B50D Man Complete

B50D
ARTICULATED DUMP TRUCK
TRAINING MANUAL
THIS MANUAL IS APPLICABLE TO
B50D MK I 6X6
Issue: 1
(January 2004)
Technical Training Documentation
BELL EQUIPMENT COMPANY

Richards Bay
INTRODUCTION
This manual has been produced to assist you in the correct operation, maintenance and care
of your BELL EQUIPMENT machine.
This manual is divided into chapters. The information contained in the manual is in logical
sequence, with the instructions written in step by step format.
Effective maintenance on your BELL EQUIPMENT machine is achieved when personnel fully
understand the information contained in this manual.
Every effort has been made to ensure that the information contained in this manual was correct
at the time of publication. BELL EQUIPMENT Co. has a policy of continuous product
development, improvement, and design. BELL EQUIPMENT Co. reserves the right to change,
amend and update the design of its product at any time without prior notice. With this policy,
changes may have occurred that are not included in this manual.
Whilst every endeavour has been made to provide accurate and reliable information, BELL
EQUIPMENT Co. specifically disclaims any actual or implied warranty and under no
circumstances shall be liable for any loss, damage or injury to person or property suffered,
whether direct, indirect or consequential, arising from the use of this manual. In particular and
without detracting from above, the disclaimer also applies in the event of any specification,
warning, or representation contained in this manual being inadequate, inaccurate, or
unintentionally misleading.
The user is urged to strictly comply with the instructions and warnings that are given in the
interests of general safety. Please do not hesitate to contact your BELL EQUIPMENT Product
Support Representative whenever you have a query on your BELL EQUIPMENT product or
this manual.
For the latest BELL EQUIPMENT operations listing, please visit: www.bellequipment.com
The following address list was correct at 29 July 2003.
GROUP OPERATIONS LISTING
CAPE REGION
CAPE TOWN:
Bell Equipment Co SA (Pty.) Ltd.
Malan Street........................................ Tel : 021 386 2252 ................................... P.O. Box 162
Airport Industria................................... Fax : 021 386 2260 .................................. EPPINGDUST
CAPE TOWN ...................................... e-mail : fionaj@bell.co.za......................... 7475
7525
EAST LONDON
25 Ray Craib Crescent........................ Tel : 043 748 6622/3 ................................ c/o P.O. Box 3443
Beacon Bay ........................................ Fax : 043 748 6624 .................................. North End
Industria .............................................. e-mail :lynneo@bell.co.za........................ PORT ELIZABETH
EAST LONDON .................................. ................................................................. 6001
5200
GEORGE
Pioneer Road ...................................... Tel : 044 878 0930/1 ................................ P.O. Box 1697
Pacaltsdorp ......................................... Fax : 044 878 0932 .................................. GEORGE
GEORGE ............................................ e-mail : karino@bell.co.za ....................... 6530
6534
PORT ELIZABETH
349 Kempston Road ........................... Tel : 041 451 3202/4/6 ............................. P.O. Box 3443
Korsten................................................ Fax : 041 451 3208 .................................. North end
Port Elizabeth...................................... e-mail : lynneo@bell.co.za....................... Port Elizabeth
6056 .................................................... ................................................................. 6056
SPRINGBOK
Drive Inn Road .................................... Tel : 027-712-1124/30.............................. P.O. Box 618
Industrial Park ..................................... Fax : 027-718-1314.................................. SPRINGBOK
SPRINGBOK....................................... e-mail : laurencedv@bell.co.za................ 8240
8240
NAMIBIA/WINDHOEK
37 Lazarett Street................................ Tel : +264-61-226 021/2/3 ....................... P.O. Box 12018
Ausspann Platz ................................... Fax : +264-61-228 330 ............................ Ausspan Platz
WINDHOEK ........................................ ................................................................. WINDHOEK
NAMIBIA ............................................. ................................................................. NAMIBIA
CENTRAL REGION
BLOEMFONTEIN
109 Fritz Stockenstrom Street............. Tel : 051 432 7855 ................................... P.O. Box 1878
Ooseinde............................................. Fax : 051 432 3740 .................................. BLOEMFONTEIN
BLOEMFONTEIN................................ e-mail : karenm@bell.co.za ..................... 9300
9300
JOHANNESBURG/GAUTENG
Bell Jet Park ........................................ Tel : 011 928 9700 to 22 .......................... P.O. Box 25391
Griffiths Road ...................................... Fax : 011 928 9730 .................................. EAST RAND
JET PARK ........................................... e-mail : bokkiec@bell.co.za ..................... 1462
1459 .................................................... e-mail : pamj@bell.co.za
KIMBERLEY
2-4 Hendrick Van Eck Street............... Tel : 053 841 0710/1/2/3 .......................... P.O. Box 2927
Kimdustria ........................................... Fax : 053 841 1940 .................................. KIMBERLEY
KIMBERLY .......................................... e-mail : gertyc@bell.co.za ....................... 8300
8300
KURUMAN
8 Acacia Street.................................... Tel : 053 712 0698 ................................... P.O. Box 1396
KURUMAN .......................................... Fax : 053 712 0697 .................................. KURUMAN
8460 .................................................... e-mail : charld@bell.co.za ....................... 8460
MATSAPHA/SWAZILAND
Bell Equipment Swaziland
Tambankulu Street.............................. Tel : +268-51- 87 496/7 ........................... P.O. Box 1754
Matsapha ............................................ Fax : +268-51- 87 498 ............................. Matsapha
SWAZILAND ....................................... ................................................................. SWAZILAND
MIDDELBURG
9C Kilo street....................................... Tel : 013 246 1169 ................................... P.O. Box 2821
Building B ............................................ Fax : 013 246 1229 .................................. MIDDELBURG
Industrial Area ..................................... e-mail : kathyb@bell.co.za....................... 1050
MIDDELBURG
1050
NELSPRUIT
3 Christie Crescent.............................. Tel : 013 755 2110/6 ................................ P.O. Box 1672
Vintonia 2 ............................................ Fax : 013 755 2117 .................................. NELSPRUIT
NELSPRUIT ........................................ e-mail : ling@bell.co.za............................ 1200
1200
RUSTENBURG
No. 16 Vanadium Street...................... Tel : 014 538 1003/4 ................................ P.O. Box 3701
Border Industrial.................................. Fax : 014 538 1005 .................................. RUSTENBURG
RUSTENBURG ................................... e-mail : nicot@bell.co.za.......................... 0300
0300
TZANEEN
8 Impala Street.................................... Tel : 015 307 4812 ................................... P.O. Box 2102
Industrial Sites..................................... Fax : 015 307 3095 .................................. TZANEEN
TZANEEN ........................................... e-mai l: altar@bell.co.za .......................... 0850
0850
WOLMARANSSTAD
80 Kruger Street.................................. Tel : 018 596 2319 ................................... P.O. Box 587
WOLMARANSSTAD ........................... Fax : 018 596 2855 .................................. WOLMARANSSTAD
2630 .................................................... e-mail : charmain@bell.co.za .................. 2630
COASTAL REGION
EMPANGENI
No.1 Irvine Bell Drive .......................... Tel : 035 792 6517 ................................... P.O. Box 7332
Old Mill Industrial................................. Fax : 035 792 6516 .................................. EMPANGENI RAIL
EMPANGENI....................................... e-mail : shelleyb@bell.co.za .................... 3910
3880
PIETERMARITZBURG
7 Van Eck Place.................................. Tel : 033 386 9319 ................................... P.O. Box 100436
MKONDENI......................................... Fax : 033 386 1837 .................................. SCOTSVILLE
3201 .................................................... e-mail : carlaf@bell.co.za ........................ 3209
PIET RETIEF
14 Smith Street ................................... Tel : 017 826 1523 ................................... P.O. Box 2597
PIET RETIEF ...................................... Fax : 017 826 1580 .................................. PIET RETIEF
2380 .................................................... ................................................................. 2380
PONGOLA
De Waal Street 233............................. Tel : 034 413 1720 ................................... P.O. Box 681
PONGOLA .......................................... Fax : 034 413 1735 .................................. PONGOLA
3170 .................................................... ................................................................. 3170
PORT SHEPSTONE
Shop 5 Industrial Park......................... Tel : 039 685 4124 ................................... P.O. Box 560
Cnr. Main Harding and Izotsha road ... Fax : 039 685 5155 .................................. PORT SHEPSTONE
PORT SHEPSTONE ........................... ................................................................. 4240
4240
RICHARDS BAY (HEAD OFFICE)

Carbonode Cell Road.......................... Tel : (035) 907 9111................................. Private Bag X20046
Alton .................................................... Fax : (035) 797 4336................................ EMPANGENI
RICHARDS BAY ................................. Web site : www.bellequipment.com ......... 3880
3900 .................................................... e-mail : debbiev@bell.co.za
RICHARDS BAY (Training Center)

Carbonode Cell Road.......................... Tel : (035) 907 9111................................. Private Bag X20046
Alton .................................................... Fax : (035) 797 3196................................ EMPANGENI
RICHARDS BAY ................................. e-mail : veronicad@bell.co.za.................. 3880
3900
UMHLALI
Lot 81 .................................................. Tel : 032 947 0696/1637 .......................... P.O. Box 39
Shakas Head Industrial Park............... Fax : 032 947 2141 .................................. UMHLALI
UMHLALI............................................. ................................................................. 4390
4390
VRYHEID
Bloekom Street.................................... Tel : 034 981 5541 ................................... P.O. Box 1221
VRYHEID ............................................ Fax : 034 980 9752 .................................. VRYHEID
3100 .................................................... ................................................................. 3100
NORTHERN REGION
MALAWI
Bell Equipment (Malawi) Ltd.
10/338 Mtendere Street ...................... Tel : +265 78 3293
Area 10................................................ Fax : +265 78 3293
Lilongwe
MALAWI
MOZAMBIQUE
Bell Equipment (Mozambique) Ltd.
Av. Abel Batista Parcela 117............... Tel : +285 -1 - 72 2031/0467 ................... Caixa Postal 2510
Maputo ................................................ Fax : +285 -1 - 72 0467 ........................... Maputo
Mozimbique......................................... e-mail : bellequipment@teledata.mz ....... Mozambique
Contact :Eddy Fischer ........................ Cel : +258-1- (0) 82301894
ZAMBIA
Bell Equipment (Zambia) Ltd.
Kalulushi Business Park...................... Tel : +260 2 731 557/8 ............................. P.O. Box 20367
Kalulushi.............................................. Fax : +260 2 621 026............................... Kitwe
ZAMBIA............................................... e-mail : russellc@bell.com.zm ................. ZAMBIA
ZIMBABWE
Bell PTA (PVT) Ltd.
16 Erith Road ...................................... Tel : +263 4 661 061/090/125/181/418.... P.O. Box 2980
Willowvale .......................................... Fax : +263 4 621 026............................... Harare
ZIMBABWE ......................................... e-mail : admin@bellzim.co.zw ................. ZIMBABWE
EUROPEAN REGION
FRANCE
Bell France Sarl
Z.A. Route d’ Argenton-sur-Creuse..... Tel : +33 55589 2356
23800 Dun-Le-Palestel ....................... Fax : + 33 55589 2324
FRANCE ............................................. e-mail : gillesp@bell-france.fr
GERMANY
Bell Equipment (Deutschland) Gmbh
Willi-Brandt Strasse 4 - 6 .................... Tel : +49-66 31 911 30
D-36304 Alsfeld................................... Fax : +49-66 31 911 313
GERNMANY ....................................... e-mail : center@bell-germany.de
SPAIN
Bell Equipment Esapana
C/.Oceana 23, piso 5B.......................Tel : +34 - 917 191 512
28047................................................Fax : +34 - 917 191 512
Madrid...............................................e-mail : bell.equipment.es@telefonica.net
SPAIN
SWITZERLAND
Bell Switzerland (Bell Handling Systems and Bellinter Holdings)
Avenue de la gare 40 .......................... Tel : +41 21 948 20 81
Immeuble le Polygone......................... Fax : +41 21 948 20 89
1618 Chatel-St-Denis.......................... e-mail : cameron.beqch@bluewin.ch
SWITZERLAND
UNITED KINGDOM
Bell Equipment U.K.
Unit 6C ............................................... Tel : +44 1283 712862 (Direct)
Graycar Business Park ....................... Tel : +44 1283 716777 (Parts Direct)
Barton Turns ....................................... Fax : +44 1283 712687
Barton-under-Needwood..................... e-mail : georgew@bellequipment.co.uk
Burton-on-Trent................................... e-mail : sales@bellequipment.co.uk (Sales)
DE13 8EN ........................................... e-mail : colinw@bellequipment.co.uk (Customer Support)
UNITED KINGDOM............................. e-mail : cliffa@bellequipment.co.uk (Parts)
NORTH AMERICA
United States
Bell Equipment North America Inc.
2843 HWY 80...................................... Tel : +1 912 966 2615
Garden City ......................................... Fax : +1 912 964 1594
GEORGIA ........................................... e-mail : robinp@bellequipment.com
GA 31408
USA
USER’S COMMENT FORM
Should you, as user of this manual, have any suggestion for improving the manual, or you find
any errors or omissions, then we would like to know.
Please complete a facsimile of this form or post it directly to BELL EQUIPMENT Training.
Addresses are given at the beginning of this manual.
Table 1:
YOUR COMMENTS,SUGGESTIONS OR QUERIES
Table 2:
MACHINE MODEL:
SERIAL NUMBER:
VIN:
DOCUMENT PART NUMBER AND ISSUE:
PAGE NUMBER:
Table 3:
DOES THE MANUAL MEET YOUR NEEDS? YES NO
DID YOU FIND THE INFORMATION ACCURATE? YES NO
DID YOU FIND THE INFORMATION EASY TO READ AND UNDERSTAND? YES NO
DID YOU FIND THE INFORMATION EASY TO RETRIEVE? YES NO
DID YOU FIND THE INFORMATION WELL ILLUSTRATED? YES NO
Table 4:
NAME:
COMPANY:
TITLE:
ADDRESS:
TELEPHONE NUMBER:
Thank you for your co-operation.

SAFETY
Material Safety Data Sheets (MSDS)

The Federal Occupational, Safety and Health Administration (OSHA) Standard 29 CFR
1910.1200 and in some cases, State and Local Right-to-Know laws, may require that specific
MSDS be available to the employees prior to operating this equipment. This may include
information on substances contained in this equipment such as antifreeze, engine oil, battery
acid, hydraulic fluid and freon (if equipped with an air conditioner).
BELL EQUIPMENT USA Inc. will provide, at no cost, Material Safety Data Sheets which are
applicable to its product line. Simply request them from your local BELL EQUIPMENT dealer.
To ensure a prompt response, please be sure to include your return address and ZIP (postal)
code, along with the model, serial number and/or VIN number of your machine.
Unauthorised Modifications of the Roll Over Protective Structure (ROPS)

and the Falling Objects Protective Structure (FOPS)
Do not make unauthorised modifications or alterations to the ROPS and FOPS such as:
welding on extinguisher brackets, CB aerial brackets, fire suppression systems etc.
Unauthorised modifications will affect the structural limits of the ROPS and FOPS and will void
the certification.
The Roll Over Protective Structure has been certified to meet specified test requirements
according to SAE J1040 and ISO 3471. The Falling Objects Protective Structure has been
certified to meet specified test requirements according to SAE J231 and ISO 3449.
Any planned modification or change must be reviewed in advance by the BELL EQUIPMENT
Engineering Department to determine if the modification or change can be made within the
limits of the certifying tests. It is important that each person in your organisation, including
management, be made fully aware of these rules involving ROPS and FOPS. Whenever
anyone sees unauthorised modifications or changes to a machine’s ROPS or FOPS both the
customer and manufacturer must be notified in writing.
Make sure that all parts are installed correctly if the ROPS or FOPS is loosened or removed
for any reason. Tighten mounting bolts to the correct torque. The protection offered by ROPS
or FOPS will be impaired if they are subjected to structural damage, is involved in an overturn
incident, or is altered in any way. A damaged ROPS or FOPS must be replaced, not reused.
Noise Emission Levels

The sound pressure was tested according to ISO 6394 (SAE J 2103) and the sound power was
tested according to ISO 6393 (SAE J 2102).\plain \par
General Safety
Safety Regulation
Every country (State) has its own safety regulations. It is the obligation of the operator to know
and follow these. This also applies to local regulations covering different types of work. Should
the recommendations in this manual deviate from those of your country, your local safety
regulations should be followed.
Mounting and Dismounting the Machine

Always use the handrails and steps provided to get on and off the machine. Use both hands
and face the machine. Never get on or off a moving machine. Never jump off the machine. Use
a hand line to pull equipment up onto the platform, do not climb on or off the machine carrying
tools or supplies.
Avoid Power Lines

Never move any part of the machine within 3 m (10 ft) plus twice the line insulator length, as
serious injury or death may result.
Keep Riders Off the Machine

Do not allow unauthorised personnel on the machine.
Prepare for Emergencies

Keep a first aid kit and fire extinguishers handy and know how to use them. Inspect and have
your extinguisher serviced as recommended on its instruction plate. Keep emergency numbers
for doctors, ambulance service, hospital and fire department near your telephone.
Handle Flammable Fluids Safety

Handle fuel with care, as it is highly flammable. Do not smoke or go near an open flame or
sparks while refueling. Always stop the engine before refueling the machine and fill the fuel
tank outdoors.
Keep all fuels and lubricants in properly marked containers and away from all unauthorised
persons. Do not smoke in the storage areas.
Store oily rags and other flammable material in a protective container, in a safe place.
Do not weld or flame cut pipes or tubes that have contained flammable fluids. Clean them
thoroughly with nonflammable solvent before welding or flame cutting them.
Starting fluid is highly flammable. Keep all sparks and flames away when using it. To prevent
accidental discharge when storing the pressurised can, keep the cap on the can and store it in
a cool protected place. Do not burn or puncture a starting fluid container.
Prevent Battery Explosions and Acid Burns
The standard battery supplied with the machine is a sealed type that does not need
maintenance. Keep sparks and flames away from the batteries.
If a non-sealed battery is subsequently installed, keep sparks and flames away from the
batteries. Use a flashlight to check the battery electrolyte level. Use a voltmeter or hydrometer
to check battery charge. Never place a metal object across the posts. Always remove the
grounded (Negative -) battery clamp first and replace it last.
Do not smoke in areas where batteries are being charged.
Sulphuric acid in battery electrolyte is poisonous and is strong enough to burn skin, eat holes
in clothing and cause blindness if splashed into the eyes.
Avoid the hazard by:
Filling the batteries in a well ventilated area.

Wearing eye protection and rubber gloves.
Avoid breathing fumes when electrolyte is added.
Avoid spilling or dripping electrolyte.
If you spill acid on yourself:

Flush your skin with water.
Apply baking soda or lime to help neutralise the acid.
Flush your eyes with water for 10 - 15 minutes and get medical attention immediately.
If acid is swallowed:
Drink large amounts of water or milk.
Then drink milk of magnesia, beaten eggs, or vegetable oil.
Get medical attention immediately.
Wear Protective Clothing

Wear a hard hat, protective glasses and other protective equipment as required by the job
conditions. Do not wear loose clothing or jewellery that can catch on controls or other parts of
the machine.
When you drive connecting pins in or out, guard against injury from flying pieces of debris by
wearing goggles or protective glasses. Prolonged exposure to loud noise can cause
impairment or loss of hearing. Wear a suitable hearing protective device such as earmuffs or
earplugs. Wear gloves when handling wire rope cable.
Use the Seat Belt
Use a seat belt at all times to minimise the chance of injury in an accident.
The seat belt must not be altered or modified in any way. Such changes can render the belt
ineffective and unsafe.
The seat belt is designed and intended for the seatís occupant to be of adult build and for one
occupant of the seat only.
Avoid High Pressure Fluids

Escaping fluid under pressure can penetrate the skin causing serious injury. Relieve the
pressure before disconnecting hydraulic or other lines. Tighten all connections before applying
pressure. Keep hands and body away from pinholes and nozzles which eject fluids under high
pressure. Use a piece of cardboard or paper to search for leaks.
If any fluid is injected into the skin it must be surgically removed within a few hours by a doctor
who is familiar with this type of injury or gangrene may result.
Tyre Information
Welding or heating of the rim components, external fire or excessive use of brakes can cause
overheating of the tyres, which could cause a tyre explosion.
This explosion can propel the tyre, rim and final drive components approximately 500 metres
(1 640 feet) from the machine, which may cause personal injury or death and/or property
damage.
If the tyre is overheating and could explode, do not approach it within the area represented by
the shaded area in the drawing, until it has cooled.
Stand behind the tread and use a self attaching chuck with extension hose to inflate the tyres.
Use a safety cage if available. Do not stand over the tyre.
15 m
(49'3")
Use a safety cage if available
Do not stand over the tyre, use a clip-on chuck and extension hose
500 m
(1 640 ft)
GC0002FM
NOTE:It is recommended that only trained personel service and change tyres and rims.
BULLETINS
Record the relevant information from the Technical Documentation Bulletins, Service Bulletins
and Parts Bulletins into this manual as follows:
Carry out the instructions as detailed in the bulletin.
Record the required information below.
File the bulletins in numerical order in a suitable 3 or 4 ring binder.
TECHNICAL DOCUMENTATION BULLETIN RECORD

INSERTED BY
BULLETIN NO. SUBJECT
NAME SIGNATURE DATE
TECHNICAL DOCUMENTATION BULLETIN RECORD
INSERTED BY
BULLETIN NO. SUBJECT
NAME SIGNATURE DATE
SPECIFICATIONS
MACHINE SPECIFICATIONS
The specifications for the B50 6X6 ADT are as follows:
Engine
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - DC OM502LA Tier 1
Configuration - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 90×V8
Aspiration- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Turbo Charged
Injection type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Direct
Gross power- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 390 kW (523 HP) @1 800r.p.m.
Gross Torque - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -2 200 Nm (1622 lbf) @ 1 080r.p.m.
Idle speed - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 600 ± 20 r.p.m.
Oil Pressure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0,5 Bar @ Idle
Oil Pressure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -2.5 Bar @ High Idle
Transmission
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - T/Mission, HD4560R
Transfer Case (Drop Box)

Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VGR 17000
Axles
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -BELL 25T
Brakes
Service Brakes
Type - - - - - - - - - - - - - - - - - - - - - - - - - Dual Circuit,hydraulic actuated oil immersed multi disc brakes
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - on all three axles.
Park Brake
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - G1-127
Type - - Spring applied, air released, self-adjusting, mechanical calliper on drive-line mounted dry disc
Wheels
Tyre size - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 29.5 R 25
Wheel nut torque - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 650 Nm (480 ft lb.)
Suspension System
Front
Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Semi- independent axle movement, leading A-frame
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - supported on oil suspension struts
Rear
Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - Pivoting walking beams with laminated suspension blocks
Hydraulic System
Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Load sensing
Pump
Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Parker P3
Pump Emergency Steering System

Model - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rexroth A10 VO 28
Steering System
Type - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Articulated with two double -acting, hydraulic cylinders
Number of turns to lock - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -4.7
Pneumatic System
Reservoir capacity - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25 litres (6.6 USGAL)
Electrical System
Voltage - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -24 V
Battery Type- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2 X 12 V, maintenance-free
Battery capacity - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2 X 102 Ah
Starter motor capacity - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6.2 kW
Alternator voltage rating - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -28 V
Alternator amperage rating - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -100 A
Power Ratings (bulbs)

Headlight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 75/70 W
Front park light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 1.8 W
Front indicator light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 21 W
Stop/tail light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V Diode Light Unit
Rear indicator light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V Diode Light Unit
Reverse light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 70 W
Interior light - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24 V 10 W
Frame and Body

Cab
Type - - - - - - - - - - - - - - - - - - - - - - - - - - FOPS (SAE J231/ISO 3449)/ROPS (SAE J1040/ISO 3471/1)
Bin
Type - - - - - - - - - - - - - - - - - - - - Manufactured from high tensile wear and impact resistant alloy steels
Rated payload - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 41 031kg (45.2 sh tn)
Capacity Struck - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -19.15 m³ (25.05 yd.³)
Capacity Heaped (SAE 2:1) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.25 m³ (33.03yd.³)
Tip cylinders- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2 X Single stage, double acting
Tipping angle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 70°
Bin raise time - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.6 seconds
Bin lower time- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.6 seconds
Mass
Total mass, empty - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 31 869kg (70 259 lb.)
Total mass, fully laden- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 72 900kg (160 717lb.)
Service Capacities
Fuel- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -485 litres (128.0 USGAL)
Engine oil - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 30 litres (7.9 USGAL)
Engine oil (initial fill) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 38 litres (10.0 USGAL)
Engine coolant (initial and service fills) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 33.6 litres (8.9 USGAL)
Transmission fluid (initial fill) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 40 litres (10.6 USGAL)
Transmission fluid (refill) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 34 litres (9.0 USGAL)
Transfer Case (initial and service fills)- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.5 litres (1.2 USGAL)
Hydraulic system (initial fill) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -185 litres (48.9 USGAL)
Hydraulic reservoir (service fill) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 177.6 litres (40.9 USGAL)
Axle oil (initial fill) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 50 litres (13.2 USGAL)
Axle oil (service fill) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 48 litres (12.7 USGAL)
Final drive oil (per final drive initial and service fills) - - - - - - - - - - - - - - - - - - - - - 6.3 litres (1.7 USGAL)
Cab Tilt System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1.85 litres (0.5 USGAL)
Windscreen Washer Bottle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6 litres (1.6 USGAL)
Travel Speeds
B50D - LOW RANGE
1st Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.4 km/h (3.4 m.p.h.)
2nd Forward- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.9 km/h (6.8 m.p.h.)
3rd Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.8 km/h (9.8 m.p.h.)
4th Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2 km/h (15.0 m.p.h.)
1st Reverse - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.4 km/h (2.7 m.p.h.)
B50D - HIGH RANGE

1st Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7.0 km/h (4.3 m.p.h.)
2nd Forward- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.9 km/h (9.3 m.p.h.)
3rd Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.5 km/h (13.4 m.p.h.)
1st Reverse - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.9 km/h (3.7 m.p.h.)

Machine Dimension
6424mm
70°
60°
7387mm At 60° Tip
7356mm At 70° Tip
3861mm
3934mm
3376mm
2417mm
1445mm
27°
921mm
754
632mm
1614mm 1950mm 4471mm 2768mm

10803mm Overall Length
3811 Bin Outside
3521 Bin Inside
531 mm
2120 mm
3010 Tread Width
3900 Wheel Width
O
42
1
R948
21
R47
TR001242
Recommended Lubricants And Coolant Additives:
BELL EQUIPMENT RECOMMENDED LUBRICANT AND FLUIDS CHART

B50D ARTICULATED DUMP TRUCKS
Recommended Lubricant Viscosities and Fluids suitable for use at Ambient Temperatures from
O O O O
-10 C (14 F) to 50 C (122 F)
Ambient O
O
F -40 -22 -4 14 32 50 68 86 104 122
C -40 -30 -20 -10 0 10 20 30 40 50
Temperature
ENGINE - M-BENZ
OILS TO MEET M-BENZ 228.5 SAE 15W - 40
SPECIFICATIONS
PREFERRED: - CASTROL DYNAMAX 10W-40 SAE 10W - 40
- CALTEX XLD 10W-40
COOLANT - M-BENZ
EXTENDED LIFE COOLANT TO MEET M-BENZ 325.3 CALTEX EXTENDED LIFE COOLANT PRE-MIX 50/50
PREFERRED: - CALTEX EXTENDED LIFE COOLANT PRE-MIX 50/50
TRANSMISSION - ALLISON HD 4560

AND HD 4560R AND
TRANSFER CASE (DROP BOX) CASTROL TRANSMAX Z or S (SAE 70W-80W)
USE ONLY CASTROL
TRANSMAX Z or S/TRANSYND
DRIVE AXLES - BELL SAE 80W - 90

OILS TO MEET
API GL-5, MIL-L-2105 D SAE 85W - 90
SPECIFICATIONS
SAE 85W - 140
PREFERRED: - CALTEX OIL ZF 85W - 140
ATF
SAE 10W
SAE 30
PREFERRED: - CALTEX TEXAMATIC TYPE - G
WET DISC BRAKE COOLING B40D
OILS TO COMPLY WITH FORD M2C134 - D
AND JOHN DEERE JD20C SPECIFICATIONS
10W - 30
PREFERRED: - CALTEX TEXTRAN TDH PREMIUM
RECOMMENDED SERVICE FILLS
COMPONENT OIL DESCRIPTION BELL EQUIPMENT PART No.

CALTEX DELO XLD (SAE 10W - 40) 910276
ENGINE
EXTENDED LIFE PRE-MIX 50/50 910245
CASTROL TRANSMAX S/TRANSYND 915043
TRANSMISSION
TRANSFER CASE CASTROL TRANSMAX Z 910208
DRIVE AXLES CALTEX GEAR OIL ZF (85W-140) 910332

HYDRAULICS ATF : CALTEX TEXAMATIC TYPE-G 910083
WET DISC BRAKE COOLING CALTEX TEXTRAN TDH PREMIUM
B40D
GENERAL (PINS, BUSHES, ETC) : 910336
GREASE CALTEX ULTRA DUTY GREASE 2
DRIVE TRAIN (BEARINGS, ETC) 910026
CALTEX MULTIFAK EP NGLI number 2
CALTEX ULTRA DUTY GREASE
NGLI number 2
TR001241
NOTE: Failure to adhere to the recommended oil grade and type may render warranty claims
invalid.
Recommended Torque Settings
The following tables detail the recommended torque settings:
The torques recommended below are for HAND TIGHTENING unplated

fasteners with no lubrication.
When using a bolt or screw in a tapped hole it is assumed that there is

sufficient thread engagement to accept the applied torque. Discretion
must be used when torqueing into a shallow hole or into soft or brittle
materials.
Always adhere to engine / gearbox / BELL Equipment etc. manufacturer's

1 lb ft = 1.35582 Nm 1 Nm = 0.737561lb ft
METRIC SIZES
METRIC BOLT GRADE INTERPRETATION
8x100=800 Mpa 10x100=1000 Mpa 12x100=1200 Mpa
(Ultimate Tensile Stress) (Ultimate Tensile Stress) (Ultimate Tensile Stress)
8.8 10.9 12.9
8x8x10=640 Mpa 10x9x10=900 Mpa 12x9x10=1080 Mpa
(Yield Stress or Stress (Yield Stress or Stress (Yield Stress or Stress
at 0.2% permanent set) at 0.2% permanent set) at 0.2% permanent set)
METRIC NUT GRADE INTERPRETATION
CURRENT STANDARD :
Nuts which are 0.8xD high.
|8| 8x100=800 Mpa Proof Stress
FUTURE STANDARD :
(Subject to international agreement) ISO Grade 8.8 Manufacturer's
Mark
8 8x100=800 Mpa Proof Stress
Nuts which are 1.0xD high. 800 MPa (51.80 tsi) 8.8 Grade
ISO Grade 4.6 Manufacturer's ISO Grade 10.9 Manufacturer's

Mark
Mark
400 MPa (25.90 tsi) 4.6 Grade (Optional) 1000 MPa (64.75 tsi) 10.9 Grade
ISO Grade 6.9 Manufacturer's ISO Grade 12.9 Manufacturer's

Mark
Mark
600 MPa (38.85 tsi) 6.9 Grade (Optional) 1200 MPa (77.70 tsi) 12.9 Grade
ISO Metric Coarse -Torques [Nm]

Size M5 M6 M8 M10 M12 M14 M16 M18 M20 M22 M24 M27 M30 M36
Pitch (mm) 0.8 1 1.25 1.5 1.75 2 2 2.5 2.5 2.5 3 3 3.5 4
T/Stress area (mm2 ) 14.2 20.1 36.6 58 84.3 115 157 193 245 303 353 459 561 817
ISO Gr. 4.6 2 4 10 19 34 58 85 115 165 220 285 420 560 980
ISO Gr. 6.9 5 8.5 21 41 72 115 180 245 345 465 600 890 1200 2118
ISO Gr. 8.8 6 10 25 49 86 135 210 290 410 550 710 1050 1450 2520
ISO Gr. 10.9 8 14 35 69 120 190 295 400 580 780 1000 1500 2000 3430
ISO Gr. 12.9 10 17 41 83 145 230 355 485 690 930 1200 1800 2400 4100
ISO Metric Fine -Torques [Nm]
Size M8 M10 M12 M12 M14 M16 M18 M20 M22 M24 M27 M30
Pitch (mm) 1 1.25 1.25 1.5 1.5 1.5 1.5 1.5 1.5 2 2 2
2
T/Stress area (mm ) 39.2 61.2 92.1 88.1 125 167 216 272 333 384 496 621
ISO Gr. 6.9 23 44 80 76 125 190 275 385 520 650 970 1350
ISO Gr. 8.8 27 52 95 90 150 225 325 460 610 780 1150 1600
ISO Gr. 10.9 38 73 135 125 210 315 460 640 860 1100 1600 2250
ISO Gr. 12.9 45 88 160 150 250 380 550 770 1050 1300 1950 2700
RESEARCH AND DEVELOPMENT Drawing Number 700999/1 rev A 24/6/96
40D0002CFM
Imperial Sizes - BS Grades
IMPERIAL SIZES - BS GRADES
BS Grade A Manufacturer's
Mark
BS Grade T Manufacturer's
Mark
Coarse Coarse
28 tsi (432 Mpa) or Fine CA Grade 55 tsi (849 Mpa) or Fine CT Grade
BS Grade S Manufacturer's
Mark
BS Grade V Manufacturer's
Mark
Coarse Coarse
50 tsi (772 Mpa) or Fine FA Grade 65 tsi (1004 Mpa) or Fine
FV Grade
Unified Coarse (UNC) - Torques in Nm.
Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 20 18 16 14 13 12 11 10 9 8 7 7 6 6
T/Stress area (mm2) 20.5 33.8 50 68.6 91.5 117.4 146 215 298 391 492 625 745 906
BS Grade A 4 9 16 25 38 56 78 138 221 335 467 670 861 1148
BS Grade S 12 24 43 66 108 150 209 371 586 885 1256 1735 2333 3051
BS Grade T 12 26 45 72 114 162 221 383 646 957 1376 1914 2512 3290
BS Grade V 16 31 55 90 138 191 263 479 766 1148 1615 2273 2991 4008
Unified Fine (UNF) up to 1", and UN-8 TPI for dia 1 1/8" and above. Torques in Nm.
Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 28 24 24 20 20 18 18 16 14 12 8 8 8 8
2
T/Stress area (mm ) 23.5 37.4 56.6 76.6 103 131 165 241 328 428 510 645 795 963
BS Grade A 5 10 18 29 43 60 90 150 239 359 490 670 933 1196
BS Grade S 13 26 48 78 114 167 233 407 646 957 1316 1794 2452 3230
BS Grade T 14 29 51 84 126 179 239 431 694 1029 1376 1974 2632 3529
BS Grade V 17 35 60 96 150 215 299 526 837 1256 1675 2393 3230 4247
IMPERIAL SIZES - SAE GRADES

Manufacturer's Manufacturer's
SAE Grade 1 Mark SAE Grade 5 (1/4" - 1") Mark
26.8 tsi (414 Mpa) 53.6 tsi (828 Mpa)
Manufacturer's
SAE Grade 5 (1 1/8" - 1 1/2") SAE Grade 8 Mark
46.9 tsi (724 Mpa) Manufacturer's
Mark
67 tsi (1035 Mpa)
Unified Coarse (UNC) - Torques in Nm.

Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 20 18 16 14 13 12 11 10 9 8 7 7 6 6
2
T/Stress area (mm ) 20.5 33.8 50 68.6 91.5 117.4 146 215 298 391 492 625 745 906
SAE Grade 1 4 9 16 25 38 56 78 138 221 335 467 670 861 1148
SAE Grade 5 11 22 40 62 101 140 196 348 550 830 1347 1860 2501 3270
SAE Grade 8 16 32 57 92 142 197 271 493 789 1184 1665 2343 3083 4131
Unified Fine (UNF) up to 1", and UN-8 TPI for dia 1 1/8" and above. Torques in Nm.
Size 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1" 1 1/8" 1 1/4" 1 3/8" 1 1/2"
Threads/inch 28 24 24 20 20 18 18 16 14 12 8 8 8 8
2
T/Stress area (mm ) 23.5 37.4 56.6 76.6 103 131 165 241 328 428 510 645 795 963
SAE Grade 1 5 10 18 29 43 60 90 150 239 359 490 670 933 1196
SAE Grade 5 12 25 45 73 107 157 219 382 606 898 1411 1924 2629 3463
SAE Grade 8 17 36 62 99 154 222 308 543 863 1295 1726 2466 3329 4378
RESEARCH AND DEVELOPMENT Drawing Number 700999/2 rev A 24/6/96
40D0003CFM
Serial Number Plates
The following figure identifies and locates the main serial number plates for the machine,
engine and transmission of the B50D.
MANU FAC TURED BY:

BELL EQ UIPMENT CO.S A. ( PTY) LTD.
RI CHARDS B AY, SOUTH AFRICA
MACHINE
CAB
ENGINE
TRANSMISSION
TRANSFERCASE
FRONT DIFFERENTIAL
MID DIFFERENTIAL
REAR DIF FERENTIAL
AXLE: EMPTY LADEN

FRONT kg
MIDDLE kg
REAR kg
TOTAL kg
PAY LOA D
1 76 114 F M
Engine spec
plate
TR001243
B50D
ELECTRICAL
Issue: 1
(January 2004)

Richards Bay
Chapter 1 ELECTRICAL B50D MK I
OPERATOR CONTROL AND INSTRUMENTS
INTRODUCTION
The following figure details the layout of the controls and instruments in the cab:
2 3 4 19 5 21 22
18
6
20
7
17
8
9
16
10
15 11
14 13 12 TR000401
1. ..................... Stalk switch

2. ..................... Left hand switch Panel.
3. ..................... Steering Wheel.
4. ..................... MDU (Monitor Display Unit)
5. ..................... Right hand switch panel.
6. ..................... Retarder Lever
7. ..................... Bin Lever
8. ..................... Transmission Shift Selector
9. ..................... Ashtray
10. ................... Cup Holder
11. ................... Refrigerator / Cooler.
12. ................... 24V Accessory Plug / Lighter.
13. ................... Park Brake
14. ................... Operators Seat
15. ................... Accelerator Pedal
16. ................... Brake Pedal.
17. ................... Foot Rest.
18. ................... Vents.
19. ................... Ignition
20. ................... Ashtray
21. ................... Mirror Adjustment.
22. ................... Vents.
Bell Training Center Revision 0.1 1

OPERATOR CONTROL RIGHT HAND PANEL
2 3
TR000467
1. ..................... Park Brake.

2. ..................... Retarder Lever.
3. ..................... Transmission Shift Lever.
4. ..................... Bin Lever.

OPERATOR CONTROL SWITCHS
7 8
5 6
4
2
10
Left Of MDU Right Of MDU

TR001245
1. ..................... Mirror de-mister switch.

2. ..................... Beacon light switch
3. ..................... Working light switch.
4. ..................... Interior light switch.
5. ..................... Headlight switch.
6. ......................... Hazard switch.
7. ..................... Inter axle lock switch.
8. ......................... Gear hold switch.
9. ......................... Two speed switch.
10. ...................... Mirror switch.

CIRCUIT BREAKERS
7
1
2 3 4
TR001055
1. ..................... Circuit Breakers.

2. ..................... ZF programming
3. ..................... Memory module diagnostic connector
4. ..................... Fan Drive controller
5. .........................Memory module programming
6. .........................MDU programming
7. .........................CCU programming

FUSES, DIODES, RELAYS AND RESISTORS
3
2
4
TR001056
1. ..................... Relays
2. ..................... Fuses
3. ..................... Diodes
4. ..................... Resistor
The fuses, diodes, relays and circuit breakers are located in the roof panel of the cab.
The following diagram illustrates the location of the components and the function of each
component, as shown in the wiring schematics later in this section. There is a decal located in
the roof panel for easy location of the components. There is also a light which is operated with
the cab light switch located left of the MDU as Shown on Page 3.

Remove and insert the

A3 drawing number
TR001058

RELAY
In Bell we use a five pin relay,commonly known as a change over relay.
This type of relay can be wired normally open or normally closed.
A relay has two sections, the trigger section and the load section.
87a
87
30
85 86
TR000237
The pin numbers are numbered as follows:
• 85 Trigger
• 86 Trigger
• 30 Supply
• 87 Normally open (Load)
• 87a Normally closed (Load)

CAN BUS J1939
WHAT EXACTLY IS A "CAN BUS"
The Controller Area Network (CAN) is a serial communications protocol that efficiently
Distributes real time control (Data) with great Data integrity. In other words it is a system that
sends data (In a binary code or math between electronic control units.)
The "CAN" is a means of transferring data between components and in the case of the
D Series ADT’s there is a "CAN" between numerous components, namely:
MDU Monitor Display Unit
TCU Transmission Control Unit
CCU Chassis Control Unit
ECU Commonly known as the ADM is the Engine

control unit (Cab Mounted).
MR Engine mounted control unit (PLD).
OBW On Board Weighing
FDC Fan Drive Controller
SCU Suspension control unit
MM Memory module
There are numerous advantages of using a "CAN" system:
• Reliable
• Fast
• Cost effective
• High flexibility.
The following illustrations describe the Bell “CAN” and the tests that can be carried out
to test the Wiring.

REMOVE THIS PAGE AND INSTALL

SAE J1939 CANBUS A3 TR000723

TESTING THE “CANBUS”
The construction of the “CAN” line is of a high quality cable consisting of a CAN_H and a
CAN_L cable.These two cables carry the information in Series to and from the Control units in
the system.CAN_H and CAN_L Both send the same messages and basically check on each
other.
The O’s and 1’s are created by voltages that are produced inside the control units.The two
cables are protected by a shield around the outside to prevent in EMI
(Electro Magnetic Interferences).This EMI can cause false or incorrect signals in the system.
The “CANBUS” has two resistors connected to the end of the “CAN line.” These Resistors are
fitted to Terminate the signals in the “BUS”.If these Resistors where not fitted the signals would
reflect in the “CAN” line and the System would not work.The Resistors also play an important
Role in the system for the technician,The resistors are connected across the CAN_H and
CAN_L lines.If You measure the Resistance across any of the two lines at any of the control
units you will measure 60 Ohms.A short circuit or open circuit will cause the resistances to
change.
The Resistance is worked out as follows:
1
+ 1
1
=
TR R1 R 2
1 1 1
= +
TR 60 60
= 1 + 1
1
TR 120
1
= 2
TR 120
TR
1
= 120
2
TR = 60 Ohms
TR000359
There are numerous errors that can occur within the system.
1. CAN_H Short to ground.

2. CAN_L Short to ground.
3. CAN_H Short to CAN_L.
4. CAN_H Open circuit.
5. CAN_L Open circuit
6. CAN_H and CAN_L Open circuit.
7. CAN _H or CAN_L shorted to a Arbitrary Potential (Voltages)
Any of these errors will cause a Error code to come up on the MDU Display.
The Display will show For example “CCU CAN ERROR” on the display.

CHECKING THE CABLES
When testing the “CANBUS” the most important factor will be the 60 Ohm reading across the
CAN_H and CAN_L.
Note: A digital Multi meter Must be used to check any readings on the D Series Machines.
Before beginning the troubleshooting process, read and understand the following:
• Wire identification presents the Connector, the terminal on the connector and the colour.
• Shut off the engine and ignition before any harness connectors are disconnected or
connected.
• When disconnecting a harness connector, be sure that pulling force is applied to the
connector itself and not the wires extending from the connector.
• Inspect all connector terminals for damage. Terminals may have bent or lost the necessary
tension to maintain firm contact.
• Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good
quality, non-residue, non-lubricating solvent.
• When checking the CAN harness at the connectors, it is important to remember to check
the CAN from each of the pins on the different plugs that are used in the CAN circuit.

CHECKING OPENS, SHORTS BETWEEN WIRES AND SHORTS TO GROUND ON THE
CAN HARNESS
Note : Always make sure that all the connectors are removed from all the control units before testing.
• Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable
cause of the problems, reconnect the clean connectors and operate the vehicle normally.
• If all connectors are clean and connected correctly, determine which Control unit is causing
the error on the display.Remove all the connectors on the control units and measure the
resistance of the “CAN BUS” as shown below for each fault.
Each control unit has their own connector as they are manufactured by different OEM’S.
MAIN “CAN” HARNESS
The Main “CAN” Harness is measured in Ohms and One should measure 60 Ohms as per the
calculation shown previously.The reading obtained in Ohms is very important as previously
discussed as this will determine if there is a problem with the “CAN” Line
Once all the connectors have been removed each connector can be measured for 60 Ohms.
There are Numerous faults that can occur to prevent the 60 Ohms reading from being
obtained.

“CAN” SHORT TO GROUND
A short to ground on one or both “CAN” lines will result in continuity being read to ground.
Check the continuity on any connector as shown below.
Make sure that the ground you are using is a good clean ground.
VOLT/OHM- CAN_H or CAN_L

Shorted to ground
METER
(VOM)
Fig 1
E
CCU CAN
ECU CAN
X18 - A
X19 - A
X18 - C
X19 - C
X18 - B
X19 - B
120 OHM 3 WAY 120 OHM 3 WAY

DEUTSCH CAN DEUTSCH CAN
TERMINATOR TERMINATOR
X94 - A YL 1.0 X93 - A
X94 - B GN 1.0 X93 - B
X94 - C SHIELD X93 - C
TR001071

“CAN “OPEN CIRCUIT
A Open circuit on one or both “CAN” lines will result in only one resistor being read which will
show 120 Ohms on the multimeter.
Check the resistance on all the connectors as shown below.
Also Check the Resistance of the individual Resistors (120 Ohms)
CAN_H or CAN_L
Open circuit or both
Open Circuit
VOLT/OHM-
METER
(VOM)
CCU CAN
ECU CAN
X18 - A
X19 - A
X18 - C
X19 - C
X18 - B
X19 - B

X94 - A YL 1.0 X93 - A
X94 - B GN 1.0 X93 - B
TR001072

“CAN” SHORT TO POSITIVE 0 -24 VOLTS
CAN_H or CAN_L must also be measured for a voltage at the connectors in case the lines
have shorted to a positive.
Check from any connector to ground for a Voltage, make sure that the ground you are using
is a good clean ground.
CAN_H or CAN_L
Shorted
VOLT/OHM- to a Voltage
METER
(VOM)
A voltage from 0-24V
E
CCU CAN
ECU CAN
X18 - C
X19 - C
X18 - A
X19 - A
X18 - B
X19 - B

X94 - A YL 1.0 X93 - A
X94 - B GN 1.0 X93 - B
TR001073

CHASSIS CONTROL UNIT (CCU)
TR000284
The Chassis Control Unit, commomly known as the “CCU”, is a processor that has been
designed to control certain functions used on the machine.
This processer reads inputs, sends outputs and sends and receives Can-bus signals.
Inputs : Digital signals ( Ground eg: Indicator left turn signal from indicator
switch)
Annalog signals (Variable resistance eg: Air pressure sender unit)
CAN-bus (J 1939) signals (eg: Engine temperatre)
Outputs : Digital signals ( +24V dc eg: Energise left turn indicator)

Pulse width modulated signals (eg:Interaxle diff lock)
CAN-bus (J 1939) signals (eg: To bring on the MDU left turn signal)
Example: When the indicator switch is moved to left turn it closes the ground signal
to the CCU.The CCU recieves this digital ground signal processes it and
sends out and intermittent digital +24V signal to the Left turn indicator
relay controlling the flashing. At the same time it will send out a “CAN-
BUS” (J1939) signal to the MDU to bring on the left turn indicator signal
light.

CCU WITH THE THREE CONNECTORS
CONNECTOR X5 (J3)
CONNECTOR X6A (J1A)
CONNECTOR X6B (J1L)

CCU CONNECTOR X5 (J3)
PIN TYPE OF OUTPUT/IN- FUNCTION RANGE

NUMBER PUT
A1 Relay Driver Park Brake Output 24V
A2 Relay Driver Bin pressure reduction 24V
A3 Battery Positive Ignition Supply 24V
B2 Relay Driver High range 24V
C1 Relay Driver Left Indicator Output 24V
C2 Relay Driver Laden/Unladen Relay 24V
C3 Relay Driver Auto Neutral 24V
D1 Relay Driver Right Indicator Output 24V
D2 Transmission input Engine temp. increase 24V
D3 Relay Driver Retarder enable 24V
E1 Spare Output - -
F1 Spare Output - -
F3 Relay Driver Bin Up Limit Relay 24V
G1 Spare Output - -
G3 Cold Start Positive Output 24V
H1 Spare Output - -
H3 Relay Driver Brake Light Output 24V
J1 Relay Driver Wiper Intermittent 24V
Output
J2 Relay Driver Bin Float Control Output 24V @ 0-5 degrees
J3 Bootstrap/loader Bootstrap Programming 24V / Open Circuit
K1 Battery Positive Ignition Supply 24V
K2 Ground Ground Supply
K3 Ground Ground Supply

CCU CONNECTOR X6A (J1A)

NUMBER PUT
A1 Ignition Supply Ignition Power Supply 24V
A2 Ignition Supply Ignition Power Supply 24V
A3 12v Ignition Supply 12v Ignition Power Supply 12V
B1 Positive Input Front High Range Shifter 24V/Open circuit
B2 Positive Input Mid High Range Shifter 24V/Open circuit
B3 Digital Input Sart Signal Input 24V / Open circuit
C1 Ground Ground
C2 Ground Ground
D1 Positive Input Hazard Switch Input 24V / Open circuit
D3 Can High Can High
E1 Positive Input Rear High Range Shifter 24V/Open circuit
E2 Can Shield Can Shield
E3 Can Low Can Low
F3 Rs232 - Tx Rs232 Programming Line-tx
G3 Rs232 - Rx Rs232 Programming Line-rx
H1 Positive Input CTD Dash Switch 24V/Open circuit
J1 Positive input Ignition Supply 24V
J2 Positive Input High Range Dash Switch 24V/Open circuit
J3 Positive Input High Range Pressure Switch 24V/Open circuit
K1 Exhaust Brake Solenoid Positive Output 24V
K2 Bootstrap Rs232 Bootstrap Programming Pin 24V / Open circuit

CCU CONNECTOR X6B (J1L)

NUMBER PUT
L1 Digital Output Pneumatic Blow off output 24V
M1 Digitl Output Hydraulic cut-out output 24V
M2 Annalog Input Bin position sensor input 0-5V (0-100%)
M3 Annalog sensor supply Bin position sensor supply 5V
N1 Digital Output Interaxle difflock output 24V
N2 Digital Input Exhaust brake temperature Ground/Open circuit
sender unit
P1 Ground Sensor return
P2 Ground Sensor return
R1 Annalog input Wet Brake Temperature
R2 Annalog input Hydraulic temperature 350-10ohm(20-120degC)
R3 Annalog input System air pressure 5-200 ohm (0-10bar)
S1 Annalog input Exhaust Brake Pressure 24V

Switch
S3 Annalog input Fuel Level Sensor 0-100 ohm
T1 Digital input Gear hold Ground/Open circuit
T2 Digital input Intermittant wiper input 24V/Open circuit

W1 Digital input Right indicator input Ground/Open circuit
W3 Digital input Service brake input 24V/Open circuit

X2 Digital input Left indicator input Ground/Open circuit
X3 Digital input Park brake pressure switch Ground/Open circuit
input
Y1 Digital input Low engine coolent level Ground/Open circuit
Y2 Digital input Cold start input Ground/Open circuit
Y3 Digital input Park brake latching input Ground/Open circuit

THE FOLLOWING DESCRIBES THE INPUTS AND OUTPUTS OF THE CCU.
PLUG X5 (J3)
PIN TYPE OF OUT- FUNCTION

PUT/INPUT
A1 24V Output The park brake output is activated if the air pressure is over
Relay Driver 6bar, read on plug X6B pin R3, and the CCU has a latching
signal from the park brake lever, plug X6B pin Y3. The engine
must also be running (can signal). This output will be sent to
the park brake relay K7.
A2 24V Output Once the bin tipping angle reaches 70%, which is read by the
Relay Driver CCU on plug X6B pin M2, this output will be sent to the bin
pressure reduction relay K20, whcih in turn will energise the
bin pressure reduction solenoid.
A3 24V Ignition This input is from the MDU/CCU power relay K17. When the
Input ignition is turned to the on position, this relay will power the
input and turn on the MDU and CCU.
B1 24V Output When the CTD switch on the dash is activated, the CCU
Relay Driver receives a 24V signal at plug X6A pin H1, the CCU will then
hold this output signal to the CTD relay K18, for 30 seconds.
B2 24VOutput When the high range dash switch has been activated and the
Relay Driver CCU receives a positive signal, plug X6A pin J3, this output
(B50) will be sent, once certain pre-programmed parameters have
been met, to the high range relay K21.
C1 24V Output When the left indicator switch is turned on, a ground signal is
Relay Driver sent to the CCU on plug X6B pin X2. The CCU will then
Intermittent activate an intermittant signal to the left indicator relay K9.
The CCU will also send a CAN signal to the MDU, to turn on
the left turn indicator on the MDU.
C2 24V Output Once the CCU senses, via the CAN from the OBW module,
that the vehicle is loaded over 10 tonnes, the CCU will
deactivate the output from this pin. This in turn will de-energise
the dual shift relay K19. The TCU will then change to the
higher shift points. If the weight drops below eight tonnes, the
TCU will shift back to the lower shift points.
C3 24V Output When shifting from high range to low range, the accelerator
Relay Driver pedal is below 5%, read via the ADM, and output shaft speed
(B50) is less then 80 rpm, read via the TCU, this output will be ON.
The shift to low range is now activated. Engine rpm is dropped
to 500 rpm and the transmission held in neutral.
D1 24V Output When the right indicator switch is turned on, a ground signal is
Relay Driver sent to the CCU on plug X6B pin W1. The CCU will then
Intermittent activate an intermittent signal to the right indicator relay K10.
The CCU will also send a CAN signal to the MDU, to turn on
the right turn indicator on the MDU.


PUT/INPUT
D2 positive output This output is normally ON. When the engine coolant
temperature reaches 99 degrees celcius, read via CAN, this
output is de-energised. If this happens the TCU will pre-select
second gear, thus allowing the engine rpm to increase speed
thus increasing the air flow throught the radiator. This output
will be energised when the temperature drops to 97 degrees
celcius.
D3 24V Output This output is always in the OFF position. When shifting from
Relay Driver high range to low range or vice-versa, this output is activated.
This allows the retarder for both the engine and transmission
to be de-activated. The transmission retarder is done via this
output and the engine retarder is done via CAN.
F3 24V Output Once the CCU senses that the bin position has reached a
Relay Driver preset angle, via the bin position sensor plug X6B pin M2,
this positive signal will be sent from this pin to the bin up
limit relay K8.
G3 24V Output When the engine speed reaches 400rpm which is read via the
Relay Driver CAN from the ADM/ECU the CCU sends a positive output to
the cold start module to turn the unit OFF, as the engine is
running.
H3 24V Output When the exhaust brake is activated by the ADM, from pin
Relay Driver 15-6 a CAN signal is sent from the ADM tothe CCU. The CCU
sends this ouput to the brake light relay K5, to bring the brake
lights on.
J1 24V Output Intermittent wiper output, is activated when the intermittent
Relay Driver wiper switch is turned on and the CCU receives a positive
input on plug X6B pin T2. The output is controlled by the
intermittent time programmed by the operator. This output is
sent to the intermittent wiper relay K14 via diode V4.
J2 24V Output When the CCU senses that the bin is at 5% or less than 5% of
Relay Driver the bin lift angle, sensed via the bin position sensor on plug
X6B pin M2, the CCU will send this output to the bin float relay
K13.
J3 RS232 Input for end of line programming of the CCU.
K1 24V Ignition From relay K17 MDU and CCU power, when the ignition is
Input turned on, this relay K17, will supply the power input and turn
the MDU and CCU on.
K2 Ground input Chassis ground
K3 Ground input Chassis ground

PLUG X6A (J1A)

PUT/INPUT
A1 24V Ignition From relay K17 MDU and CCU power, when the ignition is
the MDU and CCU on.
A2 24V Ignition From relay K17 MDU and CCU power, when the ignition is
the MDU and CCU on.
A3 12V Ignition 12V Ignition power for the CCU, This input is used for the
Input battery charge light and is taken from one battery via the
battery balancer.
B1 24V Input This input is sent to the CCU when the front high range shifter
switch is turned to the on position.
B2 24V Input This input is sent to the CCU when the mid high range shifter
B3 24V Start Signal The start signal input, via relay K2, is used so that the CCU
Input knows when the engine is being cranked, so that the output for
the hydraulic cut solenoid, plug X6B pin M1, can be activated.
It is also used for the timer to activate the pneumatic blow off
solenoid, plug X6B pin L1.
C1 Ground Chassis ground
C2 Ground Chassis ground
D1 24V Input When the hazard switch is turned to the on position, the input
on D1 is activated. The CCU will supply intermittent outputs
from plug X5 pins C1 and D1, to activate the K9 and K10
relays. The CCU will also send a CAN signal to the MDU to
turn both the dash indicators on.
D3 CAN High CAN high data cable on the CAN harness is used to transfer
information to other control units.
E1 24V Input This input is sent to the CCU when the rear high range shifter
E2 CAN Shield The CAN shield, protects the CAN harness from electro
magnetic interference (EMI).
E3 CAN Low CAN low data cable on the CAN harness is used to transfer
F3 RS232 Input for end of line programming of the CCU.
G3 RS232 Input for end of line programming of the CCU.

PLUG X6A (J1A)

PUT/INPUT
J1 24V Ignition 24V ignition input from circuit breaker 9.
Input
J2 24V Ignition This signal goes to the CCU when the High range dash switch
Input (B50D) has been turned to the on position.
J3 24V Ignition This signal is sent to the CCU once the high range dash switch
Input (B50D) has been turned to the on position and an output has been
sent from the CCU plug X5 pin B2. The pressure in the system
will close the switch and this signal will go to the CCU.
K1 24V Output The CCU activates this output to bring on the exhaust brake
Relay Driver via the exhaust brake relay K6, when the engine speed
exceeds 2400 rpm. (Note that the no load rpm is 2250 rpm).
K2 RS232 Input for end of line programming of the CCU.

PLUG X6B (J1L)

PUT/INPUT
L1 24V Output Pneumatic blow off output is activated for half a second after
ten minutes has passed after the initial engine start.
Note that this is not every ten minutes after the start.
M1 24V Output The hydraulic cut solenoid output is linked to the start signal
input from relay K2. Once the CCU receives the start signal
input, and this output is sent to the hydraulic cut solenoid, the
solenoid will be activated so as to dump the load sensing line
for the brakes so that they do not charge while the engine is
being cranked.
M2 Analog Input The bin position sensor input is an analog input from the bin
up sensor so that the CCU knows what position the bin is at.
The bin position is used for the bin tip counter and for the bin
float control and also for the bin up light, sent from the CCU to
the MDU via CAN, when the bin reaches 5% of the tipping
angle.
Note that the bin positon sensor must be correctly callibrated.
M3 Analog Sensor The bin position sensor supply is a 5V supply for the sensor so
Supply that an analog return can be obtained via plug X6B pin M2.
N1 24V Output Interaxle diff lock output is activated if the interaxle diff lock
switch is put on and the throttle is less than 10% which is
obtained via the CAN from the ADM.
N2 Analog input The exhaust brake temperature input is a variable resistance
from the sensor and is converted into a digital by the CCU and
sent via the CAN to the MDU so that the temperature can be
displayed.
P1 Ground Chassis ground
P2 Ground Chassis ground
R1 Analog input The wet disc brake temperature input is a variable resistance
from the sensor and is converted into a digital by the CCU and
sent via the CAN to the MDU so that the temperature can be
displayed. This is only applicable to the B40D & B50D.
R2 Analog input The hydraulic temperature is a variable resistance from the
sensor and is converted into a digital by the CCU and sent via
the CAN to the MDU so that the temperature can be displayed.
R3 Analog input The system air pressure is a variable resistance from the
sensor, is converted into a digital and sent via the CAN to the
MDU. This pressure can now be displayed on the MDU. Note
that a “pull up” resistor is fitted to this input so that the sensor
meets the correct working range.

PLUG X6B (J1L)

PUT/INPUT
S1 24V Ignition This signal will be sent to the CCU once the pressure in the
Input exhaust brake circuit has closed the switch.
S3 Analog input The fuel level sensor is a variable resistance from the sensor
and is converted into a digital by the CCU and sent via the
CAN to the MDU so that the fuel level can be displayed.
T1 Digital input Gear hold input. The MDU will show if the gear hold switch is
activated.
T2 Positive input Intermittent wiper input comes from the intermittent wiper
switch.
W1 Ground input This input is used for the input signal for the turn right signal
which comes from the steering column switch. The CCU then
sends an intermittent output signal from plug X5 pin D3, to the
right turn relay. A CAN signal will also be sent to the MDU to
display the right turn signal.
W3 Digital input Once the brake pedal is applied, the proximity switch will send
a signal to the CCU. The CCU will now send an output from
plug X5 (J3) pin H3, to the stop light relay K5.
X2 Ground input This input is used for the input signal for the turn left signal
which comes from the steering column switch. The CCU then
sends an intermittent output signal from plug X5 pin C1, to the
left turn relay. A CAN signal will also be sent to the MDU to
display the left turn signal.
X3 Digital input When the park brake pressure switch is closed, the CCU will
receive this input. The CCU will then send a CAN signal to the
MDU to turn the park brake light OFF.

PLUG X6B (J1L)

PUT/INPUT
Y1 Digital input When the low engine coolant level sensor is activated by the
low level of the coolant, this input is activated. The CCU will
then send a CAN signal to the MDU to activate the low
cooloant level warning.
Y2 Ground input When the engine manifold temperature is less than 15
degrees celcius, the cold start module will send a ground to
the CCU which in turn will send a CAN signal to the MDU to
turn the cold start light ON.
Y3 Digital input The park brake latching input is used so that the CCU knows
what the position of the latching module is. When the air
pressure has dropped below 6bar, the park brake needs to be
released, applied and released again. These inputs that the
CCU is receiving, will inform the CCU that the park brake
needs to be released. Only know will the CCU send the
positive output from plug X5 pin A1 to the park brake relay.

MDU (MONITOR DISPLAY UNIT)
TR000282
The Monitor Display Unit, commonly known as the “MDU” is a multi-functional display unit.
This unit is capable of displaying vehicle speed in kilometers per hour and miles per hour.
A fuel gauge, engine oil pressure gauge, coolant temperature gauge, transmission
temperature gauge and air pressure gauge have been incorporated for easy and clear viewing
for the operator. There are two alpha numeric displays which can show numerous values
selected by the operator, there are five main menus, each menu having sub-menu’s (Each
menu will be discussed later in this section). These are selected by using the four push buttons
on the right-hand side of the unit.
The unit also consists of warning indicators, for example: general warning, change in direction,
transmission fault or bin up.
The MDU receives all of its information from digital inputs or CAN -BUS signals
from the other vehicle control units such as Chassis Control Unit (CCU), Transmission Control
Unit (TCU) or Engine Management System (ADM).

MDU LAYOUT
5 6 7 8 9
1 2 3 4 10 11 12 13
34 COLD
COOLANT
ENGINE
FAULT
EMERGENCY
STEERING
PARK
BRAKE
BRAKE
PRESSURE
BRAKE
14
LEVEL TEMP HYDRAULIC
START
TEMP
33 15
BATTERY RETARDER TRANSMISSI ON BIN INTER-AXLE DIFF
CHARGE FAULT UP DIFF LOCK LOCK
32 16
ENGINE OIL
PRESSURE
COOLANT
TEMP
20
30 km/h
20
40
30
50
60
0 MENU 17
RPM 18
mph BACK
31 10 40
10 70
30 0 50
0 80 NEXT 19
HOURS
AIR TRANS OIL
PRESSURE TEMP
FUEL
VOLTS volts
SELECT 20
29 28 27 26 25 24 23 22 21 TR000316
1: Cold Start 18: Back (Push Button)

2: Coolant Level 19: Next (Push Button)
3: Engine Fault 20: Select (Push Button)
4: Emergency Steering 21: Fourth display line
5: Left Indicator 22: Third display line
6: General Warning Light 23: Second display line
7: High Beam Indicator 24: Master display line
8: Over Rev Light 25: Fuel Gauge
9: Right Indicator 26: Speedometer
10: Park Brake Indicator 27: Alpha Numerical display screen
11: Brake Pressure 28: Transmission Temperature gauge
12: Brake Temperature 29: Air Pressure gauge
13: Hydraulic Temperature 30: Coolant Temperature gauge
14: Diff Lock 31: Engine Oil Pressure gauge
15: Inter - Axle Lock 32: Transmission Fault
16: Bin Up 33: Retarder Light
17: Menu (Push Button) 34: Battery Charge Light

MDU INPUT AND OUTPUTS
MENU
BACK
NEXT
SELECT
1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6
X37
X38
A B C D E F G H J K A B C D E F
X37 X38
K J H G F F E D
A B C D E A B C
Connectors as viewed from the Back

TROO1074
PLUG X37 PLUG X38

1: N/O Low Accumulator Brake pressure. 1: J1939 CAN-H
Input 123 Bar > 12.3 mpa > (Ground)
2: N/O Emergency Steering Input 2: J1939 CAN-L
9 bar > 0.9 mpa> (Ground)
3: N/O Inter -Axle Diff lock pressure Input 3: Not Used
(Ground)
4: Not used 4: Not Used
5: N/O High Beam Input 5 and 6: Are Used for MDU end of line
(Ground) Programming.
6: Buzzer (Ground) Output
7: Battery Positive (Positive) Input Fuse 9
5Amp
8: Buzzer (Positive) Output
9: Ignition Positive (Positive) Input Fuse 3
5Amp
10: Chassis (Ground)

THE FOLLOWING DESCRIBES THE INPUTS AND OUTPUTS OF THE MDU.
PLUG X37

PUT/INPUT
1 Ground input When the A4 brake accumulator pressure drops below
123bar, the S4 pressure switch on the voac block closes, and
sends this signal to the MDU to illuminate the brake pressure
warning light.
2 Ground input When the main pressure supply to the voac block drops below
9bar, the SP1 pressure switch on the voac block closes, and
sends this signal to the MDU to illuminate the emergency
steering warning light.
3 Ground input Once the interaxle diff lock has been engaged and the
pressure builds up in its circuit, the pressure will close the
switch, and send the signal to the MDU illuminating the
interaxle diff lock light.
4 Not used
5 Ground input When the high beams have been activated by the steering
column switch, this signal is sent to the MDU to illuminate the
high beam light on the MDU.
6 Ground output When the ignition is turned on, or a warninig sound needs to
be activated, the MDU will send this output to the warning
buzzer.
7 24V Input Once the battery isolator switch is turned to the closed position
connecting the ground signal to the batteries, this signal will be
sent to the MDU via fuse 9 and circuit breaker 2.
8 24V Output When the ignition is turned on, or a warninig sound needs to
be activated, the MDU will send this output to the warning
buzzer.
9 24V Input Once the ignition is turned to the ON position, this positive
signal will be directed to the MDU via relay K17.
10 Ground input Chassis ground.

PLUG X38

PUT/INPUT
1 CAN high CAN high data cable on the CAN harness is used to transfer
2 CAN low CAN high data cable on the CAN harness is used to transfer
3 Not used
4 Not used
5 RS232 Input for end of line programming of the CCU.
6 RS232 Input for end of line programming of the CCU.

MDU MENU STRUCTURE
When the key is turned to the “ON” position all the lights on the MDU will illuminate,the Alpha
numeric displays will show all characters (e.g 88888888888 ) and a alarm will sound for 3 Beebs.
This is the test mode and all systems and lights will be checked every time the ignition is
turned.
The MDU will then enter the Default screen or start up screen.
Note: The values that are displayed below are examples only.
bell b50d 7
2
1
3 0N
4 712 n/min
2314
5
6 27.7 volts
TR001240
With the MDU in the normal default screen the following is displayed:
1: Message display window - B50D or the value

selected by the operator.
2: Gear display - 0
3: Tachometer display - 600 Rpm
4: Hour meter display - 2314 hrs
5: Message display window - 27.7 V
6: Message display window
7: F/N/R display
When The “SELECT” button is pressed when the ignition is “OFF” the fuel guage will
show the last recorded fuel reading, the machine hours will be displayed, and the
vehicle type will be displayed.

DEFAULT OPTIONS AVAILABLE FOR THE LARGE ADT’S ARE AS FOLLOWS
MENU
bell b40D To MENU A / B / C / D / E
NEXT SHORT
BACK
binTIP COUNT
NEXT SHORT
BACK
trip km
NEXT SHORT
BACK
triptime min
NEXT SHORT
BACK
tripfuel l/h
NEXT SHORT
BACK
trip load
NEXT SHORT
BACK
odo km
NEXT SHORT
BACK
lckup clutch
NEXT SHORT
BACK
CURRENT GEAR
NEXT SHORT
BACK
trans temp c
SHORT
NEXT
BACK By pressing the "NEXT" button for three beeps
ret temp c you will enter the default menu
NEXT SHORT
BACK and can choose any of the options shown.
NEXT/SHORT BACK
retader TORQ If the Ignition is turned "OFF" at "RET TEMP"

NEXT SHORT
BACK for example the display shows "RET TEMP
eng temp c when the ignition is turned "ON" again. One must
NEXT SHORT
BACK always press the "NEXT" button for three beeps
eng pres bar to enter the default menu.
NEXT SHORT
BACK
BOOST PRESS KPA If "MENU" is pressed menu "A" will be displayed

NEXT SHORT
BACK
eng oil lvl

NEXT SHORT
BACK
fuel con l/h

NEXT SHORT
BACK
ACTUAL TORQ
NEXT SHORT
BACK
ENG RET torq

NEXT SHORT
BACK
fuel l
NEXT SHORT
BACK
air pres bar

NEXT SHORT
BACK
hyd temp c
NEXT SHORT
BACK
brake temp c
NEXT SHORT
BACK
payload
NEXT SHORT
BACK
XXHXXMXXS
NEXT SHORT
BACK
XX-XX-XXXX TR001474

Numerous different options can be displayed as the default value or display.The display may
not always show “B40D”, this is only a end of line default and can be change by the operator
at any time.
To change the default display press the “NEXT” Button for 4 beebs until the message display
window (1) changes to the first option : “BIN TIP COUNTER”.From here the operator can select
different options as the default display by pressing the “NEXT” button until the desired default
is chosen.The message display window (2) will display the value which corresponds to the
option chosen in the message display window (1).
If the key is turned “OFF “ and “ON “ again the message display window (1) will display the
option chosen by the operator.
PARK
BRAKE
BRAKE BRAKE
PRESSURE
TEMP HYDRAULIC
TEMP
BIN INTER-AXLE DIFF

UP DIFF LOCK LOCK
20
30
40
km/h
20 30
50
60
0 MENU
RPM
mph BACK
10 40
10 70
0 50
NEXT
0 80
HOURS
TRANS OIL
TEMP
FUEL
VOLTS volts
SELECT
TR000410
Option 1: BIN TIP COUNTER
The message display window (1) will show

“BIN TIP COUNTER “,this shows the operator how many times the bin has been raised and
lowered in the message display window (2).
The Message display window (2) can show 5 digits and will count till “99999” unless reset by
the operator in MENU A (This will be discussed later in this section)
Press “NEXT” to proceed to the following option.
Note if the key has been turned “OFF” and then “ON”press “NEXT” for 3 Beebs to proceed to the next
option.

Option 2: TRIP METER IN KILOMETERS OR MILES

“TRIP KM “,this shows the operator how many Kilometers / Miles he has covered since the Trip
meter was reset in the message display window (2).
option.
Option 3: TRIP TIME IN MINUTES

“TRIPTIME MIN “,this shows the operator how many Minutes he has taken to cover a Trip
since the “TRIPTIME MIN” was reset in the message display window (2).
option.
Option 4: TRIP FUEL LITERS PER HOUR

“TRIPFUEL L/H “,this shows the operator how many liters of fuel have been used per hour for
a specific trip .
The Message display window (2) will show first liters and then the hours.This can be reset by
option.
Option 5: TRIP LOAD

“TRIP LOAD”, this will show the operator how many tonnes has been loaded for a specific trip.
This will be dislayed in message display window (2). This can be reset by the operator in
Menu A (This will be discussed later in this section)
Note if the key has been turned “OFF” and then “ON” press “NEXT” for 3 beeps to proceed to the next
option.

Option 6: ODOMETER

“ODO KM “,this shows the operator how many Total Kilometer / Miles the vechile has covered
since it was new.
The Message display window (2) can show 5 digits and will count till “99999” .
This option cannot be reset.
option.
Option 7: LOCK-UP ON / OFF

“LCKUP CLUTCH “,this shows the operator if the lock- up clutch in the transmission is engaged
or disengaged.
The Message display window (2) will show “ON” or “OFF”.
option.
Option 8: CURRENT GEAR

“CURRENT GEAR”.
The message display window (2) will show the current gear that is engaged.
option.
Option 9: TRANSMISSION TEMPERATURE

“TRANS TEMP C “,this shows the operator the Temperature of the transmission.
The Message display window (2) will show the actual Sump temperature
Note: this is not torque convertor out temperature.
option.

Option 10: RETARDER TEMPERATURE

“RET TEMP C “,this shows the operator the temperature of the transmission retarder.
The Message display window (2) will show the actual retarder temperature.
option.
Option 11: RETARDER TORQUE

“RETADER TORQ “,this shows the operator the torque of the transmission retarder.
The Message display window (2) will show a calculation of the retader torque in %.
option.
Option 12: ENGINE TEMPERATURE IN CELCIUS

“ENG TEMP C “,this shows the operator the temperature of the engine in the message display
window (2).
The Message display window (2) will show Temperature with a maximum of 3 digits.
option.
Option 13: ENGINE OIL PRESSURE IN BAR

“ENG PRES BAR “,this shows the operator the engine oil pressure in the message display
window (2).
The Message display window (2) will show the pressure in bar to one decimal unit.
option.

Option 14: BOOST PRESSURE IN KPA
“BOOST PRESS KPA”, this shows the operator the boost pressure in the message display
window (2), in kPa.
option.
Option 15: ENGINE OIL LEVEL

“ENG OIL LVL “,this shows the operator the engine oil level in the message display window (2).
The Message display window (2) will show the level in % between the low and full mark.
option.
Option 16: FUEL CONSUMPTION LITRES / HOUR

“FUEL CON L/H” this shows the operator the fuel consumption in litres/hour in the message
display window (2).
The message display window (2) will show first the litres used and then the hours.
option.
Option 17: ACTUAL TORQUE DELIVERED BY THE ENGINE

“ACTUAL TORQ “,this shows the operator the actual torque delivered by the engine in the
message display window (2).
The Message display window (2) will show a calculated % of the torque.
option.

Option 18: ENGINE RETARDER TORQUE

“ENG RET TORQ “,this shows the operator the actual torque absorbed by the engine brake
and the EVB’S in the message display window (2).
option.
Option 19: FUEL IN LITERS

“FUEL L “,this shows the operator the amount of fuel available in the message display window
(2).
The Message display window (2) will show the amount in liters.
option.
Option 20: SYSTEM AIR PRESSURE BAR

“ AIR PRES BAR “,This show the operator the amount of air pressure in the pneumatic system.
option.
Option 21: HYDRAULIC TEMPERATURE

“ HYD TEMP C “,This shows the operator the temperature of the hydraulic system.
The Message display window (2) will show the temperature to 3 digits.
option.

Option 22: BRAKE TEMPERATURE (ONLY B40D & B50D)
BRAKE TEMP WILL BE SHOWN ON MESSAGE DISPLAY WINDOW (1) FOR ALL THE
D SERIES TRUCKS BUT THERE WILL BE NO VALUE IN MESSAGE DISPLAY
WINDOW (2)
ONLY THE B40D & B50D WILL SHOW A VALUE IN MESSAGE DISPLAY WINDOW (2).

“ BRAKE TEMP C “,This shows the operator the temperature of the brake system.
option.
Option 23: PAYLOAD T

“PAYLOAD T”, this will show the operator the current payload on the machine.
The message dispaly window will display this value.
Note if the key has been turned “OFF” and then “ON” press “NEXT” for 3 Beeps to proceed to the next
option.
Option 24: XXHXXMXXS
The message display window (1) will show the time according to GMT. This will only be
displayed if the machine is equipped with the fleetmatic system.
option.
Option 25: XX-XX-XXXX
The message display window (1) will show the date according to GMT. This will only be
displayed if the machine is equipped with the fleetmatic system.
option.

After the Payload T, Option 25 has been chosen the menu will return back to the MACHINE
MODEL OPTION and the sequence will then start again through from option 1 to option 25.
If the “MENU” button is pressed when the default display has been chosen the display will
show:
MENU A: Counters
If “MENU” is pressed again the diplay will show :
MENU B: Actual values and so forth to MENU E and then back to the default menu.
Each menu will be discussed in detail later in this section.
The “BACK” Button will reverse any command given.

LARGE ADT, MDU MENU A
Menu A is the “COUNTERS” menu, In this menu the operator can view or reset any of the
counters.eg Bin tip Counter.
The layout of the menu is as follows:
MENU A
MENU TO MENU B
COUNTERS
FROM DEFAULT
SELECT
LONG NEXT/SHORT BACK

BACK
LONG BACK
NEXT/ NEXT/ NEXT/

SHORT BACK SHORT BACK SHORT BACK
TRIP INFO BINTIP COUNT
LONG BACK ODO km MACHINE HRS
SELECT
SELECT
SELECT
TRIP KM reset? RESET?
NEXT/
SHORT BACK
LONG BACK/SELECT
NEXT/
SHORT BACK
NEXT/SHORT BACK
NEXT/
SHORT BACK
NEXT/
SHORT BACK
RESET ALL? TR001475
Once the operator has pressed the “MENU” button from the default menu the display will show
menu A “Counters” .To enter the Counters menu press the “Select” button.
Press “Next” to enter the “BINTIP COUNTER” and “ODO” or “SELECT” again to reset the trip
values.
The options available or that can be reset are:
• BIN TIP COUNTER

• TRIP KM
• TRIPTIME MIN
• TRIPFUEL L/H
• TRIP LOAD
• RESET ALL (This option is to reset all the values regarding a trip in one go).
The Bin tip counter must be reset seperatly
To Reset any of the values the operator must hold the “SELECT” Button in for three Beebs.

LARGE ADT, MDU MENU B
Menu B is the “ACTUAL VALUES” menu, In this menu the operator can view actual values for
the Engine,Transmission and Vehicle.
Most of the values can be chosen in the default menu by the operator.
MENU B
FROM MENU A MENU TO MENU C

actua l vals
SELECT

BACK
LONG BACK
NEXT/ NEXT/
SHORT BACK SHORT BACK
eng values tra n s va lu es veh icle val
SELECT SELECT SELECT
eng p res bar tra n s temp c a ir pr es ba r
NEXT/ NEXT/ NEXT/

boost p ress k pa lcku p clu tc h fu el l

LONG BACK
LONG BACK
NEXT/ NEXT/ NEXT/
NEXT/SHORT BACK

NEXT/SHORT BACK
eng tem p c CU RR ENT gea r b in po s
NEXT/ NEXT/ NEXT/

throtle pos r etader torq h yd temp c
NEXT/ NEXT/ NEXT/

actua l to rq r et tem p c b ra ke temp c

LONG BACK
NEXT/
SHORT BACK
NEXT/SHORT BACK
EN G ret TO R Q
NEXT/
SHORT BACK
EN G OIL L VL
NEXT/
SHORT BACK
fu el con l/ h
NEXT/
SHORT BACK
EN G OIL TEMP C
NEXT/
SHORT BACK
FU EL TEM P C
NEXT/
SHORT BACK
TR001476

Once the operator has pressed the “MENU” button from menu A the display will show menu B
“ACTUAL VALS” .To enter the Actual values menu press the “Select” button.
Press “Next” to to choose from:
• “ENG VALUES”
• “TRANS VALUES”
• “ VEHICLE VALS”
By pressing “SELECT” when at
• “ENG VALUES”
• “TRANS VALUES”
• “ VEHICLE VALS”
the operator will enter that sub menu.
ENGINE VALUES
Option 1: ENGINE OIL PRESSURE IN BAR
The message display window (1) will show “ENG PRES BAR “,this shows the operator the
engine oil pressure in BAR to one decimal unit in the message display window (2).
Option 2: BOOST PRESSURE IN KPA
The message display window (1) will show “BOOST PRESS KPA “,this shows the operator the
manifold boost pressure in kPa in the message display window (2).
Option 3: ENGINE TEMPERATURE IN CELCIUS
The message display window (1) will show “ENG TEMP C “,this shows the operator the
temperature of the engine in Degree C in the message display window (2).
Option 4: THROTTLE POSITION
The message display window (1) will show “THROTLE POS “,this shows the operator the
accelerator position in % in the message display window (2).

Option 5: ACTUAL TORQUE DELIVERED BY THE ENGINE
The message display window (1) will show “ACTUAL TORQ “,this shows the operator the
actual torque delivered by the engine.
Option 6: ENGINE RETARDER TORQUE
The message display window (1) will show “ENG RET TORQ “,this shows the operator the
actual torque absorbed by the engine brake and the EVB”S
Option 7: ENGINE OIL LEVEL
The message display window (1) will show “ENG OIL LVL “,this shows the operator the engine
oil level.
The Message display window (2) will show the level in % between the low and full mark.
Option 8: FUEL CONSUMPTION LITRES / HOUR
The message display window (1) will show “FUEL CON L/H “,this shows the operator the fuel
consumption in litres / hour.
The Message display window (2) will show first the litres used and then the hours.
Option 9: ENGINE OIL TEMPERATURE IN CELCIUS
The message display window (1) will show “ENG OIL TEMP C “, this shows the operator the
engine oil temperature in celcius, in the message display window (2).
Option 10: FUEL TEMPERATURE IN CELCIUS
The message display window (1) will show “FUEL TEMP C “,this shows the operator the fuel
temperature in celcius, in the message display window (2).
Option 11: INTAKE MANIFOLD TEMPERATURE IN CELCIUS
The message display window (1) will show “INTAKE MANIFOLD TEMP C“,this shows the
operator the intake manifold temperature in celcius, in the message display window (2).
By Pressing the “NEXT” button the display will return to option 1 “ENG PRES BAR” and run
through all the options again. IF back is pressed for three beeps the menu will return to
“ENG VALUES”.
Press “NEXT” to proceed to “TRANS VALS”
By Pressing “SELECT” the display will show the first transmission value.

