Manual Mtto 793D

SERV1817 - 12 - Text Reference
04/06
793D MAINTENANCE
ice
793D Serv
Procedure
WALK AROUND INSPECTION

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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.
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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
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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.
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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.
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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 oil
temperature is below 60° C (140° F). The rpm is gradually reduced to 1000 rpm between 60° C
(140° F) and 71° C (160° F). When the temperature is above 71° C (160° F), the engine will idle
at LOW IDLE (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and overcooling. To
temporarily reduce the elevated idle speed, the operator can release the parking brake or depress
the throttle momentarily, and the idle speed will decrease to LOW IDLE for 10 minutes.
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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.
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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).
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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 oil
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.
SERV1869 - 09/09 -2- Module 1 - Operator’s Station
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INTRODUCTION
• New cab features The 793F Off-Highway Truck cab is designed for operator comfort and improved
access for the technician. The cab also has excellent interior air movement with
several louvers for increased air flow.
The machine ECMs are accessible through a cover located on the front of the cab.
The fuse and relay panel are easily accessible from behind the buddy seat without
removal of the trim. The air conditioning filter is easily accessible on the left side
exterior panel.
The wiper location has changed to increase the coverage on the windshield, and a
removable wiper motor mount has increased the serviceability for the technician.
© 2009 Caterpillar Inc.

• Cab components (front of cab): This view from the rear of the cab shows the location of the major components inside
the cab:
1. Steering wheel
2. Instrument cluster -- steering wheel (1)
3. Advisor panel -- instrument cluster (2)
4. Overhead switch panel -- Advisor panel (3)
5. Interior lights -- overhead switch panel (4)
6. WAVS monitor -- interior lights (5)
7. Accelerator and brake pedals -- Work Area Vision System (WAVS) monitor (6)
8. Transmission and hoist levers -- accelerator and brake pedals (7)
9. Switch panel -- transmission and hoist levers (8)
-- switch panel (9)

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• Overhead switch panel: Four switches are contained in the overhead switch panel. The traction control test
switch (1) is used to test the Traction Control System (TCS) by pushing the top of the
1. Traction control test switch test switch. When the switch is pressed, the right and left parking brakes are
2. Brake retract switch tested.
3. Engine idle shutdown switch
The brake release switch (2) activates the brake release pump.
The optional engine idle shutdown switch (3) allows the engine to conveniently
cool down after operation. The cool down period is intended to extend the life of
components operating at elevated temperatures. The timer feature allows the
operator to exit the truck with the engine running. The operator must activate the
engine idle shutdown switch and then turn the key start switch to the OFF position.
After a five-minute period, the engine will automatically shut off.

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• Floor of cab: The service brake pedal (1) is used to modulate the hydraulic engagement of the
service brakes on all four wheels.
1. Service brake pedal
2. Accelerator pedal The accelerator pedal (2) controls the engine rpm. The throttle position sensor (not
3. Steering column tilt control visible; behind accelerator pedal) provides the pedal position input signal to the
pedal Engine ECM.
4. Secondary brake pedal
The steering column tilt control pedal (3) is used to release the steering column from
5. Secondary brake pedal the locked position. The column also has the automotive style steering wheel tilt and
position sensor telescope control features (not shown).
6. Foot rest
The secondary brake pedal (4) is used to quickly stop the machine if the service
brake does not function properly. When the operator depresses the secondary brake
pedal, the secondary brake pedal position sensor (5) sends a PWM signal to the
Brake ECM. The Brake ECM sends a current to the parking brake solenoid which
drains the parking brake oil in all four wheels; the machine will stop very quickly.
The foot rest (6) is installed for the comfort of the operator.

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• Front dash panel: The instrument cluster (1) contains numerous indicator lights and gauges. The
Advisor display (2) is used to access the data from the VIMS Modules, the Engine
1. Instrument cluster ECM, and the Machine ECMs.
2. Advisor display
3. Hazard flasher switch The upper half of the hazard flasher switch (3) turns ON the hazard lights and the
lower half turns the lights OFF.
4. Running lights switch
5. Fog lamps switch The running lights switch (4) controls the headlights, parking lights, and taillights.
6. Three-way access lights The switch has three positions:
switch
7. Optional heated mirror switch -- OFF
8. Panel dimmer switch -- parking lights and taillights (first detent)
9. Key start switch -- headlights, parking lights, and taillights (second detent)
10. Cigar lighter
The upper half of the fog lamps switch (5) turns the lamp in the front bumper ON and
11. 12 volt DC power receptacle the lower half turns the lamp OFF.
12. Fan speed switch
13. Temperature variable control The three-way access lights switch (6) activates the stairway lights. A second
switch three-way access lights switch is located on the ground level switch panel on the
14. HVAC Mode switch front bumper.
The optional heated mirror switch (7) controls the heated mirrors.

The panel dimmer switch (8) changes the intensity of the panel lights. Pushing the
top of the switch increases the intensity and pushing the lower half of the switch
decreases the intensity.
The key start switch (9) controls engine starting. In the ON position, the dash panel
and Advisor display are powered. The instrument cluster gauges will sweep and the
indicators will flash. Advisor will automatically perform an electronic calibration and
an audible alarm will sound. In the ON position, the electronic Thermostat (E-Stat)
will also self calibrate.
The E-stat is an electro-mechanical valve that meters coolant between the engine
and radiator. The stepper motor that controls the valve will self calibrate for up to 30
seconds. This is a new, distinct sound coming from the engine compartment.
Engine Prelube is activated in the start position. The prelube pump will run for 45
seconds or 48 kPa (7 psi), whichever occurs first. The prelube pump will stop just
before the engine starts cranking. There is short delay in the logic before cranking is
initiated. The prelube pump does not run while the engine is cranking.
When the engine starts cranking, the fuel priming pump will start running and does
not run while the prelube pump is running. Also, the priming pump assists the fuel
transfer pump during cranking, so both pumps are runnning when the engine starts
cranking. The priming pump will stop 100 rpm below the low idle speed.
The cigar lighter (10) and 12 volt DC power receptacle (11) are located next to the
key start switch.
The fan speed switch (12) controls the fan speed with an OFF position and three fan
speed positions. The temperature variable switch (13) sends an input to the Brake
ECM which sends an output to the water valve attached to the HVAC unit located
behind the back cover of the cab.
The HVAC Mode switch (14) is a rocker switch with three positions. When the top
section of the switch is pushed, the cab air will be cooled. When the switch is in the
center position, the cab air will be heated. When the lower section of the switch is
pressed, the cab air temperature is controlled automatically. The temperature in the
cab should be between 10° C (50° F) and 32° C (90° F). This variable temperature
is controlled by the temperature control switch.

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• Center console stand The Auto Retarder Control (ARC) UP / DOWN switch (1) is used after the proper
components: machine speed is selected during an ARC operation. Pressing the top or the bottom
of the switch for three seconds will maintain the desired ground speed. If the speed
1. ARC UP / DOWN switch needs to be increased, momentarily press the top of the switch again. If the speed
2. ARC ON / OFF switch needs to be decreased, momentarily press the bottom of the switch.
3. Throttle back up and lock
switch The ARC ON / OFF switch (2) activates the ARC feature. Pressing the top of the
switch turns the ARC ON and pressing the bottom of the switch turns the ARC OFF.
4. Left window switch
5. Right window switch The throttle back up and lock switch (3) is used for two purposes:
6. WAVS switch
-- If there is a malfunction of the throttle PWM sensor, the operator can hold
the switch to raise the engine RPM above low idle to move the machine off
the haul road or to a service area.
-- Throttle lock will maintain the engine RPM at full throttle without depressing
the throttle pedal. When the truck is at the desired speed, fully depress the
throttle pedal and depress the switch. The throttle lock indicator on the dash
panel will illuminate indicating the function is activated. This feature is to
help the operator on long, flat haul roads. To deactivate throttle lock, press
the bottom of the switch, apply either brake pedal, or move the transmission
shift lever. If there is a failure of any critical component, throttle lock will be
deactivated.
NOTE: The throttle lock function is deactivated from the factory. Cat ET must
be used to activate the throttle lock function.

The left window switch (4) and the right window switch (5) raise and lower the door
windows.
The WAVS switch (6) overrides the front and rear WAVS cameras, which causes the
WAVS to use only the right side camera. The WAVS system is discussed later in
this module.

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• Machine ECMs: The illustration above shows the location of the ECMs. To access the ECMs, loosen
the thumb screws and lower the door (not shown) at the front of the cab.
1. Transmission ECM
2. Chassis ECM The Transmission ECM (1), the Chassis ECM (2), and the Brake ECM (3) are A4:M1
ECMs equipped with two 70-pin connectors.
3. Brake ECM
4. VIMS Main ECM The A4:M1 ECMs receives three different types of input signals:
5. VIMS Application ECM
1. Switch input: Provides the signal line to battery, ground, or open.
2. PWM input: Provides the signal line with a square wave of a specific frequency
and a varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage
level pattern signal, or a sine wave of varying level and frequency.
The A4:M1 ECMs have three types of output drivers:
1. ON/OFF driver: Provides the output device with a +Battery voltage (ON) or
less than one Volt (OFF).
2. PWM driver: Provides the output device with a square wave of fixed frequency
and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid with
pull-in current for a specific duration and then decrease the level to hold-in
current for a specific duration of the on time. The initial higher amperage gives
the actuator rapid response and the decreased level is sufficient to hold the
solenoid in the correct position. An added benefit is an increase in the life of
the solenoid.
The A4:M1 ECM has built-in diagnostic capabilities. When a fault is detected, the
ECM logs events in memory and diagnostic codes for troubleshooting. The events
and codes can be displayed on the VIMS Advisor panel or through Cat ET.
The VIMS Main ECM (4) and the VIMS Application ECM (5) are each equipped with
one 70-pin connector. The VIMS Main ECM provides diagnostic features through
the advisor panel. The VIMS Application ECM controls truck features such as the
Truck Payload Measurement System (TPMS).

