (steering wheel can no longer be turned).
08/06
164
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.
08/06
165
HOIST SYSTEM
The hoist system on the 793D truck is electronically controlled by the Transmission/Chassis
ECM. The four hoist lever positions are: RAISE, HOLD, FLOAT, and LOWER.
The hoist valve has a fifth position referred to as the SNUB position. The operator is unaware of
the SNUB position because a corresponding lever position is not provided. When the body is
being lowered, just before the body contacts the frame, the 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.
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.
NOTE: The hoist system can be enabled or disabled using ET. If the hoist system fails
to function, check the hoist status configuration in the Transmission/Chassis ECM.
08/06
Hoist
Hoist Screens From Parking
Pump Brake Release
Valve
Suction
Screens
To / From To / From
Hoist Cylinder Hoist Cylinder
HOIST Rod End Head End
SYSTEM
HOLD From Parking
Brake Release
Valve
To Brake
Oil Cooling
Filters
166
The hoist system two-section pump pulls oil from the hydraulic tank through suction screens.
Oil flows from the hoist pump through the hoist screens to the hoist control valve.
The hoist valve uses parking brake release pressure as the pilot oil to shift the directional spool
inside the hoist valve. Two solenoid valves are used to drain the pilot oil to the ends of the
directional spool. The solenoid valve on the left is energized in the RAISE position. The
solenoid valve on the right is energized in the LOWER or FLOAT position.
When the hoist valve is in the HOLD or FLOAT position, all the hoist pump oil flows through
the brake oil cooling filters. Excess oil from the parking brake release valve joins with the hoist
pump oil and also flows through the brake oil cooling filters.
An oil cooler relief valve is located in the hoist valve. The relief valve limits the brake oil
cooling pressure when the hoist valve is in the HOLD or FLOAT position.
08/06
Two hydraulic cylinders are used to raise the body away from the frame of the truck. When the
hoist lever is held in the RAISE position, supply oil flows to the head end of the hoist cylinders
and moves the two-stage cylinders to their extended lengths. The oil from the rod end of the
cylinders flows through the hoist valve into the front brake oil cooling circuit.
When the hoist lever is moved to the LOWER or FLOAT position and the cylinders are
extended, supply oil enters the rod end of the hoist cylinders and lowers the second stage of the
cylinders. The oil from the head end of the cylinders flows through the hoist valve to the
hydraulic tank.
08/06
167
The operator controls the hoist lever (arrow). The four positions of the hoist lever are RAISE,
HOLD, FLOAT, and LOWER.
body pads and not on the hoist cylinders. The hoist control valve will actually be in the SNUB
position.
If the transmission is in REVERSE when the body is being raised, the hoist lever sensor is used
to shift the transmission to NEUTRAL. The transmission will remain in NEUTRAL until:
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.
08/06
168
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.
08/06
2 3
169
Shown is the hoist 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.
Check the hydraulic tank breather (3) for restriction. Clean the filter if it is restricted.
08/06
8 4
3
9
2
10
11
7
6
1 1 5
170
Shown is the rear of the hoist and brake oil hydraulic tank. The hoist system pumps pull oil
from the hydraulic tank through the suction screens (1) located in the rear of the tank.
The brake cooling motor (7) turns two brake cooling pumps that are located inside the hydraulic
tank. Two rear brake oil cooling relief valves for each pump are located in the hydraulic tank.
The setting of the brake oil cooling relief valves is 790 kPa (115 psi).
Other ports located on the hydraulic tank are:

- Rear brake cooling outlet port (2)
- Front brake cooling outlet port (3)
- Hoist control valve return port (4)
- Parking brake suction port (5)
- Rear brake cooling return ports (6)
- Brake tank drain return port (8)
- Parking brake lip seal return port (9)
- Parking brake and secondary release pump suction port (10)
- Parking brake drain return port (11)
08/06
2 2
171
The hoist system oil 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.
The hoist system relief pressure during RAISE is: 20370 + 700 - 0 kPa (2955 + 100 - 0 psi).
The hoist system relief pressure during LOWER is: 3450 + 350 - 0 kPa (500 + 50 - 0 psi).
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.
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 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).
08/06
172
Oil flows from the hoist pump through the hoist screens (1) to the hoist control valve. Two hoist
screen bypass switches (2) provide input signals to the Transmission/Chassis ECM. The
Transmission/Chassis ECM sends signals to the VIMS, which informs the operator if the hoist
screens are restricted.
08/06
1 1
4
5
2
173
Oil flows from the hoist pump through two hoses (1) to the hoist control valve located inside the
right frame next to the hoist cylinder. Two load check valves, one for each pump port, are
located below the two 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.
Oil flows through the drain hose (5) to the hydraulic tank.
08/06
5 7
6
3
8 1 2 4
174
A counterbalance valve (1) is mounted on the left side of the hoist valve. The counterbalance
valve prevents cavitation of the cylinders when the body raises faster than the pumps can supply
oil to the cylinders (caused by a sudden shift of the load). The counterbalance valve signal
pressure can be checked at the test port (2) by removing the plug and installing a pressure tap.
The counterbalance signal pressure is equal to the RAISE pressure.
When the hoist valve is in the HOLD, FLOAT, or SNUB position, all the hoist pump oil flows
through the port (3) to the brake oil cooling filters located outside the left frame. Excess oil
from the parking brake release valve joins the hoist pump oil at the fitting connected to the
port (3).
An oil cooler relief valve is located behind the large plug (4). The oil cooler relief valve limits
the brake oil cooling pressure when the hoist valve is in the HOLD, FLOAT, or SNUB position.
The setting of the oil cooler relief valve is 790 kPa (115 psi).
The hoist valve uses parking brake release pressure as the pilot oil to shift the directional spool
inside the hoist valve. The parking brake release pressure is 4700 ± 200 kPa (680 ± 30 psi).
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 (5), and on the right is the LOWER solenoid
valve (6).
08/06
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.
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.
Oil flows through two upper ports (7), one on each side of the hoist valve, to RAISE the hoist
cylinders. Oil flows through two lower ports (8), one on each side of the hoist valve, to
LOWER the hoist cylinders.
08/06
Lower
Solenoid
Parking Brake
HOIST CONTROL VALVE Release Pressure
HOLD
Brake Oil
To Tank Cooler
Relief Valve
To Hoist Cylinder
Load Check Head End
Valve
To Hoist Cylinder
Rod End
Low Pressure
Relief Valve
Counterbalance
High Pressure Valve
Relief Valve Rod End
Vent Slot
To Brake
Cooling Filters
Dual Stage Main Relief Pump

Relief Valve Dump Spool Supply Port
Signal Stem
Parking Brake
Release Pressure
Raise
Solenoid
175
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 brake cooling oil filters and the brake
coolers to the 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 brake cooling oil by a small vent slot cut in
the directional spool.
A gauge connected to the hoist system pressure taps while the hoist valve is in the HOLD
position will show the brake cooling system pressure, which is a result of the restriction in the
filters, cooler, brakes, and hoses (normally lower than the actual oil cooler relief valve setting).
The maximum pressure in the circuit should correspond to the setting of the brake oil cooler
relief valve. The setting of the oil cooler relief valve is 790 kPa (115 psi).
08/06
Lower
Solenoid
Parking Brake
Release Pressure
HOIST CONTROL VALVE
RAISE
Brake Oil
Cooler
To Tank
Relief Valve
To Hoist Cylinder
Load Check Head End
Valve
From Hoist Cylinder

Rod End
Low Pressure
Relief Valve
Counterbalance
High Pressure Valve
Vent Slot
To Brake
Cooling Filters