TRANSMISSION VALUES
Option 1: TRANSMISSION TEMPERATURE
The message display window (1) will show “TRANS TEMP C “,this shows the operator the
Temperature of the transmission.
The Message display window (2) will show the actual Sump temperature
Option 2: LOCK-UP ON / OFF
The message display window (1) will show “LCKUP CLUTCH “,this shows the operator if the
lock- up clutch in the transmission is engaged or disengaged.
The Message display window (2) will show “ON” or “OFF”.
Option 3: CURRENT GEAR
The message display window (1) will show “CURRENT GEAR “,this shows the operator what
gear the transmission is engaged in.
The Message display window (2) will show the range.
Option 4: RETARDER TORQUE
The message display window (1) will show “RETADER TORQ “,this shows the operator the
torque of the transmission retarder.
The Message display window (2) will show a calculation of the retader torque in %.
Option 5: RETARDER TEMP
The message display window (1) will show “RET TEMP C “,this shows the operator the
Temperature of the transmission retarder.
The Message display window (2) will show the actual retarder temperature.
By Pressing the “NEXT” button the display will return to option 1 “TRANS TEMP C” and run
“TRANS VLALUES”.
Press “NEXT” to proceed to “VEHICLE VALS”
By Pressing “SELECT” the display will show the first vehicle value.

VEHICLE VALUES
Option 1: SYSTEM AIR PRESSURE BAR
The message display window (1) will show “ AIR PRES BAR “, This show the operator the
amount of air pressure in the pneumatic system.
Option 2: FUEL IN LITERS
The message display window (1) will show “FUEL L “,this shows the operator the amount of
fuel available in liters in the message display window (2).
Option 3: BIN POSITION
The message display window (1) will show “BIN POS “.

The Message display window (2) will show the operator the bin postion in % from Down to all
the way up if calibrated correctly in Menu D.
Option 4: HYDRAULIC TEMPERATURE
The message display window (1) will show “ HYD TEMP C “,This shows the operator the
temperature of the hydraulic system.
Option 5: BRAKE TEMPERATURE (B40/50D ONLY)
BRAKE TEMP WILL BE SHOWN ON MESSAGE DISPLAY WINDOW (1).

FOR ALL THE OTHER TRUCKS BUT THERE WILL BE NO VALUE IN MESSAGE DISPLAY
WINDOW (2) (ONLY THE B40D WILL DISPLAY A VALUE)
The message display window (1) will show “ BRAKE TEMP C “,This shows the operator the
temperature of the brake system.
The Message display window (2) will show the temperature to 3 digits. (B40/50D Only)
By Pressing the “NEXT” button the display will return to option 1 “AIR PRES BAR” and run
“VEHICLE VALUES”.
IF back is pressed again the display will return to the main Menu B “ACTUAL VALUES”
Press Menu to proceed to Menu C.

LARGE ADT, MDU MENU C
Menu C is the “DIAGNOSTICS” menu, In this menu the technician can view Actual fault codes,
Stored fault codes for the Engine,Transmission and Vehicle. A list of the fault codes is supplied
later in this manual.
The Technician can also view CCU inputs,Outputs and Analog.
MENU C
FROM
MENU B MENU TO MENU D
DIAGNOSTICS
SELECT
LONG NEXT/SHORT BACK NEXT/SHORT BACK

BACK
LONG BACK LONG BACK
NEXT/ NEXT/ NEXT/ NEXT/ NEXT/
SHORT BACK SHORT BACK SHORT BACK SHORT BACK SHORT BACK
ACT FAULTs STORED FAULTs ccu inputs ccu analog ccu outputs OBW SETT INGS
SELECT SELECT
SELECT
SELECT
SELECT
SELECT SELECT
PARK BRAKE LATCH INT WIPER
NEXT/ NEXT/
ECU/TCU/CCU FAULT CLEAR FAULT? SHORT BACK
bIN POS
SHORT BACK
CNTS / WEIGHT
PARK BRAKE LIGHT LEFT IND
NEXT/ NEXT/ NEXT/ NEXT/ NEXT/ NEXT/
SHORT BACK SHORT BACK SHORT BACK SHORT BACK SHORT BACK SHORT BACK
COLD START LIGHT RIGHT IND

NEXT/ AIR PRES bar NEXT/ GAIN KG X100/CNT
NEXT/SHORT BACK
LONG BACK
LONG BACK
LOW COOL LVL NEXT/ PARK BRAKE NEXT/
NEXT/SHORT BACK
NEXT/ NEXT/
LEFT IND HYD TEMP c BIN FLOAT WEIGH OFFSET

COUNTER
NEXT/SHORT BACK
NEXT/ NEXT/
LONG BACK
HOURS AGO SHORT BACK SHORT BACK
NEXT/ NEXT/ NEXT/
SHORT BACK
RIGHT IND SHORT BACK
BRAKE LIGHT SHORT BACK
NEXT/ NEXT/ NEXT/

"FAULT code X" BRAKE TEMP C FREEZE WEIGHT T
(20 STORED FAULTS)
HAZARDS ENG RUNNING

NEXT/SHORT BACK
NEXT/ NEXT/ NEXT/ NEXT/

SHORT BACK SHORT BACK SHORT BACK SHORT BACK
LONG BACK
IDL DASH SW BIN UP VENT

end NEXT/ bATT VOLTAGE NEXT/
CTD DASH SW NEXT/ REATARDER ENABLE

SHORT BACK
NEXT/ NEXT/
NEXT/ SHORT BACK SHORT BACK
SHORT BACK
BRAKE SW FUEl level CTD
NEXT/ NEXT/
GEAR HOLD DASH SW UNLADEN

NEXT/SHORT BACK
NEXT/SHORT BACK
NEXT/ NEXT/ NEXT/

SHORT BACK
LONG BACK
LONG BACK
INT WIPER
end NEXT/ NEXT/
IGNITION STATUS GEAR HOLD

NEXT/ NEXT/
START SIGNAL ENGINE OVERHEAT

NEXT/ NEXT/
SCRAPER DASH SW HYD FAN

NEXT/ NEXT/
HYD LVL SW KICKDOWN

NEXT/ NEXT/
AUTOMATIC NEUTRAL
NEXT/ NEXT/
TWO SPEED DASH SW TWO SPEED DIFF

NEXT/ NEXT/
OVER SPEED
NEXT/ NEXT/
NEXT/ NEXT/
NEXT/ NEXT/
TR001477

Once the operator has pressed the “MENU” button from menu B the display will show
menu C “DIAGNOSTICS” .
To enter the diagnostic menu press the “Select” button.
• “ACT FAULTS”
• “STORED FAULTS”
• “CCU INPUTS”
• “CCU ANALOG”
• “CCU OUTPUTS”
• “OBW SETTINGS”
• “ACT FAULTS”
• “STORED FAULTS”
• “CCU INPUTS”
• “CCU ANALOG”
• “CCU OUTPUTS”
• “OBW SETTINGS”
We will start with the fault code menu’s and work our way through.
When the message display window (1) shows “ACT FAULTS” and “SELECT” is pressed the
message display window (2) will show the actual fault codes for the Engine,Vehcile and
Transmission.
Note: Refer to the fault code list later in the electrical Section.
By pressing “BACK” the display will return to “ACT FAULTS” press “NEXT” to move to
“STORED FAULTS” and Then “SELECT” to enter.
The last 20 error codes are stored in the MDU’S memory and can be viewed by pressing the
“NEXT” button. When the Display shows “CLEAR FAULT” and “SELECT” is pressed for 12
Beebs all the error codes in the memory will be deleted.
By pressing the “BACK” button the display will return to “STORED FAULTS”
Press the “NEXT” button and the display will change to “CCU INPUTS” and Then “SELECT”
to enter.
The CCU inputs are from various switchs and the CCU will process the inputs and send a
Output which will be discussed in “CCU OUTPUTS”.

CCU INPUTS
Option 1: PARK BRAKE LATCH
The message display window (1) will show “PARK BRAKE LATCH” this shows the technician
if the input from the latch control switch is working.The latch control switch is located in the park
brake lever and is a momentary switch.The latch control switch is a signal which the CCU
needs to control the parke brake application and release.
The Message display window (2) will show if the switch signal is “ON” or ”OFF”.
Option 2: PARK BRAKE LIGHT
The message display window (1) will show “PARK BRAKE LIGHT” this shows the technician
if the input from the Park brake sender is on or off. The CCU will process the information and
send a “CAN” Signal to the MDU to turn the Park Brake light is “ON” or “OFF”
The Message display window (2) will show if the senders signal is “ON” or ”OFF”.
Option 3: COLD START LIGHT
The message display window (1) will show “COLD START LIGHT” this shows the technician
if the input from the cold start module is on or off.The CCU will process the information and
send a “CAN” Signal to the MDU to turn the cold start light “ON” or “OFF”
The Message display window (2) will show if the modules signal is “ON” or ”OFF”.
Option 4: LOW COOLANT LEVEL
The message display window (1) will show “LOW COOL LVL” this shows the technician if the
input from the low coolant level sender is on or off.The CCU will process the information and
send a “CAN” Signal to the MDU to turn the Low coolant level light “ON” or “OFF”
The Message display window (2) will show if the senders signal is “ON” or ”OFF”.
Option 5: LEFT INDICATOR
The message display window (1) will show “LEFT IND” this shows the technician if the input
from the left indicator switch on the steering column is on or off.The CCU will process the
information and send a intermittent signal to the left indicator relay to turn the indicators “ON”
.This will be discussed in “CCU OUTPUTS “ A “CAN” Signal must also be sent to the MDU to
turn the left indicator light “ON” and “OFF”

Option 6: RIGHT INDICATOR
The message display window (1) will show “RIGHT IND” this shows the technician if the input
from the right indicator switch on the steering column is on or off.The CCU will process the
information and send a intermittent signal to the right indicator relay to turn the indicators “ON”
.This will be discussed in “CCU OUTPUTS “ A “CAN” Signal must also be sent to the MDU to
turn the right indicator light “ON” and “OFF”
Option 7: HAZARDS
The message display window (1) will show “HAZARDS” this shows the technician if the input
from the hazard switch on the dash is on or off.The CCU will process the information and send
a intermittent signal to the left indicator relay and right indicator relay to turn the indicators “ON”
This will be discussed in “CCU OUTPUTS “ A “CAN” Signal must also be sent to the MDU to
turn the left and right indicator lights “ON” and “OFF”
Option 8: INTER-AXLE DIFF LOCK DASH SWITCH
The message display window (1) will show “IDL DASH SW” this shows the technician if the
input from the Inter-axle diff lock switch is on or off.The CCU will process the information and
send a Signal to the Inter -axle diff lock solenoid to activate it. This will be discussed in “CCU
OUTPUTS” as certain parameters have to be met before the Signal will be sent.
Option 9: CTD DASH SWITCH
This function is not used on the B50D adt.
Option 10: BRAKE SWITCH
The message display window (1) will show “BRAKE SW” this shows the technician if the input
from the Brake light or stop light switch is working.The CCU will process the information and
send a signal to the TCU via the “CAN” to turn the retarder on to 50%.
The Message display window (2) will show if the start signal is “ON” or ”OFF”.

Option 11: GEARHOLD DASH SWITCH
The message display window (1) will show “GEAR HOLD DASH SW” this shows the
technician if the input from the gear hold switch is on or off. The CCU will process the
information and send a signal to the TCU via the “CAN” to hold the current gear.
The Message display window (2) will show if the gear hold signal is “ON” or ”OFF”.
Option 12: INTERMITTENT WIPER
The message display window (1) will show “INT WIPER” this shows the technician if the input
from the intermittent switch on the steering column is on or off.The CCU will process the
information and send a signal to the intermittent relay to turn the wipers on and off at the
programmed speed.This will be discussed in “CCU OUTPUTS “.
Option 13: IGNITION STATUS

The message display window (1) will show “IGNITION STATUS” this shows the technician if
the input from the Ignition switch is on or off. If there was a problem with the Ignition circuit for
the CCU one could see the value on the display.
Option 14: START SIGNAL
The message display window (1) will show “START SIGNAL” this shows the technician if the
input from the Starter relay which is activated by the ignition if the machine is in neutral is on
or off.The CCU will process the information and send a signal to the Hydraulic Cut relay to
disable the brakes from charging.This will be discussed in “CCU OUTPUTS “
The Message display window (2) will show if the start signal is “ON” or ”OFF”.
Option 15: SCRAPER DASH SWITCH
This function is used on the 4206D scraper. The message display window (1) will show
“SCRAPER DASH SW”. In the message display window (2), no value will be displayed.
Option 16: HYDRAULIC LEVEL SWITCH
This funciton is used on the 4206D scraper. The message display window (1) will show
“HYD LVL SW”. In the message display window (2), no value will be displayed.

Option 17: EXHAUST BRAKE PRESSURE SWITCH
The message display window (1) will show “EXHAUST BRAKE PRESS SW” this show the
technician if the input from the exhaust brake pressure switch is on or off.
The message display window (2) will show if the bin down pressure switch is “ON” or “OFF”.
Option 18: TWO SPEED DASH SWITCH
The message display window (1) will show “TWO SPEED DASH SW” this shows the
technician if the input from the two speed dash switch is on or off.
The message display window (2) will show if the two speed switch is “ON” or “OFF”.
Option 19: HIGH RANGE PRESSURE SWITCH
The message display window (1) will show “HIGH RANGE PRESS SW” this shows the
tecnnician if the input from the high range pressure switch is on or off.
The message display window (2), will show if the input is “ON” or “OFF”.
Option 20: TWO SPEED SHIFTER FRONT
The message display window (1) will show “TWO SPEED SHIFTER FRONT” this shows the
technician if the input from the front two speed shifter is on or off.
Option 21: TWO SPEED SHIFTER MIDDLE
The message display window (1) will show “TWO SPEED SHIFTER MIDDLE” this shows the
technician if the input from the middle two speed shifter is on or off.
Option 22: TWO SPEED SHIFTER REAR
The message display window (1) will show “TWO SPEED SHIFTER REAR” this shows the
technician if the input from the rear two speed shifter is “ON” or “OFF”.
Press “NEXT” to proceed to the beginning of the list.
By pressing the “BACK” button for three beeps, the display will return to “CCU INPUTS”

Press the “NEXT” button and the display will change to “CCU ANALOG” and then “SELECT”
to enter.
The Analog senders connected to the CCU are:
• “BIN POS”
• “AIR PRES BAR”
• “HYD TEMP C”
• “BRAKE TEMP C”
• “BATT VOLTAGE”
• “FUEL LEVEL”
If we think back an analog is variable over a range, the numerous senders send a voltage or a
variable resistance to the CCU. The CCU will convert these different signals to “CAN” signals
and they will be displayed On the MDU.
Note: All the values on the MDU are displayed as a millvoltage between 0 and 5000.
Take for example the hydraulic temperature sender. It sends a variable resistance to the CCU.
The CCU converts that variable signal to a “CAN” signal which is then viewed on the MDU.
CCU ANALOG
Option 1: BIN POSITION
The message display window (1) will show “BIN POS” this shows the technician the millivolts
of the sender. The Message display window (2) will show the range.
The bin position sender is a pentiometer that has a ground, a 5v input from the CCU and a
return signal or a variable voltage back to the CCU.
As the bin is lifted the millivolts will change.
The bin position sender has to be calibrated so that the low Millivolt value is 0% and the High
Millivolt value is 100%
This calibration takes place in Menu D and will be discussed later in this section.
Option 2: AIR PRES BAR
The message display window (1) will show “AIR PRES BAR” this shows the technician the
millivolts of the sender. The Message display window (2) will show the range.
Note that the Air pressure sender is on the pneumatic block and sends a variable resistance
to the CCU. The value that we see on MDU is in Millivolts.

Option 3: HYD TEMPERATURE C
The message display window (1) will show “HYD TEMP C” this shows the technician the
Note that the Hydraulic temperature sender is on the Voac block and sends a variable
resistance to the CCU. The value that we see on MDU is in Millivolts.
Option 4: BRAKE TEMPERATURE C
The message display window (1) will show “BRAKE TEMP C” this shows the technician the
Note that the brake temperature sender is on the cooling line of the brakes and sends a
variable resistance to the CCU. The value that we see on MDU is in Millivolts.
The BRAKE TEMPERATURE is only applicable to the B40D and B50D as discussed
earlier.
Option 5: BATTERY VOLTAGE
The message display window (1) will show “BATT VOLTAGE” this shows the technician the
voltage of the 12 Volt circuit and the 24 Volt Circuit.
The Message display window (2) will show the ranges of both in millivolts.
Option 6: FUEL LEVEL
The message display window (1) will show “FUEL LEVEL” this shows the technician the
Note that the fuel level sender is in the Fuel tank and sends a variable resistance to the CCU.
The value that we see on MDU is in Millivolts.
By pressing the “BACK” button for three beeps the display will return to “CCU ANALOG”
Press the “NEXT” button and the display will change to “CCU OUTPUTS” and then “SELECT”
to enter.

“CCU OUTPUTS” are outputs sent by the CCU after a input was commanded by either a switch
or a internal timer etc. The outputs are based on parameters stored in the CCU which must
first be met.
CCU OUTPUTS
Option 1: INTERMITTENT WIPER
The message display window (1) will show “INT WIPER” this shows the technician if the output
from the CCU to the intermittent relay is working. Rember that the intermittent wiper is a CCU
input which was discussed earlier, the CCU will process the input and send a signal to the
intermittent relay to turn the wipers on and off at the programmed speed.
The Message display window (2) will show if the output signal is “ON” or ”OFF”.
Option 2: LEFT INDICATOR
The message display window (1) will show “LEFT IND” this shows the technician if the output
from the CCU to the left indicator relay is working. Rember that this will be a intermittent signal
and will only work if the input is activated as discussed earlier in “CCU INPUTS”
Option 3: RIGHT INDICATOR
The message display window (1) will show “RIGHT IND” this shows the technician if the output
from the CCU to the Right indicator relay is working. Rember that this will be a intermittent
signal and will only work if the input is activated as discussed earlier in “CCU INPUTS”
Option 4: PARK BRAKE
The message display window (1) will show “PARK BRAKE” this shows the technician if the
output from the CCU to the park brake relay is working.
When the park brake is released and the air pressure was below 6 bar and then built up to 8.5
bar the CCU looks for a release apply release signal from the latch control switch which was
discussed in “CCU INPUTS”. The CCU will then only send a signal to the Park brake relay.
If the Air Pressure stays above 6 bar there is no need to release apply release the park brake
before the CCU will release the park brake.

Option 5: BIN FLOAT
The message display window (1) will show “BIN FLOAT” this shows the technician if the output
from the CCU to the bin float relay is working.The output will only be active if the bin position
is less than approximatley 5 degrees. This will only allow the bin to float if it is below 5 degrees
for safety. The CCU looks at the bin position sensor to determine when to send the output.If
The calibration is incorrect the CCU will send the Signal at the wrong time. Calibration of the
bin position sensor will be discussed in menu D.
Option 6: BRAKE LIGHT
The message display window (1) will show “BRAKE LIGHT” this shows the technician if the
output from the CCU to the stop light relay is working. The output will only be active if the
Throttle position is 0%. The CCU looks at TPS via the “CAN” from the ECU, when you lift of
the acclerator and are in motion, (Output speed) the CCU will activate the Stop lights.
Option 7: ENGINE RUNNING
The message display window (1) will show “ENGINE RUNNING” this shows the technician if
the output from the CCU to the Cold start module is working. The output will only be active if
the engine is running.
Option 8: BIN UP VENT
The message display window (1) will show “BIN UP VENT” this will show the technician if the
output from the CCU to the Bin Up Vent relay is on or off. Once the operator has chosen a
desired maximum tipping angle, the CCU deactivates this output to the bin up vent relay.
The message display window (2) will show if the output is “ON” or “OFF”.
Option 9: RETARDER ENABLE
The message display window (1) will show “RETARDER ENABLE” this shows the technician
if the output is activated. This will only be activated if all the parameters are met, as discussed
earlier.
The message display window (2), will show if the output is “ON” or “OFF”.

Option 10: CONTROL TRACTION DIFFERENTIAL (CTD) OUTPUT
The message display window (1) will show “CTD OUTPUT”. This funciton is not used on the
B50D adt.
The message display window (2) no value will be displayed.
Option 11: UNLADEN
The message display window (1) will show “UNLADEN” this shows the technician if the output
from the CCU to the Laden/Unladen relay is on or off. The output will only be active if the
tonnes drop below eight tonnes. The CCU will send this signal to the dual shift relay and the
TCU will shift back to the lower shift points.
The message display window (2) will show if the output is “ON or “OFF”.
Option 12: BIN PRESSURE REDUCTION
The message display window (1) will show “BIN PRESS REDUCTION” this shows the
technician if the output from the CCU to the bin pressure reduction relay is on or off.
The message display window (2), will show if the output is “ON” or “OFF”.
Option 13: GEAR HOLD
This function is used on the 4206D. The message display window (1) will show “GEAR HOLD”.
In message disaplay window (2), no value will be disaplyed.
Option 14: ENGINE OVERHEAT
The message disaply window (1) will show “ENGINE OVERHEAT” this shows the technician
if the output from the CCU to the TCU is working. This output is continuously active, and will
be de-activated once the engine temperature reaches 99 degrees celcius. This will allow the
transmssion to pre-select second gear to increase the fan speed and allow more air flow
through the radiator.
The message display window (2) will show if the output signal is “ON” or “OFF”.

Option 15: HYDRAULIC FAN
This option is used on the 4206D.
The message display window (1) will show “HYDRAULIC FAN” this shows the technician if the
output from the CCU to the fan solenoid is working. This will be activated when the
transmission temperature reaches 75 degrees celcius, and turns off when the temperature
reaches 70 degrees celcius.
Option 16: KICK DOWN
The message display window (1) will show “KICK DOWN” this shows the technician if the
output from the CCU to the TCU is working. This output will only be sent provided that the
accelerator pedal is pushed pass the 100% working limit, activating the kick down switch.
The message display window (2) will show if the output is “ON” or “OFF”
Option 17: AUTOMATIC NEUTRAL
The message display window (1) will show “AUTOMATIC NEUTRAL” this will show the
technician if the output from the CCU to the auto neutral relay is on or off. This output will only
be activated if all the parameters, as discussed earlier have been met.
The message disaplay window (2), will show if the output is “ON” or “OFF”
Option 18: TWO SPEED DIFF
The message display window (1) will show “TWO SPEED DIFF” this will show the technician
if the output from the CCU to the high range relay is on or off. This output will only be activated
if all the parameters, as discussed earlier have been met.
The message disaplay window (2), will show if the output is “ON” or “OFF”
Option 19: OVER SPEED
The message display window (1) will show “OVER SPEED” this shows the technician if the
output from the CCU to the exhaust brake solenoid is working. The output will only be active if
the engine is in a over rev situation. The CCU looks at rpm via the “CAN” from the ECU.The
Message display window (2) will show if the output signal is “ON” or ”OFF”.

Option 20: PURGING UNIT
The message display window (1) will show “PURGING UNIT” this shows the technician if the
output from the CCU to the pneumatic blow off solenoid is working. The output will only be
active after ten minutes for half a second after every ignition cycle.
Option 21: HYDRAULIC CUTOUT
The message display window (1) will show “HYD CUTOUT” this shows the technician if the
output from the CCU to the hydraulic Cut solenoid is working. The output will only be active if
there is a start signal input and two seconds after the start signal. This stops the brakes from
charging while the engine is cranking.
Option 22: IDL
The message display window (1) will show “IDL” this shows the technician if the output from
the CCU to the Inter axle diff lock solenoid is working.The output will only be active if the throttle
position is less than 10%. The CCU looks at TPS via the “CAN” from the ECU. Rember that
this will be a PWM signal and will only work if the input is activated as discussed earlier in
“CCU INPUTS”
By pressing the “NEXT” button, the display will return to option 1, and run through all the
outputs again. If “BACK” is pressed for three beeps, the menu will return to “CCU OUTPUTS”.
Press “NEXT” to proceed to the OBW SETTINGS menu. The OBW setting are discussed in
the OBW section of this manual.

LARGE ADT, MDU MENU D
Menu D is the “MACHINE CONF” menu, In this menu the technician can set parameters on
the vehicle.
The Following can be set:
• LANGUAGE
• WIPER TIMING
• TYRE SIZE
• IMPERIAL UNITS
• BINTIP ANGLE
• THE OBW SETTINGS (refer to the section with regards to the OBW later in this manual)
• TIME OFFSET
• SCRAPER (This is used on the 4206D only)

MENU D
FROM MENU C MENU TO ME NU D, CONTINUED
MACHINE CONf
SE LECT
NEXT/SHORT BACK
LONG
BACK LONG BA CK

LANGUAGE WIPER TIMING TYRE SIZE IMPERIAL units BINTIP ANGL E
SELECT SELECT SELECT SELECT SELECT
LONG BACK/SELECT
ENGLISH 3 seconds 647 ON SET ZERO

AFRIKAANS 4 seconds 711 OFF SET FULL TIP
NEXT/SHORT BACK
LONG BACK
LONG BA CK/SELECT

NEXT/SHORT BACK
GERMAN 5 seconds 714

FRENCH 6 seconds 734

LONG BACK/SELECT
NEXT/SHORT BACK
NEXT/ NEXT/ NEXT/

SPANISH 7 seconds 763
NEXT/ NEXT/
772
NEXT/
LONG BACK/S ELECT
NEXT/SHORT BA CK
SHORT BACK
779
NEXT/
SHORT BACK NEXT/
SHORT BACK
20 seconds 793
NEXT/
SHORT BACK
833
NEXT/
SHORT BACK
834
NEXT/
SHORT BACK
839
NEXT/
SHORT BACK
882
NEXT/
SHORT BACK
888
NEXT/
SHORT BACK
902 TR001478

MENU D CONT.....
LONG BACK
NEXT/SHORT BACK TO MENU D, CONTINUED

OBW
SELECT

BACK
LONG BACK

OBW F UNC TION WEIG H OF FSET GAIN 1000s GAIN 100s GAIN 10s GAIN 1s HOP PE R SITE
SELECT
SELECT
SELECT LONG SELECT SELECT SELECT SELECT SELECT
LONG BACK/SELECT
LONG BACK/SELECT
BACK
ON WEIG H OF FSET 0 0 0 0 ON
NEXT/ NEXT/ NEXT/ NEXT/ NEXT/ NEXT/

SHORT BACK SHORT BACK SHORT BACK SHORT BACK SHORT BACK SHORT BACK
OFF 1000 100 10 1 OFF

200 0 200 20 2

3 000 3 00 30 3

400 0 400 40 4
NEXT/SHORT BACK
LONG BACK/SELECT
LONG BACK/SELECT
LONG BACK/SELECT
LONG BACK/SELECT
NEXT/SHORT BACK
NEXT/SHORT BACK
NEXT/SHORT BACK
500 0 500 50 5

600 0 600 60 6

7000 700 70 7

800 0 800 80 8

900 0 900 90 9
TR001479

MENU D CONT.....
MENU
NEXT/SHORT BACK
LONG BACK
NEXT/
NEXT/SHORT BACK SHORT BACK
TIME OFFSET SCRAPER
SELECT SELECT LONG

BACK
NEXT/
SHORT BACK
0 SCRAPE GEAR
NEXT/
SHORT BACK
SELECT SELECT
LONG BACK/SELECT
+1
NEXT/
SHORT BACK
1ST GEAR 1ST GEAR
+2
NEXT/
SHORT BACK
NEXT/ NEXT/
+3
NEXT/
SHORT BACK
2ND GEAR 2ND GEAR
+4
NEXT/
SHORT BACK NEXT/
LONG BACK/SELECT
SHORT BACK
NEXT/SHORT BACK
+5
NEXT/
SHORT BACK 3RD GEAR
+6
NEXT/ NEXT/
+7
NEXT/
SHORT BACK
4TH GEAR
+8
NEXT/
NEXT/
SHORT BACK
SHORT BACK
+9
NEXT/ 5TH GEAR
SHORT BACK
+10 NEXT/
NEXT/ SHORT BACK
SHORT BACK
+11 6TH GEAR

NEXT/SHORT BACK
NEXT/
LONG BACK
SHORT BACK
+12
NEXT/
SHORT BACK
-1
NEXT/
SHORT BACK
-2
NEXT/
SHORT BACK
-3
NEXT/
SHORT BACK
-4
NEXT/
SHORT BACK
-5
NEXT/
SHORT BACK
-6
NEXT/
SHORT BACK
-7
NEXT/
SHORT BACK
-8
NEXT/
SHORT BACK
-9
NEXT/
SHORT BACK
-10
NEXT/
SHORT BACK
-11
NEXT/
SHORT BACK
-12
TR001480

Once the operator has pressed the “MENU” button from menu C the display will show menu D
“MACHINE CONF”.
To enter the “MACHINE CONF” menu press the “Select” button.
• LANGUAGE
• WIPER TIMING
• TYRE SIZE
• IMPERIAL UNITS
• BINTIP ANGLE
• OBW
• TIME OFFSET
• SCRAPER
• LANGUAGE
• WIPER TIMING
• TYRE SIZE
• IMPERIAL UNITS
• BINTIP ANGLE
• OBW
• TIME OFFSET
• SCRAPER

We will start with language and work our way through.
Option 1: LANGUAGE
The message display window (1) will show “ENGLISH”. Press “NEXT” and the dispaly changes
to “AFRIKAANS” and so forth through the menu to “SPANISH”. If the desired language has
been chosen, the “SELECT” button needs to be pressed for 12 beeps. This will program the
CCU to disaplay all information in the selected language.
The message display window (2) will show the desired language chosen, and the message
dispaly window (1) will change back to “LANGUAGE”.
Option 2: WIPER TIMING
The message display window (1) will show “3 SECONDS” Press “NEXT” and the display
Changes to “4 SECONDS” and so forth all the way to “20 SECONDS” when the desired speed
has been chosen press the “SELECT” button for three beebs, this will programme the CCU to
send a output at the chosen timing.
The Message display window (2) will show the desired time chosen and the message display
window (1) will change back to “WIPER TIMING”.
Option 3: TYRE SIZE
The message display window (1) will show “647” Press “NEXT” and the display changes to
“711” (Refer to the tyre sizes in Menu D) and so forth all the way to “902”.
This tyre size is the dynamic rolling resistance which means the radius of the tyre with the load
of the vehcile.(Not a fully loaded bin.) Refer to the diagram below.
Radius from
the centre of the
hub to the ground
with the wieght of
the machine
TR000422
When the tyre size has been chosen press the “SELECT” button for 15 beebs this will
programme the MDU to calibrate the speedometer.
The Message display window (2) will show the tyre size and the message display window (1)
will change back to “TYRE SIZE”.

Option 4: IMPERIAL UNITS
The message display window (1) will show “IMPERIAL UNITS” Press “NEXT” and the display
Changes to “ON” or “OFF”
When one has chosen if the imperial units should be “ON” or “OFF” press the “SELECT” button
for 15 beebs this will programme the MDU to show omperial units or not..
The Message display window (2) will show “ON”or “OFF” and the message display window (1)
will change back to “IMPERIAL UNITS”.
If imperial units are “ON” all the values on the MDU will show gallons,Farenhiet etc.
Option 5: BINTIP ANGLE
The options for the bin tip angle are as follows
• SET ZERO
• SET FULL TIP
• SET LOW CNT
• SET HIGH CNT
When a new bin up pentiometer is fitted the CCU needs to be re-programmed

The MDU sends a “CAN” signal to the CCU to re-calibrate the low millivolt reading to 0% when
the Message display window (1) shows “SET ZERO” and select is pressed for three beebs.
Press “NEXT” and message display window (1) will show “SET FULL TIP”
The high millivolt reading also needs to be re-calibrated. The Bin must be lifted to the full
position and the “SELECT” button pressed for three beebs.The MDU sends a “CAN” signal to
the CCU to calibrate the high millivolt reading to 100 %.
The CCU can now calculate the bin position by working out the millivolt reading between the
high and low and give a read out in a % on the MDU.
The bin tip counter from the Default menu and Menu A needs values when to count 1 lift of the
bin. These parameters can be programmed into the CCU as different material has different
caracteristics for example a load of coal will slide out the bin at maybe 40%. Clay may only
slide out at 80%.
If “NEXT” is pressed the message display window (1) will show “SET LOW CNT” the bin must
be lifted to till the desired value shows on the display and then hold the “SELECT “ button in
for 12 beebs. The message display window (2) will show the low value.
Press “NEXT” and the message dislay window (1) will show “SET HIGH CNT” the bin must be
lifted to till the desired value shows on the display and then hold the “SELECT “ button in for
12 beebs. The message display window (2) will show the High value.
The bin tip counter will only count 1 lift of the bin, if the bin is lifted past both the low and high
count.
By Pressing the “NEXT” button the display will return to option 1 “SET ZERO” and run through
all the options again. If back is pressed the menu will return to “SET HIGH COUNT”.

Option 6: OBW SETTINGS
Refer to the OBW section later in this manual for all the settings and adjustinments that need
to be made in this menu.
Option 7: TIME OFFSET
The message display window (1) will show “0” Press “NEXT” and the display Changes to “+1”
and so forth all the way to “-12”. When the desired time that needs to be added to GMT has
been chosen, the select button must be pressed for 12 beeps.
The Message display window (2) will show the desired time that needs to be added to GMT
chosen and the message display window (1) will change back to “TIME OFFSET”.
Option 8: SCRAPER
The options for SCRAPER menu are as follows:

• Scrape gear
• Hold out of scrape
This function is used on the 4206D. The message display window (1) will show “SCRAPE
GEAR” or ‘HOLD OUT OF SCRAPE”. In message disaplay window (2), no value will be
disaplayed in both cases.
If “NEXT” is pressed, the menu returns to the LANGUAGE menu.
IF back is pressed for three beeps the display will return to the main Menu D “MACHINE
CONF”
Press Menu to proceed to Menu E.

LARGE ADT, MDU MENU E
Menu E is the “MACHINE ID” menu, In this menu the technician can see identification values
of the control units.
The Following can be viewed.
• ECU
• TCU
• MDU
• CCU
MENU E
FROM
MENU D
MACHINE ID
SELECT

BACK
LONG BACK
NEXT/ NEXT/ NEXT/

ECU TCU MDU CCU
SELECT SELECT SELECT SELECT
EN XXX.... TN xxx.... VIN AEB xxx.... VIN AEB xxx....

sw VER SW VER SW VER SW VER

NEXT/SHORT BACK
NEXT/SHORT BACK
NEXT/SHORT BACK
NEXT/SHORT BACK
LONG BACK
LONG BACK
LONG BACK
LONG BACK
HW VER HW VER HW VER hW VER

SN0 XXX.... sno XXX.... sno XXX.... Sno XXX....
NEXT/ NEXT/ NEXT/

Ecu HOURS MDU HOURS CCU HOURS
TR001481

Once the operator has pressed the “MENU” button from menu D the display will show menu E
“MACHINE ID”.
To enter the “MACHINE ID” menu press the “Select” button.
• ECU
• TCU
• MDU
• CCU
• ECU
• TCU
• MDU
• CCU
We will start with ECU and work our way through.
Option 1: EN XXX.....
The message display window (1) will show “ENXXX.... “, this shows the operator the part no of
the engine.
Option 2: SW VER
The message display window (1) will show “SW VER “, this shows the operator the software
level of the ECU in the message display window (2).
Option 3: HW VER
The message display window (1) will show “HW VER “, this shows the operator the hardware
version in the message display window (2).
Option 4: SNO XXX.....
The message display window (1) will show “SNOXXX... “, this shows the operator the Serial
no of the ECU.

Option 5: ECU HOURS
The message display window (1) will show “ECU HOURS “, this shows the operator the hours
of the ECU in the message display window (2).
By Pressing the “NEXT” button the display will return to option 1 “ENXXX...” and run through
all the options again. IF back is pressed the menu will return to “ECU”.
Press “NEXT” to proceed to the following option “TCU” and then “SELECT” to enter
Option 1: TN XXX.....
The message display window (1) will show “TNXXX.... “, this shows the operator the part no of
the Transmission.
Option 2: SW VER
The message display window (1) will show “SW VER “, this shows the operator the software
level of the TCU in the message display window (2).
Option 3: HW VER
The message display window (1) will show “HW VER “, this shows the operator the hardware
The message display window (1) will show “SNOXX... “, this shows the operator the Serial no
of the TCU.
By Pressing the “NEXT” button the display will return to option 1 “TNXXX...” and run through
all the options again. IF back is pressed the menu will return to “TCU”.

Press “NEXT” to proceed to the following option “MDU” and then “SELECT” to enter
Option 1: VIN AEBXXX.....
The message display window (1) will show “VIN AEBXXX.....“, this shows the operator the
vehcile identification number.
Option 2: SW VER
The message display window (1) will show “SW VER “,this shows the operator the software
level of the MDU in the message display window (2).
Option 3: HW VER
The message display window (1) will show “HW VER “,this shows the operator the hardware
The message display window (1) will show “SNOXX... “,this shows the operator the Serial no
of the MDU.
Option 5: MDU HOURS
The message display window (1) will show “MDU HOURS “this shows the operator the hours
of the MDU in the message display window (2).
By Pressing the “NEXT” button the display will return to option 1 “VIN AEBXXX...” and run
through all the options again. IF back is pressed the menu will return to “MDU”.
Press “NEXT” to proceed to the following option “CCU” and then “SELECT” to enter
Option 1: VIN AEBXXX.....
The message display window (1) will show “VIN AEBXXX.....“,this shows the operator the
vehcile identification number.
Option 2: SW VER
The message display window (1) will show “SW VER “,this shows the operator the software
level of the CCU in the message display window (2).

Option 3: HW VER
The message display window (1) will show “HW VER “,this shows the operator the hardware
The message display window (1) will show “SNOXX... “,this shows the operator the Serial no
of the CCU.
Option 5: CCU HOURS
The message display window (1) will show “CCU HOURS “this shows the operator the hours
of the CCU in the message display window (2).
By Pressing the “NEXT” button the display will return to option 1 “VIN AEBXXX...” and run
through all the options again. IF back is pressed the menu will return to “CCU”.
IF back is pressed again the display will return to the main Menu E “MACHINE ID”
Press Menu to proceed to the default menu.
That completes the menu structure of the MDU.

ON BOARD WEIGHING
OBW MODULE
The function of this Module is to convert analog inputs from the strain gauges into digital
outputs which are sent via the CAN bus to the cab to be processed into Kg’s or Tons by the
MDU.
TR000724
X161 CONNECTOR 12 Way Deutch

NUMBER PUT
1 5 V Output Strain Gauge Supply 5V
2 Ground Strain Gauge Supply
3 Ground Ground
4 Ignition Supply Ignition Supply 24V
5 Digital Output Positive Output 24V
8 CAN J1939 CAN High
9 CAN J1939 CAN Low
10 Not used
11 Analog Strain Gauge Return 0-5V
12 Analog Strain Gauge Return 0-5V

The following section explains the operating principle of the On Board Weighing which will be
further abbreviated as OBW.
The system consists of the following parts
• 1.OBW Module (Mounted between the walking beams at the rear of the Chassis.)
• 2.Strain Gauges (Mounted on the walking beams.)
• 3.CAN line (Runs from the rear of the vehicle to the cab)
• 4.MDU (Displays the load and perform the calibrations etc. for the OBW system.)
OBW
(GREEN) 12 - 5
(YELLOW) 12 - 6
(RED) 12 - 7
(SUPPLY POSITIVE) 12 - 4 24v
(GROUND) 12 - 3
YELLOW
(CAN HI) 12 - 8
GREEN
(CAN LOW) 12 - 9 WALKING BEAM
m 12
oh 0
oh
0 m
12
(STAIN GAUGE POSITIVE) 12 - 1
(STAIN GAUGE NEGATIVE) 12 - 2

Ground 5v
(SIGNAL POSITIVE) 12 - 12
(SIGNAL NEGATIVE) 12 - 11
12
0 m
oh
m oh
0
12
WALKING BEAM
TR000731
The strain gauges are fed by a 5V signal from the OBW module, when the Truck is loaded the
strain gauges send a Micro voltage back to the OBW module which is then processed or
converted from a analog to a digital. The voltage back to the OBW unit will not be able to be
measured with a normal multi meter, due to the extremely low value.
The return signal should read positive on terminal 12 and negative at terminal 11.
With a normal Multi meter the value should read in the region of + 2.5 and - 2.5 volts.
This is the only way that the strain gauges can be measured in voltage with a conventional
meter. The Resistance values can also be measured.
Between terminal 1 and 2 you should measure 120 Ohms


The outputs 5,6 and 7 are for various lights that can be activated for certain weights
Yellow - Medium weight

Green- Correct weight
Red - Over Load
Calibration of the OBW System

The calibration of the On Board Weighing system is very important.
The system operation is the same for all the machine sizes and must be calibrated per machine
type. For Example a B50D has a Calibration factor (Gain Factor) of 8.50 kg x 100/CNTS this
will be discussed later in this section.
All the calibrations are performed on the MDU in menu C and D.
Auto Zero
To Be able to understand the hopper site function you must first understand the Auto Zero
function. An Auto Zero routine will run after the vehicle speed is Zero, the bin is in the down
position and the park brake is applied. This will always reset the offset and a new measuring
piont will be obtained.
Lets say the operator reverses to an excavator to be loaded. The payload will vary all the time
due stress on the walking beams while the vehicle is moving. When he stops the payload may
positive value in Tons. The MDU will then Auto zero and Calibrate a new offset to start
measuring from. When entering the auto zero routine the operator will see “AUTO ZERO” on
the display and the Raw weight on the lower right LCD. After a successful auto zero the MDU
will beep once and then return to weight measuring.
If the MDU measures a difference of more than 1 Tonne since starting the auto-zero routine or
the vehicle starts to move or the Bin starts to lift the auto-zero routine will be abandoned and
the previous auto zero will be used.
Note: the following is very important.
For accurate OBW measurements it is important to allow the auto-zero function to complete, before
loading the Truck. Do not start loading the truck while it is still reversing as it will also auto-zero with load
in the bin when the vehicle stops.

FLEETMATIC
The Bell Fleetmatic system, is a system which allows the owner and Bell Equipment to monitor
the machine, wherever it is working. The system is connected to the main J1939 CAN system
of the machine is linked to a database via satellite.
This system comprises of two main components. The memory module and the MT2000
satellite communication link and GPS. Both of the units are vital for the correct functioning of
the fleetmatic system.
MEMORY MODULE
The memory module as seen below has five connectors and an antennae connection point.
TR001611
The five connectors are labelled as follows: MM21C; MM18E; MM21B; MM15A and MM21D.
Next to connector number MM21D is the location of the antennae connection.
The memory module is connected to the MT2000 satellite communicator, the wake up module
and the driver ID unit. It is also connected to the other control units via the CAN network. The
memory module has a GPS unit which is built into the unit.

Below is an illustration of the MT2000 unit.
TR001610
The MT2000 unit is connected via satellite to an earth station. The earth station will relay the
message to the end user via e-mail and/or sms. The sms will be used in the event of a critical
failure or problem that has occured on the machine.
The wake up module is the power supply for the MT2000 unit. It also has an internal clock,
which is set up according to GMT and the GPS positioning of the machine. Every hour on the
hour, the wake up module will send a “heart beat” to the memory module. This will trigger the
memory module to ensure that all recent activities have been saved to the memory and to send
all the information to the MT2000 unit.
The signal from the wake up module to the memory module will be sent even in the case of the
ignition being in the off position. The only time that this signal will not be sent, is in the event
of the isolator switch being in the off position.
The driver ID unit has two ID tags, coloured green and black. The black tag allows the memory
module to be programmed to immobilise the truck. This is also know as the supervision key.
This key is used to program the memory module via a computer first.
The black key will be used to allocate certain numbers to the green key. Without the correct
programmed key, the driver will not be able to start the machine. This can be programmed to
allow the operator to start the machine, and also for what time period the key will be “active”.
This green key is an unique key for the use of the driver.

The following illustrates the funcitons of the pins on the connectors ofthe fleetmatic system.
MEMORY MODULE CONNECTORS

MM21C CONNECTOR X12

NUMBER PUT
1 Ignition supply Ignition supply 12V
2 Lin communication Driver ID
3 RS232 Programming pin
5 Ignition supply Ignition supply 24V
6 Digital input Wake up module input 6V
9 Digital input Ground
12 RS232 RTS programming pin
16 Digital input Battery supply 24V
MM18ECONNECTOR X15

NUMBER PUT
1 Digital output Engine kill signal 24V
2 Digital input LED driver ID
3 Digital input Wake up module sync.

MM15A CONNECTOR X16

NUMBER PUT
9 Can low Can low
10 Can high Can high
MT2000 CONNECTOR X20

NUMBER PUT
4 RS232 Programming pin via
Memory module
9 RS232 Programming pin via
Memory module
10 Digital input Wake up module
WAKE UP MODULE CONNECTOR X21

NUMBER PUT
2 Digital input MT2000
5 Digital input Memory module
6 Digital input Wake up signal

ELECTRICAL SCHEMATICS
COLOUR ABBREVIATIONS
RD ............................Red
BN ............................Brown
GN............................Green
BK ............................Black
WH ...........................White
YL.............................Yellow
GY ............................Gray
PL.............................Purple
BL ............................Blue
OR............................Orange
PK ............................Pink
WH/RD means the wire colour is white and red. This abbreviation is followed by a
number eg: 1.5 ............. which stands for the wire thickness .
SCHEMATIC SYMBOLS
CONNECTOR PLUG:X91 is the plug number , the 2 is the pin

................................. number.
CIRCUIT BREAKER:MCB1 Stands for Master Circuit Breaker One,

MCB1 60A
................................. 60A Stands for sixty amp rating of the circuit
................................. Breaker
FUSE5 10A
FUSE: ...................... 10A Stands for ten amp rating of the fuse.
EARTH ................... E1 Stands for earth one.

E1
DIODE4 3A DIODE ..................... 4 Stands for diode four, 3A Three amp rating
LED.......................... Light emitting diode.
LIGHT BULB
TR000159

EARTH POINTS
IMPORTANT !
IT IS VERY IMPORTANT THAT ALL EARTH CONNECTION POINTS ARE FREE OF PAINT AND CORROSION TO ENSURE METAL TO
METAL CONTACT BETWEEN THE EARTH RING LUG AND MACHINE CHASSIS FOR PROPER ELECTRICAL CONNECTION.
Bell Equipment company

reserves the right to change any details EARTH CABLE (218775)
in these electrical systems. Bell cannot
be held responsible for misinterpretation EARTH STRAP (200861)
of these schematics or faults that may
arise from use there of. COLLECTIVE WIRING
Any errors in these must be reported back HARNESS EARTH POINTS
to the Bell Electrical Systems team.
All electrical repairs must be carried out
by qualified Bell service personnel only.
E1 TRANSMISSION E4 E2 ENGINE E3
TO TO
CHASSIS CHASSIS
E1 INTERNAL CAB EARTH POINT
(Connectors - X110 & X112)
E2 INTERNAL CAB ROOF EARTH POINT

(Connector - X111)
E3 BATTERY BOX (ENGINE) EARTH POINT

(Connectors - X176 & X204)
E4 CHASSIS (ARTIC) EARTH POINT

(Connector - X155)
CAB
TO
CHASSIS
TRANSMISSION ENGINE
E4 TO E2 E1 E3
TO
CHASSIS CHASSIS
CAB
TO
CHASSIS
TR001277

2 GN 2.5 GN 1.5 SW 4-2 A 3 Headlight Switch
MR - Engine ECU 10 Bm MR-5 & MR-6 GN 2.5
CB1 15A GN 1.5 SW1-1 B 4 Interior Light Switch
MCB1 60A 5
X205 GN 1.5 R3-30 C 12 Stop Light Relay
X180 X181
GN 16.0 X120A X119
2 GN 1.5 R15-30 D 3 Left Indicator
IGNITION X120B
Chapter 1
GN 1.5 R16-30 E 3 Right Indicator

BN 70.0 SOLENOID
GN 1.5 WAKE-1 F 16 Wake-Up Module
GN 16.0 BATB-6
X177 GN 1.5 X3-18 G 12 Stop Light Switch
GN 10.0
GN 6.0
RD/BK 2.5 CB2 30A GN 1.5 FUSE 2-2 H 2 Allison Interface / Voltage Regulator
GN 1.5 FUSE 3-2 J 2 MDU / CCU Power Relay, Hazard Switch
RD/GN 1.5
GN 2.5
X122 X121 3 GN 1.5 FUSE 8-2 K 2 ADM Power
X326-1
GN 2.5 GN 1.5 FUSE 9-2 L 2 MDU Power
RD/GN 1.5
X1 - U
X185 GN 1.5 FUSE 10-2 M 2 Diagnostic Connector
X1 - V
Bell Training Center

X27-5
X27-3
X27-2
86 30 GN 1.5 FUSE 11-2 N 2 Battery Balancer, 12V Supply Relay
CB3 20A GN 1.5 FUSE 14-1 P 16 Memory Module
RD 1.5 FUSE 1-2 Q 2 Allison Interface
ST
ACC
0
IGN
RD 1.5 FUSE 4-2 R 2 Alternator Diode
BATTERY 12V
85 87 X124A X123 4
X124B RD 2.5 RD 1.5 FUSE 5-2 S 2 CCU, MDU, Diagnostic
X326-2
X186 RD 1.5 FUSE 6-2 T 2 ADM / MR Supply Relay
OPTIONAL BATTERY 12V

BAT GND RD 1.5 FUSE 13-2 U 16 Memory Module, Satellite Tracking
X1 - S
RD 1.5 R4-30 V 18 Worklights Relay (4206D Only)
RD 6.0
CB4 30A
X178 IGNITION RD 1.5 R2-30 W 12 Reverse Relay Contact
E1 X27-1 SWITCH 5 RD 1.5 X3-16 X 3 Headlight Ignition Power
BK 1.5 X126A X125
GN 10.0 X126B RD 2.5 RD 1.5 SW 10-5 Y 14 Worklight Switch
RD 2.5 SW6-5 Z 14 Flashing Beacon
BN 70.0
BN 70.0
BN 70.0
GN 10.0 RD 1.5 R2-86 Aa 12
STARTING AND CHARGING CIRCUIT
RD 2.5 R11-30 Ab 4 Lights / Acc Cut Out Relay
RD 6.0
CB5 25A
1 2 RD 1.5 R19-30 Ac 15 Control Traction Device (Not on B50D)
BK/GN 1.5 RD 1.5 AG-1 Ad 14 Automatic Greaser
X327 + + X328A X128A X127
X328B X128B 7 RD 1.5 R13-30 Ae 6 Park Brake Relay
- - RD 4.0 RD 2.5 RD 1.5 SW5-5 Af Control Traction Device (Not on B50D)
15
1 2 CB12 20A RD 1.5 BL-2 Ag 22 Bin Down Latch Solenoid (Not on 4206D)
RD 1.5 HRPS-1 Ah 20 High Range Pressure Switch (B50D Only)
RD 6.0
CB6 15A
ISOLATOR RD 1.5 SW15-5 Aj 20 High Range Dash Switch (B50D Only)
BN 70.0
X179
SWITCH X206 RD 1.5 WM-3 Ak 4 Wiper Motor
BATTERY 12V
BN 70.0
X130A X129 RD 1.5 SCS12-8 Al 3 Wiper Motor Switch
X130B
Revision 0.1
E3 Mirror Defrost Switch
ELECTRICAL
CB11 20A RD 1.5 SW9-1 13

8 RD 1.5 JDS-1 An 14 Pneumatic Seat Pump
OPTIONAL BATTERY 12V

X183 X182
WH 2.5 X1 - T RD 1.5 SW13-2 Ap 13 Mirror Switch
RD 6.0
CB7 25A Aq Washer / Horn Supply
RD 2.5 RD 1.5 SCS4-1 3
RD 1.5 R10-87 Ar 4 Intermittent Relay
BN 70.0
X132A X131 RD 1.5 WMD-3 As 4 Doga Wiper Motor
WH 2.5
RD 2.5
RD 1.5
RD 2.5
D+ X132B
X3 - 3 RD 1.5 AGI-A At 14 Automatic Greaser Indicator
RD 1.5 R14-30 Au 15 Bin Up Limit Relay (Not on 4206D)
X197
GN 16.0 RD 2.5 CS4-4 Av 10 Cold Start (4 pin connector)
R8-30
FF-1
COL-A
PU-1
R7-85
R8-85
CB8 25A
RD 6.0
X201 X202 RD 2.5 CS8-1 10 Cold Start (8 pin connector)

KL50 KL30 56 9
YL/RD 1.5
RD 4.0 RD 1.5 PGS-1 Ax 15 Power Ground Spare
X321 X134A X133A RD 1.5 COS-5 Ay 15 CCU Output Spare (Wire specific to B50D)
Bh Bj Bl 3 4
D+ X134B X133B Artic Spare Plug 2 (Not on 4206D)
RD 2.5 ASP2-3 Az 14
2 7 7 7 8 2 RD 1.5 R4-30 Ba 22 Bin Float Relay (Not on 4206D)
B+ A B- X198 RD 1.5 R1-30 Bb 8 Neutral Relay
MR-12 BK/WH 1.5

Diode3-Out
CB9 15A
RD 6.0
X199 RD 2.5 RD 1.5 CCUJ1A-J1 Bc 6 CCU - Ignition Status Input

M 17 RD 1.5 R7-30 Bd 8 Start(KL50) Relay
BK 16.0
2 1 X136A X135 RD 1.5 Diode 6-In Be 5 Diode 6,MDU/CCU Power Relay
BN 70.0
X136B RD 1.5 R22-30 Bf 15 Bin Pressure Reduction Relay
10 STARTER E3 ALTERNATOR E3 2 RD 6.0 CB10-2 Bg 18 Circuit Breaker 10 (4206 & B50)
12V Supply Relay
Fuel Filter
Low Coolant Level
Switch
Purging Unit
Start Relay
Accessory Relay
TR001255
B50D MK I
87
1 1 1 1 1 1 1 1 1 1 1
"-"
CUSTOMER SUPPLIED N M L K T S 1 R J H Q
"+"
12V TWO WAY RADIO
RD 1.5 ALN-1 6 9 Allison Interface
Chapter 1
F11 FUSE1 10A

LEFT SPEAKER CB3-1 RD 1.5 RD 1.5 RD 1.5 ALN-6 7 9 Allison Interface
GN 1.5 ALN-5 8 9 Allison Interface

"-" F12 FUSE2 10A
CB2-1 GN 1.5 GN 1.5 GN 1.5 R9-87A 9 12 Voltage Regulator
"+"
F13 FUSE3 5A

CB2-1 GN 1.5 GN 1.5 GN 1.5 R6-30 10 5 MDU / CCU Power Relay
X69 - 1
X69 - 2
RIGHT SPEAKER
X65 - 1
X65 - 2
X72 - 1
X72 - 2
GN 1.5 SW7-6 11 4 Hazards Switch
F14 FUSE4 5A
BK 1.5 CB3-1 RD 1.5
BK 1.5 E2 X138(FUSE BANK)
1.5
E2
V3 DIODE3 3A
RD 1.5
RD
BK 1.0
BL 1.0
BK 1.0
GN 1.0
ALT-D+ RD/YL 1.5 RD 1.5 MDUP-3 12 5 Monitor Display Unit Program
X139(DIODE BANK)
REVERSE RD 1.5 CCUP-4 13 7 Chassis Control Unit Program
BATTERY BALANCER CIRCUIT
MONITOR F15 FUSE5 10A 10

CB3-1 RD 1.5 RD 1.5 RD 1.5 DIAG-B 14 8 Diagnostic Connector
X66 - 1
X66 - 2
X73 - 1
X73 - 2
X74 - A
X74 - B
X74 - C
F15 FUSE6 10A
CB3-1 RD 1.5 RD 1.5 R12-87 15 10 ADM / MR Supply Relay
F17 FUSE8 10A

CB2-1 GN 1.5 GN 1.5 ADM21-1 16 10 ADM (21 pin connector)
F18 FUSE9 5A
CUSTOMER SUPPLIED CB2-1 GN 1.5 GN 1.5 MDUJ2-G 17 5 Monitor Display Unit (10 pin)
12V RADIO/CASSETTE PLAYER
X36 - 2 X36 - 1
F19 FUSE10 10A
Revision 0.1
CB2-1 GN 1.5 GN 1.5 DIAG-E 18 8 Diagnostic connector
ELECTRICAL
BK 1.5
X64 E1 F20 FUSE11 10A GN 1.5 WH 2.5 CB11-2 Bh 1
CB2-1 GN 1.5
5 GN/RD 1.5 GN 2.5
X138(FUSE BANK)
2 GN 2.5 87a
11 11 WH/RD 1.5
4 WH/RD 2.5 WH/RD 2.5 87
WH/RD 1.5 30
WH/RD
3 1.5 85 86
RD/GN 1.5
2.5
WH/RD 1.5
WH/RD
6 RD/GN 1.5 11
X57-1 WH/RD 2.5 WH/RD 2.5 F21 FUSE7 10A
1 BK 2.5 12V
IGN-5
X63A GN 1.5
WH/RD 2.5
12V
IGN-5
CCUJ1A-A3
E1 WH/RD 1.5 K15
MM21C-1
12V POWER (X142 RELAY
RELAY 8
BATTERY BANK) 12V SUPPLY
X57-2
SUPPLY F22 FUSE12 15A 4
BALANCER BK 1.5
5 20 19 X63B 1
CIGARETTE BK 1.5 X138(FUSE BANK)
1 6 LIGHTER 1 E1 16
E1 11
TR001256
B50D MK I
88
X81-1
PLHT 1 BK 1.5 1 1 1 6 6 BN 1.5 SW7-5 23 4
X81-2 E3
K9
BL 1.5 X214-A X214-B BK 1.5 A E D (X141 RELAY 21 22 BN 1.5 INDL-2 24 4
X83-1
PLHT 2 BL 1.5 BANK) 13
X83-2
RELAY 15 BN 1.5 X3 - 8 X212 - 1 X212 - 2 BK 1.5
Chapter 1
FRONT LEFT PARKLIGHT E3

X85-1 LEFT
PLHT 3
CB1-1
CB1-1
CB1-1
X85-2 INDICATORS FRONT LEFT INDICATOR
E3 YL 1.5 INDR-2 25 4
CCUJ3-C1
CCUJ3-D1
X87-1
PLHT 4 53 BL 1.5 X207-A X207-B BK 1.5
X87-2 87a 14 YL 1.5 X3 - 9 X210 - 1 X210 - 2 BK 1.5
GN 1.5
GN 1.5
GN 1.5
E3
X89-1 FRONT RIGHT PARKLIGHT 30 87
PLHT 5 BN 1.5
X89-2 FRONT RIGHT INDICATOR

85 86 WM-2 OR 1.5 26 4
BL 1.5
X91-1 BN/RD 1.5
PLHT 6 X91-2
CB7-1 RD 1.5 Al 1
0
BK 1.5
X95-1
CCUJ1L-T2 BL/RD 1.5
X3 - 26
PLHT 8 1 27 6
X95-2
E2 R10-30 PK 1.5 28 4
X97-1 2
PLHT 9 X97-2 87a 29 4
X99-1 8 30 87
PLHT 10 YL 1.5 30 6
X99-2
X86-6 X86-2
BL 1.5 85 86 31 6
X103-1 1 6 2 YL/RD 1.5
PLHT 12 X103-2 Aq 1
SW4
BK 1.5
X105-1 HEADLIGHT 32 4
PLHT 14
STEERING COLUMN SWITCH CIRCUIT
X105-2 RELAY 16
X86-3 SWITCH E2
BN 1.5
RIGHT
X107-1 3 X86-1
INDICATORS
YL/GY 1.5
RD 1.5
PLHT 15 X107-2 BK 1.5

1 E1 K10 E1
(X141 RELAY
X109-1 BANK)
BK 1.5
PLHT 16
X109-2
WM-4
CCUJIL-X2
CCUJIL-W1 YL/BK 1.5
CB7-1
PL/GN 1.5 WASH-1
WH/BK 1.5
PLHT 17
X32-1
X32-2
X31-2
X31-9
X31-11
X306-1
X31-6
X31-7
X31-8
X31-4
K11
X31-12
X31-1
4206D Only
(X141 RELAY
RELAY 17 87a
X306-2
BANK) DIPS
PLHT 18 30 87
X308-1 BK 1.5
Revision 0.1
4206D Only E2
ELECTRICAL
X308-2
2 1 0 J L R
85 86
PLHT 19 X311-1
4206D Only
X311-2
HORN
WASHER
DIP/BRIGHTS
DIPS BRIGHTS
WIPERS
INDICATORS
X213-2 X213-3
PLHT 20 X313-1
RD 1.5
4206D Only
GY/WH 1.5
X313-2 X213-1
PLHT 22 GY/WH 1.5
4206D Only X320-1 HEADLIGHT STEERING COLUMN SWITCH
BK 1.5 19
X31-5
X31-3
X320-2 LEFT 52 X3 - 11
X32-4
WH/GY 1.5
X31-10
BK 1.5
RD 1.5
87a
E2 30
11 39 ACCP-12 BL 1.5 1 54 51 X3 - 10 87
X209-1 BK 1.5
9 38 ALN-7 BL 1.5 E1
HORN-1 GN/BK 1.5
MDUJ2-E
X209-2 X209-3 85 86
R11-87
WH/GY 1.5 RD 1.5 R11-87
12 37 X2-P BL 1.5 K12 33 4
54 (X141 RELAY
WH/GY 1.5
22 171 EBT-5 RD 1.5 HEADLIGHT BANK)

36 35 34
RIGHT RELAY 18
1 X CB4-1 X3-16 RD 1.5 4 4 5
BRIGHTS
TR001257
B50D MK I
89
NOT FITTED 1 1 6 3 3 1 3
GN/BK 1.5
As Ar 40 26 29 Ak 33
X211-A
Thermal Thermal
Protection Protection WINDSCREEN
Chapter 1
WIPER MOTOR H
M M OPTIONAL
ELECTRIC X211-B
CB7-1
CB7-1
CCUJ3-J1
SCS12-1
SCS12-2
CB7-1
SCS4-4
X3 - 15
HORN BK 1.5
2 1 2 1
E3
Park
Earth
Ignition
Park
Earth
Ignition
2 4 1 3 2 4 1 3
RD/BL 1.5
OR 1.5
RD 1.5
X334 - 3
E1
YL/GY 1.5
1 2

GN/BK 1.5 BK 1.5
X35
X35
E1 63 28 X41A-1 X41A-2
BK 2.5 RD 1.5 GN 1.5 X34 - 4
65
WIPER MOTOR CIRCUIT
X334 - 2 X34 - 2 RD 1.5 E1 BK 2.5

HORN
WINDSCREEN X334 - 4 SOLENOID
WIPER MOTOR
DOGA X334 - 1 BK 1.5 X34 - 3
87a 64
PK 1.5 X34 - 1 BL 1.5
30 87
3 28 SCS12-6 PK 1.5 RD 1.5 Indicator Light connectors on 4206D Indicator Light connectors on 4206D
V4 DIODE4 3A X238-1 BN/YL 1.5 X324-2 X324 - 1 X238 - 4
RELAY 10 85 86
PL 1.5 X165 - 2 X165 - 1 X158 - 8 X157 - 8
INTERMITTANT REAR LEFT B50D Only
K14
(X142 RELAY V5 DIODE9 3A INDICATOR
BK 1.5
BANK)
BK 1.5
PL 1.5
LIGHT (LED)
Indicator Light connectors on Indicator Light connectors on
4206D 4206D
E4
E2 X139 (DIODE BANK)
PL/GN 1.5 X235-1 BN/YL 1.5 X324-2 X324 - 1 X235 - 4
1
X172 - 2 X172 - 1 X158 - 8 X157 - 8
REAR RIGHT B50D Only 0
29 28
M INDICATOR
BK 1.5
X191-1 X191-2
3 32 SCS12-7 PL/GN 1.5 X3 - 7
LIGHT (LED)
2 X92-2
16 E4 X92-6 6
X157 - 4
X157 - 5
Revision 0.1
ELECTRICAL
BK 1.5
1 8
WINDSCREEN
87a E3 0 3
WASHER PUMP
X158 - 4
X158 - 5
B50D Only
B50D Only
30 87 12 1 X92-5 5
1 Ab CB5-1 RD 2.5 RD 2.5
GN/BK 1.5
GN/BK 1.5
X80-1 1
85 86 GN 1.5 X80-5 X77-B X77-A
X2 - J
X2 - K
GN/RD 1.5 BK 1.5 X92-1 10
5 E2
GN/RD 1.5
GN 1.5
BN 1.5
BK 1.5
INTERIOR
RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
RELAY 11 SWITCH 1
DIODE5-IN
CCUJ1A-D1
SW7
YL 1.5
YL 1.5
YL 1.5
BN 1.5
BN 1.5
LIGHT 1
BK 1.5
GN 1.5
E2 LIGHTS/ACC INTERIOR HAZARD
CUT OUT (Trailer
LIGHT SWITCH
Connector on 42 41
(Not on 4206D
K3
TE7-3
TE7-5
CB1-1
R7-87a
ACU-S
ACCP-4
SW16-5
R17-86
R18-86
R15-87
R16-87
FDC-2
FUSE3-1
R15-87
TCPS-3 BN 1.5
TCPS-5
(X137 RELAY 4206D only) X76-B X76-A
BK 1.5
E1
BANK) E2 5 6
51 50 49 48 36 35 47 46 24 25 45 46 B 43 11 23
INTERIOR
8 11 11 11 3 3 15 15 3 3 15 15 1 17 LIGHT 2 2 3
TR001258
B50D MK I
90
2 2 20 16 6 6 6 6 6 1 4
12 10 52 53 54 55 56 57 58 Be 42
Chapter 1
MONITOR CB9-1
SW7-2
FUSE5-1
FUSE3-1
DISPLAY MENU
MDU CIRCUIT
R23-30
DID-1
CCUJ3-A3
CCUJ3-K1
CCUJ1A-A1
CCUJ1A-A2
RES1-1
B50D Only
UNIT
(J1 & J2) BACK
RD 1.5
RD 1.5
GN 1.5
GN/BK 1.5
NEXT

RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
RD 1.5
SELECT
DIODE6 3A
DIODE5 3A
87a V7 V6
(Not on 4206D) 30 87
6 68 BPS-A A B C D E F G H J K A B C D E F
(Not on B50D)
20
X37
X38
7 67 WBT-B 85 86
31 BK 1.5 GN/YL 1.5
7 66 HTS-B P RELAY 6 X139(DIODE BANK)
X149-2 2 1 X149-1 E2 MDU/CCU POWER
6 65 CCUJ1L-P1 X2 - V RD/GY 1.5 X2 - A K17
(X143 RELAY BANK)
LOW ACC BRAKE RD 1.5
PRESSURE
X25 - 3
P
BK/YL 1.5
X150-2 2 1 WH/BL 1.5 X25 - 2 MM15A-9 59 16
X150-1 MDU
OR/BK 1.5 X2 - B
RD/BL 1.5 X25 - 1 PROGRAM MM15A-10 60 16
EMERGENCY
STEERING E2 BK 1.5 X25 - 4 MM15A 61 16
(B50D Only)
20 64 FIDL-1 GN/GY 1.5 P
1 2 L6
BK 1.5 INTER AXLE DIFF GN 1.0 X2 - G X5-C 62 17
E1 (Not on X43-1
B50D) LOCK PRESSURE H6
3 YL 1.0 X2 - F X5-A 63 17
Revision 0.1
ELECTRICAL
GN/GY 1.5
X43-3 S6
SHIELD X2 - L
4206D Only
P BK 1.5
E1
X50-1 1 2
BK 1.5 CTD PRESSURE GN 1.5 FUSE9-1 17 2
E1
SWITCH (Not on B50D) WH/GY 1.5 SCS12-3 34 3
3
OR/BL 1.5
X50-3
X33
"+"
RD 1.5 1 B
"-"
BK/RD 1.5 2 DOUBLE
"+"
3 BUZZER
"-" B
4
TR001259
B50D MK I
91
92 Revision 0.1 Bell Training Center
TR001260
CCU Output Spare B50D High Range Dash Switch
J2
15
20
COS-1 WH/OR 1.5 GN/RD 1.5 SW15-1

E1
CCU Output Spare B50D High Range Pressure Switch

15
J3
OR/GY 1.5 PL/WH 1.5

F1
20
COS-2 HRPS-3
CCU Output Spare Control Traction Device Switch
15
15
COS-3 YL/BL 1.5 OR/BN 1.5 SW5-1

G1
H1
5
CCU Output Spare MDU/CCU Power Relay

15
COS-4 WH/GN 1.5 RD 1.5 R6-87

A1
H1
5
Retarder Enable Relay MDU/CCU Power Relay

15
R22-86 GN/PL 1.5 RD 1.5 R6-87

A2
A2
2
Gear Hold Relay BK/GN 1.5 4206D WH/RD 1.5 Battery Balancer
18
R14-86 BATB-4
A2
A3
Cold Start, 8 Pin B50D Front High Range Shifter Switch

10
YL/GN 1.5 PL/GN 1.5

20
F2SP1-1
B1
CS8-4
G3
MDU/CCU Power Relay B50D Mid High Range Shifter Switch

20
R6-87 RD 1.5 PK/BL 1.5 M2SP1-1

K1
B2
7
8
CCU Program Connector OR/BL 1.5 BK/WH 1.5 Start Relay

J3
CCUP-3 R7-87
B3
4
Intermittent Diode GN/BK 1.5 Hazard Switch

J1
DIODE4-IN RD/BL 1.5 SW7-2

D1
8
Stop Light Relay Can Terminator

12
R3-86 GY/BL 1.5 YL 1.0

H3
D3
3
8
Right Indicator Relay R16-86 YL/RD 1.5 SHIELD Can Terminator

D1
E2
8
Retarder Enable Relay BK/PK 1.5 B50D GN 1.0 Can Terminator

20
R22-86
E3
D3
Left Indicator Relay R15-86 BN/RD 1.5 B50D WH/OR 1.5 R2SP1-1 Rear High Range Shifter Switch
E1
20
C1
7
Auto Neutral Relay B50D CCU Program Connector

20
OR/GY 1.5 WH/BN 1.5

F3
R24-86 CCUP-2
C3
5
7
MDU/CCU Power Relay R6-87 RD 1.5 RD/BL 1.5 CCUP-1 CCU Program Connector
A3
G3
1
Control Traction Device Relay Circuit Breaker 9

J1
15
R19-86 OR/GN 1.5 RD 1.5 CB9-1

B1
8
High Range Relay B50D 0% Pedal Position Relay

20
R23-86 OR/BN 1.5 RD/GN 1.5 R5-86

B2
K1
7
Laden / Unladen Relay PL/WH 1.5 OR/BL 1.5 CCU Program Connector
15
K2
69 70 71 56 57 20 72 73 74 41 75 76 77 78 79 80 Bc 81 82
R21-86 CCUP-3
C2
Transmission ALN-15 GN/BK 1.5 BK 1.5

D2
C1
Bin Up Limit Relay

15
BL/OR 1.5
F3
R14-86
C2
Bin Float Relay

J2
BK/GN 1.5
22
R4-86
115 114 113 112 111 110 109 55 108 40 107 22 106 21 105 54 104 103 102 101 100 99
E2
BK 1.5
YL/BN 1.5
A1
E1
E1
1
CB6-1 BK 1.5
K2
Ae
X51 - 2
X5 (J3)
BK 1.5
K3
X49-1
E2
1
2
RD 1.5
E2
P
PARK BRAKE
BK 1.5
30
85
3
2
1
PARK BRAKE
K7
LATCH SWITCH
BANK)
X49-2
X6A (J1A) X6B (J1L)

PRESSURE SWITCH
(X140 RELAY
BL/YL 1.5
X3
RELAY 13
86
87
87a
BL/GY 1.5 X51 - 1
Y3
PARK BRAKE
BK/BL 1.5 Diode 1 (Gear Hold)
T1
22
DIODE1-IN
7
GY/YL 1.5 HCS-1 Hydraulic Cut Solenoid

M1
8
BN/YL 1.5
GN/BL 1.5 IDLSOL-1 Interaxle Difflock Solenoid
N1
7
YL/GN 1.5 Purging Unit Blow Off

L1
PUBO-1
X48-1
GY/GN 1.5 Proximity Switch
12
PROX-B
W3
1
2
4206D Hydraulic Level Sensor
18
BL/YL 1.5 HLS-1

S2
OR/BK 1.5 Cold Start, 8 Pin

10
CS8-8
Y2
X48-2
SOLENOID
7
WH/BL 1.5 Coolant Level Sender
BK 1.5
Y1
COL-B
PARK BRAKE
3
BN 1.5 SCS12-9 Steering Column Switch (Ind - L)

X2
7
BK/GN 1.5 SW2-1 Diff Lock Switch

X1
E1
3
W1 YL/BK 1.5 SCS12-11 Steering Column Switch (Ind -R)

3
BL/RD 1.5 Steering Column Switch (Wipers)
T2
SCS4-2
X169
7
RD/OR 1.5 X157-10 X158-10 X2 - U GY/WH 1.5 FUELS-1 Fuel Sender
S3
C
7
PL/GN 1.5 X157-9 X158-9 X2 - T GN/WH 1.5 HYDTS-1 Hydraulic Temperature Sender
R2
M3 M2
B
7
BK/YL 1.5 X157-11 X158-11 BK/WH 1.5 WBTS-1 Wet Brake Temperature Sender
N2
R1
A
X158 on
B50D Only
7
BK/YL 1.5 PSEN-2 Air Pressure Sensor
S1
P2
5
BK/YL 1.5 D2-V Sensor Ground
P1
70
Exhaust Brake Temperature
22
EBT-1
SENSOR
OR/BL 1.5
OR/GN 1.5
GN/WH 1.5 Iqan Cut Switch
T3
18
SW21b-A
24
9
Transmission
83 84 85 86 87 88 89 90 30 91 31 27 92 93 94 95 65 170 96 97
ALN-10
BIN POSITION
7
OR/WH 1.5 Air Pressure Sensor
98
PSEN-1
R3
25
R1
D2-V
5
58
R6-87
EBT-2
EBP-3
(X139
830
DIODE BANK)
68 5
RESISTOR 1
169 22
168 22
CCU CIRCUIT
B50D MK I ELECTRICAL Chapter 1
79 CCUJ1A-F3 WH/BN 1.5 X24 - 2 6 6
0
6 80 CCUJ1A-G3 RD/BL 1.5 X24 - 1 84 86 1 SW2
62 DIFF LOCK
6 82 CCUJ1A-K2 OR/BL 1.5 X24 - 3 E1 X82-5 5
Chapter 1
CCU
BK 1.5 X82-1
6 108 CCUJ3-J3 OR/BL 1.5 PROGRAM BL/GN 1.5 CCUJ1L-X1 91 6
1
2 13 FUSE5-1 RD 1.5 X24 - 4
CCUJ1L-M1
CCUJ1L-L1
E2 BK 1.5 X24 - 5

GY/YL 1.5
0
YL/GN 1.5
E4 E3
BL/GN 1.5
X151-1 X151-2 X196-1 X196-2
2 2
X192 X2 - H BK 1.5 X3 - 4 BK 1.5 1 SW18 EXTRA
1 1 DIFF LOCK
E3 BK 1.5 C_ E1 X307-5 5 4206D Only
BK 1.5
6 90 CCUJ1L-Y1 X3 - 2 WH/BL 1.5 B SIG HYDRAULIC PNEUMATIC BLOW X307-1
1
1 Bk CB12-2 RD 1.5 A + CUT SOLENOID OFF SOLENOID
LOW COOLANT
LEVEL SWITCH
GN/WH 1.5
X153A
SENDER UNIT / SOLENOID CIRCUIT
6 98 CCUJ1L-R3 OR/WH 1.5 BK/YL 1.5

E3 X194B
X153B X194A
BK 1.5 GY/WH 1.5 X3 - 27 CCUJ1L-S3 92 6
HYDRAULIC
TEMPERATURE
X45A
SENDER 40°C-120°C FUEL SENDER
Revision 0.1
ELECTRICAL
6 95 CCUJ1L-P2 BK/YL 1.5

X45B
X154A
X195-2 X195-1
AIR PRESSURE RD 2.5 CB12-2 Bl 1
SENDER 0-10bar
BL/WH 1.5
BK/YL 1.5
BK 2.5
X154B PURGING UNIT

E3
X2 - X
X2 - W
WET BRAKE
TEMPERATURE
SENDER 40°C-120°C X193-2 X193-1
RD 2.5 CB12-2 Bj 1
X2-V
X2-V
CCUJ1L-R1
CCUJ1L-R2
BK 2.5
FUEL FILTER
66 67 94 93 E3 ELEMENT
5 5 6 6
TR001261
B50D MK I
93
6
74 CCUJ1A-B3 BK/WH 1.5 76
135 MR-8 BK/WH 1.5 120 OHM 3 WAY

Chapter 1
DEUTSCH CAN
ADM12-1 BK/WH 1.5 6 TERMINATOR
134
X61 - C
X61 - B
X61 - A
133 CS8-5 BK/WH 1.5
CAN CIRCUIT
CCUJ1L-N1
51 R11-86 RD 1.5
BK/WH 2.5
87a

SHIELD
YL 1.0
GN 1.0
30 87
GN/BL 1.5
Bd CB9-1 RD 1.5
85 86 1
BK 1.5 SHIELD CCUJ1A-E2 76 6
3 IGN-2 BK/GN 1.5 E1 X42A-2 2 X42A-1 S1
GN 1.0 CCUJ1A-E3 77 6
L1
RELAY 7 IDL YL 1.0 CCUJ1A-D3 75 6
SOLENOID 1 H1
START
K2
SHIELD TCUCAN-C 116 9
(X137 RELAY S2
BANK)
RD/BL 1.5
GN 1.0 TCUCAN-B 117 9
132 AG-3 RD/BL 1.5 X2 - S L2
YL 1.0 TCUCAN-A 118 9
H2
87a SHIELD ADM21-20 119 10

30 S3
Bb CB9-1 RD 1.5 GN 1.0 ADM21-21 120 10
87 L3
85 86 YL 1.0 ADM21-19 121 10
BK 1.5 H3
E2
SHIELD X62
RELAY 1 S4
NEUTRAL 87a GN 1.0 D
L4
Revision 0.1
K1
ELECTRICAL
(X137 RELAY 30 87 YL 1.0 C

BANK) H4
86 PL 1.5 J
E2 BK 1.5
85 OR 1.5 H
GN 1.5 E
RELAY 5
SHIELD
GN 1.0
YL 1.0
X46-1 X46-2 YL/BK 1.5 F

2
BN/RD 1.5
RD/GN 1.5
RD/PK 1.5
RD/YL 1.5 BK 1.5
0% PEDAL
1 E1 POSITION RD 1.5 B
K6
(X140 RELAY
BANK) YL/BL 1.5 G
EXHAUST DIAGNOSTIC
BRAKE BK 1.5 A
ADM15-6
ALN-9
CCUJ1A-K1
ADM18-16
MM15A
MM15A-9
MM15A-10
MR-13
ADM12-2
FUSE10-1
ALN-11
FUSE5-1
ALN-12
SOLENOID
E1
131 130 81 129 128 127 126 125 124 18 123 14 122
10 9 6 10 16 16 16 10 10 2 9 2 9
TR001262
B50D MK I
94
X225 X220 (BLUE) X222 (GREY)
Engine 2 OR/YL X215 - 16 BK/BN PL/RD X7 - 14 YL/PK R24-87
30 Engine Speed - Lo SCHEMATIC LEGEND GPI 1(-) 11 20
Speed
Sensor BN X215 - 17 BN 14 Engine Speed - Hi GPI 11(+) 28 GN/BK X7 - 15 GN/BK 6
1 = High Side Driver (switch to power)
GN X215 - 23 GN 32 Output Speed - Lo Analog Ground 24 PL/BK X7 - 17
Chapter 1
YL/PK X215 - 15 WH/GY 16 Output Speed - Hi = Low Side Driver (switch to ground) GPI 7(-) 29 PL/BL X7 - 18
X226 BL
X215 - 18 BL 31 Turbine Speed - Lo GPI 8(-) 30 PL/WH X7 - 19 BK/BL 22
Output 2 BL GPI = General Purpose Input
OR
TCU CIRCUIT
Speed X215 - 19 OR 15 Turbine Speed - Hi GPO = General Purpose Output 13 X7 - 19 BK/BL R14-87 18
OR
Sensor 1 GN/PL X215 - 5 GN/PL
PSS = Primary Shift Selector PL/GN X7 - 20 4206D Only
3 F Sol Power (F-Hi) GPI 5 (-) 27
SSS = Secondary Shift Selector
WH/YL X215 - 6 WH/YL 22 F Sol Lo SCI = Serial Communication Interface GPO 5(-) 19 RD/GN X7 - 21
WH/BL X215 - 21 WH/BL

RMR = Retarder Modulation Request GY/BK X7 - 22
X224 12 C3PS Input GPO 8(-) 5
Turbine 2 PK X215 - 4 PK 9 Sensor Power Digital Ground (GPI) 31 OR/BK X7 - 4