04/06
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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.
04/06
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
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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.
04/06
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.
04/06
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.
04/06
793D ELECTRONIC SYSTEMS

VIMS-PC VIMS
- Gauges
- Monitoring
- Prognostics
12 Km/h
Mph
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
ATA Data Link - Engine Speed - Diagnostics
- Manual Start Aid - Fan Control
CAT Data Link
- Engine Pre-lube
Brake ECM Transmission /

(ARC) (TCS) Chassis ECM
- Top Gear Limit - Shift Control
- Reverse Neutralize - Neutral-start
- Load Counter - Back-up Alarm
- Neutral Coast Inhibit - Overspeed Protection
- Body Up Gear Limit - CTS
- Starter Protection - Engine Pre-lube
- Body Hoist Control - Directional Shift Management
- Traction Control System (TCS) - Speed Limiter - Autolube
- Auto Retarder Control (ARC)
- Rear Axle Cooling
- Brake Cooling Control
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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.
SERV1869 - 09/09 - - Module 2 - VIMS™ 3G with Advisor
Cab VIMS 3G
Connector
VIMS™ 3G MONITORING SYSTEM Ethernet
RS-232
Minestar
CANip VIMS Main Module
Radio CAN Data Link (A4:N4) FEATURES
- Event System
VIMS Service Lamp +B Voltage - Histograms, Totals Trends
- Datalogger
- Snapshot
- Telemetry Radio
Alternator "R" Terminal
- CANip Radio
CAT ET Service Tool
Connector RS-485
CAT Data Link To Machine and
+B Voltage
Engine ECMs
RH Red Lamp
CAN Data Link To Instrument
+B Voltage
Relay Cluster
LH Red Lamp
VIMS Application Module
(A4:N4)
+B Voltage FEATURES
RH Green Lamp
Optional - Road Analysis and Control
+B Voltage
Scoreboard - Torque Estimator
LH Green Lamp - (TPMS) Truck Payload
- Measurement System
Left Rear Strut Pressure Sensor - Truck Scoreboard Display TKPH
Right Rear Strut Pressure Sensor Ethernet RS-232
Left Front Strut Pressure Sensor
Right Front Strut Pressure Sensor

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

- The productivity information for the Payload is measured by the system and
stored in onboard memory. This information can be downloaded later for
analysis.

SERV1869 - 09/09

Module 2 - VIMS™ 3G with Advisor
- Abnormal machine conditions and/or incorrect operation of the truck

are identified. The diagnosis of these abnormal conditions will allow the
operator to modify the operation of the machine to correct the problem. The
service technician is able to schedule maintenance for the machine if the
condition is not related to the operation of the machine.
- Information that can help predict potential problems before failures can be
identified. This allows the maintenance of the machine to be scheduled
during the preventive maintenance servicing interval.
• Data links VIMS™ 3G modules use the following Links to transfer data to and from the VIMS
3G Main module:
- CAT Data Link - This two-wire data link allows communication between
VIMS 3G and the other Machine ECMs.
- Ethernet - This three-wire data link enables communication between VIMS
3G and the service tool (laptop computer).
- CAN Data Link (J1939) - The CAN is also a two-wire data link equipped
with fixed resistance at each end allowing communication between the VIMS
3G Main module, the VIMS 3G Application module, the Engine ECM, and
the Machine ECMs.
• Types of data VIMS 3G module uses three types of data. The three types of data listed below are:
- Internal - The data is generated within the VIMS 3G Main module. The date
and time are examples of internal data.
- Communicated - The data is received through the CAT Data Link and/or
the CAN Data Link from other machine systems. For example, the engine
speed is received through the CAT Data Link from the Engine ECM.
- Calculated - The data is mathematically determined by VIMS 3G internally.
• VIMS 3G Main module The VIMS 3G Main module sends and receives information over the CAT Data Link
and CAN Data Link supporting machine events, snapshots, data logger, histograms,
trends, totals, and payload functionality. VIMS 3G is no longer responsible for
generating all events within the system. Events will now be generated by the various
ECMs on the machine. VIMS 3G will record a list of the occurrences as reported by
the other ECMs.
• VIMS 3G Application module The VIMS 3G Application module receives data from the left front, left rear, right
front, and right rear strut pressure sensors. This sensor data assists the VIMS 3G
Application module with configuring the payload calculations.
The VIMS 3G Application module grounds the individual relays to illuminate the
payload monitoring lamps. When loading begins, the green light will illuminate.
When the VIMS 3G module determines that the truck is one load away from the total
payload, the red light will flash. After the truck is at full payload, the red light will stay
illuminated.
NOTE: The optional scoreboard display replaces the red and green payload
monitoring lamps.
Flashing and downloads are accompanied by using either the cab or bumper service
connector. CAT Data Link and CAN Data Link are both accessible using the bumper
service connection.

SERV1869 - 09/09 Module 2 - VIMS™ 3G with Advisor
INSTRUMENT CLUSTER
Power Train Action Engine Electrical
Brake System System Check Lamp RPM System
Engaged
Body Up
Brake System
Check Transmission in Reverse
Machine Lockout Active
Check Engine
High Beam
Primary Steering Retarder Engaged

Loss Traction Control
System Engaged
Torque Converter
Engine Coolant
Oil Temperature
Temperature Gauge
Gauge
Machine
Throttle Lock
Immobilizer
Left Turn Signal Right Turn Signal
mph
Active Gear
Truck Speed n/min km/h and Direction
kPa psi
Brake Oil Fuel Level Gauge
Temperature Gauge
LCD Display Active Event / Diagnostic

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

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

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

- Throttle lock (YELLOW)
- Primary steering (loss) (RED)
- Engine system - check (RED)
- Parking brake engaged (RED)
- Brake system - check (RED)
- Power train - check (RED)
- Action lamp (RED)
- Charging system (RED)
- Body up (RED)
- Machine lockout (active) (GREEN)
- Transmission reverse - desired (YELLOW)
- High beam (BLUE)
- Retarder engaged (YELLOW)
- Traction control system (YELLOW)
- Machine immobilizer (RED)
- Right turn (GREEN)
NOTE: At machine start-up (key ON), the LCD display in the Instrument
Cluster will briefly display the Instrument Cluster’s part number. The Advisor
ECM software is model specific, reflecting the differences between Instrument
Clusters. The Instrument Cluster and the Advisor software must match for the
Instrument Cluster to operate properly.

WARNING CATEGORIES
Category Message Display Action Lamp Action Alarm
Level 1 Displayed on Advisor screen Solid amber N/A
Level 2 Displayed on Advisor screen Flash red N/A
Level 2S Displayed on Advisor screen Flash red Sound continuously
Level 3 Displayed on Advisor screen Flash red Pulse
6_1
• Warning categories Advisor provides four warning categories utilizing a “pop-up” warning message on
Advisor’s screen. The front action lamp (contained in the instrument cluster), the
rear action lamp, and an action alarm are used in different combinations to signal the
operator. The four warning category indicators are:
• Level 1 Warning - Level 1 Warning : A warning appears on the Advisor screen, describing the
event or diagnostic failure. The Action Lamp will illuminate to solid amber.
The warning can be acknowledged (snoozed) by pressing the OK button,
and will not reappear for several hours, depending on the failure or event
(or if the event or failure does not reoccur). The Level 1 Warning will result
in the Active Event / Diagnostic Indicator being illuminated.
• Level 2 Warning - Level 2 Warning: A warning appears on the Advisor screen, describing the
event or diagnostic failure. The Action Lamp will flash red, alerting the
operator to change the machine operation mode. The warning can be
acknowledged (snoozed) by pressing the OK button, and will not reappear
for one hour, depending on the event or failure (or if the event or failure does
not reoccur) and the Action Lamp will stop flashing.
• Level 2S Warning - Level 2S Warning: A warning appears on the Advisor screen, describing
the event or diagnostic failure. The Action Lamp will flash red and the Action
Alarm sounds continuously, alerting the operator to change the machine
operation mode. The warning can be acknowledged (snoozed) by pressing
the OK button.

• Level 3 Warning - Level 3 Warning: A warning appears on the Advisor screen, describing the
event or diagnostic failure. The Action Lamp will flash red, and the Action
Alarm will pulse to alert the operator to shut down the machine. The Action
Lamp will continue to flash red and the Action Alarm will continue to pulse
after the operator acknowledges the warning. If applicable, the appropriate
system check light will illuminate.
NOTE: A level 3 indicates that a serious failure has occurred in the specified
machine system. Machine damage is most likely imminent and/or the safe
operation of the truck may be compromised. The operator should immediately
shut down the machine and service personnel should investigate the problem
before continuing machine operation.

N P R N 3 2 1 2
03:55:46 07/7/2007 ARC 29 mph
Operator 3
Monitor
Payload
4
Service
6
5
8_1
ADVISOR MENUS
• Advisor panel The Advisor panel located in the front dash, supports the instrument cluster in
manipulating data from the VIMS™ 3G Modules, the Engine ECM, and the Machine
ECMs. Data shared between the Instrument Cluster and the Advisor panel travels
over the CAN Data Link. Data flowing between the Advisor panel and the ECMs
travels over the CAT Data Link. At machine start-up (key ON), an introduction screen
appears and Advisor performs a self-test routine. After a few seconds, the main
screen will appear as shown in the illustration.
• User interface buttons Five user interface buttons on the right side of the Advisor screen are used to navigate
through the numerous Advisor screens, to make menu selections, or to enter data.
The functions of the user interface buttons are:
LEFT / UP Arrow Button (1) - This button is used for screen navigation or data entry
and can be used to scroll up a vertical list, scroll left across a horizontal list, or adjust
a setting.
DOWN / RIGHT Arrow Button (2) - This button is also used for screen navigation
or data entry and can be used to scroll down a vertical list, scroll right across a
horizontal list, or adjust a setting.

BACK Button (3) - This button is used:
- to go up one level in a stair-step (hierarchical) menu structure, or to return

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

- to confirm an entry, such as a password, or for saving an operator profile
entry.
Navigation through the menus and sub-menus is accomplished by using the ARROW
Buttons (6) to highlight the desired selection, then pressing the OK Button. The
ARROW Buttons are also used to highlight a mode or to set a parameter. Pressing
the OK Button selects that option.
NOTE: The five buttons at the left of the display screen function as presets.
The operator can navigate to any screen, then return to the desired screen by
presetting that button. Initially, no function is available until programmed and
saved with a profile. The buttons at the left of the display screen currently have
no function.

ADVISOR HOME Operator
MENU SELECTIONS
Monitor
Payload
Main
Menu
Service
Setting
Service Mode
10_1
• Advisor main menu Advisor’s menu structure is arranged in a stair-step, or hierarchical list format. When
the operator or technician selects an option from a menu or list, the resulting screen
is one level down from that selection. More selections, or options, may be available
from that screen as well. There may also be more than one page of information or
options to be displayed from any level. This is indicated by the “More Options” icon,
which may point left, right, up, or down depending upon how the data or list is
arranged.
The illustration above shows the options that are available from Advisor’s Home Menu
screen. The Home Menu screen and its options will be displayed upon pressing the
HOME button from any screen within Advisor.