Signal Stem
Parking Brake
Release Pressure
Raise
On
Solenoid
176
Shown is a sectional view of the hoist valve in the RAISE position. The RAISE solenoid is
energized and drains pilot oil pressure from the lower end of the directional spool. The
directional spool moves down. Pump oil flows past the directional spool to the head end of the
hoist cylinders.
When the directional spool is initially shifted, the two load check valves (one shown) remain
closed until the pump supply pressure is higher than the pressure in the hoist cylinders. The load
check valves prevent the body from dropping before the RAISE pressure increases.
The directional spool also sends hoist cylinder raise pressure to the dual stage relief valve signal
stem and the counterbalance valve. The dual stage relief valve signal stem moves down and
blocks the supply pressure from opening the low pressure relief valve.
08/06
The counterbalance valve is held open by the hoist cylinder raise pressure. Oil from the rod end
of the hoist cylinders flows freely to the brake cooling oil filters. If the body raises faster than
the pump can supply oil to the hoist cylinders (caused by a sudden shift of the load) and the
raise pressure drops below 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.
The pressure in the head end of the hoist cylinders cannot exceed: 20370 + 700 - 0 kPa
(2955 + 100 - 0 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 front brake oil filters.
The high pressure hoist relief valve setting is checked at the two pressure taps located on the
hoist pump. Check the relief pressures with the hoist lever in the RAISE position and the engine
at HIGH IDLE.
08/06
HOIST
COUNTERBALANCE
VALVE
Head End
Signal Pressure
To Tank From
Pump
From
Hoist Cylinder Rod End
Pressure To
Rod End
Piston Hoist Cylinder
Rod End Check Valve
RAISE LOWER AND FLOAT
177
During RAISE, the counterbalance valve prevents the dump body from running ahead of the
hoist pumps if the load shifts rapidly to the rear of the body and attempts to pull the hoist
cylinders. Signal pressure from the head end of the hoist cylinders holds the counterbalance
valve open. Oil from the rod end of the hoist cylinders flows unrestricted through the
counterbalance valve to the tank. If the head end pressure decreases below 2270 kPa (330 psi),
the counterbalance valve moves down and restricts the flow of oil from the rod end of the
cylinders to the tank.
If no head end signal pressure is present, rod end pressure can still open the counterbalance
valve. If the rod end pressure exceeds 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.
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.
08/06
Lower
On
Solenoid
Parking Brake
Release Pressure
HOIST CONTROL VALVE

LOWER (POWER DOWN)
Brake Oil
Cooler
To Tank
Relief Valve
From Hoist Cylinder
Load Check Head End
Valve
To Hoist Cylinder
Rod End
Low Pressure
Relief Valve
Counterbalance
High Pressure Valve
Vent Slot
To Brake
Cooling Filters

Signal Stem
Parking Brake
Release Pressure
Raise
Solenoid
178
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.
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.
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.
08/06
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 brake cooling oil filters.
The low pressure hoist relief valve setting is checked at the two pressure taps located on the
hoist pump. Check the relief pressures with the hoist lever in the LOWER position and the
engine at HIGH IDLE.
When the body is in the DOWN position, the hoist valve will be in the SNUB position. The
body position sensor rod must be disconnected from the body, and the sensor must be rotated to
the RAISE position before the LOWER relief pressure can be tested.
08/06
Lower
On
Solenoid
Parking Brake
Release Pressure
HOIST CONTROL VALVE

FLOAT
Brake Oil
Cooler
To Tank
Relief Valve
Load Check From Hoist

Valve Cylinder
Head End
To Hoist
Cylinder
Rod End
Low Pressure
Relief Valve
Counterbalance
High Pressure Valve
Vent Slot
To Brake
Cooling Filters

Signal Stem
Parking Brake
Release Pressure
Raise
Solenoid
179
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 brake cooling
oil filters to be felt at the rod end of the hoist cylinders.
body pads and not the hoist cylinders. The hoist valve will actually be in the SNUB position.
Just before the body contacts the frame, the body position sensor sends a signal to the
Transmission/Chassis ECM to move the valve spool to the SNUB position. In the SNUB
position, the valve spool moves slightly to restrict the flow of oil and lower the body gently.
08/06
3
2
180
When the hoist valve is in the HOLD, FLOAT, or SNUB position, all the hoist pump oil flows
through the brake oil cooling filters (1) located outside the left frame. Excess oil from the
parking brake release valve also flows through these filters. Oil flows from the brake oil cooling
filters through the front brake oil cooler located above the torque converter, to the front brakes.
Oil also flows from the brake oil cooling filters to the rear brake oil coolers, to the rear brakes.
An oil filter bypass switch (2) is located on the filter housing. The oil filter bypass switch
provides an input signal to the Brake ECM. The Brake ECM sends the signal to the VIMS,
which informs the operator if the filters are restricted.
Hoist and brake oil samples can be taken at S•O•S port (3).
08/06
4 3
181
Shown is the diverter valve (1) for the 793D, that is located under the left frame rail. Normally,
hoist oil flow from the brake cooling filters in the hose (2) is diverted around the front brake oil
cooler. When the service brakes or retarder are applied, the air actuated diverter valve will allow
hoist oil to combine with front brake cooling oil in the hose (3) and flow to the front brake oil
cooler. When the air is sent to the diverter valve piston, front brake cooling oil is allowed to
flow through the front brake oil cooler. Since the coolers use the coolant from the aftercooler
circuit, diverting oil around the cooler provides cooler aftercooler air during high power
demands (when climbing a grade with the brakes RELEASED), for example. The screen (4) for
the front brake cooling can be accessed by removing a cover.
08/06
1
3
4 2
182
The brake cooling oil flows from the front brake cooling screen through the hose (4), through
the cooler (2), and then to the junction block (1). The hose (3) contains oil coming from the
hoist valve when bypassing the front brake oil cooler. This hose is also connected to the
junction block.
After leaving the junction block, the oil flow splits and is directed to the front wheel brake
packs. The oil circulates through the front brake packs to cool and lubricate and then returns to
the hoist hydraulic tank on the right side of the machine.
08/06
183
Shown are the twin two-stage hoist cylinders used to raise and lower the body.
Check the condition of the body pads (arrow) for wear or damage.
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 release switch on the dash (see Visual No. 48).
To RAISE the body with a dead engine, connect an Auxiliary Power Unit (APU) to the hoist
cylinders. Follow the same procedure used to lower the body with a dead engine, except move
the hoist lever to HOLD and back to RAISE after the 15 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).
08/06
AIR SYSTEM AND BRAKES

793D
184
AIR SYSTEM AND BRAKES
Two separate brake systems are used on the 793D 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 793D 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:
- Engine start-up
- Service and retarder brake control
- Secondary and parking brake control
- Automatic lubrication injection (grease)
- Horn, air seat, and cab clean-out
- Exhaust bypass (wastegate) control
08/06
185
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.
The smaller piston (yellow) is used to ENGAGE the secondary and parking brakes. The parking
brakes are spring ENGAGED and hydraulically RELEASED.
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.
08/06
793D AIR CHARGING SYSTEM