HD/B 500
Only Speed
YL/RD X215 - 20 YL/RD 13 Trans ID GPI 10(-) 14 WH/PL X7 - 10 PL/GN R21-87 15
Sensor 1
BK X215 - 13 BK 25 Analog Ground TCU X7 - 10 GN/WH 6
BL/WH X215 - 22 BL/WH 4206D Only
{ X223
WH/GN X215 - 7 WH/GN
26
4
Oil Level Sensor Input
A Sol Lo
GPO 3(+)
GPO 2(-)
22
3
GY/RD
GY/GN
X7 - 24
X7 - 25
Turbine Speed U
MD/B 300 OR/WH X215 - 9 OR/WH 20 B Sol Lo GPO 1(-) 2 GN/PK X7 - 26
B 400 Only { V A-Hi
BN/GN X215 - 8 BN/GN
B.E Sol Power
2 GPO 4(-) 18 YL/WH X7 - 27
E
GN/RD X215 - 2 GN/RD 5 C Sol Lo Vehicle Speed 20 GN/BL X7 - 28
F Sol F
BL/GN X215 - 12 BL/GN 21 D Sol Lo Reverse Warning (-) 4 WH/BK X7 - 8 WH/RD R2-85 12
C3 PS X A-Hi
Oil Level OR/BL X215 - 1 BN/BK
A.D.J Sol Power
1 Neutral Start (+) 6 WH/BN X7 - 9 BN/RD R1-86 8
Sensor D
BN/YL X215 - 10 BN/YL 6 E Sol Lo GPI 2(-) 12 BK/GN X7 - 3 YL/PK R24-87 20
W A-Hi B50D Only
Trans Id YL/BN X215 - 11 YL/BN 17 C.G Sol Power
Ignition Sense 26 RD/WH X7 - 6 RD Fuse1-1 7 2
N
PK X215 - 3 WH/RD 7 G Sol Lo 1 GN/BN X7 - 5 GN Fuse2-1 8 2
Y Battery Power
BN/RD X215 - 14 BN/RD 27 Sump Temp Input 16
A Sol G
GN/WH X215 - 26 GN/WH 8 J Sol Lo 17 BK X7 - 2
B Sol J
X215 - 28
Battery Ground
YL YL 19 H.N Sol Power (H.N-H) 32
H
BL/RD X215 - 27 BL/RD 24 N Sol Lo Chassis Ground 25 BK E2
C Sol B
WH X215 - 24 WH 23 H Sol Lo 9
D Sol M 10
X215 - 25 OR/GN 28 Ret Temp Sensor Input
A 8
YL 18 7
E Sol K
10 15
OR/GY
BK
L 29 21
Revision 0.1
ELECTRICAL
GPI 4(+)
GPI 9(-)
Battery Ground
GPO 6(-)
PSS 1
PSS 2
PSS 4
PSS 8
PSS P
SS Display
SS Mode Input
Sensor Power
Battery Power
ISO 9141
GPO 7(-)
GPI 12(-)
GPI 6(-)
SCI Lo
SCI Hi
J 1939 Hi
J 1939 Lo
J 1939 Shield
G Sol C GY/BL 11 RMR 23
19
20
21
22
23
24
25
31
30
sump temp P 11 28 32 15 5 6 7 8 9 14 10 3 16 2 18 26 27 17 1 13 29 12
7 Speed J Sol e X221
Only { (BLACK)
N Sol f
g SHIELD
RD
GY
GY
GN
YL
BK/BL
BL/YL
BN/BL
BK/PK
PK/BK
RD/BL
YL/GN
BL/BK
BL/OR
BK/GY
BK/RD
RD/GY
BK/WH
BN/WH
YL/BK
YL/BL
X7 - 23
PL
RD
X7 - 1
X7 - 16
X219 - A
X219 - B
X219 - C
X7 - 13
X7 - 30
X7 - 31
X7 - 31
X7 - 29
X7 - 12
X7 - 11
BL X7 - 7 BL/WH
X216 - 3
X216 - 5
X216 - 6
X216 - 1
X216 - 2
X216 - 4
BK/OR
GY/YL
BK
X228
X227
X218
BK
NOTE : B A 2 1 2 1
R22-87A
Diag-F
Diag-G
SW4-6
X60 - A
X60 - B
Fuse1-1 RD
X60 - C
Volt Reg
Volt Reg YL/GY
X217
E2
ALL WIRES 1.5mm H Sol
UNLESS OTHERWISE Retarder Retarder Retarder F GHW J K U T P L A B C D E S M N R V
Solenoid Accum.
6 38
SPECIFIED. Temp 3 5 6 2 1 4
Resistor Primary Shift Selector
TCU, SHIFT & CAN WIRES 1.0mm Sensor 12 Retarder Modulation Request 12 2 3 20 8 8 8 8 8
TR001263
B50D MK I
95
8 8 8 GN 1.5 FUSE8-1 16 2
+
119 120 121 X8
(6)
6
X173-2 X173-1 X174-1 X174-2 PL 0.35 X28 - 6 21-1
2
(4)
BK 2.5 BK 2.5 4
Chapter 1
1 GN 0.35 X28 - 4 DIAG-C YL 1.0 21-19
PWM
t 3 DIAG-D GN 1.0 21-21
_
(3)
WH 0.35 X28 - 3
X1 - R
X1 - R
ADM CIRCUIT
COLD + 5 DIAG SHIELD 21-20

RD 0.35 X28 - 5
(5)
GY/WH 2.5
GY/BK 2.5
COLD START START 2 BK/YL 1.5 21-14
(2)
TEMP SENDER SOLENOID YL 0.35 X28 - 2
PWM
1 BL/GN 1.5 21-13
BK 16.0
BK 16.0
BN 0.35 X28 - 1

BL/YL 1.5 21-12
X1 - X
(1)
X1 - Y
E1P E1P PWM -
BK 1.5 21-3
ACCELERATOR E2
PEDAL RD 1.5 21-2
X10
X200 BL/RD 1.5 15-5
X29
MR-1 X3 - 14 YL/GN 1.0 15-13
7
MR-3 X3 - 13 BK 1.0
6
Fuel MR-4 X3 - 24 BL 1.0 15-14
3 BK 2.5 Temp
E2 Sender MR-2 X3 - 25 BN 1.0 15-15
2
Cool. MR-9 BK 2.5 15-6
Temp E3
8 Sender X9
MR-11
Oil 18-2
5 Temp MR-15 X3 - 5 RD 1.5
Sender 18-9
4 GN 2.5
Oil
Press E1 BK 1.5 18-11
1 Sender MR-6 GN 2.5
Air
18-16
X30 MR-8 X3 - 6 BK/WH 1.5
Temp X11
4 Sender ADM -
MR-12 BK/WH 1.5 12-1
Air MERCEDES
3
Revision 0.1
Press MR-13 X3 - 28 PL 1.5 12-2 ENGINE
ELECTRICAL
Sender
FLAME START 2 CONTROL UNIT
Oil 12-11
CONTROL Level
MODULE 1 Sender Sub.
Pump PL/BK 1.5 MM18E-1
X1 - W
Top Dead
144 16
Centre Sub.
Position OR 1.5 DIAG-H 124 8
MR - Pump
Sensor
ENGINE ECU BK/WH 1.5 R7-87 134 8
Sub.
Position Pump
Indicator RD/PK 1.5 R5-87 129 8
RD 2.5
RD 2.5
OR/BK 1.5
BK/WH 1.5
YL/GN 1.5
BL/WH 2.5
Sub.
Pump RD/YL 1.5 EBSOL-1 131 8
4 Outputs for Air
Motor Motor RD 1.5
VTG Waste Gate, 87a
Start Stop BK 1.5
Hydraulic Exhaust E2
Brake Solenoid 30
CB8-1
CB8-1
R7-87
CCUJ1L-Y2
CCUJ3-G3
87
DIAG-J
START-KL50
R7-87
MCB1-2
X175 RD 1.5 RD 1.5 FUSE6-1 15 2

85 86 RELAY 12 K16
GLOW PLUG BK 1.5 (X142 RELAY BANK)
Av Aw 109 133 89 125 2 135 Bm E2 ADM / MR
SUPPLY
1 1 6 8 6 8 1 8 1
TR001264
B50D MK I
96
4
AIRCONDITIONER CONTROL PANEL 49 RESISTOR

2 WAY
M L 24V
SW3 X84-5 A
Chapter 1
RD/OR 1.5 THERMOFUSE 1.2 3.5

AIRCON B
SWITCH 5
0 1
R11-87
FAN/BLOWER
P BINARY
1 SWITCH 87a
30
AIRCON CIRCUIT
YL/GN 1.5 X53 - B

87
X84-1 X53 - A

HEATER 85 86
VALVE POT CW
X58
YL/GN 1.5
A
X59 - 1 WH 1.5
2 WAY RELAY 1
CCW C
X59 - 2 WH/GN 1.5 1 24VDC 24V
F
2
X59 - 3 BK 1.5 DC - DC HEAT VALVE
MOTOR SPEED H
CONVERTER ACTUATOR
X59 - 4 RD 1.5 1 12VDC
SWITCH 0 (OFF)
J 2 GND 10
1 (L) X59 - 5 RD/BK 1.5
C
2 (M) K 8
X59 - 6 RD/BL 1.5
3 (H) B 7
L
X59 - 7 RD/GN 1.5
M
MODE X59 - 8 RD/GY 1.5 FEET
SWITCH 0 (OFF) N ACTUATOR
X59 - 9 RD/BN 1.5
1 (L) 10
C P
2 (M) X59 - 10 RD/YL 1.5
3 (H) R 8
B X59 - 11 BK 1.5
E1 12 WAY 6 WAY 7
S
X59 - 12 1 I1 01 1
T 2 I2 02 2
Revision 0.1
YL/BL 1.5 3 I3 03 3
ELECTRICAL
SW16 MID/DEMIST
X108-1 U 4 I4 04 4 ACTUATOR
RECIRC
RD 1.5
5 I5 05 5
SWITCH 1 6 I6 06 6 10
V
7 I7 07
W 8 I8 08 8
0 1 9 I9
5 X 10 I10 RELAY 7
X108-5
11 I11 BOARD
B
12 I12
RD/WH 1.5
REC. AIR
X203
D ACTUATOR
X3 - 12
RD 1.5
BL 1.5
E THERMO 10
t
SWITCH 470k 8
G
RESISTOR
R11-87
SW4-6
R11-87
7
AIRCON COMPRESSOR
CLUTCH SOLENOID
48 39 50
4 3 4
TR001265
B50D MK I
97
WH/RD 1.5
X170A BACK UP
(Trailer Connector
ALARM
Chapter 1
on 4206D) B
Brake/Park Light connectors on Brake/Park Light connectors on
4206D 4206D
BK 1.5
15 150 TCPS-6 BL 1.5 X170B
E4
X238-3 X325-C X325-A X238-4
BK 1.5 X157-8 X158-8
15 149 TCPS-2 BL 1.5 X166-C BL 1.5 X166-A X157-8 X158-8 B50D Only
B50D Only Brake/Park Light connectors on B50D Only
3 37 SW4-6 X2 - P BL 1.5 X158-6 X157-6 36 4206D
X235-3 X325-C LEFT
15 148 TE7-6 BL 1.5 X171-C BL 1.5 BRAKE / PARK LIGHTS

E4
15 147 TE7-2 BL 1.5
STOPLIGHT CIRCUIT
E4
Brake/Park Light connectors on
15 146 TCPS-4 BK/RD 1.5 4206D 37 X168-1 X168-2 BK 1.5 X157-8 X158-8
X238-2 X325-B B50D Only
15 145 TE7-4 BK/RD 1.5 X166-B BK/RD 1.5
Brake/Park Light connectors on RIGHT REVERSE LIGHT
X157-2 35 4206D
X235-2 X325-B
WH/RD 1.5
X171-B BK/RD 1.5
E4
X167-1 X167-2 BK 1.5 X157-8 X158-8
X158-2
B50D Only
Brake/Park Light connectors on B50D Only
BK 1.5
4206D
X325-A X235-4 LEFT REVERSE LIGHT
X171-A X157-8 X158-8
B50D Only
B50D ONLY
RIGHT X157-1 E2
BK/RD 1.5
BRAKE / PARK LIGHTS WH/RD 1.5 X330-1 X330-2 BK 1.5
E4
BN X190-A GN 1.5
+
X2 - E
87a ARTIC REVERSE LIGHT 2
BK X190-B GY/GN 1.5
30 sig E2
X2 - C
87 37
BL X190-C BK 1.5 WH/RD 1.5 X329-1 X329-2 BK 1.5
gnd E3
85 86
GY/BL 1.5
PROXIMITY ARTIC REVERSE LIGHT 1
Revision 0.1
ELECTRICAL
X3 - 17
X3 - 18
SWITCH
BK 1.5
RELAY 3 87a
STOP LIGHT 30 E2
K5 87a 87
E2 (X140 RELAY BANK) GN 1.5 WH/RD 1.5 X78 - 1 X78 - 2 BK 1.5
30 87 85 86
GY/YL 1.5 WH/RD 1.5
85 ARTIC REVERSE LIGHT

86
GY/BL 1.5
GN 1.5
RELAY 2
YL/GY 1.5
RD 1.5
RD 1.5
REVERSE
BK 1.5
K4
R9 VOLTAGE (X137 RELAY
BANK)
CB1-1
CB4-1
ALN-8
CB4-1
CCUJ1L-W3
CB1-1
CCUJ3-H3
ALN-23
ALN-16
FUSE2-1
REGULATOR
N1 E2
(X143 RELAY
BANK)
C 107 143 142 9 87 G W 139 Aa
1 6 9 9 2 6 1 1 9 1
TR001266
B50D MK I
98
E2
RD/GY 1.5 X67 - 2 GN 1.0 WH 1.0 X67 - 1 BK 1.5
Chapter 1
LEFT MIRROR
DEMISTER
BL 1.0 RD 1.5 CB7-1 Am 1

E1
BK 1.5 X39 - 1 BK 1.5
1 _

X39 - 2 RD 1.5 2 +
M
BK 1.0 L R
UP
DOWN
ELECTRIC MIRROR CIRCUIT
MIRROR SERVO 0
RD 1.5
1
M 5
X96-5 X96-1
SW 9
SUPPLY
SUPPLY
SUPPLY
MIRROR SERVO MIRROR

SUPPLY
DEMISTER L R
LEFT MIRROR SWITCH L R
SW 13
MIRROR
SWITCH
X67 - 5 GN/BL 1.5 X39 - 3 GN/BL 1.5
3 COMMON
Revision 0.1
8 LEFT HORIZONTAL
ELECTRICAL
X67 - 4 OR/GN 1.5 X39 - 8 OR/GN 1.5

BL 1.0 X68 - 4 OR/BN 1.5 X39 - 6 OR/BN 1.5 6 RIGHT HORIZONTAL
M 5 LEFT VERTICAL
BN 1.0 X67 - 3 YL/GN 1.5 X39 - 5 YL/GN 1.5
GN/YL 1.5 GN/YL 1.5 7 RIGHT VERTICAL
YL 1.0 X68 - 3 X39 - 7
X68 - 5 GN/BL 1.5
MIRROR SERVO UP
DOWN
M
RD 1.5 CB7-1 Ap 1
MIRROR SERVO E2
RD/GY 1.5 X68 - 2 GN 1.0 WH 1.0 X68 - 1 BK 1.5
RIGHT MIRROR
RIGHT MIRROR
DEMISTER
BK 1.0
TR001267
B50D MK I
99
1 8 1 1 18
4206D Only
Ad 132 An Y 151 RDWH 1.5 WLHT3-1 152 18
AUTOMATIC GREASER E4 OPTIONAL
Worklights Relay,
4206D Only
Chapter 1
0
31
PUMP X146 1 X71 - 1 RD 1.5 X203 - 1 X203 - 2 X71 - 2 BK 1.5
BK 1.5
R4-86
CB6-1
R1-87
CB7-1
CB4-1
1 2
X98-5 5
WORKLIGHT 2 E2
1
RD 1.5 X2 - R RD 1.5 31
2 1 2 J1 RD/WH 1.5 X70 - 1 RD 1.5 X202 - 1 X202 - 2 X70 - 2 BK 1.5
SWITCH 10 1 X98-1
3 L WORK WORKLIGHT 1 E2
LIGHTS

1 2 J2
4 SWITCH
5
RD 1.5 X56 - 1
2 2 2
J6 J5 J4 1 M
AUTO GREASER CIRCUIT
1 1 1
E1
3 P BK 1.5 X56 - 2
4 1 RD/BL 1.5
7 1 2 JD PNEUMATIC
5 2 OR/BL 1.5 X158-24 X157-24 X147-1
5 8 SEAT PUMP
2 3 OR/BL 1.5 X158-25 X157-25 X147-2
B50D Only
3
6 J3
6 ARTIC ARTIC
OR/GN 1.5
4
SPARE SPARE
PLUG X113 - 1 PK/BK 1.5 X2 - O PK/BK 1.5 X156 - 1 PLUG 2
AUTOMATIC GREASER 41 Not on 4206D
PRESSURE SWITCH X4 - B X156 - 3
1. Electric motor of the pump
B50D Only RD 2.5 SCU1-1 153 21
X2 - D
2. Solenoid valve
3. Minimum-level switch B50D Only RD 2.5 F2SP1-1 154 20
4. Test pushbutton
5. Control unit RD 2.5 CB8-1 Az 1
6. Pump body OR/GN 1.5
BK 2.5 X156 - 4
1 At CB7-1 RD 1.5 BK 1.5
E4
Revision 0.1
ELECTRICAL
E1
X322-A
X322-C
X322-B
GY 1.5
GY 1.5
GY 1.5
0
X102-1 1 1
X116 - 1 GN/BL 1.5 1 3 2
X115 - 1 PL/WH 1.5 X117 - 1
X102-2 5 X90-5 5
X116 - 2 GN/RD 1.5 RD 1.5 E2
SPARE X115 - 2 PL/GN 1.5 X117 - 2 X90-1
X102-3 6 SPARE ROOF OR/WH 1.5 M BK 1.5
PLUG 2 X116 - 3 GN/WH 1.5 PLUG 1 SPARE 1 X75-2 X75-1
X115 - 3 PL/RD 1.5 X117 - 3
CB4-1
X102-4 7
X116 - 4 GN/YL 1.5 AUTOMATIC GREASER
X115 - 4 PL/YL 1.5 X117 - 4 SWITCH 6 FLASHING
INDICATOR
(Optional. Standard Fitment on B50D Only) Z FLASHING BEACON
SW12 BEACON LIGHT
SPARE 1
TR001268
100
B50D MK I
1 6 18
Af 71 155
Chapter 1
X237-6 BL 1.5 X236-6 BL 1.5 LBP-C 150 12
CB6-1
X237-5 YL 1.5 X236-5 YL 1.5 INDR-2 45 4
Extra CTD Switch, 4206D Only
CCUJ1A-H1
SW19-1
TCPS - TRAILER
X237-4 BK/RD 1.5 X236-4 BK/RD 1.5 RHMP1-2 146 12
CONNECTOR
0 PIGTAIL X237-3 BN 1.5 X236-3 BN 1.5 INDL-2 47 4
RD 1.5
4206D Only
1

X237-2 BL 1.5 X236-2 BL 1.5 RBP-C 149 12
OR/BN 1.5
OR/BN 1.5
X88-5 5
X88-1 X237-1 BK 1.5 X236-1 BK 1.5 X157 - 8 BK 1.5
1 Ax CB8-1 RD 1.5 X118-1 1

E4
BK 1.5 X118-2 SW5
CTD SWITCH
E2 POWER GROUND Not on B50D
SPARE X234-6 BL 1.5 LBP-C 148 12

X234-5 YL 1.5 INDR-2 44 4
TE7 - TRAILER X234-4 BK/RD 1.5 RHMP1-2 145 12
CTD FAN, BIN RELAYS & SWITCHES
EXTENSION
4206D Only X234-3 BN 1.5 INDL-2 46 4
X379-2 X379-1 X40-2 X40-1 CCU OUTPUT X44A-2 X44A-1
1 1 1
BK 1.5 BK 1.5 BK 1.5 X234-2 BL 1.5 RBP-C 147 12
2 2 SPARE 2
X234-1 BK 1.5 X157 - 8 BK 1.5
E4 E1 E1
X54 - 5
X54 - 5
X54 - 1
X54 - 2
X54 - 3
X54 - 4
X54 - 6
BIN PRESSURE BIN UP CTD E4
X2 - Q
REDUCTION LIMIT SOLENOID
Not on B50D
SOLENOID SOLENOID
Not on 4206D B50D Only
OR/BN 1.5
BK 1.5
Revision 0.1
ELECTRICAL
87a 87a 87a 87a
OR/YL 1.5
PK/BL 1.5
30 30 30 30
87 87 87 87
B5D Only
E1
85 86 85 86 85 86 86
85
BK 1.5
BK 1.5
BK 1.5
BK 1.5
RELAY 22 RELAY 14 RELAY 19 RELAY 21
RD 1.5
GN/PL 1.5
RD 1.5
BL/OR 1.5
RD 1.5
WH/OR 1.5
OR/GY 1.5
YL/BL 1.5
WH/GN 1.5
RD 1.5
OR/GN 1.5
PL/WH 1.5
PL/GN 1.5
RELAY 19 (B50D) BIN UP CTD LADEN /

BIN PRESSURE LIMIT K18 UNLADEN
E2 E2 E2 (X143 RELAY BANK) E2
K8 K19
REDUCTION Not on B50D (X143 RELAY BANK)
(X140 RELAY BANK)
K20
(X144 RELAY BANK) Not on 4206D Not on 4206D
Not on 4206D
CB9-1
CCUJ3-A2
CB7-1
CCUJ3-F3
CB8-1
CCUJ3-E1
CCUJ3-F1
CCUJ3-G1
CCUJ3-H1
CB6-1
CCUJ3-B1
CCUJ3-C2
ALN-10
Bf 111 Au 100 Ay 115 114 113 112 Ac 104 102 138

1 6 1 6 6 6 6 6 6 1 6 6 9
TR001269
101
B50D MK I
5 5 5
61 60 59
Chapter 1
MEMORY MODULE
MDUJ1
MDUJ1-A
MDUJ1-B
(MM21C) (MM18E) (MM21B) (MM21D) (MM15A)
1 16 19 5 15 18 6 9 2 3 12 7 8 3 2 1 8 7 4 2 1 10 9
X15
X13
X14
X16
X12
MEMORY MODULE

SHIELD
YL 1.0
GN 1.0
2 19 BATB-4 WH/RD 1.5 GN 1.0 DIAG-D 127 8
L5
21
BK 1.5
BK 1.5
GN 1.5 YL 1.0 DIAG-C 126 8
PL/BK 1.5
RD/BL 1.5
YL/RD 1.5
RD/YL 1.5
YL/RD 1.5
BL/OR 1.5
OR/BL 1.5
RD/OR 1.5
PL/WH 1.5
BL/WH 1.5
GN/RD 1.5
OR/GN 1.5
GN/OR 1.5
(F24 - X139
H5
DIODE BANK) FUSE14 10A SHIELD
RD 1.5
DIAG 128 8
BK 1.5
S5
1 P CB2-1 GN 1.5 E1
(F23 - X139
X22 - 1
X22 - 4
X22 - 5
X22 - 3
X22 - 2
DIODE BANK) FUSE13 5A E1
1 U CB3-1 RD 1.5 X23 - 2
MEMORY
27
MEMORY X23 - 1 MODULE
MODULE E1
4206D Only DATA
BK 1.5
17 157 TPM-3 RD 1.5 X2 - N PROGRAM BK 1.5 X23 - 4
17 156 FDC-8 RD 1.5 X4 - H E1 PL/BK 1.5 ADM12-11 144 10
BK 1.5
E1
RD 1.5 R6-87 53 5
Revision 0.1
ELECTRICAL
SAT MM MM SAT
X19 - 2
X19 - 4
X19 - 3
X19 - 1
BK 1.5 X18 - 4 X17 - 4

E1
GN 1.5
OR/BN 1.5
RD/YL 1.5 X18 - 2 X17 - 2
YL/RD 1.5 X18 - 1 X17 - 1 2 4 3 1
BK 1.5 BK 1.5
E2 E1
DRIVER ID
GN 1.5
X20 X21
5 10 14 4 9 3 1 2 6 5 3 4
CB1-1
G
SATC - MT2000 WAKE-UP MODULE
1
TR001270
102
B50D MK I
X2 - 3 BL 1.5 X1 - 3 X162-3
X161
38
X2 - 2 BL 1.5 X1 - 2 X163-2 BL 1.5 1
X2 - 3 X2 - 1 YL/GN 1.5 X1 - 1 X163-1 YL/GN 1.5 11
Chapter 1
+ _ PL/GN 1.5 X1 - 1 X162-1 PL/GN 1.5 12

GY 1.5 X1 - 3 X163-3 GY 1.5 2
39
GY 1.5 X1 - 2 X162-2 BK 1.5 X157-16 BK 1.5 3
sig sig RD E4
X1 - 4 X162-4 BK 1.5 X229-3 X4 - N X157-23 WH/GY 1.5 7
E4 YL

X1 - 4 X163-4 BK 1.5 X229-2 X4 - M X157-22 WH/GN 1.5 6
_ E4 GN ON BOARD
+
STRAIN GAUGE HARNESS X229-1 X4 - L X157-21 WH/BL 1.5 5 WEIGHING
LEFT STRAIN RIGHT STRAIN NOT ON 4206D
X229-4 BK 1.5 9
GAUGE GAUGE
X2 - 2 ON BOARD WEIGHING WARNING
LIGHTS. NOT FITTED BY BELL.
E2 8
X2 - 1
10
4206D Only 4206D Only
16 157 FUSE13-1 RD 1.5 X157-12 RD 1.5 RD 1.5 4
32 32 B50D Only
16 156 FUSE13-1 RD 1.5 RD 1.5 X158-12 X157-12 RD 1.5 40
S7 S10 S9
SHIELD X158-15 X157-15 SHIELD X160-C
H7 H10 H9
5 63 MDUJ1-A YL 1.0 X4 - A YL 1.0 X158-13 X157-13 YL 1.0 X160-A
L7 L10 L9
5 62 MDUJ1-B GN 1.0 X4 - C GN 1.0 X158-14 X157-14 GN 1.0 X160-B
B50D Only 120 OHM 3 WAY
21 163 SCU2-4 GN 1.5
DEUTSCH CAN
B50D Only FDC Sol - BIN FDC Sol - BIN S8 TERMINATOR
RD 1.5
21 162 SCU2-5 YL 1.5 RD 1.5

(BIN) X324-1 (BIN) X324-2 H8
B50D Only FDC Sol - FDC 2 B50D Only
21 161 SCU2 SHIELD BK 1.5 FAN CUT RD 1.5 M2SP1-2 158 20
(FDC) X325-1 1 (FDC) 40
X325-2 SOLENOID, L8 B50D Only
RD 1.5 R2SP1-2 159 20
4206D Only
OBW, FDC, TYRE PRESSURE MONITOR CIRCUIT
X145 E4 FDC / BIN
Revision 0.1
12 BK/GN 1.5 BUS-2 160 22
ELECTRICAL
NOT FITTED
11 X323-1 X323-2
2 (Connector X2 on 4206D)
X159
BK 1.5 LOW SPEED
8 1 X79 - 1 OR/GY 1.5 X2 - U RD 1.5 3
SOLENOID
4 BL/GY 1.5 E4 X79 - 2 OR/YL 1.5 X2 - T 1
3 PL/GN 1.5 X79 - 3 OR/RD 1.5 X2 - Q 2
X148-1 X148-2
E4
2
1 BK/GN 1.5 BK 1.5 HIGH SPEED X79 - 4 OR/BL 1.5 X2 - O X157-16 X158-16 BK 1.5 4
1
FAN DRIVE SOLENOID OR/GY 1.5 X157-20 X158-20 OR/GY 1.5
7 BK 1.5 X79 - 1 X4 - X 8
CONTROLLER E4 E4
NOT ON 4206D 6 RD/BL 1.5 X4 - J X26 - 2 X79 - 2 OR/YL 1.5 X4 - W X157-19 X158-19 OR/YL 1.5 7 TYRE
PRESSURE
5 WH/BN 1.5 X4 - K X26 - 1 X79 - 3 OR/RD 1.5 X4 - V X157-18 X158-18 OR/RD 1.5 6 MONITOR
2 BK 1.5 X26 - 4 X79 - 4 OR/BL 1.5 X4 - U X157-17 X158-17 OR/BL 1.5 5
E2 (Connector X2 on 4206D) B50D Only
FAN DRIVE TYRE
CONTROL PRESSURE
4 43 SW1-1 GN 1.5 X4 - D PROGRAM MONITOR
TR001271
103
B50D MK I
19 164 IQAN-2 RD 2.5 RD 1.5
2
YL/GY 1.5 X301-4 2
1 2
Thermal
0
Protection
Chapter 1
1
1
0 GN 1.5 M
4
5 X310-5 1
RD 1.5 2
15 155 SW5-1 OR/BN 1.5 5 X312-2 REAR
X310-1 1 66
WINDSCREEN
X312-5 68 Park WIPER MOTOR
SWITCH 19 PK 1.5 X301-1 BL 1.5
M X312-7 1

EXTRA CTD E1 X217-2 X217-1 7 Earth
4
SWITCH BK 1.5 X303-B X303-A PL 1.5 BK 2.5
E1 X302
X312-4
RD 2.5
Ignition
Fan Control Relay 21 165 R25-30 RD 2.5
B50D Only 3
CB10 15A 32 SWITCH 20
4206D SPECIFIC CIRCUITS
WINDSCREEN
Circuit Breaker 9 1 CB9-2 RD 6.0
REAR WIPER
Bg X317 X318
WASHER PUMP 2 2
SWITCH
2
Thermal
67
Protection
RD 1.5 RD 2.5 RD 2.5 X301-3 BK 1.5
X373-4 GN 1.5 M
4
0 1
TWIST TO RD 1.5
RELEASE
1 REAR
X314-2
WINDSCREEN
1
Park WIPER MOTOR
0 X373-1 BL 1.5
1 DOGA
2 X314-1 1 Earth
X309-1 3 BK 2.5 NOT FITTED
E1 X302
6 96 CCUJ1L-T3 GN/WH 1.5 X305-5 5
GN/WH 1.5 E1 X373-3
Ignition
4 X309-2 3
BK 1.5
1 X305-1
SWITCH 21a&b 87a
Revision 0.1
30 31
X233-1
ELECTRICAL
X233-2 87
SCRAPE / IQAN SWITCH 17 BK 1.5 RD/WH 1.5 X316-1 X316-2 BK 1.5
CUT SWITCH E2
RD 1.5
SCRAPE
SWITCH 85 86 WORKLIGHT 4
F25 FUSE15 10A E3 BK 1.5
19 166 IQAN-1 RD 1.5 RD/WH 1.5 X315-1 X315-2 BK 1.5
BL/YL 1.5
X139(DIODE BANK)
E2
HYDRAULIC LEVEL E1 WORKLIGHT 3
SWITCH RELAY 4
4206D Only WORKLIGHTS
4206D Only
X3 - 23
RD 2.5
RD/WH 1.5
K13
RD/WH 1.5
87a
30 (X142 RELAY
87 BANK)
BK 1.5 BK/BL 1.5 ALN-19
E1
85 86
BK 1.5 BK/GN 1.5 CCUJ3-A2
CCUJ1L-S2
CB4-1
WLHT2-1
SW10-1
E1
K8
(X140 RELAY
RELAY 14 110 137 88 V 151 152
BANK) GEAR HOLD
6 9 6 1 14 14
TR001272
104
B50D MK I
105 Revision 0.1 Bell Training Center
TR001273
PL/RD 1.5
4
HYD VALVE 1
WH/BN 1.5
X328-2
X328-1
1
2
X327-1 YL X326-1
X346-4
X346-5
X346-6
X327-19 WH/GY X326-19

X346-3
X346-2
X346-1
15
HYD VALVE 2
2
BL/YL X346-7
X329-2
LEVER
X329-1
1
2
X327-2 BN X326-2 CONTROL 1

PL/RD
PL/RD
PL/RD
X348-3
22
X348-2
WH/BN
WH/BN
WH/BN
X348-4
HYD VALVE 3
X330-2
X330-1
1
3
X327-3 RD/GN X326-3 YL/BL X346-8 LEVER

36 23
CONTROL 2
X349-3
X349-2
9
X327-20 WH/RD X326-20

HYD VALVE 4
X349-4
X331-2
X331-1
1
2
X327-4 GN/RD X326-4

4
OR/BL X346-9 LEVER

CONTROL 3
X350-3
X350-2
HYD VALVE 5
X332-2
X332-1
1
2
X327-5 GY X326-5 X350-4

5
BL/OR X346-10 LEVER

X327-21 WH/BL X326-21 CONTROL 4
X351-3
HYD VALVE 6 X351-2
X333-1
X333-2
1
2
X327-6 OR X326-6
X351-4
BL/GY X346-11
16
LEVER
HYD VALVE 7
CONTROL 5
X352-3
X334-2
X334-1
X352-2
1
2
X327-7 PK X326-7
X352-4
X327-22 WH/GN X326-22
GY/BL X346-12
17
HYD VALVE 8 LEVER

X335-2
37 24 10 38 25 11 39 26 12 40 27 13 41
CONTROL 6
X335-1
1
2
X327-8 PL X326-8 X353-3

X353-2
X353-4
HYD VALVE 9
X336-2
X336-1
1
2
X327-9 YL/BK X326-9
X327-23 GY/WH X326-23
HYD VALVE 10
X337-2
X337-1
1
2
X327-10 BN/YL X326-10
(X347)
XP CAN 1 XP CAN 2
HYD VALVE 11
X338-2
X338-1
1
2
6
2
X327-11 RD/BL X326-11

X327-24 RD/WH X326-24
5
1
2
6
HYD VALVE 12
EXPANSION MODULE
X339-2
X339-1
1
2
X327-12 BL/RD X326-12
X345
120 OHM
HYD VALVE 13
X340-2
X340-1
1
2
TERMINATOR
X327-13 GY/BK X326-13

BK 1.5
42
29
28
14
X327-25 BL/WH X326-25

HYD VALVE 14
1
X341-2
X341-1
1
2
X327-14 OR/BK X326-14
4
3
BK 1.5
2
HYD VALVE 15
X342-2
X342-1
1
2
X327-15 PK/BK X326-15
1
X304-4
MASTER
X327-26 GN/WH X326-26

HYD VALVE 16
E1
X343-2
X343-1
1
6
2
X327-16 PL/WH X326-16
DISPLAY MODULE
LASER
2
RD 2.5 X327-17 RD 2.5
18
CB10-1 RD 2.5 X304-2 X326-17 X355-1
136
X327-18 BK 2.5 X355-2
X344
SPARE
BK/WH BK/WH
NOTE :
X326-28 X327-28 X354-1
SPECIFIED.
X326-29 GN/BK X327-29 GN/BK X354-2
ALL WIRES 1.5MM

X326-30 BK/GN X327-30 BK/GN X354-3
UNLESS OTHERWISE
X326-31 WH X327-31 WH X354-4
4206D EXPANSION MODULE
B50D MK I ELECTRICAL Chapter 1
X349-1 1 2 X352-1 1 2
5 64 IDLPS-1 GN/GY 1.5 X4 - S X158-31 GN/GY 1.5 X157-31 X157-16 BK 1.5 X158-16
X349-2 X352-2
E4
DISENGAGED DISENGAGED
ENGAGED ENGAGED
Chapter 1
FRONT INTERAXLE DIFFLOCK REAR INTERAXLE DIFFLOCK

X343-2 RD 1.5 ASP2-3 154 14
6 70 CCUJ1A-J3 PL/WH 1.5
X343C-2 2 1
X343-1 X4 - R PL/GN 1.5 CCUJ1A-B1 72 6
X343C-1
P
X242-1 1 2

1 CB6-1 RD 1.5 H N L
Ah
FRONT HIGH RANGE SHIFTER SWITCH
3 X242-3
X353-2 RD 1.5 RHMP-12 158 17

B50D SPECIFIC CIRCUITS
HIGH RANGE
PRESSURE SWITCH
X353C-2 2 1
X353-1 X158-29 X157-29 X4 - P PK/BL 1.5 CCUJ1A-B2 73 6
X353C-1
6 CCUJ1A-J2 GN/RD 1.5 H N L

69
MID HIGH RANGE SHIFTER SWITCH
0
RD 1.5 RHMP-12 159 17
1
X106-5 5 X354A-2 2 1
1 Aj CB6-1 RD 1.5 X106-1 X158-30 X157-30 X4 - T WH/OR 1.5 CCUJ1A-E1 78 6
X354A-1
1
H N L
SW15
REAR HIGH RANGE SHIFTER SWITCH
HIGH RANGE
DASH SWITCH
Revision 0.1
ELECTRICAL
BK 1.5 87a BK 1.5 87a

E1 BK/OR 1.5 E1 29
87 87
87a YL/PK 1.5
30 30
30 X241-1 X241-2
87 2 86 86
5 52 R6-87 RD 1.5 GN/PL 1.5 1 BK 1.5 BK/PK 1.5 OR/GY 1.5
E1 85 85
86
BK 1.5
E2
85 HIGH RANGE K20 K22
(X144 RELAY
RELAY 22 (X144 RELAY
RELAY 24
CCUJ3-D3
ALN-31
CCUJ3-C3
ALN-3
ALN-14
SOLENOID BANK) RETARDER BANK) AUTO

K21 ENABLE NEUTRAL
(X144 RELAY
RELAY 23
BANK) HIGH RANGE 106 141 105 140 136
6 103 CCUJ3-B2 OR/BN 1.5 6 9 6 9 9
TR001274
106
B50D MK I
RD 1.5
87a
Chapter 1
87 56 X337-1 M
18 165 CB10-1 RD 2.5 BN/BK 2.5 X3 - 30 X335-A BN/BK 2.5
30 X337-2
86 BK 2.5 X335-B
E3
85
BK 2.5
K23
COOLER FAN 1
RELAY 25 (X144 RELAY E3
FAN CONTROL BANK) t

BN/BK 2.5
X336-1
PL/YL 1.5 X3 - 30 X335-C BK 1.5
1 2 X336-2 E3 X338-1 M
FAN TEMP X338-2

BK 2.5
SWITCH E3
HEIGHT SENSOR HEIGHT SENSOR ARTIC COOLER FAN 2

LEFT RIGHT SENSOR
PWM PWM PWM PWM
X° X° X339-1 X339-2 X340-1 X340-2 X341-1 X341-2 X342-1 X342-2 X351-1 X351-2 X344-1 X344-2
+ - SIG + - SIG A C 1 2 BK 1.5 1 2 BK 1.5 1 2 BK 1.5 1 2 BK 1.5 1 2 BK 1.5 1 2 BK 1.5
B
5 1 4 5 1 4
SUSPENSION CONTROL UNIT CIRCUIT
X350 X345 X348 E4 E4 E4 E4 E4 E4

PWM VALVE PWM VALVE PWM VALVE PWM VALVE GAS VALVE GAS VALVE
RIGHT 1 RIGHT 2 LEFT 3 LEFT 4 LEFT RIGHT
43
42
Revision 0.1
ELECTRICAL
X331-1 X4 - E
X331-2 X4 - F
X331-3 X4 - G
X331-4 BK 1.5
E2
RD 2.5 BK 1.5 SUSPENSION
PL/BL 1.5
RD/OR 1.5
BK/YL 1.5
PL/YL 1.5
PL/RD 1.5
RD/YL 1.5
RD/BL 1.5
WH/BN 1.5
GY/OR 1.5
WH/OR 1.5
PK/GY 1.5
RD/BN 1.5
YL/PK 1.5
YL/WH 1.5
E4
CONTROL UNIT
PROGRAM
SHIELD
X346 X347
1 7 3 12 8 9 2 3 1 2 7 8 9 10 11 12 4 5
ASP2-3
FDC
FDC-11 YL 1.0
FDC-12 GN 1.0
SUSPENSION CONTROL UNIT

153 161 162 163
14 17 17 17
TR001275
107
B50D MK I
6 99 CCUJ3-J2 BK/GN 1.5
87a P
Chapter 1
30 87 1 X152-1 X47-1 1 2 X47-2

1 Ba CB9-1 RD 1.5 GN/YL 1.5 X2 - G X2 - N YL/GN 1.5 BK 1.5
X152-2 2 E1
85 86 3
TANK VALVE BIN UP

RELAY 4 SOLENOID PRESSURE SWITCH
BIN FLOAT (Not on 4206D) (Not on 4206D)

(Not on 4206D)
X2 - L
K13
(X142 RELAY RD 1.5 X380-5 X3-16 171 3
BANK)
X164-3 3 4 X164-4 P
X157-7 GN/BK 1.5 X158-7
1 2
X164-1 2
X157-3 BK/GN 1.5 X158-3 X2 - F
1 2 X164-2 33 15 X52-1 1 X525-2 3
OR/BL 1.5 X380-3 X3-21 CCUJ1L-S1 168 6
BIN AND GEAR HOLD CIRCUITS
BIN UP
BK 1.5
SWITCH BIN DOWN EXHAUST BRAKE
LATCH PRESSURE SWITCH
SOLENOID BK/YL 1.5 X380-1 X3-19 CCUJ1L-P1 170 6
X157-8
DIODE1 3A
V1
(X139 DIODE X380-2 X3-20 CCUJ1L-N2
OR/GN 1.5 169 6
BANK)
X380-6 BK 1.5
E3
X157-8
X380-4 X3-22 OR/RD 1.5 X114-1
E4
ENGINE
Revision 0.1
ELECTRICAL
SPARE
17 160 FCS-2 BK/GN 1.5 EXHAUST BRAKE
0 TEMPERATURE
1 Ag CB6-1 RD 1.5 SENDER
1
X104-5 5 E1
9 167 ALN-19 BK/BL 1.5
24 BK 1.5
6 83 CCUJ1L-T1 BK/BL 1.5 1 X104-1
0
1
5 E1
X319-5 BK 1.5
1 X319-1
TR001276
108
B50D MK I
DIAGNOSTIC FAULT CODE READING
If a fault occurs on one of the vechile systems the Respective fault code will appear on the
MDU in Menu C “DIAGNOSTICS”
The fault code will be displayed according to the specific system:
• ECU
• CCU
• TCU
A suspect parameter number (SPN) and failure mode indicator (FMI) will also be displayed on
display window (1) next to the system fault code. In display window (2) the third line will show
the amount of times the fault has occured, and in line four, how long ago it occured.
The menu’s have also been divided into ACTUAL FAULT CODES which are fault codes on
the vehicle and are currently active, and the next menu will show fault codes that have been
stored. The MDU can store up to twenty fault codes in its memory and and can be cleared.
Below is a illustration of the MDU with a active fault code.
ECU FAULT
LOW OIL PRESSURE 100 (SPN) 1(FMI)
PARK
BRAKE
BRAKE BRAKE
PRESSURE
TEMP HYDRAULIC
TEMP
BIN INTER-AXLE DIFF

UP DIFF LOCK LOCK
MENU
40
30 km/h 50
20 20
mph
30 60
BACK
10 40
10 70
0 50
NEXT
0 80
5
TRANS OIL
TEMP
FUEL
0 SELECT
TR001482

DIAGNOSTICS CODES
The diagnostic fault codes have been divided into different sections:
Section 1 : Bell Vechile Fault codes
Section 2 : ADM Fault Codes
Section 3 : MR Fault Codes
Section 4: TCU Fault Codes
Note: That when the ADM and PLD fault codes appear, they will be displayed as an ECU FAULT on the
MDU.
The MDU will hold the last twenty codes in its memory with the option to delete these
codes when necessary. (Refer to MDU in the electrical section on how to delete error
codes.)
SECTION1 : BELL FAULT CODES (CCU)
VEHICLE FAULT CODES SPN FMI LIGHT

Bin Position above Normal 1702 3 NO
Bin Position below Normal 1702 4 NO
System Air Pressure Above 1703 3 NO
Normal
System Air Pressure Below 1703 4 NO
Normal
Hydraulic Temperature Above 1704 3 NO
Normal
Hydraulic Temperature Below 1704 4 NO
Normal
Wet Brake Temperature Above 1705 3 NO
Normal
Wet Brake Temperature Below 1705 4 NO
Normal
Fuel Level Above Normal 96 3 NO
Fuel Level Below Normal 96 4 NO
Exhaust brake system failure 1800 14 NO
Vin Number Mismatch 237 31 YES
Vin Number Mismatch 2000 2 YES

SECTION 2 : ENGINE FAULT CODES (ADM)
ENGINE FAULT CODES SPN FMI D/C ADM

ADM CODE PIN No.
Constant throttle (EVB) 45 3 10003 15/10
Open circuit
Constant throttle (EVB) 45 4 10004 15/10
Short circuit
Tachograph signal 84 3 10103 15/03
Open circuit
Short circuit
Not recognised
Analog accelerator pedal 91 0 10200 21/11
Not adjusted
Incorrect resistance value
Resistance too high or short to
Positive
Resistance too low or short to
Ground
Oil level too high 98 0 10400 PLD/MR
Oil level too low 98 1 10401 PLD/MR
Oil level too low 98 14 10414 PLD/MR
Dangerous
Low oil pressure 100 1 10501 PLD/MR
Very low oil pressure 100 14 10514 PLD/MR
Air cleaner blockage 107 0 10800 15/08
Air cleaner sensor 107 3 10803 15/08
Open circuit
Air cleaner sensor 107 4 10804 15/08
Short circuit

SECTION 2 : ENGINE FAULT CODES (ECU/ADM)

ADM CODE PIN No.
Engine coolant temperature 110 0 10900 PLD/MR
too high
Engine coolant temperature 110 14 10914 PLD/MR
Very high dangerous
Coolant level low 111 1 11001 15/07
Coolant level sensor 111 3 11003 15/07
Open circuit
Coolant level sensor 111 4 11004 15/07
Short circuit
Ignition volts to high 158 0 11100 21/02
Ignition volts to low 158 1 11101 21/02
Idle adjustment at analog 558 5 11705 21/12
Accelerator pedel &
Open circuit both contacts 21/13
Idle adjustment at analog 558 12 11712 21/12
Accelerator pedel &
Short circuit both contacts 21/13
Cruise control + and - Failure 599 12 11812 18/04
&
18/05
Cruise control + and - Failure 601 12 11912 18/04
&
18/05
Analog accelerator pedal input 620 3 12103 21/09
Voltage too high (Above 5,2 V)
Analog accelerator pedal input 620 4 12104 21/09
Voltage too low (Below 4,8 V)
CAN error no connection between 625 2 12202 15/13
ADM and MR 15/14
15/15
CAN error single wire connection 625 14 12214 15/13
Between ADM and MR 15/14
15/15
ADM2 Internal Failure 629 12 12312 -
Loss of CAN DATA, 639 2 14902 21/19
J1939 only 21/20
21/21


ADM CODE PIN No.
Control relay 1 677 3 13305 15/12
Open circuit
Control relay 1 677 6 13306 15/12
Short circuit
Control relay 2 730 0 13900 15/09
Heat exchanger no increase
In charge air temperature
Control relay 2 730 1 13901 15/09
Heat exchanger
Contacts sticking
Control relay 2 730 2 13902 15/09
Heat exchanger
Contacts not making
Control relay 2 730 3 13903 15/09
Heat exchanger voltage
Too high or short to positive
Control relay 2 730 4 13904 15/09
Heat exchanger voltage
Too low or short circuit
Remote accelerator control 974 2 14202 18/17
Supply voltage above 5,2v
Or below 4,8v
Voltage too high or
Short to battery voltage
Voltage too low or
Short to ground


ADM CODE PIN No.
Control relay 4 1004 3 14403 18/01
Open circuit
Control relay 4 1004 4 14404 18/01
Short circuit
Pulse width modulation accelerator 1005 3 14503 15/05
Pedal supply voltage
Open circuit
Pedal supply voltage
Short to ground
Exhaust brake 1006 3 14603 15/06
Open circuit
Exhaust brake 1006 4 14604 15/06
Short to ground
Pedal
No input voltage
Pedal 21/13
Both PWM signals missing 21/14
15/05


ADM CODE PIN No.
Pedal 21/14
PWM signal 2 missing 15/05
Pedal 21/14
PWM signal 1 missing 15/05
Pulse width modulation accelerator 1015 5 15005
Pedal
Not been set or programmed
Pedal
Idle not set or programmed
Pedal
High idle not been set or
Programmed

SECTION 3 : ENGINE FAULT CODES (PLD)
Engine Fault Codes SPN FMI D/C PLD

MR/PLD CODE PIN No.
Fuel Pressure Sender 94 2 11717

Value Not Recognised
Voltage to High or Short to Positive
Voltage to Low or Short to Ground
Engine Oil Level Sender 98 2 02517 N3/33
Value Not Recognised N3/49
Out Of Range High N3/49
Out Of Range Low N3/49
Open Circuit N3/49
Engine Oil Pressure Sender 100 2 11617 N3/06
N3/32
N3/32
N3/32
Charge air boost pressure 102 0 N3/07
above normal N3/23
N3/29
N3/48
Charge air boost path 102 1 11818 N3/07
circuit N3/23
N3/29
N3/48
Charge Air Pressure Sender 102 2 11417 N3/07
N3/29
N3/48
N3/29
N3/48


MR/PLD CODE PIN No.

N3/29
N3/48
Charge Air Temperature Sender 105 3 11215 N3/07
N3/29
N3/48
Charge Air Temperature Sender 105 4 11216 N3/07
N3/29
N3/48
Coolant Temperature Sender 110 3 11515 N3/03
Coolant Temperature Sender 110 4 11516 N3/03
Ignition Supply not constant between 158 2 12219 MR/05
ADM and MR MR/06
MR/15
Input Voltage to High 168 3 07542 MR/05
MR/06
MR/15
Input Voltage to Low 168 4 07543 MR/05
MR/06
MR/15
Fuel Temperature Sender 174 3 11115 -
Out of Range High
Fuel Temperature Sender 174 4 11116 -
Out of Range Low
Engine Oil Temperature Sender 175 3 01015 N3/15
Out of Range High N3/39
Engine Oil Temperature Sender 175 4 01016 N3/15
Out of Range Low N3/39
Engine Rpm 190 0 10530 N3/01
Out of Range High N3/20
PLD internal fault 609 2 Internal
PLD


MR/PLD CODE PIN No.
Atmospheric Pressure Sender 609 12 01315 Internal

MR Failure PLD
Out of Range High
Atmospheric Pressure Sender 609 12 01316 Internal
MR Failure PLD
Out of Range Low
Internal Failure 609 12 04024 Internal
Emergency Run Regulator Faulty on PLD
MR
On High Side - Transistor of Bank 1 PLD
High Resistance Value
On High Side - Transistor of Bank 2 PLD
On High Side - Transistor of PLD
Proportional valve 5
Starter End Level PLD
High Resistance
Low Resistance
Proportional Valve High Side PLD
Transistor
CAN Data Range defect PLD
High Resistance
Water Level Starter Failure PLD
Cylinder Postion Not Recognised PLD
Identification Failure PLD


MR/PLD CODE PIN No.

Cylinder Postion Not Recognised PLD
Parameter Failure PLD
Incorrect Hardware Profile PLD
EEPROM Checksum Failure 1 PLD
CAN 625 2 10104 Internal
No Connection PLD
CAN 625 2 10102
Data Not Recognised
CAN_H Signal Open or Short Circuit 625 14 10100
Between MR and ADM
CAN_L Signal Open or Short Circuit 625 14 10101
Between MR and ADM
CAN 625 14 10149
Parameter Failure
Crankshaft Sender 636 1 10310
Gap too small
Open Circuit
Short to Ground
Value Not Recognised
Timeout (No Signal)
Sensor Faulty or Polarized
Unit Pump Cylinder 1 651 5 15027
Control Fault


MR/PLD CODE PIN No.

Short Circuit
Impact Recognition
Automatic Running Delimitation
Single Cylinder Alignment
Delimitation
Control Fault
Short Circuit
Impact Recognition
Delimitation
Control Fault
Short Circuit
Impact Recognition
Delimitation
Control Fault
Short Circuit
Impact Recognition


MR/PLD CODE PIN No.

Delimitation
Control Fault
Short Circuit
Impact Recognition
Delimitation
Unit pump cylinder 6 656 5 15527
Control fault
Short circuit
Impact recognition
Automatic running delimitation
Single cylinder alignment
Delimitation
Control fault
Short circuit
Impact recognition


MR/PLD CODE PIN No.

Delimitation
Control fault
Short circuit
Impact recognition
Delimitation
Stater relay 677 3 18005
Externally engaged
Stater relay 677 5 18009
Open circuit
Starter Relay 677 6 18008
Short to Ground
Starter not engaging
Sticking
PWM Driver 1: 697 3 17007
Proportional Valve 1:
Exhaust Brake control:
Short to Positive
PWM Driver 1: 697 5 17009
Open Circuit
PWM Driver 1: 697 6 17006
High Side Line Short to Ground


MR/PLD CODE PIN No.
PWM Driver 2: 698 3 17307

Constant Throttle Vlave
High Side Line Short to Positive
PWM Driver 2: 698 5 17309
Low Side Line Short to Ground or
Open Circuit
PWM Driver 2: 698 6 17306
PWM Driver 3: 699 3 17107
Control Blower 1:
Short to Positive
PWM Driver 3: 699 5 17109
Proportional valve 3:
Control blower 1:
Open circuit
PWM Driver 3: 699 6 17106
Control Blower 1:
PWM Driver 4: 700 3 17207
Control Blower 2:
Short to Positive
PWM Driver 4: 700 5 17209
Control Blower 2:
Open Circuit
PWM Driver 4: 700 6 17206
Control Blower 2:

SECTION 3: ENGINE FAULT CODES (PLD)

MR/PLD CODE PIN No.
Camshaft Sender 723 3 10409

Open Circuit
Short to Ground
Timeout ( No Signal)
Sensor Faulty or Polarized
Blower Speed 986 8 17112
Timeout ( No Signal)

SECTION 4: TRANSMISSION FAULT CODES (TCU)
Transmission fault codes SPN FMI LIGHT

TCU
General transmission fault 2003 31 YES
Retarder oil temperature over heating 177 15 YES
Transmission oil temperature over heating 120 15 YES

CONNECTORS X1A & X1B
U
R S X1A
X1
V Z
W Y 9 WAY, HD DEUTSCH CONNECTOR, RECEPTACLE & PINS -
X FIREWALL, POWER, CAB (INTERIOR).
(Connector as viewed from the back).
PAGE WIRE COLOUR FUNCTION TEST LIGHT

PIN /SOCKET
? GN 1.5 ?
X1-?
WIRE WIRE
R 0 BLACK 16.0 Earth

S 1 RED 10.0 Ignition Supply
T 1 WHITE 2.5 Battery Supply 12V Battery Balancer
U 1 GREEN 10.0 Battery Supply 24V
V 1 RED/BLACK 2.5 Isolation Solenoid to Ignition Switch SWITCHED
W 10 BLUE/WHITE 2.5 Module Output to Glow Plug MOD DEPENDENT
X 10 GREY/BLACK 2.5 Cold Start Fuel Solenoid SWITCHED
Y 10 GREY/WHITE 2.5 Cold Start Temperature Sender (,15°C) NO TEST LIGHT NO TEST LIGHT
Z
S R
U
X1B
X1
Z V
Y W 9 WAY, HD DEUTSCH CONNECTOR, PLUG & SOCKETS -

FIREWALL, POWER, CAB (EXTERIOR).
X

PIN /SOCKET
? GN 1.5 ?
X1-?
WIRE WIRE
R 0 BLACK 16.0 Earth

S 1 RED 10.0 Ignition Supply
T 1 WHITE 2.5 Battery Supply 12V Battery Balancer
U 1 GREEN 10.0 Battery Supply 24V
V 1 RED/BLACK 2.5 Isolation Solenoid to Ignition Switch SWITCHED
W 10 BLUE/WHITE 2.5 Module Output to Glow Plug MOD DEPENDENT
X 10 GREY/BLACK 2.5 Cold Start Fuel Solenoid SWITCHED
Y 10 GREY/WHITE 2.5 Cold Start Temperature Sender (,15°C) NO TEST LIGHT NO TEST LIGHT
Z
TR001337

CONNECTORS X2A
KX
L W
J V
M B H
N C A G U X2A
D F X2
O E T
P S
Q R
23 WAY, HD DEUTSCH CONNECTOR, RECEPTACLE & PINS -
FIREWALL, ARTIC, CAB (INTERIOR).

PIN /SOCKET
? GN 1.5 ?
X2-?
WIRE WIRE
123
A 5 RED/GREY 1.5 Accumulator Pressure SWITCHED< BAR
B 5 ORANGE/BLACK 1.5 Emergency Steering < 5 BAR
C 12 WHITE/RED 1.5 Reverse Signal
D 14 ORANGE/GREEN 1.5 Automatic Greaser SWITCHED
E 12 BLACK/RED 1.5 Brake Lights SWITCHED
F 22 BLACK/GREEN 1.5 Bin Up Position SWITCHED
4206D F 5 YELLOW 1.0 CAN - High NO TEST LIGHT NO TEST LIGHT
G 22 GREEN/YELLOW 1.5 Bin Float Relay to Tank Valve Solenoid
4206D G 5 GREEN 1.0 CAN - Low NO TEST LIGHT NO TEST LIGHT
H 7 GREY/YELLOW 1.5 Hydraulic Cut Solenoid
J 4 BROWN 1.5 Indicator Left
K 4 YELLOW 1.5 Indicator Right
L 22 GREEN/BLACK 1.5 Bin In Down Position SWITCHED
4206D L 5 SHIELD CAN - Shield NO TEST LIGHT NO TEST LIGHT
M
N 22 YELLOW/GREEN 1.5 TVS to Bin Up Pressure Switch
4206D N 16 RED 1.5 Ignition Supply
O 14 PINK/BLACK 1.5 Spare
4206D O 17 ORANGE/BLUE 1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
P 12 BLUE 1.5 Park Lights
Q 15 PINK/BLUE 1.5 Bin Pressure Reduction Solenoid
4206D Q 17 ORANGE/RED 1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
R 14 RED 1.5 Ignition Supply - Auto Grease & FDC
S 8 RED/BLUE 1.5 Auto Grease Neutral Input SWITCHED (N)
T 6 PURPLE/GREEN 1.5 Bin Sensor Input Signal NO TEST LIGHT NO TEST LIGHT
4206D T 17 ORANGE/YELLOW 1.5 RS232 RTS NO TEST LIGHT NO TEST LIGHT
U 6 RED/ORANGE 1.5 Bin Sensor 5 Volt 5V
4206D U 17 ORANGE/GREY 1.5 Comms Ground NO TEST LIGHT NO TEST LIGHT
V 5 BLACK/YELLOW 1.5 Bin Sensor Ground
W 7 BLUE/WHITE 1.5 Wet Disc Brake Temperature (Spare)
X 7 GREEN/WHITE 1.5 Hydraulic Temperature NO TEST LIGHT NO TEST LIGHT
TR001338

CONNECTORS X2B
XK
W
V J L
H B
G M
X2B
U A C
X2
F D N
T E
S O
R Q P 23 WAY, HD DEUTSCH CONNECTOR, PLUG & SOCKETS -
FIREWALL, ARTIC, CAB (EXTERIOR).

PIN /SOCKET
? GN 1.5 ?
X2-?
WIRE WIRE
123
A 5 RED/GREY 1.5 Accumulator Pressure SWITCHED< BAR
B 5 ORANGE/BLACK 1.5 Emergency Steering < 5 BAR
C 12 WHITE/RED 1.5 Reverse Signal
D 14 ORANGE/GREEN 1.5 Automatic Greaser SWITCHED
E 12 BLACK/RED 1.5 Brake Lights SWITCHED
F 22 BLACK/GREEN 1.5 Bin Up Position SWITCHED
4206D F 5 YELLOW 1.0 CAN - High NO TEST LIGHT NO TEST LIGHT
G 22 GREEN/YELLOW 1.5 Bin Float Relay to Tank Valve Solenoid
4206D G 5 GREEN 1.0 CAN - Low NO TEST LIGHT NO TEST LIGHT
H 7 GREY/YELLOW 1.5 Hydraulic Cut Solenoid
J 4 BROWN 1.5 Indicator Left
K 4 YELLOW 1.5 Indicator Right
L 22 GREEN/BLACK 1.5 Bin In Down Position SWITCHED
4206D L 5 SHIELD CAN - Shield NO TEST LIGHT NO TEST LIGHT
M
N 22 YELLOW/GREEN 1.5 TVS to Bin Up Pressure Switch
4206D N 16 RED 1.5 Ignition Supply
O 14 PINK/BLACK 1.5 Spare
4206D O 17 ORANGE/BLUE 1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
P 12 BLUE 1.5 Park Lights
Q 15 PINK/BLUE 1.5 Bin Pressure Reduction Solenoid
4206D Q 17 ORANGE/RED 1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
R 14 RED 1.5 Ignition Supply - Auto Grease & FDC
S 8 RED/BLUE 1.5 Auto Grease Neutral Input SWITCHED (N)
T 6 PURPLE/GREEN 1.5 Bin Sensor Input Signal NO TEST LIGHT NO TEST LIGHT
4206D T 17 ORANGE/YELLOW 1.5 RS232 RTS NO TEST LIGHT NO TEST LIGHT
U 6 RED/ORANGE 1.5 Bin Sensor 5 Volt 5V
4206D U 17 ORANGE/GREY 1.5 Comms Ground NO TEST LIGHT NO TEST LIGHT
V 5 BLACK/YELLOW 1.5 Bin Sensor Ground
W 7 BLUE/WHITE 1.5 Wet Disc Brake Temperature (Spare)
X 7 GREEN/WHITE 1.5 Hydraulic Temperature NO TEST LIGHT NO TEST LIGHT
TR001339

CONNECTORS X3A
20 8 31
21 9 19 30
10 2 18
22 3 7 29
1 X3A
23 11 4 6 17 28
5 X3
12 13 15 16
24 27
25 14 26
FIREWALL, ENGINE, CAB (INTERIOR).

PIN /SOCKET
? GN 1.5 ?
X3-?
WIRE WIRE
1
2 7 WHITE/BLUE 1.5 Coolant Level Signal SWITCHED
3 1 YELLOW/RED 1.5 Alternator D+
4 7 YELLOW/GREEN 1.5 Purging Unit
5 10 RED 1.5 Ignition Supply - MR
6 10 BLACK/WHITE 1.5 Starter Signal - MR
7 4 PURPLE/GREEN 1.5 Washer Bottle SWITCHED SWITCHED
8 3 BROWN 1.5 Indicator Left SWITCHED SWITCHED
9 3 YELLOW 1.5 Indicator Right SWITCHED SWITCHED
10 3 WHITE/GREY 1.5 Headlights Bright SWITCHED SWITCHED
11 3 GREY/WHITE 1.5 Headlights Dip SWITCHED SWITCHED
12 11 RED/WHITE 1.5 Airconditioner Compressor
13 10 CAN CABLE BK 1.0 CAN - Ground NO TEST LIGHT NO TEST LIGHT
14 10 CAN CABLE YL/GN1.0 CAN - High NO TEST LIGHT NO TEST LIGHT
15 4 GREEN/BLACK 1.5 Electrical Hooter
16 3 RED 1.5 Headlight Ignition CB4 - F4
17 12 GREY/GREEN 1.5 Proximity Switch - NO
18 12 GREEN 1.5 Battery Feed to Proximity Switch
19 22 BLACK/YELLOW 1.5 Sensor Ground
20 22 ORANGE/GREEN 1.5 Exhaust Brake Temperature Signal NO TEST LIGHT NO TEST LIGHT
21 22 ORANGE/BLUE 1.5 Exhaust Brake Pressure Switch SWITCHED
22 22 ORANGE/RED 1.5 Spare
4206D 23 18 BLUE/YELLOW 1.5 Hydraulic Level Switch SWITCHED
24 10 CAN CABLE BL 1.0 CAN - Ground NO TEST LIGHT NO TEST LIGHT
25 10 CAN CABLE BN 1.0 CAN - Low NO TEST LIGHT NO TEST LIGHT
26 3 BLUE 1.5 Park Lights SWITCHED SWITCHED
27 7 GREY/WHITE 1.5 Fuel Sender Signal
28 10 PURPLE 1.5 Diagnostic Line NO TEST LIGHT NO TEST LIGHT
29 10 CAN CABLE SHIELD CAN Shield NO TEST LIGHT NO TEST LIGHT
B50D 30 21 BROWN/BLACK 2.5 Fan Control Relay - 87
B50D 31 21 PURPLE/YELLOW 1.5 Fan Control Relay - 85 SWITCHED
TR001340

CONNECTORS X3B
31 8 20
30 19 9 21
18 2 10
29 7 3 22
1 X3B
28 17 6 4 11 23
5 X3
15 13
16 12
27 24 31 WAY, HD DEUTSCH CONNECTOR, PLUG & SOCKETS -
26 14 25 FIREWALL, ENGINE, CAB (EXTERIOR).

PIN /SOCKET
? GN 1.5 ?
X3-?
WIRE WIRE
1
2 7 WHITE/BLUE 1.5 Coolant Level Signal SWITCHED
3 1 YELLOW/RED 1.5 Alternator D+
4 7 YELLOW/GREEN 1.5 Purging Unit
5 10 RED 1.5 Ignition Supply - MR
6 10 BLACK/WHITE 1.5 Starter Signal - MR
7 4 PURPLE/GREEN 1.5 Washer Bottle SWITCHED SWITCHED
8 3 BROWN 1.5 Indicator Left SWITCHED SWITCHED
9 3 YELLOW 1.5 Indicator Right SWITCHED SWITCHED
10 3 WHITE/GREY 1.5 Headlights Bright SWITCHED SWITCHED
11 3 GREY/WHITE 1.5 Headlights Dip SWITCHED SWITCHED
12 11 RED/WHITE 1.5 Airconditioner Compressor
14 10 CAN CABLE YL/GN1.0 CAN - High NO TEST LIGHT NO TEST LIGHT
15 4 GREEN/BLACK 1.5 Electrical Hooter
16 3 RED 1.5 Headlight Ignition CB4 - F4
17 12 GREY/GREEN 1.5 Proximity Switch - NO
18 12 GREEN 1.5 Battery Feed to Proximity Switch
20 22 ORANGE/GREEN 1.5 Exhaust Brake Temperature Signal NO TEST LIGHT NO TEST LIGHT
21 22 ORANGE/BLUE 1.5 Exhaust Brake Pressure Switch SWITCHED
4206D 23 18 BLUE/YELLOW 1.5 Hydraulic Level Switch SWITCHED
26 3 BLUE 1.5 Park Lights SWITCHED SWITCHED
27 7 GREY/WHITE 1.5 Fuel Sender Signal
29 10 CAN CABLE SHIELD CAN Shield NO TEST LIGHT NO TEST LIGHT
B50D 30 21 BROWN/BLACK 2.5 Fan Control Relay - 87
B50D 31 21 PURPLE/YELLOW 1.5 Fan Control Relay - 85 SWITCHED
TR001341

CONNECTORS X4A
X H
J
W G B
K
L
X4A
V
F A C X4
U M
E D
T N 21 WAY, HD DEUTSCH CONNECTOR, RECEPTACLE & PINS -
R FIREWALL, SPECIAL ARTIC & REAR, CAB (INTERIOR). (Not on 4206D)
S P

PIN /SOCKET
? GN 1.5 ?
X4-?
WIRE WIRE
A 17 YELLOW 1.0 Can High NO TEST LIGHT NO TEST LIGHT

B 14 RED 2.5 Ignition Supply
C 17 GREEN 1.0 Can Low NO TEST LIGHT NO TEST LIGHT
D 17 GREEN 1.5 Battery Supply
B50D E 21 WHITE/BROWN 1.5 Suspension Control Unit - RS232 RX NO TEST LIGHT NO TEST LIGHT
B50D F 21 RED/BLUE 1.5 Suspension Control Unit - RS232 TX NO TEST LIGHT NO TEST LIGHT
B50D G 21 RED/YELLOW 1.5 Suspension Control Unit - RTS NO TEST LIGHT NO TEST LIGHT
H 16 RED 1.5 Ignition Supply
J 17 RED/BLUE 1.5 Fan Drive Control RS232 TX NO TEST LIGHT NO TEST LIGHT
K 17 WHITE/BROWN 1.5 Fan Drive Control RS232 RX NO TEST LIGHT NO TEST LIGHT
L 17 WHITE/BLUE 1.5 OBW Green Light ACTIVATED
M 17 WHITE/GREEN 1.5 OBW Yellow Light ACTIVATED
N 17 WHITE/GREY1.5 OBW Red Light ACTIVATED
B50D P 6 PINK/BLUE 1.5 Mid High Range Shifter Switch SWITCHED
B50D R 6 PURPLE/GREEN 1.5 Front High Range Shifter Switch SWITCHED
B50D S 20 GREEN/GREY 1.5 Interaxle Difflock Limit Switches ALL SWITCHED
B50D T 6 WHITE/ORANGE 1.5 Rear High Range Shifter Switch SWITCHED
U 17 ORANGE/BLUE1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
V 17 ORANGE/RED1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
W 17 ORANGE/YELLOW 1.5 RS232 RTS NO TEST LIGHT NO TEST LIGHT
X 17 ORANGE/GREY 1.5 Comms Ground NO TEST LIGHT NO TEST LIGHT
TR001342

CONNECTORS X4B
H
X J
W G B K
V
F A C
L X4B
X4
U E D M
T N
S P 21 WAY, HD DEUTSCH CONNECTOR, PLUG & SOCKETS -
R FIREWALL, SPECIAL ARTIC & REAR, CAB (EXTERIOR). (Not on 4206D)

PIN /SOCKET
? GN 1.5 ?
X4-?
WIRE WIRE
A 17 YELLOW 1.0 Can High NO TEST LIGHT NO TEST LIGHT

C 17 GREEN 1.0 Can Low NO TEST LIGHT NO TEST LIGHT
D 17 GREEN 1.5 Battery Supply
B50D E 21 WHITE/BROWN 1.5 Suspension Control Unit - RS232 RX NO TEST LIGHT NO TEST LIGHT
B50D F 21 RED/BLUE 1.5 Suspension Control Unit - RS232 TX NO TEST LIGHT NO TEST LIGHT
B50D G 21 RED/YELLOW 1.5 Suspension Control Unit - RTS NO TEST LIGHT NO TEST LIGHT
H 16 RED 1.5 Ignition Supply
J 17 RED/BLUE 1.5 Fan Drive Control RS232 TX NO TEST LIGHT NO TEST LIGHT
K 17 WHITE/BROWN 1.5 Fan Drive Control RS232 RX NO TEST LIGHT NO TEST LIGHT
L 17 WHITE/BLUE 1.5 OBW Green Light ACTIVATED
M 17 WHITE/GREEN 1.5 OBW Yellow Light ACTIVATED
N 17 WHITE/GREY1.5 OBW Red Light ACTIVATED
B50D P 6 PINK/BLUE 1.5 Mid High Range Shifter Switch SWITCHED
B50D R 6 PURPLE/GREEN 1.5 Front High Range Shifter Switch SWITCHED
B50D S 20 GREEN/GREY 1.5 Interaxle Difflock Limit Switches ALL SWITCHED
B50D T 6 WHITE/ORANGE 1.5 Rear High Range Shifter Switch SWITCHED
U 17 ORANGE/BLUE1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
V 17 ORANGE/RED1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
W 17 ORANGE/YELLOW 1.5 RS232 RTS NO TEST LIGHT NO TEST LIGHT
X 17 ORANGE/GREY 1.5 Comms Ground NO TEST LIGHT NO TEST LIGHT
TR001343

CONNECTORS X5
A B C D E F G H J K X5
1
2 30 WAY, DELPHI PACKARD CONNECTOR, PLUG & SOCKETS -
3 CCU.

PIN /SOCKET
? GN 1.5 ?
X5-?
WIRE WIRE
A1 6 YELLOW/BROWN 1.5 Park Brake Output

A2 6 GREEN/PURPLE 1.5 Retarder Enable Relay ACTIVATED
4206D A2 6 BLACK/GREEN 1.5 Gear Hold
A3 6 RED 1.5 Ignition Supply
B1 6 ORANGE/GREEN 1.5 Control Traction Diff Output SWITCHED SWITCHED
B50D B2 6 ORANGE/BROWN 1.5 High Range Relay ACTIVATED
B3
C1 6 BROWN/RED 1.5 Left Indicator Output
C2 6 PURPLE/WHITE 1.5 Laden vs Unladen Output (Not on 4206D) ACTIVATED
B50D C3 6 ORANGE/GREY 1.5 Auto Neutral Relay ACTIVATED
D1 6 YELLOW/RED 1.5 Right Indicator Output
D2 6 GREEN/BLACK 1.5 Output to Transmission ACTIVATED
B50D D3 6 BLACK/PINK 1.5 Auto Neutral Relay ACTIVATED
E1 6 WHITE/ORANGE 1.5 Spare
E2
E3
F1 6 ORANGE/GREY 1.5 Spare
F2
F3 6 BLUE/ORANGE 1.5 Bin Up Limit Output (Not on 4206D)
G1 6 YELLOW/BLUE 1.5 Spare
G2
G3 6 YELLOW/GREEN 1.5 Engine Running Output
H1 6 WHITE/GREEN 1.5 Spare
H2
H3 6 GREY/BLUE 1.5 Brake Light Output, Retarder/Exhaust Brake
J1 6 RED/BLUE 1.5 Wiper Intermittent Output
J2 6 BLACK/GREEN 1.5 Bin Float Control Output (Not on 4206D)
J3 6 ORANGE/BLUE 1.5 Bootstrap Programming NO TEST LIGHT NO TEST LIGHT
K1 6 RED 1.5 Ignition Supply
K2 6 BLACK 1.5 Earth
K3 6 BLACK 1.5 Earth
TR001344

CONNECTORS X6A
X6A
A B C D E F G H J K X6
1
3 CCU (A to K).

PIN /SOCKET
? GN 1.5 ?
X6-?
WIRE WIRE

A3 6 WHITE/RED 1.5 12V Ignition Supply
B50D B1 6 PURPLE/GREEN 1.5 Front High Range Shifter Switch SWITCHED
B50D B2 6 PINK/BLUE 1.5 Mid High Range Shifter Switch SWITCHED
B3 6 BLACK/WHITE 1.5 Start Signal Input
C1 6 BLACK 1.5 Earth
C2 6 BLACK 1.5 Earth
C3
D1 6 GREEN/BLACK 1.5 Hazards Input
D2
D3 6 YELLOW 1.0 CAN High NO TEST LIGHT NO TEST LIGHT
B50D E1 6 WHITE/ORANGE 1.5 Rear High Range Shifter Switch SWITCHED
E2 6 SHIELD CAN Shield NO TEST LIGHT NO TEST LIGHT
E3 6 GREEN 1.0 CAN Low NO TEST LIGHT NO TEST LIGHT
F1
F2 6 PINK/GREY 1.5 Bin Up Press Switch Input (Not on 4206D) SWITCHED
F3 6 WHITE/BROWN 1.5 RS 232 Programming Line - TX NO TEST LIGHT NO TEST LIGHT
G1
G2
G3 6 RED/BLUE 1.5 RS 232 Programming Line - RX NO TEST LIGHT NO TEST LIGHT
H1 6 ORANGE/BROWN 1.5 CTD Switch Input SWITCHED
H2
H3
J1 6 RED 1.5 Ignition Supply
B50D J2 6 GREEN/RED 1.5 High Range Dash Switch SWITCHED
B50D J3 6 PURPLE/WHITE 1.5 High Range Pressure Switch SWITCHED
K1 6 RED/GREEN 1.5 Overspeed Control Output
K2 6 ORANGE/BLUE 1.5 Bootstrap Programming NO TEST LIGHT NO TEST LIGHT
K3
TR001345

CONNECTORS X6B
X6B
L M N P R S T W X Y X6
1

3 CCU (L to Y).

PIN /SOCKET
? GN 1.5 ?
X6-?
WIRE WIRE
L1 6 YELLOW/GREEN 1.5 Pneumatic Blow Off Output

L2
L3
M1 6 GREY/YELLOW 1.5 Hydraulic Cut Out Output
M2 6 PURPLE/GREEN 1.5 Bin Position Sensor Input (Not on 4206D) 0.5-4.5V (0-100%)
M3 6 RED/ORANGE 1.5 Bin Position Sensor Supply (Not on 4206D) 5V
N1 6 GREEN/BLUE 1.5 Interaxle Difflock Output
N2 6 ORANGE/GREEN 1.5 Exhaust Brake Temperature Sender NO TEST LIGHT NO TEST LIGHT
N3
P1 6 BLACK/YELLOW 1.5 Ground - Sensor Return
P2 6 BLACK/YELLOW 1.5 Ground - Sensor Return
P3
R1 6 BLUE/WHITE 1.5 Wet Disc Brake Temperature NO TEST LIGHT NO TEST LIGHT
R2 6 GREEN/WHITE 1.5 Hydraulic Temperature Sender NO TEST LIGHT NO TEST LIGHT
R3 6 ORANGE/WHITE 1.5 Air Pressure Sender / Resistor Input NO TEST LIGHT NO TEST LIGHT
S1 6 ORANGE/BLUE 1.5 Exhaust Brake Pressure Switch SWITCHED
4206D S2 6 BLUE/YELLOW 1.5 Hydraulic Level Switch
S3 6 GREY/WHITE 1.5 Fuel Level Sender NO TEST LIGHT NO TEST LIGHT
4206D T1 6 BLACK/BLUE 1.5 Gear Hold Input to Relay / to Switch
4206D T2 6 BLUE/RED 1.5 Intermittent Wiper Input SWITCHED
4206D T3 6 GREEN/WHITE 1.5 Scrape Mode SWITCHED
W1 6 YELLOW/BLACK 1.5 Right Indicator Input
W2
W3 6 GREY/GREEN 1.5 Brake Switch Input
X1 6 BLUE/GREEN 1.5 Interaxle Dash Switch Input
X2 6 BROWN 1.5 Left Indicator Input
X3 6 BLUE/YELLOW 1.5 Park Brake Light Input
Y1 6 WHITE/BLUE 1.5 Low Engine Coolant Level
Y2 6 ORANGE/BLACK 1.5 Cold Start Input MODULE DEP
Y3 6 BLUE/GREY 1.5 Park Brake Latching Input
TR001346

CONNECTORS X7A
20 8 31
21 9 19 30
10 2 18
22 3 7 29 X7A
1 X7
23 11 4 6 17 28
5
12 13 15 16 31 WAY, HD DEUTSCH CONNECTOR, RECEPTACLE & SOCKETS -
24 27
CAB INTERFACE (TRANSMISSION).
25 14 26 (Connector as viewed from the back).

PIN /SOCKET
? GN 1.5 ?
X6-?
WIRE WIRE
1 9 RED 1.5 Ignition Supply

2 9 BLACK 1.5 Earth
B50D 3 9 YELLOW/PINK 1.5 Auto Neutral Relay - 87
4
5 9 GREEN 1.5 Battery Supply
7 9 BLUE 1.5 Park Light Feed
8 9 WHITE/RED 1.5 Reverse Signal to Relay
9 9 BROWN/RED 1.5 Neutral Signal to Relay
10 9 PURPLE/GREEN 1.5 Laden vs Unladen (Not on 4206D) SWITCHED
4206D 10 9 GREEN/WHITE 1.5 Scrape Mode
11 9 YELLOW/BLACK 1.5 Diagnostic - F - SCI - Hi NO TEST LIGHT NO TEST LIGHT
12 9 YELLOW/BLUE 1.5 Diagnostic - E - SCI - Lo NO TEST LIGHT NO TEST LIGHT
13
B50D 14 9 YELLOW/PINK 1.5 Auto Neutral Relay - 87
15 9 GREEN/BLACK 1.5 Input from Chassis Control Unit ACTIVATED
16 9 YELLOW/GREY 1.5 Input from Retarder Lever (0-5V)
17
18
19 9 BLACK/BLUE 1.5 Gear Hold SWITCHED
20
21
22
23 9 GREY/YELLOW 1.5 Output to Retarder Modulation Request Line (0-5V)
24
25
26
27
28
29
30
31 9 BLACK 1.5 Earth
B50D 31 9 BLACK/ORANGE 1.5 Retarder Enable Relay - 87A
TR001347

CONNECTORS X8
1 4 7 10 13 16 19
5 17 20
X8
2 8 11 14
21 WAY, AMP CONNECTOR, PLUG & SOCKETS -

3 6 9 12 15 18 21 ADM2.
12
6 18

PIN /SOCKET
? GN 1.5 ?
X8-?
WIRE WIRE
1 10 GREEN 1.5 Battery Feed - Fuse 8-1

2 10 RED 1.5 Ignition Feed Relay12-30
4
5
6
7
8
9
10
11
12 10 BLUE/YELLOW 1.5 PWM - Signal NO TEST LIGHT NO TEST LIGHT
13 10 BLUE/GREEN 1.5 PWM - Signal NO TEST LIGHT NO TEST LIGHT
14 10 BLACK/YELLOW 1.5 PWM - Earth
14 10 BLACK/YELLOW 1.5 PWM - Earth
15
16
17
18
19 10 CAN CABLE YL 1.0 CAN - A - High NO TEST LIGHT NO TEST LIGHT
20 10 CAN CABLE SHIELD CAN - C - Shield NO TEST LIGHT NO TEST LIGHT
21 10 CAN CABLE GN 1.0 CAN - B - Low NO TEST LIGHT NO TEST LIGHT
TR001348

CONNECTORS X9
1 4 7 10 13 16
2 5 8 11 14 17 X9
3 6 9 12
15 18
ADM2.
3 6 9 12 15 18 (Connector as viewed from the back).

PIN /SOCKET
? GN 1.5 ?
X9-?
WIRE WIRE
1
3
4
5
6
7
8
10
12
13
14
15
16 10 RED/PINK 1.5 0% Pedal Position Output
17
18
TR001349

CONNECTORS X10
1 4 7 10 13
2 5 8 11 14 X10
6 12
3 9 15
ADM2.
3 6 12 15 (Connector as viewed from the back).

PIN /SOCKET
? ?
X10-?
GN 1.5
WIRE WIRE
1
2
3
4
5 10 BLUE/RED 1.5 PWM - Ignition Supply
5 10 BLUE/RED 1.5 PWM - Ignition Supply
6 10 RED/YELLOW 1.5 Exhaust Brake Signal to RS
7
8
9
10
11
12
13 10 CAN CABLE YL/GN 1.0 CAN - High NO TEST LIGHT NO TEST LIGHT
TR001350

CONNECTORS X11
1 4 7 10
2 5 8 11 X11
3 6 9 12 12 WAY, AMP CONNECTOR, PLUG & SOCKETS -

ADM2.

PIN /SOCKET
? ?
X11-?
GN 1.5
WIRE WIRE
1 10 BLACK/WHITE 1.5 Start Signal from Start Relay

2 10 ORANGE 1.5 Diagnostic NO TEST LIGHT NO TEST LIGHT
3
4
5
6
7
8
9
10
11 10 PURPLE/BLACK 1.5 Memory Module (Engine Kill Signal) DEACTIVATED ACTIVATED
12
TR001351

CONNECTOR X12
1 4 7 10 13 16 19
5 17 20
X12
2 8 11 14

3 6 9 12 15 18 21 MEMORY MODULE.
12
6 18

PIN /SOCKET
? ?
X12-?
GN 1.5
WIRE WIRE
1 16 WHITE/RED 1.5 12V Ignition Supply 12V

2 16 PURPLE/WHITE 1.5 Lin NO TEST LIGHT NO TEST LIGHT
3 16 RED/BLUE 1.5 DTS - Program NO TEST LIGHT NO TEST LIGHT
4
6 16 RED/ORANGE 1.5 Wake-Up Module Input 6V
7 16 BLUE/ORANGE 1.5 uRS232 TXD NO TEST LIGHT NO TEST LIGHT
8 16 ORANGE/BLUE 1.5 uRS232 RXD NO TEST LIGHT NO TEST LIGHT
10
11
12 16 BLUE/WHITE 1.5 RTS NO TEST LIGHT NO TEST LIGHT
13
14
17
20
21
TR001352

CONNECTORS X15 & X17
1 4 7 10 13 16
2 5 8 11 14 17 X15
3 6 9 12
15 18
MEMORY MODULE.
3 6 9 12 15 18 (Connector as viewed from the back).

PIN /SOCKET
? ?
X15-?
GN 1.5
WIRE WIRE
1 16 WHITE/RED 1.5 Engine Kill Signal DEACTIVATED ACTIVATED

2 16 PURPLE/WHITE 1.5 LED Driver ID NO TEST LIGHT NO TEST LIGHT
3 16 RED/BLUE 1.5 Wake-Up Module Sync NO TEST LIGHT NO TEST LIGHT
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
X17
4 1
4 WAY, DEUTSCH CONNECTOR, PLUG & SOCKETS -
3 2
MEMORY MODULE TO SATELLITE.