SERV1869 - 09/09 )*+) Module 2 - VIMS™ 3G with Advisor
SERVICE MENU
DIAGNOSTICS SUBMENU
Active
Events
Logged
Events
Trigger
Diagnostics
Snapshot
Data Logger
Start
Data Logger
Reset
16_1
• Diagnostics submenu This illustration shows the diagnostics submenu within the service menu.
• Active Events menu The Active Events menu option shows the ECM and the service hours for each
event. The following is a list of information that is displayed for the active event:
- Electronic Control Module

- Event Code
- Date of occurrence
- Time of occurrence
- Warning Level
- Number of occurrences
• Logged Events menu The Logged Events menu option shows the list of events and diagnostic codes that
have been recorded. Logged events can only be cleared by downloading and
resetting the VIMS™ 3G Main module with Cat ET.
The Trigger Snapshot menu option allows the user to manually initiate a snapshot of
the system in addition to the snapshots that are already programmed. The snapshot
will remain active until the time has elapsed.

SERV1869 - 09/09 0780 Module 2 - VIMS™ 3G with Advisor
N P R N 6 2 1
ACTIVE
Service: Diagnostics
Active Events
Press OK to
EVENTS
Logged Events
view Active
Trigger Snapshot
Events
Data Logger Start
18_1 18_2
N P R N 6 2 1 High Engine Coolant Temp

Code : E361 (1) SMH : 643.0
EVENT DESCRIPTION LEVEL
Time : 16:32 Date : 05/02/2008
High Engine Coolant Temp 1
High Engine Coolant Temp 2
High Fuel Rail Pressure 2 MID : 36 Engine Control
High Fuel Rail Pressure 2 Level : 1 Num Occ : 2
High Air Inlet #1 Diff Pres 2 Duration (sec) : 150 Data Value : 140°C
High Air Inlet #2 Diff Press 2
= Prev Details = OK Next = = Prev Next =
18_3 18_4
• Active Events The top right illustration shows the first four items of the Diagnostics submenu.
Use the Up / Down arrow buttons on Advisor to highlight “Active Events.”
Press the OK button to view a list of all the events that are currently active on the
truck.
The bottom left illustration displays a list of all the events that are currently active on
the truck.
Use the Up / Down Arrow button on Advisor to highlight a specific event and then
press the OK button to view additional information.
The bottom right illustration shows the Active Event Information screen for a specific
event (High Engine Coolant Temperature).

SERV1869 - 09/09 9:;9 Module 2 - VIMS™ 3G with Advisor
• Data on the Active Event The Active Event Information screen shows the following:
Information screen
- Event Error Code
- Service meter hours at the time the event occurred
- Time and date the event occurred
- Associated ECM (MID)
- Warning Level
- Number of event occurrences
- Duration of the event
- Value of the occurrence
Press the Back button on Advisor twice to Return to the Top Level menu of the
Diagnostics submenu.

04/06
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.
04/06
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.
04/06
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 sensors is approximately 6.50 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.
04/06
61
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 next to the ECM. If the engine requires
timing calibration, a timing calibration sensor (magnetic pickup) is installed in the flywheel
housing and connected to the timing calibration connector.
Using the Caterpillar ET service tool, timing calibration is performed automatically for the
speed/timing sensors. The desired engine speed is set to 800 rpm. This step is performed to
avoid instability and ensures that no backlash is present in the timing gears during the calibration
process. Timing calibration improves fuel injection accuracy by correcting for any slight
tolerances between the crankshaft, timing gears, and timing wheel. Timing calibration is
normally performed after the following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement
04/06
66
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.
04/06
1
2
70
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.
04/06
71
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.
04/06
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
72
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.
04/06
2
4
1
3
75
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
factory password is required to clear this event.
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).
04/06
AFTERCOOLER COOLANT FLOW

Shunt
Tank
Aftercooler Aftercooler Front Brake

Oil Cooler
Radiator
Air
Aftercooler Compressor
Water Pump
77
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.
04/06
ENGINE OIL SYSTEM
Engine
Oil Renewal
Scavenge
System Solenoid
Pump
To Fuel
Tank
Bypass
Valve
Engine
Engine
Oil Filters
Oil Cooler
Engine
Oil Pump
81
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.
04/06
1 3
83
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.
04/06
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
86
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.
04/06
87
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.
04/06
AIR INDUCTION AND EXHAUST SYSTEM
From Air
Filters Muffler
Aftercooler
From Air
Filters
91
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.
SERV1869 - 09/09 - - Module 3 - Engine
2_1
INTRODUCTION
• C175 Engine The visual above shows the right side view of the 16 cylinder C175 engine in the
793F trucks. The C175 replaces the current 3516 Series engine that was used in
the 793D.
The C175 is a metric engine. Some of the component weights have increased, such
as the cylinder head, which is approximately 50 percent heavier than the 3500 and
will require a lifting device.
Care must be taken when working on or around the high pressure fuel system as
pressures can be as high as 180 MPa (26,100 psi).
Cleanliness during service is critical because the fuel system is very sensitive to
debris as compared to 3500 / 3600 products.
• Engine features The following lists the key features for the C175 engine:
- High pressure common rail fuel system

- Air to Air AfterCooler (ATAAC)
- Increased horsepower
- Two-piece single camshaft
- Electronic Unit Injectors (EUI)

SERV1869 - 09/09

Module 3 - Engine
The following specifications are for the C175 16 cylinder engine:
Serial No. Prefix: B7B
- Performance Specs: 0K7437

- Gross Power: 1977 kw (2651 hp) @ 1750 rpm
- Maximum Altitude: 3353 m (11000 ft)
- High Idle rpm: 1960 rpm
- Full Load rpm: 1750 rpm
- T/C Stall Speed: 1500 ± 10 rpm
- Boost at Full Load RPM: 200 ± 20 kPa (29 ± 3 psi) at sea level

SERV1869 - 09/09 Module 3 - Engine
1 2
5
8
7 4_1
• Right side of engine: This illustration shows the main components on the right side of the engine:
1. High pressure fuel rail - High pressure fuel rail (1)

2. Intake manifold - Intake manifold (2)
3. High pressure fuel pump - High pressure fuel pump (3)
4. Air conditioning compressor - Air conditioning compressor (4)
5. Fuel priming pump - Fuel priming pump (5)
6. Secondary fuel filter base - Secondary fuel filter base (6)
7. Engine oil filters - Engine oil filters (7)
8. Pump drive - Pump drive (8)


5_1
• Left side of engine: This illustration shows the main components on the left side of the engine:
1. Coolant pump - Coolant pump (1)

2. Engine oil pump - Engine oil pump (2)
3. Engine oil pan sight glass - Engine oil pan sight glass (3)
4. Engine oil S•O•S port - Engine oil S•O•S port (4)
5. Engine coolant S•O•S port - Engine coolant S•O•S port (5)
6. Engine oil coolers - Engine oil coolers (6)


6_1
• Top of engine: The main components on the top of the C175 engine are the turbo chargers (1), the
exhaust tubes to the mufflers (2), and the exhaust manifolds (3).
1. Turbo chargers
2. Mufflers
3. Exhaust manifolds

SERV1869 - 09/09 *+,* Module 3 - Engine
C175 ENGINE INPUTS BLOCK DIAGRAM

J2 J1
(1) Engine ECM
(2) Prrimary Cam Speed / Timing Sensor

(22) Engine Oil Block Inlet Pressure Sensor
(3) Secondary Cam Speed / Timing Sensor
(23) Engine Oil Filter Inlet Pressure Sensor
(4) Crankshaft Speed / Timing Sensor
(24) Fuel Pressure Sensor (unfiltered)
(5) Compressor Inlet Air Pressure Sensor #1
(25) Fuel Pressure Sensor (filtered)
(26) HPCR Rail Pressure Sensor
(8) Compressor Inlet Air Pressure Sensor #4 (27) Fuel Transfer Pump Inlet Pressure Sensor
(9) Inlet Manifold Pressure Sensor (LH) (28) Engine Coolant Block Inlet Pressure Sensor
(10) Inlet Manifold Pressure Sensor (RH) (29) Water In Fuel Sensor
(11) Atmospheric Pressure Sensor (30) Engine Coolant Block Outlet Temperature Sensor
(12) Crankcase Pressure Sensor (31) Coolant Pump Outlet Temperature Sensor
(13) Inlet Manifold Temperature Sensor (LH) (32) Fuel Transfer Temperature Sensor
(14) Inlet Manifold Temperature Sensor (RH) (33) High Pressure Fuel Temperature Sensor
(15) RH Turbine Inlet Temperature Sensor (34) Engine Oil Level Switch
(16) LH Turbine Inlet Temperature Sensor (35) Engine Coolant Level Switch
(17) Engine Oil Block Inlet Temperature Sensor
(36) Manual Fuel Priming Pump Switch
(18) Local CAN Data Link
(37) Engine Shutdown Switch
(21) Temperature (19) Global CAN Data Link
Control Module (38) Throttle Position Sensor
(20) Cat Dat Link
12_1
ENGINE ELECTRONIC CONTROL SYSTEM
• Engine electronic control system The C175 engine consists of input components, output components, and the Engine
inputs ECM (1) to control the quality and the amount of fuel to efficiently operate the engine
within the emission requirements. The A4:E4 ECM has a 120 pin connector and a
70 pin connector.
The engine is equipped with both active and passive sensors which take pressure,
temperature, and speed / timing data from the engine systems and relay that
information to the Engine ECM. The Engine ECM processes the data and sends
corresponding output signals to the output components to control the engine
functions.

SERV1869 - 09/09 ./0. Module 3 - Engine
C175 ENGINE OUTPUTS BLOCK DIAGRAM
J2 J1
(2) Electronic
Unit Injectors
(1) Engine ECM
(7) Ether Aid Relay (8) Fuel Primming Pump Relay
(9) Prelube Pump Relay
(3) Fuel Control Valve (FCV) (12) +5 VDC
(4) Local CAN Data Link (11) +8 VDC
(10) +12 VDC

(5) Machine ECMs
(15) Service Connector (14) Global CAN Data Link (13) Cat Data Link
(6) VIMS Modules
13_1
• Engine electronic control system Based on the input signals, the Engine ECM (1) analyzes the input information and
outputs energizes the electronic unit injectors (2) to control fuel delivery to the engine by
sending current to the coils on the electronic unit injectors. The Engine ECM sends
a PWM signal to the fuel control valve (FCV) assembly (3). The FCV controls the
output of the high pressure common rail pump. Also, the J1939 Local Controller Area
Network (CAN) Data Link (4) is used to send data between the machine ECMs (5)
and the VIMS modules (6).
• Relays The Engine ECM sends voltage signals to the following component relays:
- ether aid relay (7)

- fuel priming pump relay (8)
- prelube pump relay (9)
• Output voltages The following output voltages are sent to separate sensors:
- - +12 VDC (10)

- - +8 VDC (11)
- - +5 VDC (12)
• CAN Data Link The CAN Data Link can be recognized by the shielded cable and the shielded
connectors. Inside is a twisted pair of copper wires with a 120 ohm resistor on each
end. The CAN Data Link is used for high speed transmission of data between the
ECMs.