Air Compressor
and Governor
Air To Air Start

Dryers Solenoid
and
Wastegate
Remote
Supply
Service / Retarder
Brake Tank
Low Air
To Auto Lube Solenoid Sensor
To Horn / Seat / Clean-out
Pressure
Protection
Valve
Parking / Secondary
Brake Tank
186
Air Charging System
This schematic shows the flow of air through the air charging system. Air flows from the air
compressor, through the air dryer, to the service/retarder brake tank.
Air from the service/retarder brake tank enters the pressure protection valve. When the pressure
in the service/retarder tank reaches 550 kPa (80 psi), the pressure protection valve allows air to
flow to the parking/secondary brake tank, the air start system, the engine wastegate valve, the
automatic lubrication system, and the accessory circuits (horn, air seat, and cab clean-out).
All tanks have a check valve at the air supply port to prevent a loss of air if a leak upstream of
the tank occurs.
08/06
187
The air system is charged by an air compressor mounted on the left front of the engine. To
handle the increased air flow, a large air dryer is used, and the hoses and tubing have also been
increased in size.
System pressure is controlled by the governor (arrow). The governor maintains the system
pressure between 660 and 830 kPa (95 and 120 psi). The governor setting can be adjusted with
a screw below the cover on the governor. Turn the adjustment screw OUT to increase the
pressure and IN to decrease the pressure.
The air compressor is lubricated with engine oil and cooled with aftercooler coolant.
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.
08/06
188
Air flows from the air compressor to the air dryer (arrow) located in front of the left front tire.
The air system can be charged from a remote air supply through a ground level connector inside
the left frame.
The air dryer removes contaminants and moisture from the air system. The condition of the
desiccant in the air dryer should be checked every 250 hours and changed periodically
(determined by the humidity of the local climate).
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 dryer is exhausted
through the desiccant, an oil filter, and the purge valve.
An air system relief valve is located on the air dryers to protect the system if the air compressor
governor malfunctions.
A heating element in the bottom of the dryer prevents moisture in the dryer from freezing in cold
weather.
08/06
189
Air flows through the air dryer 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.
A relief valve (2) protects the air system when the air dryer has exhausted and the ball check
valves in the air dryer outlet port closes. The check valves separate the air system from the air
dryer relief valves.
Condensation should be drained from the tank daily through the drain valve (3).
08/06
190
Located behind the operator’s 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.
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.
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.
Also located behind the operator’s station are the service/retarder brake switch, the
parking/secondary brake switch, and the brake light switch (see Visual No. 141).
08/06
191
Located behind the operator’s 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 Visual No. 32).
A check valve (arrow) prevents a loss of air if an air line breaks upstream of the air tank.
08/06
Primary Air Tank

SERVICE / RETARDER BRAKE AIR SYSTEM
SERVICE BRAKES ENGAGED
From Air
Compressor
Brake Light
and
Service / Front Brake Cooler
Air Pressure Retarder Diverter Valve
Sensor Switch
Service
Brake Valve Service
Brake
Relay
Valve
Retarder
Valve Cooling
Diverter
Solenoid
From Secondary
Air Reservoir
Cab
Brake Cylinders
192
Brake Systems
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 and manual retarder valve.
The manual retarder valve blocks the flow of air. The service brake valve allows air to flow to
the double check valve that blocks the passage to the manual retarder. Air pressure from the
service brake valve flows through the double check valve to the service brake relay valve.
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.
Air from the service brake valve also flows to the brake light switch and the service/retarder
switch. Depressing the service brake pedal turns ON the brake lights and changes the
transmission shift points and anti-hunt timer.
08/06
When the manual retarder lever is moved, air flows through the double check valve that blocks
the passage to the service brake valve. Air pressure from the manual retarder brake valve flows
through the double check valve to the service brake relay valve.
Air from the manual retarder brake valve also flows to the retarder switch, the brake light switch
and the service/retarder switch. Engaging the manual retarder turns ON the retarder dash lamp,
the brake lights, and changes the transmission shift points and anti-hunt timer.
08/06
PARKING / SECONDARY BRAKES

SECONDARY BRAKES RELEASED
PARKING BRAKES ENGAGED
Parking /
Secondary Parking Parking
Brake Brake Brake
Parking Switch Release Release
Brake Lockout Pump Valve
Valve Solenoid
Inverter
Secondary Valve
Brake
Valve Parking Brake To Hoist
Reset Valve Pilot System
Parking / Secondary
Brake Tank
193
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.
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.
08/06
194
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.
When the retarder lever is pulled down, air flows to the service brake relay 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 Visual 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.
08/06
3 2
1
195
The service brake valve (1) is controlled by the brake pedal in the cab. Supply air for the service
brake valve and the manual retarder valve 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 [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.
Air from the service brake valve and the manual retarder valve flows through the double check
valve (4) to the service brake relay 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 valve to the service brake relay valve.
Air from the manual retarder valve also flows through the retarder switch (5) to the double check
valve (4). The retarder switch turns on the amber retarder lamp on the dash in the operator’s
station when the manual retarder is ENGAGED.
The brake light switch and the service/retarder brake switch (see Visual No. 141) are located in
the supply line to the front brake oil cooler diverter valve (see Visual No. 211). The service
brake valve, the manual retarder valve and the Automatic Retarder Control (ARC) valve send air
to these switches when engaged.
08/06
The secondary brake valve (2) is controlled by the red pedal in the cab (see Visual 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 visual). The inverter valve then blocks the flow of air from
the secondary brake tank to the brake release valve (see Visual No. 199).
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.
The parking brake air valve (see Visual 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.
The parking/secondary brake switch (see Visual No. 141) 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.
08/06
196
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.
08/06
197
Shown is the parking brake release pump (arrow). Oil flows from the brake release pump
through the brake release filter to the brake release valve.
08/06
3
2
198
Oil flows from the parking brake release pump, through the parking brake release filter (1), to
the parking brake release valve. An oil filter bypass switch (2) is located on the filter housing.
The oil filter bypass switch provides an input signal to the Brake ECM. The Brake ECM sends
the signal to the VIMS, which informs the operator if the filter is restricted.
Also shown are the rear brake oil coolers (3). Oil flows from the rear brake cooling pump and
the brake oil cooling filter from the hoist valve, through two screens and the two rear brake oil
coolers to the rear brakes.
08/06
2 1
5 4
199
Oil from the parking brake release pump flows through the parking brake release filter to the
brake release valve (1) located inside the right rear frame. Oil flows from the parking brake
release valve to the parking brake piston in the brakes when the parking brakes are released.
Supply air from the parking brake air valve in the cab or the secondary brake valve flows
through the small hose (2) to an air chamber in the brake release valve. The brake release valve
contains an air piston that moves a spool. The spool either directs oil to RELEASE the parking
brakes or drains oil to ENGAGE the parking brakes. A relief valve (3) in the brake release valve
limits the system pressure for releasing the brakes. The setting of the relief valve is 4700 ± 200
kPa (680 ± 30 psi).
Supply oil flows from the brake release valve through an orifice and a screen (4) to the brake oil
makeup tank. If the makeup tank is not receiving proper flow of oil, remove and check the
orifice and screen (4) for plugging.
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 Visual 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.
08/06
From Cab Secondary