PIN /SOCKET
? ?
X17-?
GN 1.5
WIRE WIRE
1 16 YELLOW/RED 1.5 RS 232 TXC NO TEST LIGHT NO TEST LIGHT

2 16 RED/YELLOW 1.5 RS 232 RXC NO TEST LIGHT NO TEST LIGHT
3
TR001353

1 4 7 10 13
2 5 8 11 14 X16
6 12
3 9 15
MEMORY MODULE.

PIN /SOCKET
? ?
X16-?
GN 1.5
WIRE WIRE
1 16 GREEN/ORANGE 1.5 RS232 TXA NO TEST LIGHT NO TEST LIGHT

2 16 ORANGE/GREEN 1.5 RS232 RXA NO TEST LIGHT NO TEST LIGHT
3
5
6
7 16 YELLOW/RED 1.5 RS232 TXC NO TEST LIGHT NO TEST LIGHT
8 16 RED/YELLOW 1.5 RS232 RXC NO TEST LIGHT NO TEST LIGHT
9 16 GREEN 1.0 Can Low NO TEST LIGHT NO TEST LIGHT
10 16 YELLOW 1.0 Can High NO TEST LIGHT NO TEST LIGHT
16 CAN SHIELD Can Shield NO TEST LIGHT NO TEST LIGHT
11
12
13
14
14
15
X18
1 4
2 3 4 WAY, DEUTSCH CONNECTOR, RECEPTICLE & PINS -

SATELLITE TO MEMORY MODULE.

PIN /SOCKET
X18-?
? GN 1.5 ?
WIRE WIRE
1 16 YELLOW/RED 1.5 RS 232 TX NO TEST LIGHT NO TEST LIGHT

2 16 RED/YELLOW 1.5 RS 232 RX NO TEST LIGHT NO TEST LIGHT
3
TR001354

X19
4 1
3 2
DRIVER ID.

PIN /SOCKET
? ?
X19-?
GN 1.5
WIRE WIRE

2 16 PURPLE/WHITE 1.5 K-Line NO TEST LIGHT NO TEST LIGHT
4 16 GREEN/RED 1.5 Memory Module - LED
6 1 X20
5 2
4 3 SATELLITE MODULE.
(Connector as viewed from the front).

PIN /SOCKET
? ?
X20-?
GN 1.5
WIRE WIRE

2 16 RED/YELLOW 1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
4 16 YELLOW/RED 1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
5 16 ORANGE/BROWN 1.5 Wake-Up Module
6
TR001355

6 1 X21
5 2
4 3 WAKE-UP MODULE.
(Connector as viewed from the front).

PIN /SOCKET
? ?
X21-?
GN 1.5
WIRE WIRE

2 16 ORANGE/BROWN 1.5 Satellite Module
5 16 YELLOW/RED 1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
6 16 RED/ORANGE 1.5 Memory Module - Wake Up Input
X22
1 6
2 5 6 WAY, DEUTSCH CONNECTOR, RECEPTACLE & PINS -

MEMORY MODULE PROGRAM.
3 4 (Connector as viewed from the back).

PIN /SOCKET
X22-?
? GN 1.5 ?
WIRE WIRE
1 16 ORANGE/BLUE 1.5 uRS232 RXD NO TEST LIGHT NO TEST LIGHT

2 16 BLUE/ORANGE 1.5 uRS232 TXD NO TEST LIGHT NO TEST LIGHT
3 16 BLUE/WHITE 1.5 RTS NO TEST LIGHT NO TEST LIGHT
5 16 RED/BLUE 1.5 DTS Program NO TEST LIGHT NO TEST LIGHT
6
TR001356

X23
1 4
2 3 4 WAY, DEUTSCH CONNECTOR, RECEPTACLE & PINS -

MEMORY MODULE DATA.

PIN /SOCKET
X23-?
? GN 1.5 ?
WIRE WIRE
1 16 ORANGE/GREEN 1.5 RS 232 RXA NO TEST LIGHT NO TEST LIGHT

2 16 GREEN/ORANGE 1.5 RS 232 TXA NO TEST LIGHT NO TEST LIGHT
3
1 6 X24
2 5
6 WAY, DEUTSCH CONNECTOR, RECEPTACLE & PINS -
CCU PROGRAM.
3 4

PIN /SOCKET
X24-?
? GN 1.5 ?
WIRE WIRE
1 7 RED/BLUE 1.5 RS 232 Programming Line - RX NO TEST LIGHT NO TEST LIGHT

2 7 WHITE/BROWN 1.5 RS 232 Programming Line - TX NO TEST LIGHT NO TEST LIGHT
3 7 ORANGE/BLUE 1.5 Bootstrap Program NO TEST LIGHT NO TEST LIGHT
5 7 BLACK 1.5 Earth
6
TR001357

X25
1 4

MDU PROGRAM.

PIN /SOCKET
X25-?
? GN 1.5 ?
WIRE WIRE
1 5 RED/BLUE 1.5 RS232 Programming Line - RX NO TEST LIGHT NO TEST LIGHT

2 5 WHITE/BLUE 1.5 RS232 Programming Line - TX NO TEST LIGHT NO TEST LIGHT
4 5 BLACK 1.5 Earth
6 4
X27
2
5 3 6 WAY, DELPHI PACKARD CONNECTOR, PLUG & SOCKETS -
IGNITION SWITCH.
1

PIN /SOCKET
? ?
X27-?
GN 1.5
WIRE WIRE
1 1 BLACK 1.5 Earth

2 1 BLACK/GREEN 1.5 Start Relay Signal
3 1 RED/BLACK 2.5 Ignition Solenoid Supply (Earth)
4
5 1 RED/GREEN 1.5 Accessory
5 1 RED/GREEN 1.5 Battery Balancer
6
TR001358

7 4 1
X28
8 5 2
9 WAY, AMP CONNECTOR, RECEPTACLE & PINS -
9 6 3
PWM FOOTPEDAL.

PIN /SOCKET
? ?
X28-?
GN 1.5
WIRE WIRE
1 10 BLACK/YELLOW 1.5 Ground - ADM

2 10 BLUE/YELLOW 1.5 PWM - Signal NO TEST LIGHT NO TEST LIGHT
3 10 BLACK/YELLOW 1.5 Ground -ADM
4 10 BLUE/GREEN 1.5 PWM - Signal NO TEST LIGHT NO TEST LIGHT
5 10 BLUE/RED 1.5 Positive from ADM
6 10 BLUE/RED 1.5 Positive from ADM
7
8
9
8
X29
8 WAY, BOSCH CONNECTOR, PLUG & SOCKETS -

COLD START.
1
4

PIN /SOCKET
? ?
X29?
GN 1.5
WIRE WIRE
1 10 RED 2.5 Ignition

2 10 BLACK 2.5 Earth - E2
3 10 BLACK 2.5 Earth - E2
4 10 YELLOW/GREEN 1.5 Engine Running Input CHANGES CHANGES
5 10 BLACK/WHITE 1.5 Start Signal STARTING
6 10 GREY/BLACK 2.5 Cold Start Fuel Solenoid MOD DEP
7 10 GREY/WHITE 2.5 Cold Start Temperature Sensor (<15°C) NO TEST LIGHT NO TEST LIGHT
8 10 ORANGE/BLACK 1.5 Cold Start Light
TR001359

3
X30

COLD START.
2
1
PIN /SOCKET
? ?
X30-?
GN 1.5
WIRE WIRE
1
2
3 10 BLUE/WHITE 2.5 Module Output to Glow Plug MOD DEP
7 8 9 10 11 12
X31
12 WAY, DT DEUTSCH CONNECTOR, PLUG & SOCKETS -

STEERING COLUMN SWITCH.
6 5 4 3 2 1

PIN /SOCKET
? ?
X31-?
GN 1.5
WIRE WIRE
1 3 ORANGE 1.5 Wiper - Speed 1

2 3 YELLOW/GREY 1.5 Wiper - Speed 2
3 3 WHITE/GREY 1.5 Brights - MDU Input / Relay Input
4 3 WHITE/BLACK 1.5 Earth Signal from Headlight Switch 4
5 3 GREY/WHITE 1.5 Dips Relay Input
6 3 PINK 1.5 Intermittent Relay
7 3 PURPLE/GREEN 1.5 Washer Bottle Signal / to Diode 9
9 3 BROWN 1.5 Left Indicator Input
11 3 YELLOW/BLACK 1.5 Right Indicator Input
TR001360

4 1
X32
3 2 4 WAY, DT DEUTSCH CONNECTOR, PLUG & SOCKETS -

STEERING COLUMN SWITCH.

PIN /SOCKET
? ?
X32-?
GN 1.5
WIRE WIRE

2 3 BLUE/RED 1.5 Intermittent Input
3
4 3 GREEN/BLACK 1.5 Horn
X33
4 1
3 2 DOUBLE BUZZER.

PIN /SOCKET
? ?
X33-?
GN 1.5
WIRE WIRE

2 5 BLACK/RED 1.5 Earth - Buzzer Output
3
4
TR001361

X34
4 1
3 2 WIPER MOTOR.

PIN /SOCKET
? ?
X34-?
GN 1.5
WIRE WIRE
1 4 PINK 1.5 Intermittent

2 4 ORANGE 1.5 Wiper Speed 1
4 4 YELLOW/GREY 1.5 Wiper Speed 2
X36
1 2
REVERSE MONITOR.

PIN /SOCKET
? ?
X36-?
GN 1.5
WIRE WIRE
1 2 WHITE/RED 1.5 Reverse Monitor - 12V (12V)

2 2 BLACK 1.5 Earth
TR001362

X37
K J H G F
A B C D E
10 WAY, DELPHI PACKARD CONNECTOR, PLUG & SOCKETS -
MDUJ2.

PIN /SOCKET
? ?
X37-?
GN 1.5
WIRE WIRE
110
A 5 RED/GREY 1.5 Low Acc Brake Pressure SWITCHED> BAR
B 5 ORANGE/BLACK 1.5 Emergency Steering
C 5 GREEN/GREY 1.5 Interaxle Difflock Pressure SWITCHED
D 5 ORANGE/BLUE 1.5 CTD Pressure Switch SWITCHED
E 5 WHITE/GREY 1.5 Headlights Brights Supply
F 5 BLACK/RED 1.5 Buzzer Earth Output
G 5 GREEN 1.5 Battery Supply
H 5 RED 1.5 Buzzer Ignition Output
J 5 RED 1.5 Ignition
K 5 BLACK 1.5 Earth
X38
F E D 6 WAY, DELPHI PACKARD CONNECTOR, PLUG & SOCKETS -

MDUJ1.
A B C (Connector as viewed from the back).

PIN /SOCKET
? ?
X38-?
GN 1.5
WIRE WIRE
A 5 YELLOW 1.0 CAN - A - High NO TEST LIGHT NO TEST LIGHT

B 5 GREEN 1.0 CAN - B - Low NO TEST LIGHT NO TEST LIGHT
C
D
E 5 RED/BLUE 1.5 RS 232 Programming Line - RX NO TEST LIGHT NO TEST LIGHT
F 5 WHITE/BLUE 1.5 RS 232 Programming Line - TX NO TEST LIGHT NO TEST LIGHT
TR001363

X39A
X39
5 6 7 8
4 3 2 1 8 WAY, DT DEUTSCH CONNECTOR, PLUG & SOCKETS -

MIRROR SWITCH.

PIN /SOCKET
? ?
X39-?
GN 1.5
WIRE WIRE

2 13 RED 1.5 Ignition supply
3 13 GREEN/BLUE 1.5 Left Mirror / Right Mirror - Common NO TEST LIGHT NO TEST LIGHT
4
5 13 YELLOW/GREEN 1.5 Left Mirror - Vertical SWITCHED POLARITY
6 13 ORANGE/BROWN 1.5 Right Mirror - Horizontal SWITCHED POLARITY
7 13 GREEN/YELLOW 1.5 Right Mirror - Vertical SWITCHED POLARITY
8 13 ORANGE/GREEN 1.5 Left Mirror - Horizontal SWITCHED POLARITY
X39B
8 7 6 5 X39
1 2 3 4
8 WAY, DT DEUTSCH CONNECTOR, RECEPTACLE & PINS -
MIRROR SWITCH.

PIN /SOCKET
? ?
X39-?
GN 1.5
WIRE WIRE

3 13 GREEN/BLUE 1.5 Left & Right Mirror Common NO TEST LIGHT NO TEST LIGHT
4
5 13 YELLOW/GREEN 1.5 Left Mirror - Vertical SWITCHED POLARITY
6 13 ORANGE/BROWN 1.5 Right Mirror - Horizontal SWITCHED POLARITY
7 13 GREEN/YELLOW 1.5 Right Mirror - Vertical SWITCHED POLARITY
8 13 ORANGE/GREEN 1.5 Left Mirror - Horizontal SWITCHED POLARITY
TR001364

2 1
3
X41
X41
3 WAY, 90 DEG DIN FLUSH CONNECTOR, SOCKETS -

HOOTER SOLENOID.

PIN /SOCKET
? ?
X41-?
GN 1.5
WIRE WIRE
1 4 GREEN/BLACK 1.5 Horn

2 4 BLACK 1.5 Earth
3
2 1
3
X42
X42

INTERAXLE DIFFLOCK SOLENOID.

PIN /SOCKET
? ?
X42-?
GN 1.5
WIRE WIRE
1 8 GREEN/BLUE 1.5 Interaxle Difflock

2 8 BLACK 1.5 Earth
3
TR001365

2 1
3
X43
X43

INTERAXLE DIFFLOCK PRESSURE SWITCH.

PIN /SOCKET
? ?
X43-?
GN 1.5
WIRE WIRE
1 5 BLACK 1.5 Earth

2
3 5 GREEN/GREY 1.5 Interaxle Difflock Pressure Switch
2 1
3
X44
X44

CONTROL TRACTION DIFFERENTIAL SOLENOID.

PIN /SOCKET
? ?
X44-?
GN 1.5
WIRE WIRE
1 15 ORANGE/BROWN 1.5 Control Traction Differential

3
TR001366

1 2
X46
3 WAY, SMALL 90 DEG DIN FLUSH CONNECTOR, SOCKETS -

EXHAUST BRAKE SOLENOID.

PIN /SOCKET
? ?
X46-?
GN 1.5
WIRE WIRE
1 8 RED/YELLOW 1.5 Exhaust Brake Solenoid

2 8 BLACK 1.5 Earth
3
2 1
3
X47

BIN UP PRESSURE SWITCH.

PIN /SOCKET
? ?
X47-?
GN 1.5
WIRE WIRE
1 22 YELLOW/GREEN 1.5 Tank Valve Solenoid Output

3
TR001367

1 2
X48

PARK BRAKE SOLENOID.

PIN /SOCKET
? ?
X48-?
GN 1.5
WIRE WIRE
1 6 BROWN/YELLOW 1.5 Park Brake

2 6 BLACK 1.5 Earth
3
2 1
3
X49

PARK BRAKE PRESSURE SWITCH.

PIN /SOCKET
? ?
X49-?
GN 1.5
WIRE WIRE
1 6 BLACK 1.5 Earth

2 6 BLUE/YELLOW 1.5 Park Brake Light Input
3
TR001368

2 1
3
X50

CONTROL TRACTION DIFFERENTIAL PRESSURE SWITCH.

PIN /SOCKET
? ?
X50-?
GN 1.5
WIRE WIRE
1 5 BLACK 1.5 Earth

2
3 5 ORANGE/BLUE 1.5 Control Traction Differential SWITCHED
1 2 X51

PARK BRAKE LATCHING PRESSURE SWITCH.

PIN /SOCKET
? ?
X51-?
GN 1.5
WIRE WIRE
1 6 BLUE/GREY 1.5 Park Brake Latching Input

2 6 BLACK 1.5 Earth
TR001369

X52
1 2

BIN DOWN LATCH SOLENOID.

PIN /SOCKET
? ?
X52-?
GN 1.5
WIRE WIRE
1 22 BLACK/GREEN 1.5 Bin Latch Solenoid Input

X54
6 1

CCU SPARE PLUG.

PIN /SOCKET
? ?
X54-?
GN 1.5
WIRE WIRE
1 15 WHITE/ORANGE 1.5 Spare NO TEST LIGHT NO TEST LIGHT

2 15 ORANGE/GREY 1.5 Spare NO TEST LIGHT NO TEST LIGHT
3 15 YELLOW/BLUE 1.5 Spare NO TEST LIGHT NO TEST LIGHT
4 15 WHITE/GREEN 1.5 Spare NO TEST LIGHT NO TEST LIGHT
5 15 ORANGE/YELLOW 1.5 Bin Up Limit Relay SWITCHED
B50D 5 15 RED 1.5 Ignition Supply
TR001370

X56
1 2

PNEUMATIC SEAT PUMP.

PIN /SOCKET
? ?
X56-?
GN 1.5
WIRE WIRE

X57
2 2 WAY, UTILUX CONNECTOR, PLUG & SOCKETS -

CIGARETTE LIGHTER 2.
1 (Connector as viewed from the back).

PIN /SOCKET
? ?
X57-?
GN 1.5
WIRE WIRE
1 2 WHITE/RED 2.5 12V Supply

2 2 BLACK 1.5 Earth
TR001371

CONNECTOR X58
H
X J
W G K
B
V L
F A C
U E D M
X58
T N
S R P
21 WAY, HD DEUTSCH CONNECTOR, PLUG & SOCKETS -
AIRCONDITIONER EVAPORATOR.

PIN /SOCKET
? ?
X58-?
GN 1.5
WIRE WIRE
A 11 WHITE 1.5 12V Supply (12V)

B
C 11 WHITE/GREEN 1.5 Heater Valve Supply NO TEST LIGHT NO TEST LIGHT
D
E
F 11 BLACK 1.5 Earth
G
H
J 11 RED/BLACK 1.5 Motor Speed 1
K 11 RED/BLUE 1.5 Motor Speed 2
L 11 RED/GREEN 1.5 Motor Speed 3
M 11 RED/GREY 1.5 Mode 1
N 11 RED/BROWN 1.5 Mode 2
P 11 RED/YELLOW 1.5 Mode 3
R 11 YELLOW/GREEN 1.5 From Thermo Switch to Binary Switch
S 11 RED 1.5 Ignition supply
T
U 11 RED/WHITE 1.5 From Thermo Switch to Aircon Comp Clutch
V 11 YELLOW/BLUE 1.5 Recirculation On/Off
W
X
TR001372

7 8 9 10 11 12
X59

6 5 4 3 2 1 AIRCONDITIONER CONTROL PANEL.

PIN /SOCKET
? ?
X59-?
GN 1.5
WIRE WIRE
1 11 WHITE 1.5 12V Supply

2 11 WHITE/GREEN 1.5 Heater Valve Supply NO TEST LIGHT NO TEST LIGHT
5 11 RED/BLACK 1.5 Motor Speed 1
6 11 RED/BLUE 1.5 Motor Speed 2
7 11 RED/GREEN 1.5 Motor Speed 3
8 11 RED/GREY 1.5 Mode 1
9 11 RED/BROWN 1.5 Mode 2
10 11 RED/YELLOW 1.5 Mode 3
11 11 RED/ORANGE 1.5 Airconditioner On/Off
12 11 BLUE 1.5 Parklights SWITCHED
B A
X60
C
CAN TRANSMISSION.

PIN /SOCKET
? ?
X60-?
GN 1.5
WIRE WIRE

C 9 CAN SHIELD CAN - C - Shield NO TEST LIGHT NO TEST LIGHT
TR001373

B A
X61
C
CAN TERMINATOR.

PIN /SOCKET
? ?
X95-?
GN 1.5
WIRE WIRE

D
C
E
B A
J X62
F
H
G 9 WAY, DH 10 DEUTSCH CONNECTOR, PLUG & SOCKETS -
DIAGNOSTIC.

PIN /SOCKET
? ?
X15-?
GN 1.5
WIRE WIRE
A 8 BLACK 1.5 Earth - E1

C 8 YELLOW 1.0 CAN - A NO TEST LIGHT NO TEST LIGHT
D 8 GREEN 1.0 CAN - B NO TEST LIGHT NO TEST LIGHT
E 8 GREEN 1.5 Battery Supply
F 8 YELLOW/BLACK 1.5 Allison, Sci, Hi NO TEST LIGHT NO TEST LIGHT
G 8 YELLOW/BLUE 1.5 Allison, Sci, Lo NO TEST LIGHT NO TEST LIGHT
H 8 ORANGE 1.5 ADM Diagnostic Line NO TEST LIGHT NO TEST LIGHT
J 8 PURPLE 1.5 MR Diagnostic Line NO TEST LIGHT NO TEST LIGHT
TR001374

X64
6 1
5 2
BATTERY BALANCER.

PIN /SOCKET
? ?
X64-?
GN 1.5
WIRE WIRE
1 2 BLACK 2.5 Earth

2 2 GREEN 2.5 Battery 24V Supply
3
4 2 WHITE/RED 2.5 12V Ignition Supply
5 2 GREEN/RED 1.5 12V 10 MA Limited Memory Output
6 2 RED/GREEN 1.5 Accessory
X65
1 2
LEFT SPEAKER.

PIN /SOCKET
? ?
X65-?
GN 1.5
WIRE WIRE
1 2 BLACK 1.0 Earth

2 2 BLUE 1.0 Radio Left Speaker Supply NO TEST LIGHT NO TEST LIGHT
TR001375

X66
1 2
RADIO LEFT HAND SPEAKER.

PIN /SOCKET
? ?
X66-?
GN 1.5
WIRE WIRE
1 2 BLACK 1.0 Earth

2 2 BLUE 1.0 Radio Left Hand Speaker Supply NO TEST LIGHT NO TEST LIGHT
X67
6 1

LEFT HAND MIRROR.

PIN /SOCKET
? ?
X67-?
GN 1.5
WIRE WIRE

2 13 RED/GREY 1.5 Mirror Demister
3 13 YELLOW/GREEN 1.5 Left Vertical SWITCHED POLARITY
4 13 ORANGE/GREEN 1.5 Left Horizontal SWITCHED POLARITY
5 13 GREEN/BLUE 1.5 Common SWITCHED POLARITY
6
TR001376

CONNECTORS X68 & X69 & X70A
X68
6 1

RIGHT HAND MIRROR.

PIN /SOCKET
? ?
X68-?
GN 1.5
WIRE WIRE

2 13 RED/GREY 1.5 Mirror Demister
3 13 GREEN/YELLOW 1.5 Right Vertical SWITCHED POLARITY
4 13 ORANGE/BROWN 1.5 Right Horizontal SWITCHED POLARITY
5 13 GREEN/BLUE 1.5 Common SWITCHED POLARITY
6
X69
1 2

2 WAY RADIO.

PIN /SOCKET
? ?
X69-?
GN 1.5
WIRE WIRE
1 2 WHITE/RED 1.5 12V 2 Way radio (12V)

2 2 BLACK 1.5 Earth
X70A
X70
1 2
LEFT HAND WORKLIGHT.

PIN /SOCKET
? ?
X70-?
GN 1.5
WIRE WIRE
1 14 RED/WHITE 1.5 Left Hand Worklights
TR001377

CONNECTORS X70B & X71A & X71B
X70B
X70
2 1 2 WAY, DT DEUTSCH CONNECTOR, RECEPTACLE & PINS -

LEFT HAND WORKLIGHTS.

PIN /SOCKET
? ?
X70-?
GN 1.5
WIRE WIRE
1 14 WHITE/RED 1.5 Left Hand Worklights

X71A
X71
1 2

RIGHT HAND WORKLIGHT.

PIN /SOCKET
? ?
X71-?
GN 1.5
WIRE WIRE
1 14 RED/WHITE 1.5 Right Hand Worklights

X71B
X71

LEFT HAND WORKLIGHT.

PIN /SOCKET
? ?
X71-?
GN 1.5
WIRE WIRE
1 14 RED/WHITE 1.5 Right Hand Worklights

TR001378

CONNECTORS X72 & X73 & X74
X72
1 2
RIGHT SPEAKER.

PIN /SOCKET
? ?
X72-?
GN 1.5
WIRE WIRE
1 2 BLACK 1.0 Earth

2 2 GREEN 1.0 Radio Right speaker Supply NO TEST LIGHT NO TEST LIGHT
X73
1 2
RADIO RIGHT HAND SPEAKER.

PIN /SOCKET
? ?
X73-?
GN 1.5
WIRE WIRE
1 2 BLACK 1.0 Earth

2 2 GREEN 1.0 Radio Right Hand Speaker Supply NO TEST LIGHT NO TEST LIGHT
X74
B A

C
RADIO SUPPLY.

PIN /SOCKET
? ?
X74-?
GN 1.5
WIRE WIRE
A 2 BLACK 1.5 Earth

B 2 WHITE/RED 1.5 12V Radio supply
C 2 GREEN/RED 1.5 12V 10 MA Limited Memory Output
TR001379

CONNECTORS X75 & X76A & X76B
1 2 X75

FLASHING BEACON.

PIN /SOCKET
? ?
X75-?
GN 1.5
WIRE WIRE

2 14 ORANGE/WHITE 1.5 Flashing Beacon
X76A
1 X76
INTERIOR LIGHT 2.

PIN /SOCKET
? ?
X76-?
GN 1.5
WIRE WIRE
1 4 BLACK 1.5 Earth
X76B
1 X76
INTERIOR LIGHT 2.

PIN /SOCKET
? ?
X76-?
GN 1.5
WIRE WIRE
2 4 GREEN/RED 1.5 Interior Light

TR001380

CONNECTORS X77A & X77B & X78
X77A
1 X77
INTERIOR LIGHT 1.

PIN /SOCKET
? ?
X77-?
GN 1.5
WIRE WIRE
1 4 BLACK 1.5 Earth
X77B
1 X77
INTERIOR LIGHT 1.

PIN /SOCKET
? ?
X77-?
GN 1.5
WIRE WIRE
2 4 GREEN/RED 1.5 Interior Light
X78

ARTIC REVERSE LIGHT.

PIN /SOCKET
? ?
X78-?
GN 1.5
WIRE WIRE
1 12 WHITE/RED 1.5 Artic Reverse Light

TR001381

X79
4 1
3 2
TYRE PRESSURE MONITOR.

PIN /SOCKET
? ?
X79-?
GN 1.5
WIRE WIRE
1 17 ORANGE/GREY 1.5 Communication Ground NO TEST LIGHT NO TEST LIGHT

2 17 ORANGE/YELLOW 1.5 RS232 RTS NO TEST LIGHT NO TEST LIGHT
3 17 ORANGE/RED 1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
4 17 ORANGE/BLUE 1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
1 2
3 4
X80
5 6
8 WAY, SWF CONNECTOR, PLUG & SOCKETS -

7 8 INTERIOR LIGHT SWITCH.

PIN /SOCKET
? ?
X80-?
GN 1.5
WIRE WIRE

2
3
4
5 4 GREEN/RED 1.5 Interior Light Supply 1 SWITCHED
5 4 GREEN/RED 1.5 Interior Light Supply 2 SWITCHED
6
7
8
TR001382

X81
1 2 2 WAY, SWF CONNECTOR, PLUG & SOCKETS -

BACK LIGHT, INTERIOR LIGHT SWITCH.

PIN /SOCKET
? ?
X81-?
GN 1.5
WIRE WIRE
1 3 BLUE 1.5 Park Lights SWITCHED

2 3 BLACK 1.5 Earth
1 2
3 4
X82
5 6

7 8 INTERAXLE DIFFERENTIAL LOCK SWITCH.

PIN /SOCKET
? ?
X82-?
GN 1.5
WIRE WIRE
1 7 BLUE/GREEN 1.5 Interaxle Difflock SWITCHED

2
3
4
5 7 BLACK 1.5 Earth
6
7
8
X83

BACK LIGHT, IDL SWITCH.

PIN /SOCKET
? ?
X83-?
GN 1.5
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001383

1 2
3 4
X84
5 6

7 8 AIRCONDITIONER ON/OFF SWITCH.

PIN /SOCKET
? ?
X84-?
GN 1.5
WIRE WIRE
1 11 YELLOW/GREEN 1.5 Binary Switch

2
3
4
5 11 RED/ORANGE 1.5 Airconditioner On/Off SWITCHED
6
7
8
X85

BACK LIGHT, AIRCONDITIONER SWITCH.

PIN /SOCKET
? ?
X85-?
GN 1.5
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001384

1 2
3 4
X86
5 6

7 8 HEADLIGHT SWITCH.

PIN /SOCKET
? ?
X86-?
GN 1.5
WIRE WIRE
1 3 BLACK 1.5 Earth

3 3 WHITE/BLACK 1.5 Headlight Control
4
5
6 3 BLUE 1.5 Park Light SWITCHED
7
8
X87

BACK LIGHT, HEADLIGHT SWITCH.

PIN /SOCKET
? ?
X87-?
GN 1.5
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001385

1 2
3 4
X88
5 6

7 8 CTD SWITCH.

PIN /SOCKET
? ?
X88-?
GN 1.5
WIRE WIRE
1 15 ORANGE/BROWN 1.5 CTD Switch Input SWITCHED

1 15 ORANGE/BROWN 1.5 CTD Switch Input SWITCHED
2
3
4
6
7
8
X89

BACK LIGHT, CTD SWITCH.

PIN /SOCKET
? ?
X89-?
GN 1.5
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001386

1 2
3 4
X90
5 6

7 8 FLASHING BEACON SWITCH.

PIN /SOCKET
? ?
X90-?
GN 1.5
WIRE WIRE
1 14 ORANGE/WHITE 1.5 Flashing Beacon FLASHING

2
3
4
6
7
8
X91

BACK LIGHT, FLASHING BEACON SWITCH.

PIN /SOCKET
? ?
X91-?
GN 1.5
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001387

1 2
3 4
X92
5 6

7 8 HAZARD SWITCH.

PIN /SOCKET
? ?
X92-?
GN 1.5
WIRE WIRE
1
2 4 GREEN/BLACK 1.5 Hazard Input to CCU
2 4 GREEN/BLACK 1.5 Hazard Input to Diode
3
4
5 4 BROWN 1.5 Right Hand Indicator Supply SWITCHED
7
8
X93

BACK LIGHT, HAZARD INDICATOR.

PIN /SOCKET
? ?
X93-?
GN 1.5
WIRE WIRE
1 4 BLACK 1.5 Earth

2
TR001388

1 2
3 4
X94
5 6

7 8 JD COLD START SWITCH.

PIN /SOCKET
? ?
X94-?
GN 1.5
WIRE WIRE
1
2
3
4
5
6
7
8
X95

BACK LIGHT, JD COLD START SWITCH.

PIN /SOCKET
? ?
X95-?
GN 1.5
WIRE WIRE
1 3 BLUE 1.5 Park Lights

2 3 BLACK 1.5 Earth
TR001389

1 2
3 4
X96
5 6

7 8 MIRROR DEFROST SWITCH.

PIN /SOCKET
? ?
X96-?
GN 1.5
WIRE WIRE

2
3
4
5 13 RED/GREY 1.5 Mirror Defrost Supply - Left SWITCHED
5 13 RED/GREY 1.5 Mirror Defrost Supply - Right SWITCHED
6
7
8
X97

BACK LIGHT, MIRROR DEFROST INDICATOR.

PIN /SOCKET
? ?
X97-?
GN 1.5
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001390

1 2
3 4
X98
5 6

7 8 WORKLIGHT SWITCH.

PIN /SOCKET
? ?
X98-?
GN 1.5
WIRE WIRE
1 14 RED/WHITE 1.5 Worklights - Left SWITCHED

1 14 RED/WHITE 1.5 Worklights - Right SWITCHED
4206D 1 14 RED/WHITE 1.5 Worklights - Relay SWITCHED
2
3
4
6
7
8
X99

BACK LIGHT, WORKLIGHT SWITCH.

PIN /SOCKET
? ?
X99-?
GN 1.5
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001391

1 2
3 4
X100
5 6

7 8 SPARE.

PIN /SOCKET
X100-?
? GN 1.5 ?
WIRE WIRE
1
2
3
4
5
6
7
8
X101

SPARE.

PIN /SOCKET
X101-?
? GN 1.5 ?
WIRE WIRE
1
2
TR001392

1 2
3 4
X102
5 6

7 8 SPARE.

PIN /SOCKET
X102-?
? GN 1.5 ?
WIRE WIRE
1 14 GREEN/BLUE 1.5 Spare

2
3
4
5 14 GREEN/RED 1.5 Spare
6 14 GREEN/WHITE 1.5 Spare
7 14 GREEN/YELLOW 1.5 Spare
8
X103

BACK LIGHT, SPARE.

PIN /SOCKET
X103-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001393

1 2
3 4
X104
5 6

7 8 GEAR HOLD SWITCH.

PIN /SOCKET
X104-?
? GN 1.5 ?
WIRE WIRE

2
3
4
6
7
8
X105

BACK LIGHT, GEAR HOLD SWITCH.

PIN /SOCKET
X105-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001394

1 2
3 4
X106
5 6

7 8 SPARE / HIGH RANGE ON B50D.

PIN /SOCKET
X106-?
? GN 1.5 ?
WIRE WIRE
B50D 1 20 GREEN/RED 1.5 High Range CCU Input SWITCHED

2
3
4
B50D 5 20 RED 1.5 Ignition Supply
6
7
8
X107

BACK LIGHT, SPARE.

PIN /SOCKET
X107-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001395

1 2
3 4
X108
5 6

7 8 AIRCONDITIONER FRESH AIR SWITCH.

PIN /SOCKET
X108-?
? GN 1.5 ?
WIRE WIRE
1 11 YELLOW/BLUE 1.5 Airconditioner Fresh Air SWITCHED

2
3
4
6
7
8
X109

BACK LIGHT, AIRCONDITIONER FRESH AIR SWITCH.

PIN /SOCKET
X109-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001396

CONNECTOR X113 & X114 & X115
X113

SPARE, ARTIC.

PIN /SOCKET
X113-?
? GN 1.5 ?
WIRE WIRE
1 14 PINK/BLACK 1.5 Spare

2
X114

SPARE, ENGINE (NOT ON 4206D).

PIN /SOCKET
X114-?
? GN 1.5 ?
WIRE WIRE

2
X115
4 1
3 2 SPARE PLUG 1.

PIN /SOCKET
X115-?
? GN 1.5 ?
WIRE WIRE
1 14 PURPLE/WHITE 1.5 Spare

2 14 PURPLE/GREEN 1.5 Spare
3 14 PURPLE/RED 1.5 Spare
4 14 PURPLE/YELLOW 1.5 Spare
TR001397

CONNECTOR X116 & X117 & X118
X116
4 1
3 2
SPARE PLUG 2.

PIN /SOCKET
X116-?
? GN 1.5 ?
WIRE WIRE
1 14 GREEN/BLUE 1.5 Spare

2 14 GREEN/RED 1.5 Spare
4 14 GREEN/YELLOW 1.5 Spare
X117
4 1
3 2
ROOF SPARE.

PIN /SOCKET
X117-?
? GN 1.5 ?
WIRE WIRE

2 14 PURPLE/GREEN 1.5 Spare
3 14 PURPLE/RED 1.5 Spare
4 14 PURPLE/YELLOW 1.5 Spare
X118

SPARE, POWER GROUND.

PIN /SOCKET
X118-?
? GN 1.5 ?
WIRE WIRE
1 15 RED 1.5 Spare

2 15 BLACK 1.5 Spare
TR001398

CONNECTOR X137
86 86 86 86
30 30 30 30
X137
87 87 87 87
85 85 85 85
4 WAY, MTA RELAY BOX, RECEPTACLE & SOCKETS -
RELAY BANK.

PIN /SOCKET
X137-?
? GN 1.5 ?
WIRE WIRE
Relay 1

87A
87 8 RED/BLUE 1.5 Neutral Signal to Start Relay 86
87 8 RED/BLUE 1.5 Neutral Signal to Start Relay 86
86 8 BROWN/RED 1.5 Neutral Signal from ZF
Relay 7
87A 8 RED 1.5 Ignition Supply
87 8 BLACK/WHITE 2.5 Start Signal
86 8 RED/BLUE 1.5 Neutral Signal
85 8 BLACK/GREEN 1.5 Ignition Key, Earth signal
Relay 11
30 4 Ignition Supply
87A
86 4 RED 1.5 Start Relay 87A
Relay 2
87A
87 12 WHITE/RED 1.5 Reverse Lights
87 12 WHITE/RED 1.5 Artic Reverse Lights
86 12 WHITE/RED 1.5 Reverse Signal from ZF
TR001399

CONNECTOR X138
16 15 14 13
X138
16 WAY, MTA UNIVAL HOLDER, RECEPTACLE & SOCKETS -

12 11 10 9 8 7 6 5 4 3 2 1 FUSE BANK.

PIN /SOCKET
X138-?
? GN 1.5 ?
WIRE WIRE
1 1-1 2 RED 1.5 Transmission Ignition

1 1-2 2 RED 1.5 Ignition Supply - CB3
2 2-1 2 GREEN 1.5 Transmission Battery
2 2-2 2 GREEN 1.5 Battery Supply - CB2
3 3-1 2 GREEN 1.5 Battery Supply to MDU/CCU Relay
3 3-1 2 GREEN 1.5 Hazard, Input to CCU
4 4-1 2 RED 1.5 Alternator D+
5 5-1 2 RED 1.5 CCU, MDU Program Plug & Diagnostic Plug
6 6-1 2 RED 1.5 Ignition Engine
7 7-1 2 WHITE/RED 1.5 Reverse Monitor (12V)
7 7-1 2 WHITE/RED 1.5 FM Radio (12V)
7 7-2 2 WHITE/RED 1.5 Battery Balancer Output (12V) Fuse 11
8 8-1 2 GREEN 1.5 Battery Supply
8 8-2 2 GREEN 1.5 Battery Supply
9 9-1 2 GREEN 1.5 Battery Supply to MDU
10 10-1 2 GREEN 1.5 Battery Supply to Diagnostic Plug
11 11-1 2 GREEN 2.5 Battery Supply to Battery Balancer
11 11-1 2 GREEN 1.5 Accessory - Battery Balancer Enable
12 12-1 2 WHITE/RED 1.5 Fuse 7
12 12-1 2 WHITE/RED 1.5 Battery Balancer Output (12V)
12 12-2 2 WHITE/RED 1.5 2 Way Radio
TR001400

CONNECTOR X139
16 15 14 13
X139
16 WAY, MTA UNIVAL HOLDER, RECEPTACLE & SOCKETS -

12 11 10 9 8 7 6 5 4 3 2 1 DIODE BANK.

PIN /SOCKET
X139-?
? GN 1.5 ?
WIRE WIRE
Not used 1 1-IN 22 BLACK/BLUE 1.5 Gear Hold Input

on 4206D 1 1-OUT 22 BLACK/GREEN 1.5 Bin Up Position SWITCHED
2 2-IN
2 2-OUT
3 3-IN 2 RED 1.5 Ignition SWITCHED
3 3-OUT 2 YELLOW/RED 1.5 Alternator D+ SWITCHED
4 4-IN 4 RED/BLUE 1.5 Wiper Intermittent Input from CCU SWITCHED
4 4-OUT 4 PURPLE 1.5 Intermittent Relay SWITCHED
9 9-IN 4 PURPLE/GREEN 1.5 Washer Bottle Supply SWITCHED
9 9-OUT 4 PURPLE 1.5 Intermittent Relay SWITCHED
5 5-IN 5 GREEN/BLACK 1.5 Hazard Control SWITCHED
5 5-OUT 5 GREEN/YELLOW 1.5 MDU & CCU Control SWITCHED
6 5-IN 5 RED 1.5 Ignition Supply SWITCHED
6 5-OUT 5 GREEN/YELLOW 1.5 MDU & CCU Control SWITCHED
6 5-OUT 5 GREEN/YELLOW 1.5 MDU & CCU Power Relay SWITCHED
15 15-IN 18 RED 1.5 Ignition Supply
4206D
1515-OUT 18 RED 1.5 Ignition Supply
14 14-IN 16 GREEN 1.5 Battery Supply
1414-OUT 16 GREEN 1.5 Battery Supply
13 13-IN 16 RED 1.5 Ignition Supply
1313-OUT 16 RED 1.5 Ignition Supply
R1 R1-1 6 RED 1.5 Ignition Supply SWITCHED
R1 R1-2 6 ORANGE/WHITE 1.5 Air Pressure Sender NO TEST LIGHT NO TEST LIGHT
TR001401

CONNECTOR X140
86 86 86 86
30 30 30 30
X140
87 87 87 87
85 85 85 85
RELAY BANK.

PIN /SOCKET
X140-?
? GN 1.5 ?
WIRE WIRE
Relay 3

87A
87 12 BLACK/RED 1.5 Stop Lights
86 12 GREY/BLUE 1.5 Brake Switch & Retarder Input
Relay 5
87A
87 8 RED/PINK 1.5 0% Pedal Position Output
86 8 RED/GREEN 1.5 Overspeed Control Output
Relay 13
87A
87 6 BROWN/YELLOW 1.5 Park Brake Solenoid
86 6 YELLOW/BROWN 1.5 Park Brake Output from CCU
Relay 14
Not used 87A
on 4206D
87 15 ORANGE/YELLOW 1.5 Bin Limit Solenoid
86 15 BLUE/ORANGE 1.5 Bin Up Limit Output
Relay 14
4206D 87A
87 18 BLACK/BLUE 1.5 Transmission Signal
86 18 BLUE/ORANGE 1.5 Chassis Control Unit Signal
TR001402

CONNECTOR X141
86 86 86 86
30 30 30 30
X141
87 87 87 87
85 85 85 85
RELAY BANK.

PIN /SOCKET
X141-?
? GN 1.5 ?
WIRE WIRE
Relay 15

87A
87 3 BROWN 1.5 Output to Left Indicator
86 3 BROWN/RED 1.5 Left Indicator Output from CCU
Relay 16
87A
87 3 YELLOW 1.5 Output to Right Indicator
86 3 YELLOW/RED 1.5 Right Indicator Output from CCU
Relay 17
87A
87 3 GREY/WHITE 1.5 Headlights / Dips Supply
85 3 GREY/WHITE 1.5 Headlights / Dips Output from Switch
Relay 18
87A
87 3 WHITE/GREY 1.5 Headlights / Brights Supply
85 3 WHITE/GREY 1.5 Headlights / Brights Output from Switch
TR001403

CONNECTOR X142
86 86 86 86
30 30 30 30
X142
87 87 87 87
85 85 85 85
RELAY BANK.

PIN /SOCKET
X142-?
? GN 1.5 ?
WIRE WIRE
Relay 4

87A
Not on 87 22 GREEN/YELLOW 1.5 Tank Valve Solenoid
4206D
86 22 BLACK/GREEN 1.5 Bin Float Control Output
85 22 GREEN/BLACK 1.5 Bin Up Switch, Normally Open
Relay 4
87A
4206D 87 18 RED/WHITE 2.5 Work Lights
86 18 RED/WHITE 1.5 Work Lights Switch
Relay 10
30 4 PINK 1.5 Wiper Motor Switch Park Output
87A 4 PINK 1.5 Wiper Motor Intermittent
86 4 PURPLE 1.5 Intermittent Input - Washer Bottle
86 4 PURPLE 1.5 Intermittent Input - CCU
Relay 8
30 2 WHITE 2.5 Battery Supply 12v Battery Balancer
87A
87 2 WHITE/RED 2.5 12V Ignition Supply
85 2 RED/GREEN 1.5 Ignition Key - Accessory Supply
Relay 12
87A 10 BLACK 1.5 Earth
87 10 RED 1.5 gnition Supply
TR001404

CONNECTORS X143
86 86 86 86
30 30 30 30
87 87 87 87 X143
85 85 85 85

RELAY BANK.

PIN /SOCKET
X143-?
? GN 1.5 ?
WIRE WIRE
Relay 6
87A
86 5 GREEN/YELLOW 1.5 Ignition Supply from Diode
Relay 19
87A
Not on
B50D 87 15 ORANGE/BROWN 1.5 CTD Solenoid
86 15 ORANGE/GREEN 1.5 CTD Output
Relay 19
B50D 87A
87 15 PINK/BLUE 1.5 Bin Pressure Reduction Solenoid
86 15 GREEN/PURPLE 1.5 Chassis Control Unit
Relay 21
87A
Not on
4206D 87 15 PURPLE/GREEN 1.5 Laden vs Unladen Output
86 15 PURPLE/WHITE 1.5 Laden vs Unladen Input
Relay 9
30 12 GREY/YELLOW 1.5 Retarder Modulation Request TCU (5V)
87A 12 GREEN 1.5 Battery Supply
87 12 YELLOW/GREY 1.5 Retarder Modulation Request Lever (5V)
85 12 GREY/BLUE 1.5 Brake Light Output (5V)
TR001405

CONNECTORS X144
86 86 86 86
30 30 30 30
X144
87 87 87 87
85 85 85 85
RELAY BANK.

PIN /SOCKET
X142-?
? GN 1.5 ?
WIRE WIRE
Relay 25
B50D 87A
87 21 BROWN/BLACK 2.5 Cooler Fan 1 & 2
85 21 PURPLE/YELLOW 1.5 Fan Temperature Switch SWITCHED
Relay 24
87A
B50D 87 20 YELLOW/PINK 2.5 Transmission
86 20 ORANGE/GREY 1.5 Chassis Control Unit
Relay 23
87A
B50D 87 20 GREEN/PURPLE 1.5 High Range Solenoid
86 20 ORANGE/BROWN 1.5 Chassis Control Unit
Relay 22
B50D 87A 20 BLACK/ORANGE 1.5 Transmission
87
86 20 BLACK/PINK 1.5 Chassis Control Unit
Relay 22
B35D/
B40D 87A
87 15 PINK/BLUE 1.5 Bin Pressure Reduction Solenoid
86 15 GREEN/PURPLE 1.5 Chassis Control Unit
TR001406

1 2 3 4 5 6
X145

FAN DRIVE CONTROLLER. (Not on 4206D)
12 11 10 9 8 7

PIN /SOCKET
X145-?
? GN 1.5 ?
WIRE WIRE
1 17 BLACK/GREEN 1.5 Fan Drive Control Solenoid ACTIVATED

3 17 PURPLE/GREEN 1.5 Low Speed Solenoid ACTIVATED
4 17 BLUE/GREY 1.5 Fan Cut Solenoid ACTIVATED
5 17 RED/BLUE 1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT
6 17 WHITE/BROWN 1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
9
10
X146
5 6 7 8

AUTOMATIC GREASER.

PIN /SOCKET
X146-?
? GN 1.5 ?
WIRE WIRE
1 14 RED 1.5 Ignition supply

3 14 RED/BLUE 1.5 Neutral Signal SWITCHED (N)
4
5
6 14 ORANGE/GREEN 1.5 Automatic Greaser Indicator
7 14 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch
8 14 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch SWITCHED
TR001407

2
1 X147
2 WAY, M24 CONNECTOR -

AUTOMATIC GREASER PRESSURE SWITCH.

PIN /SOCKET
X147-?
? GN 1.5 ?
WIRE WIRE
1 14 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch

2 14 ORANGE/BLUE 1.5 Automatic Greaser Pressure Switch SWITCHED
X149
4 WAY, 90 DEG BRADHARRISON CONNECTOR, SOCKETS -

LOW ACCUMULATOR BRAKE PRESSURE.

PIN /SOCKET
X149-?
? GN 1.5 ?
WIRE WIRE
1 5 RED/GREY 1.5 Low Accumulator Brake Pressure <110 bar

3
X150
4 WAY, 90 DEG BRADHARRISON CONNECTOR, SOCKETS -

EMERGENCY STEERING..

PIN /SOCKET
X150-?
? GN 1.5 ?
WIRE WIRE
1 5 ORANGE/BLACK 1.5 Emergency Steering <5 BAR

2 5 BLACK/YELLOW 1.5 Ignition Supply
3
TR001408

2 1
3
X151

HYDRAULIC CUT SOLENOID.

PIN /SOCKET
X151-?
? GN 1.5 ?
WIRE WIRE
1 7 GREY/YELLOW 1.5 Hydraulic Cut solenoid SWITCHED

2 7 BLACK 1.5 Earth
3
2 1
3
X152

TANK VALVE SOLENOID.

PIN /SOCKET
X152-?
? GN 1.5 ?
WIRE WIRE
1 YELLOW/GREEN 1.5 TVS - Bin Up Pressure Switch SWITCHED

2 22 GREEN/YELLOW 1.5 TVS - Bin Float Relay
3
TR001409

CONNECTORS X157A
20 8 31
21 9 19 30
10 2 18
22 3 7 29
1 X157A
23 11 4 6 17 28
5 X157
12 13 15 16
24 27
25 14 26
REAR HARNESS PLUG, ARTIC.

PIN /SOCKET
X157-?
? GN 1.5 ?
WIRE WIRE

2 12 BLACK/RED 1.5 Brake Lights
3 22 BLACK/GREEN 1.5 Bin Up Switch
4 4 BROWN 1.5 Left Indicator FLASHING
5 4 YELLOW 1.5 Right Indicator FLASHING
7 22 GREEN/BLACK 1.5 Bin Up Switch
8 4/12/15 BLACK 1.5 Earth
9 6 PURPLE/GREEN 1.5 Bin Position Sensor - Signal NO TEST LIGHT
10 6 RED/ORANGE 1.5 Bin Position Sensor - Power 5V (5V)
11 6 BLACK/YELLOW 1.5 Bin Position Sensor - Sensor Earth
15 17 SHIELD Can Shiels NO TEST LIGHT NO TEST LIGHT
20 17 ORANGE/GREY 1.5 Comms Ground NO TEST LIGHT NO TEST LIGHT
21 17 WHITE/BLUE 1.5 OBW Green Light ACTIVATED
22 17 WHITE/GREEN 1.5 OBW Yellow Light ACTIVATED
23 17 WHITE/GREY 1.5 OBW Red Light ACTIVATED
24 14 ORANGE/BLUE 1.5 Auto Greaser Pressure Switch
25 14 ORANGE/BLUE 1.5 Auto Greaser Pressure Switch SWITCHED
B50D 26 21 GREY/ORANGE 1.5 Spare
B50D 27 21 PURPLE/WHITE 1.5 Spare
B50D 28 21 YELLOW/BROWN 1.5 Spare
B50D 29 20 PINK/BLUE 1.5 Mid High Range Shifter Limit Switch SWITCHED
B50D 30 20 WHITE/ORANGE 1.5 Rear High Range Shifter Limit Switch SWITCHED
B50D 31 20 GREEN/GREY 1.5 Rear Interaxle Difflock Limit Switch SWITCHED
TR001410

CONNECTORS X157B
31 8 20
30 19 9 21
18 2 10
29 7 3 22
1 X157B
28 17 6 4 11 23
5 X157
15 13 12
16
27 24 31 WAY, HD DEUTSCH CONNECTOR, RECEPTACLE & PINS -
26 14 25 REAR HARNESS PLUG, REAR.

PIN /SOCKET
X157-?
? GN 1.5 ?
WIRE WIRE

26
27
28
TR001411

CONNECTORS X158A
31 8 20
30 19 9 21
18 2 10
29 7 3 22
1 X158A
28 17 6 4 11 23 X158
5
15 13 12
16
27 24 31 WAY, HD DEUTSCH CONNECTOR, RECEPTACLE & PINS -
26 14 25 ARTIC HARNESS INTERFACE PLUG, ARTIC - B50D ONLY.

PIN /SOCKET
X158-?
? GN 1.5 ?
WIRE WIRE

26
27
28
TR001412

CONNECTORS X158
20 8 31
21 9 19 30
10 2 18
22 3 7 29
1 X158B
23 11 4 6 17 28
5 X158
12 13 15 16
24 27
25 14 26 ARTIC HARNESS INTERFACE PLUG, INTERFACE - B50D ONLY.

PIN /SOCKET
X158-?
? GN 1.5 ?
WIRE WIRE

26 21 GREY/ORANGE 1.5 Spare
28 21 YELLOW/BROWN 1.5 Spare
29 20 PINK/BLUE 1.5 Mid High Range Shifter Limit Switch SWITCHED
30 20 WHITE/ORANGE 1.5 Rear High Range Shifter Limit Switch SWITCHED
31 20 GREEN/GREY 1.5 Rear Interaxle Difflock Limit Switch SWITCHED
TR001414

X156
4 1
3 2
SPARE, ARTIC 2.

PIN /SOCKET
X156-?
? GN 1.5 ?
WIRE WIRE

2
X159
5 6 7 8

TYRE PRESSURE MONITOR.

PIN /SOCKET
X159-?
? GN 1.5 ?
WIRE WIRE

TR001414

B A
X160
C
CAN TERMINATOR REAR.

PIN /SOCKET
X160-?
? GN 1.5 ?
WIRE WIRE

1 2 3 4 5 6
X161

ON BOARD WEIGHING.
12 11 10 9 8 7

PIN /SOCKET
X161-?
? GN 1.5 ?
WIRE WIRE
1 17 BLUE 1.5 +5V Excitation NO TEST LIGHT NO TEST LIGHT

2 17 GREY 1.5 Sensor Earth NO TEST LIGHT NO TEST LIGHT
10 17 CAN SHIELD Can Shield NO TEST LIGHT NO TEST LIGHT
11 17 YELLOW/GREEN 1.5 Signal (Left) NO TEST LIGHT NO TEST LIGHT
12 17 PURPLE/GREEN 1.5 Signal (Right) NO TEST LIGHT NO TEST LIGHT
TR001415

X162
4 1
3 2
LEFT STRAIN GAUGE. (Not on Haulers)

PIN /SOCKET
X162-?
? GN 1.5 ?
WIRE WIRE
1 17 PURPLE/GREEN 1.5 Signal (Left) NO TEST LIGHT NO TEST LIGHT

X163
4 1
3 2
RIGHT STRAIN GAUGE. (Not on Haulers)

PIN /SOCKET
X163-?
? GN 1.5 ?
WIRE WIRE
1 17 YELLOW/GREEN 1.5 Signal (Right) NO TEST LIGHT NO TEST LIGHT

TR001416

X164
4 1
3 2
BIN UP SWITCH. (Not on Haulers)

PIN /SOCKET
X164-?
? GN 1.5 ?
WIRE WIRE

2 22 BLACK/GREEN 1.5 Bin switch - Normally Closed Contact
3 BLACK 1.5 Earth
4 22 GREEN/BLACK 1.5 Bin Switch - Normally Open Contact
X165

INDICATOR LEFT.

PIN /SOCKET
X165-?
? GN 1.5 ?
WIRE WIRE
1 4 BLACK 1.5 Earth

2 4 BROWN 1.5 Indicator Left FLASHING
TR001417

X166
B A

C
LEFT PARK & BRAKE LIGHTS.

PIN /SOCKET
X166-?
? GN 1.5 ?
WIRE WIRE
A 12 BLACK 1.5 Earth

B 12 BLACK/RED 1.5 Brake Lights
C 12 BLUE 1.5 Park Lights
X167

LEFT REVERSE LIGHT.

PIN /SOCKET
X167-?
? GN 1.5 ?
WIRE WIRE
1 12 WHITE/RED 1.5 Left Reverse Light Signal

X168

RIGHT REVERSE LIGHT.

PIN /SOCKET
X168-?
? GN 1.5 ?
WIRE WIRE
1 12 WHITE/RED 1.5 Right Reverse Light Signal

TR001418

X169
3 WAY, DELPHI PACKARD CONNECTOR, PLUG & PINS -

C B A BIN POSITION SENSOR. (Not on Haulers)

PIN /SOCKET
X169-?
? GN 1.5 ?
WIRE WIRE
A 6 BLACK/YELLOW 1.5 Bin Position Sensor - Sensor Earth

B 6 PURPLE/GREEN 1.5 Bin Position Sensor - Signal NO TEST LIGHT NO TEST LIGHT
C 6 RED/ORANGE 1.5 Bin Position Sensor - Controlled Power (0-5V)
X171
B A

C
RIGHT PARK & BRAKE LIGHTS.

PIN /SOCKET
X171-?
? GN 1.5 ?
WIRE WIRE

B 12 BLACK/RED 1.5 Brake Light
C 12 BLUE 1.5 Park Light
X172
1 2
INDICATOR RIGHT.

PIN /SOCKET
X172-?
? GN 1.5 ?
WIRE WIRE
1 4 BLACK 1.5 Earth

2 4 YELLOW 1.5 Indicator Right FLASHING
TR001419

1 2
X173

COLD START TEMPERATURE SENDER.

PIN /SOCKET
X173-?
? GN 1.5 ?
WIRE WIRE
1 10 GREY/WHITE 2.5 Cold Start Temperature Sender NO TEST LIGHT NO TEST LIGHT
1 4
3 2
X174
2 WAY, AMP BAYONET CONNECTOR, PLUG & SOCKETS -

COLD START FUEL SOLENOID.

PIN /SOCKET
X174-?
? GN 1.5 ?
WIRE WIRE
1 10 GREY/BLACK 2.5 Cold Start Fuel Solenoid SWITCHED

3
4
TR001420

X190
B A
C PROXIMITY SWITCH.

PIN /SOCKET
X190-?
? GN 1.5 ?
WIRE WIRE
A 12 GREEN 1.5 Battery Supply

B 12 GREY/GREEN 1.5 Proximity switch NO
C 12 BLACK 1.5 Earth
X191
2
2 WAY, UTILUX CONNECTOR, PLUG & SOCKETS -
1 WASHER MOTOR.

PIN /SOCKET
X191-?
? GN 1.5 ?
WIRE WIRE
1 4 PURPLE/GREEN 1.5 Washer Bottle Signal SWITCHED

2 4 BLACK 1.5 Earth
B A X192
C 3 WAY, DT DEUTSCH CONNECTOR, PLUG & SOCKETS -

COOLANT LEVEL SWITCH.

PIN /SOCKET
X192-?
? GN 1.5 ?
WIRE WIRE
A 7 RED 1.5 Ignition Feed

B 7 WHITE/BLUE 1.5 Coolant level Signal NO TEST LIGHT NO TEST LIGHT
C 7 BLACK 1.5 Earth
TR001421

X193
1 2
FUEL FILTER.

PIN /SOCKET
X193-?
? GN 1.5 ?
WIRE WIRE

2 7 BLACK 2.5 Earth
1 2
X195

PURGING UNIT.

PIN /SOCKET
X195-?
? GN 1.5 ?
WIRE WIRE

2 7 BLACK 2.5 Earth
X203
1
AIRCONDITIONER COMPRESSOR.

PIN /SOCKET
X203-?
? GN 1.5 ?
WIRE WIRE
1 11 RED/WHITE 1.5 Airconditioner Compressor Signal

TR001422

2 1
X196

PURGING UNIT BLOW OFF.

PIN /SOCKET
X196-?
? GN 1.5 ?
WIRE WIRE
1 7 BLACK 2.5 Earth

2 7 YELLOW/GREEN 1.5 Purging Unit Blow Off Signal SWITCHED
3
X200
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1 15 WAY, AMP CONNECTOR, PLUG & SOCKETS -

ENGINE MR ECU.

PIN /SOCKET
X200-?
? GN 1.5 ?
WIRE WIRE
1 10 CAN CABLE YL/GN 1.0 CAN - High NO TEST LIGHT NO TEST LIGHT
7
8 10 BLACK/WHITE 1.5 Start Signal to MR
10
12 10 BLACK/WHITE 1.5 Start Signal to Starter Motor
14
TR001423

CONNECTORS X209 & X210A & X210B
2
X209
1

3 RIGHT HEADLIGHT.

PIN /SOCKET
X209-?
? GN 1.5 ?
WIRE WIRE

2 3 WHITE/GREY 1.5 Headlight - Bright
3 3 GREY/WHITE 1.5 Headlight - Dips
X210A
X210
1
RIGHT INDICATOR.

PIN /SOCKET
X210-?
? GN 1.5 ?
WIRE WIRE
1 3 BROWN 1.5 Indicator - Right FLASHING
X210B
X210
1
RIGHT INDICATOR.

PIN /SOCKET
X210-?
? GN 1.5 ?
WIRE WIRE
2 3 BLACK 1.5 Earth

TR001424

CONNECTORS X212A & X212B & X213
X212A
X212
1
LEFT INDICATOR.

PIN /SOCKET
X212-?
? GN 1.5 ?
WIRE WIRE
1 3 BROWN 1.5 Indicator - Left FLASHING
X212B
X212
1
LEFT INDICATOR.

PIN /SOCKET
X212-?
? GN 1.5 ?
WIRE WIRE
2 3 BLACK 1.5 Earth
2
X213
1

3 LEFT HEADLIGHT.

PIN /SOCKET
X213-?
? GN 1.5 ?
WIRE WIRE

2 3 WHITE/GREY 1.5 Headlight - Bright
3 3 GREY/WHITE 1.5 Headlight - Dips
TR001425

D C B A
K J H G F E
S R P N M L X217
W V U T
20 WAY, PACKARD CONNECTOR, PLUG & SOCKETS -
TRANSMISSION SHIFT SELECTOR.

PIN /SOCKET
X217-?
? GN 1.5 ?
WIRE WIRE
A 9 BLACK/PINK 1.5 Primary Shift Selector 1 NO TEST LIGHT NO TEST LIGHT

B 9 BLACK/GREY 1.5 Primary Shift Selector 2 NO TEST LIGHT NO TEST LIGHT
C 9 RED/GREY 1.5 Primary Shift Selector 4 NO TEST LIGHT NO TEST LIGHT
D 9 BLACK/WHITE 1.5 Primary Shift Selector 8 NO TEST LIGHT NO TEST LIGHT
E 9 PINK/BLACK 1.5 Primary Shift Selector P NO TEST LIGHT NO TEST LIGHT
F
G
H
J
K
L 9 BROWN/WHITE 1.5 General Purpose Output (-)
M 9 RED/BLUE 1.5 Shift Selector Mode Input NO TEST LIGHT NO TEST LIGHT
N 9 BLACK/BLUE 1.5 Sensor Power
P 9 GREY 1.5 Battery Ground / GPI (-)
R 9 BROWN/BLUE 1.5 Battery Power
S 9 BLACK/RED 1.5 Shift Selector Display NO TEST LIGHT NO TEST LIGHT
T 9 BLUE/WHITE 1.5 Park Light
U
V 9 BLACK 1.5 Earth
W
A B
X219
C 3 WAY, DT DEUTSCH CONNECTOR, RECEPTACLE & PINS -

J1939 CAN BUS CONNECTION.

PIN /SOCKET
X219-?
? GN 1.5 ?
WIRE WIRE
A 9 RED/BLACK 1.5 CAN - A High NO TEST LIGHT NO TEST LIGHT

B 9 GREY/WHITE 1.5 CAN - B - Low NO TEST LIGHT NO TEST LIGHT
C 9 RED/YELLOW 1.5 CAN - C - Shield NO TEST LIGHT NO TEST LIGHT
TR001454

6 1 X216
5 2
4 3 RETARDER MODULATION REQUEST.

PIN /SOCKET
X216-?
? GN 1.5 ?
WIRE WIRE

2 9 BLACK 1.5 Earth
3
4 9 PURPLE 1.5 Retarder Modulation Request Lever Input (5V)
5
6
X218
1 2
RETARDER ACCUMULATOR RESISTOR.

PIN /SOCKET
X218-?
? GN 1.5 ?
WIRE WIRE
1 9 BLUE/RED 1.5 N Solenoid NO TEST LIGHT NO TEST LIGHT

2 9 YELLOW 1.5 H,N Solenoid Power NO TEST LIGHT NO TEST LIGHT
TR001455

CONNECTOR X220
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
X220
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
TCU, BLUE.

PIN /SOCKET
X220-?
? GN 1.5 ?
WIRE WIRE
1 9 BROWN/BLACK 1.5 Power, A,D,J Solenoid NO TEST LIGHT NO TEST LIGHT

2 9 BROWN/GREEN 1.5 Power, B,E Solenoid NO TEST LIGHT NO TEST LIGHT
3 9 GREEN/PURPLE 1.5 Power, F Solenoid NO TEST LIGHT NO TEST LIGHT
4 9 WHITE/GREEN 1.5 A Solenoid NO TEST LIGHT NO TEST LIGHT
5 9 GREEN/RED 1.5 C Solenoid NO TEST LIGHT NO TEST LIGHT
6 9 BROWN/YELLOW 1.5 E Solenoid NO TEST LIGHT NO TEST LIGHT
7 9 WHITE/RED 1.5 G Solenoid NO TEST LIGHT NO TEST LIGHT
8 9 GREEN/WHITE 1.5 J Solenoid NO TEST LIGHT NO TEST LIGHT
9 9 PINK 1.5 Power Sensor NO TEST LIGHT NO TEST LIGHT
10
11 9 GREY/BLUE 1.5 Output to Retarder Modulation Request Line NO TEST LIGHT NO TEST LIGHT
12 9 WHITE/BLUE 1.5 C3 PS Input NO TEST LIGHT NO TEST LIGHT
13 9 YELLOW/RED 1.5 Transmission ID NO TEST LIGHT NO TEST LIGHT
14 9 BROWN 1.5 Engine Speed Hi NO TEST LIGHT NO TEST LIGHT
15 9 ORANGE 1.5 Turbine Speed Lo NO TEST LIGHT NO TEST LIGHT
16 9 WHITE/GREY 1.5 Output Speed Hi NO TEST LIGHT NO TEST LIGHT
17 9 YELLOW/BROWN 1.5 C,G Power NO TEST LIGHT NO TEST LIGHT
18
19 9 YELLOW 1.5 H,N Solenoid Power NO TEST LIGHT NO TEST LIGHT
20 9 ORANGE/WHITE 1.5 B Solenoid NO TEST LIGHT NO TEST LIGHT
21 9 BLUE/GREEN 1.5 D Solenoid NO TEST LIGHT NO TEST LIGHT
22 9 WHITE/YELLOW 1.5 F Solenoid NO TEST LIGHT NO TEST LIGHT
23 9 WHITE 1.5 H Solenoid, Lo NO TEST LIGHT NO TEST LIGHT
24 9 BLUE/RED 1.5 N Solenoid NO TEST LIGHT NO TEST LIGHT
26 9 BLUE/WHITE 1.5 Oil Level Sensor Input NO TEST LIGHT NO TEST LIGHT
27 9 BROWN/RED 1.5 Sump Temperature Input NO TEST LIGHT NO TEST LIGHT
28 9 ORANGE/GREEN 1.5 H,N Solenoid Power NO TEST LIGHT NO TEST LIGHT
29
30 9 BLACK/BROWN 1.5 Engine Speed Lo NO TEST LIGHT NO TEST LIGHT
31 9 BLUE 1.5 Turbine Speed Hi NO TEST LIGHT NO TEST LIGHT
32 9 GREEN 1.5 Output Speed Lo NO TEST LIGHT NO TEST LIGHT
TR001456

CONNECTOR X221
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
X221
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
TCU, BLACK.

PIN /SOCKET
X221-?
? GN 1.5 ?
WIRE WIRE
1 9 YELLOW/BLACK 1.5 Diagnostic - SCI - Hi NO TEST LIGHT NO TEST LIGHT

2 9 YELLOW/GREEN 1.5 Spare NO TEST LIGHT NO TEST LIGHT
3 9 BLACK/BLUE 1.5 Sensor Power
4
5 9 BLACK/PINK 1.5 Primary Shift selector 1 NO TEST LIGHT NO TEST LIGHT
6 9 BLACK/GREY 1.5 Primary Shift selector 2 NO TEST LIGHT NO TEST LIGHT
7 9 RED/GREY 1.5 Primary Shift selector 4 NO TEST LIGHT NO TEST LIGHT
8 9 BLACK/WHITE 1.5 Primary Shift selector 8 NO TEST LIGHT NO TEST LIGHT
9 9 PINK/BLACK 1.5 Primary Shift selector P NO TEST LIGHT NO TEST LIGHT
10 9 RED/BLUE 1.5 Shift Selector Mode Input NO TEST LIGHT NO TEST LIGHT
12 9 RED/YELLOW 1.5 CAN - C NO TEST LIGHT NO TEST LIGHT
13 9 RED/BLACK 1.5 CAN - A NO TEST LIGHT NO TEST LIGHT
14 9 BLACK/RED 1.5 Shift Selector Display NO TEST LIGHT NO TEST LIGHT
15 9 BROWN/WHITE 1.5 General Purpose Output (-) NO TEST LIGHT NO TEST LIGHT
16 9 BROWN/BLUE 1.5 Battery Power
17 9 YELLOW/BLUE 1.5 Diagnostic - SCI - Lo NO TEST LIGHT NO TEST LIGHT
18 9 BLUE/YELLOW 1.5 Spare NO TEST LIGHT NO TEST LIGHT
19
20
21
22
23
24
25
26 9 BLUE/ORANGE 1.5 Spare NO TEST LIGHT NO TEST LIGHT
27 9 GREY 1.5 Battery Ground
28 9 BLUE/BLACK 1.5 Spare NO TEST LIGHT NO TEST LIGHT
29 9 GREY/WHITE 1.5 CAN - B NO TEST LIGHT NO TEST LIGHT
30
31
32 9 GREY 1.5
TR001457

CONNECTOR X222
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
X222
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
TCU, GREY.

PIN /SOCKET
X222-?
? GN 1.5 ?
WIRE WIRE
1 9 GREEN/BROWN 1.5 Battery Supply

2 9 GREEN/PINK 1.5 Spare NO TEST LIGHT NO TEST LIGHT
3 9 GREY/GREEN 1.5 Spare NO TEST LIGHT NO TEST LIGHT
4 9 WHITE/BLACK 1.5 Reverse
5 9 GREY/BLACK 1.5 Spare NO TEST LIGHT NO TEST LIGHT
6 9 WHITE/BROWN 1.5 Neutral
7
8
9
10
11 9 PURPLE/RED 1.5 Spare NO TEST LIGHT NO TEST LIGHT
12 9 BLACK/GREEN 1.5 Gear hold
13 9 GREEN/BLACK 1.5 Spare NO TEST LIGHT NO TEST LIGHT
14 9 WHITE/PURPLE 1.5 Spare NO TEST LIGHT NO TEST LIGHT
15
16 9 GREEN/BROWN 1.5 Battery Supply
18 9 YELLOW/WHITE 1.5 Spare NO TEST LIGHT NO TEST LIGHT
19 9 RED/GREEN 1.5 Spare NO TEST LIGHT NO TEST LIGHT
20 9 GREEN/BLUE 1.5 Spare NO TEST LIGHT NO TEST LIGHT
21
22 9 GREY/RED 1.5 Spare NO TEST LIGHT NO TEST LIGHT
23
24 9 PURPLE/BLACK 1.5 Spare NO TEST LIGHT NO TEST LIGHT
26 9 RED/WHITE 1.5 Ignition Supply
27 9 PURPLE/GREEN 1.5 Spare NO TEST LIGHT NO TEST LIGHT
28
29 9 PURPLE/BLUE 1.5 Spare NO TEST LIGHT NO TEST LIGHT
30 9 PURPLE/WHITE 1.5 Spare NO TEST LIGHT NO TEST LIGHT
31 9 ORANGE/BLACK 1.5 Spare NO TEST LIGHT NO TEST LIGHT
TR001458

CONNECTOR X223
C B
D Q A
R P
S b N X223
c a M
T g Z
F d f L
U e Y 31 WAY, WT DEUTSCH CONNECTOR, PLUG & SOCKETS -
V X
G W K TRANSMISSION BLOCK CONNECTOR.
H J (Connector as viewed from the back).

PIN /SOCKET
X223-?
? GN 1.5 ?
WIRE WIRE
A 9 ORANGE/BLUE 1.5 Power A,D,J Solenoid NO TEST LIGHT NO TEST LIGHT

B 9 GREEN/RED 1.5 C Solenoid NO TEST LIGHT NO TEST LIGHT
C 9 WHITE/RED 1.5 G Solenoid NO TEST LIGHT NO TEST LIGHT
D 9 PINK 1.5 Power Sensor NO TEST LIGHT NO TEST LIGHT
E 9 GREEN/PURPLE 1.5 Power F Solenoid NO TEST LIGHT NO TEST LIGHT
F 9 WHITE/YELLOW 1.5 F Solenoid NO TEST LIGHT NO TEST LIGHT
G 9 WHITE/GREEN 1.5 A Solenoid NO TEST LIGHT NO TEST LIGHT
H 9 BROWN/GREEN 1.5 Power B,E Solenoid NO TEST LIGHT NO TEST LIGHT
I
J 9 ORANGE/WHITE 1.5 B Solenoid NO TEST LIGHT NO TEST LIGHT
K 9 BROWN/YELLOW 1.5 E Solenoid NO TEST LIGHT NO TEST LIGHT
L 9 YELLOW/BROWN 1.5 Power C,G Solenoid NO TEST LIGHT NO TEST LIGHT
M 9 BLUE/GREEN 1.5 D Solenoid NO TEST LIGHT NO TEST LIGHT
N 9 BLACK 1.5 Earth
P 9 BROWN/RED 1.5 Sump Temperature Input NO TEST LIGHT NO TEST LIGHT
R
S
T
U 9 BLUE 1.5 Turbine Speed Lo NO TEST LIGHT NO TEST LIGHT
V 9 ORANGE 1.5 Turbine Speed Hi NO TEST LIGHT NO TEST LIGHT
W 9 YELLOW/RED 1.5 Transmission ID NO TEST LIGHT NO TEST LIGHT
X 9 WHITE/BLUE 1.5 C3 Pressure Switch Input NO TEST LIGHT NO TEST LIGHT
Y 9 BLUE/WHITE 1.5 Oil Level Sensor Input NO TEST LIGHT NO TEST LIGHT
Z
a
b
c
d
e 9 GREEN/WHITE 1.5 J Solenoid Lo NO TEST LIGHT NO TEST LIGHT
f 9 BLUE/RED 1.5 N Solenoid NO TEST LIGHT NO TEST LIGHT
g 9 YELLOW 1.5 Power H,N Solenoid NO TEST LIGHT NO TEST LIGHT
h
j
k
TR001459

X224

TURBINE SPEED SENSOR.

PIN /SOCKET
X224-?
? GN 1.5 ?
WIRE WIRE
1 9 ORANGE 1.5 Turbine Speed Hi NO TEST LIGHT NO TEST LIGHT

2 9 BLUE 1.5 Turbine Speed Lo NO TEST LIGHT NO TEST LIGHT
X225

ENGINE SPEED SENSOR.

PIN /SOCKET
X225-?
? GN 1.5 ?
WIRE WIRE
1 9 BROWN 1.5 Engine Speed Hi NO TEST LIGHT NO TEST LIGHT

2 9 ORANGE/YELLOW 1.5 Engine Speed Lo NO TEST LIGHT NO TEST LIGHT
X226

OUTPUT SPEED SENSOR.

PIN /SOCKET
X226-?
? GN 1.5 ?
WIRE WIRE
1 9 YELLOW/PINK 1.5 Output Speed Sensor Hi NO TEST LIGHT NO TEST LIGHT

2 9 GREEN 1.5 Output Speed Sensor Lo NO TEST LIGHT NO TEST LIGHT
TR001460

X227

2 1 RETARDER TEMPERATURE SENSOR.

PIN /SOCKET
X227-?
? GN 1.5 ?
WIRE WIRE
1 9 ORANGE/GREY 1.5 Retarder Temperature Sensor NO TEST LIGHT NO TEST LIGHT

2 9 BLACK 1.5 Earth
X228
B A
2 WAY, ITT CANON CONNECTOR, PLUG & SOCKETS -
RETARDER SOLENOID.

PIN /SOCKET
X228-?
? GN 1.5 ?
WIRE WIRE
1 9 WHITE 1.5 Retarder Solenoid (H) NO TEST LIGHT NO TEST LIGHT

2 9 YELLOW 1.5 Power NO TEST LIGHT NO TEST LIGHT
TR001461

CONNECTORS X229 & 1 way terminal & 4mm lug
X229
4 1
3 2
OBW WARNING LIGHTS.

PIN /SOCKET
X229-?
? GN 1.5 ?
WIRE WIRE

1 WAY, GROTE & HARTMANN CONNECTOR, SOCKET -
CONN LOCATION PAGE WIRE COLOUR FUNCTION TEST LIGHT

TERMINALS
PUSH-ON
LOCKING
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X53A BINARY SWITCH 11 YELLOW/GREEN 1.5 Thermo Switch to Binary Switch

X53B BINARY SWITCH 11 YELLOW/GREEN 1.5 Binary Switch to Airconditioner switch
X207A RIGHT PARKLIGHTS 3 BLUE 1.5 Parklights - Right
X207B RIGHT PARKLIGHTS 3 BLACK 1.5 Earth
X214A LEFT PARKLIGHTS 3 BLUE 1.5 Parklights - Left
X214B LEFT PARKLIGHTS 3 BLACK 1.5 Earth
4mm LUG, GROTE & HARTMANN -

LUGS
4mm
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X45A PNEUMATIC PRESSURE SENSOR 7 ORANGE/WHITE 1.5 Air Pressure Sensor Supply NO TEST LIGHT NO TEST LIGHT
X119 CIRCUIT BREAKER 1-1 1 GREEN 2.5 Battery supply
X123 CIRCUIT BREAKER 3-1 1 RED 2.5 Ignition Supply
X153A HYDRAULIC TEMPERATURE SENDER 7 GREEN/WHITE 1.5 Hydraulic Temperature Sender Supply NO TEST LIGHT NO TEST LIGHT
X170A BACK UP ALARM 12 WHITE/RED 1.5 Back Up Alarm
X170B BACK UP ALARM 12 BLACK 1.5 Earth
X182 CIRCUIT BREAKER 11-2 (12V) 1 WHITE 2.5 12V
X183 CIRCUIT BREAKER 11-1 (12V) 1 WHITE 2.5 12V
X206 CIRCUIT BREAKER 12-2 1 RED 2.5 Ignition
X211A ELECTRIC HOOTER 4 GREEN/BLACK 1.5 Electrical Hooter
X211B ELECTRIC HOOTER 4 BLACK 1.5 Earth
X321 ALTERNATOR D+ 1 YELLOW/RED 1.5 Alternator D+
TR001426

CONNECTORS X233 & X234A
X233

HYDRAULIC LEVEL SWITCH.

PIN /SOCKET
X233-?
? GN 1.5 ?
WIRE WIRE

2 18 BLUE/YELLOW 1.5 Hydraulic Level Switch Signal SWITCHED
X234A
X234
6 1

TRAILER EXTENSION, REAR HARNESS.

PIN /SOCKET
X234-?
? GN 1.5 ?
WIRE WIRE

2 15 BLUE 1.5 Park Light
4 15 BLACK/RED 1.5 Brake Light
TR001431

X235A
X235
4 1
3 2 REAR LED LIGHTS, RIGHT, REAR HARNESS.

PIN /SOCKET
X235-?
? GN 1.5 ?
WIRE WIRE
1 4 YELLOW 1.5 Indicator Light FLASHING

4 4 BLACK 1.5 Earth
X235B
X235
1 4
2 3 REAR LED LIGHTS, RIGHT, PIGTAIL.

PIN /SOCKET
X235-?
? GN 1.5 ?
WIRE WIRE
1 4 BROWN/YELLOW 1.5 Indicator Light FLASHING

4 4 BLACK 1.5 Earth
TR001432

X236A
X236
6 1

TRAILER CONNECTOR, REAR HARNESS.

PIN /SOCKET
X236-?
? GN 1.5 ?
WIRE WIRE

X236B
X236
1 6

TRAILER CONNECTOR, PIGTAIL.
3 4

PIN /SOCKET
X236-?
? GN 1.5 ?
WIRE WIRE

TR001433

CONNECTORS X237 & X238A
1
X237
2 6 X237
7
3 5
4 6 WAY, DT DEUTSCH CONNECTOR, PLUG & SOCKETS -
TRAILER CONNECTOR, REAR HARNESS.

PIN /SOCKET
X237-?
? GN 1.5 ?
WIRE WIRE

X238A
X238
4 1
3 2 REAR LED LIGHTS, LEFT, REAR HARNESS.

PIN /SOCKET
X238-?
? GN 1.5 ?
WIRE WIRE
1 4 BROWN 1.5 Indicator Light FLASHING

4 4 BLACK 1.5 Earth
TR001434

CONNECTORS X238B & X300A & X300B
X238B
X238
1 4
2 3 REAR LED LIGHTS, LEFT, PIGTAIL.

PIN /SOCKET
X238-?
? GN 1.5 ?
WIRE WIRE
1 4 BROWN/YELLOW 1.5 Indicator Light FLASHING

X300A
X300
1 2
REAR WASHER BOTTLE (CAB).

PIN /SOCKET
X300-?
? GN 1.5 ?
WIRE WIRE
1 18 PURPLE 1.5 Washer Bottle Signal SWITCHED

2 18 BLACK 1.5 Earth 1
X300B
X300
2 1
REAR WASHER BOTTLE, CAB.

PIN /SOCKET
X300-?
? GN 1.5 ?
WIRE WIRE

TR001435

CONNECTORS X 241 & X242
1 2
X241

HIGH RANGE SOLENOID.

PIN /SOCKET
X241-?
? GN 1.5 ?
WIRE WIRE
1 20 GREEN/PURPLE 1.5 High Range Relay SWITCHED

3
2 1
3
X242

HIGH RANGE PRESSURE SWITCH.

PIN /SOCKET
X242-?
? GN 1.5 ?
WIRE WIRE

2
3 20 PURPLE/WHITE 1.5 High Range CCU Input SWITCHED
TR001462

X301
4 1
3 2 4 WAY, DEUTSCH CONNECTOR, PLUG & SOCKETS -

WIPER MOTOR 2.

PIN /SOCKET
X301-?
? GN 1.5 ?
WIRE WIRE
1 18 PINK 1.5 Park

2
4 18 YELLOW/GREY 1.5 Wiper Speed 2
X303
2
1 2 WAY, UTILUX CONNECTOR, PLUG & SOCKETS -

WASHER MOTOR 2.

PIN /SOCKET
X303-?
? GN 1.5 ?
WIRE WIRE

TR001436

X304A
X304
6 1

ELECTRICAL/HYDRAULIC INTERFACE, BELL HARNESS.

PIN /SOCKET
X304-?
? GN 1.5 ?
WIRE WIRE
1 19 RED 1.5 Fused Ignition Supply

3
5
6
X304B
X304
1 6

ELECRTICAL/HYDRAULIC INTERFACE, IQAN HARNESS.
3 4

PIN /SOCKET
X304-?
? GN 1.5 ?
WIRE WIRE

3 19 BROWN/WHITE 1.5 Buzzer Output
5
6
TR001437

1 2
3 4
X305
5 6

7 8 SCRAPE SWITCH.

PIN /SOCKET
X305-?
? GN 1.5 ?
WIRE WIRE

2
3
4
5 18 GREEN/WHITE 1.5 Scrape Signal SWITCHED
6
7
8
X306

BACK LIGHT, SCRAPE SWITCH.