SERV1869 - 09/09 9:;9 Module 3 - Engine
<
14_1
• Front of engine: Fuel injection and system monitoring are controlled by the A4:E4 Engine ECM (1)
which is located at the front of the engine. The Engine ECM is equipped with a 120
1. Engine ECM pin connector (J2) and a 70 pin connector (J1).
2. Atmospheric pressure sensor
The Engine ECM responds to engine inputs by sending a signal to the appropriate
output component to initiate an action. For example, the Engine ECM receives a high
coolant temperature signal. The Engine ECM interprets the input signal, evaluates
the current operating status, and derates the fuel supply under load.
The Engine ECM receives three different types of input signals:
1. Switch input: Provides the signal line to battery, ground, or open.

2. PWM input: Provides the signal line with a rectangular wave of a specific
frequency and a varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage
level pattern signal, or a sine wave of varying level and frequency.

SERV1869 - 09/09 mnom Module 3 - Engine
ENGINE COOLING SYSTEM

STANDARD RETARDING
(5) Turbos
(16) Engine
ECM
(17) CAN (J1939)
(13) Temperature (9) Front (15) Engine

Control Module and Rear Coolant Block
Brake (7) Transmission Outlet
Oil Coolers Oil Cooler Temperature
(17) Sensor
(10) E-Stat
Coolant
Level
Sensor
(18) Piston
(8) Steering/Fan
Oil Cooler
(6) Shunt (4) Engine Block
Tank
(11) Bypass
(14) Engine Coolant Block
Line
(2) Radiator (3) Engine Inlet Pressure Sensor
Oil Coolers
(1) Coolant (12) Coolant Pump

Pump Outlet Temperature Sensor
25_1
ENGINE COOLING SYSTEM
• Engine cooling system with This illustration shows the cooling system on a 793F truck with standard retarding.
standard retarding The coolant pump (1) pulls coolant from the radiator (2) and sends the coolant
through the engine oil coolers (3) to the engine block (4).
After leaving the block, the coolant flows through the turbos (5), into one return line,
and to the shunt tank (6) of the radiator. The coolant from the block also flows to
the power train oil cooler (7), the steering / fan oil cooler (8), and then through the
rectangular front and rear brake oil coolers (9) to the Electronic Thermostat (E-stat)
(10). Depending on the temperature of the coolant, the E-stat directs the coolant
to the radiator or through the bypass line (11) and back to the inlet of the coolant
pump.
The coolant pump outlet temperature sensor (12) sends a signal to the temperature
control module (13) on the E-Stat.
The engine coolant block inlet pressure sensor (14) and the engine coolant block
outlet temperature sensor (15) send signals directly to the Engine ECM (16). The
engine coolant block outlet temperature sensor is used as one of the key target
temperatures for the hydraulic fan system.
The coolant level sensor (17) sends a signal to the Engine ECM indicating the
coolant level.
NOTE: This illustration shows the majority of the coolant bypassing the
radiator.
(10) (10)
Turbos Turbos
ENGINE LUBRICATION SYSTEM
(18) Engine (18) Engine

Front Front
Cover Cover
(15) S•O•S
Port
(4) Pressure
(12) Scavenge Regulator
Pump
(5) Engine Oil Coolers
(2) Screen (3) Engine
(1) Sump
Oil Pump
(17) Oil (14) Relief
Temperature Valve
Sensor
(13) Prelube Pump (16) Check
Valve (6) Engine Oil Cooler Bypass
(9) Oil and Electric Motor
Pressure
Sensor (8) Unfiltered
(7) Engine Oil Pressure
Oil Filters Sensor
(11) High
Pressure
Fuel Pump
35_1
ENGINE LUBRICATION SYSTEM
• Engine oil flow This illustration shows the oil flow through the C175 engine. Oil is drawn from the
engine sump (1) through a screen (2) by the engine oil pump (3). The oil pump
sends oil to the pressure regulator (4), which directs oil to the engine oil coolers (5)
or through the engine oil cooler bypass valve (6) to the engine sump if the oil pressure
is too high.
Oil flows from the oil coolers or bypass valve to the engine oil filters (7). The unfiltered
oil pressure sensor (8) and the oil pressure sensor (filtered oil) (9) calculate the
restriction in the oil filters.
From the engine oil filters, the oil enters the engine block and flows through the
main oil galley to lubricate the internal engine components and the turbos (10). The
filtered oil is also directed to the high pressure fuel pump (11) for lubrication.
If the engine oil pressure increases above approximately 550 kPa (80 psi), the
pressure in the signal line from the oil galley acts on the top of the regulator and
moves the regulator down against spring force. The regulator directs oil flow to the
sump.
Located in the front section of the pan is the scavenge pump (12). The scavenge
pump draws oil from the rear pan section and returns it to the main sump.

33_1
• E-stat components: The Electronic Thermostat (E-Stat) is mounted to a bracket near the left side of the
radiator and includes the stepper motor (1) and the temperature control module (2).
1. Stepper motor
2. Temperature control module A piston, which is driven by the stepper motor, is located inside the valve (3).
3. Valve
The valve controls the coolant flow to the bypass line and the radiator. The piston
(not shown) movement within the valve, alters the coolant flow through a lead screw
driven by the stepper motor.

The prelube pump (13) supplies lubrication oil to the system and is connected
between the pressure regulator and the engine oil coolers.
Also, installed in the line from the engine oil pump is a relief valve (14) which limits
the system pressure to 875 kPa (127 psi).
A S•O•S port (15) is also installed at the engine oil cooler bypass housing.

SERV1869 - 09/09 ¡ Module 3 - Engine
¤
£
© ª
¨
§ 37_1
• Left side of engine: This illustration shows the location of the engine lubrication system components on
the left side of the engine:
1. Relief valve and oil pressure
regulator - relief valve and oil pressure regulator (1)
2. Engine oil pump - engine oil pump (2)
3. Engine oil cooler bypass - engine oil cooler bypass valve (3)
valve
- engine oil S•O•S port (4)
4. Engine oil S•O•S port
- engine oil coolers (5)
5. Engine oil coolers
6. Engine oil tube The engine oil tube (6) provides a flow path to the engine oil filters on the right side
7. Caterpillar fast fill level switch of the engine.
8. Engine oil low level switch
The fast fill level switch (7) provides an engine oil level indication to the engine oil full
9. Engine oil level sight gauge indicator on the Caterpillar Fast Fill Panel.
The engine oil low level switch (8) provides an engine oil level indication to the
Engine ECM.
The engine oil level sight gauge (9) allows the technician to check the oil level from
ground level.

SERV1869 - 09/09 «¬« Module 3 - Engine
¯
®
°
38_1
• Right side of engine: This illustration shows the location of the engine lubrication system components on
the right side of the engine.
1. Lower engine oil tube
2. Engine oil filter base The engine oil pump sends oil through the coolers, below the engine through the
3. Upper engine oil tube lower engine oil tube (1), and into the engine oil filter base (2). Filtered oil flows into
the engine block through the upper engine oil tube (3) and oil filters (4).
4. Oil filters
5. Engine oil temperature sensor Engine oil flowing into the block is monitored by the engine oil temperature
6. Filtered oil pressure sensor sensor (5) and the filtered oil pressure sensor (6). The filtered oil pressure sensor
7. Unfiltered oil pressure sensor monitors the pressure from the discharge side of the filter base and works together
with the unfiltered oil pressure sensor (7) to determine engine oil filter blockage.
The unfiltered oil pressure sensor monitors the oil pressure at the inlet of the filter
group.
The filtered oil pressure sensor initiates a plugged oil filter Level 1 Warning, with a
warning sent to the Advisor panel to advise the operator. The filtered oil pressure
sensor data that is sent to the Engine ECM is also used as the determining pressure
for the low engine oil pressure event control.
The engine oil temperature sensor is used to monitor the engine oil temperature for
engine protection strategies. The oil temperature must be monitored to inform the
operator through the Advisor panel that the oil temperature is above the limit. There
is no oil temperature sensor for the oil that is leaving the engine block.

SERV1869 - 09/09 ÃÄÅÃ Module 3 - Engine
ENGINE FUEL SYSTEM

(13) Engine Oil Filters
(6) Tertiary
(5) Secondary Fuel
Fuel Filters Filter
(8) High Pressure
(7) Monoblock Pump
(12) Flow Limiters
16 14 12 10 8 6 4 2
(11)
Injectors
(10)
FCV (12) Flow Limiters
(9) Regulating
(14) Engine
Valve
Oil Sump
15 13 11 9 7 5 3 1
(11)
Injectors
(4) Electric Fuel (3) Primary Fuel

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

SERV1869 - 09/09 ÆÇÇÆ Module 3 - Engine
LOW PRESSURE FUEL SYSTEM
(1) Secondary (6) Fuel Pressure

Filters Sensor
(8) Fuel Transfer (2) Tertiary

Temperature Filter
Sensor (4) Monoblock
(20) High Pressure
(7) Fuel Pump
Fuel
Pressure
Sensor
(Unfiltered)
(10) Regulating
(3) Valve (16) Manual Fuel
Air Purge
Priming Pump
Line (19) Fuel Switch
Injectors
(18) Electric Fuel

Priming Pump (11) Check Valve
Relay
(15) Electric Fuel (13) Primary Fuel
Priming Pump Filters
(5) Fuel Tank
(14) Water-in-fuel
(17) Fuel
Sensor
Transfer
Pump (12) Fuel Transfer Inlet
Pressure Sensor
(9) Engine ECM
44_1
Low Pressure Fuel System
• Fuel flow and components This illustration shows the fuel flow and the components in the low pressure fuel
system.
• Secondary fuel filters and sensors The secondary fuel filters (1) and the tertiary fuel filter (2) are equipped with purge
lines (3) that are connected to the tertiary filter base. The purge lines allow minimal
fuel flow back to the tank (5) through the regulating valve (10) to purge air from the
low pressure fuel supply.
The secondary fuel filter base is equipped with a filtered pressure sensor (6) and
an unfiltered pressure sensor (7) to determine the restriction in the secondary fuel
filters.
The fuel transfer temperature sensor (8), also located on the secondary fuel filter base,
sends a signal to the Engine ECM (9) indicating low pressure fuel temperature.
• Regulating valve At approximately 550 kPa (80 psi) the regulating valve (10) begins to open, and if fuel
pressure exceeds 650 kPa (94 psi), fuel is directed through the return line to the fuel
tank. Installed on the return to tank line is a check valve (11) which blocks tank fuel
from returning to the monoblock. The low pressure fuel system must be at least
350 kPa (51 psi) to sufficiently supply the high pressure fuel system.