TOWING SYSTEM Relief or Parking Brake Valve
Valve
To Hoist Parking Brake

Pilot Release Valve
Parking Parking System
Brake Brake
Release Release
Pump Filter
Check
Valve
Towing Pump
and Motor
Towing Pump
Relief Valve
200
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 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.
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.
08/06
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).
A check valve in the outlet port of the towing pump prevents oil from flowing to the towing
pump during normal operation.
To check the brake release system used for towing, connect a gauge to the parking brake release
pressure tap on the rear axle (see Visual No. 204). 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.
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.
08/06
1
2
201
The front service brake relay valve (1) receives metered air from only the service brake valve or
the manual retarder valve.
When the service brakes or manual retarder brakes are ENGAGED, the front relay valve opens
and metered air flows from the service brake reservoir to the four brake cylinders (2) (2 shown).
The brake relay valves reduce the time required to engage and release the brakes.
The brake cylinders operate by air-over-oil. When the metered air enters the brake cylinders, a
piston moves down and pressurizes the oil in the bottom of the cylinders. Two brake cylinders
supply oil to the front brakes and two brake cylinders supply oil to the rear brakes.
08/06
202
As the brake discs in the brake assemblies wear, more oil is needed from the brake cylinders to
compensate for the wear. The makeup oil tank (1) supplies makeup oil for the brake cylinders.
Oil from the parking brake release valve flows through an orifice and screen 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.
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,
there may be a restriction in the filter or hose to the tank or pump flow may be low.
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 (2). The switch provides an input
signal to the Brake ECM. The Brake ECM sends the signal to the VIMS, which informs the
operator of the condition of the service/retarder brake oil circuit. If an overstroke condition
occurs, the problem must be repaired and the indicator rod pushed in to end the warning.
08/06
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.
Inspect the condition of the breather for the brake cylinders (see Visual No. 21). Oil should not
leak from the breather. Oil leaking from the breather is an indication that the oil piston seals in a
brake cylinder needs replacement. Air flow from the breather during a brake application is an
indication that a brake cylinder air piston seal needs replacement.
Shown is one of the four brake oil temperature sensors (3). 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.
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 Visuals No. 204 and 205).
08/06
BRAKE CYLINDER
BRAKES ENGAGED
Air Indicator Rod From

Piston Makeup
Tank
Oil
Piston
Air To
Inlet Slack
Adjuster
Breather Valve
Port
Spring Rod
203
This visual 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.
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.
08/06
3 4
2
204
The truck is equipped with two slack adjusters. One of the slack adjusters is for the front brakes
and one is 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.
Brake cooling oil pressure maintains a small clearance between the brake discs.
The service brake oil pressure can be measured at the two taps (2) located on top of the slack
adjusters.
Air can be removed from the service brakes through the two remote bleed valves (3) (one
shown).
The parking brake release pressure can be measured at the two taps (4) (one shown) on the axle
housing.
NOTE: Air can be removed from the front service brakes through bleed valves located
on each wheel.
08/06
BRAKE SLACK ADJUSTER
Oil Flow
Oil Flow
to Brake
Small Piston from Brake
Cylinder
Cylinder
Large Piston
From From To
Wheel Wheel Wheel
Brakes Brakes Brakes
To
Wheel
Brakes
BRAKES RELEASED BRAKES ENGAGED
205
This visual 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.
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.
08/06
The spring behind the large piston causes some oil pressure to be felt on the service brake piston
when the brakes are RELEASED (residual pressure). Keeping some pressure on the brake
piston provides rapid brake engagement with a minimum amount of brake cylinder piston travel.
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.
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.
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:
Front: 59 kPa (8.6 psi) Rear: 68 kPa (9.9 psi)
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.
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.
08/06
793D BRAKE COOLING CIRCUIT

Screens
Divert er
To
Rear Brakes Valve
Hoist
Tank
Screen
To
Front Brakes Cooler Engine
RAX Cooling Fan
Cooling Fan Mot or Brake Cooling Pumps
Mot or
RAX
Mot or
RAX
Lube Filter Filt er
System
RAX
Hoist
Pump
Valve
Priority
To St eering Syst em Valve
Manifold
Screens Parking
Brake
Syst em
Fan St eering
Pump Pump
Filters Pump Filt er
St eering Drive
Tank Gear Parking Brake
Box Pump
Hoist Tank
Hoist Pumps
206
On the 793D, the hoist pump and one section of the brake cooling pump combine to provide
brake cooling oil flow for the front brakes. Brake cooling oil pressure is controlled by oil cooler
relief valves located inside the hoist valve and inside the hoist tank.
Hoist oil flows through two hoist screens and two spin-on filters before reaching the diverter
valve. The diverter valve sends oil through the brake cooling oil cooler, or diverts the oil around
the cooler. Hoist oil only goes through the cooler when the service or retarder brakes are
engaged. Oil coming from the brake cooling pump flows first through a screen and then through
the brake cooler. Oil from this pump always flows through the cooler before going to the brakes
and returning to the hoist tank.
Rear brake cooling oil also comes from the hoist pump and a second section of the two-section
brake cooling pump. Brake cooling oil pressure is controlled by oil cooler relief valves located
inside the hoist valve and inside the hoist tank.
Hoist oil flow through hoist screens and two spin-on filters before joining with the oil from the
second section of the brake cooling oil pump. This combined oil flows through two rear brake
cooling oil screens and two brake cooling oil coolers. Oil then flows to the rear brakes and back
to the hoist tank.
08/06
BRAKE COOLING CONTROL SYSTEM
Brake
ECM
Rear
Engine Cooling Aft ercooler Engine Cooling
Fan Speed Sensor Temperat ure Fan Solenoid
St at us
Brake Cooling Pump Drive
Mot or Speed Sensor Brake
Temperat ure Brake Cooling
Transmission
St at us Pump Solenoid
Lube
Temperat ure
St at us Torque
Convert er
Brake Cooling
Engine Out let
Divert er Solenoid
Coolant Temperat ure
Temperat ure St at us
St at us
High Speed
Braking
St at us
207
Shown are the inputs and outputs for the Brake Cooling System. The cooling logic requests
temperature information from various controls over the CAT data link. Also, the brake ECM
directly reads the brake temperatures. All of this information is combined to determine the
desired brake cooling motor speed.
The inputs to the cooling logic software are all temperature status classifications determined by
the Brake ECM from temperature values either read directly by the Brake ECM or received over
the CAT data link from other ECM’s.
Brake Temperature Status
The brake temperature is received by the Brake ECM from the VIMS control. There is a
separate temperature sensor for each wheel. Each temperature is read, and the maximum
temperature is computed. This maximum temperature goes through the following logic to
determine the temperature status:
08/06
Temperature Status was COOL:

Temperature > 102° C go to HOT status
Temperature Status was HOT:

Temperature < 100° C go to COOL status
Temperature > 107° C go to VERY HOT status
Temperature Status was VERY HOT:

Temperature < 105° C go to HOT status
Temperature Status was UNKNOWN:

If the temperature is still unknown, then keep the status unknown. If the temperature
just became known again, then assume that the status was COOL, and use the normal
temperature status table above to determine the new status.
High Speed Braking Status

The cooling logic determines the high speed braking status in order to keep the fan and brake
cooling pump from coming on during low speed braking. The machine is considered to be in a
high speed situation when ANY of the following conditions are met:
- The Lockup Clutch is ON.
- The actual gear is UNKNOWN.
- The actual gear is greater than FIRST gear.
High speed braking status will be active if machine speed status is HIGH SPEED AND ANY of
the following conditions are true:
- The retarder output is ON (i.e. either ARC or the manual retarder is active).
- The service brake pressure switch is active.
- The park brake is being commanded ON.
- The park brake pressure indicates that the park brake is ON, AND TCS is not engaged.
Brake Cooling Pump Drive Motor Speed Sensor

The brake cooling pump drive motor speed sensor is read by the Brake ECM to determine the
actual speed of the brake cooling pump. This speed is used by the Brake ECM controller to
accurately modulate the oil flow from the pump.
08/06
Brake Cooling Oil Diverter Solenoid

The brake cooling oil diverter will direct the flow of oil through extra coolers when actuated.
The brake cooling oil diverter is controlled by the Brake ECM.
Brake Cooling Pump Solenoid