PIN /SOCKET
X306-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001438

1 2
3 4
X307
5 6

7 8 EXTRA INTERAXLE DIFFERENTIAL LOCK SWITCH.

PIN /SOCKET
X222-?
? GN 1.5 ?
WIRE WIRE

2
3
4
5 7 BLACK 1.5 Earth
6
7
8
X308

BACK LIGHT, EXTRA IADL SWITCH.

PIN /SOCKET
X308-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001439

1 2
3 4
X310
5 6

7 8 EXTRA CONTROL TRACTION DEVICE SWITCH.

PIN /SOCKET
X310-?
? GN 1.5 ?
WIRE WIRE
1 18 ORANGE/BROWN 1.5 Control Traction Device SWITCHED

2
3
4
5 18 RED 1.5 Ignition Supply (from CB10)
6
7
8
X311

BACK LIGHT, EXTRA CTD SWITCH.

PIN /SOCKET
X311-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001440

1 2
3 4
X312
5 6

7 8 REAR WIPER SWITCH.

PIN /SOCKET
X312-?
? GN 1.5 ?
WIRE WIRE
1
3
4 18 PURPLE 1.5 Windscreen Washer Pump SWITCHED
5 18 YELLOW/GREY 1.5 Wiper Speed 1 SWITCHED
6
7 18 PINK 1.5 Park SWITCHED
8
X313

BACK LIGHT, REAR WIPER SWITCH.

PIN /SOCKET
X313-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001441

X315
1 2
WORKLIGHT 3.

PIN /SOCKET
X315-?
? GN 1.5 ?
WIRE WIRE
1 18 RED/WHITE 1.5 Worklight Supply

X316
1 2
WORKLIGHT 4.

PIN /SOCKET
X316-?
? GN 1.5 ?
WIRE WIRE
1 18 RED/WHITE 1.5 Worklight Supply

TR001442

1 2
3 4
X319
5 6

7 8 EXTRA GEAR HOLD SWITCH.

PIN /SOCKET
X319-?
? GN 1.5 ?
WIRE WIRE

2
3
4
6
7
8
X320

BACK LIGHT, EXTRA GEAR HOLD SWITCH.

PIN /SOCKET
X320-?
? GN 1.5 ?
WIRE WIRE

2 3 BLACK 1.5 Earth
TR001443

X324
1 2
REAR INDICATOR.

PIN /SOCKET
X324-?
? GN 1.5 ?
WIRE WIRE
1 4 BLACK 1.5 Earth

X325
B A

PIN /SOCKET
X325-?
? GN 1.5 ?
WIRE WIRE

B 12 BLACK/RED 1.5 Brake Lights
C 12 BLUE 1.5 Park Lights
TR001444

CONNECTORS X326A
20 8 31
21 9 19 30
10 2 18 X326A
22 3 7 29
1 X326
23 11 4 6 17 28
5
24 27
FIREWALL, HYDRAULIC, CAB.

PIN /SOCKET
X326-?
? GN 1.5 ?
WIRE WIRE
1 19 YELLOW 1.5 Iqan Current Output A+ NO TEST LIGHT NO TEST LIGHT

2 19 BROWN 1.5 Iqan Current Output A- NO TEST LIGHT NO TEST LIGHT
3 19 RED/GREEN 1.5 Iqan Current Output B+ NO TEST LIGHT NO TEST LIGHT
4 19 GREEN/RED 1.5 Iqan Current Output B- NO TEST LIGHT NO TEST LIGHT
5 19 GREY 1.5 Iqan Current Output C+ NO TEST LIGHT NO TEST LIGHT
6 19 ORANGE 1.5 Iqan Current Output C- NO TEST LIGHT NO TEST LIGHT
7 19 PINK 1.5 Iqan Current Output D+ NO TEST LIGHT NO TEST LIGHT
8 19 PURPLE 1.5 Iqan Current Output D- NO TEST LIGHT NO TEST LIGHT
9 19 YELLOW/BLACK 1.5 Iqan Current Output E+ NO TEST LIGHT NO TEST LIGHT
10 19 BROWN/YELLOW 1.5 Iqan Current Output E- NO TEST LIGHT NO TEST LIGHT
11 19 RED/BLUE 1.5 Iqan Current Output F+ NO TEST LIGHT NO TEST LIGHT
12 19 BLUE/RED 1.5 Iqan Current Output F- NO TEST LIGHT NO TEST LIGHT
13
14
15
16
18
19 19 WHITE/GREY 1.5 Iqan Common - A NO TEST LIGHT NO TEST LIGHT
20 19 WHITE/RED 1.5 Iqan Common - B NO TEST LIGHT NO TEST LIGHT
21 19 WHITE/BLUE 1.5 Iqan Common - C NO TEST LIGHT NO TEST LIGHT
22 19 WHITE/GREEN 1.5 Iqan Common - D NO TEST LIGHT NO TEST LIGHT
23 19 GREY/WHITE 1.5 Iqan Common - E NO TEST LIGHT NO TEST LIGHT
24 19 RED/WHITE 1.5 Iqan Common - F NO TEST LIGHT NO TEST LIGHT
25
26
27
28
29
30
31
TR001445

CONNECTORS X326B
31 8 20
30 19 9 21
18 2 10
29 7 3 22
1 X326B
28 17 6 4 11 23
5 X326
15 13 12
16
27 24
26 14 25 FIREWALL, HYDRAULIC, EXTERIOR.

PIN /SOCKET
X326-?
? GN 1.5 ?
WIRE WIRE

13 19 GREY/BLACK 1.5 Spare
14 19 ORANGE/BLACK 1.5 Spare
25 19 BLUE/WHITE 1.5 Spare
27
28 19 BLACK/WHITE 1.5 Spare
29 19 GREEN/BLACK 1.5 Spare
30 19 BLACK/GREEN 1.5 Spare
31 19 WHITE 1.5 Spare
TR001446

CONNECTORS X327A
31 8 20
30 19 9 21
18 2 10
29 7 3 22
1 X327A
28 17 6 4 11 23
5 X327
15 13
16 12
27 24
31 WAY, HD DEUTSCH CONNECTOR, PLUG & PINS -
26 14 25 ARTIC - REAR, HYDRAULIC, EXTERIOR.

PIN /SOCKET
X327-?
? GN 1.5 ?
WIRE WIRE

13 19 GREY/BLACK 1.5 Spare
14 19 ORANGE/BLACK 1.5 Spare
25 19 BLUE/WHITE 1.5 Spare
27
TR001447

CONNECTORS X327B
20 8 31
21 9 19 30
10 2 18 X327B
22 3 7 29
1 X327
23 11 4 6 17 28
5
24 27
REAR, HYDRAULIC.

PIN /SOCKET
X327-?
? GN 1.5 ?
WIRE WIRE

13
14
15
16
18
25
26
27
28
29
30
31
TR001448

B A X335A
X335
C
FAN PIGTAIL A.

PIN /SOCKET
X335-?
? GN 1.5 ?
WIRE WIRE
A 21 BROWN/BLACK 2.5 Fan Relay SWITCHED
B 21 BLACK 2.5 Earth

C 21 PURPLE/YELLOW 1.5 Fan Temperature Switch SWITCHED
X335B
A B
X335
C 3 WAY, DT DEUTSCH CONNECTOR, RECEPTACLE & PINS -

FAN PIGTAIL B.

PIN /SOCKET
X335-?
? GN 1.5 ?
WIRE WIRE
A 21 BROWN/BLACK 2.5 Fan Relay SWITCHED
B 21 BLACK 2.5 Earth

C 21 PURPLE/YELLOW 1.5 Fan Temperature Switch SWITCHED
TR001463

X336
1 2

FAN TEMPERATURE SWITCH.

PIN /SOCKET
X336-?
? GN 1.5 ?
WIRE WIRE
1 21 PURPLE/YELLOW 1.5 Fan Control Relay SWITCHED

X337
1 2

COOLING FAN 1.

PIN /SOCKET
X337-?
? GN 1.5 ?
WIRE WIRE
1 21 BROWN/BLACK 2.5 Fan Control Relay SWITCHED

X338
1 2

COOLING FAN 2.

PIN /SOCKET
X338-?
? GN 1.5 ?
WIRE WIRE
1 BROWN/BLACK 2.5 Fan Control Relay SWITCHED

TR001464

CONNECTORS X334A & 2 way amp connectors

1 2
SUSPENSION CONTROL PWM VALVES.
CONN PAGE WIRE COLOUR FUNCTION TEST LIGHT

PIN /SOCKET
2 WAY AMP
X336-?
? GN 1.5 ?
WIRE WIRE
X339 1 GREY/ORANGE 1.5 PWM Valve Right 1 NO TEST LIGHT NO TEST LIGHT
X340 1 WHITE/ORANGE 1.5 PWM Valve Right 2 NO TEST LIGHT NO TEST LIGHT
X341 1 PINK/GREY 1.5 PWM Valve Left 3 NO TEST LIGHT NO TEST LIGHT
X342 1 RED/BROWN 1.5 PWM Valve Left 4 NO TEST LIGHT NO TEST LIGHT
X343A
X343
1 2

FRONT 2 SPEED PIGTAIL 1.

PIN /SOCKET
X343A-?
? GN 1.5 ?
WIRE WIRE
1 20 PURPLE/GREEN 1.5 Front High Range CCU Input SWITCHED

2 20 RED 1.5 Earth
TR001465

CONNECTORS X343B & X343C
X343B
X343

FRONT 2 SPEED PIGTAIL 2.

PIN /SOCKET
X343B-?
? GN 1.5 ?
WIRE WIRE

2 20 RED 1.5 Earth
X343C
X343
2 WAY, PACKARD CONNECTOR, PLUG & PINS -

FRONT 2 SPEED SWITCH.

PIN /SOCKET
X343C-?
? GN 1.5 ?
WIRE WIRE

2 20 RED 1.5 Earth
TR001466

1 4
2 5
3 6 X344

MASTER DISPLAY MODULE.

PIN /SOCKET
X344-?
? GN 1.5 ?
WIRE WIRE
1 19 BLACK/YELLOW 1.5 Iqan Can Low NO TEST LIGHT NO TEST LIGHT

2 19 BROWN/WHITE 1.5 Buzzer Output
4 19 YELLOW/BLACK 1.5 Iqan Can High NO TEST LIGHT NO TEST LIGHT
5 6
X345
3 4
1 2 6 WAY, AMP CONNECTOR, PLUG & SOCKETS -

EXPANSION CAN.

PIN /SOCKET
X345-?
? GN 1.5 ?
WIRE WIRE

2 19 YELLOW/BLACK 1.5 Iqan Can High NO TEST LIGHT NO TEST LIGHT
3
4
6 19 BLACK/YELLOW 1.5 Iqan Can Low NO TEST LIGHT NO TEST LIGHT
TR001450

CONNECTORS X345 & 2 Way amp connector

1 2
SUSPENSION CONTROL GAS VALVES.
CONN PAGE WIRE COLOUR FUNCTION TEST LIGHT

PIN /SOCKET
2 WAY AMP
X336-?
? GN 1.5 ?
WIRE WIRE
X344 1 YELLOW/WHITE 1.5 Gas Valve Right NO TEST LIGHT NO TEST LIGHT
X351 1 YELLOW/PINK 1.5 Gas Valve Left NO TEST LIGHT NO TEST LIGHT
X345
3 2 1
6 5 4 6 WAY, AMP CONNECTOR, PLUG & SOCKETS -
HEIGHT SENSOR RHS.

PIN /SOCKET
X345 -?
? GN 1.5 ?
WIRE WIRE
1 21 BLACK/YELLOW 1.5 Sensor Earth NO TEST LIGHT NO TEST LIGHT

2
3
4 21 PURPLE/YELLOW 1.5 Height Sensor Signal NO TEST LIGHT NO TEST LIGHT
5 21 RED/ORANGE 1.5 Sensor Positive NO TEST LIGHT NO TEST LIGHT
6
TR001467

1 2 3 4 5 6 X346A
X346

TOGGLE CONTROLS, HYDRAULIC, CAB.
12 11 10 9 8 7

PIN /SOCKET
X346-?
? GN 1.5 ?
WIRE WIRE
1 19 WHITE/BROWN 1.5 - VREF (IQAN) NO TEST LIGHT NO TEST LIGHT

4 19 PURPLE/RED 1.5 + VREF (IQAN) NO TEST LIGHT NO TEST LIGHT
7 19 BLUE/YELLOW 1.5 Lever 1 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
8 19 YELLOW/BLUE 1.5 Lever 2 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
9 19 ORANGE/BLUE 1.5 Lever 3 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
10 19 BLUE/ORANGE 1.5 Lever 4 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
11 19 BLUE/GREY 1.5 Lever 5 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
12 19 GREY/BLUE 1.5 Lever 6 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
6 5 4 3 2 1
X346B
X346

TOGGLE CONTROLS, PIGTAIL.
12
7 8 9 10 11

PIN /SOCKET
X346-?
? GN 1.5 ?
WIRE WIRE

TR001451

7 8 9 10 11 12 X346

SUSPENSION CONTROLLER 1.
6 5 4 3 2 1

PIN /SOCKET
X346-?
? GN 1.5 ?
WIRE WIRE

4
5
6
7 21 PURPLE/BLUE 1.5 Height Sensor Left Signal NO TEST LIGHT NO TEST LIGHT
8 21 PURPLE/YELLOW 1.5 Height Sensor Right Signal NO TEST LIGHT NO TEST LIGHT
9 21 PURPLE/RED 1.5 Artic Sensor Positive NO TEST LIGHT NO TEST LIGHT
10
11
12 21 BLACK/YELLOW 1.5 NO TEST LIGHT NO TEST LIGHT
7 8 9 10 11 12 X347

SUSPENSION CONTROLLER 2.
6 5 4 3 2 1

PIN /SOCKET
X347-?
? GN 1.5 ?
WIRE WIRE
1 21 RED/BLUE 1.5 RS232 TX NO TEST LIGHT NO TEST LIGHT

2 21 WHITE/BROWN 1.5 RS232 RX NO TEST LIGHT NO TEST LIGHT
3 21 RED/YELLOW 1.5 RS232 RTS NO TEST LIGHT NO TEST LIGHT
4 21 GREEN 1.0 CAN Low NO TEST LIGHT NO TEST LIGHT
5 21 YELLOW 1.0 CAN High NO TEST LIGHT NO TEST LIGHT
6
7 21 GREY/ORANGE 1.5 PWM RHS Increase Position Output NO TEST LIGHT NO TEST LIGHT
8 21 WHITE/ORANGE 1.5 PWM RHS Decrease Position Output NO TEST LIGHT NO TEST LIGHT
9 21 PINK/GREY 1.5 PWM LHS Increase Position Output NO TEST LIGHT NO TEST LIGHT
10 21 RED/BROWN 1.5 PWM LHS Increase Position Output NO TEST LIGHT NO TEST LIGHT
11 21 YELLOW/PINK 1.5 NO TEST LIGHT NO TEST LIGHT
12 21 YELLOW/WHITE 1.5 NO TEST LIGHT NO TEST LIGHT
TR001468

CONNECTORS X347
42 29
28 15
X347
14 1

EXPANSION MODULE.

PIN /SOCKET
X347-?
? GN 1.5 ?
WIRE WIRE

6
7
18
19
20
21
30
31
32
33
34
35
TR001452

X348
3 WAY, DELPHI PACKARD CONNECTOR, PLUG & PINS -

C B A ARTIC POSITION SENSOR.

PIN /SOCKET
X348-?
? GN 1.5 ?
WIRE WIRE
A 21 BLACK/YELLOW 1.5 Artic Position Sensor - Sensor Earth NO TEST LIGHT NO TEST LIGHT
B 21 RED/ORANGE 1.5 Artic Position Sensor - Controlled Power NO TEST LIGHT NO TEST LIGHT
C 21 PURPLE/RED 1.5 Artic Position Sensor - Signal NO TEST LIGHT NO TEST LIGHT
X350
3 2 1
6 5 4 6 WAY, AMP CONNECTOR, PLUG & SOCKETS -
HEIGHT SENSOR LHS.

PIN /SOCKET
X350 -?
? GN 1.5 ?
WIRE WIRE
1 21 BLACK/YELLOW 1.5 Sensor Earth NO TEST LIGHT NO TEST LIGHT

2
3
4 21 PURPLE/BLUE 1.5 Height Sensor Signal NO TEST LIGHT NO TEST LIGHT
6
TR001469

X353A
X353
4 1
3 2
MID AXLE PIGTAIL 1.

PIN /SOCKET
X353-?
? GN 1.5 ?
WIRE WIRE
1 20 PINK/BLUE 1.5 Mid Range Shifter Input to CCU SWITCHED

3 20 GREEN/GREY 1.5 Rear Difflock Switch SWITCHED
X353B
X353
1 4

MID AXLE PIGTAIL 2.

PIN /SOCKET
X353-?
? GN 1.5 ?
WIRE WIRE
1 20 PINK/BLUE 1.5 Mid Range Shifter Input to CCU SWITCHED

3 20 GREEN/GREY 1.5 Rear Difflock Switch SWITCHED
TR001470

X354A
X354
1 2
REAR 2 SPEED PIGTAIL 1.

PIN /SOCKET
X354-?
? GN 1.5 ?
WIRE WIRE
1 20 WHITE/ORANGE 1.5 Rear High Range Shifter Switch SWITCHED

X354B
X354
2 1
REAR 2 SPEED PIGTAIL 2.

PIN /SOCKET
?
X354?
GN 1.5 ?
WIRE WIRE
1 20 WHITE/ORANGE 1.5 Rear High Range Shifter Switch SWITCHED

TR001471

4-way molex & X354 & X355
4 WAY, MOLEX CONNECTOR, PLUG & SOCKETS -

4 3 2 1 LEVER CONTROLS, 1 TO 6.
CONN TERMINAL LOCATION PAGE WIRE COLOUR FUNCTION TEST LIGHT

MOLEX
4 WAY
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X348 1
2 LEVER CONTROL 1 19 PURPLE/RED 1.5 + VREF (IQAN) NO TEST LIGHT NO TEST LIGHT
3 LEVER CONTROL 1 19 BLUE/YELLOW 1.5 Lever 1 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
4 LEVER CONTROL 1 19 WHITE/BROWN 1.5 - VREF (IQAN) NO TEST LIGHT NO TEST LIGHT
X349 1
3 LEVER CONTROL 2 19 YELLOW/BLUE 1.5 Lever 2 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
X350 1
3 LEVER CONTROL 3 19 ORANGE/BLUE 1.5 Lever 3 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
X351 1
3 LEVER CONTROL 4 19 BLUE/ORANGE 1.5 Lever 4 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
X352 1
3 LEVER CONTROL 5 19 BLUE/GREY 1.5 Lever 5 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
4 LEVER CONTROL 5 19 WHITE/BROW 1.5 - VREF (IQAN) NO TEST LIGHT NO TEST LIGHT
X353 1
3 LEVER CONTROL 6 19 GREY/BLUE 1.5 Lever 6 Signal (0-5V) NO TEST LIGHT NO TEST LIGHT
X354
6 1

SPARE.

PIN /SOCKET
X354-?
? GN 1.5 ?
WIRE WIRE

5
6
X355

LAZER SUPPLY.

PIN /SOCKET
X355-?
? GN 1.5 ?
WIRE WIRE

TR001453

4 & 5 mm lug

LUGS
4mm
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X120B CIRCUIT BREAKER 1-2 1 GREEN 6.0 Battery supply

X124B CIRCUIT BREAKER 3-2 1 RED 6.0 Ignition supply
X126A CIRCUIT BREAKER 4-2 1 RED 6.0 Ignition supply
X128A
CIRCUIT BREAKER 5-2 1 RED 6.0 Ignition supply
X136A CIRCUIT BREAKER 9-1 1 RED 6.0 Ignition Supply
X136B CIRCUIT BREAKER 9-1 1 RED 2.5 Ignition Supply
4206D X318 CIRCUIT BREAKER 10-2 18 RED 2.5 Ignition Supply
5mm LUG,GROTE & HARTMANN -

LUGS
5mm
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X120A CIRCUIT BREAKER 1-2 1 GREEN 10.0 Battery supply

X154A WET BRAKE TEMPERATURE 7 BLUE/WHITE 1.5 Wet Disc Brake Temperature NO TEST LIGHT NO TEST LIGHT
X175 COLD START GLOW PLUG 10 BLUE/WHITE 2.5 Cold Start Glow Plug Supply NO TEST LIGHT NO TEST LIGHT
X194A FUEL SENDER 7 GREY/WHITE 1.5 Fuel Sensor Signal NO TEST LIGHT NO TEST LIGHT
TR001427

6 & 8 mm lug

LUGS
6mm
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X45B PNEUMATIC PRESSURE SENSOR 7 BLACK/YELLOW 1.5 Ground Sensor

X154B WET BRAKE TEMPERATURE 7 BLACK/YELLOW 1.5 Ground - Sensor
X180 MAIN CIRCUIT BREAKER 1 1 GREEN 16.0 Battery Supply
X194B FUEL SENDER 7 BLACK 1.5 Earth
X201 STARTER KL50 1 BLACK/WHITE 1.5 Starter Motor KL50

LUGS
8mm
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X153B HYDRAULIC TEMPERATURE SENDER 7 BLACK/YELLOW 1.5 Sensor Ground

X185A IGNITION SOLENOID 30 1 GREEN 10.0 Battery Supply
X185B IGNITION SOLENOID 30 1 GREEN 2.5 Battery Supply
X186A IGNITION SOLENOID 87 1 RED 10.0 Ignition Supply
X186B IGNITION SOLENOID 87 1 RED 4.0 Ignition Supply
TR001428

10 mm lug

10mm
LUGS
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X110 EARTH POINT 1, CAB 0 BLACK 1.5 Earth 12V Power Supply
X110 EARTH POINT 1, CAB 0 BLACK 2.5 Earth Battery Balancer
X110 EARTH POINT 1, CAB 0 BLACK 2.5 Earth Splice
X110 EARTH POINT 1, CAB 0 BLACK 1.5 Earth Headlight Switch 4
X110 EARTH POINT 1, CAB 0 BLACK 1.5 Earth Ignition Switch
X110 EARTH POINT 1, CAB 0 BLACK 1.5 Earth Park Brake Latch Switch
X110 EARTH POINT 1, CAB 0 BLACK 1.5 Earth Cigarette Lighter
X110 EARTH POINT 1, CAB 0 BLACK 1.5 Earth Airconditioner Unit
X110 EARTH POINT 1, CAB 0 BLACK 2.5 Earth Wiper Motor
X110 EARTH POINT 1, CAB 0 BLACK 1.5 Earth Diagnostic

X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth Left Mirror
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth 2 Way Radio
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth Worklight 1
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth Headlight Dips Relay 17
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth Headlight Brights Relay 18
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth Power Ground Spare
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth SATC Mt2000
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth OBW Warning Lights
X111 EARTH POINT 2, CAB 0 BLACK 1.5 Earth Interior Light 2
X112 EARTH POINT 1, POWER 0 BLACK 16.0 Earth, Power
TR001429

Amp socket & 21 mm lug & Hellerman
AMP,SOCKET TERMINAL (COMPLETELY COVERED IN HEATSHRINK) -

TERMINAL
AMP
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X197 ALTERNATOR 1 YELLOW/RED 1.5 ALTERNATOR D+

21mm
XX
LUG
XX X
? GN 1.5 ?
WIRE WIRE
X63B 12V POWER SUPPLY 2 BLACK 1.5 Earth

X35 WIPER MOTOR 4 BLACK 2.5 Earth
4206D X302 WIPER MOTOR REAR (2306D SCRAPER) 18 BLACK 1.5 Earth
HELLERMAN TYTON, BOOTLACE TERMINAL -

BOOTLACE
TERMINAL
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X63A 12V POWER SUPPLY 2 WHITE/RED 2.5 12V Supply

X309A SCRAPE CUT SWITCH 18 GREEN/WHITE 1.5 Scrape Mode SWITCHED
X309B SCRAPE CUT SWITCH 18 GREEN/WHITE 1.5 Scrape Mode SWITCHED
X314A IQAN CUT SWITCH 18 RED 1.5 Ignition Supply
X314B IQAN CUT SWITCH 18 RED 1.5 Ignition Supply
TR001430

2 way amp connectors

HYDRAULIC SOLENOIDS, 1 TO 16.
CONN TERMINAL LOCATION PAGE WIRE COLOUR FUNCTION TEST LIGHT

2 WAY AMP
XX X
XX X
? GN 1.5 ?
WIRE WIRE
X328 1 HYDRAULIC SOLENOID 1 19 WHITE/GREY 1.5 Iqan Common - A NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 1 19 YELLOW 1.5 Iqan Current Output A+ NO TEST LIGHT NO TEST LIGHT
X329 1 HYDRAULIC SOLENOID 2 19 WHITE/GREY 1.5 Iqan Common - A NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 2 19 BROWN 1.5 Iqan Current Output A- NO TEST LIGHT NO TEST LIGHT
X330 1 HYDRAULIC SOLENOID 3 19 WHITE/RED 1.5 Iqan Common - B NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 3 19 RED/GREEN 1.5 Iqan Current Output B+ NO TEST LIGHT NO TEST LIGHT
X331 1 HYDRAULIC SOLENOID 4 19 WHITE/RED 1.5 Iqan Common - B NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 4 19 GREEN/RED 1.5 Iqan Current Output B- NO TEST LIGHT NO TEST LIGHT
X332 1 HYDRAULIC SOLENOID 5 19 WHITE/BLUE 1.5 Iqan Common - C NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 5 19 GREY 1.5 Iqan Current Output C+ NO TEST LIGHT NO TEST LIGHT
X333 1 HYDRAULIC SOLENOID 6 19 WHITE/BLUE 1.5 Iqan Common - C NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 6 19 ORANGE 1.5 Iqan Current Output C- NO TEST LIGHT NO TEST LIGHT
X334 1 HYDRAULIC SOLENOID 7 19 WHITE/GREEN 1.5 Iqan Common - D NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 7 19 PINK 1.5 Iqan Current Output D+ NO TEST LIGHT NO TEST LIGHT
X335 1 HYDRAULIC SOLENOID 8 19 WHITE/GREEN 1.5 Iqan Common - D NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 8 19 PURPLE 1.5 Iqan Current Output D- NO TEST LIGHT NO TEST LIGHT
X336 1 HYDRAULIC SOLENOID 9 19 GREY/WHITE 1.5 Iqan Common - E NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 9 19 YELLOW/BLACK 1.5 Iqan Current Output E+ NO TEST LIGHT NO TEST LIGHT
X337 1 HYDRAULIC SOLENOID 10 19 GREY/WHITE 1.5 Iqan Common - E NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 10 19 BROWN/YELLOW 1.5 Iqan Current Output E- NO TEST LIGHT NO TEST LIGHT
X338 1 HYDRAULIC SOLENOID 11 19 RED/WHITE 1.5 Iqan Common - F NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 11 19 RED/BLUE 1.5 Iqan Current Output F+ NO TEST LIGHT NO TEST LIGHT
X339 1 HYDRAULIC SOLENOID 12 19 RED/WHITE 1.5 Iqan Common - F NO TEST LIGHT NO TEST LIGHT
2 HYDRAULIC SOLENOID 12 19 BLUE/RED 1.5 Iqan Current Output F- NO TEST LIGHT NO TEST LIGHT
X340 1 HYDRAULIC SOLENOID 13 19 BLUE/WHITE 1.5 Spare
2 HYDRAULIC SOLENOID 13 19 GREY/BLACK 1.5 Spare
X341 1 HYDRAULIC SOLENOID 14 19 BLUE/WHITE 1.5 Spare
2 HYDRAULIC SOLENOID 14 19 ORANGE/BLACK 1.5 Spare
X342 1 HYDRAULIC SOLENOID 15 19 GREEN/WHITE 1.5 Spare
2 HYDRAULIC SOLENOID 15 19 PINK/BLACK 1.5 Spare
X343 1 HYDRAULIC SOLENOID 16 19 GREEN/WHITE 1.5 Spare
2 HYDRAULIC SOLENOID 16 19 PURPLE/WHITE 1.5 Spare
TR001449

B50D
TRANSMISSION
ALLISON HD4560R
Issue: 1
(January 2004)

Richards Bay
Chapter 2 TRANSMISSION B50D MK I
GENERAL DESCRIPTIONS
ALLISON HD 4560 PR
• HD ... AUTOMATIC TRUCK TRANSMISSION
• 4 ...... HEAVY DUTY
• 5 .......WIDE RATIO
• 6 ........NUMBER OF FORWARD RANGES
• O .......RESEVED FOR MAJOR MODEL CHANGES
• P .......POWER TAKEOFF (PTO) N/A TO B50D
• R .......OUTPUT RETARDER
HD 4560R TRANSMISSION
1 Output Shaft 6 Filler Tube
2 Cooler Ports 7 Identification Plate
3 Retarder 8 Wiring Harness
4 Engine speed Sensor 9 Output Speed Sensor
5 Turbine speed Sensor

TRANSMISSION IDENTIFICATION
World Transmission
Manufactured by
Allison Transmission
Division of General Motors Corporation
Indianapolis,Indiana
SERIAL NO. SERIAL NO.
XXXXXXX
MODEL NO. XX XXXXX
TR000008
The transmission identification plate is located on the right-rear side of the transmission. The
identification plate shows the transmission serial number, part number (assembly number),
and model number. Use all three numbers when ordering parts.

TORQUE CONVERTER
1
TR000007
1 Pump 2 Stator
3 Turbine 4 Lock-up Clutch
OPERATIONAL OVERVIEW
The torque converter provides a hydro-mechanical coupling that supplies rotational input from
the engine to the transmission’s gearing.

TORQUE CONVERTER OPERATION

The HD torque converter has four main components:
• Pump
• Stator
• Turbine
• Lock-up clutch
The converter’s pump is bolted to the converter cover.
The pump rotates at engine speed
• As the pump rotates, fluid enters from around the pump hub.
• Centrifugal force causes fluid to be thrown around the outside of the pump and over to the
converter turbine.
• Once the force reaches a certain point, the fluid begins to spin the turbine.
The converter’s turbine is splined to the transmission turbine shaft.
• Fluid from the converter pump strikes the turbine’s vanes and eventually forces the turbine
to rotate.
• Since the turbine is splined to the turbine shaft, the turbine shaft rotates and supplies input
to the transmission’s gearing.
• Fluid exits the turbine near its hub and flows to the stator.
The stator redirects fluid back to the converter pump.
• When fluid from the turbine hits the front of the stator blades, the stator locks against its
one-way clutch.
• Fluid leaving the locked stator is directed back to the pump at an accelerated rate,
increasing torque.
• As the turbine gains speed, it directs oil to the back side of the stator blades, causing the
stator to “freewheel”.
• Fluid flowing through the freewheeling stator is no longer accelerated and does not
increase torque.
• As turbine speed increases, flow through the stator becomes smoother and torque
multiplication eventually stops.

STATOR ONE-WAY CLUTCH OPERATION
TR000009
The stator’s one-way clutch provides locking and freewheeling action.
• A series of rollers and springs are located inside the stator.
• When fluid strikes the front of the stator blades, the stator tries to rotate in a
counterclockwise direction.
• This wedges the rollers into the small side of the tapered cavity, the stator is locked and
can’t rotate that direction.
• When fluid strikes the back side of the stator blades, the stator begins to rotate in a
clockwise direction.
• The wedged rollers are released, and the one-way clutch’s design allows the stator to
rotate in a clockwise direction.

VORTEX FLOW
T000010
• Vortex flow occurs when the stator is in the locked position.
• The turbine is still stalled or moving slowly.
• Fluid exiting the turbine strikes the front face of the stator blades.
• This locks the stator
• The locked stator directs fluid back to the pump at an accelerated rate.
• This helps the pump increase torque by adding an extra “push.”

ROTARY FLOW
T000011
Rotary flow occurs when the stator is in the freewheeling position.

As the turbine begins to rotate and its speed increases, the fluid exiting the turbine strikes the
back of the stator blades.
• This frees the one-way clutch and allows the stator to rotate.
• The fluid flow through the stator becomes much smoother and slowly ceases.
• This eliminates the torque increase.

LOCK-UP CLUTCH OPERATION
Front Cover
Piston
Lock-up clutch and damper
Splined to turbine Shaft
Backing plate
Pump
TR000012
The torque converter’s fluid coupling will never allow turbine speed to equal engine speed.
• Once rotary flow has been achieved and certain speed and range requirements are met,
the torque converter attains “lock-up.”
• This physical connection between the converter turbine and pump allows the turbine to
rotate at engine speed.
Lock-up clutch components include:
• The backing plate always rotates at engine speed.
• A torsional damper and lock-up clutch plate assembly - located next to the backing
plate. It’s splined directly to the turbine.
• The lock-up clutch piston - located inside the converter front cover.
• It’s splined to the converter front cover and always rotates at engine speed.
• Hydraulic fluid forced between the front cover and lock-up clutch piston causes the piston
to move. This “sandwiches” the clutch plate between the piston and backing plate, forcing
the clutch plate to rotate at engine speed.
• Since the clutch plate is splined to the turbine, the transmission’s input equals engine
RPM.

STALL TESTING
Stall testing is performed to determine whether a power complaint is due to an engine problem
or transmission malfunction.
Stall speed is the maximum engine RPM attainable when the engine is at full throttle and when
the torque converter turbine is not moving, or “stalled.”
During stall test, compare actual engine speed at full throttle stall with established engine
manufacturer’s specifications
STALL PROTECTION
The D Series machines have been fitted with a stall protection software to protect the
transmission, torque converter and oil pump from damage.
The software installed allows the operator or technician to only stall when certain conditions
have been met.
The vehicle must be in the stationary position for more than 6 seconds.
The engine torque must be above 50% for more than 6 seconds.
The park brake or service brake (or both) must be applied for more than 6 seconds.
Once these parameters are active for more than 6 seconds, the CCU will know that the vehicle
is in a stall condition, and will allow the stall to continue for another 9 seconds, for a total of 15
seconds stall time.
After 15 seconds has passed, the CCU will command the ECU to 0% torque or low idle for 50
seconds.
If neutral is selected while the 50 second 0% torque (cool off period) is active, the CCU will
command a speed restriction to a maximum of 1250 rpm for the remainder of the 50 second
“cool off period”.
STALL TEST PROCEDURE
To bring oil temperature up to stall testing temperature:
1. Before starting check that the oil on the dipstick is within the safe operating band.
2. Place chocks in front and behind wheels.
3. Ensure that no person is working on or under the machine.
4. Start the engine and let it idle.
5. If Prolink is available connect it ,select “Diagnostic Data” and scroll to “sump temperature” .
If no Pro-Link is available the MDU can be used by entering the default or operators menu,
scrolling to sump temperature, and turning the ignition off. This will “lock” the transmission
temperature onto the MDU to view at the same time as the engine rpm. Once you have
completed the stall test, you must remember to re-enter the default or operators menu and
reset this menu to show the machine type.
6. Apply the park brake.
7. Let the air pressure build up until the low air pressure buzzer goes off.
8. Push the service brake pedal down and keep it down.
9. Select first gear.
10. Push accelerator pedal until engine is running at 1000RPM and keep at this RPM for
no longer than 15 - 20 seconds
11. Remove foot from accelerator pedal and select neutral.
12. Push accelerator until engine is running at 1500RPM and hold for approximately 30
seconds.(This will allow the oil to circulate, preventing a large temperature
difference within the pump, thus preventing any damage to the pump).

13. Remove foot from accelerator pedal.
14. Repeat steps 9 to 13 until the sump temperature stabilizes around 70 ºC - 80 ºC (160 ºF-
175 ºF).
PERFORMING THE STALL TEST
1. Bring sump temperature to desired operating temperature as described above.

2. Select first gear and apply foot brake pedal and keep it down.
3. Push accelerator pedal all the way down.
4. After 10 - 15 seconds the RPM will stabilize.
NOTE: You willnot be able to stall for longer than 15 seconds due to the stall protect software.
5. This stabilised RPM will be the stall RPM.
6. Remove foot from accelerator pedal.
7. Select neutral. Accelerate to 1500RPM for 2 minutes to cool the transmission.
8. Let engine idle for at least 1 minute before switching off.
NOTE: NEVER STALL FOR LONGER THAN 20 SECONDS.

NOTE: IF YOU HAVE A PROLINK AVAILABLE THE OPTIMUM RANGE TO STALL IN IS FOURTH
RANGE.
NOTE: ALWAYS REFER TO LATEST SERVICE BULLETIN FOR
STALL SPEED SPECIFICATIONS
B50D STALL SPEED
Model Low idle High idle Stall speed

B50D 600 rpm 2240 rpm 1606 rpm

ANALYZING STALL TEST RESULTS
If stall test readings are 80 RPM higher or lower than specifications....
• The stall test readings are acceptable.
• Stall test readings may vary slightly above or below specifications, depending on ambient
temperature, altitude, tachometer variations and other conditions.
If stall test readings are 200 RPM or more below specifications....
• The engine may be down on power

• The engine may not be attaining full fuel
If stall test readings are extremely low (about 30% lower than specifications...)
• The engine may be severely down on power
• The engine may not be attaining full fuel
• The converter stator may be freewheeling
If stall test readings are 200 RPM or more above specifications...
• The transmission may have slipping clutches
• Transmission oil level might be too low or high
• Converter out pressure may be too low due to internal transmission problem.
If stall test readings are normal, but there are high converter out temperatures after cool
down...
• The converter stator may be stuck
• The transmission cooling system may not be operating properly
• The engine cooling system may not be operating properly.

TROUBLE SHOOTING A FREEWHEELING STATOR

A freewheeling stator can cause extremely low stall speeds.
• To verify a freewheeling stator prior to tear down, road test the vehicle.
• If the vehicle has no power at low speed, but performs normally at high speeds, the stator
may be freewheeling.
• Elevated oil temperatures or no full-throttle upshifts can also indicate a freewheeling stator.
TROUBLESHOOTING A STUCK STATOR
A stuck stator can cause high converter out temperatures after cool down, despite normal stall
test readings.
• A stuck stator can also prevent the vehicle from reaching its top speed and/or transmission
overheating at highway speeds.
• To verify a stuck stator prior to tear down, stall test as follows:
• Stall until converter out temperature reaches 120-130°C (250- 270 degrees Fahrenheit.)
• Place the transmission in neutral, then accelerate the engine to between 1200 and 1500-
RPM for 2 to 3 minutes.
• If the converter out temperature doesn’t drop, the stator may be stuck or the engine/
transmission cooling system may be malfunctioning.
If tests confirms that the converter stator is suspect, remove the transmission, disassemble the
torque converter and inspect the stator, springs, rollers and race
STALL TORQUE RATIO
Stall torque ratio reflects the amount of turbine shaft torque the converter developes compared
to the amount of torque the engine developes.
Example - if the converter configuration provides a 2 : 1 stall torque ratio, the torque converter
is capable of delivering twice the engine’s torque to the transmission gearing.
THE STALL TORQUE RATIO OF THE B40D IS 1.9 : 1

PLANETARY GEARS AND POWER FLOWS
PLANETARY GEAR SETS
Clutch pack
Ring Gear
Planetary Carrier
Sun Gear Planetary Gears x 4

TR000013
The HD transmission uses three sets of planetary gears.
• Understanding basic planetary gear operation is critical to understanding the HD’s

operating principles.
Planetary gear sets consist of a sun gear, planetary pinion gears (held by a carrier) and a
ring gear.
Gear relationships:
• When two gears with external teeth mesh, their rotation is opposite each other.
• Example - the sun gear and pinion gears.
• When a gear with external teeth meshes with a gear with internal teeth, they rotate in the
same direction.
• Example - the pinion gears and the ring gear.
• These gear relationships provide the basis for planetary gear operation.

THE BASIC LAWS OF PLANETARY GEAR SETS
SUN CARRIER RING SPEED TORQUE DIRECTION

INPUT OUTPUT HELD MAXIMUM INCREASE SAME AS
REDUCTION INPUT
HELD OUTPUT INPUT MINIMUM INCREASE SAME AS
REDUCTION INPUT
OUTPUT INPUT HELD MAXIMUM REDUCTION SAME AS
INCREASE INPUT
HELD INPUT OUTPUT MINIMUM REDUCTION SAME AS
INCREASE INPUT
INPUT HELD OUTPUT REDUCTION INCREASE OPPOSITE OF
INPUT
OUTPUT HELD INPUT INCREASE REDUCTION OPPOSITE OF
INPUT
When any two members are held together speed and direction are same as input
THE RATIO WILL BE 1:1
When one planetary component is held and another is rotated, or “input,” the third
member becomes an output mechanism.
Depending on which components are held and input, the planetary gear set can develop
various output ratios:
• Decrease input speed
• Increase input speed
• Provide direct, 1 : 1 drive
• Create reverse

CLUTCHES
TR000041
Clutches provide the input and holding power planetary gear sets required for operation.
• Clutches in the HD transmission can be either rotating or stationary.
• Rotating clutches supply rotational input to other shafts or components.
• The HD transmission’s rotating clutches are located in the rotating clutch module.
• Stationary clutches hold components in place, allowing other components to be input and
output.
• The HD has three stationary clutches that hold planetary gear components.
• Clutches consist of two intertwined sets of clutch plates and a piston.
• Two kinds of plates are used - fiber, “friction,” plated and steel, “reaction” plates.
• Plates are alternated in the clutch assembly so that they sandwich each other.
• One set of clutch plates is splined to an inner component, the other is splined to an outer
component (The housing).
• Even though the plates are intertwined, they rotate independently, when not applied.
• The clutch assembly has a piston and spring assembly.
• When the clutch is applied, the piston forces the intertwined plates together as one unit.
• When the clutch is released, the spring assembly returns the piston.
• If one of the components splined to the clutch plates is stationary, the clutch is a “stationary
clutch”.
• If both components splined to the clutch plates are capable of rotating the clutch is a
“rotating clutch.”

HD TRANSMISSION PLANETARY CONFIGURATION
P1 P3
P1 P2 P3 TR000014
The HD’s planetary gear sets are labeled P1, P2 and P3.
P3 Planetary configuration:
• The P3 carrier is connected directly to the output shaft
• The P3 sun gear is part of the main shaft module
• The P3 ring gear is connected directly to the P2 carrier.
• The P2 carrier is connected directly to the P3 ring gear.
• The P2 sun gear is part of the main shaft module.
• The P2 ring gear is connected directly to the P1 carrier.
• The P1 carrier is connected directly to the P2 ring gear
• The P1 sun gear is connected directly to the rotating clutch module (it always rotates at
turbine speed)
• The P1 ring gear is not connected to any planetary components.

HD TRANSMISSION CLUTCH CONFIGURATION
C3 C4 C5
C2
C1
TR000015
Each ring gear has a corresponding clutch.
• Clutches are labeled C5 (holds the P3 ring gear), C4 (holds the P2 ring gear) and C3
(holds the P1 ring gear).
• Two rotating clutches are located inside the rotating clutch module.
• C1 is the smaller inner clutch - when applied, it transmits rotational input to the main shaft.
• C2 is the larger outer clutch - when applied, it rotates the P2 carrier.
CLUTCHES C1 C2 C3 C4 C5
NEUTRAL X
FIRST X X
SECOND X X
THIRD X X
FOURTH X X
FIFTH X X
SIXTH X X
REVERSE X X

REMOVE PAGE AND INSERT A3 SECTIONAL DRAWING OF THE ALLISON

TRANSMISSION DRAWING NO: TR000066

REMOVE PAGE AND INSERT A3 POWER FLOW DRAWING OF THE ALLISON

TRANSMISSION DRAWING NO: TR000067

NEUTRAL POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In neutral, only C5 clutch is applied
• Rotational power from the torque converter is not transmitted beyond the rotating clutch
module and the P1 planetary sun gear.
• If the vehicle is rolling while in neutral, different clutches may be applied.
• This controls the speed of rotating components under varying conditions.
• Depending on output shaft speed, the transmission may attain N1, N2, N3 or N4 - this
corresponds to clutches C5, C4, C3 and C4 respectively.

1ST RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In first range, the C1 and C5 clutches are applied.
• C1 locks the turbine shaft and main shaft together.
• The P3 sun gear is part of the main shaft module, so it becomes input for the P3 Planetary
set.
• C5 holds the P3 ring gear.
• Since the P3 sun gear is input and the P3 ring gear is held, the P3 carrier becomes the
output.
• The P3 carrier is splined directly to the output shaft.

2ND RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In second range, the C1 and C4 clutches are applied and the P2 and P3 planetary sets work
together to provide the appropriate output.
• The C1 clutch locks the turbine shaft and main shaft together.
• This drives the P2 sun gear.
• The C4 clutch holds the P2 ring gear.
• Since the P2 sun gear is input and the P2 ring gear is held, the P2 carrier becomes output.
• The P3 sun gear is splined to the main shaft, so it’s rotating.
• The P3 ring gear is splined to the P2 carrier, so it’s rotating, but at a slower rate than the P3
sun gear.
• The P3 ring gear acts like a held member, and the P3 sun gear becomes input.
• The P3 carrier becomes output, and it’s splined to the output shaft.

3RD RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In third range C1 and C3 clutches are applied and all three planetaries work together to provide
the appropriate output.
• The C1 clutch locks the main shaft to the turbine shaft, and the rotating clutch module
rotates the P1 sun gear. The C3 clutch holds the P1 ring gear.
• Since the P1 sun gear is input and the P1 ring gear is held, the P1carrier becomes output.
The P2 sun gear is rotating with the main shaft.
• The P2 ring gear is splined to the P1 carrier, so its rotating.
• Since the P2 ring gear is rotating slower than the P2 sun gear, it acts like a held member.
The P2 sun gear is input , the P2 ring gear is held so the P2 carrier becomes output.
The P3 sun gear is rotating with the main shaft.
• The P3 ring gear is splined to the P2 carrier, so it’s rotating with the P2 carrier, at a slower
speed than the P3 sun gear.
• The P3 sun gear is input, the P3 ring gear acts like a held member, and the P3 carrier
(which is splined to the output shaft) becomes output.

4TH RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In fourth range, both rotating clutches C1 and C2 are applied.
• The C1 clutch locks the turbine shaft to the main shaft.
• The C2 clutch locks the turbine shaft to the P2 carrier.
• Since no stationary clutches are applied, all three planetary sun gears, carriers and ring
gears rotate the same speed and direction as the turbine shaft.
• The P3 carrier is the output and it’s splined directly to the output shaft.
• Since all components are rotating together, the fourth range final gear ratio is 1 to 1, or
direct drive.

C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In fifth range, the C2 and C3 clutches are applied and all three planetary sets work together to
create the appropriate output.
• The P1 sun gear is rotating with the rotating clutch module. The C3 clutch is holding the P1
ring gear stationary. The P1 carrier becomes output.
• The P2 carrier is rotating at turbine speed (the C2 clutch locks the turbine to the P2 carrier).
The P2 ring gear is splined to and rotating with the P1 carrier.
• The P2 carrier is rotating faster than the P2 ring gear, so it’s input and the ring gear acts
like a held member. The P2 sun gear acts like a held member.
• The P2 sun gear rotates the main shaft and the P3 sun gear. The P3 ring gear is splined to
and rotating with the P2 carrier.
• The P3 sun gear is rotating faster than the P3 ring gear, so the sun gear is input and the
ring gear acts a a held member. The P3 carrier becomes output, and it’s splined to the
output shaft. This gearing combination creates an overdrive.

C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In six range, the C2 and C4 clutches are applied and the P2 and P3 planetary sets work
together to create the appropriate output.
• The C2 clutch locks the P2 carrier to the turbine shaft.
• The C4 clutch holds the P2 ring gear.
• Since the P2 carrier is input and the P2 ring gear is held, the P2 sun gear becomes output
• The P2 sun gear rotates the main shaft and the P3 sun gear.
• The P2 carrier is splined to and rotating the P3 ring gear.
• The P3 sun gear is input, the P3 ring gear acts like a held member.
• The P3 carrier becomes output, and it’s splined to the output shaft.
• This gearing combination creates overdrive.

REVERSE RANGE POWER FLOW
C2 C3 C4 C5
C1
INPUT OUTPUT
P1 P2 P3
In reverse, the C3 and C5 clutches are applied and all three planetary gears work together to
create output.
• The P1 sun gear is rotating with the rotating clutch module. The P1 ring gear is held by the
C3 clutch. The P1 carrier becomes output.
• The P1 carrier is splined to the P2 ring gear. The P2 ring gear becomes input for the P2
planetary set.
• The C5 clutch holds the P3 ring gear. The P3 ring gear is splined to the P2 carrier. Since
the P2 ring gear is input and the P2 carrier is held, the P2 sun gear becomes output
• Since the carrier is the held member, the P2 sun gear rotates opposite (counter-clockwise)
the input component’s direction. The P2 sun gear rotates the main shaft in the opposite
direction (counter-clockwise).
• Since the P3 sun gear rotates with the main shaft, it also rotates in the opposite direction
(counter-clockwise). The P3 sun gear becomes reverse input for the P3 planetary set. The
P3 ring gear is held by the C5 clutch.
• The P3 carrier becomes reverse output, and it’s splined to the output shaft.

HYDRAULIC SYSTEM
SYSTEM FUNCTION
The hydraulic system generates, directs, and controls the pressure and flow of transmission
fluid (hydraulic fluid) within the transmission. Transmission fluid is the power-transmitting
medium in the torque converter. Its velocity drives the converter turbine. Its flow cools and
lubricates the transmission. Its pressure operated the various control valves that apply the
clutches.
The primary components of the transmission hydraulic system is the transmission fluid, the
charging pump, three integral filters, the control module, the breather, the cooler, and the C3
pressure switch.
The hydraulic system circuits are the main pressure circuit, the main control circuit, the
torque converter circuit, the cooler lubrication circuit, the clutch-apply circuits, the
exhaust circuit, and the exhaust backfill circuit.
The charging pump supplies transmission pressure and flow throughout the hydraulic system.
The charging pump draws fluid through the suction filter from the transmission sump, and
pumps the fluid, under pressure, into the hydraulic system through the main filter. Solenoids
and valves, located in the transmission control module, control the flow and pressure of the
hydraulic fluid. Transmission fluid flows to specific clutches to achieve range shifts. Fluid for
the cooler/lubrication circuit flows through the lubrication filter.
The C3 pressure switch, located in the C3 clutch circuit, monitors circuit pressure. The TCU
receives data from the C3 pressure switch to determine if C3 clutch operations have performed
as expected. An accumulator/relay valve is located ahead of the C3 pressure switch to
dampen high-frequency hydraulic pulses in the clutch-apply circuit to prevent early failure of
the C3 pressure switch.

MAIN-PRESSURE CIRCUIT
The main pressure circuit supplies the primary source of fluid pressure to the hydraulic system.
The main pressure regulator valve controls the pressure in this circuit. The main-pressure
regulator valve converts charging pump pressure to main pressure and regulates main
pressure based upon input from the overdrive knockdown valve, the converter flow valve, and
control main pressure.
The main-pressure regulator valve is held upward by spring force at the bottom of the valve.
Main-pressure flows to the top of the regulator valve. The main-pressure regulator valve is
pushed downward when the main fluid pressure reaches a level high enough to overcome the
spring force, pressing downward the main-pressure regulator valve and permitting excess fluid
to exhaust, reducing main pressure.
This regulated main pressure is routed to seven areas in the hydraulic system. Passages in
the control module direct main pressure to the input side of each of the six-solenoid regulator
valves and to the control main regulator valve.
Pressure at the output side of each solenoid regulator valve is “clutch feed pressure.” Pressure
at the output side of the control main regulator valve is “control main pressure.”
REGULATOR VALVES
The TCU controls the solenoids in the control module and the solenoids control the solenoid
regulator valve. The solenoids direct control main pressure to the top of a solenoid regulator
valve, causing it to move against its spring. Control main pressure forces the valve downward
against spring force, blocks off the exhaust backfill circuit, and allows main pressure to move
through the valve passage into the clutch feed circuit, applying the clutch. When control main
pressure is cut off from the top of the solenoid regulator valve, the valve spring forces the valve
back to the top of its travel allowing the clutch-apply circuit to be exhausted to sump through
passages in the exhaust backfill circuit and the clutch is released.
CLUTCH APPLICATION
Two clutches must be applied to attain a forward or reverse range. The clutch application chart
lists the clutches that are applied in each of the forward ranges, neutral, and reverse, the
corresponding energized solenoids, the C1 and C2 latch valve positions, and the converter
flow valve position.

HYDRAULIC OPERATION DURING ELECTRICAL INTERRUPTION
The solenoid regulator valves are controlled by solenoids that control transmission clutch
applications. The TCU electrically controls the solenoids, which control the solenoid regulator
valves. Interruption of electrical power results in the solenoid regulator valves locking in their
normally open or closed state. To minimize the impact of an electrical interruption , WT series
incorporate a system that enables the transmission to default to totally hydraulic operation.
The C1 and C2 latch valves have been designed into the clutch circuits to provide this default
feature.
Range Clutches Solenoids C1 Latch C2 Latch Convertor

Applied Enerergized Valve Valve Flow Valve
Neutral N1 C5 A,B,E UP UP DOWN
Reverse C3,C5 A,B,C,E UP UP DOWN
First C1,C5 L/U B,E,G* DOWN UP DOWN
Second C1,C4 L/U B,D,F,G* DOWN DOWN UP
Third C1,C3 L/U B,C,F,G DOWN DOWN UP
Fourth C1,C2 L/U F,G DOWN DOWN UP
Fifth C2,C3 L/U A,C,G,F DOWN DOWN UP
Sixth C2,C4 L/U A,D,F UP DOWN UP
A and B solenoids are normally open (when not energized).

C,D,E,F and G solenoids are normally closed (when not energized).
*G solenoid is ON in 1st and 2nd range but is switched OFF for the duration of the 1st to 2nd
upshift and the 2nd to 1st downshift.

LATCH VALVES
When a clutch is applied, clutch feed pressure is routed through the latch valve to the clutch
piston.Clutch-apply pressure against the lands of the latch valve hold the latch valve in place
or, in normally closed valve, allows the fluid to simply flow through the valves. During an
electrical interruption, the latch valve cause the transmission to engage specific clutches
based on the range in which transmission was operating when the interruption occurred.
The latch valves are activated by normally closed solenoid G. When solenoid G is energized,
control main pressure flows to the top of the C1 and C2 latch valves. This pressure forces the
valves downward to connect the necessary flow passages for clutch engagement.
During an electrical interruption, the latch valves and the two normally open solenoids (A and
B) enable the transmission to operate in a “limp home” mode allowing the operator to drive the
vehicle to a location where it can be serviced. The default system enables the transmission to
revert to total hydraulic operation and provides safe operation during a electrical power
interruption by shifting to a specific pre-determined range.
The following lists the operating range and the pre-determined default range the transmission
will shift to in the event of an electrical interruption:
Operating Range Limp Home Range

Reverse NNC
Neutral NNC
First Third
Second - Fifth Fourth
Sixth Fifth
NNC : Neutral no Clutches
NOTE : The lockup clutch will always disengage during an electrical interruption or during critical
transmission malfunction.
CONTROL MAIN CIRCUIT
The control main circuit supplies the steady pressure necessary to actuate the solenoid
regulator valves. Control main pressure is approximately 100psi. The control main circuit
receives its pressure from the main pressure circuit and, when needed, helps lower main
pressure. The control main regulator valve removes pressure to provide smooth, consistent
control main pressure which aids accurate solenoid regulator valve movement.
Control main pressure is directed to each solenoid regulator valve and the overdrive
knockdown valve.
When control main pressure is directed to the top of the solenoid regulator valve, control main
pressure pushes against the valve, overcomes spring force and moves the valve
downward. Downward movement of a solenoid regulator valve opens passages that allow
main pressure to flow past the valve to the clutch circuits.

TORQUE CONVERTER CIRCUIT

When the torque converter is operating as a hydraulic coupling, a high, constant flow of fluid
is required to cool and fill the converter. During lockup operation, cooling is no longer required
and high flow is unnecessary.
The converter flow valve, located in the control module, opens to release the fluid pressure in
the converter, allowing the fluid to flow from the converter into the cooler/lubrication circuit.
To attain lockup, pressurized fluid must flow to the lockup piston. The lockup solenoid
regulator valve in the control module directs fluid pressure to the lockup clutch piston.
Movement of the solenoid regulator valve allows regulated main pressure to be delivered to
the lockup piston and engage the clutch. If a critical transmission malfunction or electrical
interruption occurs, the ECU disengages the lockup clutch.
CONVERTER-IN PRESSURE CIRCUIT

The converter regulator valve is located in the torque converter circuit and ensures the
converter receives correct pressure from the main pressure regulator.
LOW (BELOW NORMAL) CONVERTER-IN PRESSURE

The converter regulator valve remains seated due to converter-in pressure being less than the
valve spring force. The converter-in fluid flows through the converter flow valve, through the
converter, back through the converter flow valve, through the orifice in the valve body
separator plate, and through the converter regulator valve to the cooler. The orifice in the valve
body separator plate allows increased converter pressure at low charging pump (engine)
speed.
NORMAL CONVERTER-IN PRESSURE

Converter-in pressure is sufficient to move the converter regulator valve slightly against its
spring force. This slight movement allows converter-out fluid to flow through the converter
regulator regulator valve from both the separator plate orifice and the converter flow valve.
Fluid flow to the cooler is increased, reducing converter-out pressure.
EXCESSIVE CONVERTER-IN PRESSURE

Converter-in pressure in excess of approximately 900kPa (130 psi) moves the converter
regulator valve far enough against its spring to route excessive pressure to the suction side of
the charging pump. Converter-out fluid continues to flow through the converter flow valve,
through both fluid passages, and to the cooler.
EXTREMELY HIGH CONVERTER-IN PRESSURE

Transmission fluid not only transmits torque and pressure but also lubricates and cools the
transmission, protecting it from wear, rust, and failure due to overheating. Heat and wear-
control is essential to ensuring the transmission will perform satisfactorily throughout its service
life.The cooler/lubrication circuit is fed by the converter flow valve as fluid is calculated to and
from the torque converter. A lubrication regulator valve in the cooler/lubrication circuit ensures
sufficient lubrication pressure. The lubrication pressure, fed through the converter flow valve,
overcomes lubrication regulator valve spring force. Fluid is calculated through the cooler/
lubrication circuit to the cooler unit, It is then moved through the cooler/lubrication circuit to
lubricate and cool bearings, planetary gears, clutches, shafts, support equipment and all other
moving components of the transmission.

EXHAUST CIRCUIT
The exhaust circuit is the relief circuit for the transmission hydraulic system. Pressure in this
circuit is minimal and the fluid flowing through the exhaust circuit is returned to the sump. Fluid
flows into the exhaust circuit from the main pressure circuit and the exhaust backfill circuit
when the pressures exceed the levels maintained by the regulator valves.
EXHAUST BACKFILL CIRCUIT
When a clutch is disengaged, pressure in the clutch circuit is exhausted to sump through the
exhaust backfill circuit. Low exhaust backfill pressure exists in the clutch feed passage. When
a clutch is released pressure in the exhaust backfill circuit is controlled by the exhaust backfill
valve. The low pressure keeps the clutch feed passages free of air. The absence of air in the
system is vital for controlling clutches since air compresses, causing a shift to be either too
hard or too soft. This pressure is in the region of 2 - 3 Psi.

HYDRAULICS (OPERATION)
The HD’s hydraulic system is a closed loop system.
• Hydraulic fluid begins its journey in the sump, travels though the system to perform various
tasks, then returns to the sump to cycle again and again.
• Hydraulic fluid is the basis for valve and clutch operation .Fluid also provides cooling and
lubrication for the transmission’s internal components.
• The flow of hydraulic fluid through the system is initiated by the charging pump.
• The charging pump is driven by the torque converter pump and always rotates at engine
speed.
MAIN PRESSURE REGULATOR
The charging pump draws fluid from the sump and forces it into the main pressure regulator.
• This valve adjusts and controls the system’s main pressure.
• Charging pump pressure is directed through the main pressure regulator to the top of the
valve.
• This forces the valve down against spring pressure and allows a certain amount of
pressure to exhaust.
• The spring pressure and fluid pressure equalize themselves at a preset pressure rating.
• During certain ranges, additional pressurized fluid is directed to the main pressure
regulator to help lower main pressure

CONTROL MAIN REGULATOR
Main pressure leaving the main pressure regulator is directed to the control main pressure
regulator.
The control main pressure regulator is another regulating valve.

• Main pressure enters, then is directed to the top of the valve.
• This forces the valve down against spring pressure, reducing main pressure to about 100
psi.
• This new pressure is called “control main pressure”.
• Control main pressure is directed to a series of solenoids.
• Solenoids are energized and de-energized by signals from the Electronic Control System’s
Electronic Control Unit (TCU).
• Pressure from the control main regulator is directed to each solenoid.
• Solenoid design allows control main pressure to “cascade” to the next solenoid in line.
• Main pressure from the main pressure regulator is directed to each solenoid regulator
valve.
• Solenoid regulator valve design allows main pressure to “cascade” to the next solenoid
regulator valve.

SOLENOIDS
Solenoids can be either “normally open”, or “normally closed”.
• Normally closed solenoids are closed when they are de-energized.They must be
electrically energized to allow control main pressure to move the solenoid regulator valve
down.
• Normally open solenoids are open when they are de-energized.They must be energized to
exhaust control main pressure on top of the solenoid regulator valve, allowing the valve to
move up.
Below is a photo of the two types of solenoids that are used in the transmission valve body of
the Allison HD4560R transmission.
1 2
TR001236
1........................................Normally open solenoid

Solenoids A and B
2........................................Normally closed solenoid

Solenoids C, D, E, F, G and K

Removing and replacing solenoids
When removing a faulty solenoid the control valve body with th ecorrect faulty solenoid needs
to be removed from the main control body. Once this has been done, a hammer and a small
round punch needs to be used, to knock the pin from the “top” of the valve body to the “bottom”.
TR001237
Once the pin has been removed, use a small screw driver and place it between the base of the
solenoid and the valve body. Turn the screw driver gently. The solenoid will ease in its location
and it will be possible to pull it out by hand.
When refitting the solenoid, put the solenoid into the desired location. Because of the o-rings
on the solenoid, the solenoid will need to be pushed into onto its seat. This can be done by
using the base of your hand. Once the solenoid is in place, put the pin back into the hole.
TR001238
Be sure to place the pin back correctly as there is a slight taper to the pin. Ensure that the pin
is seated flush with the surface of the valve body, before replacing the valve body onto the main
control body.

NORMALLY OPEN SOLENOIDS

When normally open solenoids are de-energized they’re open. Main pressure oil (3) goes
through them to the other solenoids (4) and to the clutch apply circuit (1). When normally open
solenoids are energized, control pressure (2) moves the regulator valve (5) blocking main
pressure oil to the clutch apply circuit (1). Clutch apply (1) is open to the exhaust backfill valve
venting the oil to tank (sump)
1
1
2 2
5 5
4 3 4 3
NORMALLY OPEN, NORMALLY OPEN,

DE-ENERGIZED ENERGIZED
ELECTRIC COIL
EXHAUST
SUPPLY
PORT
CONTROL MAIN
PRESSURE TO
PLUG SOLENOID
REGULATOR VALVE
METAL TR000024
CORE

NORMALLY CLOSED SOLENOIDS

When normally closed solenoids are de-energized they are closed, main pressure oil (3) is
blocked from the clutch apply circuit (1). Control pressure is exhausted from the top of the
regulator valve (5) and it moves up. Oil from the clutch apply circuit (1) is allowed into the
backfill circuit and is regulated at a low pressure by the backfill valve. When normally closed
solenoids are energized control pressure (2) moves the regulator valve and main pressure oil
(3) is sent to the clutch apply circuit (1). Main pressure oil also Cascades to other solenoids (4).
1
1
2 2
5 5
4 3 4 3
NORMALLY CLOSED NORMALLY CLOSED

SOLENOID SOLENOID
DE-ENERGIZED ENERGIZED
ELECTRIC COIL
EXHAUST
SUPPLY PORT
PLUG CONTROL MAIN

METAL CORE PRESSURE TO
SOLENOID
REGULATOR VALVE
TR000025

The HD’s hydraulic system utilizes six solenoids and regulator valve assemblies.
• Each solenoid is labeled by a letter.
• Solenoids A and B are normally open.
• All other solenoids are normally closed.
• Each solenoid and solenoid regulator valve controls a clutch apply circuit.
1. Solenoid A controls the C1 clutch apply circuit.
2. Solenoid B controls the C2 clutch apply circuit.
3. Solenoid C controls the C3 clutch apply circuit.
4. Solenoid D controls the C4 clutch apply circuit.
5. Solenoid E controls the C5 clutch apply circuit.
6. Solenoid F controls the lock-up clutch apply circuit.
7. Solenoid G controls the latching valves. (C1 and C2)
8. Solenoid K controls the retarder function.

CONTROL MODULE AND COMPONENTS IN SUMP
1 4 5
2 3
11
8
10
9
TR001235
Legend:
1..............................Lube filter
2..............................C3 pressure switch
3..............................A solenoid (C1 clutch)
4..............................Suction filter
5..............................Oil level sensor
6..............................F solenoid (Lock up clutch)
7..............................Oil temperature sensor
8..............................B solenoid (C2 clutch)
9..............................E solenoid (C5 clutch)
10...........................C solenoid (C3 clutch)
11...........................D solenoid (C4 clutch)
12...........................Main filter

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TORQUE CONVERTER AND LUBE PRESSURE CIRCUITS - OVERVIEW

As the main pressure regulator valve moves down, it allows pressure into the torque converter
circuit.
• Pressure flows from the main pressure regulator, through the converter flow valve, through
the converter and back to the converter.
• Pressure exiting the converter flow valve is directed into the lube circuit.
• Here, pressure flows through the cooler, the lube filter, out to lubricated parts, then
“deadheads” at the converter flow valve.
• The lube circuit’s pressure is controlled by the lube pressure regulator.
• Depending on the range, lube pressure runs at either 22 or 17 psi.
• The lube pressure regulator also controls converter circuit pressure, but the converter relief
valve protects against extremely high pressure and surges (130 p.s.i.).
• Pressure exhausted from the lube pressure regulator and converter relief valves is directed
to the inlet side of the charging pump.
• This minimizes oil churn and aeration that might occur if the valves exhausted to sump.
CONVERTER FLOW VALVE OPERATION
The converter flow valve’s position is controlled by the lock-up clutch apply circuit.
• When solenoid F is energized the main pressure enters the lock-up clutch apply circuit, the
converter flow valve is forced up.
• When the converter flow valve is up (during lock-up), pressure from the main pressure
regulator flows through the converter flow valve directly into the lube pressure circuit.
• Fluid flows through the cooler, lube filter, lube pressure regulator and out to lubricated
components.
• But since the converter flow valve is up, lube pressure is directed through the flow valve
and feeds the torque converter.
• Fluid flows through the converter flow valve, through the converter and back to the
converter flow valve.
• Fluid exhausts through an orifice in the converter flow valve.
• The converter is receiving less fluid / pressure than it was when the flow valve was down.
But since the converter is in lock-up, less fluid is required.
• When solenoid F is energized, main pressure in the clutch apply circuit is also directed to
the main pressure regulator.This helps lower main pressure.

OVERDRIVE KNOCKDOWN VALVE
The overdrive knockdown valve receives constant control main pressure.
• This valve is also two clutch apply circuits directed to it - C1 and C2.
• Depending on the transmission range, the overdrive knockdown valve sends either control
main or main pressure to the main pressure regulator.
• These pressures help the main pressure regulator reduce main pressure.
OVERDRIVE KNOCKDOWN VALVE OPERATION - C1 APPLIED
When the C1 clutch is applied (1st, 2nd, 3rd and 4th), the overdrive knockdown valve is
positioned down.
• This sends control main pressure to the main pressure regulator.
• This “boost” of control main pressure helps the main pressure regulator lower main
pressure.
OVERDRIVE KNOCKDOWN VALVE OPERATION - C2 APPLIED
In 5th and 6th, the C2 clutch is applied and the overdrive knockdown valve is positioned up (C1
clutch is exhausted).
• This sends main pressure to the main pressure regulator.
• This “boost” of main pressure helps the main pressure regulator lower main pressure even
more.
• This also sends main pressure to the lube pressure regulator.
• This helps lift the lube regulator off its seat, lowering lube pressure from 22 to 17 psi.
The lube pressure schedule:
• In neutral, reverse, 1st, 2nd and 3rd - 22 psi.
• In 4th, 5th and 6th - 17 psi.
• In 4th range, both the C1 and C2 clutches are applied.
• The pressure in the C1 clutch apply circuit keeps the overdrive knockdown valve
positioned down, so only control main pressure flows to the main pressure regulator.
• Main pressure from the C2 clutch apply circuit “deadheads” at the overdrive knockdown
valve, but is directed to the lube pressure regulator.

MAIN PRESSURE IN NEUTRAL AND REVERSE
Main pressure in the HD transmission varies depending on the range attained.
• In neutral and reverse, the main pressure regulator doesn’t receive outside help.
• Main pressure is 275 to 305 psi.
MAIN PRESSURE IN 1st AND 2nd, NO LOCK-UP
In 1st and 2nd, before lock-up, control main pressure from the overdrive knockdown valve
assists main pressure regulator operation.
MAIN PRESSURE IN 2nd, 3rd AND 4th, LOCK-UP

In 2nd, 3rd and 4th ranges with lock-up applied, control main pressure from the overdrive
knockdown valve and main pressure from the lock-up apply circuit assist main pressure
regulator operation.
MAIN PRESSURE IN 5th AND 6th, LOCK-UP

In 5th and 6th ranges with lock-up applied, main pressure from the overdrive knockdown valve
and the lock-up apply circuit assist main pressure regulator operation.
EXHAUST BACKFILL PRESSURE
Exhausted clutch apply circuits are charged with exhaust backfill pressure.
• This low pressure ensures clutches are applied smoothly, with no delays.
• Exhaust backfill pressure is maintained by the exhaust backfill valve.
• The exhaust backfill circuit is initially charged through the control main pressure regulator
valve’s exhaust port.
• When the exhaust backfill valve needs to relieve, it moves downagainst its spring,
exhausting to sump.
• Once backfill pressure is sufficient, the valve moves back to its seat.
• Exhaust backfill pressure is approximately 2 to 3 p.s.i.

PRESSURE TABLE AND TEST PIONTS

Table 1: MAIN PRESSURE
N,R 275-305 psi

1,2 No Lock-up 235-265 psi
2,3,4 Lock-up Applied 170-194 psi
5,6 Lock-up Applied 160-178 psi
Table 2: LUBE PRESSURE
N,R,1,2,3 22 psi
4,5,6 17 psi
Front
LU
1
2
3
C1 4
7 C4
5
8 C2
C3
6
C5
DRAIN
MAIN
Rear
9
Bottom View
1 Lock- up Clutch 6 C5 Clutch
2 Lube Pressure 7 C2 Clutch
3 C1 Clutch 8 Main Pressure
4 C4 Clutch 9 Drain Plug
5 C3 Clutch TR000026

RETARDER
RETARDER OPERATION
P3 PLANETARY
STATOR
ROTOR
HOUSING
CONTROL
TR000052
The retarder helps slow the vehicle in “stop-and-go” and “on-grade” situations.
• The retarder extends the life of the vehicle service brakes and provides greater operator
control during braking.
The retarder is an integral part of the transmission, attached to the rear of the main case.
• Main components include the stator, rotor, housing and control valve body.
• The stator, rotor, and housing have torus cups, which are similar to the vanes found in a
torque converter.
• The rotor is splined to the output shaft and is always driven at output shaft speed.
• When the retarder is applied, the retarder housing fills with pressurized transmission fluid
which works against the torus cups to slow the rotation of the rotor and output shaft.

APPLICATIONS AND CAPACITIES
The suffix R denotes a World Transmission equipped with the retarder option.
• Examples:HD 4560R
HD retarders are capable of absorbing the following torque and horsepower:

Capacity Power Torque
Low 373 kw (500 hp) 1763 N.m (1,300 lb ft)
Medium 447 kw (600 hp) 2170 N.m (1,600 lb ft)
High 447 kw (600 hp) 2712 N.m (2,000 lb ft)
WT retarders are available in Low, Medium and High capacities.
• Retarder capacity is determined by the spring under the retarder control valve
(located in the retarder control valve body).
• The retarder fitted to the B50D is a Low capacity retarder. The spring colour in the
regulator valve housing is Orange.

Retarder Control - Overview

The Transmission Control Unit (TCU) controls retarder operation. An operator-controlled apply
device supplies input to the TCU.
An apply device is not necessarily required.The TCU can be programmed to automatically

apply the retarder.The TCU also looks at signals from the throttle position.(J1939), the retarder
temperature sensor and the output speed sensor.
Based on apply device and additional input signals(service brakes), the TCU controls retarder
operation.
Additional outputs provide operational features:
• Retarder indicator output (activates the vehicle brake lights and an retarder “on” light when
the retarder is applied).

Apply Controls
Apply controls signal the TCU to command the retarder “on” or “off”.
The Apply control is a operator-controlled device, but the Voltage Regulator is set (1.6 V ) to
apply the retarder without using operator-controlled devices at 1st stage retardation when
activating the exhaust brake by removing your foot off the accelerator pedal.
The TCU therefore commands the retarder on at 16.6% or first stage.
When appling the service brake the retarder is applied at 100% or sixth stage to improve
braking and pro-long service brake life. The retarder is also applied to 100% when there is an
overspeed situation.
INPUTS AND OUTPUTS
• Throttle position must be closed before the TCU will allow retarder application.
• The retarder temperature sensor sends retarder temperature information to the TCU.This
signals the TCU to log diagnostic codes, control retarder capacity and invoke a preselect
down shift schedule.
• The output speed sensor provides output shaft speed information to the TCU.
• When output shaft speed is between calibrated limits, retarder capacity is at its maximum.
• If output shaft speed goes above or below these limits, the TCU begins to modulate
retarder charging pressure.
• If retarder operation is still being requested and output shaft speed falls below 350 rpm, the
TCU deactivates the retarder to provide a smooth transition to the service brakes.

RETARDER CONTROL HYDRAULICS

Solenoid Operation
The TCU controls retarder application using one solenoid designed K.
Solenoid K controls the flow of control main pressure to the top of the retarder control valve.
• When Solenoid K is energized, control main pressure forces the retarder control valve
“down.”
• When Solenoid K is de-energized, control main pressure is exhausted, allowing the

retarder control valve to move “up.”
• The TCU varies Solenoid K’s duty cycle depending on the percent of retarder requested,
output shaft speed, range attained and retarder temperature.
TESTING RETARDER CHARGING PRESSURE
NOTE: Always check the transmission fluid level when toubleshooting retarder performance
complaints. If the fluid level is low; retarder charging pressure may be correct.But due to
aerated oil, torque and horsepower absorption is decreased.Fluid aeration increases when
the retarder is applied.
A 7/16 x 20 UNF pressure tap is located on the retarder control valve body.Connect a pressure
gauge and compare your readings to the appropriate specification. Readings must be within
7 psi (48 kPa).
Capacity Pressure Colour Wire Dia. Free Lenght Length under load
Low 54 psi ORANGE 1.625mm 27.82mm 17.98mm
(372 kpa)
Note: When testing maximum retarder charging pressure, retarder requested must be 100%.
Output shaft speeds must be as follows:
HD 1500 rpm to 2500 rpm

RETARDER ON
• When retarder operation is requested by the operator, Solenoid K is commanded “on” at a

calibrated rate.
• Control main pressure on top of the retarder control valve strokes the valve “down” against
spring pressure.
• Main pressure can now flow into the retarder charging circuit and under the retarder control
valve to help stabilize valve movement.
• Main pressure is also directed to the flow valve, stroking the valve to the left.
• Once the flow valve moves left against spring pressure, Solenoid K is commanded “full on”
by the TCU. (Solenoid K is simulated by a resistor as the accumulator is no longer used.)
• The continual feed of retarder charging pressure forces fluid out of the retarder housing,
through the “to cooler” line, through the cooler, and back into the retarder housing.
• Converter out oil is diverted directly into the lube circuit while the retarder is applied.

REMOVE AND INSERT

RETARDER ON SCHEMATIC
TR001092

RETARDER OFF
• When the retarder is deactivated, At the same time, Solenoid K is commanded “off” at a
fixed rate.
• This allows converter out pressure to stroke the accumulator piston to the left, recharging
the accumulator.
• The retarder control valve is forced up by spring pressure as control main pressure is
exhausted.
• This exhausts main pressure on top of the flow valve.
• This also exhausts the charging circuit.
• Spring pressure forces the flow valve right, directing converter out oil through the cooler
and into the lube circuit.
• A small amount of fluid returning from the cooler is directed into the retarder housing
through an orifice to provide lubrication.
NOTE: HD retarders contain one additional valve - an exhaust check valve. The function of the
exhaust check valve is to ensure lube oil goes into the retarder housing and not directly to
exhaust.
This is specific only to the HD retarder due to the diameter of the retarder housing and the
placement of the retarder valve body.

REMOVE AND INSERT

RETARDER OFF SCHEMATIC
TR001093

ELECTRONIC CONTROL SYSTEM

SYSTEM COMPONENTS
The electronic control system for the WT Series consists of two major groups, external controls
and internal controls.
External electronic control system components:
• Transmission control unit (TCU)

• Engine speed sensor
• Turbine speed sensor
• Output speed sensor
• Shift selector
• Wiring harness
Internal electronic control system components:
• C3 pressure switch
• A through E clutch solenoids
• Lock-up clutch solenoid F
• Forward latch solenoid G
• Retarder solenoid K
• Sump temperature sensor
• Internal wiring harness

TRANSMISSION CONTROL UNIT (T C U)
The Transmission Control Unit (TCU) is a microcomputer that is the brain of the control system.
Input from the operator is sent to the TCU via the shift selector and vehicle interface wiring.
The TCU determines shift sequences, shift timing, and clutch apply and release pressures.
Data sent to the TCU are: shift selector position; throttle position; engine, turbine and output
speeds; and any special function(s) operating. The TCU compiles and processes this data.
The TCU is programmed to provide the most suitable operating characteristics for variations
in load terrain, or environment, and to adjust for clutch wear.Signals processed by the TCU
allow the microcomputer to determine the characteristics of a shift in progress. The TCU
includes an Electrically Erasable Programmable Read Only Memory (EEPROM) chip
programmed with the optimum shift calibration for the specific vocation. Shift characteristics
are compared to the programmed optimum shift profile stored in the EEPROM. If the reported
shift characteristics are not within programmed limits, the TCU alters solenoid valve
modulation to bring the shift within the limits.This “learning” process of comparing and
adjusting shift parameters is referred to as “closed loop logic”.When optimum shift parameters
are first programmed into the TCU, the adaptive control is in Fast Adaptive mode.In Fast
Adaptive mode, the TCU makes large changes to the shift parameters.The Slow Adaptive
mode starts after a shift is repeated and the turbine speed matches the stored optimum. In
Slow Adaptive mode, adaptive changes are smaller.Change the TCU back to Fast Adaptive
with the DDR after any transmission replacement. By changing to Fast Adaptive mode, the
TCU will adapt to the different transmission more quickly.
The TCU is also programmed to protect the transmission and other vehicle driveline
components from abuse by inhibiting actions such as full-throttle neutral-to-range shifts and
high-speed direction changes.
In addition, the TCU determines if a system malfunction exists and stores diagnostic codes
related to the malfunction.The codes, accessed by the operator or service mechanic, are used
in diagnosing persistent or intermittent trouble in the system.

PULSE WIDTH MODULATION ( P W M )
During application and release of a clutch, the signal from the TCU to a solenoid is modulated
at an established frequency, causing the steel check ball in the solenoid to rapidly open and
close the solenoid passage. This is known as Pulse Width Modulation (PWM). This action
allows control main pressure to gradually build to a maximum. The gradual increase in control
main pressure to the top of the solenoid regulator valve causes the valve to move downward
gradually and smoothly.
The hydraulic pressure in the clutch circuit increases steadily with the gradual movement of
the solenoid regulator valve.
Frequency is defined as the number of times in one second that a modulated electrical signal
(voltage in this case) completes an on-off cycle. Frequency is measured in units of hertz (Hz).
Cycles per second and hertz are the same. For example, a signal modulated at a frequency
of 10 Hz completes ten cycles every second. An example of a modulated signal is illustrated .
ON ON ON ON ON ON
O O O
F F F
F OFF F OFF OFF F
25% 75% 50% 50% 75% 25%
1 CYCLE 1 CYCLE 1 CYCLE

TR000028
PULSE WIDTH MODULATION WAVEFORMS (SOLENOID DUTY CYCLE)
The electrical signal to the WT solenoids has a frequency of 63 Hz during a shift. This means
that each second is divided into 63 cycles of segments during which the voltage will be ON for
a period of time. The percentage of time the voltage is present inside each 1/63rd of a second
is called the solenoid duty cycle.A 100 percent duty cycle indicates a maximum signal to the
solenoid. A zero percent duty cycle indicates minimum or no signal to the solenoid.
The TCU, using the pulse width modulation programming, varies the width (percentage) of the
voltage ON time during a cycle. As the pulse width (or duty cycle) is increased, the solenoid
is On longer. This, in turn, causes the solenoid regulator valve to apply or exhaust a clutch
with optimum shift quality.
A typical WT clutch apply solenoid command curve is presented in upshift clutch control on the
following page to demonstrate how duty cycle affects clutch-apply pressure. The upper curve
represents the clutch pressure command or duty cycle during a shift. The lower waveform
represents the actual pressure at the clutch piston during the same shift.