SERV1869 - 09/09 ÈÉÊÈ Module 3 - Engine
• Primary filters and sensors The fuel transfer inlet pressure sensor (12) sends a signal to the Engine ECM
indicating a restriction in the primary fuel filters (13). The primary fuel filters are
equipped with a water-in-fuel sensor (14) which sends a signal to the Engine ECM
indicating excessive water in the fuel.
• Priming pump The electric fuel priming pump (15) is initiated by the Engine ECM and/or the manual
fuel priming pump switch (16). When the fuel system has been serviced, the fuel
priming pump is used to prime the fuel system.

SERV1869 - 09/09 ;<=; Module 3 - Engine
AIR INDUCTION AND EXHAUST SYSTEM
(3) Compressor Inlet

Pressure Sensor
(1) Air (8) Muffler

Filters
(2) Aftercooler

Pressure Sensor (4) Intake Manifold (6) Turbo Inlet
Temperature Sensor Temperature Sensor
(1) Air
Filters
(5) Intake Manifold
Pressure Sensor
Pressure Sensor
(7) Engine (8) Muffler

ECM (1) Air
Filters
(2) Aftercooler
(3) Compressor Inlet (4) Intake Manifold (6) Turbo Inlet

Pressure Sensor Temperature Sensor Temperature Sensor
(1) Air
Filters
(5) Intake Manifold
Pressure Sensor
67_1
• Air flow through the air induction This schematic shows the air flow through the air induction and exhaust system.
and exhaust system. Clean air flows through the air filters (1) and enters the compressor side of the
turbos.
The compressed air from the compressor side of the turbos is directed through the
aftercoolers (2) to the intake manifold and the individual cylinders. The air combines
with the fuel for combustion.
The turbos are driven by the exhaust gas from the cylinders which enters the turbine
side of the turbos. The exhaust gasses flow through the turbochargers, the exhaust
tubing, and out through the mufflers.
• Pressure and temperature The four compressor inlet air pressure sensors (3), the two intake manifold air
sensors temperature sensors (4), the two intake manifold air pressure sensors (5), and the
two turbo inlet air temperature sensors (6) report to the Engine ECM (7).

04/06
1
3
3
2
98
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)

04/06
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 pump 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
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.
04/06
793D FAN DRIVE HYDRAULIC SYSTEM
Fan Makeup
Valve
Fan Mot or
Filt er
Steering Pump
Fan Pump
Hoist Tank
Steering / Fan Steering
Cooler Tank
99
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.
04/06
Speed
Sensor
Pist on
Out put
Shaft Barrel
Ret urn Port
Case Drain Port

Port Plat e Supply Port
101
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.
04/06
2
3
5
6
102
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.
04/06
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.
At zero pressure, the actuator piston spring will hold the pump at maximum angle. The fan
drive pump needs the signal pressure so that the displacement solenoid can position the fan
drive pump at minimum angle at start-up and during cold temperatures. Without the signal
pressure the pump could not stay at minimum angle to provide zero fan speed at start-up and
during cold temperatures.
04/06
105
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. 102). The pressure
will vary depending on the desired fan speed set by the Brake ECM.
04/06
Lockup Piston Turbine Impeller

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

Assembly Lockup Oil Passage
108
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.
04/06
Lockup Piston Turbine Impeller

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

Assembly Lockup Oil Passage
109
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.
04/06
TORQUE CONVERTER LOCKUP CLUTCH CONTROL

DIRECT DRIVE
Pilot Oil
Lockup Pressure
Select or Modulat ion
Pist on ( RV)
Valve
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)
120
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).
SERV1869 - 09/09 -2- Module 6 - Power Train
2 5
9
6
3
1 7
2_1
INTRODUCTION
• Power train components: The 793F power train is now equipped with an Electronic Clutch Pressure Control
(ECPC) transmission (1), which is electronically controlled and hydraulically
1. ECPC transmission operated.
2. Pump
3. Torque converter oil filter A four-section pump (2) sends oil through the torque converter oil filter (3) to the
torque converter (4) and the oil cooler (5), and through the transmission oil filter (6)
4. Torque converter to the transmission control valve (7).
5. Oil cooler
6. Transmission oil filter Power flows from the engine through the torque converter and drive shaft (8) to the
7. Transmission control valve output transfer gear (9) and transmission.
8. Drive shaft
The ECPC transmission is a power shift planetary design which contains six
9. Output transfer gear hydraulically engaged clutches. The transmission provides six FORWARD speeds
and one REVERSE speed. From the transmission, power is transferred to the
differential and final drives.

POWER TRAIN SCHEMATIC (09)

Transmission
Main Relief Valve
(01) T/C Inlet

(08) (10) Transmission
Relief Valve (02)
Transmission Sump
Torque Converter (03) Lockup Clutch Modulating Valves
Control Valve
4 1
(12) Bypass Orifice
4 1
(05)
Transmission 5 2
(04)
T/C Oil Filter Oil Filter
Bypass Switch Bypass Switch
(13) T/C Outlet

(14) Relief Valve
T/C Outlet 5 2
Temperature
Sensor (06) (07)
(17) Transmission
T/C Oil Filter
Pump Oil Filter 6 3
(15) T/C Drive
Screen Bypass
Switch
(16) Transmission/
Torque Converter
Cooler 6 3
(22) TC
(18) Scavenge (23)
Pump TC (24)
Baffle Charge Purge
Pump Orifice
(32) Engine Speed Sensor
(27) (11)
(21) T/C Transmission (33) Transmission Output
Trans Oil Speed Sensors (2)
Sump Lube Temp Sensor
(20) Screen (36) Manifold Relief Valve (34) Transmission Input
Speed Sensor
(19) Transmission
(35) Transmission Intermediate
Oil Level Sensor
Speed Sensor (29) Inputs (30) Outputs
(28)
(25) (26) Magnetic
Transmission Transmission Screen
Charge Pump Lube Pump (10)
Transmission
Sump
(31) Transmission ECM
3_1
• Power train hydraulic schematic This illustration shows the power train hydraulic components and the electronic
control system components with the transmission in NEUTRAL. Oil is drawn from
the torque converter housing sump (21) through a screen (20), and a manifold (36),
by the torque converter charging pump (23), the transmission charging pump (25),
and the transmission lube pump (26). The torque converter scavenge pump (22)
pulls oil from the transmission sump (10) through two magnetic screens (28) and
sends the oil to the baffle (18) in the torque converter sump.
• Purge orifice The transmission charge pump is also equipped with a purge orifice (24) which
enhances the transmission charge pump priming.
• Torque converter charging pump The torque converter charging pump sends oil through the torque converter oil
filter (6) to the pump drive (17), the torque converter (2), and the torque converter
inlet relief valve (1). The torque converter filter base includes a bypass switch (4)
that sends a signal to the Transmission ECM (31) indicating if the filter is plugged.
The torque converter receives an additional oil supply from the transmission main
relief valve (9). The torque converter inlet relief valve limits oil pressure to the torque
converter.
• Torque converter outlet relief Oil flows from the torque converter to the torque converter outlet relief valve (13) and
valve and bypass orifice the bypass orifice (12). The bypass orifice allows the outlet relief valve to maintain a
constant pressure in the torque converter and reduce torque converter pressure
spikes.

• Transmission / torque converter From the outlet relief valve, the combination of orificed and relieved oil flows through
cooler the torque converter screen to the transmission / torque converter cooler (16). The
torque converter screen housing has a bypass switch (15) installed. Cooled oil flows
to torque converter sump, the inlet of the torque converter charge pump, the
transmission charge pump, and the transmission lube pump.
• Torque converter outlet The torque converter supply is monitored by the torque converter outlet temperature
temperature sensor sensor (14).
• Transmission charging pump The transmission charging pump sends oil through the transmission oil filter (7) to
the modulation valves (8), the transmission main relief valve, and the lockup clutch
control valve (3). The transmission filter base includes a bypass switch (5) that
sends a signal to Transmission ECM indicating if the filter is plugged.
• Engine running / transmission in With the engine running and the transmission in NEUTRAL, current is sent from the
NEUTRAL Transmission ECM to the clutch No. 3 modulation valve. The spool in the modulation
valve shifts and oil is directed to Clutch 3. At this time, neither directional clutch is
energized.
• Transmission oil temperature The transmission oil temperature sensor (11) sends a signal to the Transmission
sensor ECM indicating transmission oil temperature.
• Transmission main relief valve The transmission main relief valve limits the oil pressure to the modulation valves
and the lockup clutch valve.
• Transmission lube relief valve The transmission lube pump oil and oil from the purge orifice is sent to the transmission
for gear and bearing lubrication. Lube pressure is limited by the transmission lube
relief valve (27).
• Transmission oil level sensor The transmission oil level sensor (19), located in the torque converter housing, sends
a signal to the Transmission ECM indicating the torque converter and transmission
oil level.
• Speed sensors The Transmission ECM also receives speed signals from the engine speed
sensor (32), the transmission input speed sensor (34), the transmission intermediate
speed sensor (35), and the transmission output speed sensors (33).

793F TRANSMISSION ELECTRONIC CONTROL SYSTEM
(01) A4:M1 Transmission ECM
(02) CAT Data Link (03) CAN Data Link
OUTPUT COMPONENTS
(04) Requested (24) Machine

Gear Command (14) ECM Location 0 (Ground)
Operation State
(15) ECM Location 1 (Ground)
(05 Engine Speed Sensor
(16) ECM Location 2 (Open) (25)
Modulating Valve
(06) Transmission Input (17) ECM Enable (Ground) Solenoid No. 1
Speed Sensor
(18) Transmission Control (26)
(07) Transmission Intermediate
Inlet Temperature Sensor Modulating Valve
Speed Sensor
Solenoid No. 2
(08) Transmission Output (19) Torque Converter Outlet
Speed Sensor No. 1 Oil Temperature Sensor (27)
Modulating Valve
(09) Transmission Output Solenoid No. 3
Speed Sensor No. 2 (20) Keystart Switch
(28)
(10) Torque Converter Charge (21) Solenoid
Modulating Valve
Filter Bypass Switch Proportional Return
Solenoid No. 4
Feedback #1, 6, T/C
(11) Torque Converter Screen (29)
Bypass Switch (22) Modulating Valve
Solenoid Proportional Return Solenoid No. 5
(12) Transmission Charge
Feedback #2, 4
Filter Bypass Switch (30)
(13) Transmission (23) Modulating Valve
Oil Level Sensor Solenoid Proportional Return Solenoid No. 6
Torque Converter Sump Feedback #3, 5
(31)
Torque Converter
Lockup
Clutch Solenoid
5_1
• Transmission electronic control This illustration shows the input and output components in the transmission electronic
system control system.
The ECPC transmission is electronically controlled and hydraulically operated. The

Transmission ECM (1) receives inputs from various sensors and switches located on
the machine and engine. The ECM analyzes the inputs and engages the appropriate
modulating valve(s) that control the oil flow to the specific clutch(s).
• A4:M1 Transmission ECM The A4:M1 Transmission ECM is located behind the front panel of the cab and
contains two 70 pin connectors.
• Location code inputs To enable the Transmission ECM, all three of the appropriate location code inputs
must be grounded to run. When the ECM has J1-26, J1-27, and J1-32 pins grounded,
the monitoring system recognizes the Transmission ECM.
• Proportional return feedback The proportional return feedback inputs to the Transmission ECM are used to warn
inputs the ECM of a problem with the solenoid coil or a harness problem. If one of the
solenoids return loses its path to the Transmission ECM, the ECM will receive a
PWM input to the ECM. If a return to ECM for one of the solenoid (modulating)
valves is open, the ECM has no way to determine an OPEN. With an open to one of
the solenoid valve returns, the transmission shift strategy will not allow the
Transmission ECM to engage any gear that is related to a solenoid valve with a lost
solenoid return.