The brake cooling pump solenoid is controlled by the Brake ECM to adjust the flow of oil that is
used for brake cooling.
The cooling logic has the following modes of operation:
NO COOLING
In this mode both the engine cooling fan and the brake cooling motor are turned off. They are
slowed down to the smallest possible speed. No cooling will take place if the following
conditions are true:
- High speed braking status is inactive
- Engine coolant temperature is COOL or UNKNOWN
- Engine aftercooler temperature is COOL or UNKNOWN
- Transmission lube temperature is COOL or UNKNOWN
- Torque converter outlet temperature is COOL or UNKNOWN
- Brake temperature is COOL or UNKNOWN
MODULATED COOLING
In this mode the engine cooling fan is modulated. If the brake temperatures are not hot enough,
then the brake cooling motor is modulated as well. The brake diverter solenoid is not turned on.
Modulated cooling will take place if high speed braking status is inactive AND ANY of the
following conditions are true:
- Engine coolant temperature is HOT
- Engine aftercooler temperature is HOT
- Transmission lube temperature is HOT
- Torque converter outlet temperature is HOT
- Brake temperature is HOT

08/06
BRAKE COOLING
In this mode both the engine cooling fan and the brake cooling motor is turned on. The brake
diverter solenoid is also turned on.
Brake cooling will take place if ALL of the following conditions are true:
- High speed braking status is inactive
- Engine coolant temperature is COOL, HOT, or UNKNOWN
- Engine aftercooler temperature is COOL, HOT, or UNKNOWN
- Transmission lube temperature is COOL, HOT, or UNKNOWN
- Torque converter outlet temp is COOL, HOT, or UNKNOWN
- Brake temperature is VERY HOT
OTHER COOLING
In this mode only the engine cooling fan is turned full on. The brake cooling motor and the
brake diverter solenoid are turned off.
NOTE: Brake cooling is not brought in regardless of the brake temperature. This gives
priority to engine and transmission cooling instead of the brakes.
Other cooling will take place if high speed braking status is inactive AND ANY of the following
conditions are true:
- Engine coolant temperature is VERY HOT
- Engine aftercooler temperature is VERY HOT
- Transmission lube temperature is VERY HOT
- Torque converter outlet temperature is VERY HOT
- Brake temp is COOL, HOT, VERY HOT, or UNKNOWN (i.e. brake temperature does
not make any difference)
FULL COOLING
In this mode the engine cooling fan, the brake cooling motor, and the brake diverter solenoid are
turned full on.
Full cooling will take place if ANY of the following conditions are true:
- High speed braking status in active

08/06
208
The brake cooling drive motor (arrow) is located on the back side of the hydraulic tank.. The
brake cooling motor is driven by oil flow from the priority valve which is supplied with oil by
the steering pump. Oil flows through the motor and returns to the steering tank.
The brake cooling motor is a variable displacement piston-type motor that is controlled by the
Brake ECM. The motor drives the two-section brake cooling pump that is located inside the
hoist hydraulic tank. Case drain oil flows from the brake cooling motor through a case drain
filter to the steering tank.
Oil flows from one section of the pump through two screens (not shown) to two rear brake oil
coolers and then to the rear brake packs. Oil flows from the other section of the pump through a
screen (not shown) to a front brake oil cooler and then to the front brake packs.
08/06
209
Shown are the hoist screens. Hoist oil enters the hoist valve through the two large hoses and
exits the valve through the brake cooling port (2). Oil flows through the hose (3), coming from
the parking brake release valve, and combines with the flow coming from the brake cooling port.
This combined flow continues on to the rear brake oil filters that are located on the left side of
the machine.
08/06
210
Shown are the brake cooling oil filters (1). The oil flowing to these two filters is coming from
the hoist valve. Since the hoist system and the brake cooling system draw oil from the same
tank, all the oil will at some point be filtered.
08/06
4
3
211
The diverter valve (1) is located under the left frame rail. Normally, hoist oil flow in the
hose (2) is diverted around the front brake oil cooler. When the brakes are applied, the air
actuated diverter valve will allow hoist oil to combine with front brake cooling oil in hose (3)
and flow to the front brake oil cooler. The screen (4) for the front brake cooling oil can be
accessed by removing a cover.
08/06
212
The brake cooling oil flows from the front brake cooling screen through the hose (3), through
the cooler, and then to the junction block (1). The hose (2) contains oil coming from the hoist
valve when bypassing the front brake oil cooler. This hose is also connected to the junction
block (1). After leaving the junction block, the oil flow splits and is directed to the front wheel
brake packs. The oil circulates through the front brake packs to cool and lubricate and then
returns to the hoist hydraulic tank on the right side of the machine.
08/06
213
Shown is the auxiliary brake oil cooler that is used on the Extra Retarding Marketing
Arrangement. The brake oil cooler is mounted behind the left front strut. If the machine is
equipped with the additional retarding attachment, more brake cooling capacity is required. Oil
flow branches from the front brake cooling oil screen to this cooler. After leaving the cooler, the
oil flows to the manifold mounted above the front brake oil cooler and then to the front brake
packs.
08/06
214
Shown are the rear brake cooling oil coolers (2). Oil flows through the screens (1), through the
coolers, and then to the rear brake packs. Oil returns through a port on the back side of the hoist
hydraulic tank.
Also shown is an additional return oil cooler (3). Return oil from the brake cooling oil motor
and other motors flows through this cooler before returning to the steering tank.
08/06
BRAKE ELECTRONIC CONTROL SYSTEM
INPUT COMPONENTS
ECM Location
Code
CAT DATA LINK
Service Tool
Front Brake
Filter Switch Engine ECM
Hydraulic Fan Speed Sensor Transmission / Chassis ECM
VIMS
Brake Cooling Pump Speed Sensor
Shift Lever Throttle Transmission Output
Switch Sensor Speed Sensor
Parking Brake Filter Actual Gear Engine Service / Retarder
Switch Speed / Timing Brake Switch
Brake Overstroke Sensor
Switch Parking / Secondary
Brake Switch
Brake Air Pressure
Left Brake OUTPUT COMPONENTS
Release
Differential Fan Solenoid
Pressure
Right Brake
Release Pressure Final Drive Lube
Solenoid
Differential
Filter Brake Cooling Diverter
Differential Oil Solenoid
Temp Sensor
Differential Brake Cooling Pump
Pressure Solenoid
Differential Hydraulic Fan Pump
Oil Level Solenoid
On Input
HARC Supply
Solenoid
Off Input
HARC On / Off Retarder HARC Control
Switch Pressure Switch Solenoid
Retarder
Engaged Lamp
TCS Test TCS
Switch Engaged Lamp TCS Selector Solenoid
Left And Right
Left Wheel Speed Sensor
Proportional
Right Wheel Speed Sensor
(Servo) Solenoid
215
BRAKE ELECTRONIC CONTROL SYSTEM
The 793D trucks use the Brake ECM for controlling both the Hydraulic Automatic Retarder
Control (ARC) and the Traction Control System (TCS). The TCS is now on the CAT Data Link,
and the Electronic Technician (ET) service tool can be used to diagnose the TCS.
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.
08/06
The Brake ECM also provides the service technician with enhanced diagnostic capabilities
through the use of onboard memory. This onboard memory stores possible diagnostic codes for
retrieval at the time of service.
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.
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 and TCS diagnostic tests
- Upload new Flash files
08/06
INSTRUCTOR NOTE: Some of the Brake Electronic Control System input and output
components are shown during the discussion of other systems. See the following visual
numbers:

18. Front brake filter switch
198. Parking brake filter switch
202. Brake overstroke switch
141. Brake air pressure sensor
149. Differential oil filter switch
149. Differential oil temperature sensor
149. Differential oil pressure sensor
15. Differential oil level switch
225. Engine output speed sensor
48. ARC ON/OFF switch
141. Retarder pressure switch
48. TCS test switch
227. Left wheel speed sensor
N/A. Right wheel speed sensor (Not Shown)
55. CAT Data Link/Electronic Service Tool
61. Engine ECM
136. Transmission/Chassis ECM
50. VIMS
138. Shift lever switch
139. Actual gear switch
141. Parking/Secondary brake pressure switch
65. Throttle position sensor
64. Engine speed timing sensor
140. Transmission output speed sensors
141. Service/Retarder brake pressure switch
N/A. Differential fan relay (attachment) (not shown)
218. ARC supply solenoid
218. ARC control solenoid
47. Retarder engaged lamp
47. TCS engaged lamp
228. TCS selector solenoid (left)
228. TCS selector solenoid (right)
228. TCS proportional (servo) solenoid
08/06
SERVICE/RETARDER BRAKE AIR SYSTEM

ARC ENGAGED
From Air
Compressor
Brake Light and Front Brake Cooler

Air Pressure Service / Diverter Valve
Sensor Retarder Switch Service
Relay
Service
Valve
Brake Valve
Retarder
Valve
Cooling
Diverter
Solenoid
From Secondary
Air Reservoir
Cab
Brake Cylinders
216
Manual Retarder Control
Signal air from the primary air tank flows to the service brake valve and the retarder valve. A
shuttle valve, after these valves, then sends the highest signal pressure to the service brake relay
valve. The service brake relay valve opens and actuates the brake cylinders with a greater
volume of air from the primary air tank.
An addition to the air system is the front brake cooling oil diverter solenoid. Air is supplied to
this valve from a smaller secondary air tank behind the cab. The Brake ECM energizes this
valve when the service brakes are applied. When the Brake ECM energizes this solenoid, signal
air is sent to the diverter valve for the front brake cooling oil. Brake cooling oil is then sent
through the cooler for front brake cooling oil.
08/06
HYDRAULIC ARC SYSTEM

ARC ENABLED
Rear
Brakes Brake Brake
Cylinders Cylinders
Front
Brakes
Accumulator
Shuttle
Valve
ARC Check
Valve Valve Shuttle
Valve
Parking Brake Pump

Release Pump Drive
Hoist Hydraulic
Tank
217
Hydraulic Automatic Retarder Control (ARC)
This schematic shows the flow of oil for the ARC system when ENABLED.
The parking brake release pump provides oil flow for the ARC system. The flow continues
from the pump, through a check valve to the ARC valve. The ARC valve modulates the amount
of pressure to the service brakes in order to control the ground speed of the truck.
The air over hydraulic brake cylinders also use the same service brakes. A shuttle valve
between the ARC system and brake cylinders separates these two systems. Whichever system
has the greatest pressure, that system will control the service brakes.
08/06
218
The hydraulic ARC valve is located on the left frame rail near the rear differential. This valve
contains a supply solenoid valve (1) and a control solenoid valve (2). A purge solenoid valve (3)
is located on the bottom of the ARC valve. The ARC accumulator (4) is located to the right of
the ARC valve.
NOTE: The hydraulic ARC valve performs the same functions as the previous air
controlled ARC valve. The hydraulic ARC valve use oil pressure instead of air pressure.
08/06
HYDRAULIC ARC VALVE

Control ENGINE ON / ARC OFF
Solenoid
Valve
Spool
To Tank
Supply Solenoid
Valve Accumulator
Check Valve
Pump
Purge To
Solenoid Service
Valve Brakes
219
Supply oil from the parking brake release pump flows across a check valve. Oil flow then enters
the ARC valve. Hydraulic flow is stopped because the ARC spool is in the blocked position.
Hydraulic flow is then directed to the accumulator to charge the accumulator to the same
pressure as the parking brake release system pressure. Hydraulic flow is also routed through the
supply solenoid valve to apply pilot pressure to the left end of the ARC spool. This pressure
will keep the ARC spool in the blocked position.
08/06
HYDRAULIC ARC VALVE

Control ENGINE ON / ARC ON
Solenoid
Valve ON
Spool
To Tank
Supply Solenoid
Valve Accumulator
ON
Check Valve
Pump
Purge To
Solenoid Service
Valve Brakes
220
The Brake ECM supplies current to the supply solenoid. The supply solenoid valve sends pilot
oil to the right end of the ARC spool. This pilot oil shifts the ARC spool to the left opening the
left side of the ARC spool to tank. At the same time, pump supply oil is directed to the right
side of the ARC spool. Now, pump oil is directed to the control solenoid valve.
The Brake ECM will send varying levels of current to the control solenoid. This variable
current will modulate the spool within the proportional valve. The level of current is dependent
on the brake requirements for the ARC valve to maintain a constant breaking force.
When the control solenoid is energized, the pin moves to the right and pushes against the ball.
The ball blocks the pump supply oil from flowing to the drain. Pressure increases in the
chamber to the left of the spool to move the spool to the right.
When the spool moves to the right, pump supply oil flows to the service brakes. In order to
maintain the correct brake pressure, the Brake ECM will vary the current to the control solenoid
to open and close the oil drain port.
08/06
HYDRAULIC ARC VALVE

Control ENGINE OFF / ARC OFF
Solenoid
Valve
Spool
To Tank
Supply Solenoid
Valve Accumulator
Check Valve
Pump
Purge To
Solenoid ON Service
Valve Brakes
221
No current is supplied from the Brake ECM to the supply solenoid. The supply solenoid valve
directs any pressurized oil acting on the ARC spool to flow to the tank. Current is supplied from
the steering bleed control to the purge solenoid valve for approximately 70 seconds. This allows
the pressure within the accumulator to drain from the accumulator back to the tank.
08/06
Engine Speed
AUTOMATIC
Sensor RETARDER CONTROL
On Input
ARC ENGAGED
ARC On / Off
Switch Brake ECM
(ARC / TCS)
Off Input
CAT Data Link Retarder

Service Tool Engaged Lamp
Connector
Front Brake
Cooling Diverter Solenoid
From Parking Brake Release Pump

To Service Brakes
ARC Spool
Supply
Purge
Solenoid
Solenoid
Steering Bleed
Control
To Tank
ARC
Control Solenoid Valve
222
The introduction of the hydraulic ARC control valve has required a number of additional
component changes. The basic function of the new system remains the same as the previous
system. 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.
08/06
223
The steering bleed down control (arrow) is located in the compartment behind the cab. While
the steering bleed control is not a new component, the control serves an additional function. The
steering bleed control is used to purge the ARC accumulator when the machine is shut down.
When the control receives a signal from the key start switch, a timer built into the control will
energize the purge solenoid for a period of approximately 70 seconds to purge the ARC
accumulator.
08/06
224
One of the new components, located in the compartment behind the cab, is the front brake
cooling diverter solenoid (arrow). When the ARC is engaged, the Brake ECM energizes this
solenoid to send an air signal to shift the brake cooling oil diverter valve. This will route the
brake cooling oil through the front brake oil cooler for increased cooling. Normally the brake
cooling oil is routed around the front brake oil cooler. This is a 24 volt normally closed solenoid
valve.
08/06
225
Shown is the location of the Engine Output Speed (EOS) (arrow) sensor that provides the
primary input signal used by the ARC. The EOS sensor is a passive (two wire) sensor and is
located on top of the flywheel housing. 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.
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 one gear past the operators selected gear to prevent the engine from
overspeeding.
08/06
ARC also uses the engine speed/timing sensor for diagnostic purposes. The engine/timing speed
sensor is located near the rear of the left camshaft. 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.
08/06
TRACTION CONTROL SYSTEM
Brake ECM
(ARC / TCS)
Electronic
Service Tool
Service / Retarder TCS

