Self-Powered Truck Maintenance Binder - TK41000-MM - EN Rev. 9 11-08

Maintenance Manual
Self-Powered Truck Units

CD-II MAX SD-II
SD-II MAX
KD-II
KD-II MAX SDZ
KD-II SR SDZ MAX
MD-100 STD-II
MD-200 STD-II SR
MD-300
SPECTRUM TS
MD-II
MD-II MAX TD-II
MD-II SR TD-II MAX
MD-II TCI TD-II SR
MD-II TCI-Z TS-200
MD-TLE TS-300
MD-MT TS-500
MD-200 MT TS-600
RD-II UTS
RD-II MAX UT1200X
RD-II SR
RD-II TCI WKD-II
RD-II TCI-Z XDS SR
RD-TLE
RD-MT
TK 41000-1 (Rev. 9, 10-2008)
Thermo King Europe • Monivea Road • Mervue, Galway • Ireland

Recover Refrigerant
At Thermo King we recognise the need to preserve the environment and limit the potential harm to the ozone layer that
can result from allowing refrigerant to escape into the atmosphere.
We strictly adhere to a policy that promotes the recovery and limits the loss of refrigerant into the atmosphere.
In addition, service personnel must be aware of Federal regulations concerning the use of refrigerants and the certification
of technicians. For additional information on regulations and technician certification programmes, contact your local
THERMO KING dealer.
©1995 to 1999 by Thermo King Europe, Galway, Ireland. All rights reserved.
Printed in Ireland.
The contents of this manual are the property of Thermo King Europe and are copyrighted. No part of this document
may be reproduced or transmitted in any form or by an means, electronic or mechanical, for any purpose, without the
express written permission of Thermo King Europe.
This maintenance manual is published for informational purposes only and the information should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King Europe should be
consulted. Information in this document is subject to change without notice.
Sale of product shown in this Maintenance Manual is subject to Thermo Kingís terms and conditions including, but
not limited to, the THERMO KING EXPRESS WARRANTY. Such terms and conditions are available on request.
The Thermo King warranty will not apply to any equipment which has been ìso repaired or altered outside the
manufacturerís plants as, in the manufacturerís judgment, to effect its stability.î
No warranties, express or implied, including warranties of fitness for a particular purpose or merchantability, or
warranties arising from course or dealing or usage of trade, are made regarding the information, recommendations
and descriptions contained herein. Manufacturer is not responsible and will not be held liable in contract or in tort
(including negligence) for any special, indirect or consequential damages, including injury or damage caused to
vehicles, contents or persons, by reason of the installation of any Thermo King product or its mechanical failure.
Thermoguard and TherMax are trademarks of Thermo King Corporation. All other trademarks are the property of
their respective owners.
-2
1 Introduction
KD-II SR 50 230V EEC (915175)

ABOUT THIS MANUAL KD-II SR 50 380V EEC (915177)
The information in this manual is provided to assist owners,
MD =MD-100, MD-200 and MD-300
operators and service people in the proper upkeep and
MD-100 50 230/3/60 EEC (900415)
maintenance of Thermo King units. Each unit family includes
MD-100 50 380/3/50 EEC (900416)
many specific models. When maintenance information differs
MD-200 30 (920120)
between models within a unit family, this manual uses specific
MD-200 50 230/1/60 (920121)
unit model nomenclature. When maintenance information for
MD-200 50 230/3/60 (920122)
specific models within a unit family is the same, this manual
MD-200 50 380/460 (920123)
uses unit family nomenclature.
MD-200 30 EEC (920124)
MD-200 50 220/3/50 EEC (920125)
MD-200 50 230/3/60 EEC (920126)
UNITS COVERED MD-200 50 380/3/50 EEC (920127)
The maintenance information in this manual covers models: MD-300 30 (920161)
MD-300 50 230/1/60 (920162)
Unit Family
Specific Unit Models MD-300 50 230/3/60 (920163)
CD = CD-II MAX MD-300 50 380/460 (920164)
KD-II = KD-II, WKD-II, KD-II MAX, KD-II SR MD-300 30 EEC (920165)
MD = MD-100, MD-200, MD-300 MD-300 50 220/3/50 EEC (920166)
MD-II = MD-II, MD-II MAX, MD-II SR MD-300 50 230/3/60 EEC (920167)
RD-II = RD-II, RD-II MAX, RD-II SR MD-300 50 380/3/50 EEC (920168)
SD-II = SD-II, SD-II MAX
SDZ = SDZ, SDZ MAX MD-II =MD-II, MD-II MAX and MD-II SR
SR = Units with a µP-T Controller MD-II 30 (054792)
= SPECTRUM TS, MD-MT, RD-MT, MD-II 30 (054687)
SPECTRUM MD-200 MT MD-II 25 230V (054688)
STD-II = STD-II, STD-II SR MD-II 50 230V (054796)
TCI = MD-II TCI, MD-II TCI-Z, RD-II TCI, MD-II 50 230V (054670)
RD-II TCI-Z MD-II 50 230V/1 PH (054797)
TD-II = TD-II, TD-II MAX, TD-II SR MD-II 50 230V/1 PH (054709)
TLE = MD-TLE, RD-TLE MD-II 30 EEC (912478)
TS = TS-200, TS-300, TS-500, TS-600 MD-II 30 EEC (054705)
=UTS, UTS S3+S3, UT1200X, MD-II 25 380V EEC (054704)
UTS UT1200X S3+S3 MD-II 50 EEC (912476)
XDS = XDS SR MD-II 50 380V EEC (054703)
MD-II 30 MAX EEC (097175)
CD= CD-II MAX MD-II 50 MAX 380V EEC (097176)
CD-II MAX 30 EEC (919064) MD-II SR 30 EEC (915535)
CD-II MAX 50 220/3/50 EEC (919065) MD-II SR 50 220/3/50 EEC (915536)
KD-II = KD-II, WKD-II, KD-II MAX and KD-II SR RD-II = RD-II, RD-II MAX and RD-II SR
KD-II 30 (913280) RD-II 30 (913151)
KD-II 30 (054656) RD-II 30 (088407)
KD-II 25 230V (054669) RD-II 50 230V (913150)
KD-II 50 230V (913281) RD-II 50 230V(088406)
KD-II 50 230V (054655) RD-II 50 230V(088408)
KD-II 30 EEC (912475) RD-II 30 EEC (912366)
KD-II 50 380V EEC (912473) RD-II 50 EEC (912367)
WKD-II (054972) RD-II 30 MAX EEC (088599)
KD-II 30 MAX EEC (097181) RD-II 50 MAX 380V EEC (088600)
KD-II 50 MAX 380V EEC (097182) RD-II SR 30 EEC (915524)
KD-II SR 30 EEC (915174) RD-II SR 50 220/3/50 EEC (915525)
KD-II SR 50 220V EEC (915176)
RD-II SR 50 230/3/60 EEC (915526) TD-II = TD-II, TD-II MAX and TD-II SR
RD-II SR 50 380/3/50 EEC (915527) TD-II 30 (913132)
TD-II 30 (088391)
SD-II = SD-II and SD-II MAX
TD-II 50 230V (913131)
SD-II EEC (097101)
TD-II 50 230V (088389)
SD-II MAX EEC (097100)
TD-II 50 230V (088392)
SDZ = SDZ and SDZ MAX TD-II 30 EEC (912455)
SDZ 30 (912487) TD-II 50 EEC 380V (912456)
SDZ 30 (054723) TD-II 30 MAX EEC (088588)
SDZ 25 (054716) TD-II 50 MAX 380V EEC (088589)
SDZ 50 380V (912486) TD-II SR 30 EEC (915184)
SDZ 50 380V (054722) TD-II SR 50 220V EEC (915185)
SDZ 30 (097243) TD-II SR 50 230V EEC (915186)
SDZ 50 380V (097237) TD-II SR 50 380V EEC (915187)
TLE = MD-TLE and RD-TLE

SPECTRUM = SPECTRUM TS, MD-MT and RD-MT
MD-TLE 50 380/3/50 EEC (915213)
SPECTRUM TS 30 SR EEC (919123)
RD-TLE 50 380/3/50 EEC (914889)
SPECTRUM TS 50 220/3/50 EEC (919124)
TLE-2 Evaporator EEC (918130)
SPECTRUM TS 50 230/3/60 EEC (919125)
TLE-3 Evaporator EEC (918131)
SPECTRUM TS 50 380/3/50 EEC (919126)
MD-MT 30 EEC (920005)
TS = TS-200, TS-300, TS-500 and TS-600
MD-MT 50 380/3/50 EEC (920006)
TS-200 30 EEC (919183)
MD-200 MT 30 EEC (915218)
TS-200 50 380/3/50 EEC (919186)
MD-200 MT 50 380V EEC (915219)
TS-300 30 EEC (919193)
RD-MT 50 380/3/50 EEC (920002)
TS-300 50 380/3/50 EEC (919196)
TS-500 30 EEC (919203)
STD-II = STD-II and STD-II SR
TS-500 50 380/3/50 EEC (919206)
STD-II 50 380V EEC (915490)
TS-600 30 EEC (918232)
STD-II SR 50 380V EEC (915491)
TS-600 50 380/3/50 EEC (919231)
TCI = MD-II TCI, MD-II TCI-Z, RD-II TCI and
RD-II TCI-Z UT = UTS, UT1200X
UTS EEC (918330)
MD-II TCI 30 (097079)
UTS S3 + S3 EEC (918332)
MD-II TCI 50 (097080)
UT1200X EEC (900313)
MD-II TCI 30 EEC (097095)
UT1200X S3 + S3 EEC (900314)
XDS = XDS SR
XDS SR 30 EEC (915801)
MD-II TCI-Z EEC (097107)
XDS SR 50 220/3/50 EEC (915803)
MD-II TCI-Z 50 EEC (097212)
XDS SR 50 230/3/60 EEC (915804)
RD-II TCI 30 (913950)
XDS SR 50 380/3/50 EEC (915361)
RD-II TCI 50 (913951)
RD-II TCI 30 EEC (088493)
RD-II TCI 50 EEC (088483)
RD-II TCI-Z (088535) OTHER REFERENCE MANUALS
RD-II TCI-Z 50 (088634)
ECT TCI Evaporator (913306) For detailed descriptions of Thermo King engines,
ECT TCI Evaporator EEC (913953) compressors or temperature control systems, refer to the
ECT TCI-Z Evaporator EEC (914460) appropriate Thermo King manual:
ELT Evaporator EEC (914461) Operating Manuals
EW-1 TCI Evaporator (913957)
ECT-1 TCI Evaporator EEC (913958) SD-II Operating Manual TK 40846
ECT-2 TCI Evaporator EEC (913956) Self-Powered Truck Units TK 41004
ECT-2 TCI Evaporator (913955) TS-200, TS-300, TS-600, TS-500,
SPECTRUM TS, RD-II, KD-II, MD-100,
MD-200, MD-300, MD-II, SDZ, CD-II MAX,
UT1200X, and MD-200 MT
Parts Manuals
CD-II MAX Parts Manual TK 51153
KD-II Parts Manual TK 8311
KD-II MAX Parts Manual TK 41011
KD-II SR Parts Manual TK 41109
Introduction 1-2
MD-100 Parts Manual TK 53501 Diagnosis, Installation, Overhaul and Refrigeration
MD-200 Parts Manual TK 51911 Maintenance Manuals
MD-300 Parts Manual TK 51908 CYCLE-SENTRY II Diagnosis TK 7897
MD-II Parts Manual TK 8358 CYCLE-SENTRY IV Operation and Diagnosis TK 40288
MD-II MAX Parts Manual TK 40135 Diagnosing TK Refrigeration Systems TK 5984
MD-II SR Parts Manual TK 41145 Microprocessor Controller TG-V Operating TK 40283
MD-II TCI Parts Manual TK 40689 Manual
MD-II TCI-Z Parts Manual TK 40837 Microprocessor Controller TG-V Operating and TK 40284
MD-II TLE Parts Manual TK 50578 Set-Up Manual
MD-MT Parts Manual TK 51699 SPECTRUM TS Microprocessor Controller TK 51652
MD-200 MT Parts Manual TK 52244 Diagnostic Manual
RD-II and RD-II MAX Parts Manual TK 40177 Multi-Temp In-Cab Controller Operating Manual TK 40941
RD-II SR Parts Manual TK 41126 Multi-Temp In-Cab Controller Operating and TK 40805
RD-II TCI Parts Manual TK 40418 Set-Up Manual
RD-II TCI-Z Parts Manual TK 40806 Principles of Evacuation for Field Application TK 40612
RD-II TCI-Z Parts Manual TK 41049 Thermoguard µP-T Microprocessor Controller TK41087
RD-TLE Parts Manual TK 50432 TK 2.44, TK 2.49, TK 3.66, TK 3.74, TK 3.88 and TK 8312
RD-MT Parts Manual TK 51731 TK 3.95, TK 376U Engine Overhaul Manual
SD-II Parts Manual TK 40827 Tool Catalog TK 5955
SDZ Parts Manual TK 40039 Truck Edition Multi-Compartment ECT and EW TK 40751
SPECTRUM TS Parts Manual TK 51447 Systems Installation Manual
TS-200 Parts Manual TK 50425 214, 422 and 426 Compressor Overhaul TK 4416
TS-300 Parts Manual TK 50821 X214, X418, X426 and X430 Compressor TK 6875
TS-500 Parts Manual TK 50771 Overhaul
TS-600 Parts Manual TK 50642
TD-II and TD-II MAX Parts Manual TK 40162
TD-II SR and STD-II SR Parts Manual TK 41121
UTS Parts Manual TK 51046
UT1200X Parts Manual TK 53568
XDS SR Parts Manual TK 50140
Introduction 1-3
Introduction 1-4
2 Safety Precautions
GENERAL PRACTICES REFRIGERANT

1. ALWAYS WEAR GOGGLES OR SAFETY GLASSES.
Refrigerant liquid and battery acid can permanently
damage the eyes (see First Aid). General Information
2. Never close the compressor discharge service valve with When removing refrigerant from a unit, a recovery process
the unit operating. Never operate the unit with the that prevents or minimises refrigerant loss to the atmosphere
compressor discharge valve closed. is required by law.
3. Keep your hands clear of the fans and belts when the unit When a refrigerant is exposed to the atmosphere in the
is operating. This should also be considered when opening liquid state, it evaporates rapidly, freezing anything it
and closing the compressor service valves. contacts. If refrigerant contacts the skin, severe frostbite can
4. Make sure the gauge manifold hoses are in good condition. result.
Never let them come in contact with a belt, fan motor
pulley, or any hot surface.
5. Never apply heat to a sealed refrigeration system or
First Aid
container. In the event of frost bite, the objectives of First Aid are to
6. Fluorocarbon refrigerants, in the presence of an open protect the frozen area from additional injury, to warm the
flame or electrical short, produce toxic gases that are affected area rapidly, and to maintain respiration.
severe respiratory irritants capable of causing death. • EYES: For contact with liquid, immediately flush eyes
with large amounts of water and get prompt medical
7. Make sure all mounting bolts are tight and are of the
attention.
correct length for their particular application.
• SKIN: Flush area with large amounts of lukewarm (not
8. Use extreme caution when drilling holes in the unit. The hot) water. Do not apply heat. Remove contaminated
holes may weaken structural components, and holes clothing and shoes. Wrap burns with dry, sterile, bulky
drilled into electrical wiring can cause fire or explosion. dressing to protect from infection/injury. Get medical
9. Use caution when working around exposed coil fins. The attention. Wash contaminated clothing before reuse.
fins can cause painful lacerations. • INHALATION: Move victim to fresh air and use
10. Use caution when working with a refrigerant or cardiopulmonary resuscitation or mouth-to-mouth
refrigeration system in any enclosed or confined area with ventilation if necessary. Stay with victim until arrival of
a limited air supply (for example, a truck body or garage). emergency medical personnel.
Refrigerant tends to displace air and can cause oxygen
depletion which may result in unconsciousness or death
from suffocation. REFRIGERANT OIL
11. Use caution and follow the manufacturer’s suggested
practices when using ladders or scaffolds.
General Information
Observe the following precautions when working with or
AUTO START/STOP CONTROLS around synthetic or polyol ester refrigerant oil:
Units equipped with a CYCLE-SENTRY Automatic • Do not allow refrigerant oil to contact your eyes.
Start-Stop system may start automatically at any time when • Do not allow prolonged or repeated contact with skin or
the unit is on and CYCLE-SENTRY is the selected mode. Be clothing.
sure to turn the On/Off switch “Off” before opening unit • To prevent irritation, you should wash thoroughly
service doors or inspecting or working on any part of the unit. immediately after handling refrigerant oil. Rubber gloves
are recommended when handling polyol ester oil.
Safety Precautions 2-1

These procedures must be rigidly adhered to when
First Aid servicing units to avoid damage or destruction of the
• EYES: Immediately flush eyes with large amounts of controller.
water for at least 15 minutes while holding the eyelids 1. Disconnect all power to the unit.
open. Get prompt medical attention. 2. Disconnect all wire harnesses from the controller.
• SKIN: Remove contaminated clothing. Wash thoroughly 3. Switch all of the electrical circuit breakers in the control
with soap and water. Get medical attention if irritation box to the OFF position.
persists.
4. Weld unit and/or container per normal welding
• INHALATION: Move victim to fresh air and restore
procedures. Keep ground return electrode as close to the
breathing necessary. Stay with victim until arrival of
area to be welded as practical. This will reduce the
emergency personnel.
likelihood of stray welding currents passing through any
• INGESTION: Do not induce vomiting. Contact a local
electrical or electronic circuits.
poison control center or physician immediately.
5. When the welding operation is completed, the unit power
cables, wiring and circuit breakers must be restored to their
normal condition.
ELECTRICAL
High Voltage
Microprocessor Service
When servicing or repairing a temperature control unit, the
Precautions must be taken to prevent electrostatic discharge possibility of serious or even fatal injury from electrical shock
when servicing the microprocessor controller and related exists. Extreme care must be used when working with a
components. Potential differences considerably lower than refrigeration unit that is connected to a source of operating
those which produce a small spark from a finger to a door power, even if the unit is not operating. Lethal voltage
knob can severely damage or destroy solid-state integrated potentials can exist at the unit power cord, inside the control
circuit components. box, at the motors and within the wiring harnesses.
The following procedures must be rigidly adhered to when
servicing units to avoid microprocessor damage or
destruction.
Low Voltage
1. Disconnect all power to the unit.
Control circuits used in the temperature control unit are low
2. Avoid wearing clothing that generates static electricity
voltage (24 volts ac and 12 volts dc). This voltage potential is
(wool, nylon, polyester, etc.).
not considered dangerous, but the large amount of current
3. Do wear a static discharge wrist strap (TK P/N 204-622) available (over 30 amperes) can cause severe burns if shorted
with the lead end connected to the microprocessor’s or grounded.
ground terminal. These straps are available at most Do not wear jewelry, watch or rings. These items can short
electronic equipment distributors. DO NOT wear these out electrical circuits and cause severe burns to the wearer.
straps with power applied to the unit.
4. Avoid contacting the electronic components on the circuit
boards of the unit being serviced. Precautions
5. Leave the circuit boards in their static proof packing 1. Be certain the unit On/Off switch is turned OFF before
materials until ready for installation. connecting or disconnecting the standby power plug.
6. If a defective controller is to be returned for repair, it Never attempt to stop the unit by disconnecting the power
should be returned in the same static protective packing plug.
materials from which the replacement component was 2. Be certain the unit power plug is clean and dry before
removed. connecting it to a power source.
7. After servicing the controller or any other circuits, the 3. When working on high voltage circuits on the temperature
wiring should be checked for possible errors before control unit, do not make any rapid moves. If a tool drops,
restoring power. do not grab for it. People do not contact high voltage wires
on purpose. It occurs from an unplanned movement.
4. Use tools with insulated handles that are in good condition.
Welding of Units or Truck Bodies Never hold metal tools in your hand if exposed, energised
When electric welding is to be performed on any portion of the conductors are within reach.
temperature control unit, truck or truck chassis when the 5. Treat all wires and connections as high voltage until a
temperature control unit is attached, it is necessary to ensure meter and wiring diagram show otherwise.
that welding currents are NOT allowed to flow through the 6. Never work alone on high voltage circuits on the
electronic circuits of the unit. temperature control unit. Another person should always be
present to shut off the temperature control unit and provide
aid in the event of an accident.
7. Have electrically insulated gloves, cable cutters and safety
glasses available in the immediate vicinity in the event of
an accident.

First Aid UNIT DECALS
IMMEDIATE action must be initiated after a person has Serial number decals, refrigerant type decals and warning
received an electrical shock. Obtain immediate medical decals appear on all Thermo King equipment. These decals
assistance if available. provide information that may be needed to service or repair
The source of shock must be immediately removed by the unit. Service technicians should especially read and follow
either shutting down the power or removing the victim from the instructions on all warning decals.
the source. If it is not possible to shut off the power, the wire
should be cut with either an insulated instrument (e.g., a
wooden handled axe or cable cutters with heavy insulated
handles) or by a rescuer wearing electrically insulated gloves
and safety glasses. Whichever method is used, do not look at
the wire while it is being cut. The ensuing flash can cause
burns and blindness.
If the victim has to be removed from a live circuit, pull the
victim off with a non-conductive material. Use the victim’s
coat, a rope, wood, or loop your belt around the victim’s leg or
arm and pull the victim off. DO NOT TOUCH the victim. You
can receive a shock from current flowing through the victim’s
body. After separating the victim from power source, check
immediately for the presence of a pulse and respiration. If a tkrsmd31
pulse is not present, start cardiopulmonary resuscitation and
Refrigerant Decal Locations
call for emergency medical assistance. If a pulse is present,
1. Below the fuel filters, inside the engine access
respiration may be restored by using mouth-to-mouth
door.
resuscitation, but call for emergency medical assistance.
2. On the evaporator beside the expansion valve.
3. Beside the serial number plate on top of the unit
frame above the switch panel.
4. On the top of the condenser coil.

refdec-r
Refrigerant Decals
safdecal
Warning Decals

3 Specifications
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
R-404A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
R-134a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
R-403b. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Heat/Defrost System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
TherMax System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Electrical Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Evaporator Fan Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Electric Standby (Models 25 and 50 Units Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Electric Drive Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Standby Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
ENGINE
Diesel Engine Model:
CD-II MAX TK 2.49
MD-100, MD-200 and MD-300 TK 3.74
KD-II, KD-II MAX, MD-II and MD-II MAX TK 3.66 or TK 3.74
KD-II SR and MD-II SR TK 3.74
MD-II TCI and MD-II TCI-Z TK 3.66 or TK 3.74
MD-TLE, MD-MT and MD-200 MT TK 3.74
RD-II, RD-II MAX, TD-II and TD-II MAX TK 3.88 or TK 3.95
RD-II SR, STD-II, STD-II SR and TD-II SR TK 3.95
RD-II TCI and RD-II TCI-Z TK 3.88 or TK 3.95
RD-TLE and RD-MT TK 3.95
SD-II and SD-II MAX Z400B
SDZ and SDZ MAX TK 2.44 or TK 2.49
SPECTRUM TS TK 3.95
TS-200 and TS-300 TK 3.74
TS-500 and TS-600 TK 3.95
UTS TK 3.95
UT1200X TK 376U
WKD-II TK 3.66 or TK 3.74
XDS SR TK 3.95
Fuel Type:
All Models No. 2 Diesel fuel under normal conditions
All Models No. 1 Diesel fuel under cold weather conditions
Oil Capacity:
Crankcase and Filter: Fill to full mark on dipstick
TK 2.44 and TK 2.49 2.8 litre
TK 3.88, TK 3.95 and TK 376U 11.2 litre
Z400B 3.5 litre
Crankcase, Standard and Bypass Filters: Fill to full mark on dipstick

TK 3.88, TK 3.95 and TK 376U 12.2 litre
Z400B 4.4 litre
Oil Type:
TK 2.44, TK 2.49, TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U Engines:
API Petroleum Type CI-4 or better, or ACEA Class E2-96 or better, Multi-grade Oil
API Synthetic Type CI-4 or better, or ACEA Class E2-96 or better (Optional)
Z400B Engine:
API Petroleum Type CG-4 or better, or ACEA Class E2-96 or better (Synthetic types NOT recommended)
Oil Viscosity:
TK 2.44, TK 2.49, TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U Engines:
-30 C to +30 C 5W-30
-25 C to +30 C 10W-30
-25 C to +40 C 10W-40
-15 C to +40 C 15W-40
Z400B Engine:
Above 25.0 C SAE 30W
0 to 25.0 C SAE 20W
Below 0 C continuously SAE 10W
ENGINE (CONTINUED)
Engine Oil Pressure:
2.44 and TK 2.49 241 to 414 kPa, 2.41 to 4.14 bar, 35 to 60 psi
TK 3.66, TK 3.74, TK 3.88 and TK 3.95 241 to 414 kPa, 2.41 to 4.14 bar, 35 to 60 psi
TK 376U 276 to 414 kPa, 2.60 to 4.14 bar, 40 to 60 psi
Z400B Engine 240 to 340 kPa, 2.40 to 3.40 bar, 35 to 50 psi
TK Engine RPM:
TK 2.44 and TK 2.49 2400 ± 50 RPM High Speed (2550 RPM on SDZ)
1600 ± 50 RPM Low Speed
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U 2425 ± 25 RPM High Speed (2400 RPM on UTS,
2450 RPM on RD-II TCI-Z and RD-TLE,
2450 ± 50 RPM on TS-200 and TS-300)
1625 ± 25 RPM Low Speed (1600 RPM on UTS)
(1800 ± 25 RPM on SPECTRUM TS)
Z400B; 380/415V Model 2800 RPM Full Speed; adjust RPM to provide 380V to 420V
output from induction alternator
1150 to 1250 RPM Idle Speed
Z400B; 220V Model 2800 RPM Full Speed; adjust RPM to provide 220V to 240V
output from induction alternator
1150 to 1250 RPM Idle Speed
Valve Clearance:
TK 2.44 and TK 2.49 0.20 mm on intake valve
0.20 mm on exhaust valve
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U 0.20 mm on intake valve
0.20 mm on exhaust valve
Z400B 0.15 to 0.18 mm on intake valve
0.15 to 0.18 mm on exhaust valve
Valve Setting Temperature 21 C (Room temperature)
Timing Injection Pump:

TK 2.44 and TK 2.49 14° BTDC
TK 3.88 14° BTDC
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U 14° BTDC
Z400B 22.5° BTDC
Injection Nozzle Pressure:

TK 2.44 and TK 2.49 11,720 kPa, 117.20 bar, 1706 psi
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U 11,720 kPa, 117.20 bar, 1706 psi
Low Oil Pressure Switch1 (Normally Closed):

TK 2.44 and TK 2.49 69 ± 14 kPa, 0.69 ± 0.14 bar, 10 ± 2 psi
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U 69 ± 14 kPa, 0.69 ± 0.14 bar, 10 ± 2 psi
Z400B 48 kPa, 0.48 bar, 7 psi
High Coolant Temperature Switch1:

TK 2.44 and TK 2.49 Closes: 104 ± 3 C
Opens: 88 C
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U Closes: 104 ± 3 C
Opens: 88 C
Z400B Closes: 110 C
Opens: 88 C
1
All models with a μP-T controller use sensors to provide engine low oil pressure and high coolant temperature protection.
Specifications 3-3
ENGINE (CONTINUED)
Engine Thermostat:
TK 2.44 and TK 2.49 82 C
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U 82 C
Z400B 82 C
Coolant System Capacity:

TK 2.44, TK 2.49, TK 3.66, TK 3.74 and TK 376U 3.8 litre with overflow tank (4.3 litre on SDZ; 5.2 litre on
TS-200 and TS-300)
TK 3.88 and TK 3.95 4.5 litre with overflow tank
Z400B 1.9 litre with overflow tank
Engine Coolant Type (All Models):

Conventional Conventional coolant (antifreeze) is green or blue-green.
GM6038M or equivalent, low silicone antifreeze mixture,
50/50 antifreeze and water mixture, not to exceed 60/40
(NOTE: Do NOT use high silicate automobile antifreeze).
CAUTION: Do not mix conventional coolant and ELC.
ELC (Extended Life Coolant) ELC is red. Units equipped with ELC have an ELC
nameplate on the expansion tank.
See “ELC (Extended Life Coolant)” in the “Engine
Maintenance” chapter.
Use a 50/50 concentration of any of the following
equivalents:
Texaco ELC (16445, 16447)
Havoline Dex-Cool® (7994, 7995, 7997, 7998)
Havoline XLC for Europe (30379, 33013)
Shell Dexcool® (94040)
Shell Rotella (94041)
Saturn/General Motors Dex-Cool®
Caterpillar ELC
Detroit Diesel POWERCOOL® Plus
Low Coolant Level Switch:

Z400B 13 mm or lower coolant level in expansion tank.
Radiator Cap Pressure:

TK 2.44 and TK 2.49 69 kPa, 0.69 bar, 10 psi
TK 3.66, TK 3.74, TK 3.88, TK 3.95 and TK 376U 69 kPa, 0.69 bar, 10 psi
Z400B 90 kPa, 0.90 bar, 13 psi
CYCLE-SENTRY Block Temperature Switch2

All models without Preheat Start: 18 ± 6 C
Off: 49 ± 6 C
All models with Preheat Start: -1 ± 4.5 C
Off: 32 ± 10 C (49 C on all models with μP-T controller)
2
All models with a μP-T controller use sensors to provide CYCLE-SENTRY operation.
Specifications 3-4
DRIVE SYSTEM
CD-II MAX: Belts
Engine/Alternator/Drive Motor (Jackshaft)
Drive Motor (Jackshaft)/Compressor
Water Pump
KD-II, MD-100, MD-200, MD-300, MD-II,

RD-II, STD-II, TD-II MD-II TCI and RD-II Belts
TCI:
Engine/Compressor
Compressor/Drive Motor (Jackshaft)
Compressor/Evaporator Fan/Alternator
Alternator/Evaporator Fan
MD-II TCI-Z, MD-TLE, MD-MT, MD-200 MD,

Belts
RD-II TCI-Z, RD-TLE and RD-MT:
Engine/Compressor
Compressor/Drive Motor (Jackshaft)
Compressor/Alternator
Water Pump
SD-II: Belts
Engine/Electric Motor (Induction Alternator)
Compressor/Electric Motor (Induction Alternator)
Water Pump/Alternator
SDZ: Belts
Fan Shaft/Engine
Fan Shaft/Drive Motor
Fan Shaft/Compressor/Alternator
Water Pump
SPECTRUM TS: Belts

Engine/Electric Motor Belt
Electric Motor/Compressor Belt
TS-200, TS-300, TS-500, TS-600 and XDS: Belts

Engine/Drive Motor (Jackshaft)
Drive Motor (Jackshaft)/Alternator/Compressor
Water Pump
UTS, UT1200X: Belts

Engine/Drive Motor
Drive Motor/Compressor
Drive Motor/Alternator
Water Pump
Specifications 3-5
BELT TENSION
NOTE: Use belt tension gauge TK P/N 204-427 whenever possible to check belt tension. However, on some unit models, and
on some belts, it is difficult to use the gauge. Adjust these belts to allow 12 mm of deflection at the centre of the longest span.
New belts should be tensioned cold and tensioned cold again after 10 hours of unit operation.
Tension No. on Gauge, TK P/N 204-427
Belt New Belt Field Reset
CD-II MAX:
Engine/Alternator/Drive Motor (Jackshaft) 53 53
Drive Motor (Jackshaft)/Compressor 50 50
Water Pump 40 40
KD-II, MD-100, MD-200, MD-300, MD-II, RD-II, RD-II TCI, STD-II and TD-II and TD-II TCI:
Engine/Compressor 75 ± 3 70 ± 3
Compressor/Drive Motor (Jackshaft) 72 ± 3 67 ± 3
Other belts 55 ± 5 50 ± 5
MD-II TCI-Z, MD-TLE, MD-MT, MD-200 MT, RD-II TCI-Z, RD-TLE and RD-MT:
Engine/Compressor 75 ± 3 70 ± 3
Compressor/Drive Motor (Jackshaft) 72 ± 3 67 ± 3
Other belts 55 ± 5 50 ± 5
SD-II:
Engine/Electric Motor (Induction Alternator) 68 68
Compressor/Electric Motor (Induction Alternator) 61 61
Water Pump/Alternator 40 40
SDZ:
All belts Allow 12 mm of deflection at the centre of the longest span.
SPECTRUM TS:
Engine/Electric Motor 55 to 65 55 to 60
Electric Motor/Compressor 55 to 60 55 to 60
Water Pump 50 ± 5 50 ± 5
TS-200, TS-300, TS-500, TS-600 and XDS:

Engine/Alternator/Drive Motor (Jackshaft) 55 to 65 55 to 60
Drive Motor/Compressor 55 to 60 55 to 60
Water Pump 50 ± 5 50 ± 5
UTS, UT1200X:
Engine/Drive Motor 70 to 80 70 to 80
Drive Motor/Compressor 70 to 80 70 to 80
Drive Motor/Alternator 50 to 60 50 to 60
Water Pump 40 40
Specifications 3-6
CLUTCH
CD-II MAX:
Model P/N 107-277
Engagement 900 ± 100 rpm
KD-II, MD-100, MD-200, MD-300, MD-II, MD-TLE, MD-MT, MD-200 MT, RD-II, RD-TLE,
RD-MT, STD-II, TD-II and TCI models:
Model P/N 107-272
SD-II:
Model P/N 107-244
Engagement 1800 rpm
SDZ:
Model P/N 107-231
SPECTRUM TS:
Model P/N 107-291
TS-200, TS-300, TS-500, TS-600 models:

Model P/N 107-272
UTS, UT1200X:
Model P/N 107-290
XDS:
Model P/N 107-273 Before 7/98; P/N 107-272 After 6/98
Specifications 3-7
REFRIGERATION SYSTEM
R-404A
Compressor Model:
CD-II MAX TK 208R (ICE)
KD-II, MD-II and SDZ X214 or D214
MD-100, MD-200, MD-300, MD-II TCI, MD-II X214
TCI-Z, MD-TLE, MD-MT and MD-200 MT
RD-II, RD-II TCI, RD-II TCI-Z, RD-TLE and RD-MT X426
STD-II and TD-II X430
TS-200 and TS-300 TKO Scroll, 4 hp/3 kW
TS-500, TS-600, SPECTRUM TS, UTS, UT1200X TKO Scroll, 6 hp/4.5 kW
and XDS
Refrigerant Charge:
CD-II MAX 2.60 kg
KD-II and MD-II 3.18 kg
MD-II TCI, MD-II TCI-Z, MD-TLE, MD-MT and 5.22 kg
MD-200 MT
MD-100, MD-200, MD-300 and RD-II 3.40 kg
RD-II TCI, RD-II TCI-Z, RD-TLE and RD-MT 5.90 kg
SDZ 2.40 kg
SPECTRUM TS 6.09 kg
STD-II and TD-II 3.63 kg
TS-200 and TS-300 3.18 kg
TS-500, TS-600 and XDS 4.10 kg
UTS 6.40 kg (approximately)
UT1200X 5.40 kg (approximately)
Compressor Oil Charge:
CD-II MAX 0.952 litre1
KD-II and MD-II 2.66 litre (shallow sump)1
MD-MT, MD-II TCI, MD-II TCI-Z and MD-TLE 3.02 litre (shallow sump)1
MD-MT, MD-100, MD-200, MD-300 and MD-200 3.02 litre (deep sump)1
MT
RD-II, RD-II TCI, RD-II TCI-Z, RD-TLE, RD-MT, 4.1 litre1
STD-II and TD-II
SDZ 2.1 litre1
SPECTRUM TS, TS-200, TS-300, TS-500, TS-600, 1.5 litre1
UTS, UT1200X and XDS
Compressor Oil Type:

All models except SPECTRUM TS, TS-200, TS-300, TK P/N 203-413
TS-500, TS-600, UTS and XDS
SPECTRUM TS, TS-200, TS-300, TS-500, TS-600, TK P/N 203-516 (Required for Scroll Compressors)
UTS, UT1200X and XDS models
Suction Pressure Regulator Setting:

CD-II MAX 145 to 159 kPa, 1.45 to 1.59 bar, 21 to 23 psi
KD-II, MD-100, MD-200, MD-300, MD-II, MD-II 124 to 138 kPa, 1.24 to 1.38 bar, 18 to 20 psi
TCI, MD-II TCI-Z, MD-TLE, MD-MT, MD-200
MTand SDZ
MD-II w/TG-IV 131 to 145 kPa, 1.31 to 1.45 bar, 19 to 21 psi
TS-200 and TS-300 248 kPa, 2.48 bar, 36 psi
1
When the compressor is removed from the unit, oil level should be noted or the oil removed from the compressor should be
measured so that the same amount of oil can be added before placing the replacement compressor in the unit.
Specifications 3-8
R-404A (Continued)
Throttling Valve Setting:
RD-II, RD-II TCI, RD-II TCI-Z, RD-TLE and RD-MT 124 to 138 kPa, 1.24 to 1.38 bar, 18 to 20 psi
Spectrum TS 186 ± 7 kPa, 1.86 ± 0.07 bar, 27 ± 1 psi
STD-II 228 to 234 kPa, 2.28 to 2.34 bar, 33 to 34 psi
TD-II (before 1/97) 117 kPa, 1.17 bar, 17 psi
TD-II (after 1/97) 124 to 138 kPa, 1.24 to 1.38 bar, 18 to 20 psi
TS-500 and XDS 193 to 207 kPa, 1.93 to 2.07 bar, 28 to 30 psi
TS-600 255 kPa, 2.55 bar, 37 psi
UTS, UT1200X 228 to 234 kPa, 2.28 to 2.34 bar, 33 to 34 psi
High Pressure Cutout:

All models1 Opens: 3103 ± 69 kPa, 31.03 ± 0.69 bar, 450 ±10 psi
Closes: Automatic reset @ 2586 ± 262 kPa, 25.86 ±
2.62 bar, 375 ± 38 psi
Low Pressure Cutout:

CD-II MAX Opens: -17 to -37 kPa, -0.17 to -0.37 bar,
5 to 11 in. Hg Vacuum
Closes: 28 to 48 kPa, 0.28 to 0.48 bar, 4 to 7 psi
Receiver Tank Pressure Cutout:

TCI and TLE models Opens: 1379 ± 48 kPa, 13.79 ± 0.48 bar, 200 ± 7 psi
Closes: 1103 ± 48 kPa, 11.03 ± 0.48 bar, 160 ± 7 psi
Compressor High Temperature Cutout (Internal):

TS-200, TS-300, TS-500, TS-600, UTS and XDS Opens: 145 ± 5 C
Closes: 61 ± 15 C
Liquid Injection Valve:

TS-200, TS-300, TS-500, TS-600, UTS, UT1200X and Closed: Below 121 C (127 Cfor UT1200X)
XDS Opens: 121 C (127 Cfor UT1200X)
Fully Open: 132 C
High Pressure Relief Valve:

All models Opens: 3448 ± 345 kPa, 34.48 ± 3.45 bar, 500 ± 50 psi
Reset: 2758 kPa, 27.58 bar, 400 psi
1
CD-II MAX models SPECTRUM TS models and all models with a μP-T controller use a high pressure cutout switch that has been
rated to open at 3240 ± 50 kPa, 32.4 ± 0.5 bar, 470 ±7 psi but actually performs at 3103 ± 69 kPa, 31.03 ± 0.69 bar, 450 ±10 psi.
Specifications 3-9
R-134a
Compressor Model:
MD-100, MD-200 and MD-300 X214
KD-II, MD-II MD-200 MT, and SDZ X214 or D214
RD-II X426
SD-II Seltec or Zexel DKS-15CH
Refrigerant Charge:
KD-II, MD-100, MD-200, MD-300, MD-II, 3.77 kg
MD-200 MT, RD-II, STD-II and TD-II
SD-II 3.63 kg
SDZ 2.95 kg

KD-II, MD-100, MD-200, MD-300, MD-II and 2.66 litre1 (shallow sump)
MD-200 MT
3.02 litre1 (deep sump)
RD-II, STD-II and TD-II 4.1 litre1
SD-II 426 ml1
SDZ 2.1 litre1

All models TK P/N 203-413 (Polyol Ester)

KD-II, MD-100, MD-200, MD-300, MD-II, 124 kPa, 1.24 bar, 18 psi
MD-200 MT and SDZ

RD-II 124 to 138 kPa, 1.24 to 1.38 bar, 18 to 20 psi
TD-II 117 kPa, 1.17 bar, 17 psi

All models except SD-II & MD-100 Opens: 2240 +172/-0 kPa, 22.40 +1.72/-0 bar,
325 +25/-0 psi
Closes: Automatic reset @ 1379 ± 138 kPa,
13.79 ± 1.38 bar, 200 ± 20 psi
SD-II, MD-100 Opens: 2068 +172/-0 kPa, 20.68 +1.72/-0 bar,
300 +25/-0 psi
13.79 ± 1.38 bar, 200 ±20 psi

SD-II Opens: -17 to -37 kPa, -0.17 to -0.37 bar,
UT1200X
1
When the compressor is removed from the unit, oil level should be noted or the oil removed from the compressor should be
measured so that the same amount of oil can be added before placing the replacement compressor in the unit.
Specifications 3-10
R-403b
Compressor Model:
KD-II, MD-II and SDZ X214 or D214
MD-II TCI and MD-II TCI-Z X214 or D214
RD-II, RD-II TCI and RD-II TCI-Z X426
SD-II Sanden 5 cylinder
Refrigerant Charge:
KD-II and MD-II 3.06 kg
MD-II TCI and MD-II TCI-Z 5.68 kg
RD-II, STD-II and TD-II 3.26 kg
RD-II TCI and RD-II TCI-Z 6.31 kg
SD-II 2.50 kg
SDZ 2.15 kg

KD-II and MD-II 1.95 litre1
MD-II TCI and MD-II TCI-Z 2.1 litre1
RD-II, STD-II and TD-II 4.1 litre1
RD-II TCI and RD-II TCI-Z 4.1 litre1
SD-II 355 ml1
SDZ 2.1 litre1

All models TK P/N 67-404 (Synthetic)

KD-II, MD-II and SDZ 124 kPa, 1.24 bar, 18 psi
MD-II TCI and MD-II TCI-Z 117 to 131 kPa, 1.17 to 1.31 bar, 17 to 19 psi

RD-II, RD-II TCI and RD-II TCI-Z 124 to 138 kPa, 1.24 to 1.38 bar, 18 to 20 psi
TD-II (before 1/97) 117 kPa, 1.17 bar, 17 psi
TD-II (after 1/97) 124 to 138 kPa, 1.24 to 1.38 bar, 18 to 20 psi

All models2 Opens: 3103 ± 69 kPa, 31.03 ± 0.69 bar, 450 ± 10 psi
25.86 ± 2.62 bar, 375 ± 38 psi

SD-II Opens: -17 to -37 kPa, -0.17 to -0.37 bar,
Receiver Tank Pressure Cutout:

TCI models Opens: 1379 ± 48 kPa, 13.79 ± 0.48 bar, 200 ± 7 psi
Closes: 1103 ± 48 kPa, 11.03 ± 0.48 bar, 160 ± 7 psi

1
When the compressor is removed from the unit, oil level should be noted or the oil removed from the compressor should
be measured so that the same amount of oil can be added before placing the replacement compressor in the unit.
2
All models with a μP-T controller use a high pressure cutout switch that has been rated to open at 3240 ± 50 kPa,
32.4 ± 0.5 bar, 470 ±7 psi but actually performs at 3103 ± 69 kPa, 31.03 ± 0.69 bar, 450 ±10 psi.
Specifications 3-11
HEAT/DEFROST SYSTEM
Heat/Defrost Method:
All models except SD-II:
Engine Operation Hot gas
Electric Operation Hot gas (Model 25)
Hot gas & optional electric heater strips (Model 50)
SD-II:
Engine or Electric Operation Electric heater strips
Electronic Defrost Termination Switch1:

All models w/μP-T controller: Initiates defrost below 7 C
Terminates defrost above 14 C
All models w/TG-IV except SD-II and SDZ: Opens: 9 C
Closes: 3 C
All models w/TG-V except SD-II and SDZ: Opens: 11 C
Closes: 6 C
ELT, ECT, EW or TLE Remote Evaporator: Opens: 11 C
Closes: 6 C
SD-II: Opens: 5.5 to 8.9 C
Closes: 0.0 to 5.0 C
SDZ (TG-IV or TG-V): Opens: 9 C
Closes: 2 C
Spectrum TS Initiates defrost below 7 C
Terminates defrost above 11 C
Defrost Timer:
All models w/TG-IV Selectable 4, 6, 8 or 12 hour time
All models w/TG-V 4 hours (Adjustable from 2 to 16 hours in 2 hour
intervals through TG-V controller)
All models w/μP-T 2, 4 or 6 hours (Adjustable through controller)
All models w/Spectrum TS 2, 4, 6, 8 or 12 hours (Adjustable through controller)
Defrost Air Switch Setting:

CD-II MAX 12.7 ± 1.3 mm H2O
KD-II, MD-100, MD-200, MD-300, MD-II and 17.8 ± 1.3 mm H2O
SDZ
MD-II TCI Front (Host) Evaporator 30.5 ± 1.3 mm H2O
RD-II 22.9 ± 1.3 mm H2O
RD-II TCI Front (Host) Evaporator 17.8 ± 1.3 mm H2O
SD-II 16.4 ± 1.3 mm H2O
STD-II and TD-II 30.5 ± 1.3 mm H2O
TS-200 and TS-300 22.9 ± 1.3 mm H2O
TS-500 and TS-600 38.1 ± 2.0 mm H2O
UTS and UT1200X with UTSE Evaporator 12.7 ± 0.5 mm H2O
XDS 38.1 ± 2.0 mm H2O
ECT or EW Remote Evaporator2 8.9 ± 1.3 mm H2O
ELT Remote Evaporator2 25.4 ± 1.3 mm H2O
TLE Remote Evaporator3 8.9 ± 1.3 mm H2O
SPECTRUM Remote Evaporator4 25.4 ± 1.3 mm H2O
1
All models with a μP-T controller use the evaporator coil temperature sensor to control defrost.
2
Remote evaporators for TCI multi-temperature systems.
3
Remote evaporator for TLE multi-temperature systems.
4
Remote evaporator for MD-MT and RD-MT units.
Specifications 3-12
THERMAX SYSTEM
Heat Initiation Timer:
KD-II, MD-II, RD-II, SDZ, STD-II and TD-II 120 second time delay (opening of pilot solenoid)
Ambient Switch (R-403B, R-404A and R-502 Systems):
KD-II, MD-II, RD-II, SDZ, STD-II and TD-II Opens: -17.0 C
Closes: -19.0 C
NOTE: On all models with a μP-T controller, the controller uses the discharge and return air sensor
temperatures only to control the heat (TherMax) solenoid.
THERMOSTAT
Type:
KD-II, MD-II, RD-II, SDZ and TD-II Thermoguard IV (TG-IV) thermostat
CD-II MAX, KD-II, MD-II, RD-II, SDZ, STD-II Thermoguard V (TG-V) thermostat
and TD-II
MD-II TCI, MD-II TCI-Z, MD-TLE, MD-MT Thermoguard V (TG-V) thermostat
and MD-200 MT
RD-II TCI, RD-II TCI-Z, RD-TLE and RD-MT Thermoguard V (TG-V) thermostat
SD-II Electronic controller
SPECTRUM TS SPECTRUM TS HMI controller
MD-100, MD-200 and MD-300 μP-T controller
SR Models μP-T controller
TS-200, TS-300, TS-500, TS-600, UT1200X and μP-T controller
UTS
Setpoint Range:
TG-IV and TG-V -30.0 to +29.0 C
Electronic Controller, SD-II MAX (R-403B) -30.0 to +30.0 C
Electronic Controller, SD-II (R-134a) -20.0 to +30.0 C
μP-T Controller -30.0 to +30.0 C
Spectrum TS Controller -29.0 to +27.0 C
Heat Lockout:
TG-IV and TG-V Thermostats:
Continuous Run Operation High Speed Heat locked out below -9.5 ± 2 C
CYCLE-SENTRY Operation (Option) All heat locked out below -9.5 ± 2 C
Electric Standby Operation (Option) All heat locked out below -9.5 ± 2 C
μP-T Controller:
Continuous Run Operation High Speed Heat locked out below -9.5 C
CYCLE-SENTRY Operation High Speed Heat locked out below -9.5 C
Electric Standby Operation (Option) All heat locked out below -9.5 C except for hot gas
heat on continuous mode operation
SPECTRUM TS Controller:
Continuous Run Operation High Speed Heat locked out below -9.5 C
CYCLE-SENTRY Operation High Speed Heat locked out below -9.5 C
Electric Standby Operation (Option) All heat locked out below -9.5 C except for hot gas
heat on continuous mode operation
ELECTRICAL CONTROL SYSTEM

Voltage:
All models except SD-II 12.5 Vdc (nominal)
SD-II 12 to 16 Vdc
Control Circuit Breaker1:
CD-II MAX, KD-II, SPECTRUM TS and MD-II 20 ampere auto reset
MD-II TCI, MD-II TCI-Z, MD-TLE, MD-MT and 30 ampere auto reset
MD-200 MT
RD-II, STD-II and TD-II 30 or 20 ampere auto reset
Specifications 3-13
ELECTRICAL CONTROL SYSTEM (CONTINUED)
RD-II TCI, RD-II TCI-Z, RD-TLE and RD-MT 30 ampere auto reset
SD-II and SDZ 15 ampere auto reset
1
Fuses protect control circuit components on all models with a μP-T controller (SR, TS-200, TS-300, TS-500, TS-600 and
UTS models).
Glow Plug/Starter (Main) Circuit Breaker:
CD-II MAX and SPECTRUM TS 50 ampere auto reset
KD-II and MD-II before 9/89 35 ampere auto reset
KD-II and MD-II after 8/89 50 ampere auto reset
MD-100, MD-200, MD-300, MD-II TCI, MD-II 50 ampere auto reset
TCI-Z, MD-TLE, MD-MT and MD-200 MT
RD-II, STD-II and TD-II 40 or 50 ampere auto reset
RD-II TCI, RD-II TCI-Z, RD-TLE and RD-MT 50 ampere auto reset
SD-II 40 ampere auto reset
SDZ 35 ampere auto reset
TS-200, TS-300, TS-500, TS-600, UTS, UT1200X 50 ampere auto reset
and XDS
Evaporator Fan Circuit Breaker:
CD-II MAX 30 ampere auto reset
SPECTRUM models 40 ampere auto reset
TCI models 20 ampere auto reset
TLE models 30 ampere auto reset
UTS, UT1200X (CB1 and CB2) 50 ampere auto reset
7X-CH (F1):
Spectrum, TCI and TLE models 3 ampere auto reset
Fusible Link:
All models except SD-II 18 gauge wire (50 to 55 ampere)
Battery Fuse F1:

UTS, UT1200X 60 ampere
Transformer Fuses:
SD-II 2 ampere
Rectifier Fuse:
SD-II 10 ampere
Transformer Output:
SD-II 16 volts ac
Battery Charging Alternator:
KD-II, MD-II and SDZ 23 ampere brush type
MD-100, MD-200, MD-300, MD-II TCI and 37 ampere brush type
MD-II TCI-Z
MD-TLE, MD-MT and MD-200 MT 65 ampere brush type
RD-II, STD-II and TD-II EEC 23 ampere brush type
CD-II MAX, RD-II, RD-II TCI and TD-II 37 ampere brush type
RD-II TCI-Z 65 ampere brush type
RD-TLE and RD-MT 90 ampere brush type
SD-II 40 ampere brush type
TS-200, TS-300, TS-500, TS-600 and XDS SR 23 ampere brush type
UTS 90 ampere brush type
UT1200X 120 ampere brush type
SPECTRUM TS 90 ampere brush type
Specifications 3-14
ELECTRICAL CONTROL SYSTEM (CONTINUED)
Voltage Regulator Setting:
All except SD-II 14.0 V @ 21 C
SD-II 14.2 to 14.8 @ 25 C
Alternator/Regulator LED Diode

Used when replacing “old Style” Integral 4.7 mF 50 Vdc
Regulator Alternators with “New Style”
Remote Regulator Alternators
Alternator/Output Capacitor
Used to Filter Electrical Interference on .5 mF 100 Vdc
“Old Style” Integral Regulator Alternators
Engine Unloading Timer:

CD-II MAX
SD-II, SPECTRUM, TCI and TLE models 20 ± 5 seconds
Purge Valve Timer:

MD-II TCI-Z Only 60 ± 3 seconds
KD-II, MD-II and SDZ 23 ampere brush type
Temperature Sensing Switch:

UTS and UT1200X with S3 + S3 Evaporators Opens: -6.7 ± 1.0 C
Closes: -1.1 ± 1.0 C
ELECTRICAL COMPONENTS
Disconnect components from unit circuit to check resistance.
Current Draw Resistance
(Amperes) at 12.5 Vdc (Ohms)
Starter Motor:
All Engines 90 to 105
(cranking)
Glow Plug:
One 8.3 1.5
All Plugs (TK 3.66, TK 3.74, TK 3.88, TK 3.95 and 24.9 —
TK376U)
All Plugs (TK 2.44, TK 2.49 and Z400B) 16.6 —
Fuel Solenoid:
TK 2.44, TK 3.66, TK 3.88 (After 4/92)
Pull-in 30 to 40 0.41 to 0.31
Hold-in 0.97 12.8
TK 2.49, TK 3.74, TK 3.95 and TK376U
Pull-in 18 to 25 0.5 to 0.7
Hold-in 1.1 12.0
Z400B 2.9 4.3
Specifications 3-15
ELECTRICAL COMPONENTS (CONTINUED)
Disconnect components from unit circuit to check resistance.
Current Draw Resistance
(Amperes) at 12.5 Vdc (Ohms)
On-Off/Low Speed Solenoid:
TK 2.44, TK 3.66 and TK 3.88 0.6 18.6
Throttle Solenoid:
TK 2.44 and TK 2.49 (After 4/92) 3.3 3.8
TK 3.66, TK 3.74, TK 3.88TK 3.95 (After 04/92) and 5.0 2.5
TK376U
Z400B 2.9 4.3
Pilot Solenoid:
KD-II, MD-100, MD-200, MD-300, MD-II, RD-II, SDZ, 0.7 19
STD-II, TD-II, TS-200,TS-300, TS-500, TS-600 UTS (after
01/02) UT1200X and XDS
Heat (TherMAX) Solenoid:

KD-II, MD-II, RD-II, SDZ, STD-II, TD-II, TS-200,TS-300, 0.9 17
TS-500, TS-600, UTS, UT1200X and XDS
Damper Solenoid:
All models except CD-II MAX, MD-II TCI-Z, MD-TLE, 5.7 2.2
MD-MT, MD-200 MT, RD-II TCI-Z RD-TLE, RD-MT,
SD-II, UTS, UT1200X and SPECTRUM TS
Condenser Inlet Solenoid:

TCI and TLE models 1.3 9.6
SPECTRUM models 1.2 10.4
UTS (before 01/02) 1.1 11.1
Receiver Tank Pressure Solenoid:

Liquid Line Solenoid (Each):

CD-II MAX 0.9 17
Hot Gas Solenoids (Each):

CD-II MAX 0.9 17
UTS (before 01/02) 1.1 11.1
Purge Valve Solenoid:

Suction Line Solenoid (Each):

Hot Water Solenoid:

CD-II MAX 0.9 17
Specifications 3-16
EVAPORATOR FAN MOTORS
CD-II MAX Fan Motor
Number 2
Horsepower 0.07 hp
Voltage 12 Vdc
RPM 2100 to 2200 RPM
Full Load Amps 6.8 amperes
SD-II Fan Motor
Number 2
Type 380/3/50
Power Rating 120 watts
RPM 2670 RPM @ 50 Hz
Thermal Switches 70.0 C @ 50 Hz,
50.0 C @ 60 Hz
ELT Motorised Centrifugal Impeller
Number 2
Voltage 12 Vdc
RPM 1500 RPM
ECT Fan Motor
Number 1
Horsepower 0.17 hp
Voltage 12 Vdc
RPM 1675 RPM
Locked Rotor Amps 123 amperes
EW Fan Motor
Number 1 or 2
Horsepower 0.07 hp
Voltage 12 Vdc
RPM 2100 to 2200 RPM
TLE Fan Motor
Number 2 or 3
Power Rating 0.12 hp (0.10 kW)
Voltage 12 Vdc
RPM 2840
Spectrum TS Fan Motor
Number 2 or 3
Power Rating 0.13 hp
Voltage 12.5 Vdc
RPM 1900
‘S’ (S2/S3) Evaporator Fan Motor
Number 6
Voltage 12 Vdc
High Speed RPM 2840
Low Speed RPM 1900
UTSE, UT1200X Evaporator Fan
Motors
Number 3
Voltage 12 Vdc
RPM 1900
Full Load Amps (UTSE) 13.5 amperes
Full Load Amps (UT1200X) 14.7 amperes
Specifications 3-17
ELECTRIC STANDBY (MODELS 25 AND 50 UNITS ONLY)
Electric Heater Strips (Optional):
CD-II MAX, KD-II, MD-100, MD-200, MD-300, MD-II, RD-II, STD-II, TD-II, TS-200, TS-300,
TS-500, TS-600 and XDS
Number 3
Watts (each) 750
Resistance (cold and disconnected) 67.5 ohms
SDZ
Number 3
Watts (each) 600
SD-II
White Marking Dots:
Number 2
Watts (each) 730 @ 200 volts ac
Red Marking Dots:
Number 2
Watts (each) 365 @ 220 volts ac
ELT Remote Evaporator

Number 3
Watts (each) 750
Evaporator High Temperature Cutout:

All models except SD-II, RD-II EEC, STD-II EEC, TD-II EEC, and all models with μP-T controller1:
Opens: 66 ± 3 C
Closes 49 ± 3 C
SD-II, RD-II EEC, STD-II EEC and TD-II EEC:

Opens: 54 ± 2 C
Closes Below 54 C with power off at least one second
ELT Remote Evaporator:

Opens: 40 ± 3 C
Closes 25 ± 3 C
1
All models with a μP-T controller use the evaporator coil sensor to provide high temperature protection.
ELECTRIC DRIVE MOTOR

CD-II MAX 220/3/50 380/3/50 230/3/60 460/3/60
Horsepower 5.0 5.0 6.0 6.0
Kilowatts 3.7 3.7 4.5 4.5
RPM 1630 1630 1760 1760
Full Load Amps 13.8 8.0 16.4 8.2
Locked Rotor Amps — — 62.6 31.3
Overload Relay Setting (Amps) 18 10 18 10
KD-II, MD-100, MD-200, MD-300, MD-II

and MD-II TCI 220/3/50 380/3/50 230/3/60 460/3/60
Horsepower 4.2 4.2 5.0 5.0
Kilowatts 3.1 3.1 3.7 3.7
RPM 1450 1450 1750 1750
Full Load Amps 12.7 7.3 14.4 7.2
Locked Rotor Amps 55 55 58 58
Overload Relay Setting (Amps) — 8.0 15.5 7.5
Unit Full Load Amps 21.0 12 21 12
1
Includes heater strips.
Specifications 3-18
ELECTRIC DRIVE MOTOR (CONTINUED)
MD-MT, MD-200 MD, MD-II TCI-Z and
MD-TLE — 380/3/50 — —
Horsepower — 4.2 — —
Kilowatts — 3.1 — —
RPM — 1450 — —
Full Load Amps — 7.3 — —
Overload Relay Setting (Amps) — 8.0 — —
RD-MT, RD-II, RD-II TCI, RD-II TIC-Z,

RD-TLE, STD-II and TD-II 220/3/50 380/3/50 230/3/60 460/3/60
Horsepower 6.25 6.25 7.5 7.5
Kilowatts 4.7 4.7 5.6 5.6
RPM 1465 1465 1765 1765
Full Load Amps 21.4 10.7 21.2 10.6
SD-II 220/3/50 380/3/50 — —

Horsepower 5.0 5.0 — —
Kilowatts 3.7 3.7 — —
RPM 2870 2870 — —
Full Load Amps 13.7 7.9 — —
Overload Relay Setting (Amps) 14.0 8.0 — —
SDZ 220/3/50 380/3/50 230/3/60 460/3/60

Horsepower 2.5 2.5 3.0 3.0
Kilowatts 1.9 1.9 2.2 2.2
RPM 1450 1450 1750 1750
Full Load Amps 9.7 4.9 9.7 4.9
Locked Rotor Amps 32.9 32.9 36.2 36.2
Overload Relay Setting (Amps) 8.0 — 15.5 7.5
Unit Full Load Amps1 16.6 18.7 17.5 20.5
1
Includes heater strips.
JD-II 220/3/50 380/3/50 230/3/60 460/3/60

Horsepower 4.2 4.2 5.0 5.0
Kilowatts 3.1 3.1 3.7 3.7
RPM 1440 1440 1740 1740
Full Load Amps 12.4 7.2 13.8 6.9
Locked Rotor Amps 32.9 32.9 36.2 36.2
SPECTRUM TS 220/3/50 380/3/50 230/3/60 460/3/60

Horsepower 10.0 10.0 12.0 12.0
Kilowatts 7.5 7.5 8.9 8.9
RPM 1445 1445 1750 1750
Full Load Amps 25.1 14.5 28.8 14.4
Locked Rotor Amps 28 16 32 16
TS-200 220/3/50 380/3/50 230/3/60 460/3/60

Horsepower 5.0 5.0 4.5 4.5
Kilowatts 3.7 3.7 3.7 3.7
RPM 1630 1630 1760 1760
Full Load Amps 13.8 8.0 16.4 8.2
Locked Rotor Amps 56 28 62.6 31.3
Specifications 3-19
ELECTRIC DRIVE MOTOR (CONTINUED)
TS-300 220/3/50 380/3/50 230/3/60 460/3/60
Horsepower 6.0 6.0 7.2 7.2
Kilowatts 4.5 4.5 5.4 5.4
RPM 1450 1450 1750 1750
Full Load Amps 15.8 9.1 17.8 8.0
Locked Rotor Amps 68 34 75 37.5
TS-500 and XDS 220/3/50 380/3/50 230/3/60 460/3/60

Horsepower 8.33 8.33 10.0 10.0
Kilowatts 6.2 6.2 7.5 7.5
RPM 1440 1440 1730 1730
Full Load Amps 20.4 11.8 23.6 11.8
UTS, UT1200X and TS-600 220/3/50 380/3/50 230/3/60 460/3/60

Horsepower 10.0 10.0 12.0 12.0
Kilowatts 7.5 7.5 8.9 8.9
RPM 1445 1445 1750 1750
Full Load Amps 25.1 14.5 28.8 14.4
STANDBY POWER REQUIREMENTS

Minimum Power Minumum Extension Cord Size (AWG)
Voltage/Phase/ Supply Circuit
System Frequency Breaker Size 7.6 m 15.2 m 22.9 m
KD-II, MD-100, MD-200, 230/3/50 30 AWG 12 AWG 10 AWG 8
MD-300, MD-II, UMD, SDZ, 380/3/50 15 AWG 14 AWG 12 AWG 10
MD-MT, MD-200 MT and
CD-II MAX
TS-200 230/3/50 30 AWG 12 AWG 10 AWG 8
380/3/50 15 AWG 14 AWG 12 AWG 10
TS-300 230/3/50 30 AWG 10 AWG 8 AWG 8
380/3/50 15 AWG 14 AWG 12 AWG 10
RD-II, TD-II and RD-MT 230/3/50 30 AWG 10 AWG 8 AWG 8
380/3/50 15 AWG 14 AWG 12 AWG 10
URD-III 230/3/50 50 AWG 10 AWG 8 AWG 8
380/3/50 20 AWG 14 AWG 12 AWG 10
SPECTRUM TS, TS-500, 230/3/50 50 AWG 10 AWG 8 AWG 8
TS-600, UTS, UT1200X and 380/3/50 20 AWG 12 AWG 10 AWG 8
XDS
Specifications 3-20
4 Maintenance Inspection
Schedule
KD-II, MD-II, RD-II, STD-II, TD-II, UTS, and XDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
MD-100, MD-200, MD-300, MD-200 MT, SPECTRUM TS, TS-200, TS-300, TS-500, TS-6004-3
CD-II MAX, SD-II, and SDZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
MD-II TCI, MD-II TCI-Z, MD-MT, MD-TLE, RD-II TCI, RD-II TCI-Z, RD-MT and RD-TLE 4-5
UT1200X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
ELT, ECT, EW, TLE, and UT200X Remote Evaporators . . . . . . . . . . . . . . . . . . . . . . . 4-8
SPECTRUM Remote Evaporators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
KD-II, MD-II, RD-II, STD-II, TD-II, UTS, AND XDS
Every 7501 Annual/2000
Pre-Trip Hours Hours Inspect/Service These Items
Engine
• • Check engine oil level.
• • Check engine coolant (look at gauge). (CAUTION: Do not remove radiator cap
while coolant is hot.)
• • Inspect belts for condition and proper tension.
• • Check engine oil pressure hot, on high speed. Minimum 276 kPa, 2.76 bar, 40 psi
(oil pressure gauge option).
• • • Listen for unusual noises, vibrations, etc.
• Change engine oil and filters (hot).
• Clean oil bath air cleaner element, replace dry type element (change when air
restriction indicator [optional] reaches 559 mm [22 in.] H2O vacuum). Clean and
service crankcase breather, and check air cleaner hose for damage.
• Change fuel filter.
• Inspect/clean fuel prefilter and electric fuel pump filter.
• Drain water from fuel tank and check vent.
• Maintain year around anti-freeze protection at -34 C.
• Change green or blue-green engine coolant every two years.
• Change ELC (red) engine coolant every 5 years or 12,000 hours. Units equipped
with ELC have an ELC nameplate on the expansion tank.
• Check and adjust engine speeds (high and low speed).
• Check condition of engine mounts.
Electrical
• • Check ammeter2 or alternator light for charge and discharge (glow plug) operation
(ammeter option).
• Check defrost initiation and termination2.
• Check thermostat cycle sequence2.
• Inspect battery terminals and electrolyte level.
• Check operation of protection shutdown circuits2.
• Inspect electrical contacts for pitting or corrosion.
• Inspect wire harness for damaged wires or connections.
• Check thermostat and thermometer calibration in 0 C ice water. Models with μP-T
controller: check calibration of return and discharge air sensor in 0 C ice water.
• Check air switch setting.
• Inspect electric motor bearings3.
• Inspect DC (battery charging) alternator bearings3 and brushes.
Refrigeration
• • Check refrigerant level.
• • Check compressor oil level.
• • Check suction pressure regulator/throttling valve operation on defrost or heat.
• Check discharge and suction pressures.
• Check compressor efficiency and pump down refrigeration system.
• Replace dehydrator and compressor oil filter every two years.
Structural
• • Visually inspect unit for fluid leaks (coolant, oil, refrigerant).
• • Visually inspect unit for damaged, loose or broken parts (includes air ducts and
bulkheads, if so equipped).
• • Inspect clutch for shoe and anchor bushing wear with a mirror3.
• Inspect tapered roller bearing fan shaft and idler for leakage and bearing wear3.
• Clean entire unit including condenser and evaporator coils and defrost drains.
• Check all unit, fuel tank, engine and electric motor mounting bolts, brackets, lines,
hoses, etc.
• Check evaporator damper door adjustment and operation.
1.
Every 1,000 hours on units equipped with an engine bypass oil filter. Every 1,200 hours on units equipped with ACEA E2-96 (API CG-4)
or synthetic engine oil.
2. 2
All models with μP-T controller: Check controller for alarms.
3. 3
With belt removed, spin bearings by hand. Listen for noise (bearings roll freely).
MD-100, MD-200, MD-300, MD-200 MT, SPECTRUM TS, TS-200, TS-300, TS-500, TS-600
Every 2,0001 Annual/2000
Engine
• • Check engine oil pressure hot, on high speed. Minimum 276 kPa, 2.76 bar, 40 psi.
• Change engine oil and filters (hot).
Engine oil and filter must be changed at least once per year.
• Change cyclonic air cleaner.
• Check air cleaner hose for damage.
• Replace EMI 2000 air filter element when air restriction indicator reaches 559 mm
(22 in.) H2O vacuum. Replace air filter element at 2,000 hours or one year
(whichever occurs first) if air restriction indicator has not reached 559 mm (22 in.)
H2O vacuum.
If not equipped with an air restriction indicator, replace air filter element at
2,000 hours or one year (whichever occurs first).
Electrical
• • Check controller for alarms.
• Check operation of protection shutdown circuits.
• Check thermostat and thermometer calibration in 0 C ice water. Models with
Spectrum TS HMI controller: check calibration of return and discharge air sensor in
0 C ice water.
Refrigeration
• • Check compressor oil level.
• Replace dehydrator and compressor oil filter every two years.
Structural
• Inspect tapered roller bearing fan shaft and idler for leakage and bearing wear2.
hoses, etc.
• Check evaporator damper door adjustment and operation (if applicable).
1.
Requires ACEA E2-96 (API CG-4) or synthetic engine oil. If not, maintenance interval is every 1,200 hours. Every 2,000 hours on units
equipped with EMI 2000 engine bypass oil filter (black with gold lettering) and ACEA E2-96 (API CG-4) or synthetic engine oil.
2.
Maintenance Inspection Schedule 4-3

CD-II MAX, SD-II, AND SDZ
Engine
• Check fuel supply.
• • Check engine coolant level. Fill through cap on expansion tank. Do not remove
radiator cap. (CAUTION: Do not remove expansion tank cap while coolant is hot.)
• Change engine oil (hot) and oil filter.
• Change air cleaner filter and check hose.
Electrical
• • Check ammeter for charge and discharge (glow plug) operation (ammeter option).
• Check defrost initiation and termination.
• Check thermostat cycle sequence.
• Inspect wire harness for damaged wires or connections. Check for tight terminal
connections.
• Check thermostat and thermometer calibration in 0 C ice water.
Refrigeration
• • • Check refrigerant level.
• Replace dehydrator and oil separator every two years.
Structural
• • Inspect idlers for lubricant leakage and bearing wear2.
• • Clean entire unit including condenser and evaporator coils and defrost drains.
• • Check all unit, engine and fuel tank mounting bolts, brackets, lines, hoses, etc.
1.
CD-II MAX only: Every 650 hours on units equipped with an engine bypass oil filter. Every 750 hours on units equipped with ACEA E2-96
(API CG-4) or synthetic engine oil. Every 750 hours on units equipped with EMI 2000 engine bypass oil filter (black with gold lettering)
and ACEA E2-96 (API CG-4) or synthetic engine oil.
2.

MD-II TCI, MD-II TCI-Z, MD-MT, MD-TLE, RD-II TCI, RD-II TCI-Z, RD-MT AND RD-TLE
Engine
• Check fuel supply.
• • Check engine coolant level. (CAUTION: Do not remove radiator cap while coolant
is hot.)
• Change engine oil (hot) and oil filter.
• Clean oil bath air cleaner element, replace dry type element (change when air
restriction indicator (optional) reaches 559 mm [22 in.] H2O vacuum). Clean and
service crankcase breather, and check air cleaner hose for damage.
Electrical
• • Check ammeter or alternator light for charge and discharge (glow plug) operation
(ammeter option).
• Check defrost initiation and termination.
Refrigeration
• Check compressor oil level.
• Replace dehydrator and compressor oil filter every two years every two years.
Structural
• Inspect tapered roller bearing fan shaft and idler for leakage and bearing wear (noisy)
(if applicable).
hoses, etc.
• Check evaporator damper door adjustment and operation (if applicable).
1.
Every 1,000 hours on units equipped with an engine bypass oil filter. Every 1,200 hours on units equipped with ACEA E2-96 (API CG-4)
or synthetic engine oil.
2.

UT1200X
INSPECTION
A SERVICE B SERVICE C
Every 500 Every 2000 Every 4000
hours hours hours
Or every 4 Or every 12 Or every 24
Months Months Months
(whichever (whichever (whichever
comes first) comes first) comes first) Inspect/Service These Items
HOST UNIT
Engine & Unit Mechanical Items
• • • Download DAS data-logger - Check alarm codes & take corrective action as
required
• • Check HMI & Controller software revision - Install latest revision if customer
approved or approved by Thermo King for upgrade.
• • • Check fuel supply.
• Check engine oil level.
• • • Check engine coolant level. CAUTION! Do not remove radiator cap while
coolant is hot.
• Check & maintain coolant antifreeze at -35 C
• Change engine coolant every 2 years (EMI coolant every 5 years or 12,000
hours, which ever occurs first).
• • • Inspect all belt tension devises & belt idler pulley for condition & correct
operation
• • • Check water pump seal for weep age and bearing serviceability.
• • • Perform Automatic Pre-Trip (USC)
• • • Visually inspect exhaust system for leakage and abnormal smoke or
particulate emissions.
• • • Check engine oil pressure = OK
• • • (Optional oil pressure gauge) Check engine oil pressure hot, on high speed -
Minimum 276 kPa, 2.76 bar, 40 psi.
• • Check & adjust engine speeds (high and low speed).
• • Change engine oil (hot) and oil filter
Engine & Unit Mechanical Items (continued)
• • Change cyclonic air filter element.
• • • Check air cleaner hose for security & damage.
• • • Drain fuel tank condensate water. (In TK independant Fuel Tanks)
• • • Check fuel tank fixings, fuel filler cap security, pipe fittings & air vent.
• • • Clean electric fuel pump filter.
• • Replace unit fuel filter
• Test & Service fuel injection nozzles at 6,000 hours if fuelled by EN590
diesel. See Service Bulletin SB 758 for Bio-Diesel
• Check condition of engine vibration mounts.
Electrical
• • Check alternator charge rate regulation voltage, maximum amperage output
and engine glow plug amp draw.
• Inspect alternator bearings
• • Check air switch operation.
• • • Inspect battery terminals and electrolyte level.
• Remove clean and protect battery terminals, load test battery & check
electrolyte specific gravity
• • • Visually inspect all host unit wire harness for damaged wires or connections.
• Check electric motor bearings
• • Check operating modes on electric standby.
Refrigeration
• Replace dehydrator
• Leak test entire unit - annually or as required for F-Gas control regulations
(see also Remote Evaporator section)
• • Check for correct suction & discharge pressures.
• • Check throttling valve regulating pressure on cool cycle with box
temperature greater than 15 C
• • Check compressor oil level and condition.
• • Perform full series of pump down internal sealing point tests & compressor
efficiency test.
Structural & Truck/Trailer Body
• • • Check all access doors & panels & hardware security
• • • Visually inspect unit for damaged, loose or broken skins, parts & fittings
(includes air ducts and bulkheads)
• • • Check all unit mounting bolts, external mounted equipment & wiring, hoses,
fuel lines etc.
• • Clean condenser/radiator coil.

INSPECTION
hours hours hours
Miscellaneous
• • • * Check calibration of return and discharge sensors on host & remote units
as per customers HACCP or annually.
• * Inspect clutch bearings & shoe wear when compressor drive belt is
replaced.
• * Inspect fan shaft bearing condition and operation when belts are replaced
• • • * Replace refrigeration filter/dehydrator whenever system is opened for
service
UT1200X REMOTE EVAPORATOR

INSPECTION
hours hours hours
Electrical
• • • Inspect wire harness for damaged wires or connections.
• • • Check defrost operation, including drain heaters operation & defrost
termination.
• • • Check fan motor start speed sequence and operation.
Refrigeration
• • • Leak test remote evaporator & refrigerant lines - annually or as required for
F-Gas control regulations
Structural
• • • Check defrost drains for leaks and water flow

ELT, ECT, EW, TLE, AND UT1200X REMOTE EVAPORATORS
Electrical
• • Check defrost initiation and termination (including defrost timer).
• Inspect/replace dc fan motor brushes.
Structural
• • • Visually inspect unit for refrigerant leaks.
• • • Visually inspect unit for damaged, loose or broken parts.
• • Clean entire unit including evaporator coils and defrost drains.
• • Check all unit mounting bolts, brackets, lines, hoses, etc.

SPECTRUM REMOTE EVAPORATORS
Electrical
Structural
• • • Visually inspect unit for refrigerant leaks.
• • • Visually inspect unit for damaged, loose or broken parts.
• • Clean entire unit including evaporator coils and defrost drains.
• • Check all unit mounting bolts, brackets, lines, hoses, etc.