33_1
• Transmission calibration menu This illustration shows the transmission calibration menu in Cat ET which can be
used to perform the transmission clutch engagement pressure calibration and the
transmission fill calibration. The lockup clutch calibration can also be performed by
selecting the transmission clutch engagement pressure calibration option.
Select the calibration to be performed.
NOTE: Transmission calibration procedures must be performed as specified

in the Service Manual. ECPC transmission calibration is critical for optimum
transmission performance.

(14) Differential Oil Filter (13) Differential Oil

Bypass Switch Pressure Sensor
(11) Auxillary (07) RAX (02) Priority Valve Manifold

(09) RAX
Lube Filter Oil Cooler Fan Motor
(01) Check
Valve
(04) Brake
(05) RAX Cooling Motor
Motor Solenoid (03)
Priority
Valve
(12)
Final Drive
Bypass
Solenoid
Solenoid and
Relief Valve Manifold
(01) Steering Case Drain

(10) RAX
Pump Oil Filter
Lube Manifold
RAX LUBRICATION SYSTEM
(06) RAX
Lube Motor
(16) Final
(15) Differential
Drive
(08) RAX
Lube Pump
38_1
• RAX schematic Shown is a schematic of the rear axle lubrication system. The system will provide oil
flow if the engine is running, even if the truck is not moving.
• Priority valve Oil from the steering pump (1) flows into the priority valve manifold (2). Once the
steering system demands are met, the priority valve (3) opens and directs oil flow to
the brake cooling motor (4) and the RAX motor solenoid (5). The priority valve opens
at approximately 18615 kPa (2650 psi).
• RAX motor solenoid The RAX motor solenoid controls the oil to the RAX lube motor (6) and the optional
RAX fan motor (7). The Brake ECM controls the current that is sent to the RAX
motor solenoid based on the combination of feedback from the differential oil
temperature sensor, mounted in the differential housing, and some basic information
about the state of the machine.
When the RAX motor solenoid is de-energized, oil flow is directed to the RAX lube
motor and RAX fan motor as shown in this illustration. When the RAX motor solenoid
is energized, oil flow to the RAX lube motor and RAX fan motor is blocked.
• RAX lube motor and pump The RAX lube motor drives the RAX lube pump (8) which sends oil flow through the
RAX lube oil filter (9) and to the RAX lube manifold (10). If the machine is equipped
with the auxiliary oil cooler (11), oil flows through the oil cooler before flowing to the
final drive bypass solenoid valve (12).

• Final drive bypass solenoid The bypass solenoid valve directs oil to both the final drive and the differential when
the bypass solenoid is de-energized. When the bypass solenoid is energized, the oil
bypasses the final drives. This bypass strategy prevents the final drives from
receiving too much oil flow under certain conditions. The tubes to the final drives and
bevel gear contain an orifice to balance the flow throughout the system.

REAR AXLE LUBRICATION STRATEGY
Rear Axle Supply Solenoid Final Drive Bypass Solenoid

COLD COOL HOT COLD COOL HOT
Rear Axle < -3°C -3°C to 38°C > 38°C < -3°C -3°C to 38°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
> 22 MPH 1 min OFF
Gear Limit 3rd 4th NO
41_1
• RAX lube strategy This illustration shows the lubrication strategy for the rear axle. The Brake ECM
uses the RAX oil temperature and machine status, such as ground speed and engine
speed, to determine when to energize the RAX motor solenoid and the final drive
bypass solenoid.
• RAX motor solenoid status When the engine is started, the RAX motor solenoid is de-energized which allows
the RAX motor to drive the RAX pump to charge the lube system. The RAX motor
solenoid is energized after five minutes, which blocks oil to the RAX motor when the
lube oil is cold.
As the RAX oil warms up, the RAX motor solenoid is de-energized which allows the
RAX pump to send oil through the lube system.
• Final drive bypass solenoid status If the engine is not running, the final drive bypass solenoid is OFF. This keeps the
batteries from being drained when the key is on without the machine running.
If the engine is either running or the engine operating status is unknown and the
final drive bypass temperature status is either COOL or UNKNOWN, the final drive
bypass solenoid will be ON and the lube oil will bypass the final drives.
As the RAX oil warms up, the final drive bypass solenoid will be OFF and the lube oil
will flow to the final drives.

If the machine is traveling greater than 22 mph, the lube oil to the final drives is cycled
ON and OFF. This cycling prevents filling the final drives due to the centrifugal force
by keeping only a small amount of oil in the final drives.
• Temperature gear limit The temperature gear limit is used to limit the actual transmission gear to keep the
machine from traveling at a high speed until the differential oil has warmed up enough
for the lube system to be effective.
NOTE: If the RAX cooling package is installed, the Brake ECM will energize the
fan motor solenoid to rotate the cooling fan for five minutes when the RAX oil
temperature is above 85° C (185° F). The fan will stay on if the oil temperature
stays above 85° C (185° F). When the RAX oil temperature decreases below
80° C (176° F) and the fan has been running for more than five minutes, the fan
will turn OFF.

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

(5) Accumulators
(4) Solenoid and (3) Priority

Relief Valve Manifold Valve
(6) RAX Cooling Fan Motor

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

DOUBLE PISTON PUMP GROUP

(12) HYDRAULIC FAN PUMP (1) STEERING PUMP
(5) Pressure
Compensator Valve
(2) Maximum Angle (10) Minimum Angle
Actuator Piston Stop
(11) Piston (3) Swashplate
(9) Drive
Shaft
(8) Charge Pump (6) Minimum Angle (4) Maximum Angle

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

DOUBLE PISTON PUMP GROUP

(12) HYDRAULIC FAN PUMP (1) STEERING PUMP
(5) Pressure
Compensator Valve
(2) Maximum Angle (10) Minimum Angle
Actuator Piston Stop
(11) Piston (3) Swashplate
(9) Drive
Shaft
(8) Charge Pump (6) Minimum Angle (4) Maximum Angle

Impeller Actuator Piston Stop
(7) Rotary Group
9_1
• Steering pump - High pressure This illustration shows the steering pump (1) at high pressure cut-off. When the
cut-off pump discharge pressure is too high, the pressure compensator valve (5) directs
pump oil to the minimum angle actuator piston (6). The minimum angle actuator
piston moves the swashplate (3) to the minimum angle stop (10) and the pump
destrokes. The swashplate will stay at the minimum angle stop until the discharge
pressure decreases.

3 1
4
14_1
2 1
4
14_2
• Solenoid and relief valve manifold Steering pump supply oil flows from the priority valve to the solenoid and relief valve
components: 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
1. Accumulator bleed down also provides a path to drain for the steering oil.
solenoid
2. Back-up relief valve The accumulator bleed down solenoid (1) drains pressure oil from the accumulators
when the truck is not in operation.
3. S•O•S tap
4. Secondary steering connector The back-up relief valve (2) protects the system from pressure spikes if the pump
cannot destroke fast enough or limits the maximum pressure if the steering pump
high pressure cutoff valve does not open. The setting of the back-up relief valve is
approximately 26000 ± 400 kPa (3775 ± 60 psi).
Steering system oil samples can be taken at the steering system Scheduled Oil
Sampling (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. The APU will
provide supply oil to charge the accumulators. Steering capability is then available
to tow the truck.

(9) Tank (11) Right Turn (6) Back Pressure

(10) Left Turn Cylinder Valve
Cylinder
(5) Relief / Makeup
Valve (5) Relief / Makeup
Valve
STEERING
DIRECTIONAL VALVE
NO TURN
(13) Right Turn (4) Directional (12) Left Turn
Pilot Oil Spool Pilot Oil
(3) Combiner / Check
Spool (2) Amplifier Spool
(1) Priority Spool
(14) Load
Sensing Port (8) HMU
(7) Accumulator
19_1
• Steering control valve - sectional Shown is a sectional view of the steering control valve. The main components of the
view steering control valve are: the priority spool (1), the amplifier spool (2) with internal
combiner / check spool (3), the directional spool (4), the relief / makeup valves (5),
and the back pressure valve (6).
• Oil flow Pressure oil from the accumulators (7) flows past the spring biased priority spool and
is blocked by the amplifier spool. The same pressure oil flows through an orifice to
the right end of the priority spool. The orifice stabilizes the flow to the priority spool
and must be present to open and close the priority spool as the flow demand changes.
The same pressure oil flows to the HMU (8). After all the passages fill with pressure
oil, the priority spool shifts to the left, but remains partially open. In this position, the
priority spool allows a small amount of oil flow (thermal bleed) to the HMU and
decreases the pressure to the HMU supply port. The “thermal bleed” prevents the
HMU from sticking.
• NEUTRAL / NO TURN position With the truck in the NEUTRAL or NO TURN position, all four working ports (supply,
tank, right turn, and left turn) are vented to the tank through the HMU. The directional
spool is held in the center position by the centering springs.
While the truck is traveling straight (no steer), any rolling resistance (opposition)
acting on the steering cylinders creates a pressure increase. The increased pressure
acts on the relief / makeup valve in that port. If the pressure increase exceeds
approximately 28,500 ± 1000 kPa (4133 ± 145 psi), the relief poppet will open. A
pressure drop occurs across the orifice. The pressure drop causes the dump valve
to move and allows oil to flow to the tank (9) passage.