Brake Switch Engaged
Lamp
Transmission
Output Speed
Cat Data Link TCS Selector
Sensor
Solenoid
Left and Right
TCS Test
Switch
Proportional
Left Wheel
Speed Sensor Solenoid
Right Wheel + 10V to

Speed Sensor Wheel Sensors
226
Traction Control System (TCS)
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 Visual No. 252).
The Brake ECM monitors the drive wheels through three input signals: one at each drive axle,
and one at the transmission output shaft. When a spinning drive wheel is detected (1.6:1), the
Brake ECM sends a signal to the selector and proportional valves which ENGAGE the brake of
the affected wheel. When the condition has improved and the ratio between the right and left
axles returns to 1:1, the Brake ECM sends a signal to RELEASE the brake.
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.
08/06
A service/retarder brake switch (see Visual No. 141) provides an input signal to the TCS
through the CAT Data Link and performs two functions:
1. When the service brakes or retarder are ENGAGED, the TCS function is stopped.
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.
NOTE: The left and right brake release pressure sensors have been removed from later
machines.
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).
08/06
227
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.
The Transmission Output Speed (TOS) sensors (see Visual No. 140) 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).
08/06
1 2
228
The Traction Control System (TCS) valve is mounted inside the rear of the right frame rail. Two
solenoids are mounted on the valve.
Electrical signals from the Brake ECM cause the selector solenoid valve (1) to shift and select
either the left or right parking brake. 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.
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.
08/06
TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING / BRAKES RELEASED
Test
Switch
Service / Retarder
Brake Switch
Left
Drive Axle
Input
Ball Check
Signals
Transmission
Speed Sensor Output
Signals
Orifice
Screen Tcs Engaged

Lamp
Selector
Solenoid
Parking
Brake
Valve
Right
Drive Axle
Proportional
Solenoid
229
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.
08/06
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.
08/06
TRACTION CONTROL SYSTEM (TCS)

ENGINE RUNNING / LEFT BRAKE ENGAGED
Test
Switch
Service / Retarder
Brake Switch
Left
Drive Axle
Input
Ball Check Signals
Transmission
Speed Sensor Output
Signals
Orifice
Screen Tcs Engaged

Lamp
Selector
Solenoid
Parking
Brake
Valve
Right
Drive Axle
Proportional
Solenoid
230
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.
- 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.
08/06
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.
08/06
231
CONCLUSION
This presentation has provided a basic introduction to the Caterpillar 793D Off-highway Truck.
All the major component locations were identified and the major systems were discussed. When
used in conjunction with the service manual, the information in this package should permit the
serviceman to analyze problems in any of the major systems on these trucks.
SERV1817-01 - 298 - Visual List
08/06
VISUAL LIST
1. Model view (left side) 41. Switches and signals
2. Model view (right side) 42. Manual retarder lever
3. Model view (front) 43. Brake and throttle pedals
4. Model view (rear) 44. Shift console
5. Subtitle visual--Walkaround inspection 45. Overhead switches
6. Maintenance--10 hours/daily 46. Circuit breaker panel
7. Front wheel 47. Center dash panel
8. Front suspension cylinder 48. Rocker switches
9. Steering S•O•S 49. VIMS message center module
10. Primary Fuel Filter 50. VIMS message center module
11. Optional Primary Fuel Filters/Fuel Water 51. Electronic system diagram
Separators 52. ECM’s
12. Rear brake coolers 53. VIMS system diagram
13. Hydraulic tank 54. VIMS diagnostic connector
14. Final drive 55. ET diagnostic connector
15. Oil level sight glass 56. Ambient temperature sensor
16. Truck Body Retaining Cable 57. Suspension sensor
17. Fuel tank 58. Alternator "R" terminal
18. Brake Oil Cooling Filters 59. 3516B engine model view
19. Torque converter oil level 60. Electronic control system component
20. Torque converter screens diagram
21. Brake master cylinder breathers 61. Engine ECM
22. Transmission charging filter 62. Timing calibration sensor
23. Air dryer 63. Atmospheric pressure sensor
24. Engine oil filters 64. Engine speed/timing sensor
25. Engine oil level switches 65. Throttle position sensor
26. Secondary fuel filters 66. Crankcase pressure sensor
27. Engine shutdown switch 67. EUI fuel injector solenoid
28. Air filter dust valves 68. Engine ECM logged events
29. Cooling system shunt tanks 69. Systems controlled by Engine ECM
30. Air, steering, and grease tanks 70. Engine oil pre-lubrication
31. Steering system tank 71. Cooling system
32. Secondary air tank drain valve 72. Radiator
33. Ether cylinders 73. Jacket water coolant flow
34. Air conditioner filter 74. Front engine cooling system components
35. Cab fresh air filter 75. Jacket water coolant temperature sensor
36. TPMS scoreboard 76. Jacket water pump and oil coolers
37. Operator and trainer seats 77. Rear brake coolers
38. Hoist control lever 78. Aftercooler cooling system
39. Dash (left side) 79. Aftercooler water pump
40. Operator controls 80. Rear aftercooler temperature sensor
08/06
VISUAL LIST
81. Front aftercooler temperature sensor 121. Torque converter lockup clutch valve
82 Front brake oil cooler 122. Torque converter lockup clutch control
83. Engine oil lubrication system (direct drive)
84. Engine oil pump 123. Transmission hydraulic control valve
85. Engine oil filters 124. Transmission ICM hydraulic control valves
86. Engine oil renewal system 125. Transmission control (neutral)
87. Engine oil renewal solenoid valve 126. Transmission control (direct drive)
88. Fuel system circuit 127. Valve station (clutch released)
89. Fuel level sensor 128. Valve station (clutch filling)
90. Fuel transfer pump 129. Valve station (clutch engaged)
91. Secondary fuel filters 130. Valve station (clutch decay)
92. Fuel pressure regulator 131. "D" station (converter drive)
93. Air induction and exhaust system 132. "D" station (direct drive)
94. Air filters 133. Shift modulation cycle
95. Turbocharger inlet pressure sensor 134. Shift modulation problems
96. Turbochargers 135. Transfer gears
97. Exhaust temperature sensor 136. Transmission/Chassis ECM
98. Turbocharger outlet pressure sensor 137. Transmission/Chassis system diagram
99. Exhaust bypass (wastegate) 138. Shift lever switch
100. Radiator module 139. Transmission gear switch
101. Fan drive hydraulic system 140. Transmission Output Speed (TOS) sensor
102. Fan drive motor 141. Service/retarder brake switch
103. Fixed displacement fan drive motor 142. Body position sensor
104. Fan drive pump 143. Transmission/Chassis ECM (systems
105. Fan drive pump sectional view controlled)
106. Pressure and flow compensator valve 144. Transmission/Chassis ECM (events)
107. Fan drive makeup valve 145. Rear axle lubrication system
108. Power train introduction 146. Rear axle lubrication strategy
109. Torque converter 147. Rear axle lubrication pump and motor
110. Torque converter (converter drive) 148. Rear axle oil filter
111. Torque converter drive (direct drive) 149. Rear axle oil filter
112. Transmission and transfer gears 150. Double reduction planetary gear final drives
113. Power train hydraulic system 151. Steering system introduction
114. Torque converter and transmission pump 152. Steering system schematic (No Turn)
(four sections) 153. Steering tank and filters
115. Transmission magnetic scavenge screens 154. Steering pump
116. Torque converter suction screen 155. Priority valve manifold
117. Torque converter charging filter 156. Solenoid and relief valve manifold
118. Torque converter inlet relief valve 157. Solenoid and relief valve manifold
119. Torque converter outlet relief valve 158. Steering control valve
120. Transmission charging filter 159. Steering directional valve - NO TURN
08/06
VISUAL LIST
160. Steering directional valve - RIGHT TURN 199. Parking brake release valve
161. Hand Metering Unit (HMU) 200. Towing system
162. HMU and steering control valve (ISO) 201. Front service brake relay valve
163. Steering accumulators 202. Brake oil makeup tank
164. Shutdown control 203. Brake cylinder (engaged)
165. Hoist system introduction 204. Slack adjuster rear brake
166. Hoist control system - HOLD 205. Slack adjuster (released and engaged)
167. Hoist lever 206. Brake oil cooling circuit schematic
168. Hoist control lever position sensor 207. Brake cooling control system
169. Hydraulic tank 208. Brake oil cooling drive motor
170. Hydraulic tank (rear) 209. Hoist screens
171. Hoist pumps 210. Brake cooling oil filters
172. Hoist screens 211. Front brake oil cooling diverter valve
173. Hoist control valve (rear) 212. Front brakes oil cooler
174. Hoist control valve (left) 213. Auxiliary brake oil cooler
175. Hoist control valve (hold) 214. Rear brake oil coolers
176. Hoist control valve (raise) 215. Brake electronic control system
177. Hoist counterbalance valve 216. Service/Retarder brake air system (Manual
178. Hoist control valve (lower) retarder engaged)
179. Hoist control valve (float) 217. Hydraulic ARC system - ARC ENABLED
180. Brake oil cooling filters 218. Hydraulic ARC valve
181. Front brake oil cooling diverter valve 219. Hydraulic ARC valve - Engine ON/ARC
182. Front brake oil cooler OFF
183. Hoist cylinders 220. Hydraulic ARC valve - Engine ON/ARC
184. Air system and brakes introduction ON
185. Oil cooled brake assembly (cutaway) 221. Hydraulic ARC valve - Engine OFF/ARC
186. Air charging system OFF
187. Air compressor 222. Hydraulic ARC control - ARC engaged
188. Air dryer 223. Steering bleed down control
189. Primary air tank 224. Front brake oil cooling diverter solenoid
190. Pressure protection valve 225. Engine Output Speed (EOS) sensor
191. Parking/secondary brake air tank 226. Traction Control System (TCS) schematic
192. Service/retarder brake air system 227. Wheel speed sensor
(engaged) 228. Traction Control System (TCS) valve
193. Parking/secondary brakes released and 229. Traction Control System (TCS) operation
parking brakes engaged (brakes released)
194. Manual retarder lever 230. Traction Control System (TCS) operation
195. Front cab brake valves (left brake engaged)
196. Inverter valve 231. Model rear view
197. Parking brake release pump
198. Parking brake release filter
08/06 Handout No. 1
HYDRAULIC SCHEMATIC COLOR CODE
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.
08/06