5 Unit Description
Single Temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Multi-Temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Unit Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Controllers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
High Capacity TherMax Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Refrigeration Modulation System (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
CYCLE-SENTRY Start/Stop Controls (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
In-Cab Remote Control Box and Auto Start System (Option) . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
All Units Except SR, SD-II, SPECTRUM, TCI, TLE, TS-200, TS-300, TS-500, TS-600, MD-100,
MD-200, MD-300 UTS and UT1200X Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
SD-II Models. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
SPECTRUM, TCI and TLE Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Mode of Operation Charts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Temperature Ladders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Model Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
CD-II MAX Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
KD-II Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
MD-100, MD-200 and MD-300 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
MD-II Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
RD-II Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
SD-II and SDZ Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
STD-II and TD-II Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
SPECTRUM TS, TS-200, TS-300, TS-500, TS-600 and XDS Features . . . . . . . . . . . . . . . . . 5-31
UTS, UT1200X Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
MD-MT, MD-200 MT, MD-II TCI, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI, RD-II TCI-Z &
RD-TLE Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
ELT, ECT, EW, ‘S’ and UT1200X Remote Evaporator Features . . . . . . . . . . . . . . . . . . . . . . 5-34
Protection Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
All Units Except SD-II Models. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
SD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
Serial Number Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
All Units Except SD-II and UTS Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
SD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
UTS, UT1200X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
SINGLE TEMPERATURE SYSTEMS MULTI-TEMPERATURE SYSTEMS
All units except the UTS and the multi-temperature Multi-temperature (SPECTRUM, TCI and TLE) systems are
(SPECTRUM, TCI and TLE) models are one-piece, diesel designed to control the temperatures in two separate
powered, temperature control units designed for straight compartments. Each system consists of a host unit that is
trucks. Each unit mounts on the front of a truck with the mounted on the front of the truck, and one (or more) remote
evaporator portion protruding into the truck compartment. evaporator units. Refrigerant lines and wire harnesses connect
The UTS and UT1200X are two-piece under-mount units. the host unit to the remote evaporators. Multi-temperature
The condenser unit mounts underneath the truck and the systems include a remote control box as standard. It may be
evaporator mounts inside the truck body. Two different mounted on the front of the truck body or under the truck
evaporators are available, the UT1200X and the S3+S3. body, making the controls more accessible to the operator. A
There are three basic models: cab mount remote control box is also available.
• Model 25: Cooling, heating (hot gas) and defrost (hot gas)
on engine operation. Cooling only on electric standby NOTE: On MD-II TCI-Z, MD-MT, MD-200 MT, MD-TLE,
RD-II TCI-Z, RD-MT, RD-TLE and SPECTRUM systems,
operation.
the host unit does not have an evaporator. The host unit
• Model 30: Cooling, heating (hot gas) and defrost (hot gas) contains the diesel engine, compressor, condenser, and unit
on engine operation. controls. Two remote evaporators are used to heat and cool
• Model 50: Cooling, heating (hot gas) and defrost (hot gas) separate compartments.
on engine operation and electric standby operation.
Optional electric evaporator heaters are available for heat Many compartment configurations are possible. Each
and defrost on electric standby. compartment is controlled by its own thermostat (except when
Power is provided by a water-cooled diesel engine. A belt the unit is set to control at a single temperature). The system is
drive system transfers energy to the compressor, condenser flexible enough to allow either of the compartments to be set
fan, evaporator fans and alternator. On electric standby at any temperature. There are two basic models:
(Model 50), power is provided by an electric motor. A clutch • Model 30: Cooling, heating (hot gas) and defrost (hot gas)
mounted on the diesel engine isolates the engine during on engine operation.
electric standby operation. On engine operation the clutch
engages, constantly turning the compressor and fans at both
high and low speed.
NOTE: On CD-II MAX, SD-II UTS and UT1200X models

the evaporator fans are powered by separate electric motors.
• Model 50: Cooling, heating (hot gas) and defrost (hot gas)
on engine operation and electric standby operation. UNIT FEATURES
Optional electric evaporator heaters are available for heat
and defrost on electric standby.
Power is provided by a water-cooled diesel engine. A belt Compressors
drive system transfers energy to the compressor, condenser CD-II MAX models feature a TK 208R (ICE) compressor.
fan, host unit evaporator fans and alternator. On electric
KD-II, MD-100, MD-200, MD-300, MD-II, MD-II TCI,
standby (Model 50), power is provided by an electric motor. A
MD-II TCI-Z, MD-MT, MD-200 MT, MD-TLE and SDZ
clutch mounted on the diesel engine isolates the engine during
models feature a D214 or X214, two-cylinder compressor
electric standby operation. On engine operation the clutch
with 228 cm3 displacement.
engages, constantly turning the compressor and fans at both
high and low speed. RD-II, RD-II TCI, RD-II TCI-Z, RD-MT and RD-TLE
models feature a X426, four-cylinder compressor with
NOTE: ELT, ECT, EW, SPECTRUM and TLE evaporator 424 cm3 displacement.
fans are powered by separate electric motors. SD-II models feature a Sanden 5-cylinder compressor with
R-403B and a Zexel DKS15, 6-cylinder compressor with
NOTE: Multi-temperature systems are equipped with either
a remote control box or a cab control box. The symbols on R-134a.
the control box identify the separate evaporator controls as STD-II and TD-II models feature a X430, four-cylinder
front and rear. Since many other configurations are possible compressor with 491 cm3 displacement.
with MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE, TS-200 and TS-300 models feature a 4 hp/3 kW TKO scroll
RD-MT, RD-II TCI-Z, RD-TLE or SPECTRUM systems, an
compressor.
additional configuration icon decal is provided. This allows
the installer to customise the control box decal. The SPECTRUM TS, TS-500, TS-600, UT1200X, UTS and XDS
appropriate icon can be selected and applied over the models feature a 6 hp/4.5 kW TKO scroll compressor.
standard front and rear icons. The front evaporator controls
become the Zone 1 evaporator controls. The rear evaporator
controls become the Zone 2 evaporator controls. This does
not apply to units with the SPECTRUM HMI Controller.
MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI-Z, RD-TLE or SPECTRUM—Typical
Tkudmd88
Compartment Configurations
1. Host Unit
2. Remote Evaporator
A. Zone 1
B. Zone 2
C Zone 3
Unit Description 5-3

Thermoguard μP-T Controller
Engines All SR, TS-200, TS-300, TS-500, TS-600, MD-100, MD-200,
CD-II MAX models feature a TK 2.49, two-cylinder engine MD-300, UTS and UT1200X models feature a Thermoguard
rated at 5.5 kW at 2600 rpm. μP-T controller. The μP-T is a solid-state, programmable
KD-II, MD-II, MD-II TCI and MD-II TCI-Z models feature a microprocessor that contains integrated circuits and software
TK 3.66, three-cylinder engine rated at 8.4 kW at 2400 rpm. to control unit operation.
The μP-T controller uses a remote control panel and
MD-100, MD-200 and MD-300 models feature a TK 3.74,
interface relay board. The remote control panel inputs data
three-cylinder engine rated at 9.4 kW at 2400 rpm.
into the controller and displays operating conditions. The
RD-II, RD-II TCI, RD-II TCI-Z, STD-II and TD-II models interface relay board contains fuses to protect control circuits
feature a TK 3.88, three-cylinder engine rated at 11.9 kW at and external relays to control unit operation. When the
2400 rpm, or a TK 3.95, three-cylinder engine rated at 12.7 controller is set below -9.5 C, the microprocessor locks out
kW at 2400 rpm. High Speed Heat.
SD-II models feature a Z400, two-cylinder engine rated at 6.3
kW at 3600 rpm.
SDZ models feature a TK 2.44, two-cylinder engine rated at High Capacity TherMax Heating System
6.1 kW at 2600 rpm, or TK 2.49 engine. All units except CD-II MAX and SD-II models are equipped
MD-MT, MD-200 MT, MD-TLE, TS-200 and TS-300 models with a high capacity heating system. The heating system
feature a TK 3.74, three-cylinder engine rated at 9.4 kW at increases the capacity of the Heat mode by making more
2400 rpm. refrigerant available for use in the Heat mode. This is
accomplished by adding a two minute condenser evacuation
SPECTRUM TS, RD-MT, RD-TLE, TS-500, TS-600, UTS
cycle to the beginning of the Heat mode. The Evacuation
and XDS models feature a TK 3.95 engine.
mode moves the liquid refrigerant from the condenser to the
UT1200X model features a TK 376U engine. accumulator where it can be used in the Heat mode.
Controllers Refrigeration Modulation System (Option)

SPECTRUM TS HMI Controller RD-II and TD-II models are available with an optional
The SPECTRUM TS unit features a Spectrum TS HMI temperature control modulation system. The modulation
(Human/Machine Interface) control panel. The control panel system provides very precise control of the refrigeration
consists of a display and 8 touch sensitive keys. The display is system and the cargo temperature. As the temperature of the
capable of showing both text and graphics to control system return air approaches the thermostat setpoint, the modulation
operation. system gradually closes the modulation valve in the suction
line between the accumulator and compressor. The
Thermoguard V Microprocessor Controller (TG-V) modulation valve closes more as the return air temperature
The Thermoguard V microprocessor has been featured as gets closer to the setpoint. When the temperature is at setpoint,
standard in all units built since 1993 except SPECTRUM TS, the modulation valve is virtually closed. When the modulation
SD-II, SR, Md-100, MD-200, MD-300, TS-200, TS-300, valve is almost closed, the hot gas bypass valve will open. The
TS-500, TS-600, UTS and UT1200X models. An in-cab bypass valve opens to allow hot gas to enter the evaporator
Thermoguard V controller is an option on single temperature coil. This further reduces coil capacity to minimise the
systems. A special in-cab Thermoguard V controller is temperature difference across the evaporator coil.
standard on MT, TCI and TLE multi-temperature systems. When the temperature begins to move away from setpoint,
The TG-V is a solid-state, programmable microprocessor the valve begins to open and the bypass valve begins to close.
that uses external relays to control unit operation and This operation provides very smooth and steady temperature
maintains the cargo area temperature at thermostat setpoint. control and the temperature does not oscillate above and
The TG-V module is replaceable as an assembly, no internal below setpoint as much as it does in a unit that does not have
repair is available. When the microprocessor is set below modulation.
-9.5 ± 1.7 C, the microprocessor locks out High Speed Heat.
Thermoguard IV Solid-state Thermostat (TG-IV) CYCLE-SENTRY Start/Stop Controls

Before 1993 the Thermoguard IV thermostat was featured in (Option)
all units except SD-II models. The TG-IV is a solid state All units except SD-II models are available with an optional
electronic thermostat with a return air sensor. When the CYCLE-SENTRY Start/Stop fuel saving system.
thermostat is set below -9.5 ± 1.7 C, the thermostat locks out
High Speed Heat (or all heat).
Temperature Control Module (TCM)

SD-II models feature a solid-state temperature control module
that includes both the unit thermometer and thermostat. The
thermometer and thermostat share the same digital LED
display and the same sensor.

The CYCLE-SENTRY system automatically starts the unit
on thermostat demand and shuts down the unit when the In-Cab Remote Control Box and Auto Start
compartment temperature reaches the thermostat setpoint. The System (Option)
CYCLE-SENTRY system also automatically maintains An optional in-cab remote control box is available to allow
engine temperature in cold ambients by restarting the unit if the driver to control and monitor some of the unit functions
the engine block temperature decreases to 0 C (18 C on older from inside the cab. The auto start system is included with this
models). The unit then operates in the operating mode called option. The auto start system controls the preheat, run, and
for by the unit thermostat until the battery is fully charged and start relays to automatically start the unit when the unit is
the engine block temperature reaches 32 ± 10 C (49 C on turned on. Refer to “Starting Units Equipped with Cab or
models with a μP-T controller or units without Preheat). Remote Controls and Auto Start Feature” in the Operating
Instructions chapter for a detailed description.
NOTE: Models with a μP-T controller include
CYCLE-SENTRY as standard. NOTE: μP-T controller includes a remote control module as
standard.
CAUTION: Operation in confined spaces. Diesel operation
should be avoided in areas or circumstances where fumes
from the engine could become trapped and cause serious
injury or death. SEQUENCE OF OPERATION
WARNING: With the μP-T controller CYCLS display set to μP-T NOTE: See Thermoguard μP-T Operation and
YES (models with μP-T only) or the selector switch in the Diagnosis manual, TK 41087, for sequence of operation for
Auto Start-Stop position and the unit On/Off switch in the all SR, TS-200, TS-300, TS-500, TS-600, MD-200, MD-300
ON position, the unit may start at any time without prior and UTS models.
warning.
NOTE: A buzzer sounds when the unit is automatically All Units Except SR, SD-II, SPECTRUM,
preheating.
TCI, TLE, TS-200, TS-300, TS-500, TS-600,
Features of the CYCLE-SENTRY system are: MD-100, MD-200, MD-300 UTS and UT1200X
• Offers either CYCLE-SENTRY (AUTO START/ STOP) Models
or Continuous Run (CONT RUN) operation
• Thermostat controlled all season temperature control Engine Operation
• Maintains minimum engine temperature in low ambient When the unit is started with the compartment temperature
conditions higher than 1.9 C above the thermostat setpoint, the unit will
• Battery Sentry keeps batteries fully charged during unit operate on High Speed Cool.
operation
When the compartment temperature decreases to 1.9 C above
• Variable glow plug preheat time
setpoint, the thermostat de-energises the High Speed engine
• Preheat indicator buzzer.
solenoid circuit, placing the unit on Low Speed Cool.
CYCLE-SENTRY is designed for use only with products
When the compartment temperature decreases to the
which do not require tight temperature control or continuous
thermostat setpoint, the pilot solenoid is energised. The
airflow, such as all deep frozen products and non-perishable
three-way valve shifts to the Heat position, placing the unit on
non-frozen products.
Low Speed Heat.
The start/stop nature of CYCLE-SENTRY does not satisfy the
If the compartment temperature continues to decrease, the
temperature control or airflow requirements for perishable or
thermostat will shift the unit to High Speed Heat at 1.9 C
temperature sensitive products. Thermo King therefore does
below setpoint.
NOT recommend the use of CYCLE-SENTRY control for
these products. NOTE: The thermostat locks out high speed heat at setpoints
below -9.5 ± 4 C on standard units. Special units may have
high speed heat or no heat at setpoints below -9.5 C.
If the compartment temperature increases to 0.9 C below

setpoint, the thermostat will shift the unit to Low Speed Heat.
If the compartment temperature continues to increase to 0.9 C
above setpoint, the thermostat de-energises the pilot solenoid.
The three-way valve shifts back to the Cool position, placing
the unit on Low Speed Cool.

Tkudmd21 Tkudmd23
Operating Modes for All Units Except SR, SD-II, Operating Modes for All Units Except SR, SD-II,
SPECTRUM, TCI, TLE, TS-200, TS-300, TS-500, SPECTRUM, TCI, TLE, TS-200, TS-300, TS-500,
TS-600 MD-100, MD-200, MD-300, UTS and UT1200X TS-600 MD-100, MD-100, MD-200, MD-300, UTS and
Models—Continuous Run Engine Operation UT1200X Models—Auto Start/Stop Engine Operation
1. Setpoint 1. Setpoint
2. Temperature Decrease 2. Temperature Decrease
3. Temperature Increase 3. Temperature Increase
A. High Speed Cool A. High Speed Cool
B. Low Speed Cool B. Low Speed Cool
C. Low Speed Heat C. Null
D. High Speed Heat D. High Speed Heat
E. Null
NOTE: Controller locks out High Speed Heat at setpoints
NOTE: Controller locks out High Speed Heat at setpoints
If the compartment temperature continues to increase to 2.9 C
above setpoint, the thermostat will energise the engine The ThermoGUARD thermostat controls unit operation to
solenoid high speed circuit, placing the unit on High Speed maintain the compartment temperature at thermostat setpoint.
Cool. The unit operates in whichever operating mode the thermostat
requires to properly maintain the compartment temperature.
Optional CYCLE-SENTRY Start-Stop Operation
NOTE: On CYCLE-SENTRY equipped units, unit start-ups
WARNING: With the selector switch in the Auto Start-Stop may also be initiated by defrost cycle initiation or engine
position and unit On/Off switch in the ON position, the unit block temperature thermostat demand. In cold ambients, the
may start at any time without prior warning. CYCLE-SENTRY system automatically maintains engine
temperature by restarting the unit if the engine block
With the Auto Start-Stop/Continuous Run switch in the Auto temperature decreases to 0 C (18 C on older models). The
Start-Stop position, the CYCLE-SENTRY system starts the unit then operates in the mode called for by the unit
unit on thermostat demand and shuts down the unit when the thermostat until the battery is fully charged and the engine
compartment temperature reaches the thermostat setpoint. block temperature reaches 32 ± 10 C (49 C on models with
When the compartment temperature is more than 2.9 C above μP-T controller or units without Preheat).
the thermostat setpoint, the engine will start and the unit
When the compartment temperature decreases to 1.9 C above
operates on High Speed Cool. After the unit starts, a Battery
thermostat setpoint, the thermostat de-energises the throttle
Sentry module monitors the voltage across the field of the
solenoid, placing the unit on Low Speed Cool.
alternator and will keep the unit operating if the battery is not
sufficiently recharging. When the compartment temperature reaches the thermostat
setpoint, the engine will stop, placing the unit on Null.

If the compartment temperature continues to decrease to 1.9 C
below setpoint, the engine will start and the unit will operate
on High Speed Heat.
NOTE: The thermostat locks out high speed heat at setpoints

below -9.5 ± 1.7 C on standard units. Special units may have
high speed heat or no heat at setpoints below -9.5 C.
At 0.9 C below setpoint. the engine will stop, placing the unit
on Null. The unit will remain on Null until the temperature
increases to 2.8 C above setpoint or decreases to 1.9 C below
setpoint.
Electric Operation (Model 50)
WARNING: With the Diesel/Electric switch in the Electric

position and the unit On/Off switch in the On position, and Tkudmd22
electric power to the unit On, the unit may start at any time Operating Modes for All Units Except SR, SD-II,
without prior warning. SPECTRUM, TCI, TLE, TS-200, TS-300, TS-500,
TS-600 MD-100, MD-200, MD-300, UTS and UT1200X
When the unit switch is turned on with the compartment
—Electric Operation
temperature more than a 1.9 C above thermostat setpoint, the
1. Setpoint
unit will operate on Cool.
2. Temperature Decrease
When the temperature decreases to setpoint, the thermostat 3. Temperature Increase
de-energises the electric motor contactor, placing the unit on A. Cool
Null. B. Null
If the compartment temperature continues to decrease, the C. Heat
thermostat energises both the electric motor contactor and the
heater contactor (optional) to place the unit on Heat at 1.9 C NOTE: Controller locks out High Speed Heat at setpoints
below setpoint. The unit will remain on Heat until the below -9.5 ± 1.7 C.
compartment temperature increases to 0.9 C below setpoint.
Modulation (Option)
NOTE: The thermostat locks out heat at setpoints below
-9.5 ± 1.7 C on standard units. Special units may have heat NOTE: Modulation is disabled if the controller is set below
at setpoints below -9.5 C. -9.5 C (heat lockout), if the CYCLE-SENTRY switch is in the
CYCLE-SENTRY position or if the unit is in defrost.
When the temperature increases to 0.9 C below setpoint, the
thermostat will then de-energise the electric motor contactor The modulation system provides continuous unit operation on
and heat contactor, placing the unit on Null. both diesel and electric standby power. When modulation is
If the temperature continues to increase to 2.9 C above enabled, the controller uses the return air temperature, the
setpoint, the thermostat will energise the electric motor discharge air temperature, the difference between these two
contactor, placing the unit on Cool. temperatures (delta temperature), and the rate of temperature
change to determine the operating mode. Because the program
that determines the operating mode is complex, it is difficult
to determine the correct operating mode by comparing the
compartment temperature to the setpoint temperature.
In general, when the compartment temperature is above the
thermostat setpoint, the unit starts in High or Low Speed Cool
(diesel power) or Cool (electric standby). As the compartment
temperature decreases to setpoint, the unit shifts to Low Speed
Modulated Cool (diesel power) or Modulated Cool (electric
standby). As the modulation valve gradually closes, the
suction pressure decreases. When the compartment
temperature gets very close to setpoint, the hot gas bypass
valve (HGB) opens. This causes the suction pressure to
increase.
If the compartment temperature is below the setpoint
temperature, the unit starts in High or Low Speed Heat (diesel
power) or Heat (electric standby). As the compartment
temperature increases, the unit will shift to Low Speed
Modulated Heat (diesel power) or Modulated Heat (electric
standby). As the modulation valve gradually closes, the
suction pressure decreases.

Defrost
The Defrost mode can be initiated any time the evaporator coil
temperature is below 5.6 C. Defrost is initiated automatically
by the defrost air switch and defrost timer. Defrost is initiated
manually by pressing the manual defrost switch.
When a Defrost cycle is initiated, the defrost relay energises
the damper solenoid and pilot solenoid.
NOTE: If the unit is in Null mode on CYCLE-SENTRY

operation, pressing the manual defrost switch will cause the
unit to start and operate in the Defrost mode.
The unit remains on Defrost until the evaporator coil

temperature increases to 11.1 C, causing the defrost
termination switch to open. When the defrost termination
switch opens, the unit shifts back to the operating mode
required by thermostat demand.
NOTE: If the thermostat calls for the Null mode (optional Tkudsd01
Start-Stop operation) while the unit is defrosting, the unit SD-II Operating Modes—Engine and Electric
will continue to operate until defrosting is complete. Then Operation
the unit will stop. 1. Setpoint
3. Temperature Increase
SD-II Models A. Cool
Engine or Electric Operation B. Null
C. Heat
The SD-II shifts between cool, null and heat to maintain the
compartment temperature at the thermostat setpoint. The
thermostat controls the operation of the unit by energizing and Defrost
de-energizing the cool relay (CRX) and the heat relay (HRX)
Defrost can be initiated with the manual defrost switch or by
located inside the cab control box.
the air switch any time the evaporator coil temperature is
On engine operation, the engine operates in high speed during below 0.0 C. The evaporator fans stop during Defrost on both
the Cool and Heat modes. The thermostat shifts the engine to engine and electric standby operation.
low speed during the Null mode. Low speed disengages the
On engine operation, the engine operates in high speed while
centrifugal clutch, stopping the compressor.
the evaporator heaters defrost the evaporator coil.
NOTE: During CYCLE-SENTRY Start-Stop operation, the On electric operation, only the evaporator heaters operate to
engine stops when the unit shifts to the Null mode. defrost the evaporator coil.
On electric operation, the electric motor operates during the NOTE: If the unit is in Null during CYCLE-SENTRY
Cool and Heat modes. The electric motor stops when the engine operation or electric operation, manually initiating
thermostat shifts the unit to Null. defrost will cause the unit to start and operate in Defrost.
When the compartment temperature is more than 2.0 C above The unit remains on Defrost until the evaporator coil
the thermostat setpoint, the unit operates on Cool. temperature rises to 8.9 C, causing the defrost termination
When the compartment temperature decreases to 1.0 C below switch to open. When the defrost termination switch opens,
setpoint, the thermostat places the unit on Null. the defrost relay is de-energized and the thermostat determines
If the compartment temperature continues to decrease, the the unit’s mode of operation.
thermostat shifts the unit to Heat at 2.0 C below setpoint.
Evaporator heaters operate while the unit is in Heat.
NOTE: On electric operation, the electric motor and

compressor do not operate during the heat mode. Heat is
provided by the evaporator heaters and circulated by the
evaporator fans.
If the compartment temperature increases, the thermostat

shifts the unit from Heat to Null at 1.0 C above setpoint.
If the compartment temperature continues to increase, the
thermostat shifts the unit from Null to Cool at 2.0 C above
setpoint.

• The condenser inlet solenoid and the suction line solenoids
SPECTRUM, TCI and TLE Models are normally open solenoid valves that close when
energised.
Engine Operation • The condenser inlet solenoid is energised (closed)
Several operating characteristics of the system during engine whenever either evaporator is in heat or defrost.
operation are: • The liquid line solenoids, hot gas solenoids, receiver tank
• Both evaporators can cool, heat, or defrost at the same pressure solenoid, and purge valve are normally closed
time. solenoid valves that open when energised.
• One evaporator can cool, heat, or defrost while the other • The flow of refrigerant through the system is controlled by
evaporator cools, heats, or defrosts. the solenoid valves and check valves.
• An evaporator will shift to null if its thermostat calls for • The solenoid circuits are switched by the thermostat and
low speed heat. When the evaporator is in null, it does not defrost relays.
heat or cool and the fans do not operate. • The receiver tank pressure solenoid is used to control the
discharge pressure when the condenser inlet solenoid is
NOTE: On MD-II TCI and RD-II TCI systems, the closed. The receiver tank pressure solenoid is controlled
evaporator fans on the host unit evaporator continue to by the high pressure cycle switch.
operate.
• The purge valve is used to increase the heating capacity of
• If a thermostat is set below heat lockout, its evaporator will the unit by making more refrigerant available when either
not heat. evaporator is in heat or defrost. The purge valve is
energised along with the receiver tank pressure solenoid.
NOTE: On MD-II TCI and RD-II TCI systems, the host unit This allows any liquid refrigerant that is trapped in the
evaporator will heat if the rear evaporator is in Null or condenser to flow into the accumulator where it can be
turned Off. used in heat or defrost.
• When one evaporator is in heat and the other evaporator is
• If a thermostat calls for high speed, it will force the host in cool, the purge valve is controlled by the purge valve
unit to operate in high speed. timer. The purge valve timer de-energises the purge valve
• If one evaporator is in heat or defrost while the other 60 seconds after a suction line solenoid is energised. This
evaporator is in cool, the condenser inlet solenoid will be keeps the accumulator from being flooded with liquid
closed and the evaporator that is in heat or defrost will act refrigerant to prevent compressor slugging.
as the condenser.
Electric Operation
During electric operation, the operating characteristics of the
system are basically the same with the following exceptions:
If the front (Zone 1) and the rear (Zone 2) thermostats are both
calling for Low Speed Heat, the host unit will shift to Null, the
electric motor will stop and the unit will not operate.
The host unit will stay in Null until one (or both) of the
thermostats calls for High Speed or until Defrost is initiated in
one of the evaporators.
The mode of operation charts later in this chapter show the
modes of operation that result from various combinations of
thermostat and defrost demands.
Front (Zone 1) Evaporator Cool and Rear (Zone 2)
Evaporator Cool
See the following refrigeration system diagram. High pressure
refrigerant vapor leaves the compressor and flows through the
open condenser inlet solenoid to the condenser where the
refrigerant condenses into high pressure liquid. The liquid
refrigerant flows through the receiver tank into the liquid
lines.

Ttcizcc2
Typical Multi-temperature System—Front (Zone 1) Evaporator Cool and Rear (Zone 2) Evaporator Cool
Front (Zone 1) Evaporator
1F. Liquid Line Solenoid (LLS)—Open
2F. Liquid Return Check Valve (LRCV)—Closed
3F. Suction Line Check Valve (SLCV)—Open
4F. Suction Line Solenoid (SLS)—Open
5F. Hot Gas Solenoid (HGS)—Closed
Rear (Zone 2) Evaporator
1R. Rear Liquid Line Solenoid (RLLS)—Open
2R. Rear Liquid Return Check Valve (RLRCV)—Closed
3R. Rear Suction Line Check Valve (RSLCV)—Open
4R. Rear Suction Line Solenoid (RSLS)—Open
5R. Rear Hot Gas Solenoid (RHGS)—Closed
Host Unit
6. Condenser Inlet Solenoid (CIS)—Open
7. Condenser Inlet Check Valve (CICV)—Open
8. Condenser Check Valve (CCV)—Open
9. Receiver Tank Pressure Solenoid (RTPS)—Closed
10. Receiver Tank Pressure Check Valve (RTPCV)—Closed
11. Purge Valve (PV)—Closed
12. Purge Check Valve (PCV)—Closed
The liquid line solenoid is open so some of the refrigerant The rear liquid line solenoid is also open so some of the
flows through the front expansion valve into the front (Zone 1) refrigerant flows through the rear expansion valve into the rear
evaporator. There liquid refrigerant cools the front (Zone 1) (Zone 2) evaporator. There liquid refrigerant cools the rear
evaporator as it evaporates into low pressure vapor. The (Zone 2) evaporator as it evaporates into low pressure vapor.
refrigerant returns to the compressor through the suction line The refrigerant returns to the compressor through the rear
check valve and the accumulator. suction line solenoid, the rear suction line, the rear suction line
check valve and the accumulator.