The relief action causes the makeup portion of the other relief / makeup valve to
open and replenish oil to the low pressure ends of the cylinders.
The excess (dumped) oil flows across the back pressure valve and enters the
outer end of the other relief / makeup valve. A pressure difference of 48 kPa (7 psi)
between the tank passage and the low pressure cylinder port causes the makeup
valve to open. The excess oil flows into the low pressure cylinder port to prevent
cavitation of the cylinder. The back pressure valve also prevents cavitation of the
cylinders by providing a positive pressure of 170 kPa (25 psi) in the passage behind
the makeup valve. A pressure higher than 170 kPa (25 psi) will open the back
pressure valve to the tank.
• Testing relief / makeup valves The steering control valve must be removed and tested on a hydraulic test bench to
accurately check the setting of the relief / makeup valves. To functionally test the
right relief / makeup valve, install two tees with pressure taps in the right turn steering
hose at the steering cylinders. Steer the truck all the way to the right against the
stops and shut off the engine. An external pump supply must be connected to one
of the pressure taps on the right turn hose. Connect a pressure gauge to the other
pressure tap on the right turn hose. Pressurize the steering system and the reading
on the gauge will be the setting of the right relief / makeup valve.
To test the left relief / makeup valve, install two tees with pressure taps in the left turn
steering hose at the steering cylinders. Steer the truck all the way to the left against
the stops and shut off the engine. An external pump supply must be connected to
one of the pressure taps on the left turn hose. Connect a pressure gauge to the
other pressure tap on the left turn hose. Pressurize the steering system and the
reading on the gauge will be the setting of the left relief / makeup valve.
NOTE: Using the functional test procedure to adjust the relief / makeup valves
will provide only an approximate setting. Accurate setting of the relief / makeup
valves can only be performed on a hydraulic test bench.

SERV1869 - 09/09 -2- Module 8 - Hoist System
1
4
2_1
INTRODUCTION
• Hoist system components: The hoist system on the 793F truck is electronically controlled by the Chassis ECM.
The hoist system operates similar to the 793D truck.
1. Hoist pump
2. Hoist screens The main components in the hoist system are:
3. Hoist control valve
-- hoist control lever and position sensor (in cab)
4. Hoist cylinders
-- hoist pump (1)
5. Hydraulic oil tank
-- hoist screens (2)
-- hoist control valve (3)
-- hoist cylinders (4)
-- hydraulic oil tank (5)
The hoist system can be enabled or disabled using Cat ET. All trucks shipped from
the factory without bodies installed are set at the DISABLED mode. The DISABLED
mode is a test mode only and will prevent the hoist cylinders from accidentally being
activated. After the body is installed, change the hoist system to the ENABLED
mode for the hoist system to function properly.
NOTE: If the hoist system fails to function, check the hoist status configuration
in the Chassis ECM.

(2) Hoist
(1) Hoist Screens
Pump (4) Brake/chassis
Valve
(5) Solenoid Hoist Valve (5) Solenoid

Valve Valve
HOIST (8) Hoist Cylinder

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

CHASSIS ELECTRONIC CONTROL SYSTEM
( 1 ) A 4: M1 Chassis ECM
(45) Cat Data Link (47)CAN Data Link

(46) OUTPUT COMPONENTS
(44) INPUT COMPONENTS
(2) Key Start Switch Requested Gear Command

(30) Starter Relay
(3) Hoist Lever Position Sensor ( 1 6 ) Machine Lockout Switch
(31) Auto-Lube Relay
(4) Shift Lever Position Sensor ( 1 7 ) Starter Lockout Switch
(32) Backup Alarm Relay

(5) Increment Gear Push Button Switch ( 1 8 ) Fuel Level Sensor
(6) Decrement Gear Push Button Switch (33) Brake Accumulator Purge Relay
( 1 9 ) Steering Tank Level Sensor
(7) Body Position Sensor (34) Steering Accumulator Purge Relay
( 2 0 ) Left Differential Oil Level Switch
( 8 ) Engine Idle Shutdown Switch
(35) Secondary Steer Relay
( 2 1 ) Right Differential Oil Level Switch
(9) Secondary Steering Test Switch
( 2 2 ) ECM Location Mode 0 (Ground) (36) Idle Shutdown Timer Relay
(10) Steering Accumulator Oil Pressure Sensor ( 2 3 ) ECM Location Mode 1 (Open)
(37) Machine Lockout
( 2 4 ) CM Location Mode 2 (Open)
Lamp (Service)
(11) Steering Pump Oil Pressure Sensor
( 2 5 ) ECM Enable (Ground)
(38) Starter Lockout
(12) Auto-Lube Pressure Sensor 4: Lamp (Service)
( 2 6 ) Steering Oil Temperature Sensor
(39) Hoist Raise Proportional Solenoid

(13) Hoist Screen Bypass Switch
( 2 7 ) Head Lamp Switch
(40) Hoist Lower Proportional Solenoid

(14) Alternator No.2 R-terminal
( 2 8 ) System air Pressure Sensor
(41) Intensity Control (Backlighting %)
(15) Increment Switch (Back Lighting %) ( 2 9 ) Case Drain Hydraulic Filter Switch
(42) Front WAVS Control
(43) Rear WAVS Control
5_1
• Chassis electronic control system This illustration shows the chassis electronic control system input and output
input and output components components. The Chassis ECM (1) controls the hoist system and several other
machine functions.
NOTE: This module will cover the hoist system components controlled by
the Chassis ECM. Other chassis electronic control system input and output
components are shown during the discussion of other machine systems.

3
2
7_1
• Transmission shift lever and hoist The hoist lever (1) controls a position sensor (2). The PWM sensor sends duty cycle
lever: input signals to the Chassis ECM. The hoist lever position sensor is a Hall effect
position sensor and operates the same as the transmission shift lever sensor (3).
1. Hoist lever Depending on the position of the sensor and the corresponding duty cycle, one of the
2. Hoist lever position sensor two solenoids located on the hoist valve is energized.
3. Transmission shift lever
sensor The four positions of the hoist lever are RAISE, HOLD, FLOAT, and LOWER, but
since the sensor provides a duty cycle signal that changes for all positions of the
hoist lever, the operator can modulate the speed of the hoist cylinders.
The hoist lever sensor performs three functions:
-- Raises and lowers the body

-- Neutralizes the transmission in REVERSE
-- Starts a new TPMS cycle
The hoist lever position sensor receives 24 Volts from the Chassis ECM. To check
the supply voltage of the sensor, connect a multimeter between Pins A and B of the
sensor connector. Set the meter to read “DC Volts.”
To check the output signal of the hoist lever position sensor, connect a multimeter
between Pins B and C of the hoist lever position sensor connector. Set the meter to
read “Duty Cycle.” The duty cycle output of the sensor should be approximately 5 to
95% between full RAISE to full LOWER.

12_1
• Inside right frame rail: The hoist system oil is supplied by a two-section pump (1) located at the bottom rear
of the pump drive (2). Oil flows from the hoist pump through two screens (3) to the
1. Two-section pump hoist valve.
2. Pump drive
3. Screens

(3) Lower
Solenoid
(4) Brake/Chassis
HOIST CONTROL VALVE Valve
HOLD
(5) Brake Oil

(16) Tank Cooler
Relief Valve
(6) Hoist Cylinder
(15) Load Check Head End
Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure

Relief Valve
(8) Counterbalance
(13) High Pressure Valve
Relief Valve (2) Rod End
Vent Slot
(9) Hoist/ Brake Cooling
Oil Filter
(1) Dual Stage (12) Main Relief (11) Pump

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

(13) Dual Stage (11) Lower

Signal Spool Solenoid Valve
(14) High (23) Hoist/Brake
Pressure Relief Cooling Oil Filter
(12)
Main Relief
Dump Spool
(15) Low (22) Brake
Pressure Oil Coolers
Relief
(22) Brake
(10) Oil Coolers
Signal Orifice 1 (8)
(17) Brake RAISE (21) Screens
(16) Hoist (9)
Cylinders Cooling Signal Orifice 2
Relief
(7) HOLD
(19) Hoist
Pumps
(5)
SNUB (18) Brake Cooling System
(20) Brake
Actuation
(4) System
FLOAT
(6) Counterbalance Valve
(3)
LOWER
(2)
Raise
HOIST SYSTEM Solenoid
Valve
HOLD
(1) Brake/Chassis Valve
29_1
• Hoist system - HOLD This illustration shows the hoist system hydraulic schematic.
Pilot oil pressure from the brake / chassis valve is directed to both ends of the
directional spool. The spool is held in the centered position by the centering springs
and the pilot oil. Passages in the directional spool vent the dual stage relief valve
signal spool (13) to the tank. All the hoist pump oil flows through the hoist / brake
cooling oil filter (23) and the brake oil coolers (22) to the brakes and the tank.
The position of the directional spool blocks the oil in the head end of the hoist
cylinders (16). Oil in the rod end of the hoist cylinders is connected to the brake
cooling oil by a small vent slot cut in the directional spool.

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

The main components in the braking system are:
-- hydraulic tank (1)

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

BRAKE ACTUATION SYSTEM
(7) Hoist
Valve
(11) Parking Brake (12) Service Brake

Accumulators Accumulator
(4)
Service
Brake
(3) Brake / Chassis Valve Valve
(8)
(8) Slack
Slack Adjuster
Adjuster
(9) TCS
Valve
(6) Park (6) Park

Brake Brake
(2)
(10) Tow Motor
Brake
and Pump M
Oil
Filter
(5) Service (5) Service
Brake Brake
(1) Brake
Pump
4_1
• Brake actuation system Oil from the brake actuation pump (1) flows through the brake oil filter (2) to the
brake / chassis valve (3). Oil also flows through a check valve in the brake / chassis
valve to the service brake valve (4). The service brake valve directs oil back into the
brake / chassis valve when the brake pedal is depressed.
• Brake / chassis valve The brake / chassis valve controls the oil flow to the service brakes (5), the parking
brakes (6), and the hoist valve (7).
• Slack adjusters The slack adjusters (8) compensate for brake disc wear by allowing a small volume
of oil to flow through the slack adjuster and remain between the slack adjuster and
the brake piston under low pressure.
• TCS valve The TCS valve (9) controls wheel spin by metering the oil to the rear wheel parking
brakes.
• Tow pump The tow pump (10) provides oil to release the parking brakes which allows the truck
to be towed. The tow pump also provides oil to the hoist valve if the brake pump fails
or the engine won’t run.