UPSHIFT CLUTCH CONTROL
The upper curve on the chart represents turbine speed during a typical upshift. The middle
curve represents an example of the solenoid duty cycle for the oncoming clutch. The lower
curve represents the solenoid duty cycle for the off-going clutch.
During a shift, changes in engine speed are reflected by changes in turbine speed. When an
upshift occurs, turbine speed decreases reflecting the change in the transmission mechanical
gear ratio. After the shift is complete, the vehicle continues to accelerate, and the turbine
speed will begin to rise.
When the turbine reaches a designated rpm, the shift initiation point, the TCU commands an
automatic range upshift to begin.
• At shift initiation, the solenoid is commanded full ON for a period of time.This time is called
Volume Ratio and refers to the amount of time needed to fill the cavity behind the clutch
piston with fluid and begin the piston moving. The solenoid duty cycle during this period is
100 % (maximum flow).
• At the end of Volume Ratio, the oncoming clutch is at its Initial Oncoming Pressure.
• The solenoid is signaled by the TCU to increase pressure to the oncoming clutch at the
Open Loop Ramp Rate.
PRESSURE
SHIFT INITIAL
ONCOMING INITIATION ONCOMING
CLUTCH- 100% PRESSURE
PRESSURE
COMMAND
(DUTY CYCLE) 0% CLUTCH HOLD
FROM THE ECU
TIME
CLOSED LOOP
CONTROL
CLUTCH
FILL TIME
(VOLUME
PRESSURE
RATIO) FIXED TIME TO

RAMP RATE FULL APPLY
(TFA)
MAIN PRESSURE
ONCOMING
CLUTCH- BACKFILL
ACTUAL PRESSURE
PRESSURE
TIME
TR000029

• During Volume Ratio and Open Loop Ramp Rate of the oncoming clutch, the off-going
clutch-apply pressure is decreasing.
• After Turbine Speed Pull Down is detected, the TCU enters Closed Loop Control of the
oncoming clutch. Closed Loop Control is the period when the TCU is actively controlling
shift quality by modulating the signal to the solenoid. Closed Loop Control continues until
the clutch has almost completely stopped slipping. This enables the change in turbine
speed to be maintained at an optimum rate.
• When synchronous speed associated with the oncoming clutch is detected by the TCU, the
oncoming clutch is commanded to Time To Full Apply.
• During this interval, the TCU sends a full ON command to the solenoid that fully applies the
clutch and completes the upshift. After Time To Full Apply, the solenoid enters a Clutch
Hold state, also referred to as Submodulation. In Submodulation, the solenoid is controlled
by a very high frequency PWM signal. This process limits the amount of electrical current
passing through the solenoid coil, keeping the solenoid coil temperature down.
SHIFT PULL DOWN SYNCHRONOUS

INITIATION DETECTED SPEED DETECTED
(TURBINE SPEED =
OUTPUT SPEED x GEAR RATIO
OF ONCOMING CLUTCH)
TURBINE
SPEED
INITIAL
ONCOMING
100% PRESSURE 100%
ONCOMING
CLUTCH ON ON
PRESSURE
0% CLUTCH HOLD
COMMAND
(SUBMODULATION)
INITIAL
OFF-GOING OFF-GOING
CLUTCH PRESSURE
PRESSURE 100%
COMMAND
APPLY PRESSURE 0%
DECREASING
TIME
CLOSED LOOP
CLUTCH CONTROL
FILL TIME PRESET TIME TO
(VOLUME (OPEN LOOP) FULL APPLY
RATIO) (TFA)
RAMP RATE TR000030

PUSHBUTTON SHIFT SELECTOR
R mode
TR000031
Pushbutton selectors contain an illuminated digital display. If a transmission fluid level sensor
is installed, the digital display shows transmission fluid level. When diagnostic mode is
selected, the digital display shows current or historical diagnostic code(s).
The buttons available on the pushbutton selector are:
• R -Press this button to select Reverse
• N -Press this button to select Neutral. The TCU automatically places the transmission in
Neutral at start-up.
• D -Press this button to select Drive Range. The number of forward ranges will appear.
• -Up arrow
• -Down arrow
The up and down arrows, are used when a specific range is required. When the up and down
arrows are pressed simultaneously the display will give you the oil level display. When pressed
again simultaneously the diagnostic display is shown. When pressed again neutral is dislpayed
MODE
The MODE button is used when diagnostic codes are logged and you need to erase them. To
erase the codes the mode button is held until the led has flashed three times twice.
HOLD UPSHIFT SHIFT SCHEDULE OR RANGE HOLD
The hold upshift shift schedule prevents engine overspeed by upshifting the transmission into
the next higher range. The hold upshift shift schedule is not activated unless the transmission
is in a range lower than the highest available range. Hold upshifts occur at speeds higher than
those for normal upshifts.

PRESELECT DOWNSHIFT SHIFT SCHEDULE
The preselect downshift shift schedule permits the driver to preselect a lower range. The
transmission will downshift when an overspeed condition will not result after the shift. The
downshifts occur at speeds higher than those at which normal downshifts occur.
SPEED SENSORS
ENGINE HD HD
(EXTERNAL) TURBINE OUTPUT
(EXTERNAL) (EXTERNAL)
TR000033
There are three speed sensors in the WT Series.They are the engine speed sensor, the turbine
speed sensor, and the output speed sensor (The speed sensors send rpm information to the
TCU).The TCU processes speed sensor data and throttle position data to determine proper
shift points, to monitor the current range, to perform ratio tests, and to compile diagnostic data.
The speed sensors operate on the magnetic flux principle.Each sensor is constructed of
insulated wire wrapped around an iron core enclosed in a molded casing. The tip of the iron
core is exposed at the end of the sensor and is directed at raised ribs or gear teeth on the
rotating component.
An electrical current is passed through the coils of the sensor producing a magnetic field, or
flux, at the end of the iron core. This flux is disturbed by the ribs or gear teeth on the rotating
member causing the current at the sensor to pulse. When this occurs, a voltage in the form of
positive to negative pulse waves is produced. The TCU converts the pulses to rpm for speed
determination.

SPEED SENSOR LOCATIONS
The engine speed sensor (1) is externally mounted in the torque converter housing, directed
at the ribs producing from the torque converter.
The turbine speed sensor (2) is externally mounted in the housing, directed at ribs protruding
from the rotating clutch module.
2 1
TR001253
The output speed sensor (3) is externally mounted in the rear cover or in the retarder
housing,and must not be confused with the retarder temperature sensor (4). The output speed
sensor is directed at the teeth of a gear splined to the output shaft.
TR001254

WIRING HARNESSES
EXTERNAL WIRING HARNESS
The transmission uses a single external wiring harness to connect the various electronic
system components. Control system configuration for various vocations may be adapted to
operator needs and to vehicle requirements. The basic harness provides connections to the
TCU from the following:
• Shift selector.
• Transmission bulkhead connector.
• Serial Communication Interface (SCI) data link (J1939 CANBUS).
• Engine speed sensor.
• Transmission output speed sensor.
• Diagnostic data reader (DDR).
• Vehicle interface wiring.
• Retarder connectors.
INTERNAL WIRING HARNESS
The internal wiring harness provides connection between the external harness and the
solenoids, C3 pressure switch, transmission fluid level sensor, and the sump temperature
sensor.

RANGE / SHIFT TESTS
During each shift the TCU performs three tests to check the range of transmission is in and to
verify that a shift is being made properly. These tests are the range verification test, the
off-going ratio test, and the oncoming ratio test.
SHIFT PULL DOWN SYNCHRONOUS

INITIATION DETECTED SPEED DETECTED
(TURBINE SPEED =
OUTPUT SPEED x GEAR RATIO
OF ONCOMING CLUTCH)
TURBINE
SPEED
RANGE VERIFICATION TEST RANGE VERIFICATION TEST
TIME
CLOSED LOOP
CONTROL
TIME TO
FULL APPLY ONCOMING RATIO TEST
(TFA)
OFF-GOING RATIO TEST

TR000034
RANGE VERIFICATION
Range verification is continuously tested when a shift is not in progress. Range verification
verifies that the current range attained is the range commanded by the TCU. This test checks
the current gear ratio by comparing the turbine and output speeds.
This speed ratio is then compared to the speed ratio (stored in memory) of the range the TCU
has commanded. If the two ratios do not match, a diagnostic code is logged and the TCU
commands an appropriate response to the condition.

OFF-GOING RATIO TEST
The off-going ratio test is performed while a shift is in progress. Within a set time after a shift
has been commanded, the TCU determines the ratio between turbine speed and output speed.
The speed ratio is compared to the speed ratio of the previous range.
If the previous speed ratio is still present after a period of time, the TCU assumes the off-going
clutch did not release. The shift will be tried twice to verify the condition.
If the previous speed ratio is still present, a diagnostic code is logged and the TCU commands
the transmission to the previous range. The off-going ratio test is applied during the interval
between the turbine speed Shift Initiation point and the Pull Down Detected point.
ONCOMING RATIO TEST
The oncoming ratio test is performed near the end of a shift in progress. The oncoming ratio
test checks turbine speed and output speed to determine if the transmission is in the range
commanded by the TCU. When the ratios do not match, the TCU assumes the oncoming
clutch did not come on and will log a diagnostic code.

DO NOT SHIFT LIGHT
The electronic control system is programmed to inform the operator of a problem with the
transmission system and automatically take action to protect the operator, vehicle, and
transmission. To do this, the TCU restricts shifting, turns on the DO NOT SHIFT (DNS) light
on the instrument panel (MDU), and registers a diagnostic code.
NOTE: For some problems, diagnostic codes may be registered without the TCU activating the
DO NOT SHIFT light. Check the TCU periodically for the presence of diagnostic codes or any
time there is a transmission-related concern.
Each time the engine is started, the DO NOT SHIFT light will illuminate, then turn off after a
few seconds.This momentary lighting is to show that the light does not illuminate during
ignition, or if the light remains on after ignition, the system should be checked immediately.
Continued illumination of the DNS light during vehicle operation (other than start-up) indicates
that the TCU has signaled a diagnostic code. Illumination of the DNS light is accompanied by
eight seconds of short beeps from the shift selector. The beeps are audible indications that
shifts are being restricted.The SELECT digit on the shift selector display will be blank and the
TCU may not respond to shift selector requests.Use a Diagnostic Data Reader (DDR) and the
instructions that are with the Reader to gain access to diagnostic code information.
The indications from the shift selector are provided to inform the operator that the transmission
is not performing as designed and is operating with reduced capabilities. Before turning the
ignition off, the transmission may be operated for a short time in the selected range in order to
“limp home” for service assistance.
Generally, while the DNS light is on, upshifts and downshifts will be restricted and direction
changes will not occur. Pushbutton shift selectors do not respond to any operator shift requests
while the DNS light is illuminated. The lockup clutch is disengaged when transmission shifting
is restricted or during any critical transmission malfunction.

AUTODETECT FEATURE
Autodetect is active on the first 24 engine starts or 49 engine starts, depending upon the
component or sensor being detected . Autodetect takes place within the first 30 seconds of
each engine start monitored. Autodetect searches for the presence of the following
transmission components or data inputs:
Retarder Present, Not Present

Oil Level Sensor (OLS) Present, Not Present
Throttle Analog, J1939, J1587
Engine Coolant Temperature Analog, J1939, J1587
Even after autodetect has been completed, it can be reset to monitor an additional group of
engine starts. Reset may be necessary if a device known to be present is not detected or if an
auto detectable component or sensor was added after the initial vehicle build. Reset is
accomplished by using the Pro-Link (r). Using a WTEC III Pro-Link (r), select “RESET TO
UNADAPTED SHIFTS”.
Using a WTEC III Pro-Link (r), select “RESET AUTODETECT PARAMETERS”.
Autodetect does not remember what was detected on the previous engine start.For example,
if a retarder was detected on engine start 23, K solenoid diagnostics would be performed until
the TCU is turned off. If the K solenoid then failed prior to engine start 24,autodetect would not
know that a retarder was present on engine start 24 and no diagnostics would be conducted
for solenoid K. Additional details for each of the four detectable features
OIL LEVEL SENSOR (AUTODETECT)
No oil level sensor diagnostics take place until the OLS is detected. Frequently check for the
presence of oil level diagnostics if the transmission is known to contain an OLS. If an OLS is
not detected during the first 24 engine starts, autodetect continues through engine start
number 49. Autodetect stops between engine start 24 and 49 when an OLS is detected or
concludes that no OLS is present if the OLS is not detected on engine start number 49. If an
OLS is known to be present, but has not been detected, then troubleshooting of the OLS circuit
is required, reset autodetect or manually select the OLS function using the Pro-Link(r).
THROTTLE SOURCE (AUTODETECT)
Whenever autodetect is functioning and no throttle source is found, a code 26 00 is logged.If

a data link throttle source is detected, autodetect stops looking for that function.

OIL LEVEL
Always check the fluid level at least twice. If the readings are not consistent, check and clean
the transmission breather. There are three methods for checking the transmission
fluid level, they are as follows:
• The dipstick check when the transmission fluid is cold.
• The dipstick check when the transmission fluid is hot.
• A fluid level check using the push-button shift selector.
The Cold Check determines if the transmission has sufficient fluid to be operated safely until a
Hot Check can be made. A cold check may be performed after initial start-up and the presence
of transmission fluid has been con-firmed. The sump fluid temperature is then typically 16°C
to 49°C (60°F to 120°F)
Note: Check the transmission fluid temperature on the MDU.
• Ensure that the machine is parked on a level surface and the park brake is applied.
• Start the engine and run it at idle in N (Neutral) for approximately one minute.
• Shift to D (Drive) and then to R (Reverse) to expel all air from the transmission circuits and
fill the system with fluid.
• Shift to N (Neutral) and leave the engine at idle.
• With the engine running, unscrew and remove the dipstick from the tube and wipe.
• Clean the end of the tube before inserting the dipstick.
• Insert the dipstick into the tube and remove to check the fluid level.
• Repeat check procedure to verify the reading.
HOT / ADD COLD / ADD
TR000038
HOT / FULL COLD / FULL
• If the fluid level is within the “Cold Full and Cold Add” band the transmission may be
operated until the fluid is hot enough to perform a “Hot Check”.
• If the fluid level is not within the “Cold Full and Cold Add” band, add or drain
transmission fluid as necessary to bring it within the band.

The fluid level rises as the fluid temperature in-creases. DO NOT fill above the “Cold
Full” mark if the transmission fluid is below normal operating temperatures. Normal
operating temperature is 71°C to 93°C (160°F to 200°F).
The transmission must not be operated for ex-tended periods until a “Hot Check” has
verified proper fluid level.
The Hot Check verifies proper fluid level. Ensure that the transmission fluid has reached
normal operating temperature; 71°C to 93°C (160°F to 200°F)
Note: Check the transmission fluid temperature on the master display unit.
• Allow the engine to run at idle in N (Neutral).
• Clean the end of the dipstick tube before removing the dipstick.
• Unscrew and remove the dipstick from the tube and wipe clean.
• Clean the end of the tube before inserting the dipstick.
• Insert the dipstick into the tube and remove to check the fluid level.
• Repeat the check procedure to verify the reading.
• The safe operating fluid level is within the “Hot Full and Hot Add” band .
HOT / ADD COLD / ADD
TR000038
HOT / FULL COLD / FULL
• If the fluid level is not within the “Hot Full and Hot Add” band, add or drain transmission
fluid as necessary to bring it within the band.

PUSH-BUTTON - (ELECTRONIC TRANSMISSION FLUID LEVEL CHECK)
TR000037
OIL LEVEL SENSOR
The electronic method of checking the transmission fluid level incorporates a fluid level sensor
to display the fluid level on the shift selector. The electronic method compensates for
transmission fluid temperature between 65°C to 104°C (149°F to 220°F). Any temperature
below 65°C (149°) or above 104°C (220°F) will result in an Invalid for Display condition. The
normal operating temperature of the transmission fluid is 71°C to 93°C (160°F to 200°F),
measured at the transmission sump. The reading obtained on the MDU will show the
temperature measured at the transmission convertor out.
Note: This temperature is normally higher than the sump temperature. The following procedure
must be used to check the transmission fluid level using the push-button shift selector:
• Allow the engine to run at idle in N (Neutral).
• Press the (UP) and (DOWN) arrow buttons simultaneously.
R mode
N 1
TR000039
Note: The fluid level check may be delayed until the following conditions are met:
The fluid temperature is above 65°C (149°F) and below 104°C (220°F).
The transmission is in neutral.
The machine has been stationary for approxi-mately two minutes to allow the fluid to settle.
The engine is at idle.
The transmission output shaft is stopped.

The fluid level information is sequentially displayed on the digital analogue as in the
following examples:
Correct Fluid Level
“O” then “L” are displayed (“OL” represents ‘Fluid (oil) Level Check Mode), followed by “O” then
“K”. The “OK” display indicates the fluid is within the “OK” zone. The sensor display and the
transmission dipstick may not agree because the oil level sensor compensates for fluid
temperature.
Low Fluid Level
“O” then “L” are displayed (“OL” represents ‘Fluid (oil) Level Check Mode), followed by “L” then
“O” (“LO” represents Low Oil Level) and the number of quarts that the transmission fluid is low
e.g. “0” then “2” indicates 2 additional quarts/litres of fluid will bring the fluid level within the
middle of the “OK” zone)
Note: 1 quart is approximately equal to 1 litre.
High Fluid Level
“O” then “L” are displayed (“OL” represents ‘Fluid (oil) Level Check Mode), followed by “H” then
“I” (“HI” represents High Oil Level) and the number of quarts that the transmission is over-filled
e.g. “0” then “1” indicates 1 quart/litres of fluid above the full transmission level.
Note: The maximum Low Oil level and High Oil level values are “04”. If the transmission fluid level is lower
or higher than 4 quarts/litres, the fluid level will have to be checked twice to obtain the correct reading.
If a condition occurs which prevents the display of fluid level information,“O” then “L” is
displayed (“OL” represents ‘Fluid (oil) Level Check Mode), followed by a numerical display. The
numerical display is a fault code and indicates conditions are not correct to receive the fluid
level information, or that there is a system malfunction.
The fault codes are as follows:
CODE CAUSE OF CODE

0X Settling time too short
50 Engine speed too low
59 Engine speed too high
65 Neutral must be selected
70 Sump fluid temperature too Low
79 Sump fluid temperature too High
89 Output shaft Rotation
95 Sensor Failure *
* Speed sensor, throttle sensor, temperature sensor, or oil level sensor.

DIAGNOSTIC CODES
DIAGNOSTIC CODE MEMORY
Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing
the most recently occurring code first and logging up to five codes).The codes contained in the
list have information recorded as shown in the table below (codes are examples).Access to the
code list position, main code, subcode and active indicator is through either the shift selector
display or the Pro-Link (r) diagnostic tool.Access to ignition cycle counter and event counter
information is through the diagnostic tool only.
EXAMPLE CODE LIST
Code List Position Main Code Subcode

d1 21 12
d2 25 11
d3 23 12
d4 62 12
d5 45 21
Displayed on shift selector and diagnostic
tool d = “diagnostic

THE FOLLOWING PARAGRAPHS DEFINE THE DIFFERENT PARTS OF THE CODE LIST.
CODE LIST POSITION.
The position which a code occupies in the code list. Positions are displayed as “d1” through
“d5” (Code List Position #1 through Code List Position #5)
MAIN CODE.
The general condition or area of fault detected by the TCU.
SUBCODE.
The specific area or condition related to the main code in which a fault is detected.
Active Indicator.Indicates when a diagnostic code is active.The LED indicator on the
shift selector is illuminated or the diagnostic tool displays YES.
IGNITION CYCLE COUNTER
Determines when inactive diagnostic codes are automatically

cleared from the code list.The counter is increased by one each time a normal TCU
power down occurs (ignition turned off).Inactive codes are cleared from the code list
after the counter exceeds 25.)
EVENT COUNTER
Counts the number of occurrences of a diagnostic code.If a code is

already in the code list and the code is again detected, that code is moved to position d1,
the active indicator is turned on, the Ignition Cycle Counter is cleared and 1 is added to
the Event Counter.

CODE READING AND CODE CLEARING

Diagnostic codes can be read and cleared by two methods:by using the Pro-Link (r) 9000
diagnostic tool or by entering the diagnostic display mode and using the shift selector display.
The method of reading and clearing codes described in this section refers to entering the
diagnostic display mode by the proper button movement on the shift selector.
The diagnostic display mode may be entered for viewing of codes at any speed.Active codes
can only be cleared when the output speed = 0
READING CODES
Enter the diagnostic display mode by pressing the (Up) and (Down) buttons at the same time
on the push button selector
NOTE: If a DO NOT SHIFT condition is present (CHECK TRANS light illuminated) at this time, the shift
selector may or may not respond to requested range changes.
NOTE: If an oil level sensor is present, then fluid level will be displayed first.Diagnostic code display
is achieved by simultaneously depressing the (Up) and (Down) arrow buttons a second
time or the “Display mode” button a second time.
The code list or queue position is the first time displayed, followed by the main code and the
subcode.Each item is displayed for about one second.The display cycles continuously until the
next code list position is accessed by pressing the MODE button.The following list represents
the display cycle using code 25 11 as an example:.....
1. Code list position - d, 1
2. Main code - 2, 5
3. Subcode - 1, 1
4. Cycle repeats - d, 1, 2, 5, 1, 1
To view the second, third, fourth and fifth positions (d2, d3, d4 and d5), momentarily press the
MODE button as explained above.
Momentarily press the MODE button after the fifth position is displayed to restart the sequence
of code list positions.
An active code is indicated by the illumination of the LED indicator when a code position is
displayed while in the diagnostic display mode.In the normal operating mode, the LED indicator
illuminates to show a secondary mode operation.
Any code position which does not have a diagnostic code logged will display “-” for both the
main and subcodes.No diagnostic codes are logged after an empty code position.

CLEARING ACTIVE INDICATORS.
A diagnostic code’s active indicator can be cleared, which allows the code inhibit to be cleared
but remains in the queue as inactive.
The active indicator clearing methods are:
• Power down - All active indicators, except code 69 34 (refer to the code chart), are cleared
at TCU power done.
• Self-clearing - Some codes will clear their active indicator when the condition causing the
code is no longer detected by the TCU.
• Manual - Some active indicators can be cleared manually, while in the diagnostic display
mode, after the condition causing the code is corrected.
If an active indicator is cleared while the

transmission is locked in a forward range or
CAUTION: reverse (fail-to-range), the transmission will
remain in the forward range or reverse after
the clearing procedure is completed.
Neutral must be manually selected.
Manually Clearing Codes and Active Indicators from the Code List.
To clear active indicators or all codes:
• Enter the diagnostic display mode.
• Select the code that is to be cleared. Ensure that this code is displayed.
• Press and hold the MODE button for approximately three seconds until the LED indicator
flashes three times. All active indicators are cleared. Continue holding the Mode button,
until the LED flashes three times again, all inactive codes have been cleared.
• The display on the shift selector will automatically return to the Neutral position once the
LED has flashed three times twice.
• Codes that cannot be manually cleared will remain.
Exiting the diagnostic display mode. Exit the diagnostic display mode using one of the following
procedures:
• On a push button shift selector, press the (Up) and (Down) arrow buttons at the same time
or press any range button, D, N, or R. This shift (D, N, or R) is commanded if not inhibited
by an active code.

DIAGNOSTIC CODE RESPONSE

DO NOT SHIFT (DNS) RESPONSE
• Release lockup clutch and inhibit lockup operation.
• Inhibit all shifts.
• Turn on the CHECK TRANS light.
• Display the range attained.
• Ignore any range selection inputs from the push button selector.
DO NOT ADAPT (DNA) RESPONSE
• The TCU stops adaptive shift control while the code is active.
SOLENOID OFF (SOL OFF) RESPONSE
• All solenoids are commanded off (turning solenoids “A” and “B” off electrically causes them
to be on hydraulically).
RETURN TO PREVIOUS RANGE (RPR) RESPONSE)
• When the speed sensor ratio or C3 pressure switch tests associated with a shift are not
successful, the TCU commands the same range as commanded before the shift.
• Neutral No Clutches (NNC) Response.
• When certain speed sensor ratio or C3 pressure switch tests are not successful, the TCU
commands a neutral condition with no clutches applied.

CODE 13 XX - TCU INPUT VOLTAGE
Main code 13 indicates either a high or low input voltage. Low voltage is less than 8 volts. High
voltage is over 33 volts.
Common causes for low voltage code are:
• Bad batteries.
• Faulty vehicle charging system.
• No dedicated power and ground connection directly to the battery or through an electronic
bus bar to the battery
Common causes for the high voltage code are:
• Faulty vehicle alternator.
• Faulty vehicle voltage regulator
In the event of a power loss, the transmission fails to the ranges indicated in the following,
depending upon which latch valve releases first:
Operating Range Limp Home Range

Reverse NNC
Neutral NNC
First Third
Second - Fifth Fourth
Sixth Fifth
NOTE: The TCU turns off at approximately 6.5 volts.
Main Code Subcode Meaning

13 12 Battery voltage to the TCU too low
13 13 Battery voltage to the TCU too low (Medium)
13 23 Battery voltage to the TCU too High

CODE 13 XX - TCU INPUT VOLTAGE

Troubleshooting:
• Connect the diagnostic tool and turn on vehicle ignition. Select Diagnostic data to find input
voltage. Record reading.
• Turn off vehicle ignition and remove the connectors from the TCU.
• Check system voltage at pin 1 and 16 (Grey Connector X170).If power is low or high at this
point, and the diagnostic tool reading is also low or high, the vehicle wiring is suspect.
Check for fuse problems, loss of battery-direct power and ground, faulty charging system /
batteries, and loose or dirty connections Power may also be low or high at pins 1 and 16
(Grey Connector X170) if the batteries/charging system is faulty. Bad grounds may also
cause incorrect input power readings.
• If power is correct but the diagnostic tool reading indicates incorrect voltage, closely
inspect terminals 1 and 16 (Grey Connector X170) or 16 (Black Connector X169), make
sure they are not corroded or deformed.Clean or replace as necessary.
• If the voltage condition is intermittent, closely inspect the vehicle wiring for transmission
system power and grounds. Check for loose, dirty or painted connections.Check for wires
that are chafed and touching other components.If no other cause is found, replace the
TCU.If replacing the TCU corrects the problem, reinstall the original (bad) TCU to confirm
that the problem is in the TCU. If the original TCU now works, inspect the TCU connectors
for any corrosion or damage which may cause an intermittent condition. If the original
problem recurs, reinstall the replacement TCU.
Voltage Chart
VOLTAGE CONDITION
33V High Fail Limit
32V Maximum Continuous TCU Voltage
10V Cannot Compensate With Sub-Modulation
8V Low Voltage Fail Limit
7V Software Off
4.5V Neutral Start Off

CODE 14 XX - OIL LEVEL SENSOR (OLS)
The oil level sensor (OLS) must have been recognised by autodetect or manually selected
using the Pro-Link (r) Manual) before these codes can be logged.
Code 14 12 indicates the TCU has detected a voltage signal in the low error zone.
Code 14 12 can be caused by:
• Faulty wiring to the OLS
• A faulty OLS
• A faulty TCU
Never use a volt/ohm meter to measure any

CAUTION parameters on the OLS. Damage to the
OLS will result.
OLS ground wire pin no:25 (Blue Connector X168) is common to the RMR and Retarder
temperature sensor. A power wire short-to-ground for any of these devices will cause “sensor
failed low” code (64 12) and shutdown of the electronic push button or lever selector. An OLS
signal open or short-to-ground results in a code 14 12 only. Code 14 23 is programmed out of
all calibrations.
A permanent maximum voltage signal generates a steady OLS sensor maximum count and a
maximum fluid level overfill indication. A maximum overfill indication occurs if signal wire, pin
no:26 (Blue Connector X168) or power wire, pin no: 9 (Blue Connector X168) is shorted to
battery or the ground wire, pin no: 25 (Blue Connector X168) is open between the OLS and the
sump temperature sensor branch. An open in the ground circuit, pin no: 25 (Blue Connector
X168) in the portion common to the OLS and RMR devices results in code 14 12, and 64 23.
If the TCU software supports it, Oil Level Sensor counts can be read by a DDR with Pro-Link
(r) version 3.0 (or later).
NOTE: Intermittent connections or lack of battery-direct power and ground connections can cause
this and other electronic control codes.

CODE 14 XX - OIL LEVEL SENSOR (OLS)

14 12 Oil Level sensor failed low
14 23 Oil level sensor failed high (not used)
NOTE: Fluid level, using dipstick, Battery voltage, ECU input voltage
Other diagnostic codes.
Troubleshooting:
• Attach the DDR and display fluid level information. The fluid must be in the operating
temperature range and the engine must have been idling, in neutral, for two minutes before
fluid level data can be displayed. If the fluid level message on the DDR is OIL-CHECK
CODES or OL 9 5 (sensor failure) on the shift selector display, check for active failure
codes for the engine speed sensor, output speed sensor, temperature sensor, or OLS.
Repair the failed sensors as required. Maximum overfill sensor counts are between 166
and 255, even if the engine is off. Maximum underfill sensor counts are between 5 and 35.
Refer to the Oil Level Sensor codes.
• If code 14 12 is active and sensor counts are less than 5, check for an open or short-to-
ground on pin no: 9 (Blue Connector X168) between the ECU and the sensor. Isolate and
repair any wiring or connector problems. Replace the oil level sensor if no wiring or
connector problems are found.
• Check for shorts-to-battery on pin no: 9 (Blue Connector X168) between the ECU and the
sensor or an open on pin no: 25 (Blue Connector X168), if the fluid level indication on the
DDR or shift selector display is maximum overfill and sensor counts are steady at 166 to
255. Isolate and repair any wiring or connector problems. Replace the oil level sensor if no
wiring or connector Problems are found.
• A new sensor’s operation can be verified before it is installed by connecting the sensor to
the internal wiring harness and using an unmounted feed through connector to the external
harness. Connect the DDR and display sensor counts. Correct operation is indicated if the
DDR displays 5 to 35 counts with the sensor upright and 166 and 255 counts when upside
down.
• If no other cause is found, replace the TCU. If replacing the TCU corrects the problem,
reinstall the original (bad) TCU to confirm that the problem is in the TCU. If the original TCU
now works, inspect the TCU connectors for any corrosion or damage which may cause an
intermittent condition. If the original problem recurs, reinstall the replacement TCU.

CODE 21 XX - SENSOR POWER FAILURE
The throttle position sensor has been removed due to the CANBUS signal between the Engine
ECU (ADM) and Transmission TCU.
NOTE: Code 21 12 can result when the +5V line pin no: 9 (Blue Connector X168) or pin no: 3 (Black
Connector X169) which powers the OLS, Retarder temperature sensor, sump
temperature sensor, and shift selector is Shorted to ground.
Code 21 12 will occur in conjunction with the respective sensor that has failed.

CODE 22 XX - SPEED SENSOR/CIRCUITRY FAULT
Main code 22 indicates a fault within a speed sensor, the wiring to a speed sensor, incorrect
speed sensor gap, or damaged bumps or teeth which create the speed signal. This fault is
determined by the reasonableness of a speed sensor signal when compared with the other two
speed sensors and the commanded range. A speed sensor will not pass the reasonableness
test if there is no signal at all from the sensor when a signal should be present.
NOTE: If the engine speed sensor code (22 14) is active and a range verification test is failed, the
range verification code will not be set but a DO NOT SHIFT response is commanded.
Main Code Subcode Failed Sensor

22 14 Engine Speed
22 15 Turbine Speed
22 16 Output Speed
Troubleshooting:
• Check to see if the sensor is loose, missing, or disconnected. If not, disconnect the wiring
harness from the sensor and measure the resistance of the sensor (see chart below). Also
check the terminals for dirt, corrosion, or damage. If resistance is not correct, replace the
sensor.
Resistance Temp ºC Temp º F
200 Ω -40 -40
300 Ω 20 68
400 Ω 110 230
• Remove the transmission harness connector from the TCU. Check the sensor circuit (in
the external harness) for open wire, shorts between wire, or short-to-ground. Isolate and
repair any faults.
• If no opens or shorts are found, the condition must be intermittent. Replace the sensor
indicated by the trouble code. Before replacing a speed sensor, check the sensor for
physical damage or contamination.

CODE 22 XX - SPEED SENSOR/CIRCUITRY FAULT
• If the condition recurs, install new wiring (twisted-pair) for the sensor circuit between the
TCU and the transmission.
• If the condition again recurs, connect the diagnostic tool and select the speed signal
indicated by the trouble code. Drive the vehicle and watch the speed reading on the
diagnostic tool. If the signal is erratic, sensor gap, vehicle vibration, an external AC signal
source, or intermittent connector contact may be inducing the erratic signal. Inspect the
sensor and its surrounding for irregularities that would affect sensor gap. Isolate and
correct any abnormal vehicle vibrations (particularly driveline and abnormal engine
torsionals and recheck.)
If the condition persists, replace the TCU. If replacing the TCU corrects the problem, reinstall
the original (bad) TCU to confirm that the problem is in the TCU. If the original TCU now works,
inspect the TCU connectors for any corrosion or damage which may cause an intermittent
condition. If the original problem recurs, reinstall the replacement TCU.

CODE 23 XX - SHIFT SELECTOR
Main code 23 indicates a fault with a shift selector or the wiring between a shift selector and
the TCU.

23 12 Primary shift selector fault - a cateye type
display may occur
23 13 Secondary shift selector fault - a cateye type
display may occur
23 16 Shift selector display line fault
Troubleshooting:
• Clear the active indicator for code 23 XX. If code recurs, continue to next step.
• Check for a poor connection at the shift selector.
• Disconnect the selector harness connector from the TCU and from the shift selector and
check for opens, shorts, and shorts-to-ground between the shift selector and TCU. Repair
as needed.
• If no problem is found with the shift selector connection or wiring, replace the shift selector.
• If the condition persists, replace the TCU. If the replacing the TCU corrects the problem,

CODE 24 XX - SUMP FLUID TEMPERATURE

Main code 24 indicates the TCU has detected either a high or low fluid temperature in the
transmission sump (via the sump temperature sensor in the internal harness). All shifts are
inhibited when code 24 12 is set (only Neutral range operation is allowed). No upshifts are
allowed above a calibration range when code 24 23 is set. All inhibits are cleared when the
temperature conditions are normal. A related code is 33 12 which indicates a temperature
reading outside the usable range of the sensor and indicates a probable sensor failure.

24 12 Sump fluid temperature cold
24 23 Sump fluid temperature hot
Troubleshooting:
• If code 24 12 is set and the outside temperature is between - 32º C (25º F) and - 7º C
(+20º F), the TCU will allow reverse, neutral and second-range start operation. Only hold
override upshifts are allowed. (See Table 1). The sump must be warmed to an acceptable
temperature to avoid logging codes and transmission diagnostic response.
• If ambient temperature does not match the sump temperature reading (check using
diagnostic tool), compare resistance versus sump fluid temperature (See Table 1).Then
check the sensor wiring for opens, shorts, or shorts-to-ground.
• If the sensor wiring is satisfactory, drain the fluid, remove the control module, and replace
the temperature sensor.
• If the condition persist, replace the TCU. If replacing the TCU corrects the problem,
now works, inspect the TCU connectors for any corrosion or damage that may cause an

Table 1:
Condition Version 9 Software

ºC ºF
Temperature sensor failed high (refer to code 33 23) 177 351
Hot fluid (code 24 23) adaptive turned off; maximum range limited 128 262
(not limited in “emergency” calibration)
Output function “on” for sump over temp above this temperature 121 250
Output function “off” for sump over temp below this temperature 116 240
Cool/cold fluid; adaptive turned off 34 93
Turbine reasonableness and speed tie-up tests turned off 0 32
Medium cold fluid R, N, D allowed,2nd range start -7 19
(hold override upshifts only)
All C3 Pressure Switch tests turned off -32 -25
Temperature sensor failed low (refer to code 33 12) -45 -49
TEMPERATURE SENSOR CHART
TEMPERATURE VS RESISTANCE
2900
2700
Temperature sensor resistance in OHMS
2500
2300
2100
1900
1700
1500
1300
1100
900
700
500
-60 -40 -20 0 20 40 60 80 100 120 140 160 180
Sump temperature in degrees C TR000044

CODE 24 XX - SUMP FLUID TEMPERATURE
Code 24 23
• Install temperature gauges for transmission temperature and engine water temperature.
Drive the vehicle. Verify that the code can be reproduced and verify the reading shown on
the diagnostic tool. Observe the gauges and check for hot fluid when the code is produced.
• If the fluid is not hot when the code is produced, remove the transmission “Blue” harness
connector at the TCU and the transmission.Check the fluid temperature sensor wiring for
opens, shorts, and shorts-to-ground. Compare the resistance readings of the sensor and
the actual temperature as shown on the gauge with. If wiring problems or a great difference
between temperature and resistance compared with the chart are found, drain the fluid,
remove the control module and replace the temperature sensor. If wiring problems are
found, repair or replace as necessary.
• If the fluid is hot when the code is produced, observe the gauges to see if the engine
became hot before the transmission. If the engine cooling system is overheating and
heating the transmission, the problem is with the engine or its cooling system.
• If the transmission became hot before the engine, allow the vehicle to idle for 3-5 minutes
and check the transmission fluid level. Correct the fluid level if necessary.
• Attach pressure gauges to the cooling system (from a “to cooler” connection to point after
the cooling circuit filter) and check for pressure drop problems. If pressure drop is
excessive, check for a plugged cooler filter, collapsed lines, obstructions, ect.
• If the fluid level is correct and the cooling circuits satisfactory, drain the fluid, remove the
control module, and inspect for damaged valve body gaskets. Replace any damaged
gaskets.
• If no problems are found in the control module area, remove the transmission and
disassemble, inspection for causes of overheating (stuck stator, plugged orifices,
dragging clutches, etc.)

CODE 25 XX - OUTPUT SPEED SENSOR, DETECTED AT 0 SPEED.

Main code 25 occurs if the output speed sensor reports a zero speed reading while both engine
and turbine speeds are approximately equal, turbine speed is above a calibration value, and
neutral is not selected or commanded. Main code 25 indicates either the output speed sensor
has failed or the required oncoming clutch or clutches did not come on. Code 25 11 can be
generated by a false turbine speed reading. This may be due to cross talk between solenoid
and turbine speed sensor circuits caused by direct wire-to-wire short or by water in the
electrical connectors.
NOTE: If code 25 XX is in memory at TCU initialisation (ignition on), all

display segments are illuminated.
Main Subcode Meaning Applied

Code Clutches
25 11 Output speed sensor, detected at zero speed, 1st C1,C5
25 22 Output speed sensor, detected at zero speed, 2nd C1,C4
25 33 Output speed sensor, detected at zero speed, 3rd C1,C3
25 44 Output speed sensor, detected at zero speed, 4th C1,C2
25 77 Output speed sensor, detected at zero speed, R C3,C5
NOTE: Intermittent connections or lack of battery-direct power and ground

connections can cause this and other codes.
Troubleshooting:
• Check the transmission fluid level and ensure correct fluid level.
• Check for the presence of code 22 16. If code 22 16 is in the code list, go to code 22 XX
section and follow troubleshooting steps for code 22 16.
• Connect the Pro-Link(r) 9000 with ignition on, engine off; check for indication of turbine
speed. If the output speed sensor and wiring are satisfactory, install pressure gauges into
the appropriate clutch pressure taps. See if either of the clutches has low or no pressure.

CODE 25 XX - OUTPUT SPEED SENSOR, DETECTED AT 0 SPEED.

• Lack of pressure in C1 in first range may be due to a G solenoid stuck closed.
• If a clutch is leaking pressure, drain the fluid, remove the control module and check for
damaged valve body gaskets and stuck or sticky valves. If no problems are found, replace
the solenoids for the clutches used in the range indicated by the code.
• If, after detecting leaking pressure and replacing solenoids, the problem persists, check for
worn clutch or piston seals. Remove the transmission and repair or replace as necessary.
• This code requires accurate output and turbine speed readings. If there were no
transmission problems detected, use the diagnostic tool and watch the speed readings for
noise (erratic signals) from low speed to high speed in the range indicated by the code.
• If a noisy sensor is found, check the sensor resistance and check its wiring for opens,
shorts and shorts-to-ground (see code 22 XX). Also closely check the terminals in the
connectors for corrosion, contamination, or damage. Ensure the wiring to the sensors is a
properly twisted wire pair. Replace the sensor if its resistance is incorrect and isolate and
repair any noted wiring problems. (Use twisted pair if new speed sensor circuit is needed in
external harness.
Resistance Temp ºC Temp º F
200 Ω -40 -40
300 Ω 20 68
400 Ω 110 230
• If no apparent cause for the code can be located, replace the turbine and output speed
sensors.
• If the condition persists, replace the TCU. If replacing the TCU corrects the problem,

CODE 26 XX - THROTTLE SOURCE NOT DETECTED
Main code 26 occurs when the TCU has not detected either a throttle source or an engine
coolant source.

26 00 Throttle source not detected
26 11 Engine coolant source not detected
Code 26 00 means that the TCU has not detected the presence of engine throttle data.
Code 26 11 means that the TCU has not detected the presence of engine coolant temperature
data.
Troubleshooting
• When code 26 00 is logged and J1939 throttle signal is used.
• When code 26 11 is logged and J1939 engine coolant temperature signal is being used.

CODE 32 XX - C3 PRESSURE SWITCH
Main code 32 indicates the transmission gear ratio is correct, but the C3 pressure switch is
open when it should be closed.

32 33 C3 switch open in third range
32 55 C3 switch open in fifth range
32 77 C3 switch open in reverse range
Troubleshooting:
• Disconnect the transmission “Blue” harness connector at the TCU and the transmission.
Check the C3 switch circuit for opens, shorts to other wires, or shorts-to-ground. If wiring
problems are found, isolate and repair. The C3 pressure switch closes at +- 206.80 kPa
(30 +- 7 psi); resistance should be 2 ohms maximum when the switch is closed and 20,000
ohms minimum when the switch is open.
• If problems are not found in the external harness, drain the fluid, remove the control
module, and check the internal harness for opens, shorts between wires, or shorts-to-
ground. If wiring problems are found, isolate and repair.
• If no wiring problems are found, replace the C3 pressure switch.
• If the problem recurs, use spare wires for the C3 pressure switch circuit.
• If the problem recurs again, replace the internal harness.

CODE 33 XX - SUMP OIL TEMPERATURE SENSOR

Main code 33 indicates the sump temperature sensor is providing a signal outside the useable
range of the TCU. This code indicates the sensor failed showing abnormally high or low
temperature readings. Main code 33 can be caused by a component or circuit failure or by
extremely high or low temperatures. There are no operational inhibits related to main code 33.
The TCU assumes a hardware failure and that transmission temperatures are normal (93ºC;
200 º F). Temperature above or below normal cause poor shift quality.

33 12 Sump oil temperature sensor failed low
33 23 Sump oil temperature sensor failed high
Troubleshooting:
• If possible, check the sump temperature with a DDR. If a DDR is not available, use the shift
selector display to determine if the code is active. Disconnect the transmission “Blue”
harness at the TCU and check resistance of the sensor and compare with the chart on the
next page.
• If Step (1) reveals that the extreme temperature indication is no longer present, you may be
experiencing an intermittent problem and the code will not be active. Proceed cautiously, it
is unlikely there is a sensor hardware fault.
• Disconnect the external harness at the transmission. Check the connectors and terminals
for dirt, corrosion, or damage. Clean or replace as necessary.

CODE 33 XX - SUMP OIL TEMPERATURE SENSOR

TEMPERATURE SENSOR CHART
2900
2700
2500
2300
2100
1900
1700
1500
1300
1100
900
700
500
-60 -40 -20 0 20 40 60 80 100 120 140 160 180
• Check the sensor wires in the external harness for opens (code 33 23), shorts between
wires, or shorts-to-ground (code 33 23), shorts between wires, or shorts-to-ground (code
33 12). If wiring problems are found, isolate an repair.
• If no harness problems are found check the feed through harness connector for damage. If
the feed through harness connector is satisfactory, drain the fluid, remove the control
module and replace then sensor.
• If the problem recurs, use spare wires in the external harness for the temperature sensor
circuit.
• If the condition persists, replace the TCU. If replacing the TCU corrects the
problem, reinstall the original (bad) TCU to confirm that the problem is in the TCU. If the
original TCU now works, inspect the TCU connectors for any corrosion or damage which
may cause an intermittent condition. If the original problem recurs, reinstall the
replacement TCU.

CODE 34 XX - CALIBRATION COMPATIBILITY OR CHECKSUM FAULT

Main code 34 indicates there is a problem with the calibration.

34 12 Factory calibration compatibility number wrong
34 13 Factory calibration checksum
34 14 Power off block checksum
34 15 Diagnostic queue block checksum
34 16 Real-time block checksum
34 17 Customer modifiable constants checksum.
NOTE: Copying the current calibration from the TCU and reloading it will not correct the fault.
The calibration must be downloaded directly from PCCS.
(Allison software installation program)
Troubleshooting:
• If the code set is 34 14 and it occurs in conjunction with code 35 00, proceed to find the
cause for code 35 00 and correct it.
• After the cause for code 35 00 has been corrected, drive the vehicle to see if code 34 14
recurs. If code 34 14 recurs, proceed to the next step.
• Reprogram the correct calibration. Contact your nearest Bell/dealer location qualified to do
recalibration. Be certain the calibration and the software level are compatible.
Note: When wanting to reprogram a TCU, note the calibration assembly no on the TCU
The Transmission serial no and the version (TID)
• If the code recurs after reprogramming, replace the TCU.
• If the code set is 34 17, reprogram the GPI/GPO package after re-calibration of the TCU.

CODE 35 XX - POWER INTERRUPTION
Main code 35 indicates the TCU has detected a complete power loss before the ignition was
turned off or before TCU shutdown is completed. When this happens, the TCU is not able to
save the current operating parameters in memory before turning itself off.

35 00 Power interruption. (Not an active code; only
appears after power is restored.) During power
interruption, DNS light is not illuminated and the
transmission will not shift.
35 16 Real-time write interruption. (Power interruption
at the same time the TCU is recording a critical
code to the real time-time section.)
Troubleshooting:
• When turning master switch controlling battery power to the TCU before turning the ignition
switch off can cause this code. Turning the master switch off before TCU shutdown is
completed will also cause this code. No troubleshooting is necessary.
• If improper switch sequencing is not the cause, check TCU power and ground for opens,
shorts, and shorts-to-ground. Not using battery-direct power and battery ground
connections can cause this code. A defective charging system, or open battery fuse or
fusible link can also cause this code. The battery fuse or fusible link may be at the battery.
Dirty, corroded, or painted power and ground connections can also cause this code.
• If all system power and ground connections are satisfactory and the problem, reinstall the
original (bad) TCU to confirm that the problem is in the TCU. If the original TCU now works,
inspect the TCU connectors for any corrosion or damage which may cause an intermittent
condition. If the original problem recurs, reinstall the replacement TCU.

CODE 36 00 - HARDWARE AND SOFTWARE NOT COMPATIBLE
Main code 36 00 indicates the system has detected a mismatch between the TCU hardware
and the TCU software.
Correction requires the installation of software that is compatible with the TCU hardware
involved. (If a different calibration is required, update the TCU hardware to be compatible.)

CODE 42 XX - SHORT-TO-BATTERY IN SOLENOID CIRCUIT

Main code 42 indicates the TCU has detected a short-to-battery condition in a solenoid wiring
circuit.The DO NOT SHIFT response is activated when some subcodes are detected, all
solenoids are turned off and the CHECK TRANS light is illuminated.All solenoids have a driver
on the low (ground) side which can turn of the solenoid.All solenoids also have a driver on the
high (power) side of the solenoid.Even though the high side driver can be turned off, a short-
to-battery means the solenoid is continuously powered at an unregulated 12 or 24 volts instead
of a regulated (pulse width modulated) voltage.The low side driver will not tolerate direct
battery current and will open, causing the solenoid to be de-energized.
NOTE: For subcodes 12, 13, 14, 15, 16, 22 - neutral start is in-operable; all display segments are on if
the code is logged during TCU initialisation (ignition on).Subcodes 21, 23, 24 and 26 will not
trigger the CHECK TRANS light.

42 12 Short-to-battery A Solenoid Circuit
42 13 Short-to-battery B Solenoid Circuit
42 14 Short-to-battery C Solenoid Circuit
42 15 Short-to-battery D Solenoid Circuit
42 16 Short-to-battery E Solenoid Circuit
42 21 Short-to-battery F Solenoid Circuit
42 22 Short-to-battery G Solenoid Circuit
42 23 Short-to-battery H Solenoid Circuit
NOTE: Intermittent connections or lack of battery-direct power and ground connections may cause
this and other codes.
Also, check battery and TCU input voltages.
Energising the solenoids and listening for ball/plunger movement is sometimes useful in
troubleshooting.
(VERY IMPORTANT DO NOT CONNECT 24V TO THE SOLENOID AS THIS WILL DAMAGE THE UNIT,ONLY
USE THE OPERATING VOLTAGE OF 5V)
NOTE: USE 3 AA BATTERIES IN SERIES TO OBTAIN A 5V TEST UNIT


Troubleshooting:
When testing the control system from the feed through connector with the internal harness
connected, the resistance of each solenoid can be measured by using a VOM.
(Volt Ohm Meter)
SOLENOID RESISTANCE VS. TEMPERATURE
WT SOLENOID RESISTANCE
spec value = 3.26 +- .2 OHMS at 20 C
5.2
5 MAXIMUM OHMS
4.8
Solenoid resistance in OHMS
4.6
4.4
4.2
4
3.8
3.6
3.4
3.2 MINIMUM OHMS
3
2.8
2.6
2.4
2.2
2
-20 0 20 40 60 80 100 120 140
• Make sure the transmission “Blue” connector is tightly connected.If the connector is
properly connected, disconnect the wiring harness at the transmission.Check the
connector for corroded or damaged terminals.Clean or replace as necessary.
• Test each solenoid circuit at the transmission connector for shorts between the solenoid
circuit being diagnosed and all other terminals in the connector.Refer to the system
schematic to identify wires in the internal harness which are connected. If a short is found,
isolate and repair the short. The short will probably be in the internal wiring harness.
• If multiple code 42’s occur (42 12, 42 13, 42 14, 42 15, 42 16, 42 22, and 42 24) and wiring
and solenoids check okay, the A-Hi driver is probably failed open.
• Replace the TCU.If replacing the TCU corrects the problem, reinstall the original (bad)
TCU to confirm that the problem is in the TCU.If the problem recurs, reinstall the new TCU
to complete the repair.

• If code 42 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi or F-
Lo driver may be failed open.
• If codes 42 23 occurs repeatedly and solenoids and wiring check okay, the H and N-Hi
driver may be failed open.
• If the short is not found at the transmission connector, disconnect the transmission “Blue”
harness connector at the TCU and check the wires of the solenoid circuit for shorts
between the solenoid wires. If the short is found in one of the wires, isolate and repair it or
use a spare wire.
• If the short is not found in either the transmission or the harness, the condition must be
intermittent.
• Drain the fluid, remove the control module and closely inspect the internal harness for
damage. Repair or replace as necessary.
• If the condition recurs, use spare wire (s) in the transmission harness for the solenoid
circuit indicated by the trouble code.
intermittent condition.If the original problem recurs, reinstall the replacement TCU.

CODE 44 XX - SHORT-TO-GROUND IN SOLENOID CIRCUIT
Main code 44 indicates the TCU has detected a short-to-ground in a solenoid or its wiring. The
DO NOT SHIFT response is activated when some subcodes are detected, all solenoids are
turned off, and the CHECK TRANS light is illuminated.
NOTE: For subcodes 12, 13, 14, 15, 16, 22 - neutral start is in-operable. Subcodes 21, 23, 24 and 26
do not trigger the CHECK TRANS light

SOLENOID RESISTANCE VS TEMPERATURE
5.2
5 MAXIMUM OHMS
4.8
4.6
4.4
4.2
4
3.8
3.6
3.4
3.2 MINIMUM OHMS
3
2.8
2.6
2.4
2.2
2
-20 0 20 40 60 80 100 120 140

CODE 44 XX - SHORT-TO-GROUND IN SOLENOID CIRCUIT

Troubleshooting:
• Check the transmission connector and make sure it is tightly connected.If the connector is
properly connected, disconnect the harness at the transmission and inspect the terminals
in the transmission harness and feed through harness connectors.Clean or replace as
necessary.
• If the connector is connected, clean and not damaged, check the solenoid circuit in the
transmission for shorts to other wires. Refer to the system schematic to identify wires in the
internal harness which are connected.If a short circuit is found, drain the fluid, remove the
control module, and isolate the short. The short is probably in the feed through harness, or
the solenoid itself.
• If the short is not found in the transmission, disconnect the transmission harness connector
at the TCU and inspect the terminals for damage or contamination. Clean or replace as
necessary.If the terminals are satisfactory, check the wires of the solenoid circuit in the
transmission harness for shorts-to-ground or shorts between wires.If a short is found in one
of the wires, isolate and repair it or use a spare wire in the external harness.
• If the short is not found in either the transmission or the harness, the condition must be
intermittent.
• Drain the fluid, remove the control module, and closely inspect the solenoid and internal
harness for damage. Repair or replace as necessary.
• If the condition recurs, use spare wire(s) for the solenoid circuit indicated by the diagnostic
code.
• If the condition persists, replace the TCU If replacing the TCU corrects the problem,
reinstall the original (bad) TCU to confirm that the problem is in the TCU.If the original ECU

CODE 45 XX - OPEN CONDITION IN SOLENOID CIRCUIT
Main code 45 indicates the TCU has detected either an open circuit condition in a solenoid coil
or the wiring to that solenoid. The DO NOT SHIFT response is activated when some subcodes
are detected, all solenoids are turned off, and the CHECK TRANS light is illuminated.

SOLENOID RESISTANCE VS TEMPERATURE
5.2
5 MAXIMUM OHMS
4.8
4.6
4.4
4.2
4
3.8
3.6
3.4
3.2 MINIMUM OHMS
3
2.8
2.6
2.4
2.2
2
-20 0 20 40 60 80 100 120 140

CODE 45 XX - OPEN CONDITION IN SOLENOID CIRCUIT

When testing the control system from the feed through connector with the internal harness
connected, the resistance values versus temperature.
Troubleshooting:
• Check the transmission connector and make sure it is tightly connected. If the connector is
properly connected, disconnect the harness at the feed through harness connector and
check the terminals in the transmission harness connectors.
• If the connector is connected, clean and not damaged, check the solenoid circuit in the
transmission for opens.Refer to the system schematic to identify wires in the internal
harness which are connected.If the open circuit is found, drain the fluid, remove the control
module, and isolate the open.The fault will be in the feed through harness or the solenoid
itself.
• If the open is not found at the transmission connector, disconnect the transmission harness
connector at the TCU and inspect the terminals in the connector and the TCU for damage
or contamination.Clean or replace as necessary.If the terminals are saticsfactory, check
the wires of the solenoid circuit in the transmission harness for continuity.If the open is
found on one of the wires, isolate and repair it or use a spare wire in the external harness.
• If multiple code 45’s occur (45 12, 45 13, 45 14, 45 15, 45 16, 45 22, and 45 23), and wiring
and solenoids check okay, the A-Hi driver is probably failed open.
• Replace the TCU.If replacing the TCU corrects the problem, reinstall the original (bad)
TCU to confirm that the problem is in the TCU.If the problem recurs, reinstall the new TCU
to complete the repair.
• If code 45 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi or F-
Lo driver may be failed open.
• If codes 45 23 and 45 26 occur repeatedly and solenoids and wiring check okay, the H and
N-Hi driver may be failed open.
• If the open is not found in either the transmission or the harness or the TCU drivers, the
condition must be intermittent.
• Drain the fluid, remove the control module, and closely inspect the solenoid and internal
harness for damage. Repair or replace as necessary.
• If the conditions recurs, use spare wire(s) for the solenoid circuit indicated by the
diagnostic code.
• If the condition persists, replace the TCU.If replacing the TCU corrects the problem,
reinstall the original (bad) TCU to confirm that the problem is in the TCU.If the original TCU

CODE 46 XX - OVERCURRENT TO SOLENOIDS
Main code 46 indicates that an over current condition exists in one of the switches sending
power to the transmission control solenoids.

46 21 Overcurrent,F-High Solenoid circuit
46 26 Overcurrent,H-High Solenoid circuit
46 27 Overcurrent,A-High Solenoid circuit
Troubleshooting:
• Probable cause in a wiring problem. A solenoid wire is probably shorted to ground which
would cause an over current condition.
• Follow the troubleshooting steps for code 44 XX.

CODE 51 XX - OFFGOING RATIO TEST DURING SHIFT (TIE-UP TEST)
Main code 51 indicates a failed off going ratio test.An off going ratio test occurs during a shift
and uses turbine and output speed sensor readings to calculate the ratio between them.The
calculated speed sensor ratio is then compared to the programmed speed sensor ratio of the
commanded range.After a shift is commanded, the TCU, after a period of time, expects the old
ratio to be gone.If the ratio does not change properly, the TCU assumes the off going clutch
did not release.The shift is retried if conditions still exist to schedule the shift. If the second shift
is not successfully completed, code 51 XX is set and the TCU returns the transmission to the
previous range.The operator of the vehicle will feel the return to the previous range.Additional
codes could be logged for other shifts where “X” indicates the range from and “Y” indicates the
range to.
NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm.

51 12 1-2 upshift
51 21 2-1 downshift
51 23 2-3 upshift
51 24 2-4 upshift
51 35 3-5 upshift
51 42 4-2 downshift
51 43 4-3 downshift
51 45 4-5 upshift
51 46 4-6 upshift
51 53 5-3 downshift
51 64 6-4 downshift
51 65 6-5 downshift
51 X-Y X-Y upshift or downshift

CODE 51 XX - OFFGOING RATIO TEST DURING SHIFT (TIE-UP TEST)
NOTE: Intermittent connections or lack of battery-direct power and ground connections may cause
this and other codes.
Troubleshooting:
• Incorrect fluid level can cause 51 series codes.Allow the vehicle to idle for 3-4 minutes and
check the transmission fluid level.If the level is not correct, add or drain fluid to correct
level.
• If the fluid level is correct, connect a pressure gauge into the pressure tap for the off going
clutch indicated by the code.Make the shift indicated by the code or use the Pro-Link(r)
diagnostic tool clutch test mode to put the transmission in the off going and oncoming
ranges.
• If the off going clutch stays pressurised, drain the fluid, remove the control module,
disassemble the control module and clean it, inspecting for damaged valve body gaskets
and stuck or sticky valves. Inspect the transmission for signs of clutch damage indicating
the need to remove and overhaul the transmission.
• If the clutch is not applied hydraulically, check turbine and output speed sensor wiring for
opens, shorts, and shorts-to-ground (see code 22 XX, Speed Sensor/Circuitry).Also, check
the resistance of the speed sensor (300 +- 30 ohms), refer to code 22 XX, temperature
variation chart).If problems are found, repair or replace the speed sensors.The consistency
of the speed sensor signals can also be checked by watching the speed sensor signal on
the diagnostic tool while driving the vehicle. If a speed sensor signal is very erratic, replace
the sensor.Before replacing a speed sensor, check the sensor for proper installation,
damage, or contamination.
• If the problem has not been isolated, replace the solenoid for the off going clutch
• If after replacing the solenoid the problem persists, install another TCU.If this corrects the
problem, temporarily reinstall the old TCU to verify the repair.
• If this does not correct the problem, reinstall the original TCU and check for mechanical
problems.The clutch may be mechanically held (coned, burned and welded, etc.).It may be
necessary to remove the transmission and repair or rebuild as required.
NOTE: Any speed sensor readings on turbine or output speed sensors when the transmission is in
gear and the vehicle is stopped (zero turbine and zero output speed) indicates noise causing
a false sensor reading.Be sure the speed sensor circuits are properly connected with
good clean connections.Be sure the circuit is a twisted-pair and that the chassis ground is
properly connected.

CODE 52 XX - OFFGOING C3 PRESSURE SWITCH TEST DURING SHIFT

Main code 52 indicates a failed C3 pressure switch test.When a shift is commanded and C3 is
the off going clutch, the TCU expects the C3 pressure switch to open within a period of time
after the shift is commanded.If the TCU does not see the switch open, it assumes C3 has not
released.If conditions for a shift exist, the shift is retried.If the C3 pressure switch still remains
closed, the code is logged and the DO NOT SHIFT response is commanded.If the code is set
during a direction change, neural with no clutches is commanded, otherwise the transmission
is commanded to the previous range.Additional codes could be logged for other shifts where
“X” indicates the range from and “Y” indicates the range to.
NOTE: C3 tests are turned off below a calibrated temperature of - 32º C (-25º F).
• If a fault is not found with the C3 pressure switch or circuitry, connect a pressure gauge to
the C3 pressure tap.
• Drive the vehicle to make the shift indicated by the code or use the DDR clutch test mode.
Compare actual C3 pressure value with the table of specifications.
• If C3 is being held on hydraulically (C3 remains pressurised), drain the fluid, remove the
control module, disassemble and clean the control module, checking for damaged valve
body gaskets or stuck and sticky valves.
• If the problem recurs, use spare wire(s) for the C3 pressure switch in the external harness.
• If the problem again recurs, replace the C3 solenoid.

CODE 53 XX - OFFGOING SPEED TEST (DURING SHIFT)

Main code 53 indicates a failed off going speed test.The speed test during a shift is designed
to ensure neutral is attained during shifts to neutral.This test compares engine speed to turbine
speed. If neutral is selected and turbine speed is found to be much lower than engine speed,
the TCU sees this as neutral not being attained.The transmission is commanded to Neutral
with No Clutches and code 53 XX is set. Additional codes could be logged for other shifts
where “X” indicates the range from and “Y” indicates the range to.
NOTE: This test is not performed if neutral output is below 200 rpm or when temperatures are below
a calibrated 0º C (32º F).

53 18 1-N1 Shift
53 28 2-N1 Shift
53 29 2-N2 Shift
53 38 3-N1 Shift
53 39 3-N3 Shift
53 48 4-N1 Shift
53 49 4-N3 Shift
53 58 5-N1 Shift
53 59 5-N3 Shift
53 68 6-N1 Shift
53 69 6-N4 Shift
53 78 R-N1 Shift
53 99 N3-N2 or N2-N3 Shift
53 X-Y X-Y Shift
Troubleshooting:
• Be sure the transmission is warm and the fluid level is correct. Correct transmission fluid
level as necessary.
• Using the DDR, check the engine and turbine speed sensor signals under steady
conditions.If a tachometer is available, compare the tachometer reading with the engine
rpm reading on the diagnostic tool. Check signals in neutral, at idle, high idle and maximum
no load rpm.If a signal is erratic, check sensor wiring for opens, shorts, and shorts-to-
ground (refer to code 22 XX).Check all connections for dirt and corrosion. If wiring
problems are found repair or replace as necessary.

CODE 53 XX - OFFGOING SPEED TEST (DURING SHIFT)

• If fluid and wiring are satisfactory, install a pressure gauge in the pressure tap for the off
going clutch.Make the shift indicated by the code using the clutch test mode of the Pro-
Link(r) diagnostic tool.If the pressure gauge shows clutch pressure (above 55 kpa or 8 psi)
remains in the off going clutch, drain the fluid and remove the control module.
Disassemble and clean the control module and check for damaged valve body gaskets and
stuck or sticky valves, particularly latch valves and solenoid second-stage valve.
• If excessive clutch pressure is not remaining in the off going clutch, replace the engine
speed sensor and the turbine speed sensor.
• If the control module is removed, Check the rotating clutch drum to which the turbine speed
sensor is directed for damage, contamination, or signs of contact between the drum and
the sensor.
• If the problem recurs, replace the solenoid(s) for the off going clutch(es).
• If the problem again recurs, the off going clutch must be held on mechanically (coned,
burned, etc.). Remove the transmission and repair or rebuild as necessary.

CODE 54 XX - ONCOMING SPEED TEST (AFTER SHIFT)

Main code 54 indicates a failed oncoming ratio test.The ratio test after a shift is failed when the
TCU has commanded the end of a shift and has not seen the transmission shift into the target
range (comparing turbine and output speeds).Erratic reading from speed sensors are a likely
cause of an oncoming ratio test failure.If conditions for a shift still exist, the shift will be retried
one more time.If the ratio test is still not met, a code is logged and the DO NOT SHIFT
response is commanded.If the code is set during a direction change, Neutral with No Clutches
is commanded, otherwise the transmission is commanded to the previous range.Code 54 12
can also be caused by the TCU being calibrated for a close ratio transmission and installed
with a wide ratio transmission, or vice versa.Additional codes could be logged for other shifts
where “X” indicates the range from and “Y” indicates the range to.


NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm.

54 12 1-2 upshift
54 17 1-R shift
54 21 2-1 downshift
54 23 2-3 upshift
54 24 2-4 upshift
54 27 2-R shift
54 32 2-1 downshift
54 34 3-4 upshift
54 35 2-1 downshift
54 42 2-1 downshift
54 43 2-1 downshift
54 45 4-5 upshift
54 46 2-1 downshift
54 53 2-1 downshift
54 54 2-1 downshift
54 56 5-6 upshift
54 64 2-1 downshift
54 65 2-1 downshift
54 71 R-1 shift
54 72 R-2 shift
54 81 N1-1 shift
54 82 N1-2 shift
54 83 N1-3 shift
54 85 N1-5 shift
54 86 N1-6 shift
54 92 N2-2 shift
54 93 N3-3 shift
54 95 N3-5 shift
54 96 N4-6 shift
54 X-Y X-Y shift


Troubleshooting:
• After the transmission is at operating temperature, allow the vehicle to idle on level ground
for 3-4 minutes.Check transmission fluid level.If improper fluid level is found, correct as
necessary.Improper fluid level could be the cause of the code (not enough or too much
fluid may produce inadequate clutch pressure).
• Connect a pressure gauge and check main pressure.If pressure is not adequate, the pump
is possibly worn.
• If the fluid level is correct, check the turbine and output speed sensors for accurate, steady
signals using the diagnostic tool (check with vehicle stopped and in range to confirm a zero
speed reading from the turbine and output speed sensors).Check the wiring for opens and
shorts (refer to code 22 XX) and the sensor coils for proper resistance.If problems are
found, repair or replace as necessary.
• If sensor and wiring resistance are acceptable, connect a pressure gauge (s) to the
pressure tap for the oncoming clutches indicated by the code.Make the shift indicated by
the code by operating the vehicle or by using the diagnostic tool’s clutch test mode.
• If the clutch pressure does not show on the gauge(s), the control module is probably not
commanding the clutch on. Drain the fluid and remove the control module.Disassemble
and clean the control module, inspect for stuck or sticking valves.
• Internal leakage is indicated by the clutch pressure gauge showing that pressure is being
sent to the clutch but the clutch fails to hold. The fault may be: missing or damaged face
seals, burnt clutch, leaking piston sealrings, or damaged control module gaskets. Drain the
fluid, remove the control module and inspect the face seals and control module gaskets.If
the seals and gaskets are satisfactory, replace the solenoid (s) indicated by the code.If
replacing the solenoid does not eliminate the code, remove the transmission and repair as
necessary.
• If clutch pressures are correct and the clutch appears to be holding, replace the output and
turbine speed sensors.
• If the problem recurs, use the diagnostic tool to check the speed sensor signals for erratic
readings.Possible causes of erratic speed readings are: loose sensors, intermittent contact
in the wiring, vehicle-induced vibrations, or speed sensor wiring that is not a properly
twisted-pair.If necessary, use a twisted-pair for a new speed sensor circuit - Service
Harness Twisted Shielded Pair.

CODE 55 XX - ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)

Main code 55 indicates the C3 clutch is the oncoming clutch in a shift and the C3 pressure
switch did not close at the end of the shift.When this code is set, the DO NOT SHIFT response
and Neutral with No Clutches is commanded.On the N1 to R shift the transmission is
commanded to the previous range.Additional codes could be logged for other shifts where “X”
indicates the range from and “Y” indicates the range to.

55 17 Oncoming C3PS (after shift) 1-R shift
55 27 Oncoming C3PS (after shift) 2-R shift
55 87 Oncoming C3PS (after shift) N1-R shift
55 XY Oncoming C3PS (after shift) X-Y shift
Troubleshooting:
• After the transmission is at operating temperature, allow vehicle engine to idle on level
ground for 3-4 minutes.Check transmission fluid level.If improper fluid level is found,
correct as necessary. Improper fluid level could be the cause of the code (note enough or
too much fluid may produce inadequate clutch pressure.
• Connect a pressure gauge and check main pressure. If pressure is not adequate, the
pump is possibly worn.
• If fluid and main pressure are adequate, connect a pressure gauge to the C3 pressure tap
on the transmission and make the shift indicated by the code by operating the vehicle or by
using the Pro-Link (r) diagnostic tool’s clutch test mode.
• If, when making the shift and producing the code, the C3 clutch does not show any
pressure, drain the fluid and remove the control module.Disassemble, clean, and inspect
the control module for stuck or sticky valves (particularly the “C” solenoid second stage
valve).If no obvious problems are found, replace the “C” solenoid and reassemble.
• If, when making the shift and producing the code, the C3 clutch does not show any
pressure, drain the fluid and remove the control module.Disassemble, clean, and inspect
the control module for stuck or sticky valves (particularly the “C” solenoid second stage
valve). If no obvious problems are found, replace the “C” solenoid and reassemble.
• If the gauge shows pressure being sent to the clutch but the clutch is not building adequate
apply pressure, the clutch is probably worn, has leading piston or face seals, or the control
module gaskets are damaged.Drain the fluid, remove the control module and inspect the
face seals and valve body gaskets.If the face seals or control module gaskets are not
damaged, remove and repair the transmission.
• If the gauge shows adequate clutch apply pressure, the problem is with the C3 pressure
switch or its wires. Check the C3 pressure switch wires in the transmission harness for
opens, shorts, or shorts-to-ground (see code 32 XX).If found, isolate and repair the C3
pressure switch circuit.

CODE 55 XX - ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)

• If the problem is not in the transmission harness, drain the fluid and remove the control
module. Check the feed through harness assembly for opens.If wiring problems are found,
repair as necessary. If no wiring problems are found, replace the C3 pressure switch.

CODE 56 XX - RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)

Main code 56 indicates a failed range verification speed sensor ratio test.The ratio test occurs
after a shift and determines if a clutch has lost torque carrying capability.If output speed is
above programmed output speed for a range but the correct speed sensor ratio is not present,
the DO NOT SHIFT response is commanded and a range which can carry the torque without
damage is commanded or attempted.Turbine and output speed sensor readings are used to
calculate the actual ratio that is commanded ratio.Main code 56 can also be caused by the
TCU being calibrated for a close ratio transmission and installed with a wide ratio transmission,
or vice versa.

56 11 Range Verification ratio test (between shifts) 1
56 77 Range Verification ratio test (between shifts) R
Troubleshooting:
• After the transmission is at operating temperature, allow vehicle to idle on level ground for
3-4 minutes.Check the transmission fluid level.If improper fluid level could be the cause of
the code.Not enough or too much fluid may produce inadequate clutch pressure.
• Connect a pressure gauge and check main pressure.If the pressure is not adequate, the
pump is probably worn.
• If main pressure is adequate, check clutch pressure for the range indicated is with in spec.
The transmission range indicated by the trouble code can be found by using the diagnostic
tool’s clutch test mode and check clutch pressure.
• If a clutch is leaking pressure, drain the fluid, remove the control module and check for
damaged control module gaskets and stuck or sticking valves.Also look for damaged or
missing face seals.If no problems are found, replace the solenoids for the clutches used in
the range indicated by the code.
• If replacing solenoids does not correct the pressure problem, a worn clutch or worn piston
seals are probably the source of the pressure leak.Remove the transmission and repair or
replace as necessary.
• This code requires accurate output and turbine speed readings.If there were no
transmission problems detected, use the diagnostic tool and check the speed sensor
signals for noise (erratic signals) from low speed to high speed in the range indicated by
the code.

CODE 56 XX - RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)
• If a noisy sensor is found, check the resistance of the sensor (300 +- 30 ohms), refer to the
code 22 XX temperature variation chart) and its wiring for opens, shorts, and shorts-to-
ground (refer to code 22 XX).Carefully check the terminals in the connectors for corrosion,
contamination, or damage.Ensure the wiring to the sensors is a properly twisted wire pair.
Replace a speed sensor if its resistance is incorrect. Isolate and repair any wiring
problems. (Use a twisted-pair if a new speed sensor circuit is needed - Service Harness
Twisted Shielded Pair.
• If no apparent cause for the code can be found, replace the turbine and output speed
sensors.

CODE 57 XX - RANGE VERIFICATION C3 PRESSURE TEST

(BETWEEN SHIFTS)
Main code 57 indicates failure of the range verification C3 pressure switch test.This determines
if the C3 pressure switch is closed when it should be open.The test occurs when a range is
commanded that does not use the C3 clutch (neutral, 1, 2, 4, and 6).The code is set if the C3
pressure switch is closed when it should be open.If C3 clutch comes on when not needed,
three clutches are applied and a transmission tie-up occurs.The TCU will command a range
which does use the C3 and activate the DO NOT SHIFT response.

57 11 Range Verification C3 pressure while in 1st
57 22 Range Verification C3 pressure while in 2nd
57 33 Range Verification C3 pressure while in 4th
57 44 Range Verification C3 pressure while in 6th
57 55 Range Verification C3 pressure while in N1
57 66 Range Verification C3 pressure while in N2, N4
Troubleshooting:
• Disconnect the harness from the transmission.Check the C3 pressure switch circuit at the
feed through harness connector for continuity (refer to code 32 XX).
• Continuity at the feed through harness connector indicates the C3 pressure switch is
closed or the C3 circuit is shorted together.Drain the fluid, remove the control module and
isolate the short.
• If there is no continuity at the transmission, disconnect the transmission harness connector

from the TCU and check the C3 pressure switch wires in the transmission harness for
shorts.Use the system wiring diagram to identify wires which are connected.If a shorted C3
pressure switch circuit in the external harness is found, isolate and repair.
• If the C3 pressure switch or circuit is not shorted either in the transmission or the external
harness, connect a pressure gauge in the C3 pressure tap. Drive the vehicle in the range
indicated by the code or use the diagnostic tool’s clutch test mode to attain that range.
• If the gauge shows C3 pressure is present in the range indicated by the code, drain the
fluid and remove the control module.Check for damaged valve body gaskets or stuck or
sticking valves. Repair or replace as necessary. If no obvious defects are found, replace
the listed solenoid.
• If the gauge show C3 pressure is not present in the range indicated by the code, drain the
fluid and remove the control module.Replace the C3 pressure switch.
intermittent condition.

CODE 61 XX - RETARDER OIL TEMPERATURE HOT

Main code 61 indicates the TCU has detected a hot fluid condition in the output retarder.
Possible causes (but not all causes) for hot fluid are:
• Prolonged retarder use.
• Low fluid level.
• High fluid level.
• A retarder apply system that allows the throttle and retarder to be applied simultaneously.
• Cooler inadequately sized for retarder.
If the validity of the hot fluid diagnosis is in question, temperature can be checked by using a
temperature gauge at the retarder-out port or by reading temperature with the Pro-Link(r)
diagnostic tool.Another method of checking retarder temperature is to remove the “Blue”
connector (X168) at the TCU and measure resistance (ohms) between terminals 28 and 25.
Temperature Sensor Chart
2900
2700
2500
2300
2100
1900
1700
1500
1300
1100
900
700
500
-60 -40 -20 0 20 40 60 80 100 120 140 160 180
The retarder temperature sensor is located externally on the HD retarder housing.

When retarder temperature reaches 168 Degrees the code 61 00 is set.

CODE 62 XX - RETARDER TEMPERATURE SENSOR

Main code 62 indicates the retarder temperature sensor is providing a signal outside the usable
range of the TCU.Main code 62 can be the result of a hardware failure or an actual extremely
high or low temperature condition.

62 12 Retarder temperature sensor failed Low
(-45ºC, 49º F)
62 23 Retarder temperature sensor failed High
(178ºC, 352º F)
Troubleshooting:
Connector X169) which powers the OLS, RMR, sump temperature sensor, and shift selector
is Shorted to ground.
• Check the retarder temperature with a DDR.If a DDR is not available, use the shift selector
display to determine if the code is active (cycle the ignition on and off at least once since
the code was logged to clear the code’s active indicator).
• If Step (1) reveals that the extreme temperature indication is no longer present, the
temperature limit could have been reached due to operational or ambient temperature
extremes.Proceed cautiously as it is unlikely there is a sensor hardware fault.
• Remove the connector at the TCU.Measure resistance between harness terminals 25 and
28 (Blue connector X 168) Compare resistance value to resistance chart to see if reading is
within expected operating range.(Refer to code 61 XX.)
• Disconnect the sensor connector and remove the connector at the TCU.Check the sensor
and the TCU terminals for dirt, corrosion, and damage. Clean or replace as necessary.
• Check the temperature sensor circuit for opens, shorts between wires, and short-to-
ground.If a wiring problem is found, isolate and repair.
• If no wiring problem is found, replace the retarder temperature sensor.
• If the problem recurs, run spare wires for the retarder temperature circuit.
• If the condition continues to recur, replace the TCU.If replacing the TCU corrects the
problem, reinstall the original (bad) TCU to confirm that the problem is in the TCU.If the
original TCU now works, inspect the TCU connectors for any corrosion or damage which
may cause an intermittent condition.If the original problem recurs, reinstall the replacement
TCU.

CODE 64 XX - RETARDER MODULATION REQUEST DEVICE FAULT

Main code 64 indicates the TCU has detected a voltage signal from the retarder modulation
request in either the high or low error zone.These codes can be caused by faulty wiring, faulty
connections to the control device, a faulty retarder control device, a faulty voltage regulator or
a faulty TCU.Ground wire pin no: 25 (Blue Connector X168) is a common with the OLS and
retarder temperature sensor.

64 12 Retarder Modulation Request sensor failed Low
(14 counts and below)
64 23 Retarder Modulation Request sensor failed High
(232 counts and above)
NOTE: Intermittent connections or lack of battery-direct power and ground connections can cause
this and other electronic control codes.
Troubleshooting:
• Plug in the DDR and set to read retarder counts and percent (0 percent will be between 15
and 60 counts and 100 percent will be between 150 and 233 counts). A retarder request
sensor failed high or low code can be caused by a short-to-battery on power wire pin no: 4
on the retarder modulation request lever which is powered by the voltage regulator on the
machine electrics (refer to bell schematics) or an open on ground wire pin no 25 (Blue
connector X 168). Isolate and repair any wiring problems found.
• If no wiring or connector problems are found, check the retarder request sensor voltages
for each position (refer to table below) If problems are found, replace the retarder control
device and voltage regulator.
Note: Position “0” or off on the six stage retarder modulation request lever will never be obtained
as the retarder will always be at 1st stage retardation when the exhaust brake is activated.
The retarder is activated to full position no:”6” or 100% when the brake is applied through
the voltage regulator.
Position Voltage
1(14%) 1.5V
2(28%) 1.9V
3(45%) 2.3V
4(65%) 2.8V
5(82%) 3.2V
6(100%) 3.6V
• If the problem persists, replace the TCU.If replacing the TCU corrects the problem, reinstall
the original (bad) TCU to confirm that the problem is in the TCU.If the original TCU now
works, inspect the TCU connectors for any corrosion or damage which may cause an

CODE 65 XX ENGINE RATING HIGH
Main code 65 indicates the vehicle’s engine govenor rating speed is too high.
Code 65 means the engine computer is able to tell the TCU that govenor speed is beyond the
transmission rating or does not match calibration.
When code 65 is set not shift’s out of neutral are possible.It is possible that the transmission
calibration for the engine used is improper.
This code cannot be cleared if the engine specification does not match the Transmission

CODE 69 XX TCU MALFUNCTION

Main code 69 indicates a problem has been identified from within the TCU
A “cateye” display or a blank display may occur with subcode 33.

69 27 TCU, Inoperative A-Hi switch
69 28 TCU, Inoperative F-Hi switch
69 29 TCU, Inoperative N-Hi and H-Hi switch
69 33 TCU, computer operating properly timeout
69 34 TCU, write timeout
69 35 TCU, checksum
69 36 TCU, RAM self-check failure
69 39 Communication chip addressing error
69 41 TCU, I/O ASIC addressing test
69 42 SPI output failure
69 43 SPI input failure
Troubleshooting:
• For subcodes 27, 28 and 29, check for shorts to battery before replacing the TCU. Follow
the troubleshooting steps for code 42 xx for checking shorts to battery. If no shorts are
found, replace the TCU. If replacing the TCU corrects the problem, reinstall the original
(bad) TCU to confirm that the problem is in the TCU. If the problem recures, reinstall the
new TCU to complete the repair.
• For all other subcodes, replace the TCU.

NEUTRAL VERY LOW [NVL]
As a diagnostic responce.
If the turbine speed is below 150rpm when the output speed is less than 100rpm and the
engine speed is above 400rpm ,Neutral Very Low [NVL] is commanded when in N1 is selcted
range.NVL is achieved by turning the D solenoid “ON “in addition to E solenoid being “ON “
which locks the output.Otherwise, D solenoid is turned off in N1[Neutral].

REMOVE PAGE AND INSERT A3 SCHEMATIC DRAWING OF THE ALLISON TCU

DRAWING NO: TR000082

B50D
HYDRAULICS
Issue: 1
(January 2004)

Richards Bay
Chapter 3 HYDRAULICS B50D MK I
HYDRAULIC PUMP THEORY OF OPERATION
The hydraulic pump is a variable-displacement, axial-piston pump with load-sensing and

pressure-compensating pump regulator. Pump displacement is varied by the angle of the
swash plate (1). Swash plate angle is controlled by the servo piston (2) and spring (8). The
swash plate has spring pressure applied to it at all times trying to keep the pump at maximum
displacement. Supply oil is applied to or oil is released from the control piston by the residual
valve (4) varying displacement per load demand. The compensator valve (5) releases oil from
the servo piston at full system pressure to destroke the pump. As the angle of swash plate is
increased, the pistons move in and out of the rotating group bores and displace oil as the
rotating group is turned by the drive shaft. During the first half of each revolution, the pistons
move into their bores and out of their bores during the last half of the revolution. The piston
bores are filled with oil through the waffer plate as the pistons move out of the bores. The
pistons moving into their bores push oil out through the waffer plate to the hydraulic system
manifold (Voac Block).
PUMP REGULATOR RESIDUAL

3 4
SERVO PISTON
2
COMPENSATOR
5
SWASH PLATE
1
OUTLET
6
INLET
7
8
SERVO SPRING TR001282
Pressure compensation is a constant pressure system that requires a closed-center hydraulic

system. As soon as the engine is started, supply oil flows from the pump to the closed-center
valves. The pressure in the hydraulic system increases and causes the residual spool to
destroke the pump at residual pressure. The residual pressure ensures that immediate system
pressure is available on demand when a function is actuated.
No matter what the load demand is, even when using more than one function, as long as the
total demand does not exceed the pumps capability, the pump will deliver the exact amount of
oil required to move the load.

PRESSURE COMPENSATING VALVE OPERATION
RESIDUAL
When the pump is driven it immediately deliver flow as it is in the “stroked in” position. This flow
enters a closed center circuit, which means the flow cannot return to tank thus building up
pressure in the cicuit. This pressure in the system acts against the two spools and there
respective springs. The smaller spring (Residual) will have the least tension and will move
when its tension is overcome. (Both spring tensions are adjustable).As soon as it moves over
it will direct the pressure which is the same as the spring tension (residual) into the control
piston destroking the pump. The pump will now
maintain residual pressure in the system.
(T) Control drain (X) LS Signal
Residual spool
Residual spring
Compensator spool Compensator spring

Case Control pressure
Drain to servo piston
Pump pressure
to servo piston
TR001279
WORKING
As soon as a function is activated (e.g.: moving the control valve spool to raise the bin), system
or residual pressure is opened to the spring side of the residual spool via a drilling in the control
valve spool. This LS pressure plus the spring will be greater than the pressure on the opposite
side of the residual spool and move it back opening the control piston to tank stroking the pump
in.