Ttcizch2
Typical Multi-temperature System—Front (Zone 1) Evaporator Cool and Rear (Zone 2) Evaporator Heat
Front (Zone 1) Evaporator
1F. Liquid Line Solenoid (LLS)—Open
2F. Liquid Return Check Valve (LRCV)—Closed
3F. Suction Line Check Valve (SLCV)—Open
4F. Suction Line Solenoid (SLS)—Open
5F. Hot Gas Solenoid (HGS)—Closed
Rear (Zone 2) Evaporator
1R. Rear Liquid Line Solenoid (RLLS)—Open
2R. Rear Liquid Return Check Valve (RLRCV)—Open
3R. Rear Suction Line Check Valve (RSLCV)—Closed
4R. Rear Suction Line Solenoid (RSLS)—Closed
5R. Rear Hot Gas Solenoid (RHGS)—Open
Host Unit
6. Condenser Inlet Solenoid (CIS)—Closed
7. Condenser Inlet Check Valve (CICV)—Closed
8. Condenser Check Valve (CCV)—Closed
9. Receiver Tank Pressure Solenoid (RTPS)—Open
10. Receiver Tank Pressure Check Valve (RTPCV)—Open
11. Purge Valve (PV)—Open for the first 60 seconds, then Closed
12. Purge Check Valve (PCV)—Open
Front (Zone 1) Evaporator Cool and Rear (Zone 2) The liquid line solenoid is open so the refrigerant flows
Evaporator Heat through the front expansion valve into the front (Zone 1)
See the previous refrigeration system diagram. The condenser evaporator. There the liquid refrigerant cools the front
inlet solenoid is closed so high pressure refrigerant vapor (Zone 1) evaporator as it evaporates into low pressure vapor.
leaves the compressor and flows through the rear (Zone 2) hot The refrigerant returns to the compressor through the suction
gas line and the open rear hot gas solenoid to the rear (Zone 2) line check valve and the accumulator.
evaporator. There the refrigerant heats the rear
(Zone 2) evaporator and condenses into high pressure liquid.
Because the rear suction line solenoid is closed, the liquid
Mode of Operation Charts
refrigerant flows through the rear liquid return check valve Reading Mode of Operation Charts
and liquid line to the liquid line solenoid.
The mode of operation charts use the status of the 1K and 2K
relays (or the R1K and R2K relays) to show the thermostat
demand:

• D = De-energised
• E = Energised
• High Speed Cool: 1K = D and 2K = E
• Low Speed Cool: 1K = D and 2K = D
• Low Speed Heat: 1K = E and 2K = D
• High Speed Heat: 1K = E and 2K = E
Thermostat Relays
Front Rear Solenoids Engine Rear
1K 2K DEF R1K R2K RDEF LLS HGS SLS RLLS RHGS RSLS CIS Speed Indicator Lights Fans
D E D D E D E D D E D D D high cool, rcool On
D D D D E D E D D E D D D high cool, rcool On
E D D D E D D D D E D D D high rcool On
E E D D E D E E E E D D E high heat, rcool On
D E D D D D E D D E D D D high cool, rcool On
D D D D D D E D D E D D D low cool, rcool On
E D D D D D D D D E D D D low rcool On
E E D D D D E E E E D D E high heat, rcool On
D E D E D D E D D D D D D high cool Off
D D D E D D E D D D D D D low cool Off
E D D E D D E E D D D D E low heat Off
E E D E D D E E D D D D E high heat Off
D E D E E D E D D E E E E high cool, rheat On
D D D E E D E D D E E E E high cool, rheat On
E D D E E D D D D E E D E high rheat On
E E D E E D E E D E E D E high heat, rheat On
D E E D X D E E D E D D E high cool, def, rcool On
D E E E D D E E D D D D E high cool, def Off
D E E E E D E E D E E E E high cool, def, rheat On
D E E D E E E E D E E D E high cool, def, rcool, rdef Off
D E D D E E E D D E E D E high cool, rcool, rdef Off
D D D D E E E D D E E D E high cool, rcool, rdef Off
E D D D E E D D D E E D E high rcool, rdef Off
E E D D E E E E E E E D E high heat, rcool, rdef Off
E = Energised RLLS = Rear Liquid Line Solenoid

D = De-energised RHGS = Rear Hot Gas Solenoid
X = Energised or De-energised RSLS = Rear Suction Line Solenoid
cool = Front Cool Lamp CIS = Condenser Inlet Solenoid
heat = Front Heat Lamp 1K = Front Heat/Cool Relay
def = Front Defrost Lamp 2K = Front Speed Relay
rcool = Remote Cool Lamp DEF = Front Defrost Relay
rdef = Remote Defrost Lamp R1K = Rear Heat/Cool Relay
rheat = Remote Heat Lamp R2K = Rear Speed Relay
LLS = Liquid Line Solenoid RDEF = Rear Defrost Relays
HGS = Hot Gas Solenoid
SLS = Suction Line Solenoid
MD-II TCI and RD-II TCI Mode of Operation Chart for Two Compartment Engine Operation

Thermostat Relays
D E D D E D E D D E D D D On cool, rcool On
D D D D E D E D D E D D D On cool, rcool On
E D D D E D D D D E D D D On rcool On
E E D D E D E E E E D D E On heat, rcool On
D E D D D D E D D E D D D On cool, rcool On
D D D D D D E D D E D D D On1 cool, rcool On
E D D D D D D D D E D D D On1 rcool On
E E D D D D E E E E D D E On heat, rcool On
D E D E D D E D D D D D D On cool Off
D D D E D D E D D D D D D On1 cool Off
E D D E D D E E D D D D E Off2 Off
E E D E D D E E D D D D E On heat Off
D E D E E D E D D E E E E On cool, rheat On
D D D E E D E D D E E E E On cool, rheat On
E D D E E D D D D E E D E On rheat On
E E D E E D E E D E E D E On heat, rheat On
D E E D X D E E D E D D E On cool, def, rcool On
D E E E D D E E D D D D E On cool, def Off
D E E E E D E E D E E E E On cool, def, rheat On
D E E D E E E E D E E D E On cool, def, rcool, rdef Off
D E D D E E E D D E E D E On cool, rcool, rdef Off
D D D D E E E D D E E D E On cool, rcool, rdef Off
E D D D E E D D D E E D E On rcool, rdef Off
E E D D E E E E E E E D E On heat, rcool, rdef Off
1.
The electric motor will continue to operate if it is operating when these combinations of thermostat demands occur. The electric motor will
not start to operate if these combinations of thermostat demand occur while the electric motor is off and the host unit is in Null.
2.
After the host unit has shifted to Null and the electric fan motor shuts off, one of the speed relays (2K or R2K) must energize to start the electric
motor.

MD-II TCI and RD-II TCI Mode of Operation Chart for Two Compartment Electric Operation

Thermostat Relays
D E D D E D E D D E D D D high cool On
D D D D D D E D D E D D D low cool On
E D D E D D E E D D D D E low heat Off
E E D E E D E E D E E D E high heat On
D E E D E D E E D E D D E high cool, def On
1
D E E D D D Not Possible
1
D E E E X D Not Possible
D E E D E E E E D E E D E high cool, def, rdef Off
D E D D E E E D D E E D E high cool, rdef Off
D D D D E E E D D E E D E low cool, rdef Off
E D D E E E D D D E E D E low rdef Off
E E D E E E E E D E E D E high heat, rdef Off
1.

MD-II TCI and RD-II TCI Mode of Operation Chart for Single Compartment Engine Operation

Thermostat Relays
D E D D E D E D D E D D D On cool On
D D D D D D E D D E D D D On1 cool On
E D D E D D E E D D D D E Off2 heat Off
E E D E E D E E D E E D E On heat On
D E E D E D E E D E D D E On cool, def On
1
1
D E E D E E E E D E E D E On cool, def, rdef Off
D E D D E E E D D E E D E On cool, rdef Off
D D D D E E E D D E E D E On cool, rdef Off
E D D E E E D D D E E D E On rdef Off
E E D E E E E E D E E D E On heat, rdef Off
1.
2.
After the host unit has shifted to Null and the electric fan motor shuts off, one of the speed relays (2K or R2K) must energize to start the electric
motor.

MD-II TCI and RD-II TCI Mode of Operation Chart for Single Compartment Electric Operation

Thermostat Relays Front Rear
Front Rear Solenoids Engine Zone 1 Zone 2
1K 2K DEF R1K R2K RDEF LLS HGS SLS RLLS RHGS RSLS CIS Speed Indicator Lights Fans Fans
D E D D E D E D D E D D D high cool, rcool On On
D D D D E D E D D E D D D high cool, rcool On On
E D D D E D D D D E D D D high rcool Off On
E E D D E D E E E E D D E high heat, rcool On On
D E D D D D E D D E D D D high cool, rcool On On
D D D D D D E D D E D D D low cool, rcool On On
E D D D D D D D D E D D D low rcool Off On
E E D D D D E E E E D D E high heat, rcool On On
D E D E D D E D D D D D D high cool On Off
D D D E D D E D D D D D D low cool On Off
E D D E D D E E D D D D E low heat On Off
E E D E D D E E D D D D E high heat On Off
D E D E E D E D D E E E E high cool, rheat On On
D D D E E D E D D E E E E high cool, rheat On On
E D D E E D D D D E E D E high rheat Off On
E E D E E D E E D E E D E high heat, rheat On On
D E E D X D E E D E D D E high cool, def, rcool Off On
D E E E D D E E D D D D E high cool, def Off Off
D E E E E D E E D E E E E high cool, def, rheat Off On
D E E D E E E E D E E D E high cool, def, rcool, rdef Off Off
D E D D E E E D D E E D E high cool, rcool, rdef On Off
D D D D E E E D D E E D E high cool, rcool, rdef On Off
E D D D E E D D D E E D E high rcool, rdef Off Off
E E D D E E E E E E E D E high heat, rcool, rdef On Off

MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI-Z and RD-TLE Mode of Operation Chart for Two
Compartment Engine Operation

D E D D E D E D D E D D D On cool, rcool On On
D D D D E D E D D E D D D On cool, rcool On On
E D D D E D D D D E D D D On rcool Off On
E E D D E D E E E E D D E On heat, rcool On On
D E D D D D E D D E D D D On cool, rcool On On
D D D D D D E D D E D D D On1 cool, rcool On On
E D D D D D D D D E D D D On1 rcool Off On
E E D D D D E E E E D D E On heat, rcool On On
D E D E D D E D D D D D D On cool On Off
D D D E D D E D D D D D D On1 cool On Off
E D D E D D E E D D D D E Off2 Off Off
E E D E D D E E D D D D E On heat On Off
D E D E E D E D D E E E E On cool, rheat On On
D D D E E D E D D E E E E On cool, rheat On On
E D D E E D D D D E E D E On rheat Off On
E E D E E D E E D E E D E On heat, rheat On On
D E E D X D E E D E D D E On cool, def, rcool Off On
D E E E D D E E D D D D E On cool, def Off Off
D E E E E D E E D E E E E On cool, def, rheat Off On
D E E D E E E E D E E D E On cool, def, rcool, rdef Off Off
D E D D E E E D D E E D E On cool, rcool, rdef On Off
D D D D E E E D D E E D E On cool, rcool, rdef On Off
E D D D E E D D D E E D E On rcool, rdef Off Off
E E D D E E E E E E E D E On heat, rcool, rdef On Off
1.
2.
After the host unit has shifted to Null and the electric fan motor shuts off, one of the speed relays (2K or R2K) must energize to start the
electric motor.

MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI-Z and RD-TLE Mode of Operation Chart for Two
Compartment Electric Operation

D E D D E D E D D E D D D high cool On On
D D D D D D E D D E D D D low cool On On
E D D E D D E E D D D D E low heat On Off
E E D E E D E E D E E D E high heat On On
D E E D E D E E D E D D E high cool, def Off On
1
1
D E E D E E E E D E E D E high cool, def, rdef Off Off
D E D D E E E D D E E D E high cool, rdef On Off
D D D D E E E D D E E D E low cool, rdef On Off
E D D E E E D D D E E D E low rdef Off Off
E E D E E E E E D E E D E high heat, rdef On Off
1.

MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI-Z and RD-TLE Mode of Operation Chart for Single
Compartment Engine Operation

D E D D E D E D D E D D D On cool On On
D D D D D D E D D E D D D On1 cool On On
E D D E D D E E D D D D E Off2 heat Off Off
E E D E E D E E D E E D E On heat On On
D E E D E D E E D E D D E On cool, def Off On
D E E D D D *Not Possible
D E E E X D *Not Possible
D E E D E E E E D E E D E On cool, def, rdef Off Off
D E D D E E E D D E E D E On cool, rdef On Off
D D D D E E E D D E E D E On cool, rdef On Off
E D D E E E D D D E E D E On rdef Off Off
E E D E E E E E D E E D E On heat, rdef On Off
1.
2.
After the host unit has shifted to Null and the electric fan motor shuts off, one of the speed relays (2K or R2K) must energize to start the
electric motor.

MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI-Z and RD-TLE Mode of Operation Chart for Single
Compartment Electric Operation

Temperature Ladders
tkudmd21
MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE,
tkudmd21 RD-MT, RD-II TCI-Z and RD TLE—Zone 1
MD-II TCI and RD-II TCI—Front Evaporator with Evaporator with System on Continuous Run Engine
System on Continuous Run Engine Operation, Two Operation, Two Compartment Operation
Compartment Operation 1. Setpoint
1. Setpoint 2. Temperature Decrease
2. Temperature Decrease 3. Temperature Increase
3. Temperature Increase A. Cool, Force Host Unit to High Speed
A. High Speed Cool B. Cool
B. Low Speed Cool C. Null1
C. Null1 D. Heat2, Force Host Unit to High Speed
D. Heat2, Force Host Unit to High Speed 1.
Heat if the rear evaporator is in Null or Off.
2.
1.
Low Speed Heat if the rear evaporator is in Null or Off. Null if the setpoint is below -9.5 C, unless the other evaporator
2.
Null if the setpoint is below -9.5 C, unless the rear evaporator is is in Null or Off
in Null or Off.
tkudmd24
tkudmd21
RD-MT, RD-II TCI-Z and RD TLE —Zone 2
MD-II TCI and RD-II TCI—Rear Evaporator with
Evaporator with System on Continuous Run Engine
System on Continuous Run Engine Operation, Two
Operation, Two Compartment Operation
Compartment Operation
1. Setpoint
1. Setpoint
A. Cool, Force Host Unit to High Speed
A. Cool, Force Host Unit to High Speed
B. Cool
B. Cool
C. Null
C. Null
D. Heat1, Force Host Unit to High Speed
1.
1. Null if the setpoint is below -9.5 C
Null if the setpoint is below -9.5 C

tkudmd21 tkudmd21
MD-II TCI and RD-II TCI—Front Evaporator with MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE,
System on Continuous Run Engine Operation, Single RD-MT, RD-II TCI-Z and RD TLE —Zone 1
Compartment Operation Evaporator with System on Continuous Run Engine
1. Setpoint Operation, Single Compartment Operation
2. Temperature Decrease 1. Setpoint
3. Temperature Increase 2. Temperature Decrease
A. High Speed Cool 3. Temperature Increase
B. Low Speed Cool A. Cool, Force Host Unit to High Speed
C. Low Speed Heat B. Cool
D. High Speed Heat1 C. Heat1
1.
Low speed heat if setpoint is below -9.5 C, unless the rear D. Heat2, Force Host Unit to High Speed
evaporator is in Null or Off. 1.
Null if Zone 2 evaporator is in Defrost
2.
Does not force host unit to high speed if setpoint is below -9.5
C. Null if the setpoint is below -9.5 C and the Zone 2 evaporator
is in Defrost
tkudmd22
MD-II TCI and RD-II TCI—Rear Evaporator with tkudmd22
System on Continuous Run Engine Operation, Single MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE,
Compartment Operation RD-MT, RD-II TCI-Z and RD TLE —Zone 2
1. Setpoint Evaporator with System on Continuous Run Engine
2. Temperature Decrease Operation, Single Compartment Operation
3. Temperature Increase 1. Setpoint
A. Cool 2. Temperature Decrease
B. Null 3. Temperature Increase
C. Heat1 A. Cool
1.
Null if setpoint is below -9.5 C B. Null
C. Heat1
1.
Null if setpoint is below -9.5 C

tkudmd23 tkudmd24
MD-II TCI and RD-II TCI—Front Evaporator with MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE,
System on CYCLE-SENTRY Engine Operation RD-MT, RD-II TCI-Z and RD TLE —Zone 1
1. Setpoint Evaporator with System on CYCLE-SENTRY Engine
2. Temperature Decrease Operation
A. High Speed Cool 2. Temperature Decrease
B. Low Speed Cool 3. Temperature Increase
C. Null A. Cool, Force Host Unit to High Speed
D. High Speed Heat1 B. Null1
E. Null2 C. Null
1.
Null if the setpoint is below -9.5 C D. Heat2, Force Host Unit to High Speed
2.
Low Speed Cool if the unit is operating 1.
Cool if the unit is operating
2.
tkudmd23 tkudmd24
MD-II TCI and RD-II TCI—Rear Evaporator with MD-MT, MD-200 MT, MD-II TCI-Z, MD-TLE,
System on CYCLE-SENTRY Engine Operation RD-MT, RD-II TCI-Z and RD TLE —Zone 2
1. Setpoint Evaporator with System on CYCLE-SENTRY Engine
2. Temperature Decrease Operation
A. Cool, Force Host Unit to High Speed 2. Temperature Decrease
B. Cool 3. Temperature Increase
C. Null A. Cool, Force Host Unit to High Speed
D. Heat1, Force Host Unit to High Speed B. Null1
E. Null2 C. Null
1.
Null if the setpoint is below -9.5 C D. Heat2, Force Host Unit to High Speed
2.
Cool if the unit is operating 1.
2.

tkudmd24
tkudmd23
MD-II TCI and RD-II TCI—Front or Rear Evaporator
RD-MT, RD-II TCI-Z and RD TLE—Zone 1 or Zone 2
with System on Electric Operation
Evaporator with System on Electric Operation
1. Setpoint
1. Setpoint
A. Cool
A. Cool
B. Cool
B. Null1
C. Null
C. Null
D. Heat1
E. Null2
1.
1. Cool if the unit is operating
Null if the setpoint is below -9.5 C 2.
2. Null if the setpoint is below -9.5 C

Model Features
CD-II MAX Features

CD-II MAX 50 EEC (919065, 919066, or 919067)
CD-II MAX 30 EEC (919064)
MODEL
FEATURE
S = Standard; O = Option; – = Does Not Apply
S S TK 2.49 Diesel Engine
S S TK 208R (ICE) Compressor
S S Jet Lube Compressor Lubrication
– O Electric Standby Motor, 230/3/60
S S ThermoGUARD V Microprocessor Controller
S S Three-way Valve Refrigeration System
O O Oil Bath Air Cleaner
S S Dry Element Air Cleaner
S S Electric Fuel Pump with Fuel Prefilter
S S Spin-on Fuel Filter
O O Fuel Heater
S S Spin-on Full Flow Oil Filter
O O Spin-on Bypass Oil Filter
O O Silicone Coolant Hoses
S S EPDM Coolant Hoses
S S 37 Ampere Alternator
S S Alternator Discharge Light
S S Defrost Air Switch
S S Hourmeter, Engine Hours
– O Hourmeter, Electric Standby Hours
O O R-134a
S S R-404A

KD-II Features
KD-II SR 50 EEC (915175, 915176 or 915177)

KD-II 50 MAX EEC 380V (097182)
KD-II 30 MAX EEC (097181)
KD-II 50 EEC 380V (054812)
MODEL
KD-II SR 30 EEC (915174)
KD-II 25 230V (054669)
KD-II 50 230V (913281)
KD-II 50 230V (054655)
KD-II 30 EEC (054814)
KD-II 30 (913280)
KD-II 30 (054656)
FEATURE
S S S S S S S S S S S TK 3.66 or TK 3.74 Diesel Engine
S S S S S S S S S S S D214 or X214 Compressor
– – S S S – O – O – O Electric Standby Motor, 230/3/60
– – O O O – O – O – O Electric Standby Motor, 220/3/50
– – O O O – S – S – O Electric Standby Motor, 460/3/60 or 380/3/50
– – – – – – – – – S S ThermoGUARD μP-T Microprocessor Controller
S – – S – S S S S – – ThermoGUARD V Microprocessor Controller
– S S – S – – – – – – ThermoGUARD IV Thermostat
S S S S S S S S S S S Three-way Valve Refrigeration System
S S S S S O O O O O O Oil Bath Air Cleaner
O O O O O S S S S S S Dry Element Air Cleaner
S S S S S S S S S S S Electric Fuel Pump with Fuel Prefilter
S S S S S S S S S S S Spin-on Fuel Filter
O O O O O O O O O O O Fuel Heater
S S S S S S S S S S S Spin-on Full Flow Oil Filter
S S S S S S S O O O O Spin-on Bypass Oil Filter
S S S S S S S O O O O Silicone Coolant Hoses
O O O O O O O S S S S EPDM Coolant Hoses
S S S S S S S S S S S 23 Ampere Alternator
S S S S S S S S S – – Alternator Discharge Light
S S S S S S S S S S S Defrost Timer
S S S S S S S S S S S Defrost Air Switch
S S S S S S S S S S S Hourmeter, Engine Hours
– – O O O – O – O – S Hourmeter, Electric Standby Hours
S S S S S S S S S S S TherMax Defrost/Heating System
S S S S S S S O O O O R-12
O O O O O O O O O O O R-134a
O O O O O O O O O O O R-403B
O O O O O O O S S S S R-404A
O O O O O O O O O O O R-502
O O O O O – – O O O O Remote Control Box
O O O O O O O O O S S Cab Control Box
O O O O O O O O O O O Remote Indicator Lights
O O O O O S S O O S S CYCLE-SENTRY Start-Stop Controls
– S S – S – – – – – – Digital Thermometer
O O O O O O O O O – – Ammeter, Coolant Temperature Gauge and Oil Pressure Gauge
O O O O O O O O O O O Compound Gauge
– – O O O – O – O – O Electric Heaters (Model 50)
O O O O O S S S S S S Condenser Top Screen
– – – – – – – O O O O Low Decibel Sound Reduction Package
– – – – – O O O O – – Wide Body Skin (WKD-II)

MD-100, MD-200 and MD-300 Features
MD-200 50 220/3/50 EEC (920125)

MD-200 50 230/3/60 EEC (920126)
MD-200 50 380/3/50 EEC (920127)
MD-300 50 220/3/50 EEC (920166)

MD-300 50 230/3/60 EEC (920167)
MD-300 50 380/3/50 EEC (920168)
MD-100 50 230/3/60 (900415)
MD-100 50 380/3/50 (900416)
MD-200 50 230/1/60 (920121)

MD-200 50 230/3/60 (920122)
MD-300 50 230/1/60 (920162)

MD-300 50 230/3/60 (920163)
MD-200 50 380/460 (920123)
MD-300 50 380/460 (920164)

MD-200 30 EEC (920124)
MD-300 30 EEC (920165)
MODEL
MD-200 30 (920120)
MD-300 30 (920161)
FEATURE
S S S S S S S S S S S S S S S S S S TK 3.74 Diesel Engine
S S S S S S S S S S S S S S S S S S X214 Compressor
S – – – S – – – S – – – S – – – S – Electric Standby Motor, 230/3/60
– – – – – – – S – – – – – – – S – – Electric Standby Motor, 220/3/50
– S – – – S – – – S – – – S – – – S Electric Standby Motor, 460/3/60 or 380/3/50
– – – S – – – – – – – S – – – – – – Electric Standby Motor, 230/1/60
S S S S S S S S S S S S S S S S S S ThermoGUARD μP-T Microprocessor Controller
S S S S S S S S S S S S S S S S S S Three-way Valve Refrigeration System
O O O O O O O O O O O O O O O O O O Oil Bath Air Cleaner
S S S S S S S S S S S S S S S S S S Dry Element Air Cleaner
S S S S S S S S S S S S S S S S S S Electric Fuel Pump with Fuel Prefilter
S S S S S S S S S S S S S S S S S S Spin-on Fuel Filter
O O O O O O O O O O O O O O O O O O Fuel Heater
S S S S S S S S S S S S S S S S S S Spin-on Full Flow Oil Filter
O O O O O O O O O O O O O O O O O O Spin-on Bypass Oil Filter
O O O O O O O O O O O O O O O O O O Silicone Coolant Hoses
S S S S S S S S S S S S S S S S S S EPDM Coolant Hoses
S S S S S S S S S S S S S S S S S S 23 Ampere Alternator
S S S S S S S S S S S S S S S S S S Alternator Discharge Light
S S S S S S S S S S S S S S S S S S Defrost Timer
S S S S S S S S S S S S S S S S S S Defrost Air Switch
S S S S S S S S S S S S S S S S S S Hourmeter, Engine Hours
S S – S S S – S S S – S S S – S S S Hourmeter, Electric Standby Hours
S S S S S S S S S S S S S S S S S S TherMax Defrost/Heating System
S S S S S S S S S S S S S S S S S S R-404a
O O O O O O O O O O O O O O O O O O R-134a
S S S S S S S S S S S S S S S S S S Remote CabBox
S S S S S S S S S S S S S S S S S S CYCLE-SENTRY Start-Stop Controls
O O O O O O O O O O O O O O O O O O Ammeter, Coolant Temperature Gauge and Oil Pressure Gauge
O O O O O O O O O O O O O O O O O O Compound Gauge
O O – O O O – O O O – O O O – O O O Electric Heaters (Model 50)
S S O O O O S S S S O O O O S S S S Condenser Top Screen
O O O O O O O O O O O O O O O O O O Low Decibel Sound Reduction Package
S S – – – – – – – – – – – – – – – – Unit Self Check - pre-trip
O O – – – – – – – – – – – – – – – – Automatic Phase Correction
O O – – – – – – – – – – – – – – – – Body Mount Control Box
O O – – – – – – – – – – – – – – – – Condenser Top Screen
O O – – – – – – – – – – – – – – – – Data Logging
O O – – – – – – – – – – – – – – – – Door Sentry Switch
O O – – – – – – – – – – – – – – – – Engine Block Heater
O O – – – – – – – – – – – – – – – – Evaporator Side Screens
O O – – – – – – – – – – – – – – – – Remote Light Display
O O – – – – – – – – – – – – – – – – Silicone Hoses

MD-II Features
MD-II SR 50 EEC (915536, 915537 or 915538)

MD-II 50 MAX EEC 380V (097176)
MD-II 30 MAX EEC (097175)
MD-II 50 230V/1 PH (054797)
MD-II 50 230V/1 PH (054709)
MD-II 25 380V EEC (054704)
MD-II 50 380V EEC (054703)
MODEL
MD-II SR 30 EEC (915535)
MD-II 25 230V (054688)
MD-II 50 230V (054796)
MD-II 50 230V (054670)
MD-II 30 EEC (054817)

MD-II 30 EEC (054705)
MD-II 50 EEC (054815)

MD-II 30 (054792)
MD-II 30 (054687)
FEATURE
S S S S S S S S S S S S S S S S TK 3.66 or TK 3.74 Diesel Engine
S S S S S S S S S S S S S S S S D214 or X214 Compressor
– – S S S – – – – O O O – O – O Electric Standby Motor, 230/3/60
– – O O O – – – – O O O – O – O Electric Standby Motor, 220/3/50
– – O O O – – – – S S S – S – O Electric Standby Motor, 460/3/60 or 380/3/50
– – – – – S S – – – – – – – – – Electric Standby Motor, 230/1/60
– – – – – – – – – – – – – – S S ThermoGUARD μP-T Microprocessor Controller
S – – S – S – S – – S – S S – – ThermoGUARD V Microprocessor Controller
– S S – S – S – S S – S – – – – ThermoGUARD IV Thermostat
S S S S S S S S S S S S S S S S Three-way Valve Refrigeration System
S S S S S S S O S S O S O O O O Oil Bath Air Cleaner
O O O O O O O S O O S O S S S S Dry Element Air Cleaner
S S S S S S S S S S S S S S S S Electric Fuel Pump with Fuel Prefilter
S S S S S S S S S S S S S S S S Spin-on Fuel Filter
O O O O O O O O O O O O O O O O Fuel Heater
S S S S S S S S S S S S S S S S Spin-on Full Flow Oil Filter
O O O O O O O O O O O O O O O O Spin-on Bypass Oil Filter
O O O O O O O O O O O O O O O O Silicone Coolant Hoses
S S S S S S S S S S S S S S S S EPDM Coolant Hoses
S S S S S S S S S S S S S S S S 23 Ampere Alternator
S S S S S S S S S S S S S S – – Alternator Discharge Light
S S S S S S S S S S S S S S S S Defrost Timer
S S S S S S S S S S S S S S S S Defrost Air Switch
S S S S S S S S S S S S S S S S Hourmeter, Engine Hours
– – O O O O O – – O O O – S – S Hourmeter, Electric Standby Hours
S S S S S S S S S S S S S S S S TherMax Defrost/Heating System
S S S S S S S S S S S S O O O O R-12
O O O O O O O O O O O O O O O O R-134a
O O O O O O O O O O O O O O O O R-403B
O O O O O O O O O O O O S S S S R-404A
O O O O O O O O O O O O O O O O R-502
O O O O O O O – O O – O O O O O Remote Control Box
O O O O O O O O O O O O O O S S Cab Control Box
O O O O O O O O O O O O O O O O Remote Indicator Lights
O O O O O O O O O O O O O O S S CYCLE-SENTRY Start-Stop Controls
S S S S S – S S – S – – – – – – Digital Thermometer
O O O O O O O O O O O O O O – – Ammeter, Coolant Temperature Gauge and Oil Pressure Gauge
O O O O O O O O O O O O O O O O Compound Gauge
– – – O O O O – – – O O – O – O Electric Heaters (Model 50)
O O O O O O O S O O S O S S S S Condenser Top Screen
– – – – – – – – – – – – O O O O Low Decibel Sound Reduction Package