793F BRAKE ELECTRONIC CONTROL SYSTEM

(1):M1 Brake ECM
(2) CAT Data Link (4) CAN Data Link
(3) INPUT COMPONENTS (5) OUTPUT COMPONENTS
(6) Machine Operation State (21) Requested Gear Command

(38) Front Brake Solenoid
(7) Engine Speed Sensor (22) TCS Test Switch
(8) Engine Fan Speed Sensor

(23) ARC On/off Switch (39) TCS Supply Solenoid
(9) Brake Cooling Pump Speed Sensor
(24) A/C MODE Switch (auto)
(10) Wheel Speed Sensors (40) TCS Control Solenoids
(25) A/C MODE Switch (manual)
(11) Service Brake
Accumulator Pressure Sensor (26) Operator Temp Control
(12) Secondary/Parking Brake (41) RAX Cooling Fan Solenoid

(27) Retarding Speed
Accumulator Pressure Sensor Set +/-
(13) Service Brake Pressure Switch (28) ECM Location Enable (42) Park Brake Solenoid
(29) ECM Location Mode 1 (Ground)
(14) Brake Oil Filter Bypass Switch
(30) Water Valve Actuator Signal (43) ARC Control Solenoid
(15) Brake Pump Pressure Sensor

(31) Cab Air Temp Sensor (44) Brake Unloader Solenoid
(16) Parking Brake (32) HVACOutlet Temp Sensor
Pressure Sensors
(45) Engine Fan Drive
(33) Retarder Lever
(17) Secondary Brake Pedal Pump Solenoid
Position Sensor
Position Sensor
(46) Final Drive Oil
(34) Key Start Switch Bypass Solenoid
(18) Brake Cooling Oil (35) Hoist/ Brake Cooling Oil (47) Brake Cooling Pump Solenoid
Temperature Sensors Filter Bypass Switch
(36) Differential Oil Filter Bypass Switch (48) Rax Motor Solenoid
(19) Differential Lube Oil
Temperature Sensor
(37) Return Oil Filter Bypass Switch (49) A/C Compressor Clutch Relay
(20) Differential Lube Oil
Pressure Sensor
5_1
(50) Brake Light Relay
• Brake electronic control system This illustration shows the brake electronic control system input and output
input and output components components. The Brake ECM (1) controls the following:
-- brake system
-- RAX lubrication system
-- engine cooling fan
-- A/C compressor clutch
-- brake light
NOTE: This module will cover the brake system components controlled by the
Brake ECM. Other Brake ECM input and output components are shown during
the discussion of other machine systems.

BRAKE / CHASSIS VALVE

(11) Parking Brake
Accumulators (28) TCS (24) Hoist
Valve Solenoid Valves (14) Service Brake
(8) Parking Brake Accumulator (27) Brake Pump Accumulator
Pressure Sensor Pressure Sensor
(7) (9) Serv Brake
(2) Relief
TCS (20) Accum
Valve (25)
Relay Pressure Pressure
Brake Sensor
Valve Reducing
Diverter
Valve
Solenoid
(30) Plug (4) (3)
(not used)
Unloader Unload
Valve Diverter (6)
Valve Service
(5) Parking Brake Brake
Check valve Check
Valve
(21)
Service
Brake
(30)Plug Valve
(16) Front
Brake
Solenoid
(26)
(13) (19) (17) Front Resolver
Park Rear Brake Valve
(15)
Brake ARC Relay
Parking (21)
Relay Relay (26) Valve
Brakes Service
Valve Valve Resolver
Brake
Valve Valve
(12) Park (10) Accumulator (18) Rear (29) Service Brake
Brake Purge Solenoid ARC Pressure Switch
Solenoid Solenoid
(1) Brake Actuation Pump (23) (22) Front Service
Rear Service Brakes
Brakes 15_1
• Brake / chassis valve This illustration shows a schematic of the brake / chassis valve with the accumulators
charging, the parking brakes engaged, and the service brakes released.
Oil from the brake actuation pump (1) flows into the brake / chassis valve and to the
following locations:
-- relief valve (2)

-- unload diverter valve (3)
-- unloader solenoid valve (4)
-- parking brake check valve (5)
-- service brake check valve (6)
-- TCS relay valve (7)
• Accumulators charging The relief valve limits the brake system pressure. Brake system oil pressure
increases until the accumulators are charged to approximately 20,685 ± 670 kPa
(3000 ± 100 psi) based on a signal from the parking brake accumulator pressure
sensor (8) or the service brake accumulator pressure sensor (9).

• Brake pump unloading When the accumulators are charged, the Brake ECM sends a signal to the unloader
solenoid valve. The unloader solenoid valve and the unload diverter valve work
together to unload the brake actuation pump when the accumulators are charged.
The solenoid valve shifts down and the oil pressure between the orifice and the
unloader solenoid valve, which is also the signal oil to the unload diverter valve,
decreases to approximately hydraulic tank pressure. System oil pressure is higher
than the signal pressure and spring force at the unload diverter valve. The
brake / chassis valve is now at the Cut-Out pressure. Cut-in pressure is approximately
13,790 kPa (2000 psi).
• Oil flow in parking brake circuit Oil flows through the parking brake check valve to the:
-- accumulator purge solenoid (10)

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

-- service brake accumulator
-- front brake solenoid (16)
-- front brake relay valve (17)
-- rear ARC solenoid (18)
-- rear ARC relay valve (19)
-- pressure reducing valve (20)
-- service brake valve (21) (not located in the brake / chassis valve)
The service brake accumulator supplies oil to the front service brakes (22) and the
rear service brakes (23). The front brake solenoid directs oil to the front brake relay
valve when commanded by the Brake ECM. The front brake relay valve directs
oil from the service brake accumulator to the front service brakes. The rear ARC
solenoid directs oil to the rear ARC relay valve when commanded by the Brake ECM.
The rear ARC relay valve directs oil from the service brake accumulator to the rear
service brakes.
• Pressure reducing valve The pressure reducing valve reduces the system oil pressure to a pilot pressure of
approximately 3795 kPa (550 psi). The pilot oil flows to the hoist solenoid
valves (24), to the TCS relay valve, and the brake diverter solenoid (25). The brake
diverter solenoid is not used on the 793F.
• TCS relay valve The TCS relay valve directs the pilot oil to the drain ball check valve in the TCS valve.
The pilot oil from the pressure reducing valve is used as signal oil to open the drain
check valve, which allows oil from the TCS valve to return to the tank.
• Service brake valve Oil from the service brake accumulator also flows from the brake / chassis valve to
the service brake valve. When the operator depresses the service brake pedal, oil is
directed through the resolver valves (26) to the front and rear brake relays.
1
4
26_1
• TCS valve components: The TCS valve is mounted inside the left frame rail toward the rear of the machine.
Two solenoids are mounted on the valve.
1. Selector solenoid valve
2. Proportional solenoid valve Electrical signals from the Brake ECM cause the selector solenoid valve (1) to shift
3. Pressure taps and select either the left or right parking brake. There is a solenoid on each end
of the selector solenoid valve. If the selector valve shifts to the left parking brake
4. Service brake pressure switch hydraulic circuit, the control oil is drained. The left reducing spool of the control valve
5. Parking brake pressure can then shift and engage the parking brake.
sensors
The proportional solenoid valve (2) controls the volume of oil being drained from the
selected parking brake control circuit. The rate of flow is controlled by a signal from
the Brake ECM.
The pressure taps (3) can be used to test the left and right brake release pressures
when performing diagnostic tests on the TCS. At HIGH IDLE, the pressure at the
taps in the TCS valve will be approximately 138 kPa (20 psi) less than the brake
release pressure tested at the wheels.
The pressure taps are also used to provide parking brake dragging information to the
service technician. If the parking brakes are released, as sensed by the secondary
brake pressure switch on the parking brake control valve, and parking brake pressure
is below approximately 3445 kPa (500 psi), a parking brake dragging event will be
logged in the Brake ECM. The event can be viewed with Cat ET.

The service brake pressure switch (4) is located above the TCS valve. When the
service brakes are activated by the service brake pedal, retarder lever, or the ARC,
the service brake pressure switch opens indicating to the Brake ECM that the service
brakes have been activated.
The parking brake pressure sensors (5) send a signal to the Brake ECM indicating
parking brake pressure in the left and right rear brake pressure circuits.

5
4
7
2
1
3
41_1
BRAKE COOLING SYSTEM
•B
rake cooling system This illustration shows the brake cooling system components.
components:
The brake cooling oil shares the same tank section as the hoist oil.
1. Brake cooling motor
2. Brake cooling pumps The brake cooling system components are:
3. Brake cooling screens
4. Rectangular front oil brake -- brake cooling motor (1)
cooler -- brake cooling pumps (2)
5. Rectangular rear oil brake -- brake cooling screens (3)
cooler -- rectangular front oil brake cooler (4)
6. Round front oil brake cooler -- rectangular rear oil brake cooler (5)
7. Hoist / brake cooling oil filter -- round front oil brake cooler (6)
-- hoist / brake cooling oil filter (7)
The round front brake oil cooler is installed on trucks with the additional retarder
arrangement.

BRAKE COOLING HYDRAULIC SYSTEM

(11) Brake (11) Brake
Sensor Sensor
(9) Hoist (10) Hoist / Brake (5) Front Brake

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

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SERV1817 - 12 - Text Reference

WALK AROUND INSPECTION

WALK AROUND INSPECTION

Wash Windows, Transmission and Brake Cylinder

Suspension Cylinder Height

Front Wheel Breathers Tire Inflation

Located on the floor of the cab are:

- 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)

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

The A4:M1 ECMs have three types of output drivers:

© 2009 Caterpillar Inc.

Vital Information Management System (VIMS)

PRS TUV WXY

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

F2 and F3 Keys: Not used on Off-highway Trucks.

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

Warning Category 2-S

793D ELECTRONIC SYSTEMS

Brake ECM Transmission /

Right Rear Strut Pressure Sensor Ethernet RS-232

Left Front Strut Pressure Sensor

Right Front Strut Pressure Sensor

- Machine systems are monitored for the operator / technician.

© 2009 Caterpillar Inc.

- Abnormal machine conditions and/or incorrect operation of the truck

© 2009 Caterpillar Inc.

Primary Steering Retarder Engaged

Left Turn Signal Right Turn Signal

LCD Display Active Event / Diagnostic

- Engine coolant temperature (upper left)

© 2009 Caterpillar Inc.

- Left turn (GREEN)

© 2009 Caterpillar Inc.

Category Message Display Action Lamp Action Alarm

Level 1 Displayed on Advisor screen Solid amber N/A

Level 2 Displayed on Advisor screen Flash red N/A

Level 2S Displayed on Advisor screen Flash red Sound continuously

Level 3 Displayed on Advisor screen Flash red Pulse

© 2009 Caterpillar Inc.

© 2009 Caterpillar Inc.

03:55:46 07/7/2007 ARC 29 mph

© 2009 Caterpillar Inc.

BACK Button (3) - This button is used:

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

OK Button (5) - This button is used:

- to make selections from a screen;

© 2009 Caterpillar Inc.

ADVISOR HOME Operator

© 2009 Caterpillar Inc.

- Electronic Control Module

© 2009 Caterpillar Inc.