Residual spool
Residual spring

Pump pressure
to servo piston
TR001280

COMPENSATING
When the bin cylinders reach the end of their stroke, and the control valve spool is still held in
the activated position the pump will continue to give flow as the pump will still be receiving a
LS signal. This oil will no longer be displaced, as the cylinders cannot move any further, result-
ing in the circuit building up pressure. This pressure will be acting against the two spools and
there respective springs. The residual spool will not be able to move, as it cannot overcome
the LS pressure plus the spring tension. The pressure in the system will be looking for the path
of least resistance which will be the compensator spool.The compensator spool will move
across when the system pressure overcomes the spring tension .This will direct the system
pressure into the control piston destroking the pump maintaining enough oil, to maintain the
compensating pressure in the system.

Residual spool
Residual spring

Pump pressure
to servo piston TR001281

BASIC LOAD SENSING OPERATION
When the pump (which is in the fully stroked in position) is driven oil enters the valve bank at
pressure port P, acts against the main relief valve E (which is set at 280bar), continuing
through to Load Check Valve C and D and stops at the closed center spools F and J. In the
neutral position the load-sensing gallery G is connected through a small drilling in the spool to
the tank. Due To the control valve being a closed center valve the oil dead heads at all these
components and the flow cannot go any further resulting in a pressure build up, as the pump
is still turning. This pressure acts against the residual and compensating spools, which only
have the spring tension against it, as the LS line is to tank. The Residual has a low spring
tension of lets say 25bar and the compensator 250bar.Oil under pressure will always choose
the path of least resistance which at this point will be the residual spool. This means that the
residual spool will move as soon as the spring tension is over come, directing this pressure into
the control piston de-stroking the pump but maintaining residual pressure, as the pump does
not de-stroke completely. When the spool F is activated in the direction of the arrow it connects
the pressure line P to line A (acting against port relief K which is set at 280bar). At the same
time through a small drilling in the spool the pressure line P is connected to gallery G. This oil
will move the shuttle valve “1”and then “2”over exiting out into the LS line. The LS line goes
back to the spring side of the residual spool in the pressure-compensating valve on the pump.
The spring plus the LS pressure will over come the pressure on the opposite side of the
residual spool, moving the residual spool over and dump the oil from behind the control piston
stroking the pump in giving flow. The flow will be directed into the bottom of the cylinder X thus
moving the cylinder out. As long as the pressure needed to move the cylinder does not exceed
the compensator spring the pump will stay stroked in. When the cylinder reaches the end of its
stroke and spool F is still held in the activated position the pump will continue to give flow as
the pump will still be receiving a LS signal. This oil will no longer be displaced as the cylinder
cannot move any further resulting in the circuit building up pressure. This pressure will be
acting against the Port relief (K 280bar) and main relief (E 280bar) compensating spool
(250bar) and residual spool.
The residual spool will not be able to move as it cannot overcome the LS pressure plus the
spring. The pressure in the system will be looking for the path of least resistance which will be
the compensator spool at this point .The compensator spool will move across when the system
pressure overcomes the spring tension (which is set at 250bar).This will direct the system
pressure into the control piston de-stroking the pump maintaining enough oil, to maintain the
compensating pressure of the spring..

BASIC LOAD SENSE SCHEMATIC
H A B
T
E F J
G G
P C D
LS
X
2 1

MAIN HYDRAULIC PUMP DESCRIPTION
The B50D main pump is a Parker P3 pump with a pressure compensating valve.
TR001284
The pump is mounted under the cab and is driven by the engine via a guarded propshaft and
damper.
Main hydraulic pump schematic
LS T
AIR BLEED
MAIN HYDRAULIC PUMP

S
TR001285
P....................Supply from pump

T....................Return to tank
S....................Suction
LS.................Load sense signal to pump

EMERGENCY STEERING PUMP DESCRIPTION
YP
C
N
G
R
M
EM
U
TR000042
Specification: Variable displacement axial piston pump with a pressure (compensating)

and flow (load sensing) controller.
Function: Provides oil under pressure (depending on the load) at a flow rate
depending on the operator) to articulate the vehicle.
Operation: The speed of the pump is dependent on the speed of the vehicle. (If the
vehicle is stationary, this pump will not operate.)
When there is no load sense pressure, the pump pressure is
equal to the residual pressure setting of the spring. The maximum
pressure of the pump is limited by the setting of the compensator
spring on the pump.The pump attempts, at all times, to maintain a
constant pressure drop (equal to the residual pressure setting of the
pump) between outlet pressure and the LS pressure by altering the flow
rate of the pump.
When the pump cannot maintain this pressure drop because of
insufficient flow, (i.e.: the pump has already reached it’s maximum
displacement), the pump outlet pressure tends towards the LS pressure
as the demand for flow increases.

EMERGENCY CHECK VALVE MANIFOLD DESCRIPTION
Emergency check valve manifold schematic:
B
WHEEL
BI-DIRECTIONAL S
EMERGENCY STEERING PUMP
L
TR001286
Legend:
P...............................Supply from pump

S...............................Suction from hydraulic tank
T ...............................To tank
LS.............................To emergency steering pump from orbital
Specification: Spring closed check valve.

Function: Allows the emergency steering pump to operate as normal, and prevent
cavitation of the pump when the vehicle is reversed.
Operation: When the vehicle is stationary or reversing, the emergency steering
pump will be at full displacement .With the vehicle stationary, the
check valves are closed due to the springs. When the vehicle is moves
in either direction, the E/S pump delivers flow, the appropriate check
valve remains closed not alowing the oil to pass through from the outlet
to the inlet of the pump. When reversing, the pump will turn in the
opposite direction, the outlet becomes the inlet and the inlet be comes
the outlet. This opens the appropriate check valve allowing the ”now”
outlet to open to the inlet, allowing the circulation of oil back to pump.
This prevents the E/S pump from running dry in reverse and creating any
damage to it, as well as allowing the steering to operate in reverse.

STEERING CONTROL VALVE DESCRIPTION
Steering valve schematic:
STEERING CYLINDERS
L R
LS
T P
TR001287
Legend:
P...............................From pump
T ...............................To tank
LS.............................To pump
Specifications: Wide angle, variable displacement (flow amplification) with integrated

anticavitation and relief valves.
Function: Enables the operator to articulate the vehicle by turning the steering
wheel.
Operation: The effective displacement of the steering control valve depends on the
speed at which the steering is turned. When the steering is turned slowly,
the steering control valve only meters oil to the steering cylinders and
thus the effective displacement is equal to the meter displacement.
When the steering wheel is turned rapidly, additional oil is allowed to
pass the meter thus increasing the effective displacement of the steering
control valve, hence the flow amplification occurs.

ANTICAVITATION / RELIEF VALVES
Function: To prevent damage to the steering control valve steering hoses and
steering cylinders by relieving any high pressures induced into the steer
ing system while operating the vehicle. (eg: Hitting a large obstacle with
the tyre while travelling.)
Operation: If a large force is applied to the steering cylinders that tends to induce a
pressure above the setting of the relief valve located within the steering
control valve, the relief valves will allow that oil to flow to tank avoiding
the pressure from increasing above that setting. The exhausted oil will
allow the steering cylinder piston to move, generating a partial
vacuum on the other side of the piston which in turn is relieved
when the anticavitation valves draw oil from the tank.

ORBITAL STEERING VALVE OPERATION ( Refer to diagram on following page )
The steering valve 18 is a variable-displacement (flow amplification), closed-center valve.

Main valve components are the spool 6 inside a sleeve 5 within a housing and the gerotor 3.
Also included are the make-up check valve 9, inlet valve 11, anti-cavitational valves 2 and relief
valves 13.
When the steering wheel is not being turned, the valve is in neutral 1.In neutral, the spool and
sleeve are held in alignment by the centering spring blocking the flow of supply oil 14 through
the sleeve to the spool and gerotor. Oil at the left and right workports to the steering cylinders
is trapped G by the sleeve holding the cylinders and frames stationary.
Turning the steering wheel and shaft 7 left or right turns the spool relative to the sleeve opening
passages so supply oil flows from the hydraulic system manifold port P3 10 through the sleeve
into the spool. From the spool work pressure oil 15 flow to the gerotor 3 causing the gerotor
gear and sleeve to turn. Work pressure oil flow is metered by the gerotor back into the spool
where it is routed through the sleeve and out the left or right workport to the respective ends
of steering cylinders turning the machine. Work pressure oil also flows out the load sense port
4 sending a load sense signal back through the manifold port L3 to the main hydraulic pump
regulator valve to put pump into stroke. Load sense signal also goes to the spring chamber of
the priority valve and to the steering load sense relief valve. (See Main Hydraulic Pump Load
Sense Operation and Hydraulic System Manifold Operation in this group).
Return oil 17 flows back from the other end of steering cylinders, through the right or left work-
port, through the sleeve and spool to the return circuit 8 As the steering operation is stopped,
the centering spring and gerotor continues to turn the sleeve until the sleeve and spool are in
alignment stopping the flow of oil through the spool to the gerotor. At this point, the valve is in
neutral and remains there until the steering wheel and shaft are turned again.
The steering valve has variable-displacement (flow amplification) that is proportional to the
speed the steering wheel is turned. The effective displacement of the steering valve depends
on the speed at which the steering wheel is turned. When the steering wheel is turned slowly
the valve only meters oil through the gerotor to the steering cylinders and thus the effective
displacement is equal to the gerotor displacement. When steering wheel is turned rapidly the
spool moves more relative to the sleeve opening passages so additional oil is allowed to by-
pass the gerotor thus increasing the effective displacement of the steering valve, hence flow
amplification occurs.
The relief valves 13 are used to relieve high pressure oil from a pressure spike created in the
steering cylinders while steering is in neutral. In neutral, the steering valve blocks the flow of
oil to and from the cylinders. A pressure spike is created by the impact of the front or rear
wheels against an obstacle which is transmitted to the steering cylinders causing slight cylinder
movement.
When a pressure spike exceeds the pressure setting of the relief valve, the poppet is pushed
off its seat letting oil flow out to the return passage. The slight cylinder movement that caused
the pressure spike also causes a pressure drop and a void in the opposite end of the cylinders.
Because of the pressure differential across the anti-cavitation valve 12 the pressure in the re-
turn passage pushes the valve open and oil flows into the void preventing cavitation. Oil not
used flows out port T and then back to the hydraulic reservoir.
Note: Special tools are required to repair the orbital valve, care should be taken before disman-
tling in the field , make sure you are prepared.

BREAK DOWN OF ORBITAL VIEWS
TR000063

SERVICE BRAKE VALVE DESCRIPTION
Service brake schematic:
P1 B1
T1
P2
B2
T2
BRAKE VALVE
TR001288
Legend:
P1.............................From front brake accumulators

P2.............................From front brake accumulators
T1 & T2 ....................Return to tank via manifold
Specification: Dual circuit, modulated valve.

Function: A means of supplying oil under pressure to actuate the service brakes of
the vehicle.
Operation: The valve contains two separate circuits, each supplied by their own set
of accumulators. One circuit services the front brakes of the vehicle and
the other the rear in the neutral position, the brake valve prevents pres-
surized oil stored in the accumulators from entering the pistons that act
on the brake disc’s. The pistons are vented to tank. When the brake
pedal is depressed, oil stored in the accumulators is now able to flow into
the pistons which act on the brake disc’s causing the service brakes to
be applied. The pressure being applied at the brake calipers and the
force being applied (by the operator) to the brake valve pedal act on op-
posite ends of the spool within the brake valve. The spool balances and
therefore modulates the pressure to the brake calipers.

FAN DRIVE MOTOR DESCRIPTION
Specification: Fixed displacement hydraulic axial piston motor.

Function: To drive the WDB ,transmission and hydraulic cooling fan.
Operation: Oil is directed into the pistons via the pressure port A forcing the pistons
down agains there fixed angeled swash plate.This will force the slippers
to move down with the angel of the plate forcing the rotating group to turn
in the same direction.This will turn the fan via the motor shaft .The more
flow that is directed through the motor the faster it will turn.
Schematic view of hydraulic fan motor
TR000087
Legend:
A...............................Supply to fan motor

B...............................Return to tank
T ...............................Leak off to tank

REMOVE AND INSERT A3 VOAC VIEWS DRAWING


REMOVE AND INSERT A3 FDC VIEWS DRAWING


REMOVE AND INSERT A3 HYDRAULIC SCHEMATIC


SYSTEM MANIFOLD BLOCK WITH FAN DRIVE (VOAC)
Specification: Replaceable cartridge valve type manifold.

Function: Integrated all the circuits and localises most of the problem solving.
Operation: Brake Accumulator Pressure Reducing Valve 1, XB:
Limits the pressure to the accumulators.
Brake Accumulator Orifice 2, 02:
Reduces the charge rate to the accumulators.
Brake Accumulator Charge Check Valve 3:
Prevents the brake accumulator A4 losing its pressure to the steering or
tipping circuits.
Brake Circuit Check Valves 4 and 5:
Separates the A5 and A6 brake accumulator sets for the front and rear
brake circuits respectively. This enables them to work independently of
each other in case one circuit fails.
Brake Accumulator Charge Valve 6, X4:
Maintains the brake accumulator A4 pressure between a lower and up
per charge limit.
System Spike Relief Valve 7:
Protects components by arresting all pressure spikes in the system.
Hydraulic Cut Solenoid Valve 8:
Prevents brake accumulator A4 from being charged whilst the engine is
being started.
Brake Accumulator Charge Signal Orifice 9, 09:
Reduces the flow to tank when brake accumulator A4 is not being
charged.
Priority Valve, 10:
Gives priority to the steering and charging circuits over the tipping circuit.
Service Pump Check Valve 11:
Prevents the emergency steering pump from losing its pressure to the
charging or tipping circuits. The check valve also isolates the service
pump from the emergency steering pump.
Emergency Steering Pump Check Valve 12:
Isolates the emergency steering pump from the service pump.
Priority Signal Valve Shuttle Valve 13:
Enables the higher load sense pressure from either the steering or
charg-ing circuit to act on the priority spool and shuttle valve 14.
Service Pump Signal Shuttle Valve 14:
Enables the higher load sense pressure from either shuttle valve 13 or
the tipping circuit to signal the service pump L1.
Steering Signal Relief Valve 15, X3:
Relieves the load sense pressure from the steering control valve L3 thus
preventing damage to the steering cylinders and chassis.
Bin Float solenoid valve 16:
Opens the bin up side of the cylinders to tank when the bin is down and
closes the tank port on the bin up side of the cyliinders when the bin is
lifted.

Brake accumulator discharge orifice 017, 17:
Reduces the flow from the A4 brake accumulator to the remote
mounted accumulators, when the brakes are applied, reducing the
possibility of rapid A4 accumulator discharge.
Fan Drive Signal Shuttle Valve 18:
Enables the load sense pressure from the fan drive to shuttle valve 13 or
the tipping circuit to signal the service pump L1.
Fan Drive Check Valve 19:
Opens up the return oil of the tip cylinders to the fan circuit keeping it
charged while the bin is being raised or lowered.
Fan Drive Solenoid valve 20:
Cuts off the flow to the fan drive circuit when the bin is raised or lowered.
This solenoid will also be energised if the WDB or transmission
temperature is below 70 degrees celcius, to prevent any oil flowing to the
fan circuit.
Pressure reducing valve 21:
The spring behind this reducing valve is pre-set to 11 bar. Once the
pressure behind the valve builds up, and relieves, depending which of
the three relief valves are in operation, this valve will constantly shuttle
open and close, maintaining the maximum pressure in the system. This
will be the 11 bar spring tension and the value of the specific relief valve
that is in use.
Fan drive signal relief valve 22:
Provided that solenoid 25 has been energised by the FDC at 85 degrees
celcius, this relief valve will allow the pressure to build up in the system
to 125 bar allowing the fan speed to run at mid range speed,
approximately 1650 rpm.
Once the temperature that is sent to the FDC is at 95 degrees celcius,
the FDC will de-energise the outputs to both the speed solenoids. This
will allow the pressure to build up to a preset value of 215 bar, allowing
the fan to run at full speed, approximately 2260 rpm.
Provided that the solenoid 26 is energised and solenoid 25 is
de-energised, by the FDC at 70 degrees celcius, this relief valve will
allow the pressure to build up in the system to 50 bar allowing the fan to
run at low speed, approximately 870 rpm.
Fan speed solenoid 25:
Once the WDB or transmission temperature reaches 85 degrees celcius
the FDC will energise this solenoid, thus allowing the LS signal to go to
the relief valve allowing pressure to build up to 125 bar.
Fan speed solenoid 26:
Once the WDB or transmission temperature reaches 70 degrees celcius
the FDC will energise this solenoid, thus allowing the LS signal to go to
the relief valve allowing the pressure to build up to 50 bar.
Emergency Steering Pressure Switch SP1:
The switch closes when the service pump loses pressure.
Brake System Low Pressure Switch S4:
The switch closes when the brake accumulator pressure A4 falls below
the lower charge limit.

Tip Control Valve:
Enables the operator to raise and lower the bin. (This valve is pneumati
cally actuated).
Relief valves:
Relieves the pressure in the tipping cylinders preventing damage to the
tipping cylinders and rear chassis.
Anticavitation Valves:
Prevents a partial vacuum from forming in the tip cylinders. This usually
comes into operation when the bin is operated when the engine is not
running.

SYSTEMS OPERATION
BRAKE ACCUMULATOR CHARGING
Function: Automatically maintains the brake accumulator pressure between a

lower and upper charge limit.
Operation: If the load sense pressure of the brake accumulator A4 acting on the
charge valve X4 is below the lower charge limit, the charge valve spring
closes the charge valve X4. Oil then flows from P1 through orifice 09 via
the pressure reducing 1 and 02 orifice, shifts the shuttle 13, shifts shuttle
14 (simultaneously acting on the priority spool 10 – discussed later) and
loads the service pump via L1. As the pressure of the pump P1 rises, it
in turn increases L1 and the pump tends towards its compensator pres-
sure.
As the pressure at P1 reaches the pressure in the brake accumulator A4,
oil flows through the pressure reducing valve 1, through orifice 02 and
through check valve 3 and begins raising the pressure in brake accumu-
lator A4. As the pressure in brake accumulator A4 rises above that of the
pressure in either or both of the sets of accumulators A5 and A6, check
valves 4 and 5 open respectively allowing all the accumulators to raise
their pressure simultaneously.
When the load sense pressure of the brake accumulator A4 acting on the
charge valve X4 rises to the upper charge limit, the charge valve X4
opens. Oil then flows from P1 through orifice 09 and maintains a steady
flow through the charge valve X4 back to tank thus completing the charg
ing cycle. When starting the machine, while the starter button is de
pressed, the charge unloader solenoid valve 8 dumps the flow of oil
through orifice 09 to tank preventing the brake accumulator A4 from
charging if the load sense pressure of the brake accumulator A4 acting
on the charge valve X4 is below the lower charge limit.
STEERING
Function: Enables the operator to manoeuvre the vehicle using the steering wheel.
Operation: When the operator turns the steering wheel, the load sense pressure of
the steering valve enters the system manifold via L3. The load sense
pressure L3 signals the emergency steering pump via L2. At the same
time, load sense pressure L3 shifts the shuttle 13, then shifts shuttle 14
(simultaneously acting on priority spool 10) and loads the service pump
via L1. The load sense pressure L3 will not exceed the steering relief
valve pressure setting 15.The pump builds up pressure and supply the
required flow rate (from P1 and P2 to P3) as determined by the operator
to articulate the vehicle.
When the operator stops turning the steering wheel, the load sense pres
sure L3 is tanked and the pump return to residual pressure. The volume
of oil in the steering cylinders is trapped and the vehicle is held in that at
titude.

NORMAL STEERING ASSISTANCE
Function: The emergency steering pump will assist with the flow from the service
pump to articulate the vehicle if the service pump cannot deliver the flow
required by the operator. This usually happens at low engine speed
when the vehicle is moving and the operator attempts to articulate the
vehicle rapidly.
Operation: Under normal steering operation, the pressure of the emergency steering
pump P2 is just that below that of the service pump P1creating a differ-
ential pressure across check valve 12. When the service pump cannot
meet the flow requirements to steer the vehicle, the service pump pres-
sure P1 tends towards the load sense pressure L1. The load sense pres
sure of the emergency steering pump L2 is the same as that of the serv-
ice pump L1 enabling the pressure of the emergency steering pump P2
to increase and reduce the pressure differential across check valve 12.
Flow from the emergency steering pump P2 eventually supplements
the flow from the service pump P1 (going to the steering control valve P3)
when this pressure differential is overcome.
EMERGENCY STEERING
Function: The emergency steering pump will provide flow to the steering circuit in
the event that the service pump can no longer function. This could be
caused by engine failure, transmission failure , PTO failure to the service
pump or internal failure of the service pump.
Operation: When the service pump cannot meet the flow requirements to steer the
vehicle due to some failure, the load sense pressure of the emergency
steering pump P2 to overcome the pressure differential across
check valve 12 and supply the steering control valve P3 with the flow
needed to steer the vehicle. Since the emergency steering pump speed
is dependant on the speed of the vehicle, flow available to steer the ve-
hicle reduces proportionately as the speed of the vehicle reduces.
TIPPING
Function: Enables the operator to raise or lower the bin using the bin tip lever.
Operation: When the operator pulls the bin tip lever, the pneumatic cylinder located
on the tip control valve is pressurized and the tip control spool moves into
the bin up position. At the same time that the bin lever was activated a
pressure switch which is on the bin up pneumatic circuit is broken open,
braking the earth to the bin float relay which intern de-energises the
bin float solenoid 16. The load sense pressure of the tip cylinders shifts
shuttle valve 14 and loads the service pump via L1. The service pump
builds up pressure and supplies the required flow rate as
determined by the operator to raise the bin via port A. As soon as the bin
lifts up enough, the bin up switch springs up suppling the fan drive
solenoid valve 17 with an earth closing the circuit and energising it.
It opens the positive signal to the bin float relay at the same time.
This cuts the the flow off to the fan drive circuit and only directs the flow
to the bin cylinders.

If the load in the bin is too heavy or the cylinders reach the end of their
stroke, the service pump will compensate.
If the service pump does not compensate for some reason, the bin up
relief valve located In the tip control valve will limit the pressure in the cyl
inders by relieving the pressure to tank.When the operator releases the
bin tip lever, the pressure in the pneumatic cylinder located on the tip con
trol valve is ex-hausted and tip control spool returns to the neutral posi
tion. The pressure switch on the bin up pneumatic circuit is closed send
ing an earth to the bin float relay.The relay does not energise as the bin
up switch is still in the up position keeping the positive signal to the bin
float relay open. The load sense pressure is tanked and the pump pres
sure P1 returns to residual pressure. The volume of oil in the tip cylinders
is trapped and the bin is held in that attitude.When the operator pushes
the bin tip lever, the opposite side of the pneumatic cylinder is pressu-
rized and the tip control spool moves into the bin down position, lowering
the bin via port B.Once the bin comes down enough and hits the bin up
switches spring. The switches contacts change, supplying the bin
float relay with a positive signal energising the relay, closing the circuit to
the bin float solenoid 16. This opens up the bin up side of the cylinders to
tank. At the same time the switches contacts also break the earth to the
fan drive solenoid de-energising the solenoid and allowing flow to the
fan.
When the bin is obstructed or is resting on the chassis, the down relief
valve located in the tip control valve will limit the pressure in the tip cylin-
ders by relieving the pressure to tank.The cycle is complete when the op-
erator release the tip lever.
PRIORITY
Function: Automatically ensures that the steering and charging circuits are given
preference over the tipping circuit.
Operation: When the engine is not running, the priority valve 10 is closed.
As the service pump starts rotating, it builds up residual pressure. The re-
sidual pressure is strong enough to overcome the priority spring and the
priority valve opens, feeding pump pressure P1 through to the tip control
valve and fan drive cicuits.During the tipping operation, if the charging
and or steering circuits function at pressures below that of the tipping cir-
cuit, the priority valve remains open, but the oil takes the path of the least
line of resistance and the requirements of the charging and or steering
circuits are met.
During the tipping operation, if the charging and or steering circuits func
tion at pressures above that of the tipping circuit, their load sense signals
assist the priority spring to throttle the priority valve reducing the flow to
the tipping circuit and fandrive circuits therefore enabling the service
pump to meet the charging and or steering circuit pressure requirements.

PRESSURE SETTING PROCEDURE

TOOLS AND HYDRAULIC GUAGE
The following tools and equipment are required to set the hydraulic pressures:
Required Tools:
An accurate hydraulic gauge which measures both low and high pressures must be
used. Eg:Tetra guage (3 gauges in one with presure cut off valves taking it from a low
pressure on one gauge to a higher pressure on the next guage and so on) .
3 mm Allen Key
6 mm Allen Key
10mm Spanner
13mm Spanner
17mm Spanner
19mm Spanner
11/16” Spanner
3/16” Allen Key
WARNING!
Beware of rotating propshaft when adjusting the main pump. Do not wear loose clothing
which may be caught up in the propshaft and ensure that all tools and equipment are
stored safely away from the area of the propshaft
MAIN PUMP
Remove main pump controllers’ caps, and loosen the lock nuts A and B.
TR001289

If the transmission or wet disk brake oil is hot, a signal from the FDC could be signalling
the fan to operate via one of the solenoids on the FDC section on the VOAC block. If this
is happening, raise the bin until the bin up light on the MDU is illuminated. Allow a few
seconds to pass to allow the motor to become stationary, and then proceed with the
pressure test.
1. Connect the pressure gauge to Test Point

Mp1.The test points can be found on the MP1
left hand side of the machine between the Mp1
front chassis and the drop box.
Mp2
M4
TR000055
1.2 Start the engine allow the accumulators to

charge. Once the accumulators have
completed a charge cycle, the pressure on the
gauge shouldread 3 Mpa (30 bar or 435 PSI).
Once set fit the Dowty washer and lock cap
back .
TR001290
1.4 Raise bin completely until the cylinders

bottom out at 1000 rpm, the pressure on the
gauge should read 25 Mpa (250 bar or
3626 PSI). Once set, release the bin tip lever
and fit the dowty washer and lock cap back.
TR001291

STEERING
2. Turn the steering to full articulation. At 1000

rpm while relieving the steering pressure
against the articulation stop, set the steering
relief pressure to 22 Mpa (220 bar or
3191- PSI) by adjusting X3. X3
TR000060
BIN DOWN CHECK
3. Move the bin tip lever to the bin down

position and lower the bin completely. When J
the bin is down on the chassis keep holding

the bin tip lever in the down position at
idle.The pressure should read 8-10 MPa (80-
100 bar or 1160,3 - 1450,38 PSI). This bin A B
down relief valve J is not adjustable.
TR000057
ACCUMULATORS
5. Connect the Pressure gauge to test point M4.
Mp1
Mp2
M4
M4
TR000056

EXPLODED VIEW OF VOAC BLOCK (located under the cab to the rear of the front chassis)
X4
X3
XB
TROOOO50
5.1 Push the brake pedal repeatedly until the

accumulators charge. (The pressure on
the guage will rise when the accumulators
charge to 17 Mpa,170 bar or 2466 PSI.) If
this pressure is not correct adjust the
accumulator charge valve X4 to 17 Mpa,170
bar or 2466 PSI discharge the accumulators
with the service brake after each
adjustment.(The pressure at test point X4
M4 should start rising at 13.5 Mpa (135 bar or
1958 PSI) and stop rising at 17 Mpa when
the accumulators charge).This band connot
be adjusted it preset in the valve. TR000051
5.2 Turn the steering to full articulation.The

pressure on the guage should rise to19 Mpa
(190 bar or 2755,7 PSI) when the cylinders
bottom out against the artic stops.If not adjust
XB accordingly. If the pressure is adjusted
above 19 Mpa (190bar or 2755,7 PSI) release
the steering and back off the XB valve anti-
clockwise according to the pressure XB
attained.Push the brake repeatedly until the
accumulators charge to X4’s pressure,turn
the steering to full articulation again and
adjust XB accordingly. TR000053

EMERGENCY STEERING
Before any adjustments on the Emergency Steering Pump can be carried out, the
vehicle must be stationary, the articulation lock is installed, the park brake is applied
and the transmission is in neutral. The rear output propshaft from the drop box
must be removed and the inter-axle lock is dis-engaged.
6. Check that the Emergency Steering Warning K

Light K illuminates when the engine is off and C OL D
ST AR T
C OOLA NT
LE VE L
EN G IN E
FA ULT
EM E RG EN C Y
ST EE RING
n/m in
PA R K
B RA KE
B RA KE
PR E SSU RE
B RA KE
TE MP H YD RA UL IC
TE MP
the ignition is on. Note that emergency B ATTE RY R ETA RDER TR A NSM ISSIO N B IN
UP
INT ER-A XL E
D IF F L OC K
D IF F
LOC K
8888 88888888
C HA RG E FA ULT
steering warning light illuminates on the dash Gr een (tr an spar ent ) Pantone 348 C
without the alarm sounding when the ignition EN G IN E OIL

PR E SSU R E
C OOLA NT
TE MP
20
30
40
km/h
20
50
60
8 AUTO
MENU
is on and the engine is not running. When

30
8888
mph BACK
10 40
10 70 n/min
engine is running the Emergency Steering A IR

PR E SSU R E
TR A NS OIL
TE MP
0
0 50
80
88888
NEXT
Warning Light should not illuminate. 88888.8 MILES / K m

volts
SELECT
Red (t ransparent) Pantone 30 1C. Gr een (tr an spar ent ) Pantone 348 C
TR000059
6.1 Connect the Pressure gauge to test point

Mp1. MP1
Mp1
Mp2
M4
TR000055
6.2 Turn the steering to full articulation. At 1000
3336- PSI) by adjusting X3.
X3
TR000060

Mp2.
Mp1
MP2
Mp2
M4
TR000058

6.4 The emergency pump can be found on the

frontof the drop box. Start the engine,select D
on the shift tower. Limit the transmission to
first gear (activate the gear hold function).
accelerate to 1500 Rpm without moving the
steering wheel.The pressure on the guage
should read 1.9 Mpa (19 bar or 275,6 PSI).
If not adjust the residual valve until the guage
reads this pressure. Once set fit the Dowty TR001290
washers and lock caps back .
6.5 Turn the steering to full articulation. Select D

on the transmission. Limit the transmission to
first gear. Accelerate at 1500 Rpm while
relieving the steering pressure against the
articulation stop. Set the emergency steering
pump compensator pressure to 21Mpa (210
bar or 3045,8 PSI) by adjusting. (To be safe
back the compensator off to 20Mpa 200bar or
2900.7-PSI and then bring up to 21Mpa). TR001291
Once set fit the Dowty washers and lock caps

back , remove gauge and fit propshaft back.

Mp1. MP1
Mp1
Mp2
M4
TR000055
6.7 Turn the steering to full articulation. At 1000

3191- PSI) by adjusting X3. X3
TR000060

HYDRAULIC PRESSURE TABLE
VALVE PRESSURE
MAIN PUMP RESIDUAL 30 BAR
MAIN PUMP COMPENSATOR 250 BAR
EMERGENCY STEERING PUMP RESIDUAL 19 BAR
EMERGENCY STEERING PUMP COMPENSATOR 210 BAR
STEERING VALVE X3 190 + RESIDUAL=220 BAR @ MP1
STEERING VALVE X3 190 BAR @ ML3
PRESSURE REDUCING VALVE XB 190 BAR
ACC.CHARGE VALVE X4 135-170 BAR
MAIN RELIEF VALVE 280 BAR
BIN UP RELIEF VALVE 280 BAR
BIN DOWN RELIEF VALVE 80 - 100 BAR
ACCUMMULATOR GAS CHARGE 80 BAR
SP1 PRESSURE SWITCH 5 BAR (NC)
S4 PRESSURE SWITCH 110 BAR (NC)
SERVICE BRAKE SPRING 100 BAR
FAN SPEED 2800 RPM (MAX)

B50D
PNEUMATICS
Issue: 1
(Janaury 2004)

Richards Bay
Chapter 4 PNEUMATICS B50D MK I
PNUEMATIC SYSTEM
Port numbering definition for pneumatic components.
1 = Inlet port
2 = Delivery
3 = Exhaust
4 = Signal pressure
If more than one digit is used, the first digit refers to one of the above definitions and the
Second digit refers to the circuit. Example : 21 First digit refers to air delivery from a supply
source. The Second digit refers to circuit 1.
The list below is a list of abbreviations that are used on the pneumatic block, which can be
found on the right hand side of the cab, against the front firewall. The pneumatic block is
accessed from the right hand panel on the side of the cab, for the internal side, and by opening
the bonnet, to access the external side.
ABBREVIATIONS
TVU ..........................Tip valve up

TVD ..........................Tip valve down
TC ............................Transfer case
TC2 ..........................Transfer case port 2
AT ............................Auxiliary through connetion
AS ............................Main air supply
H...............................Horn
EB ............................Exhaust brake
PB ............................Park brake
AA2 ..........................Auxiliary air supply port 2
TLA ..........................Tip lever air supply
TLX ..........................Tip lever exhaust
TLD ..........................Tip lever down
TLU ..........................Tip lever up
PBS..........................Park brake solenoid feed
PBA..........................Park brake air supply
PBX..........................Park brake exhaust
S...............................Seat
AA3 ..........................Auxiliary air supply port 3
TS1...........................Two speed supply port 1
TS2...........................Two speed suply port 2

COMPRESSOR
PURPOSE
To supply compressed air for the pneumatic
system.
OPERATION
The compressor is an engine driven single
cylinder piston type compressor.
As the piston moves downward clean air
from the engine intake manifold is drawn in
through the inlet valve. As the piston moves
upward the inlet valve closes and air is com-
pressed and passes through the delivery
valve into the pneumatic system.
UNLOADER VALVE WITH INTEGRAL AIR DRIER
PURPOSE
To control the air pressures in the pneumatic
system and unload the compressor.
To dry the compressed air supplied by the
compressor by extracting the moisture
present in the air.
CHARGING
Compressed air supplied by the compressor
flows into chamber A port l. Due to the re-
duction in temperature, condensed water
collects here and will reach outlet port (f) via
duct C.The air flows via a fine filter integrat- 1
ed in the cartridge and annulus (k) to the up- 21
per side of desiccant cartridge (b). As the air 22
flows through desiccant (a), moisture is ex-
tracted and absorbed by the surface of des-
iccant.The dried air will reach the pressure
protection valve via non-return valve (c),
and port. At the same time, dried air also
flows to the regeneration air reservoir via or-
ifice (d) and port 22
3 TR000094

UNLOADING THE COMPRESSOR
Cut-off pressure will reach chamber D via

port L, acting on diaphragm (m). As soon as
the spring force is overcome chamber D is
opened to chamber B; this will inturn force
piston (e) down opening port f to atmos-
phere via the exhaust port 3.
The air delivered by the compressor is now
emitted via chamber A, duct C and outlet 3.
Piston (e) also acts as a pressure relief
valve. If the pressure is excessive, piston
(e) will automatically open port (f).
1
21
22
3 TR000095
PURGING THE AIR DRIER
Air from the regeneration air reservoir will

now flow to the lower side of desiccant car-
tridge (b) through oriface (d). As it expands
and flows through desiccant cartridge (b),
the moisture adhering to the surface of des-
icant (a) is removed by the air and emitted
through outlet (3) after passing duct C and
outlet f. If, due to air consumption, the sup-
ply pressure in the system falls below cut-in
pressure, chamber D will closed off from
chamber B will be reduced via the outlet port 1
of the unloader. Outlet port f closes and the 21
drying process will start again.If the passage 22
of air through the cartridge is prevented due
to a blocked filter, valve (h) will open and the
air will reach port (21) without being dried. In
normal operation, the valve remains closed.
The purging phase occurs at the same time
as the unloading phase but only lasts for
about ½ a minute.
X Is the electrical grid (purging unit) which is 3 TR000096
used to keep the outlet warm so that the duct

C does not freeze up in cold climates.

PNUEMATIC BLOCK VIEWS (SOLENOID & PRESSURE SWITCHES)
1 5
3
8
4
7
9
10
2
11
TR001622
1 ...............................HORN SOLENOID
When energised directs air through the airhorn circuit.
2 ...............................TC SOLENOID
Provided the accelerator pedal is less than 10% of its travel the CCU
energised TC solenoid which directs air to the actuator for the interaxle
lock ,applying interaxle lock.
3 ...............................TC PRESSURE SWITCH
This pressure switch will close once the solenoid has been energised
and the pressure begins to build up in the TC circuit .It will direct an earth
to the MDU closing the cicuit to the interaxle lock warning light,
alluminating it.
4 ...............................BIN UP PRESSURE SWITCH
Once the bin tip lever has been activated for bin up, the pressure begins
to build up in its circuit.This pressure will act on the bin up pressure
switch opening electrical cicuit to the bin float solenoid de-enegising
it.This will allow the hydraulic oil to be directed to the bin tip cylinders.
5 ...............................PB PRESSURE SWITCH
This pressure switch is closed when the park brake is applied supplying
an earth to the CCU which intern sends a CAN signal to the MDU
activating the park brake light on the MDU.When the park brake is re -
leased the air building up in the park brake circuit brakes the contact in
the pressure switch braking the earth signal to the CCU which intern via
CAN switches off the park brake light on the MDU.
6 ...............................TWO SPEED SOLENOID
Once the two speed switch on the dash has been activated, and cetain
speed parameters have been met, will the CCU send a signal to the two
speed solenoid energizing the solenoid, allowing air to flow to the two
speed actuators, engaging the two speed.

7 ..............................TWO SPEED PRESSURE SWITCH
Once two speed solenoid is energised, and air fills the two speed
circuit, this pressure switch will close and direct an earth signal to the
CCU. Once the two speed has egaged and the CCU receives signals
from the two speed switches on each of the selectors on the axles,
then only will the two speed light on the MDU illuminate.
8 ...............................PB SOLENOID
Once the CCU has recieved the signal from the VDO that the air pressure
is above 6 bar or 87 Psi ,which can be read on the MDU.
Park brake must be released, applied and released again.This will direct
an earth signal to the CCU via a momentry switch each time the PB is
applied.Once the CCU has recieved this signal it will direct a positive
signal to the PB relay energising it.This will intern close the circuit to the
PB solenoid energising it ,allowing the air to be directed to the park brake
actuator releasing it. Once this has occured the park brake will function
normally.Only if the system pressure drops below 6bar or 87 Psi will the
park brake will apply.
9 ...............................EB & EVB SOLENOID
Once the machine is traveling in lock up and the acclerator pedal is
released to 0% travel, the EB & EVB solenoid is energised.
The air is directed onto the EVB valves and into the EB actuators,
opening the combustion chambers to exhaust and closing the
butterfly. This will retard the engine which will inturn retard the machine
as the lock up clutch is applied.
10 .............................SYSTEM PRESSURE SENDER UNIT
This is a VDO sender unit which measures the system pressure.It var-
ies the resitance according to pressure sending the signal to the CCU.
The CCU interprets these signals and via a CAN line sends them to the
MDU were they are displayed as decimal figures eg: 6bar
11 .............................BIN TIP ANGLE LIMIT SOLENOID
When the bin tip angle reaches a pre-programmed limit, which is read by
the bin position sensor, the CCU will energise this solenoid. This
solenoid will then allow the air in the bin lifting circuit to be dumped to
atmosphere, there by allowing the bin tip spool to return to the neutral
position, and stopping the flow of hydraulic oil to the bin tip cylinders.

PNEUMATIC VIEWS (FILTERS ,CHECK VALVES & QUICK COUPLER)
13
14
12
15
TR001623
12 .............................PB CHECK VALVE

The check valve protects the park brake if there is a system pressure
loss.
13 .............................EXHAUST ORIFICE
The function of the orifice is to allow the air to escape to atmosphere
gradually from the park brake actuator when the park brake is released,
and from the horn circuit.
14 .............................PNEUMATIC QUICK COUPLER
This is a fitting made available externally for when air is required for
auxiliary use.
15 .............................EXHAUST FILTERS
These exhaust filters are used to stop the entry of dirt and to reduse
sound.

REMOVE AND INSERT A3 SCHEMATIC DRAWING


REMOVE AND INSERT A3 SCHEMATIC DRAWING


B50D
ENGINE
OM 502 LA
Issue: 1
(January 2004)

Richards Bay
Chapter 5 ENGINE B50D MK I
DESCRIPTION
The engine that is used in the Bell B50D ADT, is a Daimler Chrysler OM 502 LA.
OM Oil/diesel motor
5 Series 500
0 -
2 8 cylinders V-configuration
L Intercooler
A Turbo charger
THEORY OF OPERATION
1 2 3 4 5 6 7 8 9 10
10
14 11
13 12
16 15
1. Final Fuel Filter.

2. Oil Filter.
3. Engine Exhaust Valve Rocker Arm.
4. Engine Intake Valve Rocker Arm.
5. Engine Exhaust Valve Brake.
6. Fuel Delivery Nozzle.
7. Electronic Unit Pump.
8. Intake Manifold.
9. Turbo Charger
10. Camshaft
11. Starter Motor.
12. Crankshaft.
13. Alternator.
14. Fuel Pump.
15. Flywheel.
16. Oil Pump.

The engine is liquid cooled, 90° V-8 cylinder. The cast iron block is one piece and each cylinder
has a separate cylinder head. It has overhead valves, 4 per cylinder, two intake valves and two
exhaust valves. Roller cam followers ride on the camshaft which move the push rods that open
and close the valves. The unit pumps also ride on the camshaft which send pressurized fuel
through a solenoid to the fuel pipe to the fuel delivery nozzles, which are located directly over
the top of the piston. The unit pumps are electronically controlled by the MR (Motor Regulator)
or PLD controller, a crankshaft position sensor, camshaft position sensor and unit pump
solenoids.

FUEL SYSTEM
7.1 8.1 9.1 10.1 11.1 12.1 13.1 14.1
7 8 9 10 11 12 13 14
6
13
4.2
4
5 4.1
5.1 ENGINE
2 1.1
14
1
TR001292
1. Fuel Tank 1.1. Fuel Cap with intergrated check valves
2. Racor Filter (Primary) 3. Fuel Pump
4. Fuel Filter (Secondary) 4.1. Filter Drain Valve (Open when loosened)
4.2. Orifice 5. Cold Start Solenoid
5.1. Cold Start Glow Plug 6. Fuel Temperature Sensor
7 Unit Pump cylinder 1 7.1. Injector cylinder 1
13 Unit pump cylinder 7 13.1. Injector cylinder 7
14 Unit pump cylinder 8 14.1. Injector cylinder 8
15 Fuel pressure relief valve 4.5 Bar (65 psi) 16 Heat exchanger

ELECTRONIC UNIT PUMP - FUEL INJECTION
TR000481
The Unit Pump system is designed to precisely control:

• The start of injection,
• An accurate delivery of a calculated amount of fuel.
• A sharp end of injection.
The fuel system consists of four sub-systems:

• Low Pressure Supply System,
• High Pressure System - Unit Injectors,
• Fuel Delivery Nozzles,
• Control System.
The Unit Pump system has these notable features:

• Precision control of timing and fuel delivery,
• Field proven reliability,
• Electronic control of each cylinder,
• One unit injector per cylinder,
• High injection pressures,
• Low emissions,
• Compact design,
• Eliminates injection pump,
• No injection timing adjustment required

FUEL DELIVERY
Suction Stage
1 2
4 3
5
12
11 6
7
10
8
13 RETURN FUEL
9 14 LOW PRESSURE
40D3001CFM

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
6. Supply Gallery in Crankcase.
7. High Pressure Chamber.
8. Pump Plunger.
9. Engine Camshaft.
10. Pressure Relief Chamber.
11. Return Flow Gallery in Crankcase.
12. Bleed-Off Chamber.
13. Return Fuel.
14. Low Pressure.
The Unit Pump (3) ride on individual lobes on the engine camshaft (9). There is one Unit Pump
per cylinder. The Unit Pumps are mounted in the block of the engine under the intake manifold.
There are passages in the block that route fuel to and from the Unit Pumps. The fuel delivery
nozzles (1) are located in the cylinder head and are positioned directly above the pistons. A
connector pipe (2) is used to direct fuel from theUnit Pump to the injector nozzles. Internal
passages in the cylinder heads allow excess fuel from the nozzles to be bled off. A solenoid
(5) controls the fuel metering valve (4). During the suction stage, the pump plunger (8) moves
down. As a result of the constant fuel excess pressure of approximately 600kPa (6 bar) (87
psi) in the fuel low pressure circuit, the high pressure chamber (7) of the unit pump is fitted with
fuel through the supply gallery (6).

Pre-Delivery Stage
1 2
4 3
5
12
11 6
7
10
8
13 RETURN FUEL
14 LOW PRESSURE
9
40D3002CFM

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
8. Pump Plunger.
9. Engine Camshaft.
13. Return Fuel.
14. Low Pressure.
During the pre-delivery stage, the pump plunger (8) moves up. As the valve (4) is not yet
closed, the fuel is first forced into the pressure relief chamber (10), then into the return
gallery (11).

Delivery Stage
1 2
4 3
5
12
11 6
7
10
8
13 RETURN FUEL
14 LOW PRESSURE
15 HIGH PRESSURE
9 40D3003CFM

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
8. Pump Plunger.
9. Engine Camshaft.
13. Return Fuel.
14. Low Pressure.
15. High Pressure.
As soon as the valve (4) is closed while the pump plunger (8) is moving towards its top dead
centre, the unit pump is in the delivery stroke. Fuel injection into the combustion chamber takes
place in the delivery stage. During this stage the fuel pressure in the high pressure chamber
(7) rises to a pressure approximately 160 000 kPa (1600 bar) (23 206 psi).

Residual Stage
1 2
4 3
5
12
11 6
7
10
8
13 RETURN FUEL
14 LOW PRESSURE
9
40D3004CFM

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
8. Pump Plunger.
9. Engine Camshaft.
13. Return Fuel.
14. Low Pressure.
After the valve (4) has opened (end of delivery), The fuel pressure in the high pressure
chamber (7) is collapsing. The remaining fuel delivery by the pump plunger (8) up to the apex
of the camshaft (9), is again forced into the pressure relief chamber (10) and the return flow
gallery (11).
The pressure relief chamber serves as an expansion chamber for the pressure peaks of the
unit pump in the residual stage. This prevents the pressure ratio of the adjacent unit pumps
being affected through the return flow gallery.

CHARGE AIR SYSTEM
An entirely new concept has been developed for the charge air ducting of the 500 Series
Engine. A compact charge air housing, in single unit format for the V8-engine with combined
or separate cold and hot air pipes is screwed centrally to the crankcase by means of clamps
with vertical bolts. This arrangement makes the housing easy to remove and install. The
charge air housing is elastically isolated from the individual cylinder heads by means of elas-
tomer seals, thereby reducing noise and compensating the tolerances and differing thermal ex-
pansion rates.The V8-engines two turbochargers. The turbine and compressor are designed
for rapid and dynamic torque build up even at low engine speeds, with ample torque response
between 1000 and 1500 rpm
TR000478

ELECTRONIC CONTROL
PLD
TR000479
The PLD is mounted on the right hand side of the engine and is the heart of the electronic
control. The PLD has a small heat exchanger mounted on the side of it to cool the unit. Diesel
oil/fuel from the tank in vented through this cooler.
The PLD permanently receives all relevant engine data from the numerous sensors on the
engine which include crankshaft sensor, camshaft sensor, charge air pressure sensor,
atmospheric sensor, fuel temperature sensor etc. The information recieved from these sensors
is used to manage the ideal time of fuel injection and quantity, in respect to engine operating
and external factors.
Effective protection of engine from overloading can also be achieved.
Warning signals or critical states (oil pressure, coolant temperature, engine speed etc.) can
also be achieved by activating certain parameters.
The PLD has two Connectors:
55 PIN CONNECTOR
This connector connects all the sensors and solenoids on the engine to the electronic control
unit (PLD).
16 PIN CONNECTOR
The 16 Pin connector connects the ADM in the cab to the PLD via a Mercedes Benz Data cable
(CAN BUS).
Battery positive, ignition positive, ground, starter input and outputs are also connected to this
connector.

REMOVE PAGE AND

INSERT PLD SCHEMATIC
TR001233

COLD START OPERATION
2
3
1. Glow Plug.
2. Solenoid.
3. Cold Start Jet.
The cold start system operates only when the engine coolant temperature is below 15° C
(59° F). When the key switch is tuned to the “ON” the position, the glow plug (1) begins to heat
up and the indicator light on the dash will light up. Light will stay on and the glow plug will
continue to heat up for approximately twenty seconds.
When the key switch is turned to the START position, the solenoid (2) is energized, allowing
fuel to flow to the cold start jet (3). The fuel from the jet is sprayed on the glow plug causing
the fuel to atomize. The atomized air/fuel mixture is directed to the cylinders by the incoming
air through the intake manifold.

ENGINE MALFUNCTIONS
Symptom Problem Solution
Starter motor turns engine too Batteries under charged Recharge or replace batteries.
slowly
Poor engine ground connection. Repair, clean or secure
connections.
Loose or dirty battery terminals. Clean and tighten battery

terminals.
Worn starter motor. Perform starter load test.
Hydraulic Cut Off Solenoid Check if brakes are chargring

Valve. while cranking.Check for
hydraulic pressure on ML1 while
cranking, If a pressure is visible
replace solenoid.
Hard starting when cold Defective cold start aid. See previous page.
Incorrect valve clearance. Adjust valve clearance .
Compression too low. Test compression.
Engine turns but does not start Insufficient fuel in fuel tank. Fill tank and bleed system.
Low fuel pump pressure. Test fuel pump pressure.
Engine stops soon after starting Insufficient fuel in fuel tank. Fill tank and bleed system.
Air in fuel system. Bleed system, check and repair

air entry.
Blocked fuel filters. Replace fuel filters.
Low fuel pump pressure. Test fuel pump pressure
Check fault codes.
Engine misfires Incorrect valve clearance. Adjust valve clearance.
Low fuel pump pressure. Test fuel pump pressure
Low engine oil pressure Incorrect grade of oil. Change oil.
Low pump output. Test oil pump pressure.
Pressure relief valve stuck. Install new pressure relief valve
Engine bearings worn. Remove, inspect and repair.
Abnormal oil consumption Crankcase breather or line Inspect and repair.

blocked.
Valve stem seals worn Replace valve stem seals.
Valve guides worn. Replace valve guides.
Piston rings worn; cylinders Test compression

scored.

Symptom Problem Solution
Excessive vibration at any Worn or broken engine Inspect, repair or replace.

speed. mountings.
Drive shaft out off balance. Balance or replace.
Black smoke from exhaust. Inlet system restricted. Service and repair inlet system.
Incorrect grade of fuel. Reset valve clearance.
Worn fuel delivery nozzles. Replace fuel delivery nozzles
White smoke from exhaust. Engine running too cold. Check that thermostats are not
stuck open.
Worn fuel delivery nozzles. Replace fuel delivery nozzles
Pistons, rings or liners scored. Test compression.
Check cylinder head gasket.

Coolant entering cylinder bores. Replace cylinder head gasket.
Cold start solenoid defective. Test solenoid.

ENGINE ADJUSTMENTS
DISPLAY MENU TACHOMETER
bell b50d
0N
712 n/min
2314
27.7 volts
TR001278
The tachometer on the Menu Display Unit is accurate for test work.
SLOW AND FAST IDLE ADJUSTMENT
There is no slow or fast idle adjustment. If slow or fast idle is not within specification, check for
an engine mechanical problem or an electrical failure.
Slow Idle Speed RPM’s - - - - - - - - - - - - - - - - 600 ± 20

Fast Idle Speed RPM’s- - - - - - - - - - - - - - - - 2240 ± 20

VALVE CLEARANCE ADJUSTMENT
NOTE: To prevent accidental starting of the engine while performing valve adjustments, always turn
battery disconnect switch to “OFF”
NOTE: Check and adjust valve clearance only when engine is COLD.
Remove rocker arm cover.
Install cranking device DC280088.
There are 37 slots (1) machined in the flywheel. One slot has a dimple in it. This is the TDC
timing mark. Turn engine in the direction of rotation until TDC timing mark (2) on flywheel lines
up in centre of the window in timing case.
NOTE: All valves can be adjusted in two crankshaft positions.
Rocker arms and push rods for number one cylinder should be loose. If not, rotate engine 360°.
Engine must be at TDC on the compression stroke for number one cylinder.
NOTE: When adjusting valve clearance, the bolt on the valve bridge should on no account be loosened.
Measure the valve clearance between the rocker arm and the valve bridge with a feeler gauge.
5 1
6 2
7 3
8 4
INLET
EXHAUST
TR001234

With number one cylinder on TDC, Check the valve clearance on cylinder one - intake and
exhaust, cylinder two - exhaust, cylinder three - intake, cylinder four - exhaust and cylinder six
- intake. Crank engine until cylinder five is on TDC (cylinder one valve overlap):
Check valve clearance on cylinder two - intake, cylinder three - exhaust, cylinder four - intake,
cylinder five - intake and exhaust and cylinder six - exhaust.
Intake Valve Clearance - - - - - - - - -0.40 mm (0.016in.)

Exhaust Valve Clearance - - - - - - - -0.60 mm (0.024in.)
Locknut tightening torque - - - - - - - - - - 50Nm (37 lb-ft)
To adjust clearance: Loosen locknut (1) and turn adjusting screw (2) in or out depending on
gap to big or small. Tighten locknut to specification while holding adjusting screw in position.
Adjust valves in same order used for checking. Check clearance again after tightening locknut.

EXHAUST BRAKE ADJUSTMENT
With engine off, check the clearance between the control arm (1) and the stop (2). In the brake
valve “OFF” position, the control arm should be resting on the stop.
Disconnect the air line (3) from the cylinder. Connect a regulated air supply line to the cylinder.
Regulate air pressure so pressure is approximately 740 - 810 kPa (7.4 - 8.1 bar) (107 - 117
psi).
2 3
1
4
Check control arm (1) to stop (2) clearance. The control arm must not rest on the stop. There
must be slight clearance between the control arm and stop to ensure that exhaust brake is fully
closed.
If adjustment is needed, loosen locknut (3), remove clip (4) and disconnect cylinder from
control arm. Turn rod end (5) for adjustment.

ENGINE TESTS
CYLINDER COMPRESSION TEST
NOTE:Compression pressures are affected by the cranking speed of the engine. Before beginning the
test, ensure that the batteries are fully charged and the starter motor is in a good working
condition.
Remove fuel delivery nozzle from cylinder being tested.
Install compression tester adapter (1) into cylinder head.

Install holddown clamp (2) using an M10 x 1.5 x 70 mm long cap screw (3).
Install compression tester to adapter.
Engine must not be started with fuel line from the unit pump disconnected. Remove the F16 ECU Power
Relay fuse to prevent engine from starting.Remove the F16 ECU/EUI Power Relay Fuse.
Crank engine approximately ten seconds. Record readings and compare to specification.
Engine Compression Pressure - - - - - - - - - - - - - - - - -
- - - - - - - - - - - - - - - - - - - - 2800kPa (28 bar) (406 psi)
Permissible Difference Between Cylinders - - - - - - - - -
- - - - - - - - - - - - - - - - - - - - - - -400kPa (4 bar) (58psi).

FUEL PUMP PRESSURE TEST
Specification
Pressure At Slow Idle210 -300 kPa (2.1 - 3 bar) (30 - 44psi).
Pressure At Fast Idle500 - 600kPa (5 - 6 bar) (73 - 87psi).
Essential Tools
Parker No. 34982-16-6: Banjo Union.
Parker No. 0502-12-12: 1 1/16 - 12M x 3/4 - 14NPT F Adapter.
Parker No. 3/4 x 1/2 PTR: 3/4 - 14 NPT M x 1/2 - 14 NPT F Pipe Thread Reducer.
Parker No. 1/2 x 3/8 PTR: 1/2 - 14 NPT M x 3/8 - 18 NPT F Pipe Thread Reducer.
Parker No. 30182-6-6: 3/8 - 18 NPT M x 3/8 Barb Fitting.
Service Equipment And Tools

Hydraulic Tester.
0.5 to 15 GPM Lt. Flow Meter.
5 4 3
1
1
40D3005CFM
Connect banjo union fittings (1) to fuel pump outlet port and fuel filter inlet.
Connect fittings (2 - 5) to flow meter and flow meter to hydraulic tester.
Run engine at slow idle and measure fuel pump pressure. Compare to specification.
Run engine at fast idle and compare to specification.

OIL PUMP PRESSURE TEST
Specification
Engine Oil Pressure at Slow Idle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 50kPa (0.5 bar) (7.3psi).
Engine Oil Pressure at Fast Idle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 250 kPa (2.5 bar) (36.3psi).
Essential Tools
Parker No. 8M16F80MX: M 16 x 1.5 M x 3/4 - 16 M 37° Adapter.
3/4 - 16 M 37° x 3/4 - 16 F 37° Sw 90° Elbow.
7/16 - 20 M 37° x 3/4 - 16 F 37° Reducer.
SERVICE EQUIPMENT AND TOOLS

413 kPa (4.1 bar) (60psi) Gauge.
1
2
40D3006CFM
Remove engine oil pressure sensor.

Install adapter (1), elbow (2) and reducer (3) to engine and connect gauges to fittings.
NOTE: To achieve an accurate oil pressure reading, warm engine to 105° C (220° F).
Run engine at slow idle. Compare reading to specification.
Run engine at fast idle. Compare reading to specification.

B50D
DRIVE LINE
Issue: 1
(January 2004)

Richards Bay
Chapter 6 DRIVE LINE B50D MK I
TRANSFERCASE
FUNCTION:
The function of the Transfercase is to take the drive from the transmision down to the drive
train.The ratio of the tansfercase 1:1 which means it does not alter the speed or torque value
being transmitted to the drive train. Included in the transfer case is the Interaxle differencial
with intergrated difflock ,its function is to provide a torque split to the front and rear drive lines,
when the difflock is not activated .In the case of the ADT’s it provides a torque split of 1--- to the
3
front axle and 2--- to the rear axle.
3
When the interaxle difflock is energised it locks the differencial up as a unit via a dog clutch
and provides a 1:1 drive to the front and rear drivelines.The torque split become 50% to the
front and 50% to the rear.
TR000341

OPERATING WITH INTERAXLE DIFFERENTIAL LOCK
It is recommended that the inter-axle differential lock is only engaged when the machine is
operating on very poor ground conditions.
The differential lock must not be engaged when the machine is

operating on tar or graded surfaces. This will cause damage to the
differential.
The inter-axle differential lock switch operates the differential lock in the transfer case.
Inter-axle Differential Lock Control.
Engaging the Inter-axle Differential Lock:
•Switch the inter-axle differential lock switch ON (can be done at any speed).
•Release the accelerator pedal briefly [Less than 10% travel of pedal].
•IDL light will illuminate to confirm successful engagement.
Disengaging the Inter-axle Differential Lock
Switch the inter-axle differential lock switch OFF (at any speed).
The inter-axle differential lock indicator will extinguish when accelerator is released.
BASIC CONFIGURATION
Legend:
1
1....Transfercase Housing.
2....Input Gear. 2
3....Intermediate Gear.
4....Interaxle differencial.
5....Dog Clutch. 3
6....Output /difflock housing

to front of axle. 4
6
5
TR000266

TRANSFERCASE LINE DRAWING WITH POWER FLOW
[ INTER AXLE NOT ENGAUGED].
INPUT TO
TRANSFER
CASE FROM
TRANSMISSION
OUTPUT TO
OUTPUT TO REAR AXLE
FRONT AXLE
Clockwise rotation
Counter clockwise rotation
Power flow
TR000267

TRANSFERCASE LINE DRAWING WITH POWER FLOW
[ INTER AXLE ENGAUGED].
INPUT TO
TRANSFER
CASE FROM
TRANSMISSION
OUTPUT TO OUTPUT TO
FRONT AXLE REAR AXLE
Clockwise rotation
Counter clockwise rotation
Power flow
TR000268

ADJUSTING INTERAXLE DIFF LOCK
LEGEND:
A Feeler gauge
B Lock screw [allan cap head]
C Air pressure port
D Adjustment [13 mm spanner]
A
E Adjustment when the dog clutch is fully
engaged. B
C
D
E
TR000270
ADJUSTING THE INTERAXLE DIFFLOCK
• Build up system air pressure [air enters the diff lock piston at point C when the interaxle
difflock switch is energised and the accelerator pedal is less than 10% travel].
• Remove the cover plate from the difflock housing and remove lock scew B.
• Activate the interaxle difflock switch ,making sure that the clutch slide and carrier are fully
engaged.
• Using a feeler gage check that the clearance E [between the face of the fork and clutch
slide groove] is between 0.2 to 0.4 of a mm .If incorrect adjust D accordingly.
• Disengage interaxle lock and check clearance between the tips of the dog clutch teeth of
the two mechanisms is a minimum of 1mm.
• Fit lock screw B back with loctite 243 and torque to 18Nm.
• Fit cover plate from the difflock housing.

PROPSHAFTS
ALIGNMENT
The main reason why propshafts are used is to guarantee the constant velocity transfer of
rotary motion. The non observance of this condition normally causes vibrations and failures. In
order to guarantee the the constant velocity transfer and no vibration in the drive line, the
propshafts need to be phased, and the transmissions arranged constructionally and according
to planning, as shown below. This diagram shows a “W” configuration, applying to both the
vertical (top view), and horizontal (side view) arrangements.
B1 B2
Always arrange for B1 = B2

TR001075
There are numerous special tools that are required to do the laser alignment of the
engine/transmission to transfer case correctly. Below is a description of the tools required.
Note: Two kits are required to do the laser alignment correctly as well as two adjustable pointers.
TR001076
1) ............ Laser pointer kit.

2) ............ Ruler plate.
3) ............ Base and adjusting body assembly.
4) ............ Over center clamp.
5) ............ Adjustable pointer tool.
6) ............ Digital protractor (inclinometer).

TRANSFER CASE TO OSCILLATION THROUGH DRIVE ALIGNMENT
For the proper alignment of the propshaft flanges between the transfer case and the oscillation
through drive shaft, the machine should be standing on as level a surface as possible and the
initial fitment of these two components during front and rear chassis assembly, has been done
properly.
Transfer case vertical angle
1) Remove the oscillation through drive propshaft.

Pro 360
Digital Protractor
TR001077
2) Use a digital protractor (inclinometer) and zero it on the flat surface of the oscillation through
drive flange, making sure it is in a vertical position when taking a reading.
3) Rotate the flange and digital protractor through 180 degrees, and check that the digital
protractor reading is still zero (within 0.1 degrees).
Pro 360
Digital Protractor
TR001078
4) Repeat the above procedure on the transfer case bottom rear flange. Adjust the transfer
case vertical angle, by shimming, until it is within 0.1 degrees, of that of the oscillation through
drive flange.
Note: For the shimming procedure, refer to the “Transfer case vertical and horizontal adjustment”

TRANSFER CASE POSITION
1) Install the pointer set tools (1) flush and secure on the oscillation through drive flange (6)
and the transfer case bottom rear output flange (4), and fasten the four bolts (2).
2) Extend the adjustable pointers (5) towards each other by adjusting the bolts (3), and note
how close the points meet. Ideally they should meet exactly on the horizontal as well as the
vertical line. If not, follow the procedure below.
1
1
4
6 2
TR001079
3) Use a right angle square (2) to determine the oscillation through drive flange position relative
to the articulation pivot point (1). Take care to keep the right angle square horizontally flush on
the topmost surface of the articulation pin flange.
Oscillation Oscillation
Through Articulation Through
Pivot Articulation
Drive Drive Pivot
A B Transfer Transfer
Case Case
Side View Top View TR001080

1 2
4) Measure the distance (A) with a tape measure. At the same time measure the distance (B)
from the vertical extended articulation pivot point line to the transfer case flange. This second
distance (B), should be within 2mm of distance (A). Measurements to be taken from similar
surfaces on the opposing pointer set tools, eg. bottom surface base as shown in the drawing.

5) Adjust the transfer caseposition on its mountings in the chassis to achieve the equal
distance, and horizontal and vertical alignment of the pointers. This is done by means of adding
or removing shims on the top and/or bottom transfer case mountings, or moving the transfer
case as a whole in the mounting holes.
For the shimming procedure refer to the following drawing.
TRANSFER CASE
Articulation pivot
OSCILLATION
THROUGH DRIVE
SHAFT FLANGE
No space between mounting

rubbers when properly
fastened (Top & bottom mtgs)
ONLY TOP
MOUNTING
SHOWN AS
EXAMPLE
SIDE VIEW
Align transfer case forward
and back, up and down
with spacer shims
Allowable misalignment
between rubber mountings
2mm and chassis so that pointer
Shim
Chassis
TOP VIEW
Shims to be inserted (or removed) Align transfer case
between rubber mounting/spacer sideways so that pointer
and chassis
Allowable misalignment
2mm
SHIMS USED FOR ADJUSTING THE TRANSFER CASE

Large ADT Small ADT
172234 Spacer, Shim, Gearbox
(8 mm Thick; Dia 120)
175075 Spacer, Shim, Drop Box
172232 Spacer, Shim, Gearbox

(4.5 mm Thick; Dia 120) 174756 Spacer, Shim, Drop Box
Mounting
178542 Shim, Drop Box
175075 Shim, Drop Box

TR001081

ENGINE/TRANSMISSION TO TRANSFER CASE ALIGNMENT
Laser tool installation
1) Install the laser pointers (2) without their ruler plates onto the transfer case top input flange
and likewise onto the transmission output flange.
2) Use the over center clamps (1) for this purpose. Ensure that each laser pointer’s base seats
flush on the flanges. Any bad fitment onto the flanges will cause bad and incorrect alignment
results.
1
2
TR001082
3) Switch on the first laser pointer. Turn the laser pointer by hand. Adjust the laser pointer
adjustable body (1) until the laser beam point (2) makes a single point and not a circle on the
opposing laser pointer base. (The use of a piece of stiff paper or a card which will not be
affected by air movement, is encouraged. It could be stuck onto the opposing laser pointer’s
base or adjusting body with “prestick”)
3
Before adjusting
After adjusted
2 TR001083
1

4) Adjust the laser pointer adjustable body (1) by adjusting the four cap screws (3) diagonally
across.
5) Repeat this laser point adjusting procedure for the laser pointer on the opposing flange.
6) Before fitting the ruler plate, check that the 50mm position on the ruler (2) is on the 50mm
mark on the ruler holder (3). If adjustment is needed, loosen the screw (1) just enough for the
ruler to be moved and the marks to be exactly aligned.
Ruler center
point
50
50
1
2
Line indicating
50mm mark
TR001084
7) Install the laser rulers (1) on both laser pointers (2) by locating the flat machined surface (3)
on the laser pointer base and fastening the two screws (4) on the laser rulers.
2 1 4
TR001085
3 1

ENGINE/TRANSMISSION TO TRANSFER CASE VERTICAL ALIGNMENT
1) Use the digital protractor (1) on both laser rulers (2) to ensure that the lasers rulers point
down vertically.
1
0 ground level
90
2
TR001086

2) Read the vertical distances that the laser beam points (1) are indicating on the opposing
rulers(2). In order to get the propshaft cross and roller angles on either side equal, these
vertical distances should ideally also be equal. The maximum allowable difference of these
vertical distancesare shown in the drawing below. If it is more than the allowable difference,
the engine/transmission needs to be shimmed as a whole either up or down, at the front or rear,
using appropriate thickness shims.
Max allowable difference

Large ADT’s 6 mm
Small ADT’s 6 mm
B50D 4 mm
Distance from
Laser Pointer
X
centre to laser
beam point.
2
1
Engine/Transmission
Transfer Case
Vertical distance at X1 and

X2 should ideally be equal.
TR001087
For example: If the one lase beam point indicates a vertical distance of 57mm on the laser
ruler, and the other indicates 46mm, this means that there is an 11mm difference. Then use a
shim of half this difference, e.g. 5mm (added or removed, depending if the engine/transmission
must be raised or lowered) to reduce this difference to 1mm.
Note: For saving time and preventing duplication of work, it is suggested that both the vertical and
horizontal alignments are checked and the amount of adjustment calculated and the needed shimming
then be done simultaneously for the vertical and horizontal alignment.
(In order to re-check the alignment readings after adjustment has been done, the
engine/transmission mountings must be fully fastened)

ENGINE/TRANSMISSION TO TRANSFER CASE HORIZONTAL ALIGNMENT
1) Take note of the position of the laser beam point (1) on the opposing laser ruler (2). The left
hand edge of the ruler indicated the centre line of theflange. Ideally the two laser points should
strike the edge of the ruler on both laser ruler units - this will indicate that the two flanges are
parallel to each other in the horizontal plane.
1 2 1
Maximum allowed distance

off ruler edge per side
Large ADT’s 3 mm p/side
Small ADT’s 1 mm p/side
B50D 3.5 mm p/side
TR001088
2) If the laser beam points are offset to either side of this edge, it indicates the horizontal
misalignment of the components relative to the other. The maximum allowed distance that any
of the laser beam points can be off the vertical edge of the ruler is idicated in the table on the
above drawing. If the laser points are off more than this, the engine/transmission needs to be
moved/pivoted on its mountings to correct the misalignment.
Note: It must be stressed that the maximum allowable distance off the edge of the ruler is PER SIDE.

ADJUSTMENT OF ENGINE/TRANSMISSION BY SHIMMING
Refer to the following drawing for the adjustment of the engine/transmission by shimming.

PROPSAHFT PHASING
When a propshaft is at an angle and driven at a constant speed, the propshaft speeds up and
slows down through the first universal. To counter this speeding up and slowing down of the
propshaft, the prop shaft must be in phase. When in phase, while the first universal is speeding
up the propshaft through the angle, the second universal is slowing down the propshaft
countering the first universal giving a constant output speed. When a propshaft is out of phase
it will cause vibration in the drive line.
Drawing below shows a propshaft in phase.
To phase the propshaft: Split the propshaft on slip joint [B], Align the end lugs up [A] on the slip
joint splines an slip back on.
B
A
TR000257

Change the Park/Emergency Brake Pads
The park/emergency brake pads must be changed when the pads reach a minimum wear limit
of 5.1mm (0.2”).
CAUTION
Replace both pads at the same time to ensure brake performance.
1. Raise the bin and install the bin prop.
2. Chock all the wheels securely.
3. Remove the adjuster plug and washer (1) from the air chamber bracket.
CAUTION
Use an Allen key to increase the disc clearance. When resistance is felt it indicates that the adjuster
pistons are fully retracted, DO NOT turn the Allen key beyond the resistance point.
4. Use a 6 mm Allen key to increase the pad-to-disc clearance, by turning the Allen key
Counter-clockwise.
Note: A ‘clicking’ sound will be heard and a ‘pulsing’ sensation will be felt during adjustment of the
clearance.
5. Stop turning the Allen key when resistance is felt.
6. Remove the split pin (1).

7. Remove the stabiliser bar pin (2).
8. Hinge the stabiliser bar (1) out of the way.
9. Remove the retaining clip (1).

10. Remove the rear brake pad (1).
11. Remove the other retaining clip (2).
12. Slide the caliper outward and remove the front brake pad (3).
Note: If the caliper moves past its working position and jams on the slide pins, use a rubber mallet to
move the caliper back to its working range.
13. Check the calipers for damage and ensure that the contact surfaces are clean.
14. Slide the caliper outward and install a new front brake pad.
15. Slide the caliper inward and install a new rear brake pad.
16. Reduce the pad-to disc clearance to ZERO by turning the Allen key clockwise.
17. Set the initial clearance by turning the Allen key back (counter-clockwise) NINE clicks.
The pad-to-disc clearance is then set correctly.
18. Install the adjuster plug and washer.
19. Hinge the stabiliser bar back in position and secure with the stabiliser bar and split pin.
20. Perform the park/emergency brake Holding Test as described earlier in this Chapter.
Note: The park/emergency brake pads are automatically self-adjusting.
21. If the park/emergency brake Holding Test is unsuccessful, check the adjusted chamber
stroke length. Refer to next instruction.
F000950

Check the Adjusted Chamber Stroke Length
Checking the adjusted chamber stroke length is an in-service check on the push rod travel.
Check the adjusted chamber stroke length if the park/emergency brake holding test is
unsuccessful after new pads have been installed.
1. Chock the wheels to avoid the machine moving when the park/emergency brake is released.
2. Switch OFF the engine.
3. Ensure that the air pressure in the reservoir is 620 to 689 KPa (90 to 100 psi).
4. Measure the distance from the bottom of the air chamber to the centre of the clevis pin while
the park/emergency brake is RELEASED.
5. APPLY the park/emergency brake.
6. Measure the distance from the bottom of the air chamber to the centre of the clevis pin again.
Check the Park Brake Disc
The park brake disc must be changed when it reaches a minimum wear limit of 19 mm (0.75”)

B50D
WET DISC BRAKES
Issue: 1
(January 2004)

Richards Bay
Chapter 7 WET DISC BRAKES B50D
WET DISC BRAKES
The B50D articulated dump trucks use wet disc brakes. The W4H wet disc brakes are hydrau-
lically actuated friction brakes. The W4H brakes are 432mm (17”) in diameter size. Two to ten
friction discs are used in the housing depending on the requirements of the brake system. At
Bell, we use eight friction discs.
The braking effect is created by locking together, the friction discs and steel discs. The friction
discs are connected to the hub of the wheel and rotate with the wheel, where as the steel discs
are stationary and locked to the brake housing. There are six brake units fitted to the B50D,
one on each axle. The braking efficiency of these units has improved vastly, due to the greater
surface area, and the number of discs that are used in the braking unit.
The brakes are applied by a maximum brake pressure of 100bar (10Mpa). This pressure is
supplied to the brakes by remote mounted accumulators which are charged via the VOAC
block in the hydraulic system.
TR000263

COOLING
The wet disc brakes are cooled by using the oil from the axle. Oil is “thrown” by the center
portion assembly into a supply pipe to the brake assembly. This oil then cools the brakes and
returns to the axle.
COOLANT SERVICE INTERVALS
Refer to the RSG for specified service intervals for the cooling system.
Ensure that the axle and brake housing is in a level position prior to draining the oils. Once the
oils have been drained out of the brake housings and reservoir, refill the reservoir with the
correct grade of oil as specified by Bell, as per the Lubrication chart.
Loosen the bleeding plug at the top of the housing. When the housing is filled, the loose plug
will permit air to removed.
Start the engine and operate the brakes normally to check for leaks and to ensure that the
brakes operate correctly. Once complete, ensure that the oil level in the axle is correct.
CHECKING PRESSURES
If a complaint is logged with regards inefficient braking or loss of oil or an oil increase a
pressure test needs to be done.
The following optional procedure may be used to check the piston seals for leakage.
Install a 0 - 400bar pressure gauge and a shut off valve at the brake actuation inlet port. Ensure
that the shut off valve is rated for 172bar minimum.
Ensure that the brakes are bled.
Apply the brakes by using the vehicle brakes. Close the shut off valve when the brakes are fully
applied.
Watch the gauge for approximately two minutes. If no pressure drop in detected proceed with
the test.
Slowly open the shut off valve to allow the actuation pressure to drop to 10 - 12bar. When the
pressure reaches 10 - 12bar, close the shut off valve.
Watch the gauge for approximately two minutes.
If a pressure drop is detected, at any point in time during the test, determine the cause of
pressure loss, and repair.
Once the face seals have been fitted, check the pressure to ensure correct installation.
Remove the plug at the top of the brake housing cover, and connect an adaptor fitting. Ensure
that the adaptor fitting is a 0.375” pipe thread adaptor or a 0.875” O-ring fitting adaptor and
male fitting for an air hose.

Connect an 0 - 5bar air pressure gauge and regulator assembly to the male fitting on the
adaptor. The gauge must accurately measure to 1 bar.
Connect an auxillary air supply to the gauge and regulator assembly.
Apply 1 bar of air pressure to the brake housing. Close the regulator and watch the gauge for
approximately 3 - 5 minutes.
The pressure on the gauge must remain constant at 1 bar. If a pressure drop is evident, the
cause must be sourced and repaired.

B50D
SUSPENSION STRUTS
Issue: 1
(January 2004)

Richards Bay
Chapter 8 SUSPENSION B50D MK I
DESCRIPTION
The suspension struts that are used are similar to those that are used on the B40D articulated
dump trucks. One of the significant differences is that the suspension struts that are used on
the B50D are not charged with any nitrogen.
The suspension system consistes of two distinct, but equally important systems. These are the
hydraulic and electronic control systems. The heart of the hydraulic system is the proportional
valve bank, which is situated beneatht the cab of the machine. This valve bank receives
electrical signals from the SCU, or electronic contol system, and this allows it to either, allow
flow to, or from the (depending whether the strut needs to extend or retract) one or both of the
suspension struts.
TR001631
The ride height of the suspension system is constantly adjusted and controlled, by the
suspension control unit (SCU), as the machine is operated. This is done as the SCU receives
information from the articulation sensor, for intial ride height, as the machine turns, and then
by the sensors that are on the front axle, for any fine adjustment of the suspension system.
CAN signals are also sent to the SCU, to inform the SCU of vehicle speed and vehicle mass.
These signals that are sent from the SCU to the solenoids on the hydraulic control block to
adjust the sensors are PWM signals.

Below is a schematic of the SCU. It has two 12 pin deutch connectors, numbers X346 and
X347.
SC
U
X1
SC
U
X2
TR001628
On the SCU the two connectors are labelled as SCU X1 - connector X346, and
SCU X2 - connector X347. The connector SCU X1 has the main power supply input to the SCU
and is also the link between the hieght and articulation sensors and the SCU. The connector
SCU X2 has the CAN connection and is the link between the SCU and the solenoids on the
hydraulic control valve for the ride height adjustment, as well as the solenoids that are
responsible for the addition of the extra accumulator if you are travelling over 25 kph.

OPERATION
As the machine turns, a signal is sent from the articulation angle sensor, to the suspension
control unit (SCU). The SCU then interprets this signal and will adjust the ride height of the
struts accordingly. If for example the machine is turning left, the SCU will allow oil to be
removed form the left hand suspension strut, and allow oil to be added to the right hand
suspension strut, and vice versa. The SCU will continue to allow the ride height to be raised or
lowered until the error is zero.
The height sensors that are located on the front axle are used for “fine tuning” the ride height.
These signals are also sent to the SCU.
The SCU controls the outputs to the four solenoids on the L90S block, depending on whether
the suspension needs to be raised or lowered accordingly.
For vehicle speeds between 0-25 kph, only one accumulator on the suspension system, the
1.2 litre accumulator (AC2) (2), is the only one operating in the system. For any speed above
25 kph, both the accumulators (AC1(3) and AC2) will work together. This is made possible by
the SCU energizing the solenoid (1) between the two accumulators, on the connection block.
1 2 3
TR001629
FRONT SUSPENSION STRUT

ASSEMBLY PROCEDURE

When pressing the spherical bearings into the strut eyes, the correct angles must be used to
make sure that there holes line up when the the fitment of the strut takes place.
1 Deburr & clean all components

2 Install item 16/17/1118/19/20/21
onto item 14 (Neck Bush).
3 Install item 7 (Spherical BRG.)
into item 10 (rod) & item 11
(barrel).
4a Slide item 5 (bellow) & item 14
(neck bush) onto item 10 (rod).
b Install item 1 (ball 10) into item
10 (rod) & assemble item 13
(piston) onto item 10.
Note. Items 22 & 23
to have loctite - 227 & to be
torqued to 80 nm.
5a Install item 15 (w/bands x 2) &
item 4 into grooves around item
13 (piston).
b Install piston & rod assy into the
barrel by sliding the barrel over
secured piston & rod assy.
screw
the neckbush into the barrel
6 Install item 3 (charge
valve-nitrogen) into location on
barrel.
7 Flush the strut with castrol
transmax Z and close the
cylinder completely prior to
charging.
TR000343
8 Charge TR000344
the strut with nitrogen

to 3.45MPa (strut in fully open
condition)
9 Mask up cyl. rod & wiperseal lip
prior to painting.
10 Clamp item 5 (bellows) with items
6 & 8 (hose clamps).
STRUT COMPONENTS

Item Description
24 Screw
23 Capscrew
22 Washer
21 O-ring
20 O-ring
19 Ring Back
18 Seal Rod Compact
17 Seal Rod Compact
16 Seal wiper
15 Wiper Band
14 Neck bush suspention strut
13 Piston suspention strut
12 Gard suspention strut
11 Barrel suspention strut
10 Rod suspention strut
9 Plug
8 Clamp hose
7 Spherical
6 Clamp hose
5 Below rubber
4 Guide Tape piston
3 Valve cylinder suspention strut
2 Cap Valve cylinder suspention strut
1 Ball diameter

B50D
AIR CONDITIONER
Issue: 1
(January 2004)

Richards Bay
Chapter 9 AIR CONDITIONER B50D MK I
INTRODUCTION
The purpose of a heater/air conditioner is to provide comfort. Most peoplpe fell comfortable
between 21 - 26 degrees celcius (70 - 80 degrees farenheit). The air conditoner system is
designed to turn itself ON and OFF by the action of the thermostatic and or pressure sensitive
devices. This ON and OFF action is what maintains a comfortable temperature range for the
driver.
The air conditioning systems are easy to understand. That is because it is a closed (sealed)
system and has to function under pressure to work properly.
Safety
In servicing air conditioner and heater systems, you will be exposed to high pressures,
temperatures and several chemical hazards. Moving belts and pulleys are normal shop
hazards.
In addition to exercising caution in your work, you need to wear eye protection and gloves,
especially when handling or using the refrigirant, R-134a, using a leak detector or looking for
leaks, adjusting or servicing the valves or manifold gauge set connectors.
R-134a, inside a canister or in an air conditioner system, is a liquid under pressure. When it
escapes or releases into air, it’s temperature drops to -5,6 degrees celcius
(21,6 degrees farenheit), instantly. If it happens to come in contact with yourskin, or in your
eyes, you should wash thoroughly with cool water and seek medical attention.

Best practices for safe handling of refrigerant
R-134a, refrigerant is a safe product when used and handled correctly. Here are some safety
tips to follow:
• Store refrigerants in a clean, dry area out of direct sunlight. Never heat cylinders or small
cans of refrigerant above 52 degrees celcius (125 degrees farenheit). When exposed to
these high temperatures, the pressure can increase dramatically and cause the container
to explode.
• DO NOT store refrigerant containers in your vehicle. On hot sunny days the temperature in
a parked vehicle can reach approximately 65 degrees celcius (150 degrees farenheit).
• NEVER tamper with cylinder valves or pressure relief devices.
• NEVER refill disposable cylinders with anything else. Do not use disposable refrigerant
cylinders as compressed air tanks.
• Wear protective clothing such as gloves and eye protection when handling refrigerant.
• Avoid contact with liquid refrigerant because frostbite may occur.
• Avoid exposure to vapours through spills or leaks.
• Evacuate the are if a large spill occurs. Return only after the area has been properly
cleaned and ventilated.
• Verify the cylinder is hooked properly to the changing equipment before opening the
valves.
• Open cylinder valves slowly.
• Avoid rough handling of refrigerant cylinders.
• Always ventilate the work area before using open flames.