RD-II Features
RD-II SR 50 EEC (915525, 915526 or 915527)

RD-II 50 MAX EEC 380V (088600)
RD-II 30 MAX EEC (088599)
MODEL
RD-II SR 30 EEC (915524)
RD-II 50 230V (913150)
RD-II 50 230V (088406)
RD-II 50 230V (088408)
RD-II 30 EEC (912366)
RD-II 50 EEC (912367)
RD-II 30 (913151)
RD-II 30 (088407)
FEATURE
S S S S S S S S S S S TK 3.88 or TK 3.95 Diesel Engine
S S S S S S S S S S S X426 Compressor
– S S S – O – O – O Electric Standby Motor, 230/3/60
– – O O O – O – O – O Electric Standby Motor, 220/3/50
– – O O O – S – S – O Electric Standby Motor, 460/3/60 or 380/3/50
– – – – – – – – – S S ThermoGUARD μP-T Microprocessor Controller
S – S – – S S S S – – ThermoGUARD V Microprocessor Controller
– S – S S – – – – – – ThermoGUARD IV Thermostat
– – – – – S S S S – – Temperature Modulation
S S S S S S S S S S S Three-way Valve Refrigeration System
S S S S S O O O O O O Oil Bath Air Cleaner
O O O O O S S S S S S Dry Element Air Cleaner
S S S S S S S S S S S Electric Fuel Pump with Fuel Prefilter
S S S S S S S S S S S Spin-on Fuel Filter
O O O O O O O O O O O Fuel Heater
S S S S S S S S S S S Spin-on Full Flow Oil Filter
O O O O O S S O O O O Spin-on Bypass Oil Filter
S O S O O S S O O O O Silicone Coolant Hoses
O S O S S O O S S S S EPDM Coolant Hoses
S S S S S S S S S S S 23 Ampere Alternator
S S S S S S S S S – – Alternator Discharge Light
S S S S S S S S S S S Defrost Timer
S S S S S S S S S S S Defrost Air Switch
S S S S S S S S S S S Hourmeter, Engine Hours
– – O O O – O – O – S Hourmeter, Electric Standby Hours
S S S S S S S S S S S TherMax Defrost/Heating System
S S S S S S S O O O O R-12
O O O O O O O O O O O R-134a
O O O O O O O O O O O R-403B
O O O O O O O S S S S R-404A
O O O O O O O O O O O R-502
O O O O O – – O O O O Remote Control Box
O O O O O O O O O S S Cab Control Box
O O O O O O O O O O O Remote Indicator Lights
O O O O O S S O O S S CYCLE-SENTRY Start-Stop Controls
– O – O O – – – – – – Dial or Digital Thermometer
O O O O O O O O O – – Ammeter, Coolant Temperature Gauge and Oil Pressure Gauge
O O O O O O O O O O O Compound Gauge
– – O O O – O – O – O Electric Heaters (Model 50)
O O O O O S S S S S S Condenser Top Screen
– – – – – – – O O O O Low Decibel Sound Reduction Package

SD-II and SDZ Features
SD-II MAX EEC (097100)
SDZ 50 380V (912486)

SDZ 50 380V (054722)
SDZ 50 380V (097237)

SD-II EEC (097101)
MODEL
SDZ 30 (912487)
SDZ 30 (054723)
SDZ 25 (054716)
SDZ 30 (097243)
FEATURE
– – S S S S S S S TK 2.44 or TK 2.49 Diesel Engine
S S – – – – – – – Z400B Diesel Engine
– – S S S S S S S D214 or X214 Compressor
S S – – – – – – – Rotary Compressor
– – – – S O O – O Electric Standby Motor, 230/3/60 or 220/3/50
S S – – – S S – S Electric Standby Motor, 460/3/60 or 380/3/50
S S – – – – – – – Electronic Thermostat with Auto Start
– – – – – – – S S ThermoGUARD V Microprocessor Controller
– – S S S S S – – ThermoGUARD IV Thermostat
– – S S S S S S S Three-way Valve Refrigeration System
– – O O O O O O O Oil Bath Air Cleaner
S S S S S S S S S Dry Element Air Cleaner
S S S S S S S S S Electric Fuel Pump
S S O O O O O O O Fuel Prefilter
S S S S S S S S S Spin-on Fuel Filter
S S S S S S S S S Spin-on Full Flow Oil Filter
O O O O O O O O O Spin-on Bypass Oil Filter
O O S S S S S O O Silicone Coolant Hoses
S S O O O O O S S EPDM Coolant Hoses
– – S S S S S S S 23 Ampere Alternator
S S – – – – – – – 40 Ampere Alternator
S S S S S S S S S Alternator Discharge Light
– – S S S S S S S Defrost Timer
S S S S S S S S S Defrost Air Switch
S S – – – O O – O Electric Evaporator Heaters
S S S S S S S S S Hourmeter, Engine Hours
O O – – O O O – O Hourmeter, Electric Standby Hours
– – S S S S S O O R-12
S – O O O O O O O R-134a
– S O O O O O O O R-403B
– O O O O O O S S R-404A
– O O O O O O O O R-502
S S – – – – – – – Jet Lube Compressor Lubrication
O O O O O O O O O Remote Control Box
S S O O O O O O O Cab Control Box
O O O O O O O S S CYCLE-SENTRY Start-Stop Controls
O O – – – – – – – Low Noise Kit
O O – – – – – – – Scissor/Undermount Variant
O O – – – – – – – Split (Front Wall Mount) Variant
O O O O O O O O O Remote Indicator Lights
S S O O O O O O O Condenser Top Screen

STD-II and TD-II Features
TD-II SR 50 EEC (915185, 915186 or 915187)

TD-II 50 MAX EEC 380V (088600)
STD-II SR 50 EEC 380V (915491)

STD-II 50 EEC 380V (915490)
TD-II 30 MAX EEC (088599)
TD-II 50 EEC 380V (912456)
MODEL
TD-II SR 30 EEC (915184)
TD-II 50 230V (913131)
TD-II 50 230V (088389)
TD-II 50 230V (088392)
TD-II 30 EEC (912455)
TD-II 30 (913132)
TD-II 30 (088391)
FEATURE
S S S S S S S S S S S S S TK 3.88 or TK 3.95 Diesel Engine
S S S S S S S S S S S S S X430 Compressor
– – S S S – O – O – O O O Electric Standby Motor, 230/3/60
– – O O O – O – O – O O O Electric Standby Motor, 220/3/50
– – O O O – S – S – O S S Electric Standby Motor, 460/3/60 or 380/3/50
– – – – – – – – – S S – S ThermoGUARD μP-T Microprocessor Controller
S – S – – S S S S – – S – ThermoGUARD V Microprocessor Controller
– S – S S – – – – – – – – ThermoGUARD IV Thermostat
– – – – – S S S S – – – – Temperature Modulation
S S S S S S S S S S S S S Three-way Valve Refrigeration System
S S S S S O O O O O O O O Oil Bath Air Cleaner
O O O O O S S S S S S S S Dry Element Air Cleaner
S S S S S S S S S S S S S Electric Fuel Pump with Fuel Prefilter
S S S S S S S S S S S S S Spin-on Fuel Filter
O O O O O O O O O O O O O Fuel Heater
S S S S S S S S S S S S S Spin-on Full Flow Oil Filter
S S S S S S S O O O O O O Spin-on Bypass Oil Filter
S S S S S S S O O O O O O Silicone Coolant Hoses
O O O O O O O S S S S S S EPDM Coolant Hoses
S S S S S S S S S S S S S 23 Ampere Alternator
S S S S S S S S S – – S – Alternator Discharge Light
S S S S S S S S S S S S S Defrost Timer
S S S S S S S S S S S S S Defrost Air Switch
S S S S S S S S S S S S S Hourmeter, Engine Hours
– – O O O – O – O – S O S Hourmeter, Electric Standby Hours
S S S S S S S S S S S S S TherMax Defrost/Heating System
S S S S S S S O O O O O O R-12
O O O O O O O O O O O O O R-134a
O O O O O O O O O O O O O R-403B
O O O O O O O S S S S S S R-404A
O O O O O O O O O O O O O R-502
O O O O O – – O O O O O O Remote Control Box
O O O O O O O O O S S O S Cab Control Box
O O O O O O O O O O O O O Remote Indicator Lights
O O O O O S S S S S S S S CYCLE-SENTRY Start-Stop Controls
– S – S S – – – – – – – – Dial or Digital Thermometer
O O O O O O O O O – – O – Ammeter, Coolant Temperature Gauge and Oil Pressure Gauge
O O O O O O O O O O O O O Compound Gauge
– – O O O – O – O – O O O Electric Heaters (Model 50)
O O O O O S S S S S S S S Condenser Top Screen
– – – – – – – O O O O O O Low Decibel Sound Reduction Package

SPECTRUM TS, TS-200, TS-300, TS-500, TS-600 and XDS Features
XDS SR 50 EEC (915361, 915803 or 915804)

SPECTRUM TS 50 220V EEC (919124)
SPECTRUM TS 30 EEC (919123)
MODEL
XDS SR 30 EEC (915801)
TS-200 30 EEC (919183)
TS-200 50 EEC (919186)
TS-300 30 EEC (919193)
TS-300 50 EEC (919196)
TS-500 30 EEC (919203)
TS-500 50 EEC (919206)
TS-600 30 EEC (918231)
TS-600 50 EEC (918231)
FEATURE
– – – – S S S S – – – – – – TK 3.74 Diesel Engine
S S S S – – – – S S S S S S TK 3.95 Diesel Engine
– – – – S S S S – – – – – – TKO 4 Hp Scroll Compressor
S S S S – – – – S S S S S S TKO 6 Hp Scroll Compressor
– – S – – O – O – O – O – O Electric Standby Motor, 230/3/60
– S – – – O – O – O – O – O Electric Standby Motor, 220/3/50
– – – S – O – O – O – O – O Electric Standby Motor, 380/3/50
– – – – S S S S S S S S S S ThermoGUARD μP-T Microprocessor Controller
S S S S – – – – – – – – – – SPECTRUM TS HMI Controller
S S S S S S S S S S S S S S Three-way Valve Refrigeration System
O O O O O O O O O O O O O O Oil Bath Air Cleaner
S S S S S S S S S S S S S S Dry Element Air Cleaner
S S S S S S S S S S S S S S Electric Fuel Pump with Fuel Prefilter
S S S S S S S S S S S S S S Spin-on Fuel Filter
O O O O O O O O O O O O O O Fuel Heater
S S S S S S S S S S S S S S Spin-on Full Flow Oil Filter
S S S S S S S S S S S S S S Spin-on Bypass Oil Filter
O O O O O O O O O O O O O O Silicone Coolant Hoses
S S S S S S S S S S S S S S EPDM Coolant Hoses
S S S S – – – – – – – – – – 90 Ampere Alternator
– – – – S S S S S S S S S S 23 Ampere Alternator
S S S S S S S S S S S S S S Defrost Air Switch
S S S S S S S S S S S S S S Hourmeter, Engine Hours
– S S S – O – O – O – O – O Hourmeter, Electric Standby Hours
– – – – S S S S S S S S S S TherMax Defrost/Heating System
S S S S S S S S S S S S S S R-404A
O O O O O O O O O O O O O O Remote Control Box
S S S S S S S S S S S S S S Cab Control Box
O O O O O O O O O O O O O O Remote Indicator Lights
S S S S S S S S S S S S S S CYCLE-SENTRY Start-Stop Controls
– O O O – O – O – O – O – O Electric Heaters
S S S S S S S S S S S S S S Condenser Top Screen
– – – – – – – – – – – – O O Low Decibel Sound Reduction Package

UTS, UT1200X Features
UT1200X Spectrum S3 + S3 EEC (900314)
MODEL
UTS TLE EEC (918332)
UT1200X EEC (900313)
UTS EEC (918330)
FEATURE
– – S S TK 3.95 Diesel Engine
S S – – TK 376U Diesel Engine
S S S S TKO 6 Hp Scroll Compressor
S S S S Electric Standby Motor, 220/3/50
S S S S Phase Correction
S S S S ThermoGUARD μP-T Microprocessor Controller
S S S S Oil Bath Air Cleaner
S S S S Electric Fuel Pump with Fuel Prefilter
S S S S Spin-on Fuel Filter/Water Separator
S S S S Spin-on Full Flow Oil Filter
S S S S Spin-on Bypass Oil Filter
S S S S EPDM Coolant Hoses
S S S S 90 Ampere Alternator (120 Amp UT1200X)
S S S S Hourmeter, Engine Hours
S S S S Hourmeter, Electric Standby Hours
S S S S TherMax Defrost/Heating System
S S S S R-404A
S S S S Remote (Cab) Control Box
S S S S CYCLE-SENTRY Start-Stop Controls
S S S – Defrost Air Switch
O O O O Data Acquisition System
– – O O EZ-View Digital Thermometer
O O O O Door Switch
O O O O Scissor Variant
O O – – Evaporator Side Screens
O O – – Synthetic Oil
O O – – Battery Box Kit
O O – – Remote Body-Mount Box Kit

MD-MT, MD-200 MT, MD-II TCI, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI, RD-II TCI-Z &
RD-TLE Features
MD-II TCI 30 EEC (097095 and 097210)

MD-II TCI 50 EEC (097096 and 097211)
RD-II TCI 30 EEC (088493 and 088632)

RD-II TCI 50 EEC (088483 and 088633)
MD-II TCI-Z 50 (097107 and 097212)
RD-II TCI-Z 50 (088535 and 088634)

MD-II TCI 30 (097079 and 097208)
MD-II TCI 50 (097080 and 097209)
RD-II TCI 30 (088495 and 088630)

RD-II TCI 50 (088494 and 088631)
MD-200 MT 30 EEC (915218)
MD-200 MT 50 EEC (915219)
MD-TLE 50 EEC (915213)
RD-TLE 50 EEC (088714)

MD-MT 30 EEC (920005)
MD-MT 50 EEC (920006)
RD-MT 50 EEC (920002)
MODEL
FEATURE
S S S S S S S S S S – – – – – – – TK 3.66 or TK 3.74 Diesel Engine
– – – – – – – – – – S S S S S S S TK 3.88 or TK 3.95 Diesel Engine
S S S S S S S S S S – – – – – – – X214 Compressor
– – – – – – – – – – S S S S S S S X426 Compressor
– – – – – S – S O O – – S – – – O Electric Standby Motor, 230/3/60
– S – S – O – O S S S – O – S S S Electric Standby Motor, 460/3/60 or 380/3/50
S S S S S S S S S S S S S S S S S ThermoGUARD V Microprocessor Controller
– – – S S S S – – – S S S S – – Tapered Roller Bearing Fan Shafts
O O O O S S S S O O O S S O O O O Oil Bath Air Cleaner
S S S S O O O O S S S O O S S S S Dry Element Air Cleaner
S S S S S S S S S S S S S S S S S Electric Fuel Pump
S S S S S S S S S S S – – – – – – Fuel Prefilter
S S S S S S S S S S S S S S S S S Spin-on Fuel Filter
S S S S S S S S S S S S S S S S S Spin-on Full Flow Oil Filter
O O O O O O O O O O O O O O O O O Spin-on Bypass Oil Filter
O O O O O O O O O O O O O O O O O Silicone Coolant Hoses
S S S S S S S S S S S S S S S S S EPDM Coolant Hoses
S S S S – – – – S S – – – – – S – 65 Ampere Alternator
– – – – – – – – – – S – – – – O S 90 Ampere Alternator
– – – – S S S S – – – S S S S – – 37 Ampere Alternator
S S S S S S S S S S S S S S S S S Defrost Timer (Part of TG-V)
S S S S S S S S S S S S S S S S S Hourmeter, Engine Hours
– O – O – O – O O O O – O – O O O Hourmeter, Electric Standby Hours
– – – – – – O O O – – O O O O O – R-403B
S S S S S S S S S S S S S S S S S R-404A
– – – – O O O O O – – O O O O O – R-502
O O O O O O O O O O O O O O O O O Remote Control Box
S S S S S S S S S S S S S S S S S Cab Control Box
O O O O O O O O O O O O O O O O O CYCLE-SENTRY Start-Stop Controls

ELT, ECT, EW, TLE and UT1200X Remote Evaporator Features
UTS TLE Evaporator (718332, 718333)

ECT Evaporator (712255 or 714218)
ECT TCI-Z EEC System (914460)
TLE Evaporator (918130, 918131)
UTSE Evaporator (088736)

ELT Evaporator (714461)
EW Evaporator (713951)
MODEL
FEATURE
S S S S S S S Direct Expansion Evaporator Coil
S – – – – – – Two Motorised Centrifugal Impellers
– S S S – – S 12 Vdc Fan Motor with Replaceable Brushes
– S S – – – – Two Evaporator Blowers
– – – O – – – Two Evaporator Fan Motors
– – – – – – S Three Evaporator Fan Motors
– – – – S – – Variable Speed Blowers: Choice of Two or Three 12 Vdc Blowers
– – – – – S – Variable Speed Blowers: Six 12 Vdc Blowers
S S S S S – – ThermoGUARD V Microprocessor Controller
S S S S S – – ThermoGUARD μP-T Microprocessor Controller
S S S S S S S Aluminum Housing
– – – – – – S Defrost Air Switch
S S S S S Rear Defrost Air Switch
S S S S S Rear Liquid Line Solenoid
S S S S S Rear Hot Gas Solenoid
S S S S S Rear Suction Line Solenoid
– S S S S Rear Suction Line Check Valve
S S S S S Rear Liquid Return Check Valve
– – S – S Front Defrost Air Switch
– – S – S Front Liquid Line Solenoid
– – S – S Front Hot Gas Solenoid
– – S – S Front Suction Line Solenoid
– – S – S Front Suction Line Check Valve
– – S – S Front Liquid Return Check Valve
Protection Devices
SD-II
All Units Except SD-II Models
Unit: Nameplate on top of the unit frame above
• Engine High Coolant Temperature Switch1
the compressor.
• Coolant Level Switch (Models with μP-T Only)
Engine: Stamped on the block under the injection
• Engine Low Oil Pressure Cutout Switch1
pump or under the oil filter.
• Engine Low Oil Level Switch (Models with μP-T Only)
Compressor: Nameplate on compressor body.
• Evaporator High Temperature Cutout Switch with Heater
Standby Electric Nameplate on motor housing.
Option (Model 50)1
Motor:
• Electronic Temperature Sensor Switch with Heater Option
(EEC Model 50)1
• Refrigerant High Pressure Cutout Switch
UTS, UT1200X
• Refrigerant High Pressure Relief Valve
• 12 V Fuse Link (Except UTS)
Unit: Nameplate on inside of the unit frame near
• Battery Fuse (UTS Only)
the fuel filter.
• Overload Relay for Electric Standby Motor
Engine: Nameplate on top of the rocker arm cover.
(Models 25 & 50)
Compressor: Stamped on the side below the sight glass.
• Circuit Breaker in Starter Circuit (or Main Power Circuit)
• Circuit Breaker in Control Circuit
Motor:
(Except models with μP-T)
• Fuses in Control Circuits (Models with μP-T Only)
• Preheat Buzzer with CYCLE-SENTRY Option
• Circuit Breaker in Remote Evaporator Fan Motor Circuit
(MT, Spectrum, TCI, TLE and UTS Models Only)
• Fuse in 7X-CH Circuit (MT, SPECTRUM, TCI and TLE
Models Only).
SD-II
• Engine High Coolant Temperature Switch
• Engine Low Coolant Level Switch
• Engine Low Oil Pressure Cutout Switch
• Evaporator Fans and Heater Thermal Trip
• Evaporator Over Temperature Trip
• Circuit Breaker in Glow Plug and Starter Circuit
• Circuit Breaker in Control Circuit
• Preheat Buzzer
• Refrigerant High Pressure Cutout
• Refrigerant High Pressure Relief Valve
• Refrigerant Low Pressure Cutout
• Transformer and Rectifier Fuses.
Serial Number Locations
All Units Except SD-II and UTS Models
Unit: Nameplate on top of the unit frame above

the switch panel.
Engine: Nameplate on top of the rocker arm cover.
Compressor: Stamped on the side below the sight glass.
Motor:
1.
On models with a μP-T controller, these protection features
are provided by the μP-T using coil temperature, water
temperature and oil pressure sensors.

6 Operating Instructions
Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Unit Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Remote Control Panel for Models with μP-T Controller (SR, TS-200, TS-300, TS-500, TS-600,
MD-100, MD-200, MD-300 and UTS Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
SPECTRUM TS HMI Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Remote Control Box (Optional on All Units Except SD-II and Models with μP-T or SPECTRUM TS
HMI Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Cab Control Box (Standard on SD-II; Optional on All Other Units Except Models with μP-T or
SPECTRUM TS HMI Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Electric Standby Remote Power Receptacle Box (Standard on Models 25 & 50) . . . . . . . . . . 6-7
Remote Control Box for MT, TCI and TLE Models (Standard) . . . . . . . . . . . . . . . . . . . . . . . 6-8
Cab Control Box for MT, TCI and TLE Models (Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Other Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Unit Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Unit Protection Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Unit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Pre-trip Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Selection of Operating Modes on CYCLE-SENTRY Equipped Units. . . . . . . . . . . . . . . . . . . 6-17
Starting Standard Units on Diesel Operation from the Unit Control Panel or Remote Control Box6-18
Starting CYCLE-SENTRY Equipped Units on Diesel Operation . . . . . . . . . . . . . . . . . . . . . . 6-18
Starting Units Equipped with Cab or Remote Controls and Auto Start Feature (Includes Models with
μP-T or SPECTRUM TS HMI Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Starting Model 25 and 50 Units on Electric Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
After Start Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Loading Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Post Load Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Post Trip Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
ON/OFF Switch (All Units Except Models with μP-T and
UNIT CONTROLS SPECTRUM TS HMI Controller). This switch energises
the electrical system of the unit.
• ON position. The unit will operate in response to the
Unit Control Panel thermostat setting and the compartment air
temperature.
NOTE: Models with the SPECTRUM TS HMI Controller • OFF position. The fuel solenoid that controls the
use only the HMI Control Panel and do not have a unit supply of fuel is de-energised to stop the engine. The
control panel. unit will not operate.
NOTE: Models with a μP-T or SPECTRUM TS HMI NOTE: If the unit is also equipped with a Remote Control
controller include a Remote Control Panel as standard. MT, Box or a Cab Control Box, all of the On/Off switches must
TCI and TLE models include a Remote Control Box as be in the ON position to allow the unit to operate.
standard. SD-II models include a Cab Control Box as
standard. PREHEAT/START Switch (All Units Except SD-II and
Models with μP-T or SPECTRUM TS HMI Controller).
ON/OFF (Microprocessor Power) Switch (models with
μP-T or SPECTRUM TS HMI controller only). This When positioned in PREHEAT, the Preheat/Start switch
switch energises the microprocessor and must be ON to energises the glow plugs to help start the diesel engine. When
operate the unit. The switch is located on the unit frame below positioned in START, the Preheat/Start switch energises both
the control box panel on μP-T models. On SPECTRUM TS the glow plugs and the starter. Hold the switch on START
models, the switch is located on the roadside of the unit in the until the engine starts to fire and pick up speed. DO NOT
lower left corner. Start and stop the unit using the remote release the switch before the engine starts, especially in cold
control panel. weather.
DIESEL/ELECTRIC Switch (All Model 25 and 50 Units
NOTE: When the ON/OFF switch is OFF, 12 Vdc power is Except SD-II and Models with μP-T or SPECTRUM TS
still provided to the interface board and unit control circuits HMI Controller). The Diesel/Electric switch disconnects the
through circuit breaker CB1. To completely remove 12 Vdc engine controls and engine protection devices from the
control power from the control system, disconnect the unit
electrical system when placed in the ELECTRIC position. The
battery.
switch is mounted in the remote control and power connector
box.
awa400
Unit Control Panel—All Units Except Models with μP-T
awa401
or Spectrum TS HMI Controller and SD-II,
SPECTRUM, TCI and TLE Models Unit Control Panel—MT, TCI and TLE Models
1. Thermostat (TG-V) 1. One Temp/Two Temp Switch
2. Electric Motor Reset Switch (Model 50 Units Only) 2. CYCLE-SENTRY/Continuous Run Switch
3. Engine Reset Switch 3. CYCLE-SENTRY LED
4. CYCLE-SENTRY (Auto Start/Stop)-Continuous 4. Engine Reset Switch
Run Switch 5. On/Off Switch
5. Indicator LEDs: Start-Stop LED, Defrost LED, 6. Preheat/Start Switch
Engine Warning LED, Alternator LED
6. On/Off Switch
7. Preheat/Start Switch
8. Manual Defrost Switch
MANUAL DEFROST Switch (All Units Except SD-II and • A ThermoGUARD μP-T Controller (μP-T) is a
Models with μP-T or SPECTRUM TS HMI Controller). solid-state, programmable microprocessor that includes
The unit can be placed in defrost by pressing the Manual an integrated circuit chip. The integrated chip contains
Defrost switch. The evaporator coil temperature must be software that uses an interface board and external relays
below 6 C on most units before the unit will defrost. to control unit operation and maintain the cargo area
temperature at setpoint. A remote control panel provides
Thermostat. Set the thermostat setpoint at the required
quick access to operating information and easy
temperature. Adjusting the setpoint lower than required will
programming of setpoint, manual defrost, low speed
not make the unit cool faster.
operation, unit self-check and other features. The μP-T
• A ThermoGUARD IV (TG-IV) thermostat is a microprocessor integrates the following functions:
solid-state device that controls unit operation to thermostat, digital thermometer, hourmeters, defrost
maintain the compartment temperature at setpoint. timer, fuel saver, CYCLE-SENTRY, operating mode
• A ThermoGUARD V Controller (TG-V) is a solid-state, indication, oil pressure display, water temperature
programmable microprocessor that uses external relays display, voltmeter display, tachometer display, fault
to control unit operation and maintains the cargo area indication and alarm.
temperature at thermostat setpoint. Features of the
TG-V include: thermometer, thermostat, defrost timer, μP-T and SPECTRUM TS HMI NOTE: The setpoint
fuel saver and alarm. temperature is adjusted using keys on the remote control
panel.
NOTE: ThermoGUARD IV thermostats and
ThermoGUARD V controllers have low voltage and open CYCLE-SENTRY (AUTO START-STOP)/
circuit protection. If there is no power from the battery to the CONTINUOUS RUN Switch (Optional on All Units
thermostat or if the battery leads to the thermostat are Except Models with a μP-T or SPECTRUM TS HMI
reversed, the thermostat switches the unit to Low Speed Controller). This switch selects Continuous Run operation or
Cool. If the sensor circuit is open, the unit switches to Low automatic Start-Stop operation.
Speed Cool. If the battery voltage drops below 6 Vdc, the
unit will shift to Low Speed Cool. μP-T NOTE: CYCLE SENTRY or CONTINUOUS RUN
operation is selected from the CYCLS screen of the μP-T
SD-II MODEL NOTE: The thermostat dial is located on the controller menu.
cab control box.
SPECTRUM TS HMI NOTE: CYCLE SENTRY or
CONTINUOUS RUN operation is selected from the Mode
Menu.
a. CONTINUOUS RUN position. The unit must be started

manually using the unit On/Off switch and Preheat/Start
switches. After start-up, the unit operates continuously
until the unit On/Off switch is turned off or a unit reset
switch protection circuit shutdown occurs. A reset
switch shutdown can be due to a malfunction in the fuel,
engine oil, engine coolant or unit refrigeration system.
SD-II MODEL NOTE: The unit starts automatically when

the unit control panel and remote control box On/Off
switches are placed in the ON position.
awa402 b. CYCLE-SENTRY (Auto Start-Stop) position. All unit