SERV1817-01
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
- 302 -
Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
Handout No. 2
Text Reference
08/06 Handout No. 3
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).
08/06 Handout No. 4
VIMS KEYPAD GAUGE PARAMETERS

100 ENG SPD
105 BOOST PRES
106 LT EXH TEMP
107 RT-LT EXH TEMP
108 RT EXH TEMP
111 F AFTRCLR TEMP
112 R AFTRCLR TEMP
116 COLD MODE
117 ENG DERATE %
118 AIR FLTR IN-H20
121 ENG LOAD %
122 FUEL FLTR
129 ENG FUEL RATE GAL/HR
130 ENG OIL LVL
131 ENG OIL PRES
135 ENG COOL TEMP
140 SYS VOLTAGE
197 ENG FAN SPD #1
198 ENG FAN SPD #2
199 RT-LT FAN SPD
200 ENG FAN TEMP
313 TC OUT TEMP
325 DIFF TEMP
328 DIFF LUBE PRES
350 TRN LUBE TEMP
08/06 Handout No. 5
VIMS KEYPAD GAUGE PARAMETERS (continued)
403 FAN DRIVE FLTR

416 LT PARKBK PRES
417 RT PARKBK PRES
444 STRG OIL TEMP
452 BRK/AIR PRES
460 LT F BRK TEMP
461 LT R BRK TEMP
462 RT F BRK TEMP
463 RT R BRK TEMP
724 BODY ANGLE DEG
790 ATMOS PRES
791 AMB AIR TEMP
799 HOIST STATUS
NOTE: Shown are the most commonly used parameters.

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SERV1817-01

GLOBAL SERVICE LEARNING

Service Training Meeting Guide

Estimated Time: 40 Hours

© 2006 Caterpillar Inc.

Service Training Meeting Guides

Technical Instruction Modules

SUPPLEMENTAL MATERIAL (CONTINUED)

Accessing Flash Software for Machines REHS0494

How to Take a Good Oil Sample PEHP6001

Window Decal "VIMS Keypad Parameters" SEEU6995

WALK AROUND INSPECTION...............................................................................................12

POWER TRAIN .......................................................................................................................131

STEERING SYSTEM ..............................................................................................................195

HOIST SYSTEM ......................................................................................................................213

AIR SYSTEM AND BRAKES ................................................................................................236

BRAKE ELECTRONIC CONTROL SYSTEM .....................................................................275

VISUAL LIST ..........................................................................................................................298

HYDRAULIC SCHEMATIC COLOR CODE.........................................................................301

© 2006 Caterpillar Inc.

- Serial No. Prefix: FDB

- Reduced weight due to elimination of redundant structures

WALK AROUND INSPECTION

WALK AROUND INSPECTION

Wash Windows, Transmission and Brake Cylinder

Suspension Cylinder Height

Front Wheel Breathers Tire Inflation

INSTRUCTOR NOTE: For more detailed information on servicing the automatic

Inspect the hydraulic tank breather (3) for plugging.

Air intake system tips:

INSTRUCTOR NOTE: For more detailed information on servicing the steering

Ether starting tip:

- Brakes: Check operation

Shown is a view of the operator's seat and the trainer's seat..

- Telescopic/tilt steering column for individual adjustment

- Intermittent wiper/washer, turn signal control, and dimmer switch

- Enhanced instrument layout

The operator controls to the left of the steering column are:

- Intermittent wiper/washer, turn signal control, and dimmer switch (2).

- Steering wheel mounted electric horn control (3).

The intermittent wiper switch has the following six positions:

- 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)

- the key start switch

Located on the floor of the cab are:

Located in the overhead panel are the following switches:

- Hazard lights (1)

- Headlights and parking/tail lights (2)

- Fog lights (3)

- Back-up lights (4)

- Front flood/ladder lights (5)

- Reverse: Lights when the shift lever switch is in REVERSE.

- Action lamp: Lights when a Category 2, 2-S or Category 3 Warning is active.

- Engine coolant temperature: Maximum operating temperature is 107° C (225° F).

- Brake oil temperature: Maximum operating temperature is 121° C (250° F).

The three systems monitored by the speedometer/tachometer module are:

- Tachometer: Displays the engine speed in rpm.

Top row (from left to right)

Bottom row (from left to right)

Vital Information Management System (VIMS)

PRS TUV WXY