Principles of refrigeration
A brief overview of the principles of refrigeration is necessary to relate the funciton of the
components, the technique of troubleshooting, and the corrective action necessary to put the
air conditioner unit into top operating performance.
Too frequently the mahine owner or technician overlook the primary fact that no air
conditioning system will funciton properly unless it is operated within a completely controlled
cab environment. Running the machine with th edoors or wimdows open, will usually result in
a system that has performance problems.
The circulation of air must be directed flow. The cab interior must be maintained for
cleanliness. Dust, dirt, leaves and other debris can find its way into the system and clog the
inake side of the evaporator and destroy the performance of the system.
Refrigeration - the act of cooling

There is no process known for producing cold; there is only heat removal.
Heat is always attracted to cold objects. This principle is the basis for the operation of an air
conditioning unit. As long as the cold object has a temperature lower than the heat source, this
heat transfer will occur.
Heat is a form of energy whose effect is produced by the acceleration of molecules. When heat
is added to a substance or brought into an environment, the temperature increases. The heat
of a machines engine, the rays of the sun, the mahcine’s operator and a number of other
factors all quickly raise the temperature within the machine’s cab.
All objects have a point at which they will turn into a vapour. Water’s boiling point is the most
common example of heating until vapour is formed. Boiling is the rapid form of evaporation.
Steam is a geat deal hotter than boiling water. The water will not increase in temperature once
brought to the boil. Heat energy is used in the evaporation process.
Reversing the process (removin heat from the water vapour) will return it to the liquid state.
Heat from air is attracted to a cooler object. Usually the moisture from the air condenses on
the cooler object.
The boiling point of a liquid is directly directly affected by pressure. Water boiling at high
altitudes where the pressure is low has a hard time to be heated enough to cook food, because
it boils or vaporizes at a lower temperature. Utilizing this pressure relationship scientifically is
a means by which the boiling point and temperature at which a vapour will condense, can be
controlled. When a liquid is heated and vaporized, the gas will absorb heat without changing
pressure.
Refrigerants such as R134a lend themselves to air conditioning systems because of their low
boiling point (-26.8 degrees celcius), at normal atmospheric pressures. If released into a room
the refrigerantwould absorb heat from the air and immediately vaporize. This same basic
principal is at work in the air conditioning system. Liquid R134a is released into the evaporator
where warmer air is passed through. The refrigerant evaporates and absorbs heat from the air,
which in affect gives you the cold air.

The air conditioning system: refrigerant flow
In an air conditioning system the refrigerant is circulated under pressure through five major
components in a closed circuit. At these five points in the system the refrigerant goes through
pressure and temperature changes.
The compressor takes in low pressure refrigerant gas through the suction valve (low pressure
side) and as the name indicates, pressurizes the heat laden refrigerant and forces it through
the discharge valve (high pressure side) on to the condensor.
Ambient air passing through the condensor removes the heat from the refrigerant, resulting in
a physical state change in the refrigerant from a gas to a liquid.
The liquid refrigerant moves on to the receiver/drier, where impurities such as moisture and
dirt are filtered out. The receiver/drier also serves as the storage tank for the liquid refrigerant.
The liquid refrigerant (still under high pressure) then flows to the expansion valve.
The expansion valve meters the amount of refrigerant into the evaporator coil. As the
refrigerant passes through the expansion valve, it again changes its physical state. It becomes
a low pressure liquid immediately, starts to boil and vaporize, as it enters the evaporator. The
hot humid air form the machines cab is drawn or blown, into, through the evaporator by the
evaporator fan. Since the refrigerant is colder than the air, it absorbs the heat from the air and
produces cooled air, which is pushed into the cab by the fan.The moisture in the air condenses
on the evaporator coil and drips into the drain pan, which directs the water out of the cab.
The refrigerant cycle is completed when the heated low pressure gas is again drawn into the
compressor.

SYSTEM COMPONENTS
The evaporator/heater unit

This is a unit that delivers cold air for the air conditioning system and warm air for the heater
system into the cab.
This unit contains the blower, heat and air conditioning coils, thermostat, heater valve, air
damper doors and the expansion valve.
The evaporator/heater unit, is mounted inside the cab, blowing air directly into the cab ducting
system. The unit is accessed by opening the panel on the right side of the cab. The unit is
supplied with air damper controls to divert the air where it is needed throughout the cab.
Blower
The blower is used to pull air through the heater and evaporator coils and into the cab. The
operator controls the blower speeds with the fan switch on the control panel. The blower pulls
the air from the outside filter and through the recirculation filter.
Heater coil
This unit suppliess warm air into the cab by passing air through the coil.
The heater coil is pressure tested to 150 psi.
The heater coil works similar to the evaporator coil in the fact that they are both used to remove
heat. The heater system is also a sealed system that operates under pressure but the pressure
is much lower than the air conditioner.
The heater system uses engine coolant to carry excess heat energy to the cab air. The water
pump forces hot coolant through a hose from the engine block to the heater coil and through
the coil. Air blowing through the coil removes the heat from the coolant and blows it into the
cab.
The heater valve is used to control the amount of coolant that enters the coil and is adjusted
by the machine operator to the desired comfort level.
Evaporator coil
This removes the heat from the cab air and delivers cooled air to the cab.
The evaporator coil is tested to 150 psi.
The evaporator cools and dehumidifies the air before it enters the cab. As with the condenser
there is a change of physical state in the evaporator. The liquid refrigerant is dumped into the
evaporator through the expansion valve. The instant the low pressure liquid is released into
the evaporator it begins to boil or evaporate into a vapour. The latent heat of evaporation is the
heat absorbed by the expanding refrigerant in the evaporation process.
Some liquid refrigerant must be supplied throughout the entire evaporator capacity of the
evaporator. As the process of heat transfer from the air to evaporator takes place, any moisture
in the air, condenses on the surface of the evaporator coil and is drained off as drain water.

Expansion valve
The expansion valve controls the amount of refrigerant entering the evaporator coil.
When refrigerant coming form the evaporator warms up, gas in the diaphragm expands and
unseats the metering valve to allow more refrigerant to flow into the evaporator.
The expansion valve is located at the inlet of the evaporator and provides the funciton of
controlling the liquid refrigerant to the evaporator coil. The refrigerant flow is restricted creating
a pressure drop across the valve.
The expansion valve seperates the high pressure side of the system from the low pressure
side of the system. The state of the refrigerant entering the expansion valve is a high pressure
liquid. The refrigerant exits the expansion valve as a low pressure liquid. The valve controls
the amount of refrigerant into the coil by sensing the heat load on the coil. It senses the super
heat exiting the evaporator coil in the refrigerant gas and adjusts the refrigerant flow
accordingly.
Thermostat
The thermostat controls the temperature of the evaporator coil. It also acts to prevent icing in
the evaporator coil.
The thermostat is used to control the operation of the electromagnetic clutch on the
compressor. The thermostat serves as a temperatue control and prevents the evaporator from
freezing. The thermostat has a sensing device that is inserted into the fins of the evaporator
coil. When the coil is warm the switch is on, and there is power to the clutch. When the coil is
cold and senses temperatures that could cause the drain water to freeze, the switch is off and
the clutch is disengaged.
The thermostat is designed to cut out at -3.3 degrees celcius plus/minus 0.8 degrees celcius
(26 degrees farenheit plus minus 1.5 degrees farenheit), and cut in at 1.1 degrees celcius
plus/minus 0.8 degrees celcius (34 degres farenheit plus/minus 1.5 degrees farenheit).
Heater valve
The heater valve is used to control the amount of engine coolant that flows to the heater coil.
The machine operator controls the valve with a potentiometer on the control panel. The
potentiometer and heat valve act as temperature control. If the air conditioner switch is on, the
potentiometer can be adjusted the temperature to the desired setting.
The valve can be opened while the air conditioner is running to achieve defrosting of the cab.
Ensure that the controls are turned all the way to the left, or the blue side of the decal, to get
the optimum performance from the air conditioner. As it is turned more towards the red, more
hot engine coolant will be directed to the heater coil.
Service panel
The service panel is removable to allow access to the circuit board.
The service panel contains:

• the relay board with low current relays and indiactor lights
• DC to DC converter for 12 volt supply to the actuators
• high current relay for controlling high speed on the blower motor

Actuator
The actuators are used to control the damper doors within the unit.
The actuators control the doors that allow air flow to the different areas of the cab and also
control the amount of fresh air allowed into the cab.
Condenser
The condenser removes the heat picked up at the evaporator.
The condenser receives the high pressure, high temperature refrigerant vapour from the
compressore and condenses it into a high temperature liquid. Condensing of the refrigerant is
the change of state of the refrigerant from a vapour to a liquid. The action is affected by the
pressure of the refrigerant in the condenser coil, and the air flow through the condenser.
Condensing pressure in the system is the controlled pressure of the refrigerant, which affects
the temperature at which it condenses to a liquid, giving off a large amount of heat in the
process. The condensing point is high to create a wide temperature differential between the
hot refrigerant vapor and the air passing over the condenser’s fins and tubes. This temperature
difference allows rapid heat transfer from the refrigerant to the air.
A radiator mounted condenser can be mounted in front of the radiator and utilizes the radiator
fan to move the air through the coil. The radiator mounted condenser can be used when the
machine has a suction fan, pulling air from the outside into the machine. It is important to note
that when installing the condenser onto the radiator, that the condenser is mounted in front of
the radiator, as the condenser face must have the ambient outside air temperature pass
though it first, before going through the radiator or oil coolers.
Compressor
The compressor is a pump that circulates refrigerant throughout the system.
It raises the pressure of the refrigerant for heat transfer through the condenser and evaporator.
To create high pressure, the compressor’s pistons draw in refrigerant through the suction
valve, and force it out through the discharge valve. With the piston on the down side, the
suciton valve is opened to allow low pressure gas to enter. With the piston in the upstroke, the
refrigerant is forced through the discharge valve, which divides the high pressure side of the
system from the low pressure side of the system.
The control panel

The control panel has five seperate components.
The fan switch - this is a four position rotary switch whcih are, off, 1, 2 and 3. When the fan
switch is in the off position, the air conditioner will not engage, but hte heater valve will operate.
It is controlled by ignition power.
The heater control - this controls the heat valve. It is a potentiometer that allows 270 degrees
of opertion from off to fully on. This can be used in conjunction with the air conditioner for
defrosting of the windows and temperature control.
The air conditioner switch - this is a lighted rocker switch that illuminates when the air
conditioner is engaged. It sends a signal to the compressor clutch through the thermostat and
pressure switch.

Damper door control - controls the damper doors to direct air to different areas of the cab.
Fresh air control - opens and closes the damper door that allows fresh air into the cab versus
recirulation.
Receiver/drier
The receiver/drier serves a few functions in the air conditioning system.
• It receives the liquid refrigerant from the condenser and removes moisture and foreign
matter from the system.
• The receiver/drier also store extra refrigerant until needed by the evaporator.
The sight glass can be used to determine if the system is low on refrigerant. If bubbles are
present in the sight glass, it is likely that the system is low on refrigerant.
NOTE: It is recommended that the drier is replaced if the system is opened for service.
When replacing the drier, take note of the “flow” through the drier. It is very important that the
drier be installed correctly. Both fitting on the drier are the same size so the hoses can be
incorrectly installed. This could cause the oil in the system to accumulate in the drier and in
turn cause the compressor to fail, due to the bearings drying up.
Pressure switch
The pressure switch will disengage the compressor clutch at a high pressure reading of
384 psi. The pressure switch will also, not allow the compressor clutch to engage at a low
pressure reading of 28 psi on the high pressure side.
The pressure switch is generally located on the drier assembly. It is threaded onto a check
valve, so if it would need to be replaced, it is sealed with a valve to prevent th eloss of
refrigerant charge.
The pressure switch is a safety device used to protect the air conditioner compressor if the
system should run too high or loose refrigerant. It is connected in line to the power going to the
clutch and is designed to cut the power if the pressure runs over 384 psi on the high side or if
it senses very low pressure (28 psi) on the high side, which generally indicates loss of
refrigerant.
Hose assemblies
The hoses used are a nylon barrier hose. The hoses are rated for over 2000 psi burst and have
a bead lock style couplings crimped with tripple bubble dies. Steel fittings are used for better
durability. All hoses are supplied with o-rings and dust caps for protecting the system from
contaminants. When installing hoses, be sure to check for th eo-ring to ensure a proper seal.

SERVICE GUIDELINES
Routine maintenance such as cleaning filters and checking the compressor belt tension are
routine procedures that the machine operator should be able to handle. Correct tools and
equipment is an absolute necessity to ensure the servie is done correctly.
Compressore oil charge

Generally there is enough oil charge in the compressor to handle a system with a refrigerant
charge of around three pounds. For higher refrigerant charge, more oil needs to be added. The
compressore is filled with PAG oil (Poly Alkelene Glycol).
To retain a valid warranty on the compressor, only manufacturers recommended oil should be
used. The oil needs to be added at the suciton port on the compressor, prior to vacuuming the
system.
Component replacement and refrigeration leaks: The other instance when oil may need to be
added to the system is when there is a refrigerant leak or when the evaporator, condenser or
receiver/drier needs to be replaced.
If there is a refrigerant leak, the system should have the remaining refrigerant evacuated. The
best way to determine where the leak is located is to charge the system with dry nitrogen. Use
a spray bottle and soap water to find the leak. Most charging systems also have the ability to
inject leak detection fluid and then use a light or sniffer to determine where the leak is.
Once the leak is found, replace the bad connection. Also, whenever the system is opened to
the atmosphere or there has been a leak in the system, the receiver/drier must be changed.
Generally the air conditioning system is very sensitive to any contaminants or

non-compressibles such as dirt and moisture. Extra care is required when installing or
servicing the air conditioning system to eliminate the possibility of contaminants entering the
system.
Never leave hose fittings, compressor fittings or components uncapped. Dirt and moisture will
harm the system performance very quickly and this in the number one cause of compressor
failure, along with the blocked cab/recirculation filter. Most compressor failures never receive
warranty due to contamination in the system.
When installing or servicing air conditioning components, only new or properly cleaned
components should be used. Before charging the system with refrigerant, the system should
be vacuumed for a minimum of 45 minutes. This wil ensure that any moisture in the system
has been removed.

BASIC TROUBLESHOOTING
Regular maintenance by machine operator/technician

The air filter must be cleaned sometimes as often as twice a day, depending on the operating
environment. The filter can be clenaed by removing and shaking it. However the fresh air filter
should be changed at least 2-4 times per year in normal off road conditions. In extreme dusty
conditions, this filter may need to be changed on a more regular basis, eg. weekly.
It is recommended that the air conditioner system be turned on for at least five minutes weekly
throughout the year to lubricate the internal parts.
Inspect he sight glass on the receiver/drier when scheduled maintenace os carried out, or in
some case that the air conditioner system does not perform to its fullest capacity. Bubbles
indicate that the system is due for recharging. This occurs approximately every two years. If
the receiver/drier is equipped with a moisture indicator, make sure the color is blue (OK). If
beige, the system needs to be recharged and refrigeration oil replaced.
It is a good rule to regularly inspect (weekly) the compressor drive belt tension and wear. The
condensor should be kept clean and should be checked frequently.
Basic troubleshooting procedure by machine operator/technician

Is there any noise form the blower motor?
If the fan motor is noisy or does not opeate correctly, replace the motor or blower.
Has mud or dirt adhered to the condenser?

Remove any mud and dirt since this drastically reduces heat radiation. Check the airflow
direction through the condenser. Do not scratch or bend the condenser fins.
For heater check;

If heat valve does not open or close, check the potentiometer for resistance of 10 ohm.
Is there any noise from a loose compressor drive belt?

A loose or worn drive belt makes various squeking and slapping noises. If such noises are
heard, check and adjust the drive belt tension. Replace the drive belt if necessary.
Is there any noise from the compressor area?

Check the compressor and bracket for loose bolts and tighten them if necessary.
Is there any noise form the compressor?

Suction/discharge valve damage and internal wear and possible sources of noise from within
the compressor.
Is there any compressore oil contamination on hose fittings or around the compressor?
Oil contamination at such places indicates that refrigerant from the system is leaking together
with compressor oil. If oil contamination is discovered, check for leaks using a leak detector
and replace parts as necessary. Carefully check the compressor gaskets, o-rings and shaft
seals.
Is engine coolant bypassing the heater valve?

Check to see if the heater line into the heater coil is warm or hot. If it is, this suggests that the
heater valve could be leaking.

TROUBLESHOOTING CHART
Blower motor does not operate
Possible cause Inspection Solution
Blown fuse INspect the fuse/wiring Replace fuse/wiring

Broken wiring or bad con- Check the fan motor ground Repair the wiring or
nection and connectors connector
Fan motor malfunciton Check the lead wires from Replace the motor
the motor with a multimeter
Fan motor switch malfunci- Check the power into and Replace the fan switch
ton out of the switch
Blower motor operates normally, but air flow is insufficient
Evaporator inlet obstruction Check evaporator for Remove obstruction and

clogging clean evaporator fins with air
or water
Defective thermo switch Check thermostat using a Replace thermostat
(frozen evaporator) multimeter. If system is
frozen, it should be an open
circuit
Insufficient cooling although air flow and compressor operational are normal
System low on refrigerant The high side pressure will Repair any leaks and
be low and bubbles may be recharge the refrigerant to
present in the sight glass on the correct level
the receiver/drier
Excessive refrigerant The high pressure side Use refrigerant recovery
pressure, will be high equipment to capture
excess refrigerant. Charge
to the correct refrigerant
level.

The compressor does not operate at all or operates improperly
Loose drive belt The belt is vibrating or Adjust tension

oscillating
Internal compressor The compressor is locked up Replace compressor
malfunciton and the belt slips
The compressordoe snot operate at all or operates improperly magnetic clutch related
Low battery voltage Clutch slips Recharge the battery

Faulty coil Clutch slips Replace the magnetic clutch
Oil on the clutch surface Clutch slips Replace or clean the clutch
surface
Open coil Clutch does not engage and Replace clutch
there is no reading when a
multimeter is connected
between the coil and
terminals
Broken wiring or poor Clutch will not engage. Repair
ground Inspect the ground and
connections
Wiring harness components Test the conductance of the Check operation
pressrue switch, thermostat,
relay, etc

Gauge pressure related troubleshooting
Normal compressor suciton (low pressure) and discharge (high pressure) pressures at
ambient temperatures of 30 - 38 degrees celcius (86 - 96 degrees farenheit) and compressor
speed of approximately 3300 rpm are:
High side pressure - 210-300 psi
Low side pressure - 15 - 33 psi
As a rule of thumb, the high side pressure will be around eight times greater than the low side
pressure.
Low pressure side too The low pressure side

high pressure normally becomes
too high when the high
pressure side pressure is
too high. As this is explained
below, the following
inspection is only used when
the low pressure side is too
high
Expansion valve opens too Frost is present on the Replace expansion valve
far suction hose
Defective compressor The high and low pressure Replace compressor
side gauge pressures
equalize when the magnetic
clutch is disengaged
Low pressure side too low
Low refrigerant charge The high side pressure will Repair any leaks and
present in the sight glass on the correct level
the receiver/drier
Restriction between drier frost on the line between Flush system or replace
and expansion valve drier and expansion valve. A hose
negative low pressure read-
ing may be shown
Thermostat malfunciton The evaporator is frozen Adjust probe placement or
replace thermostat

High pressure side too

high
Poor condenser perform- Dirty or clogged condenser Clean fins
ance fins
Excessive refrigerant The pressure side pressure Use refrigerant recovery
will be high. Above 325 psi equipment to capture
excess refrigerant. Charge
to the correct refrigerant
level
Excessive oil charge The high pressure side will Vacuum system. Remove oil
be high from condenser and
compressor. Measure oil
from compressor and add
back correct oil charge back
into compressor. Flush
system with nitrogen.
Replace receiver/drier
Air in system Pressure is high on both Vacuum the system and
high and low sides recharge with refrigerant
Restriction in receiver/drier, High pressure side will be Vacuum and flush system
condenser or high pressure high, and low pressure side replacing defective parts
line will be low
High pressure side too low
Low refrigerant charge The high side pressure will Repair any leaks and
present in sight glass on the correct level
receiver/drier
System pressures equal
Clutch not operating See magnetic clutch related
topics
Compressor not pumping Equal high and low Replace compressor
pressures
Operation to return oil to compressor

• Open all doors and windows
• Turn the air conditioner on to full speed
• Run machine at idle for 20 minutes

The flapper doors or heat valve operate improperly
Loose connector or bad Connector is disconnected Connect the disconnected

connection or a terminal is not tightly connector. Insert the
locked in position terminal into the position
until a click is felt
Broken wiring Check the wires to the Replace/repair the
flapper door actuators damaged wires
Loose linkage between the The flapper door is loosely Tighten up the screw on the
actuator and the shaft of the attached to the actuator shaft adaptor
flapper door
12V DC/DC converter 12V not present between pin Replace 12V DC/DC
35-0383 is defective 7 and pin 10 on all converter after also
actuators, when there is checking possible causes
incoming power 1-2
Actuator is defective Actuator does not move with Replace the actuator after
the right power and signal rechecking possible causes
voltage 1-4
Relay board 35-0383 is Refreing to the table for the Replace the relay board,
defective relay board, measure the after also checking possible
voltage to the actuators. causes 1-4
When the LED’s are turned
on as specified in the table,
and the voltage to the
actuator is different than
specified
Potentiometer on the Adjust the potentiometer. If Replace the potentiometer,
control panel 26-0809 is the heat valve does not after also checking possible
defective move, and the voltage causes 1-4
remains unchanged
between pin 7 and pin 8 on
the heat valve actuator
Heat valve 26-0666 Adjust the potentiometer. If Replace the heat valve, after
the heat valve does not also checking possible
move, but the voltage causes 1-4
changes between pin 7 and
pin 8 on the heat valve actu-
ator

On the relay board 35-0380, there are 6 LED’s for troubleshooting, corresponding to the state
of each relay.
Actuator voltage (pin

Mode LED Flapper function
7&8)
Defrost ---- Defrost outlets are open Dash/defrost

Feet outlets are closed actuator - 0V
Feet atuator - 0V
Feet L1 on Feet outlets are open Feet actuator - 12V
Defrost outlets are Dash/defrost
closed actuator - 0V
Dash L2 on Dash outlets are open Dash/defrost
Feet outlets are closed actuator - 12V
Feet actuator - 0V
Dash and feet L1 on Dash outlets are open Dash/defrost
L2 on Feet outlets are open actuator - 12V
Feet actuator - 12V
Recirculate air switch is ---- Fresh air outlet is open Rec. air actuator - 12V
off
Rec. air switch on: L3 on Frech air outlet is open Rec. air actuator - 12V
low speed L5 on
L6 on
Rec. air switch on: L5 on Fresh air outlet is half Rec. air actuator - No
Medium speed open half closed voltage
Rec. air switch is on: L4 on Fresh air outler is closed Rec. air actuator - 0V
Hi speed L5 on

AIR CONDITIONER CHARGING PROCEDURE
• Check and ensure that the hand valves are closed on the manifold gauge set.
• Connect the gauge set to the charge ports on the system. The red hose on the HIGH side
and the blue hose on the LOW side.
• Connect the yellow hose to the vacuum pump.
• Start the vacuum pump and open both hand valves on the gauge set.
• Run the vacuum for 45 minutes to ensure that all the moisture has been removed from the
system.
• Close the hand valves and turn off the vacuum pump. Take note of the vacuum pressure
indicated on the low pressure gauge. Let the sytem stand for approximately 5 - 10 minutes
and recheck to see if the pressure has changed.
• If the pressure drops slightly and then stabalizes, there is some air in the system. Continue
to vacuum until this air is removed. If the pressure continues to fall, there is a definite leak.
Check all fittings and o-rings, and return to step 4.
• If the pressure stays the same, remove the vacuum pump and attach the refrigerant
container to the yellow hose.
• Place the refrigerant container on a charging scale for predetermined charge amount and
zero the scale.
• Open the valve on the refrigerant container and open the low pressure hand valve on the
manifold gauge set. Allow the vacuum to pull in the refrigerant until the pressure stabalizes.
• Start the engine and turn the air conditioner on with the fan on high. Watch the scale until
the predetermined amount is reached.
• Turn off the valve on the container and turn off the and valve on the gauge set.
• Turn off the engine and remove all charginr equipment.

Basic field diagnsotic kit
The air conditioner and heater service tools include some special tools and test equipment in
addition to your normal tools.
R134a dispensing valves

A dispenser valve is used to release R134a from its container. The large bulk refrigerant
containers have their own dispensing valve. Bulk containers should always be used with a
scale or charging station capable of measuring the amount of refrigerant you put into a system.
CAUTION: All containers are under pressure. Any heat will increase the pressure. The
containers are not designed to withstand excessive heat even when empty, and they should
never be exposed to high heat or open flames because they can explode.
A small can dispensing valve assembly, has the means to pierce a hole in the can and allow
the refrigerant to flow through the valve. It is very important to fasten the valve securely to the
container before piercing.
Manifold gauge set

The manifold gauge set is a tool used for internal system diagnosis and service. A typical
manifold has two screw type hand valves to control access to the system, two gauges and
three hoses. The gauges are used to read system pressure and vacuum. The manifold and
hoses are for access to the inside of the sytem, to remove air and moisture and to add or
remove refrigerant.
Two hoses connect to the low and high pressure sides of the system. The center hose is used
to remove air and moisture when connected to the vacuum pump, or add refrigerant when
connected to the dispensing valve. Gauges are callibrated for either low or high pressure and
vacuum. The term compund gauge set is often used because the low pressure gauge
responds to pressure and vacuum.
Most manifold gauge set are color coded. The red is for the high pressure side and the blue is
for the low pressure side. Yellow is used for the center hose and connects to the vacuum pump
or the refrigerant source.
The gauge set is a callibrated tool and should be handled with care to ensure proper readings.
CAUTION: Never attempt to connect a gauge set with the engine running. Never attempt to
connect the gauge set until you have checked that the hand valves are in th eclosed position.
Vacuum pumps
Air and moisture inside an air conditioner, contaminatethe system.They combine with the
R134a and refrigerant oil to form acid and sludge. Moisture inside a system can freeze the
expansion valve orifice, blocking the flow of refrigerant temporarily. The result is erratic system
function. A vacuum pump is used to remove air and moisture from inside the hoses and
components of the air conditioner.
When the vacuum pump is connectedto the system, through the manifold gauge set, and the
service valves are open, the pump sucks the air out. The result is a negative pressure or
vacuum. The air is removed quickly, in just a few minutes. However, the humidity in the air may
condense inside the system and this moisutre must be removed.

Moisture will vaporize in a vauum when a sufficient vauum level has been reached (-30 inches
of mercury). Vacuum level is measures in inches of mercury. The vacuum pump must operate
long enough to cause any condensed moisture inside to vaporize so the pump can suck it out
of the system. It is recommended that a vacuum pump operate for a minimum of 45 minutes
to ensure that all moisture has been removed.
Leak detectors
Electronic leak detectors have a probe that is moved around the air conditioning system.
Where R134a is present, a change in current flow inside the probe is sensed by an electrical
circuit. This activates a buzzer to signal the user about the presence of an R134a leak. These
detectors will detect a leak as small as 1/2 ounce per year. Also a black light could be used to
find a leak. Dye is installed in the air conditioning system at the factory, which can be seen at
the leak point with a black light.
Charging scales
These are designed to provide an accurate measure of the R134a you use to charge the air
conditioner system. The more expensive charging stations can combine several tools into one
machine. When using a charging station be sure to read the manual, as there are several
different manufacturers and they all work differently from one another.

B50D
AUTOMATIC
GREASING
Issue: 1
(January 2004)

Richards Bay
Chapter 10 GREASING B50D MK I
AUTOMATIC TWIN GREASING SYSTEM
The machines are equipmed with a Groeneveld automatic twin greasing system, designed
specifically for the industrial market. The system will automatically lubricate all grease points
that are connected to the lubrication system on a timed cycle, with the correct quantity of
grease, provided the system is set correctly.
The system consists of the following:

1. Digital control unit integrated in the pump housing
2. Grease pump and reservoir
3. Electrically driven plunger pump
4. Secondary grease lines
5. Doser blocks with metering units (dosers)
6. Failure indicator lamp with optional mode switch with an integrated lamp
7. Grease pressure switch
8. Primary grease lines “A” and “B”
Operating Principle
Control unit
The control unit checks and controls the execution of the greasing cycles. All operating
parameters are stored in the control unit. The control unit processes fault signals and stores
those in its memory. All relevant events concerning the systems operation are also stored. The
operating parameters can be viewed and altered, with a programming unit called the GINA,
Groeneveld tester for INstallation and Analysis.
The pump
The electrically driven pump comprises three radially placed fixed pistons. The electric motor
drives, through a mechanical transmission, the shaft of the eccentric. This eccentric moves the
pistons, that pump the grease to the 5/2 valve. The drive shaft of the eccentric also drives the
“stirring” gear positioned at the bottom of the grease reservoir, which also pushes the grease
downward. Between the pump and the outlet ports, a releif valve and the 5/2 solenoid valve
are fitted.
Relief valve
The relief valve serves as a safety feature in the system. The valve ensures that the pressure
in the system never exceeds 250bar. When 250bar is exceeded, the relief valve re-directs the
grease back to the reservoir.
Minimum level switch

The minimum level switch monitors the level of the grease in the reservoir. If the level reaches
the minimum level, marked on the reservoir, this switch will inform the control unit of the
problem. The system will also be turned “OFF”, by the control unit.. The control unit generates
an alarm which is displayed on the signal light. The greasing system needs to be refilled as
soon as possible.

De-aerating and reservoir-overflow
In the pump housing an opening is provided which serves as a de-aerating and grease
overflow purpose. This opening is connected with the space above the follower piston, via a
channel in the follower piston guide. This opening allows air to flow freely to the space above
the piston, while the pump is running, and de-aerates when the reservoir is being filled. The
opening also allows excess grease to leave the reservoir if it over filled. The maximum level
mark is marked on the reservoir.
The 5/2 solenoid valve

When the solenoid valve is “NOT” actuated, by the control unit, the greasing system will use
port “A” of the pump unit to grease through primary grease line “A”. At the same time, this will
allow the pressure in the primary greaseline “B”, to return to zero, by allowing the grease in the
system to return to the reservoir. When the valve is actuated, the system will use port “B” and
primary grease line “B”, and the pressure in line “A” will now be allowed to return to zero.
A B
Ra P Rb TR001166
A Primary grease line A (port A)

B Primary grease line B (port B)
P Outlet port of pump
Ra Return line A to reservoir
Rb Return line B to reservoir

The mode-selection pushbutton
This pushbutton offers an optional facility and therefore may not be present.
This pushbutton is installed in the cab of vehicles that have to operate under varying
conditions, eg. earthmoving machines. The pushbutton allows the operator to influence the
greaseing intensity of the vehicle. This can be set to heavy-duty, normal-duty or light-duty. This
button effectively influences the length of the greasing cycle of the system. If fitted, this button
is usually combined with the signal light.
To select one of the operating modes, the following needs to be done:

1. Turn the ignition to the “ON” position. The signal light will start to blink as normal.
2. Press the pushbutton once, twice or three times within thirty seconds after having turning
the ignition to the “ON” position, (during or after the blink code).
Press once to engage the heavy-duty cycle High greasing frequency, short greasing
mode cycle
Press twice to engage the normal-duty cycle Normal greasing frequency, normal
mode greasing cycle
Press three times to engage the light-duty Low greasing frequency, long greasing
cycle mode cycle
3. Two seconds after setting the operating mode, the signal light will indicate which mode has
been selected, by producing the blink-code.
TR001244

The signal light
The signal light which is mounted on the dash in the cab, and may be combined with the
mode-selection pushbutton, indicated by either blinking or being continuously lit, whether the
system operates normally.
Signal Meaning or Cause

The light does not blink after the ignigtion The system is not powered. Check fuses
has been turned to the “ON” position and connections to earth.
Lamp or wiring to lamp is defective. Check
lamp, and wiring and repair or replace is
necessary
The light blinks after the ignition has been
turned to the “ON” position (blinking
frequency one second):
blinking once Heavy-duty operating mode selected
blinking twice Normal-duty operating mode selected
blinking three times Light-duty operating mode selected
The blink code is repeated every four This signal also signifies that the light is OK
seconds
The light blinks during two minutes at the The minimum grease level is the reservoir
start of a greasing cycle (blinking frequency has been reached. Reset by filling the
one second) reservoir.
The light is continuously lit during two The grease pressure switch has not
minutes after conclusion of a pump phase switched. The maximum pump time has
elapsed, without the required pressure being
reached. Possible causes are:
Leakage or air-inclusions
Malfunctioning 5/2 valve, preventing the
pressure built up during the previous cycle
from having fallen back to zero
Blockage in or near the pressure switch
Defective wiring or bad contacts
Ambient temperature too low/grease too
viscous
The light is continuously lit after the ignition System out of order. Immediate action
has been turned to the “ON” position required! Possible causes:
Insufficient grease pressure during ten
consecutive times in the same main pipe
channel. Check for cause and reset by
depressing the test button at the pump for at
least one second while the ignition is
switched “ON”
Reservoir empty; reset by replenishing the
reservoir and after that by depressing the
test button for at least once second while the
ignition is in the “ON” position

Signal Meaning or Cause

The light blinks during a whole greasing A single cycle test is being carried out
cycle (blinking frequency four seconds)
The light blinks fast during the whole A multiple test is being carried out
greasing cycle (blinking frequency 0.2
seconds on, o.2 seconds off)
Dosers and doser blocks

A number of different dosers, either stainless steel or brass. Each one differs in the amount of
grease it delivers during each greasing cycle.
The dosers are grouped on, either a stainless steel or brass doser block. The primary grease
lines are connected to the doser blocks, and the individual grease points are then connected
to the individual dosers. The doser blocks can be supplied with 2, 3, 4, 6, 7, 8, 9, 12, 14, 18,
20 or 21 doser ports. The ports that are not used, can be sealed with a blind plug.
Primary grease lines can be connected to the doser ports of the block, by using an adaptor. To
these primary grease lines, additional doser blocks can be connected creating a “brach” of the
greasing system.
The grease pressure switch is also connected to a doser port. This port is usually the port
furtherest away from the pump, the last available port.
Because of their closed construction, the dosers are very suited for use in dirty or dusty
environments.
Note: We advise you NEVER to disassemble a doser. Contaminants may enter the device and render the
unit faulty.

Different types of dosers are available. This will determine the exact quantity of grease to
“metered” past the doser to the desired grease point. These are distinguished by a
punched-in number on the doser.
Doser number Grease delivered

(cc)
0 0.025
1 0.050
2 0.100
3 0.150
4 0.200
5 0.250
6 0.300
7 0.350
8 0.400
8.5 0.700
9 1.000
10 2.000
The grease-pressure switch

The grease-pressure switch is mounted onto one of the ports of teh doser ports of the doser
block at the end of the primary grease line. The grease-pressure switches can be supplied with
actuating pressures of 100, 125, 150 or 175 bar. If, for some practical reason, the pressure
switch is not installed at the end of the primary grease line, but somewhere halfway, a higher
actuating pressure should be chosen to ensure that a grease pressure of 100 bar is still
reached at the end of the line.
The test pushbutton

The test pushbutton serves to initiate one or more cycle-tests, to de-aerate the system or to
re-initialise the control unit.
To test the system, a cycle test can be invoked with the pushbutton on the pump unit. Two such
cycle-tests are available:
• the single cycle test (via one of the primary grease lines)
• the mulitple cycle test (a number of consecutive greasing cycles via both primary grease
lines)
A cycle test can only be started when the system is not in the pump phase of a greasing cycle.
If the system is busy with a pump cycle, it will NOT react to the test pushbutton. If any
malfunctions occur during a cycle test, the signal light on the dash will indicate the nature of
those malfunctions.

The single cycle test
To perform a single cycle test do the following:
1. Turn on the ignition
2. Hold the test pushbutton depressed for at least two, but no more than six seconds.
The system will then perform a single cycle test. During the whole test, the signal light on the
dash will flash. If a malfunction occurs during the test, the signal light will indicate the function.
The single cycle test will end when the first three phases of the greasing cycle have been
completed (the pause phase is omitted), or when the ignition is switched “OFF”. If the ignition
is switched “ON” again, the NORMAL greasing cycle will beginagain with the pause phase of
the cycle.
NOTE: Only one primary grease line is involved in a single cycle test. If you want to test the other
primary grease line, you need to perform a second single cycle test.
The multiple cycle test

The multiple cycle test can be performed to apply extra grease to the grease points or to de-
aerate the system.
NOTE: The multple cycle test will only use the “pump” phase of the greasing cycle
To perform a multiple cycle test do the following:

1. Turn on the ignition
2. Hold the test pushbutton for longer than six seconds
The system will start a pump phase. After finishing pump phase “A”, the system immediately
starts the pump phase “B”, and back to “A” and so-on. The other three phases of teh greasing
cycle are skipped. The pressure in one primary grease line is relieved while the pressure in teh
other is increased. The signal light on the dash will flash during the whole test. If a malfunction
occurs, the signal light will indicate the nature of the fault.
To finish the multiple cycle test, turn the ignition to the “OFF” position.
When the ignition is switched “ON” again, the normal greasing cycle that was interrupted for
the test will continue.
De-aerating the system

If the greasing system needs de-aerating, like after maintenance or installation, do the
following:
1. Make sure there is sufficient grease available in the reservoir
2. Remove the end plugs from the doser blocks at the end of each brach of the gresing system
3. Switch the ignition “ON”
4. Hold the test button on the pump unit depressed for longer than six seconds, to activate a
multiple cycle test
Because the end plugs have been removed from the doser blocks, no pressure will be built up.
After the maximum pump time (laid down in the control unit) has elapsed, the system
automatically switches to the other primary grease line. This will repeat until the ignition is
turned to the “OFF” position.
5. If only grease exits from the doser block, all air is expelled, that particular brach of the system
hs been properly de-aerated

6. Interrupt the cycle test, by switching the ignition “OFF”, and place the end plug back onto
the doser
7. Repeat steps 4, 5, and 6 until all branches of the system have been de-aerated
8. Perform a single cycle test to check whether the system operates properly
Filling the reservoir

The grease reservoiron the pump unit must be refilled if the grease level has reached its
minimum level. The pump unit is fitted with a greasing coupling for this purpose.
To fill the grease reservoir do the following:

1. Ensure that there is NO air in the filling hose or system
2. Remove the dust cap of the filler coupling
3. Clean the filler coupling and the coupling on the hose throughly
4. Lock the hose onto the filler coupling
5. Fill the reservoir up to its maximum level, as indicated on the reservoir
6. Place the dust cap back onto the filler coupling
7. Place the hose back in its proper place to ensure the coupling of the hose remains clean
NOTE: If too much grease is pumped into the reservoir, the surplus grease will exit via the vent hole at
the side of the pump unit. Any air you introduce into the system during the filling procedure, will also
escape via this route
Types of grease
It of utmost importance that the correct type of grease is used in the system. The system is
intended for use with greases up to and including NLGI-class 2. The specific NLGI-class must
be applied, depends primarily on the operating temperature of the system.
Lowest operating temp. Highest operating temp. Use NLGI-class

-25 deg. C (-13 deg.F) 80 deg.C (176 deg.F) 2
< -25 deg.C (-13 deg.F) 0 deg.C (32 deg.F) 0/1
< -25 deg.C (-13 deg.F) 80 deg.C (176 deg.F) Synthetic 2
< -25 deg.C (-13 deg.F) 0 deg.C (32 deg.F) Synthetic 0/1
ATTENTION:
Using grease of a lower NLGI-class than mentioned in the above table may lead to excessive
wear and reduced performance of teh greasing system.
Solid additives may cause blockages in the automatic greasing system. Therefore, the grease
may not contain teflon or graphite.
The use of molybdeendisulfide (MoS2) is permitted only if the following conditions are met:
1. The grease must be top quality and may not contain more than 5% MoS2
2. The greasing system must be regularly checked for proper operation
3. The primary grease lines must be flushed through at least once a year

The greasing cycle
Each greasing cycle consists of four phases. The greasing cycles are alternately carried out
through primary greas lines A and B. The 5/2 valve in the pump unit determines which of these
two circuits will be receiving grease. The duration of the greasing cycle is laid down in the
control unit. The duration of the individual phases, will depend on the conditions, eg. viscosity.
A detailed description of the greasing cycle is given below.

The 5/2 solenoid:
At the start of the greasing cycle, the control unit places the 5/2 solenoid valve in one of two
positions. In one position the grease will be pumped through primary grease line “A”. In the
other position, primary grease line “B” will be used. The control unit alternates the valve
positionin consecutive cycles.
The grease pressure switch:

The grease pressure switch will signal the control unit whether the required grease pressure
has been reached during the pump phase. If the required pressure is not reached, the control
unit generates an alarm.
Greasing cycle A:
The pump phase
The greasing cycle starts with a pump phase, during which grease is pumped from the
reservoir to primary grease lines and the doser blocks. The duration of the pump phase
depends on variables such as the temperature, the viscosity of the grease and the size of the
system. During this phase the dosers press their respective dosage of grease through the
secondary lines to the grease points.
When the grease pressure switch is activated, when the required grease pressure has been
reached, the control unit stops the pump. This signals the end of the pump cycle.
The pressure retaining phase:

The pressure retaining phase immediately follows the pump phase. During this phase, the
pressure in the primary grease line is maintained. This phase allows grease points that were
initially blocked to receive their required dose of grease. The duration of the pressure retaining
phase is equal to the duration of the pump phase.
The pressure relief phase:

During the pressure relief phase the pressure in the primary grease line is allowed to drop to
zero. The grease pressure is relieved by allowing grease to flow back to the reservoir, via the
5/2 valve. The duration of the pressure relief phase is proportional to the duration of the pump
phase: if the system required a certain length of time to buid up the pressure, it requires a
comparable period to relieve the pressure.
The pause phase:

The pause phase is the period that elapsed between the end of the pressure relief phase and
the programmed, start of the next pump cycle. The pump phase is as long as is required to
bridge the gap. The pause phase completes the programmed duration of the whole greasing
cycle.
NOTE: The pump, retaining and relieving phases will always be completed. In exceptional
circumstances, low temperature, it may happen that the sum of the durations of these phases exceeds
the total length of the greasing cycle. In that case, the pause phase will be skipped, and the system will
begin immediately with the pump phase of the next greasing cycle, through th eother primary grease
line.

Greasing cycle B:
Greasing cycle B starts when the control unit starts the pump again. During pump phase B and
retaining phase B, the 5/2 valve is actuated, and primary grease line A is connected with the
return line to the reservoir. During the pressure relieving phase teh 5/2 valve switches again,
and connects primary grease line B to the return line, thus allowing the pressure in grease line
B to drop to zero.

MAINTENANCE
The periodic checks whoch take a little time and effort, can be performed during normal
maintenance of the vehicle, eg. servicing.
NOTE: The automatic greasing system reduces the time and effort spent on manual greasing
significantly. Hoever, do not forget that there may be grease points that are not served by the greasing
system and must still be greased by hand, eg. universal joints.
PERIODIC CHECKS
1. Check the grease level in the reservoir and refill it before it gets to the low level mark.
2. Check whether the signal light on the dash board functions properly, and if a mode-selection
pushbutton is installed, check whether the correct operating mode is still selected.
3. Check the pump for damage and leakage.

4. Check the grease lines for damage and leakage.
5. Check, if possible, the condition of the grease points the system serves. Sufficient “fresh”
grease should be present.
6. Check the operation of the system. Perform a cycle test. Note that every time you perform
a cycle test, grease is supplied to the grease points.
7. Clean the pump unit and its surroundings.
NOTE: If you are using a high pressure air or water gun to clean the vehicle, please DO NOT spray
directly onto the pump unit. Water or dirt might enter the pump unit through the de-aerating openings.
FAULT FINDING
The greasing system is equipped, as standard, with an electronic control unit with a data bank.
During operation all relevant data concerning the functioning is tored in the data bank.
Procedure
1. Use the check lists as a guide while doing the checks on the greasing system.
2. Check whether the correct type of grease is used, before you begin looking for any other
cause of the systems malfunction.
3. Connect the GINA and write down all diagnostic information provided.
4. Always perform at least two single-cycle tests after you think you have corrected the problem
and note the results.
5. Always use pressure gauges that are suitable for pressures of at least 250 bar.

Locating doser blocks that leak internally
1. If you have ascertained that at least one doser block in the system leaks internally,
re-connect one of the primary grease lines to the unit pump.
2. Use the GINA to start a pump phase for that primary grease line, by placeing the 5/2 valve
in the required position and start the pumping phase.
3. If there is internal leakage the grease will, after a short while, exit the primary grease line
that is not connected. Stop the pump!
NOTE: Leakage may occur in one direction only. If there seems to be no leakage, exchange the primary
rease line on the pump and check again.
4. Repeat the procedure for the next doser block down the line. This might have one of two
results:
• The grease flows out of the doser block. Conclusion: this is the block that leaks.
• The grease flows out of the primary grease line that is not connected to the pump.
Conclusion: the block that leaks must be further down the line. Repeat the procedure for
the next block and if the system splits, deal with every “branch” seperately.
5. Once you have found a block that leaks internally, fix the problem and perform the test again
(there may be further doser blocks that leak).

System
Malfunctions
Chapter 10
Lamp continuously Lamp does not light System consumers All grease points All grease points One or more
lit up after ignition has no grease too dry over greased grease points are
been switched on too dry or over
greased while the
gets sufficient

grease
See next page Check power Lamp does not Lamp gives CMS Reduce pre-set Increase pre-set Install other size
supply light up after code after ignition cycle time(s) cycle time(s) of metering unit(s)
ignition has been has been switched
switched on on
Power supply Power supply Connect GINA

adequate in-adequate to system
Check and repair Check in diagnosis

fuse/wiring I/O the presence
GBSW
Failure diagnosis on the TWIN greasing system
GREASING
Revision 0.1
Control lamp, Control lamp, Switch ignition on GBSW not present
fitting, wiring in fitting, wiring, and check whether Check and repair
good condition defective lamp lights up wiring and /or fuse
Pump defect Repair/replace Run test cycle and Check with GINA
control lamp, fitting, check that fuse in Variables the
wiring does not burn out reduction of RCT
Switch ignition on Test cycle fails Test cycle RCT reduces RCT does not Electrical connection
and check whether (fuse blows) performed well reduce although J3, 1 printed
lamp lights up pin 3 is powered circuitry board of
ECU interrupted
Pump defect Pump defect
TR001168
537
B50D MK I
LAMP CONTINUOUSLY
LIT
CONNECT GINA
Chapter 10
GO TO DIAGNOSIS
PENDING ERRORS (PNDE)
NPCA NPCB PBCY ERES PSC POL VSC VOL

CHECK MAIN LINE CHECK CABLE REFILL CHECK INTERNAL
AND BLOCKS ON HARNESS OF RESERVOIR AND WIRING OF
LEAKAGES PRESSURE SWITCH RESET PUMP 5/2 VALVE
ON SHORT CIRCUITING
LEAKAGE(S) NO LEAKAGE
FOUND FOUND PUMP
SHORT CIRCUIT NO SHORT CIRCUIT DEFECT
REPAIR INSTALL AT THE

LEAKAGE(S) END OF BOTH
MAIN LINES A REPAIR/REPLACE INSTALL AT THE END
PRESSURE GAUGE CABLE HARNESS OF BOTH MAIN LINES
A PRESSURE GAUGE
VENT MAIN CHECK THE BUILDING

LINE(S) UP OF THE PRESSURE CHECK THE BUILDING
IN BOTH MAIN LINES UP AND THE DROP OF
THE PRESSURE IN
BOTH MAIN LINES
GREASING
Revision 0.1
PRESSURE IS NO PRESSURE
BUILT UP PRESSURE IN BOTH PRESSURE IN ONE
LINES DROPS OF THE LINES
ALTERNATING DOES NOT DROP
CHECK THE CABLE REMOVE THE MAIN
HARNESS TO THE LINES AT THE PUMP
PRESSURE SWITCH AND INSTALL PRESSURE
GAUGES ON BOTH REPLACE MAIN LINE MAIN LINE
OUTLETS PRESSURE BLOCKED OPEN
SWITCH
CABLE HARNESS CABLE HARNESS CHECK MAXIMUM
IN GOOD DEFECTIVE PRESSURE AT
CONDITION OUTLET A & B REMOVE BLOCKAGE PUMP DEFECT
AND TEST AGAIN 5/2 VALVE
REPLACE REPAIR/REPLACE
PRESSURE CABLE HARNESS INSUFFICIENT GREASE SUFFICIENT GREASE
SWITCH PRESSURE AT OUTLET PRESSURE AT OUTLET
A & OR B (<200 BAR) A & OR B (>200 BAR)
PUMP DEFECT CHECK MAIN LINE REPAIR

ON BLOCKAGES BLOCKAGES
LEAKAGE(S) IN
BLOCK(S) OR SEE NEXT
METERING UNITS PAGE
TR001169
538
B50D MK I
LEAKAGE(S) IN BLOCK(S) OR METERING UNITS
CHECK ALL THE GREASE POINTS FOR THE PRESENCE

OF AN EXCESSIVE QUANTITY OF GREASE
Chapter 10
ONE OR MORE GREASE POINTS FOUND NO GREASE POINTS FOUND WITH AND
WITH AN EXCESSIVE QUANTITY OF GREASE EXCESSIVE QUANTITY OF GREASE

REPLACE METERING UNIT(S) OF POINT(S) RE-INSTALL ONE MAIN LINE TO THE PUMP
WHERE EXCESSIVE QUANTITY OF GREASE (KEEP OTHER DISCONNECTED)
WAS FOUND
RE-INSTALL THE MAIN LINES TO THE PUMP LOCATE BY CONNECTING AND DISCONNECTING
OF BLOCKS, INSTALLING PLUGS AND BY
PRESSURISING THE LINE THAT IS CONNECTED TO
THE PUMP, THE BLOCK(S) WITH AN
INTERNAL LEAKAGE
REMOVE, FROM THIS BLOCK(S) THE METERING

UNITS ONE BY ONE AND CHECK THE METERING
UNITS FOR THE PRESENCE OF O-RINGS AND
THE CONDITION OF THE O-RINGS
GREASING
O-RINGS PRESENT AND IN GOOD CONDITION O-RING(S) MISSING OR DEFECTIVE
Revision 0.1
REPLACE THE METERING UNIT IN THE BLOCK INSTALL OR REPLACE THE O-RING(S)
BY A PLUG AND PRESSURIZE THE MAIN LINE
DURING PRESSURIZATION NO GREASE DURING PRESSURIZATION GREASE FLOWS

FLOWS OUT OF THE OTHER MAIN LINE OUT OF THE OTHER MAIN LINE
REPLACE OLD METERING UNIT REMOVE PLUG AND RE-INSTALL METERING

UNIT. CHECK WHICH METERING UNIT
WAS TESTED
METERING UNIT WAS NOT LAST ONE METERING UNIT WAS LAST ONE IN BLOCK
IN THE BLOCK. START PROCEDURE
AGAIN
REPLACE BLOCK
TR001170
539
B50D MK I
Chapter 1O GREASING B50D MK I
THE GINA
The GINA, Groeneveld INstallation and Analysis, is a programming and read-out device for the
digital control unit of the TWIN greasing system.
In the description that follows, all the screens and options available, are discussed, in the order
in which they have been placed in the menu system. You also have the option to go directly to
the screen that contains the information you want to view or the settings you wish to change.
The read-outs and the settings have been grouped in three menus:
• main menu
• parameters menu
• diagnosis menu
You can access each of these menu’s by pressing the appropriate button on the keypad of the
GINA. This can be done at any point in time, regardless of the screen curently shown on the
display. Some screens just show information, while other screens allow you to change the
parameters or the status of a particular input or output. These screens can be recognised by
the blinking cursor that appears.
The following is a list of abbreviations that are used in the GINA.
- minus (decrease display contrast)

+ plus (increase display contrast)
access authorisation level
bcdc blink code duty cycle
cms cycle mode select

contr contrast
d-ac time and date last access

d-ch time and date last change
day day of the week
eres empty reservoir

err errors
gbsw gear box switch
hdcy heavy duty cycle

hist historic data
hrs hours (time)
I/O inputs/outputs
info information
inp/outp inputs/outputs

lamp lamp (signal light)
ldcy low duty cycle
lol lamp open load
lowl low level switch
lpt last pumping time
lsc lamp short circuit
meis maximum number of errors in succession

min minutes (time setting)
mode mode (operating mode)
month month (date)
mpt maximum pump time
ndcy normal duty cycle

noa number of attempts
npca no pressure change line A
npcb no pressure change line B
p-s software version programmer unit

p-ui user id programmer unit
pbcy pressure before cycle
pintv program interval
pnde pending errors
pol pump open load
press pressure switch
prno part number
psc pump short circuit
pump pump
rct remaining cycle time
spr spare
srno serial number
tcy total cycles

teewr total EEPROM writes
test test switch
text version text version software GINA
time time
tinfo timer information
tive timer version
tote total errors
tot total operating time
tpt total pump time
u-ac user id, last access

u-ch user id, last change

var variables
vlve valve
vmf venting multiply factor
vol valve open load
vsc valve short circuit
year year
PREPARATIONS
Control pad
Besides a 4 line display, the GINA features the following keys:
KEY FUNCTION
Power ON/OFF To turn the GINA on or off
F1 - F4 Soft keys To make a particular choice in a menu
0-9 To enter numerical data
Main To call the main menu (to view miscellaneous information)
Parameters To call the parameter timer menu (to view and enter paramter
data)
Diagnosis To call the diagnosis menu (to view various system data)
Next To go to the next screen in the menu system
Enter To confirm a setting you have changed or entered

The following is a break down of the menus that are available in the GINA.
The Main menu
MAIN
INFO TIME CONTR
U-AC HRS -
D-AC MIN +
U-CH
D-CH
P-S DAY
P-UI MNTH
ACCES YEAR
TR001171
The Parameters menu
PARAMETERS
HDCY
NDCY
LDCY
CMS
MPT
VMF
NOA
BCDC
TR001172

The Diagnosis menu
DIAGNOSIS
VAR I/O ERR TINFO
RCT MODE PDIFF HIST

PINTV
LPT
PUMP PRNO TCY
VLVE SRNO TOL
LAMP TIVE TPT
PRESS TEEWR
POL
VOL
LOL
GBSW
LOWL
TEST
SPR
SPR
PSC
VSC
LSC
SPR
TOTE PNDE MEIS
NPCA PENDING ERROR

NPCB ERRORS COUNTERS
PBCY
PSC
POL
LSC
LOL
VSC
VOL
LOWL
ERES
TR001173

Connecting the GINA
The supply voltage of 24volts to the GINA and the control unit is needed for the GINA to work.
Connect the GINA to the control unit, via the interconnection cable.
NOTE: While the GINA is connected to the control unit, the mode-selection switch, if fitted, on the dash
of the vehicle cannot be used to change the greasing system’s operating mode.
Switching on
The GINA can be switched ON after:
• The GINA has been connected with the control unit
• The power supply has been available to the control unit and GINA for at least 8 seconds
Press the POWER ON/OFF key, and wait for about 5 seconds for the GINA to initialise.
INITIALISE.....
Please wait
TR001174
You can access the main, parameters or diagnosis menus by pressing either the main,
parameters or diagnosis key on the GINA.
GINA
Press a soft key (F)

TR001175
The message COMMUNICATION ERROR! appears if the GINA is unable to communicate

with the control unit. This can be caused by:
• bad connection, either a wire in the cable is broken or there is a bad connector or
connection
• GINA was switched ON too quickly
• Supply voltage to the GINA is too low
COMMUNICATION ERROR
TR001176

Always try to aleviate the problem by turning the GINA off and then on again, or by pressing
one of the softkeys, F1 - F4.
The message, DEVICE NOT SUPPORTED, appears if the control unit is not supported by the
GINA. You will require another GINA to access the control unit.
DEVICE NOT SUPPORTED
TR001177
THE MENU SYSTEM
Main menu
The main menu contains various data and information about the GINA and the control unit that
is connected. You can only change some of the data that you are accessing.
Press MAIN
MAIN MENU
info time contr

TR001178
Press F1 (info)
INFO
User ID
last access: XXXXXX
u-ac d-ac u-ch d-ch
TR001179
The screen now shows the identification number of the person who most recently connected
a GINA to the control unit.
NOTE: This number is overwritten when the GINA is switched off and disconnected.

Press F2 (d-ac: time and date last access)
INFO
Time & date, last access
XX-XX-XX XX:XX
u-ac d-ac u-ch d-ch
TR001180
The screen shows the data and time at which the GINA has most resently, been connected
with the control unit.
NOTE: This date and time are overwritten when the GINA is switched off and disconnected.
Press F3 (u-ch: user ID last change)
INFO
User ID
last change: XXXXXX
u-ac d-ac u-ch d-ch
TR001181
The screen shows the identification number of the person who, most recently, changed any
settings of the control unit.
NOTE: This number will be overwritten when the GINA is switched off and disconnected, provided you
have changed at least one setting.
Press F4 (d-ch: time and date last change)
INFO
time & date, last change
XX-XX-XX XX:XX
u-ac d-ac u-ch d-ch
TR001182
The screen shows the date and time at which the settings of the conrol unit were most recently
changed.
NOTE: This time and date will be overwritten when the GINA is switched off and disconnected, provided
you have changed at least one setting.

Press NEXT
INFO
software version
prog unit: XXXX
p-s p-ui acces
TR001183
The display now shows the version number of the software in the GINA.
Press F2 (p-ui: user ID programmer unit)
INFO
user ID
prog unit: XXXX
p-s p-ui acces
TR001184
The display shows the identification number of the registered user of the GINA.
Press F3 (acces: authorisation level)
INFO
Authorisation level
XXX [DEVICE X]
ald5 ald6 .... ....
TR001185
The display shows the access level for all control units that are supported by the GINA.
NOTE: You cannot change the access levels.
Press NEXT
INFO
software version
prog unit: XXXX
p-s p-ui acces
TR001183
The screen shows the version number of the software in the GINA.

Press NEXT
INFO
text vers: XXXXXXXXX
TR001186
The screen shows the version number of the display texts in the software of the GINA.
Press MAIN to return to the main menu.
MAIN MENU
info time contr

TR001178
Press F2 (time)
TIME
enter hours
XX
hrs min
TR001187
The screen shows the hours of the current day and time. You can change the setting with the
numeric keys. Confirm the new setting with the ENTER button.
Press F2 (min)
TIME
enter minutes
XX
hrs min
TR001188
The screen shows the minutes of the current day and time. You can change this setting with
the numeric keys. Confirm the new setting with the ENTER button. As soon as the ENTER
button is pressed, the seconds will start running at zero.

Press NEXT
DATE
enter day
XX
day mnth year
TR001189
The screen shows the day of the month and the current day and time.
NOTE: You cannot change this.
Press F2 (mnth)
DATE
enter month
XX
day mnth year
TR001190
The screen shows the month of the current day and time.
Press F3 (year)
DATE
enter year
XX
day mnth year
TR001191
The screen shows the year of the current date and time.

Press MAIN to return to the main menu
MAIN MENU
info time contr

TR001178
Press F3 (contr: contrast)
MAIN MENU
adjust contrast
- +
TR001192
In this screen, you will be able to increase or decrease the contrast of the display. Press
F1 (-) to lower the contrast or F4 (+) to raise it. Press the keys until you are satisfied with the
contrast setting.
Parameters timer
The parameters timer menu contains the parameter settings for the greasing cycle. You can
view and/or change these parameters (provided you have the correct access level).
Press PARAMETERS
PARAMETERS TIMER
heavy-duty cycle
XXXX [minutes]
hdcy ndcy ldcy cms
TR001193
The screen shows the duration (in minutes) of the greasing cycle, as set for heavy-duty mode.
You can change the value with the numeric keys. The cursor indicates the digit about to be
changed, and automatically moves along one digit when a digit is entered.
If the value shown is OK, press ENTER to confirm it. The cursor then disappears from the
display.

Press F2 (ndcy: normal duty cycle)
PARAMETERS TIMER
normal-duty cycle
XXXX [minutes]
hdcy ndcy ldcy cms
TR001194
The display shows the duration (in minutes) of the greasing cycle, as set for normal-duty mode.
If necessay, change this value and confirm with ENTER.
Press F3 (ldcy: low duty cycle)
PARAMETERS TIMER
low-duty cycle
XXXX [minutes]
hdcy ndcy ldcy cms
TR001195
The display shows the duration (in minutes) of the gresing cycle, as set for the light-duty mode.
If necessary change this value and confirm with ENTER.
Press F4 (cms: cycle mode select)
PARAMETERS TIMER
cycle mode select
X: 0=dis 1=hd 2=nd 3=ld
hdcy ndcy ldcy cms
TR001196
The screen shows which operating mode is currently active:

0.....(disabled) The operating mode cannot be set by the driver or operator. The normal-duty
mode is used by default.
1.....Heavy-duty mode (short greasing cycle)
2.....Normal-duty mode (normal greasing cycle)
3.....Light-duty mode (long greasing cycle)

Press NEXT
PARAMETERS TIMER
maximum pump time
XXX [minutes]
mpt vmf noa bcdc
TR001197
The display shows the maximum duration of the pump phase of a gresing cycle (in minutes).
If necessary change and confirm with ENTER.
Press F2 (vmf: venting multiply factor)
PARAMETERS TIMER
vent multiply factor
XXX [/10]
mpt vmf noa bcdc
TR001198
The screen shows the factor with which the actual duration of a pump phase is to be multiplied
to calculate the required duration of the pressure relief phase. The value shown on the display
must be divided by 10 to obtain the actual time. If necessay, change this value and confirm with
ENTER.
Press F3 (noa: number of attempts)
PARAMETERS TIMER
number of attempts
XXX
mpt vmf noa bcdc
TR001199
The screen shows the maximum number of consecutive greasing cycles, in which the required
greasing pressure was not attained, that can be allowed (after which the pump and 5/2 valve
must be disabled to prevent damage, and the signal light continuously lit).
The incorrectly executed greasing cycles that are counted are:

cycle A and B (ABABA or BABAB), or
cycle A and B (AAAAA or BBBBB).

Press F4 (bcdc: blink code duty cycle)
PARAMETERS TIMER
blink code duty cycle
X
mpt vmf noa bcdc
TR001200
The screen shows the number of times the blinking-code for the operating mode will be
repeated by the signal light when the ignition is switched ON.
Diagnosis menu
The diagnosis menu contains various bits of information about the greasing system’s status,
like error messages and the status of the inputs and outputs of the control unit.
Press Diagnosis
DIAGNOSIS MENU
err I/O var tinfo

TR001201
Press F1 (err: errors)
DIAGNOSIS
TIMER ERRORS MENU
tote pnde meis

TR001202
In the displays that follow, various counters are shown. These counters register the number of
times a particular fault has occured in the system siince it was installed.

Press F1 (tote: total errors)
TOTAL ERRORS
no press chng line A
XXXXX
npca npcb pbcy
TR001203
The screen shows the number of greasing cycles in primary grease line A, during which the
grease pressure switch was not activated (low or high).
Press F2 (npcb: no pressure change line B)
TOTAL ERRORS
no press chng line B
XXXXX
npca npcb pbcy
TR001204
The screen shows the number of greasing cycles in primary grease line B, during which the
grease pressure switch was not activated 9low or high).
Press F3 (pbcy: pressure before cycle)
TOTAL ERRORS
press before cycle
XXXXX
npca npcb pbcy
TR001205
The screen shows the number of times the contact of the grease pressure switch was still
closed at the start of a pump phase.
Press NEXT
TOTAL ERRORS
pump short circuit
XXXXX
psc pol lsc lol
TR001206
The screen shows the number of times a short circuit was detected in the pump motor circuit.

Press F2 (pol: pump open load)
TOTAL ERRORS
pump open load
XXXXX
psc pol lsc lol
TR001207
The screen shows the number of times an interruption was detected in the pump motor circuit.
Press F3 (lsc: lamp short circuit)
TOTAL ERRORS
lamp short circuit
XXXXX
psc pol lsc lol
TR001208
The screen shows the number of times a short circuit was detected in the signal light circuit.
Press F4 (lol: lamp open load)
TOTAL ERRORS
lamp open load
XXXXX
psc pol lsc lol
TR001209
The screen shows the number of times an interruption was detected in the signal light circuit.
Press NEXT
TOTAL ERRORS
valve short circuit
XXXXX
vsc vol lowl eres
TR001210
The screen shows the number of times a short circuit was detected in the circuit of the 5/2
solenoid valve.

Press F2 (vol: valve open load)
TOTAL ERRORS
valve open load
XXXXX
vsc vol lowl eres
TR001211
The screen shows the total number of greasing cycles in which an interruption was detected
in the 5/2 solenoid valve circuit.
Press F3 (lowl: low level switch)
TOTAL ERRORS
low level
XXXXX
vsc vol lowl eres
TR001212
The screen shows the total number of greasing cycles in which the minimum level switch has
reported a low grease level in the reservoir.
Press F4 (eres: empty reservoir)
TOTAL ERRORS
empty reservoir
XXXXX
vsc vol lowl eres
TR001213
The screen shows the total number or greasing cycles in which the minimum level switch has
reported that the reservoir needs to be refilled, and the maximum pump time was reached
(because the required grease pressure was not reached, as signalled by the grease pressure
switch).
Press NEXT.
DIAGNOSIS
TIMER ERRORS MENU
tote pnde meis

TR001202

Press F2 (pnde: pending errors)
In the screens that follow, the numbers of pending errors are shown. These are currently active
failures. The counters are incremented each time the failure occurs, but set to zero if the failure
did not occur during a subsequent geasing cycle.
After the last screen of the pending errors has been displayed, press NEXT.
Press F3 (meis: maximum number of errors in succession)
In the screens that follow, the maximum number of times particular failures have occured in
consecutive greasing cycles are shown. The values are overwritten only if a new sequence of
failures is larger than the preceding one (for that paricular fault).
After the last display with “maximum errors in succession” has been shown, press NEXT.
Press NEXT which takes you back to the diagnosis menu.
DIAGNOSIS MENU
err I/O var tinfo

TR001201
Press F2 (I/O: inputs/outputs)
INP/OUTP
timer mode: 0 auto
X: 1=man 2=sngl 3=mult
mode
TR001214
The screen shows the current status of the greasing system:

0.....auto: the system is in its normal operating condition
1.....man: the system is controlled by hand (with the GINA)
2.....sngl: the system is busy performing a single cycle test
3.....mult: the system is busy performing a multiple cycle test
You can change the current status of the system by pressing either 0, 1, 2 or 3 and confirming
the request with ENTER.
NOTE: You cannot initiate a test cycle if the system is busy with a pump phase. The status will
automatically return to 0 (auto), when the system is switched OFF. Use the I/O command to switch off
the pump after the test mode.

Press NEXT
INP/OUTP
I/O (1)
X X X X
pump vlve lamp press
TR001215
This is the first I/O screen. The status of the various inputs and outputs of the control unit are
shown. An input or output can be either low (0), or high (1), (false or true), if one of the following
buttons are pushed:
pump.....the electric motor of the pump runs
vlve........the 5/2 solenoid valve is actuated
lamp......the signal light is lit
press....the contact of the grease pressure switch is closed
The ststus of the outputs can be changed by pressing F1, F2 or F3. This either starts or stops
the pump, activates or deactivates the solenoid valve, or lights or extinguishes the signal light.
NOTE: You can only do this if you have the system’s status to “1” manual in the previous screen.
Press NEXT.
INP/OUTP
I/O (2)
X X X X
pol vol lol gbsw
TR001216
This is the second I/O display.
An input can be either low (0) or high (1), (false or true), if one of the following buttons are
pushed:
pol.........(pump open load) interruption in the pump circuit. This indicator is valid only when the
pump is not running.
vol..........(valve open load) interruption in the solenoid valve circuit. This indicator is valid only
when the valve is not actuated.
lol...........(lamp open load) interruption in the signal light circuit. This indicator is valid only if the
light is not lit
gbsw.....(gear box switch) the supply voltage to the greasing system has been enabled via an
extra switch (to start the greasing program).

Press NEXT
INP/OUTP
I/O (3)
X X X X
lowl test spr spr
TR001217
This is the third I/O screen.
An input or output can be either low (0) or high (1) (false or true).
lowl........(low level) the contact of the minimum level switch in the reservoir is closed.
test ........(the test pushbutton on the pump unit is being depressed
spr..........(spare)
Press NEXT
INP/OUTP
I/O (4)
X X X X
psc vsc lsc spr
TR001218
This is the fourth I/O screen:
An input or output can be either low (0) or high (1) (false or true).
psc........(pump short circuit) short circuit in the pump circuit

vsc........(valve short circuit) short circuit in the solenoid valve circuit
lsc.........(lamp shirt circuit) short circuit in the signal light circuit
spr........(spare)
Press DIAGNOSIS
DIAGNOSIS MENU
err I/O var tinfo

TR001201

Press F3 (var: variables)
VARIABLES hh:mm:ss
remaining cycle time
XXXXX [minutes]
rct pintv lpt
TR001219
The screen shows the remaing time (of the current greasing cycle) to the pump phase of the
next greasing cycle.
Press F2 (pintv: program interval)
VARIABLES hh:mm:ss
program interval
XX
rct pintv lpt
TR001220
The screen shows in which phase of the greasing cycle the greasing system currently is.
2...........pump phase cycle A
3...........pressure retaining phase cycle A
4...........pressure relieving phase cycle A
29.........pause phase cycle A
32.........pump phase cycle B
33.........pressure retaining phase cycle B
34.........pressure relieving phase cycle B
59.........pause phase cycle B
Press F3 (lpt: last pumping time)
VARIABLES hh:mm:ss
last pumping time
XXXXX [seconds]
rct pintv lpt
TR001221
The screen display shows the duration of the last pump phase (in seconds).

Press NEXT.
DIAGNOSIS MENU
err I/O var tinfo

TR001201
Press F4 (tinfo: timer info)
DIAGNOSIS
pdif hist
TR001222
Press F1 (pdif: production info)
PRODUCTION INFO
part number
XXXXX
prno srno tive
TR001223
The screen shows the part number of the control unit
Press F2 (srno: serial number)
PRODUCTION INFO
serial number
XXXXXXXXXXX
prno srno tive
TR001224
The screen shows the serial number of the control unit

Press F3 (tive: timer version)
PRODUCTION INFO
timer version
XXX
prno srno tive
TR001225
The display shows the configuration (a number) of the control unit, concerning the software,
the hardware and the components used.
Press NEXT
DIAGNOSIS
pdif hist
TR001222
Press F2 (hist: historic data)
HISTORY
total pumping time
XXXXXX [hours]
tpt tot tcy teewr
TR001226
The screen shows the running hours of the pump.
Press F2 (tot: total operating time)
HISTORY
total operating time
XXXXXX [hours]
tpt tot tcy teewr
TR001227
The screen shows the number of hours the control unit has been operating (the time the supply
voltage was present on pin 3 of the connector of the control unit).

Press F3 (tcy: total cycles)
HISTORY
total cycles
XXXXXXXXXX
tpt tot tcy teewr
TR001228
The screen shows the number of greasing cycles the system has performed since it was
installed.
Press F4 (teewr: total EEPROM writes)
HISTORY
total EEPROM writes
XXXXXXXX
tpt tot tcy teewr
TR001229
The screen shows the number of times the EEPROM in the control unit was overwritten (data/
parameters changed and stored).
All the screens and menus available have been discussed. To switch the GINA off press the
POWER ON/OFF button.

B50D
SCHEDULED
MAINTENANCE
Issue: 1
(January 2004)

Richards Bay
Chapter 11 SCHEDULED MAINTENANCE B50D
To perform the scheduled maintenance at the recommended intervals is of utmost importance
to prevent failure of components and prevent damage to the components and/or the machine.
One of the most impotant service reminders is to use the correct grade of oil as per the
recommended lubricant and fluid chart.
Recommended lubricants and coolant additives
BELL EQUIPMENT RECOMMENDED LUBRICANT AND FLUIDS CHART

B50D ARTICULATED DUMP TRUCKS
Recommended Lubricant Viscosities and Fluids suitable for use at Ambient Temperatures from
O O O O
-10 C (14 F) to 50 C (122 F)
Ambient O
O
F -40 -22 -4 14 32 50 68 86 104 122
C -40 -30 -20 -10 0 10 20 30 40 50
Temperature
ENGINE - M-BENZ
OILS TO MEET M-BENZ 228.5 SAE 15W - 40
SPECIFICATIONS
PREFERRED: - CASTROL DYNAMAX 10W-40 SAE 10W - 40
- CALTEX XLD 10W-40
COOLANT - M-BENZ
EXTENDED LIFE COOLANT TO MEET M-BENZ 325.3 CALTEX EXTENDED LIFE COOLANT PRE-MIX 50/50
PREFERRED: - CALTEX EXTENDED LIFE COOLANT PRE-MIX 50/50
TRANSMISSION - ALLISON HD 4560

AND HD 4560R AND
TRANSFER CASE (DROP BOX) CASTROL TRANSMAX Z or S (SAE 70W-80W)
USE ONLY CASTROL
TRANSMAX Z or S/TRANSYND
DRIVE AXLES - BELL SAE 80W - 90

OILS TO MEET
API GL-5, MIL-L-2105 D SAE 85W - 90
SPECIFICATIONS
SAE 85W - 140
PREFERRED: - CALTEX OIL ZF 85W - 140
ATF
SAE 10W
SAE 30
PREFERRED: - CALTEX TEXAMATIC TYPE - G
WET DISC BRAKE COOLING B40D
OILS TO COMPLY WITH FORD M2C134 - D
AND JOHN DEERE JD20C SPECIFICATIONS
10W - 30
PREFERRED: - CALTEX TEXTRAN TDH PREMIUM
RECOMMENDED SERVICE FILLS
COMPONENT OIL DESCRIPTION BELL EQUIPMENT PART No.

CALTEX DELO XLD (SAE 10W - 40) 910276
ENGINE
EXTENDED LIFE PRE-MIX 50/50 910245
CASTROL TRANSMAX S/TRANSYND 915043
TRANSMISSION
TRANSFER CASE CASTROL TRANSMAX Z 910208
DRIVE AXLES CALTEX GEAR OIL ZF (85W-140) 910332

HYDRAULICS ATF : CALTEX TEXAMATIC TYPE-G 910083
WET DISC BRAKE COOLING CALTEX TEXTRAN TDH PREMIUM
B40D
GENERAL (PINS, BUSHES, ETC) : 910336
GREASE CALTEX ULTRA DUTY GREASE 2
DRIVE TRAIN (BEARINGS, ETC) 910026
CALTEX MULTIFAK EP NGLI number 2
CALTEX ULTRA DUTY GREASE
NGLI number 2
TR001241
NOTE: Failure to use any of the recommended oils may render warranty claims invalid.

Recommended service guide
It is of utmost importance that the Recommended service guide is used when doing the
service. This will ensure that all necessary steps to perform the service have been taken.
Y S S RS S ED
E R HR HR H HR IR
V
E 00 00 00 00 AS EQ
U
5 10 20 40 R
ENGINE
1.1 Adjust the valve clearance (every second oil change) X
1.2 Change the primary fuel filter/water separator. (Raycor) X
1.3 Change filter 2000 fuel filter (B50D only) X
1.4 Drain water from primary fuel filter. (Check cold, drain before start up) X
1.5 Change secondary fuel filter (filter situated on engine) X
1.6 Clean/replace fuel “pre-filter” screen (OM906LA) X
1.7 Clean/replace the primer pump fuel screen X
1.8 Clean/replace crankcase breather filter (only cyclonic breathers) X
1.9 Change the oil and filters X
1.10 Check the intake pre-cleaner assembly X
1.11 Check the air cleaner service indicator X
1.12 Change the air cleaner primary filter X©
1.13 Change the air cleaner secondary filter X (D)
1.14 Check the coolant level X
1.15 Check the coolant mixture X (A)
1.16 Change the coolant X (A)
1.17 Replace fuel tank breather filter (B50D) X
1.18 Check fan belt condition and replace if necessary X
1.19 Replace both fan belts on B50D (OM502LA) X
TRANSMISSION: ALLISON HD
2.1 Check for oil leaks X
2.2 Check oil level X
2.3 Change the oil and filters X (B)
TRANSMISSION: ZF EXOMAT 6HP592C
3.1 Check for oil leaks X
3.2 Check oil level X
3.3 Change the oil and filters X (B)
TRANSFER CASE
4.1 Change drop box filter (B50D) X
4.2 Check the oil level (sight glass) X
4.3 Change the oil X (B)
HYDRAULICS
5.1 Check the oil level X
5.2 Change the oil X (B)
5.3 Change the return filter X
5.4 Change the breather filter X
5.5 Change/clean suction screen X
5.6 Test brake accumulator function X
AXLES, CHASSIS & SUSPENSION
6.1 Check the oil level in the diffs and final drives X
6.2 Change oil in the diffs and final drives, clean all debris off magnets X (B)
6.3 Change oil in diff, final drives, WDB system, clean all debris off magnets (B50D) X (B)
6.4 Check service brake pad wear (if applicable) X
6.5 Check park brake pad wear X
6.6 Change WDB cooler oil and filter (if applicable) X (B)
6.7 Change suspension strut oil filter (B50D only) X
6.8 Check suspension strut height, oil leaks and general condition X
CAB, PNEUMATICS & ELECTRICAL
7.1 Change the air drier filter X
7.2 Check operator controls, buzzers and instruments X
7.3 Check working lights, reverse buzzer X
7.4 Check electrical connections and wire routing for chaffing X
7.5 Remove and clean pneumatic block breather filters X
7.6 Record and delete fault codes found on the MDU display X
7.7 Check function of fan speeds on MDU X
7.8 Check, clean or replace air conditioner filter X (F)
LUBRICATION LARGE ADT’S
8.1 Grease hinges X
8.2 Grease all remaining lube points (if applicable) X
8.3 Check the grease level in the auto greasing system (if applicable) X
8.4 Change the auto greasing filler filter (if applicable) X
8.5 Grease PTO propshaft universal at engine side X
LUBRICATION SMALL ADT’S
9.1 Grease hinges X
9.2 Grease all remaining lube points X
9.3 Grease propshaft slip joint (shaft between drop box and oscillation) X
GENERAL
10.1 Check and clean coolers X
10.2 Check and clean the breathers on the transmission, drop box and axles X
TYRES
11.1 Check the tyre pressures X
A Refer to SIB 2000/033 regarding additive specification

B Drain intervals can be extended by oil sampling
C Replace yearly or as per indicator
D Replace yearly or every third primary filter change, whichever occurs first
F Daily depending on site conditions
TR001247

Filter locations
The following photos depict the location of the fuel and engine oil filters that need to be
changed on the recommended service interval.
TR001246
1. Cartridge fuel filter (PRO 2000)

2. Raycor fuel filter (water trap)
3. Secondary fuel filter
4. Engine oil filter
Filters number 1 and 2 are located to the left of the engine, and filters number 3 and 4 are
located at the front left side of the engine.

The fuel tank breather filter, 1, is located above the fuel tank behind the air cleaner housing.
TR001248
The dropbox filter, 1, is located to the left rear end of the dropbox.
TR001249
The hydraulic breather filter, 1, is located on top of the hydraulic reservoir, which is under the
access lid on the left front side of the machine. The return and suciton filter are located in the
hydraulic reservoir. The hydraulic oil will need to be drained to access these filters.
TR001250

The transmission oil filters, both the main filter (1) and lube filter (2) are located in the
transmission.
2 1
TR001251
The filters are accessed by removing the bolts (3) holding the filters (4) and retaining housing
(5) in place.
5
3
TR001252

The axle cooling filter is located on the front of the intermediate axle, and this filter is used to
filter the cooling oil of the WDB units.
TR001630

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B50D

ARTICULATED DUMP TRUCK

THIS MANUAL IS APPLICABLE TO

Technical Training Documentation

BELL EQUIPMENT COMPANY

RICHARDS BAY (HEAD OFFICE)

RICHARDS BAY (Training Center)

DOCUMENT PART NUMBER AND ISSUE:

DID YOU FIND THE INFORMATION ACCURATE? YES NO

DID YOU FIND THE INFORMATION EASY TO RETRIEVE? YES NO

DID YOU FIND THE INFORMATION WELL ILLUSTRATED? YES NO

Thank you for your co-operation.

Material Safety Data Sheets (MSDS)

Unauthorised Modifications of the Roll Over Protective Structure (ROPS)

Noise Emission Levels

Mounting and Dismounting the Machine

Avoid Power Lines

Keep Riders Off the Machine

Prepare for Emergencies

Handle Flammable Fluids Safety

Avoid the hazard by:

Filling the batteries in a well ventilated area.

If you spill acid on yourself:

Wear Protective Clothing

Avoid High Pressure Fluids

Use a safety cage if available

TECHNICAL DOCUMENTATION BULLETIN RECORD

Transfer Case (Drop Box)

Pump Emergency Steering System

Power Ratings (bulbs)

Frame and Body

2nd Forward- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.9 km/h (6.8 m.p.h.)

3rd Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.8 km/h (9.8 m.p.h.)

4th Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2 km/h (15.0 m.p.h.)

5th Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 31.6 km/h (19.6 m.p.h.)

6th Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 36.0 km/h (22.4 m.p.h.)

1st Reverse - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.4 km/h (2.7 m.p.h.)

B50D - HIGH RANGE

2nd Forward- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.9 km/h (9.3 m.p.h.)

3rd Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.5 km/h (13.4 m.p.h.)

4th Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 32.9 km/h (20.4 m.p.h.)

5th Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 43.1 km/h (26.8 m.p.h.)

6th Forward - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 49.0 km/h (30.4 m.p.h.)

1st Reverse - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.9 km/h (3.7 m.p.h.)

1614mm 1950mm 4471mm 2768mm

3811 Bin Outside

3521 Bin Inside

3900 Wheel Width

BELL EQUIPMENT RECOMMENDED LUBRICANT AND FLUIDS CHART

TRANSMISSION - ALLISON HD 4560

DRIVE AXLES - BELL SAE 80W - 90

PREFERRED: - CALTEX TEXTRAN TDH PREMIUM

RECOMMENDED SERVICE FILLS

COMPONENT OIL DESCRIPTION BELL EQUIPMENT PART No.

DRIVE AXLES CALTEX GEAR OIL ZF (85W-140) 910332

The torques recommended below are for HAND TIGHTENING unplated

When using a bolt or screw in a tapped hole it is assumed that there is

Always adhere to engine / gearbox / BELL Equipment etc. manufacturer's

ISO Grade 4.6 Manufacturer's ISO Grade 10.9 Manufacturer's