Unit Control Panel—SD-II starting operations are performed automatically on
1. Electric Motor Reset Switch thermostat demand. Starting functions such as glow
2. Engine Reset Switch plug preheat, throttle solenoid control and cranking are
3. Auto Start-Stop/Continuous Run Switch performed automatically.
4. Top: Auto Start-Stop LED Unit operation is controlled automatically by the unit
Bottom: Continuous Run LED thermostat, engine block temperature thermostat, battery
5. Electronic High Temperature Switch LED sentry and defrost controls.
6. On/Off Switch
7. Engine Hourmeter
Operating Instructions 6-3

The engine starts automatically whenever the thermostat TS-600, MD-100, MD-200, MD-300, UT1200X
calls for cooling or heating, or when the engine block and UTS Models)
temperature drops to -1 ± 4.5 C (18.3 ± 5.6 C on units
The Remote Control Panel for the μP-T microprocessor
without Preheat). The engine is automatically stopped by
provides easy access to unit controls. The control panel
the CYCLE-SENTRY control module when the
mounts in the truck cab or in a weatherproof control box on the
thermostat demand is satisfied, the battery is fully charged,
truck body beneath the unit. This box offers the following
and the block temperature reaches 32 ± 10 C (49 ± 5.6 C
functions:
on units without Preheat).
OFF Key. Press this key to turn the unit off.
WARNING: With the selector switch in CYCLE-SENTRY
ON Key. Press this key to turn the unit on (microprocessor
(AUTO START-STOP) position (or CYCLE-SENTRY icon
visible) and the unit On/Off switch (or On key) in the ON On/Off switch must also be in the ON position). An auto start
position, the unit may start at any time without prior system automatically starts the unit.
warning. SELECT Key. This key scrolls through the various screens
on both thermostats. It is normally used to select the setpoint
ONE TEMP/TWO TEMP Switch (MT, TCI and TLE display when checking or changing the setpoint.
Models Only). This switch selects single compartment (one
temperature) or two compartment (two temperature) ENTER Key. This key is used to enter a new value into the
operation. thermostat memory. It is normally used to enter the new
setpoint.
a. ONE TEMP position. The Zone 1 (front compartment)
thermostat controls both evaporators. UP Key. This key is used to increase the value shown in the
b. TWO TEMP position. Each evaporator is controlled by selected display. It is normally used to change the setpoint.
its respective thermostat. DOWN Key. This key is used to decrease the value shown in
ENGINE RESET Button (All Units Except Models with the selected display. It is normally used to change the setpoint.
μP-T or SPECTRUM TS HMI Controller). Push this Display. The standard display shows the return air
button in to close the reset switch. temperature and the setpoint temperature. Icons around the
MOTOR RESET Button (All Units Except Models with display indicate unit operating modes and signal that an alarm
μP-T or SPECTRUM TS HMI Controller). Push this condition exists.
button in to reset the overload relay.
μP-T and SPECTRUM TS NOTE: The controller signals the

overload relay to reset when the motor overload alarm is
cleared.
High Temperature Switch LED (SD-II Models Only).

This LED lights to indicate that the high temperature sensor
in the evaporator has closed. Switch off the unit to reset.
Allow time for the evaporator to cool down.
CYCLE-SENTRY LED1. This green LED lights to indicate awa403
the unit is in CYCLE-SENTRY operation and is functioning
Remote Control Panel for Models with μP-T Controller
normally. If this LED is not lit when the CYCLE-SENTRY
(SR, TS-200, TS-300, TS-500, TS-600 MD-200, MD-300
switch is in the Auto Start-Stop position, a malfunction has
and UTS Models)
occurred and the engine reset switch will probably be open.
1. OFF Key
Defrost LED1. This orange (or yellow) LED lights to indicate 2. ON Key
the unit is operating in the defrost mode. 3. SELECT Key
Engine LED1. This red LED lights to indicate that the engine 4. ENTER Key
reset switch is open. 5. UP Key
6. DOWN Key
Alternator LED1. This yellow LED lights to indicate there is
7. Display
no alternator output.
8. DEFROST Key
9. TK LOGO Key
10. WHISPER Key
Remote Control Panel for Models with μP-T
Controller (SR, TS-200, TS-300, TS-500,
1.
Items – apply to all units except models with μP-T or
SPECTRUM TS HMI controller and SD-II, MT, TCI and
TLE models.

DEFROST Key. Press this key to initiate a Defrost cycle. Soft Keys. The four “soft” keys under the display are
The temperature of the evaporator coil must be below 7 C. multi-purpose keys. Their function changes depending on the
TK LOGO Key. Press this key to initiate a unit self-check or operation being performed.
display the software revision. If a soft key is active, the key function will be shown in the
WHISPER Key. This key is used to lock out high speed display directly above the key.
diesel operation. Press the key once to disable high speed Typical soft key applications:
operation. Press the key again to enable high speed operation. • Zone/Menu
• Next/Previous
• Yes/No
SPECTRUM TS HMI Control Panel • +/-
• Up/Down
The SPECTRUM TS has an HMI (Human/Machine Interface)
• Select/Exit
control panel. The control panel consists of a display and 8
• Clear/Help
touch sensitive keys. The display is capable of showing both
text and graphics. The four keys on the left and right sides of
the display are dedicated keys. The four keys under the display
are “soft” keys. The function of soft keys change depending on
Remote Control Box (Optional on All Units
the operation being performed. If a soft key is active, the Except SD-II and Models with μP-T or
current key function will be shown in the display directly SPECTRUM TS HMI Controller)
above the key. The Remote Control Box mounts on the truck body beneath
OFF Key (Dedicated Key). Used to turn the unit off. the unit and offers easier access to unit controls. This box
offers the following functions:
ON Key (Dedicated Key). Used to turn the unit on.
PREHEAT/START Switch. When pressed to PREHEAT,
Display. The display screen shows various unit information
the switch energises the glow plugs to aid in starting. When
including setpoint and temperature for all installed zones,
pressed to START, it energises both the glow plugs and the
zone operating information, unit gauge readings, system
Starter Motor.
temperatures, and other information as selected by the opertor.
ON/OFF Switch. The On/Off switch energises the ON relay
Display normally shows Standard Display of box temperature
which powers up the unit electrical system. The control panel
and setpoint or OFF for all installed zones.
On/Off switch and the remote On/Off switch must both be ON
DEFROST Key (Dedicated Key). Used to initiate a manual for the unit to operate. Either switch can stop the unit.
defrost cycle.
MANUAL DEFROST Switch. Pressing the Manual Defrost
HIGH SPEED LOCKOUT Key (Dedicated Key). Used to switch will initiate a defrost cycle if the evaporator coil
lockout high speed operation in noise sensitive areas. temperature is below 6 C on most units.
DIESEL/ELECTRIC Switch (Models 25 & 50 Only). The
Diesel/Electric switch places the unit on electric motor
standby power when placed in ELECTRIC position and a
power cord is connected to the unit receptacle.
Electric Power Receptacle (Models 25 & 50 Only).
Accepts a power cord plug for electric motor standby power.
Incorrect Phase Indicator LED (EEC units after 10/94).
The phase indicator LED lights when the electric standby
ard048 power has the wrong phase sequence and the phase must be
changed.
Cab Control Box—SPECTRUM TS HMI Models
1. OFF Key
2. On Key
3. DISPLAY
4. DEFROST Key
5. HIGH SPEED LOCKOUT Key
6. Soft Keys

ON/OFF Switch. The On/Off switch energises the ON LED
Cab Control Box (Standard on SD-II; (ON relay on some units) and powers up the unit electrical
Optional on All Other Units Except Models system. The control panel On/Off switch and the remote On/
with μP-T or SPECTRUM TS HMI Controller) Off switch must both be ON for the unit to operate. Either
switch can stop the unit.
The cab remote control box provides the driver with
convenient over-the-road unit control. The remote control NOTE: On some remote control boxes, the On/Off switch
box can provide the following functions: also initiates an auto start when first switched to “ON” and
the control panel On/Off switch is also “On”. The auto start
system included with the cab remote control box uses some,
but not all, of the components in the CYCLE-SENTRY
system. The common components are: the CYCLE-SENTRY
module; the Preheat, Run and Start relays; the Flywheel
Sensor; and the temperature compensating thermistor.
Refer to “CYCLE-SENTRY Operation” in the Electrical
Maintenance chapter to service the auto start system.
SETPOINT Switch (SD-II Models Only). Pushing this

switch displays the Thermostat setpoint on the LED display
and causes the setpoint LED to light up.
awa404 Thermostat Dial (SD-II Models Only). All On/Off switches
Cab Control Box—SD-II must be on before the thermostat can be set. To change the
1. LED Display thermostat setpoint, push the outer bezel down to turn the
2. Setpoint LED inner knob. The setpoint switch must be pushed to display the
3. Power Cord LED thermostat setpoint on the LED display.
4. Unit On LED Temperature. The LED display normally shows the
5. Defrost LED temperature of the return air.
6. Manual Defrost Switch Manual Defrost Switch. Pressing the Manual Defrost switch
7. On/Off Switch will initiate a Defrost cycle if the defrost termination
8. Setpoint Switch thermostat is closed (evaporator coil temperature is below 6 C
9. Thermostat Dial on most units).
PREHEAT/START Switch (All Units Except SD-II
Models). When pressed to PREHEAT, the switch energises
the glow plugs to aid in starting. When pressed to START, it
energises both the glow plugs and the starter motor.
WHISPER (High Speed-Low Speed) Switch. The Whisper
switch locks out high speed engine operation when placed in
the SLOW position. In the SLOW position, the switch
energises the whisper relay which opens the 7W circuit to the
throttle solenoid.
awa405
Cab Control Box, EEC (Optional)—All Units Except awa406
Models with μP-T or SPECTRUM TS HMI Controller Cab Control Box (Optional)—KD-II, MD-II, RD-II,
and SD-II, MT, TCI and TLE Models SDZ, and TD-II Except Models with μP-T or
1. LED Display SPECTRUM TS HMI Controller
2. ON Key 1. LED Display
3. OFF Key 2. Power Cord LED
4. WHISPER Key 3. Warning LEDs
5. ENTER Key 4. Whisper Switch
6. SELECT Key 5. Manual Defrost Switch
7. UP Key 6. On/Off Switch
8. DOWN Key
9. DEFROST Key

Setpoint LED (SD-II Models Only). This LED lights when
the Setpoint switch is being pushed and the setpoint appears
on the LED display.
Power Cord LED. This indicator light tells the driver that the
Diesel/Electric switch is in the ELECTRIC position and the
power cord is plugged in.
Warning LEDs (All Units Except SD-II Models). A RED
indicator light lets the driver know that the reset switch has
opened and the engine is not operating. A YELLOW light
indicates that the alternator is not charging. If the unit is
connected to the truck battery, the YELLOW light may also
indicate that the truck alternator is charging at a higher voltage
that the unit alternator.
Unit On LED. This LED lights when the unit is operating.
Defrost LED. This LED lights when the unit is defrosting.
Slow LED (All Units Except SD-II Models). This LED
lights when high speed is locked out.
Electric Standby Remote Power Receptacle

awa408
Box (Standard on Models 25 & 50)
Electric Standby Power Receptacle Box—All Units
NOTE: The UTS does not have a Remote Power Receptacle Except Models with μP-T or SPECTRUM TS HMI
Box. The power receptacle is located on the front of the Controller
undermount condenser. 1. Diesel/Electric Switch
2. On/Off Switch
The Remote Power Receptacle Box mounts on the truck body 3. Power Receptacle
beneath the unit and offers easier access to unit controls. This
box offers the following functions: DIESEL/ELECTRIC Switch (All Model 25 and 50 Units
Except Models with μP-T or SPECTRUM TS HMI
ON/OFF Switch (MT, TCI and TLE Models with Cab
Controller). The Diesel/Electric switch places the unit on
Control Box Option and SD-II Models Only). The On/Off
electric motor standby power when placed in ELECTRIC
switch energises the unit electrical system. This On/Off position and a power cord is connected to the unit power
switch and the cab control box On/Off switch must both be receptacle.
“On” for the unit to operate. Either switch can stop the unit.
Electric Power Receptacle. Accepts a power cord plug for
electric motor standby power.
Incorrect Phase Indicator LED (SD-II Models Only). The
phase indicator LED lights when the electric standby power
has the wrong phase sequence and the phase must be changed.
Remote Control Box for MT, TCI and TLE

Models (Standard)
MT, TCI-Z AND TLE MODEL NOTE: The symbols on the
remote control box identify the separate evaporator controls
as front and rear. Since many other configurations are
possible, an additional configuration icon decal is provided
allowing the installer to customise the control box decal.
The appropriate icon can be selected and applied over the
standard front and rear icons. The front evaporator controls
become the Zone 1 evaporator controls. The rear evaporator
controls become the Zone 2 evaporator controls.
awa407
The Remote Control Box mounts on the truck body beneath
Electric Standby Power Receptacle Box—Models with the unit and offers easier access to unit controls. This box
μP-T or SPECTRUM TS HMI Controller Only offers the following functions:
1. Power Receptacle
Front Compartment (Zone 1) ON/OFF Switch. This
switch has the same function as the On/Off switch in the
control box. It is used to turn the host unit on and off.

Rear Compartment (Zone 2) ON/OFF Switch. This switch
is used to turn the Rear Compartment (Zone 2) unit on and off.
a. ON position. The rear on relay is energised and the rear
unit will operate.
b. OFF position. The rear on relay is de-energised and the
rear unit will not operate.
Front Compartment (Zone 1) MANUAL DEFROST
Switch. Pressing this switch initiates a Defrost cycle in the
front compartment (zone 1) evaporator if the temperature of
the defrost termination switch (mounted on the evaporator
coil) is below 6 C.
Rear Compartment (Zone 2) MANUAL DEFROST
Switch. Pressing this switch initiates a Defrost cycle in the
rear compartment (zone 2) evaporator if the temperature of the
defrost termination switch (mounted on the evaporator coil) is
below 6 C.
Front Compartment (Zone 1) Thermostat. This thermostat
controls the front compartment (zone 1) evaporator during two
temperature operation and both evaporators during one
temperature operation.
Rear Compartment (Zone 2) Thermostat. This thermostat
controls the rear compartment (zone 2) evaporator during two
temperature operation. It is disabled during one temperature
operation
Front Compartment (Zone 1) Indicator Lights. These
lights show the COOL, HEAT and DEFROST modes in the
Zone 1 (Front) compartment during two temperature
operation and in both evaporators during one temperature
operation.

awa409
Remote Control Box—MD-MT, MD-200 MT, MD-II TCI, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI, RD-II TCI-Z
and RD-TLE
1. Zone 1 Thermostat 7. Preheat Start Switch
2. Zone 1 Indicator Lights 8 Power Cord LED
3. Zone 2 Thermostat 9. Diesel/Electric Switch
4. Zone 2 Indicator Lights 10. Zone 1 On/Off Switch
5. Zone 2 Manual Defrost Switch 11. Zone 1 Manual Defrost Switch
6. Zone 2 On/Off Switch
Rear Compartment (Zone 2) Indicator Lights. These

lights show the COOL, HEAT and DEFROST modes in the Cab Control Box for MT, TCI and TLE
Zone 2 (Rear) compartment during two temperature operation. Models (Optional)
These lights are disabled during one temperature operation.
DIESEL/ELECTRIC Switch. This switch selects diesel or MT, TCI-Z AND TLE MODEL NOTE: The symbols on the
cab control box identify the separate evaporator controls as
electric operation. To operate the unit with this switch in the
front and rear. Since many other configurations are
ELECTRIC position, the unit must be connected to an electric possible, an additional configuration icon decal is provided
power source that has the correct voltage, phase and allowing the installer to customise the control box decal.
frequency. The appropriate icon can be selected and applied over the
PREHEAT/START Switch. This switch has the same standard front and rear icons. The front evaporator controls
function as the matching switch in the control box. It is used become the Zone 1 evaporator controls. The rear evaporator
to manually start the diesel engine. controls become the Zone 2 evaporator controls.
The Cab Control Box mounts in the truck cab to offer easier
accessibility to unit controls. This box offers the following
functions:
Front Compartment (Zone 1) Thermostat. This thermostat
controls the front compartment (zone 1) evaporator during two
temperature operation and both evaporators during one
temperature operation. It functions like a TG-V thermostat,
but it also displays the front compartment mode of operation.

Rear Compartment (Zone 2) Thermostat. This thermostat DOWN Key. This key is used to decrease the value shown in
controls the rear compartment (zone 2) evaporator during two the selected display. It is normally used to change the setpoint.
temperature operation. It is disabled during single Rear Compartment (Zone 2) MANUAL DEFROST Key.
temperature operation. The thermostat functions like a TG-V
Press this key to initiate a Defrost cycle in the rear
thermostat, but it also displays the Zone 2 mode of operation.
compartment (zone 2) evaporator. The temperature of the
OFF Key. Press this key to turn both units off. defrost termination switch (mounted on the evaporator coil)
ON Key. This key turns the host unit on (if all the other On/ must be below 6 C.
Off switches are in the ON position), and turns the Zone 2 unit Front Compartment (Zone 1) MANUAL DEFROST Key.
on and off. Pressing this key once turns the host unit on. The
Press this key to initiate a Defrost cycle in the front
auto start system automatically starts the host unit. Once the
compartment (zone 1) evaporator. The temperature of the
host unit has been started, press the ON key to start the Zone
defrost termination switch (mounted on the evaporator coil)
2 evaporator. Pressing the ON key again turns the Zone 2
must be below 6 C.
evaporator off.
WHISPER Key. This key is used to lock out high speed
SELECT Key. This key scrolls through the various screens
diesel operation. Press the key once to disable high speed
on both thermostats. It is normally used to select the setpoint
operation. Press the key again to enable high speed operation.
display when checking or changing the setpoint.
ENTER Key. This key is used to enter a new value into the
thermostat memory. It is normally used to enter the new
setpoint.
UP Key. This key is used to increase the value shown in the
selected display. It is normally used to change the setpoint.
awa410
Multi-Temperature System Configuration Decal
awa411
Cab Control Box (Optional)—MD-MT, MD-200 MT, MD-II TCI, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI,
RD-II TCI-Z and RD-TLE
1. Zone 1 Thermostat 7. Preheat Start Switch
2. Zone 1 Indicator Lights 8 Power Cord LED
3. Zone 2 Thermostat 9. Diesel/Electric Switch
4. Zone 2 Indicator Lights 10. Zone 1 On/Off Switch
5. Zone 2 Manual Defrost Switch 11. Zone 1 Manual Defrost Switch
6. Zone 2 On/Off Switch

Rear Compartment (Zone 2) In-Range Icon. This icon is Clutch Timer (CD-II MAX Models). This timer prevents
displayed when the temperature of the rear compartment the clutch relay from energising for 20 seconds when the
(zone 2) is in-range. The in-range setting is adjustable. It can engine is first started to reduce the load on the engine. The
be turned off, or it can be set at 3, 6, 8, or 10 C above and clutch relay energises 20 seconds before the evaporator fans
below the thermostat setpoint. The default setting is off. are started.
Power Cord LED. This LED lights up to indicate that a Timer (SD-II Models). The timer closes its normally open
power cord is connected to the electric standby power contacts 20 seconds after the engine first starts to provide a
receptacle when the Diesel/Electric switch is in the DIESEL ground circuit for the evaporator fan motor contactor and the
position. heat contactor. The timer also delays the operation of the
Front Compartment (Zone 1) In-Range Icon. This icon is evaporator fans and heaters for 20 seconds after the thermostat
displayed when the temperature of the front compartment calls for cool or heat on electric operation. This allows the
(zone 1) is in-range. The in-range setting is adjustable. It can induction alternator to reach full speed and voltage. If the fans
be turned off, or it can be set at 3, 6, 8, or 10 C above and and heaters start before the induction alternator is at full speed,
below the thermostat setpoint. The default setting is off. the voltage will collapse and neither the fans or heaters will
work. If this happens, the voltage can be restored by either of
the following:
Other Controls a. Operate the unit on electric standby drive.
b. When a 3-phase power supply is not available,
Defrost Termination Switch (All Units Except Models with
disconnect the electric motor harness from the overload
μP-T or SPECTRUM TS HMI Controller). The defrost
and connect a 12 volt power supply across two of the
termination switch is mounted in the evaporator and controls
motor harness wires.
the defrost cycle in response to the evaporator coil
temperature. The switch closes when the evaporator coil Suction Pressure Regulator Valve (CD-II MAX, KD-II,
temperature drops to 6 C on most units. This completes the MD-II, MD-100, MD-200, MD-300, MD-200 MT, SD-II
defrost circuit to ground and prepares the electrical system for and SDZ Models). This valve is located in the suction line
the Defrost cycle. The switch opens when the evaporator and limits the suction pressure at the compressor. See
temperature rises to 11 C on most units. This terminates the “Refrigeration Systems” in the Specifications chapter for
Defrost cycle (or disables defrost if the unit is not in defrost). normal pressure setting for your specific unit.
Throttling Valve (RD-II and TD-II Models). This valve is
μP-T and SPECTRUM TS HMI NOTE: Defrost initiation located in the suction line and limits the suction pressure at the
and termination is controlled by the controller using an compressor. See “Refrigeration Systems” in the
evaporator coil sensor. Defrost can be initiated when the Specifications chapter for normal pressure setting for your
sensor temperature drops to 7 C. Defrost automatically
specific unit.
terminates when the sensor temperature increases to 14 C on
.μP-T models and 11 C on SPECTRUM TS HMI models. Heat Initiation Timer (TherMax Heat/Defrost System
Only). The heat initiation timer keeps the pilot solenoid
Defrost Air Switch. The defrost air switch senses the air closed for 2 minutes when the unit first shifts to heat or
pressure difference between the evaporator coil inlet and defrost. This 2 minute time period is called the condenser
outlet. The switch automatically places the unit on defrost evacuation cycle.
when frost builds up on the coil to a point where the air flow
across the coil is restricted (and the defrost termination switch μP-T NOTE: The μP-T controller keeps the TherMax
is closed). solenoid energised until the discharge air sensor
Defrost Timer (Units with TG-IV Thermostat Only). A temperature increases slightly.
solid-state defrost timer automatically places the unit on Purge Valve Timer (MT, TCI and TLE Models). This
DEFROST every 4, 8, or 12 hours. Intervals may be timer energises the purge valve relay approximately 60
determined by moving the jumper on the relay board. Factory seconds after a suction line solenoid is energised when one
setting is 4 hours for Standard units and 12 hours for evaporator is in heat and the other evaporator is in cool. This
CYCLE-SENTRY equipped units. closes the purge valve to keep liquid refrigerant from slugging
the compressor.
NOTE: SPECTRUM TS HMI, TG-V and μP-T controllers
contain an internal defrost timer. The SPECTRUM TS HMI Temperature Sensing Switch (UTS with TLE
internal defrost timer can be set for 2, 4, 6, 8, or 12 hours. Evaporator). The Temperature Sensing Switch (TSS)
The TG-V internal defrost timer can be set for 2, 4, 6, 8, 10, controls the TLE evaporator fan speed. The TSS opens at
12 or 16 hours (factory setting is 4 hours). The μP-T internal -6.7 C and closes at -1.1 C. When the TSS is open, the fans run
defrost timer can be set for 2, 4 or 6 hours (factory setting is at full speed (approximately 2840 rpm). When the TSS is
2 hours). closed, the fans run at approximately 1900 rpm.
UNLOADING TIMER (CD-II MAX, MT, TCI and TLE
Models). This timer energises the unloading relay for
approximately 40 seconds (20 seconds on TCI and TLE
models) when the engine is first started to reduce the load on
the engine.

Water Temperature Gauge (Optional on Most Units
Unit Instruments Except Models with μP-T or SPECTRUM TS HMI
Ammeter (Optional on Most Units Except Models with Controller). The engine coolant temperature gauge indicates
μP-T or SPECTRUM TS HMI Controller). The ammeter the temperature of the coolant in the engine block.
shows the battery charge and discharge amperage during Compound Pressure Gauge (Optional on Most Units
engine operation. The charging amperage varies according to Except Models with μP-T or SPECTRUM TS HMI
the needs of the battery. The ammeter also indicates the Controller). The compound gauge indicates the pressure in
amount of current drawn by the glow plugs during preheat. the compressor crankcase.
Hourmeters.
NOTE: Suction pressure may vary on units with
a. Engine. The engine hourmeter records the total number Modulation when the compartment temperature is near
of hours that the engine is in operation so proper setpoint.
maintenance can be scheduled.
b. Electric Standby (Optional). The electric standby NOTE: For more detail and information relating to
hourmeter records the total hours of unit operation on SPECTRUM and TS models, refer to “Refrigerant Charge”
electric standby power. in the “Refrigeration Maintenance” chapter.
c. Total (Optional). This hourmeter records the total
number of hours the unit switch is turned on. X214 or D214 Compressor, R-12 or HFC-134a:
When the unit is on cooling, the suction pressure will be:
μP-T NOTE: Six different hourmeters can be viewed in the
• All models: 35 to 110 kPa, 0.35 to 1.10 bar, 5 to 16 psi
μP-T display including Total On Hours, Total Engine Hours
with a return air temperature at -5 C.
and Total Electric Hours.
• All models: 0 to 21 kPa, 0.0 to 0.21 bar, 0 to 3 psi with
Digital (Or Dial) Thermometer (Optional on Some a return air temperature at -18 C.
Models). A thermometer indicates the temperature of the air • All models: vacuum with a return air temperature
returning to the evaporator from the load area. below -18 C.
When the unit is heating or defrosting, the suction pressure
Oil Pressure Gauge (Optional on Most Units Except
regulator limits compressor suction pressure to:
Models with μP-T or SPECTRUM TS HMI Controller).
• CD-II MAX: 159 kPa, 1.59 bar, 23 psi;
The oil pressure gauge indicates engine oil pressure. Engine • KD-II, MD-II, MD-200, MD-300, SDZ: 124 kPa,
oil pressure should rise immediately on starting. A low 1.24 bar, 18 psi.
pressure switch will open the reset switch and stop the engine • MD-II w/TG-IV: 145 kPa, 1.45 bar, 21 psi.
if oil pressure drops below 69 ± 21 kPa, 0.69 ± 0.21 bar,
10 ± 3 psi for 30 to 50 seconds (48 kPa, 0.48 bar, 7 psi on X214 or D214 Compressor, R-502, R-403B or R-404A:
SD-II models). When the unit is on cooling, the suction pressure will be:
• CD-II MAX, MD-II w/TG-IV: 69 to 159 kPa, 0.69 to
1.59 bar, 10 to 20 psi;
• KD-II, MD-200, MD-300, MD-II, MD-II TCI &
TCI-Z, MD-MT, MD-200 MT, MD-TLE, SDZ: 69 to
124 kPa, 0.69 to 1.24 bar, 10 to 18 psi with a return air
temperature at -18 C.
• All models: 34 to 90 kPa, 0.34 to 0.90 bar, 5 to 13 psi
with a return air temperature below -18 C.
When the unit is heating or defrosting, the suction pressure
• CD-II MAX: 159 kPa, 1.59 bar, 23 psi;
• KD-II, MD-200, MD-300, MD-II, MD-II TCI &
TCI-Z, MD-MT, MD-200 MT, MD-TLE, SDZ: 124 to
138 kPa, 1.24 to 1.38 bar, 18 to 20 psi.
• MD-II w/TG-IV: 145 kPa, 1.45 bar, 21 psi.
awa412
Gauges (Optional)—KD-II, MD-II, RD-II, and TD-II,
Except Models with μP-T Controller
1. Compound Gauge
2. Oil Pressure Gauge
3. Hourmeter
4. Water Temperature Gauge
5. Ammeter

X426 or X430 Compressor, R-12 or HFC-134a:
When the unit is on cooling, the suction pressure will be: When the unit is heating or defrosting, the suction pressure
• All models: 35 to 110 kPa, 0.35 to 1.10 bar, 5 to 16 psi regulator limits compressor suction pressure to:
with a return air temperature at -5 C. • RD-II, TD-II (after 1/97): 138 kPa, 1.38 bar, 20 psi;
• All models: 0 to 21 kPa, 0.0 to 0.21 bar, 0 to 3 psi with • TD-II (before 1/97): 117 kPa, 1.17 bar, 17 psi;
a return air temperature at -18 C. • STD-II: 234 kPa, 2.34 bar, 34 psi.
• All models: vacuum with a return air temperature Receiver Tank Sight Glass. The receiver tank sight glass
below -18 C. indicates the level of refrigerant in the receiver tank for
When the unit is heating or defrosting, the suction pressure checking the refrigerant charge.
• RD-II, TD-II (after 1/97): 138 kPa, 1.38 bar, 20 psi; NOTE: SD-II models include a liquid level sight glass in the
• TD-II (before 1/97): 117 kPa, 1.17 bar, 17 psi; liquid line instead of a receiver tank sight glass.
• STD-II: 234 kPa, 2.34 bar, 34 psi.
Compressor Oil Sight Glass. The compressor oil sight glass
X426 or X430 Compressor, R-502, R-403B or R-404A: indicates the level of compressor oil in the compressor sump.
When the unit is on cooling, the suction pressure will be: Remote Light Indicators (Optional). Remote indicator
• RD-II, TD-II (after 1/97), STD-II: 69 to 159 kPa, 0.69 lights in a box that can be mounted on the truck beneath the
to 1.59 bar, 10 to 20 psi; unit feature these signals: Cool, Defrost, Heat, High Speed and
• TD-II (before 1/97): 69 to 117 kPa, 0.69 to 1.17 bar, 10 CYCLE-SENTRY.
to 17 psi with a return air temperature at -18 C. Remote Status Light (Optional on SPECTRUM TS). The
• All models: 34 to 90 kPa, 0.34 to 0.90 bar, 5 to 13 psi Remote Status Light mounts on the truck for easy viewing of
with a return air temperature below -18 C. the unit’s alarm code status.
Air Restriction Indicator. An air restriction indicator
attaches to the air intake elbow. Visually inspect the
restriction indicator periodically to ensure the air filter is not
restricted. Service the air filter when the air filter indicator
reads 559 mm (22 in.) H2O vacuum. Press the button on the
bottom of the indicator to reset it after servicing the air filter.
awa413
Remote Indicator Lights (Optional)—CD-II MAX,
KD-II, MD-II, RD-II, SDZ, STD-II, TD-II, TS-200,
TS-300, TS-500, TS-600, UTS and XDS
1. Cool Light
2. Defrost Light
3. Heat Light
4. CYCLE-SENTRY Light
5. Not Used

Fuse Size Function
UNIT PROTECTION DEVICES F304 3 Amp Starter Relay
Engine Reset Switch (All Units Except Models with μP-T F305 3 Amp On/Run Relay
or SPECTRUM TS HMI Controller). A thermal type F306 3 Amp Preheat Relay
manual reset switch protects the engine. The reset switch F307 3 Amp Not Used
contains a heater coil that is attached to a sensor switch in the F308 3 Amp Not Used
engine oil system, engine coolant system and the F309 15 Amp Alternator Excitation
CYCLE-SENTRY system (optional). F310 15 Amp Damper Solenoid
F311 10 Amp Remote Reset Solenoid
When the engine oil pressure is too low, when the starter
F400 3 Amp Motor Starter
exceeds the cranking limit on Auto Start-Stop operation, or
F401 10 Amp Fuel Solenoid and Fuel Pump
when the engine coolant temperature is too high, the coil in the
F402 10 Amp Throttle Solenoid
reset switch starts to heat up. In 20 to 40 seconds, the switch
F403 3 Amp Heater Contactor
will open and shut down the unit. The switch must be
manually reset. Control System Circuit Breakers. Circuit breakers located
behind the control panel face open if the 12 Vdc control
Fuses (Models with μP-T Controller Only). Fuses on the
circuits or starting circuit overloads. The breakers are reset by
relay board protect the control circuits listed below.
turning the On/Off switch to OFF for a minute.
• An auto reset circuit breaker protects the unit preheat/
Fuse Size Function
starting circuit.
F200 3 Amp 2P Power to Controller
• An auto reset circuit breaker protects the unit control
F202 3 Amp Oil Level Switch
circuit.
F300 3 Amp Pilot Solenoid
• An auto reset circuit breaker protects the evaporator fan
F301 3 Amp TherMax Solenoid
circuit (CD-II MAX models) and each remote evaporator
F302 3 Amp Alternator Relay
fan circuit (MT, TCI and TLE models).
F303 3 Amp Damper Relay
Fuse Link Wire (Except SD-II, UT1200X and UTS). The
fuse link is located between the unit harness and the battery.
At a current draw of approximately 50 to 55 amperes, the
fusible link will melt and cut all power to the unit controls.
Battery Fuse (UT Models Only). The battery fuse (F1) is a
60 amp fuse that protects the 2 circuit. It is located in a fuse
holder in the 2 wire near the battery.
Transformer Fuses (SD-II Models Only). Two fuses
(2 ampere) in the control box protect the transformer from
excessive current loads.
Rectifier Fuse (SD-II Models Only). A 10 ampere fuse in
the control box protects the rectifier from excessive current
loads.
Low Oil Level Switch (All Units Except Models with μP-T
or SPECTRUM TS HMI Controller). The low oil level
switch closes if the oil level in the engine crankcase is low. If
the oil level remains low, the controller will stop the unit and
record an alarm.
Oil Pressure Switch Or Sensor. The oil pressure switch
closes when oil pressure is too low.
On all units except models with μP-T or SPECTRUM TS HMI
controller, the oil pressure switch grounds the heater circuit in
the reset switch. Within 30 seconds, the reset switch will open
to stop the engine.
On models with μP-T or SPECTRUM TS HMI controller, an
oil pressure sensor provides an OPS input to the
microprocessor interface board. If the oil pressure remains too
low, the controller stops the unit and records an alarm.

Water Temperature Switch. The water temperature switch Compressor High Temperature Cutout Switch (TS-200,
closes when the engine coolant temperature is too high. TS-300, TS-500, TS-600, UTS, UT1200X and XDS Models
On all units except models with μP-T or SPECTRUM TS HMI Only). If the compressor discharge temperature becomes
controller, the water temperature switch grounds the heater excessive, this high temperature switch opens the HPCO input
circuit in the reset switch. Within 30 seconds, the reset switch to the microprocessor interface board. The controller stops the
will open to stop the engine. unit and then records an alarm.
On models with μP-T or SPECTRUM TS HMI controller, the Overload Relay (Models 25 & 50). An overload relay
water temperature switch provides a WTS input to the protects the standby electric motor. The overload relay opens
microprocessor interface board. If the engine coolant to stop the electric motor if the motor overloads (e.g., low line
temperature is too high, the controller stops the unit and voltage or improper power supply) while the unit is on electric
records an alarm. standby operation.
CD-II MAX MODEL NOTE: A separate water temperature controller, press the Motor Reset switch to manually reset the
switch controls operation of the hot water heat option. overload relay.
High Pressure Cutout. The high pressure cutout (HPCO) is a On models with μP-T or SPECTRUM TS HMI controller, an
pressure sensitive switch located in the compressor head or auxiliary contact signals the controller that the overload relay
discharge manifold. If the discharge pressure becomes has tripped. The controller then generates an alarm. When the
excessive, the HPCO switch opens. alarm is cleared, the controller sends a 1 second pulse to the
reset solenoid to reset the overload relay.
controller, the HPCO switch opens the circuit to the fuel Evaporator High Temperature Protection Switch (All
solenoid to stop the engine. Within 30 seconds, the reset Units Except Models with μP-T or SPECTRUM TS HMI
switch will open because of low oil pressure in the engine. Controller). A high temperature protective switch is located
On models with μP-T or SPECTRUM TS HMI controller, the above the evaporator coil to interrupt the heat cycle if the
HPCO switch opens the HPCO input to the microprocessor temperature above the coil exceeds 66 C during electric
interface board. The controller stops the unit and then records standby operation.
an alarm.
μP-T and SPECTRUM TS HMI NOTE: Evaporator high
Low Pressure Cutout Switch. This pressure sensitive switch temperature protection is provided by the controller using an
is located in the suction line. If the suction pressure falls below evaporator coil sensor. If the evaporator temperature
-17 to -37 kPa, -0.17 to -0.37 bar, 5 to 11 in. Hg vacuum, the becomes excessive, the controller records an alarm and may
switch opens the circuit to the compressor clutch relay to stop stop the unit.
the compressor. This switch will automatically reset when the
pressure rises above 28 to 48 kPa, 0.28 to 0.48 bar, 4 to 7 psi. Preheat Indicator Buzzer. The preheat indicator buzzer is
energised whenever the GLOW PLUGS are energised on units
High Pressure Relief Valve. The high pressure relief valve is equipped with CYCLE-SENTRY.
designed to relieve excess pressure within the refrigeration
system. The valve is a spring-loaded piston that lifts off its seat WARNING: ON CYCLE-SENTRY Auto Start-Stop
when refrigerant pressure exceeds 3448 ± 345 kPa, 34.48 ± operation, the glow plugs do not always preheat before the
3.45 bar, 500 ± 50 psi. The valve will reset when the pressure engine starts.
drops to 2758 kPa, 27.58 bar, 400 psi. The valve could
possibly leak refrigerant after it has relieved excess pressure. Temperature Sensor And Electronic Temperature Switch
Tapping the valve lightly may help the valve reseat and SEAL (Model 50 EEC Units Except Models with μP-T or
PROPERLY. The valve is non-repairable and requires no Spectrum TS HMI Controller). A temperature sensor in the
adjustment. If the valve fails to reseat properly, remove the evaporator is connected to an electronic temperature switch in
refrigerant charge and replace the valve. the high voltage tray. If the temperature in the evaporator rises
above 54 C, the temperature switch lights an LED indicator,
The high pressure relief valve is located on a high pressure line opens the heater contactor and turns off the electric heater
near the condenser. Its location is such that when the pressure strips. The switch closes when the temperature drops below
is expelled from the valve, it would be directed away from 54 C and the unit is turned OFF for one second or more.
anyone servicing the unit.

Evaporator Fans And Heaters Thermal Switch (SD-II
Models Only). The LED on the switch panel lights to indicate UNIT OPERATION
that the thermal switch is open. The switch is located inside
the control box. The thermal switch opens if the ac current
draw by the evaporator fan motors and evaporator heaters Pre-trip Inspection
exceed the thermal switch setting. To reset this switch, turn
The following Pre-trip Inspection should be completed before
the unit OFF. Disconnect the unit from the 3-phase power
loading the truck. While the Pre-trip Inspection is not a
supply. Then open the control box door and manually reset
substitute for regularly scheduled maintenance inspections, it
the thermal switch mounted in the top left corner of the high
is an important part of the preventive maintenance programme
voltage tray.
designed to head off operating problems and breakdowns
Evaporator Fan Motor Over Temperature Switch (SD-II before they happen.
Models Only). An internal switch (auto reset) in each
Fuel. The diesel fuel supply must be sufficient to guarantee
evaporator fan motor protects the motor from high
engine operation to the next check point.
temperatures.
Engine Oil. The engine oil level should be at the FULL mark
High Temperature Module (SD-II Models Only). An
on the dipstick. Never overfill.
electronic high temperature module is located in the control
box. It is connected to a temperature sensor located in the Coolant. The engine coolant must be above the ADD mark
evaporator. If the evaporator temperature rises above 54 C, and have antifreeze protection to -34 C. Check and add
the module de-energises the On relay and shuts down unit coolant in the expansion tank.
operation. To reset the module, place the On/Off switch in the
unit control box or the power receptacle in the OFF position. WARNING: Do not remove radiator cap while coolant is
(DO NOT use the switch in the cab control box.) Wait hot. SD-II Models: Do not remove the expansion tank cap
while coolant is hot.
approximately 15 minutes for the evaporator to cool down and
then place the On/Off switch back in the ON position. SD-II MODEL CAUTION: DO NOT remove the radiator
cap under any circumstances.

Battery. The terminals must be clean. Electrolyte should be Examples of Products Normally Requiring Continuous
at FULL mark. Run Operation for Air Flow
Belts. The belts must be in good condition and adjusted to • Fresh fruits and vegetables, especially asparagus, bananas,
proper tension. broccoli, carrots, citrus, green peas, lettuce, peaches,
spinach, strawberries, sweet corn, etc.
TS-200, TS-300, TS-500, TS-600, UTS, UT1200X, AND • Non-processed meat products (unless pre-cooled to
XDS MODEL NOTE: Poly-v belts must be completely seated recommended temperature)
in the pulleys. Improper installation of poly-v belts quickly • Fresh flowers and foliage
results in belt damage and failure. The above listings are not all inclusive. Consult your
grower or shipper if you have any questions about the
Electrical. The electrical connections should be securely operating mode selection for your type of load.
fastened. The wires and terminals should be free of corrosion,
cracks or moisture. Continuous Run Operation
Structural. Visually inspect the unit for leaks, loose or With the selector switch in the CONTINUOUS-RUN
broken parts and other damage. The condenser and evaporator position, the unit will operate in its regular cooling and heating
coils should be clean and free of debris. Check the defrost modes. Refer to starting instructions for Standard Units.
drain hoses and fittings to make sure they are open. The
Auto Start-Stop Operation
damper in the evaporator outlet must move freely with no
sticking or binding. Make sure all the doors are latched With the selector switch in the CYCLE SENTRY (AUTO
securely. START-STOP) position (or CYCLE-SENTRY icon visible in
μP-T and SPECTRUM TS HMI display), the
CYCLE-SENTRY system shuts down the unit when the
Selection of Operating Modes on compartment temperature reaches the thermostat setpoint and
CYCLE-SENTRY Equipped Units restarts the unit on thermostat demand.
On CYCLE-SENTRY equipped units, unit start-ups may
The CYCLE-SENTRY system (optional except standard on also be initiated by Defrost cycle initiation or engine block
models with μP-T or SPECTRUM TS HMI controller) is temperature switch demand.
designed to save refrigeration fuel costs. The savings vary If defrost is initiated manually or automatically (defrost
with the commodity, ambient temperature and truck timer or air switch), the unit will start and operate on high
insulation. speed. When the Defrost cycle is complete, the unit will
CYCLE-SENTRY is designed for use only with products operate in whichever operating mode the thermostat is calling
which do not require tight temperature control or continuous for until the compartment temperature reaches setpoint.
airflow, such as all deep frozen products and non-perishable In cold ambients, the CYCLE-SENTRY system
non-frozen products. automatically maintains engine temperature by restarting the
The start/stop nature of CYCLE-SENTRY does not satisfy the unit if the engine block temperature drops to -1 ± 4.5 C (18 C
temperature control or airflow requirements for perishable or on units without Preheat). When the unit starts up because of
temperature sensative products. Thermo King therefore does low engine block temperature, the unit will operate in
NOT recommend the use of CYCLE-SENTRY control for whichever operating mode the unit thermostat is calling for
these products. until the battery is fully charged (optional) and the engine
block temperature rises to 32 ± 10 C (49 C on models with
Since highly sensitive products will normally require
μP-T controller or units without Preheat).
continuous air circulation, CYCLE-SENTRY units (except
After the unit starts from thermostat demand, defrost
standard on models with μP-T or SPECTRUM TS HMI
initiation or engine block temperature thermostat demand, a
controller) come equipped with a selector switch for CYCLE
battery sentry switch monitors the voltage across the field of
SENTRY (AUTO START-STOP) or CONTINUOUS RUN
the alternator and will keep the unit operating until the battery
operation. On models with a μP-T or SPECTRUM TS HMI
is recharged sufficiently. The unit operates in whichever
controller, CYCLE SENTRY or CONTINUOUS RUN
mode the thermostat requires to properly maintain the load
operation is selected from the controller menu. Your selection
temperature. When the battery is sufficiently recharged, the
of operation mode for the proper protection of a particular
unit will shut down on thermostat demand.
commodity should use the following guidelines.
Examples of Products Normally Acceptable for WARNING: With the On/Off switch (or ON key) “ON” and
CYCLE-SENTRY Operation the selector switch in CYCLE-SENTRY (Auto Start Stop)
• Frozen foods (in adequately insulated trucks) position (or CYCLE-SENTRY icon visible in μP-T or
• Boxed or processed meats SPECTRUM TS HMI display), the unit may start at any time
• Poultry without prior warning.
• Fish
• Dairy products
• Candy
• Chemicals
• Film
• All non-edible products

NOTE: Initial start-up of cold soaked units in cold weather. 5. Repeat steps 3 and 4 if the engine fails to start.
Truck units equipped with CYCLE-SENTRY should be
manually started if the units have been non-operative CAUTION: Never use starting fluid.
(turned off), resulting in cold soaked engine temperatures
below -1 C (18 C on units without Preheat). Place the TCI AND TLE MODEL NOTE: Place the rear
selector switch in the CONTINUOUS RUN position and compartment (zone 2) On/Off switch in the ON position (or
refer to Starting Instructions for CONTINUOUS RUN press the On Key) to start the rear (zone 2) evaporator.
Operation for manual starting instructions. After this initial
cold start, the selector switch can be placed on CYCLE
SENTRY (AUTO START-STOP) operation. Starting CYCLE-SENTRY Equipped Units
CYCLE-SENTRY sensors will then automatically maintain on Diesel Operation
temperature and provide reliable unit restarts on demand.
(Except Models with μP-T or SPECTRUM TS HMI
NOTE: Fully charged batteries in good condition are Controller)
essential for reliable unit operation. This is especially true 1. On Model 50 units, place the Diesel/Electric switch in the
on CYCLE-SENTRY equipped units in cold weather.
DIESEL position.
2. Place the selector switch in the CYCLE-SENTRY (AUTO
Starting Standard Units on Diesel START-STOP) position.
Operation from the Unit Control Panel or 3. Place the unit On/Off switch (and remote On/Off switch)
in the ON position. The green indicator light will come on.
Remote Control Box (This green light must be on at all times while the unit is
(Except Models with μP-T or SPECTRUM TS HMI on Auto Start-Stop operation). If a malfunction occurs
Controller) preventing a restart, the fact that this light is Off is the only
1. Place Diesel/Electric switch to DIESEL position indication a malfunction has occurred.
(Model 25 & 50 units). 4. Set (each compartment) thermostat setpoint at the desired
2. Place the unit On/Off switch to ON. temperature. DO NOT set the thermostat lower than
required (lowering the thermostat setpoint does not make
NOTE: If the unit has a remote control box, the control the unit cool faster).
panel and remote box switches must both be ON. 5. If the thermostat calls for cool or heat, the cool or heat light
3. Hold the Preheat/Start switch in the PREHEAT position (optional) will be on and the engine will preheat if
for the required time. The ammeter should show glow necessary. Preheat time ranges from 5 to 120 seconds,
plug discharge (optional). depending on the engine temperature.
6. At the end of the preheat period, the engine then begins
Ambient cranking. The glow plugs and the preheat buzzer are
Temperature Preheat Time energised during the cranking period. If the engine rpm
Above 16.0 C None does not exceed 50 rpm during the first 4 seconds of
0.0 to 16.0 C 30 seconds cranking, or if the engine does not start after 30 seconds of
-18.0 to 0.0 C 60 seconds cranking, the cranking cycle terminates.
Below -18.0 C 120 seconds
NOTE: If the engine fails to start, the unit reset switch will
4. Press Preheat/Start switch to START position to crank open, interrupting current to the control system
engine. Release when the engine starts. DO NOT release approximately 40 seconds after the cranking cycle
the switch prematurely when the engine is extremely cold. terminates.
In cold weather, it is best to repeat preheat if the engine
does not start within 15 seconds of cranking time 7. If the engine fails to start, place the unit switch in the OFF
position. Determine and correct the cause of the starting
NOTE: The speed/run relay holds the engine in high speed failure. Then push in the engine reset button and repeat the
when engaging the start position of the Preheat/Start switch. starting procedure.
TCI AND TLE MODEL NOTE: Place the rear

compartment (zone 2) On/Off switch in the ON position (or
press the On Key) to start the rear (zone 2) evaporator.

Models with μP-T or SPECTRUM TS HMI
Starting Units Equipped with Cab or Controller:
Remote Controls and Auto Start Feature If the CYCLE SENTRY icon appears in the display,
(Includes Models with μP-T or SPECTRUM the unit may not start if the compartment temperature
TS HMI Controller) does not require unit operation. Check for a COOL or
HEAT icon in the display to determine if the
WARNING: The engine will complete an auto start controller is calling for cool or heat. Adjust setpoint
sequence on either CONTINUOUS or AUTO START-STOP temperature if necessary.
(CYCLE-SENTRY) operation. A buzzer sounds when the A unit malfunction is indicated by an ALARM
unit is automatically preheating (SD-II models may not icon. If the ALARM icon is visible, press the
preheat before starting). When both (or all) On/Off switches SELECT key to view alarm code display. Press the
are in the ON position, the unit may start without warning.
OFF key and correct the cause of the start failure.
1. On Model 50 units, place the Diesel/Electric switch in the Then press the ON key, clear all alarms and repeat the
DIESEL position. Place the power receptacle On/Off starting procedure.
switch (if equipped) in the ON position.
μP-T and SPECTRUM TS HMI NOTE: Diesel/Electric Starting Model 25 and 50 Units on Electric
switch does not apply. The controller automatically selects Standby Power
the diesel or electric mode. Disconnect electric standby
power to operate unit in diesel mode. CAUTION: Do not start the electric motor until the diesel
engine has come to a complete stop, disengaging the clutch.
WARNING: Always turn off the electric power supply when
handling, connecting, or disconnecting high voltage power 1. With the On/Off switch in the OFF position and the high
cords. voltage power supply off, connect an electric power cord
to the unit power receptacle. Make sure the power supply
2. Place the unit control panel On/Off switch to ON. is the proper voltage, amperage and phase.
μP-T and SPECTRUM TS HMI NOTE: The On/Off WARNING: Always turn off the electric power supply when
(Microprocessor Power) Switch MUST be ON to operate the handling, connecting, or disconnecting high voltage power
unit. cords.
3. Press remote control On/Off switch (or On key) to ON. 2. Turn the high voltage power supply ON.
4. The unit should preheat and start automatically. Preheat is
delayed 10 seconds on models with μP-T and SPECTRUM SD-II MODEL NOTE: Check the phase indicator light on
TS HMI controller. the power receptacle. If the phase indicator light is ON, the
5. If the unit fails to start, determine the cause of the starting phase of the power supply is wrong and must be corrected.
failure. Turn OFF the power to the cable and remove the socket.
Using a flat blade screwdriver, press in and rotate the two
lower pins in the Receptacle Plug in a clockwise or
All Units Except Models with μP-T or anti-clockwise direction to reverse the position of the two
SPECTRUM TS HMI Controller: pins.
Check the setpoint temperature to determine if
compartment temperature requires cooling or heating. 3. Place Diesel/Electric switch to the ELECTRIC position.
Then place all On/Off switches in the OFF position.
Correct the cause of the starting failure. Push in the μP-T and SPECTRUM TS HMI NOTE: Diesel/Electric
engine reset button and repeat the starting procedure. switch does not apply. The controller automatically selects
the electric mode when a power cord is connected to the unit
NOTE: The auto start system included with some cab receptacle and the electric power supply is turned ON.
remote control box options functions like the
CYCLE-SENTRY system except that the unit does 4. Place the unit On/Off switch(es) in the ON position. Also
not shut down on thermostat demand after starting press the remote control On/Off switch (or On key) to ON
(SD-II models shift the engine to idle speed). The unit (if equipped).
operates continuously until it is turned off manually.
The start sequence is the same as the μP-T and SPECTRUM TS HMI NOTE: The On/Off
CYCLE-SENTRY start sequence on initial start-up. (Microprocessor Power) Switch MUST be ON to operate the
Refer to the CYCLE-SENTRY information in this unit.
manual for further information on the start sequence
as it applies to an auto start system. TCI AND TLE MODEL NOTE: Place the rear
compartment (zone 2) On/Off switch in the ON position (or
press the On Key) to start the rear (zone 2) evaporator.
5. The electric motor should start automatically. Motor start

is delayed 10 seconds on models with a μP-T or
SPECTRUM TS HMI controller.
6. If the unit fails to start, determine the cause of the starting
failure.

All Units Except Models with μP-T or After Start Inspection
SPECTRUM TS HMI Controller: Oil Pressure (Optional Gauge). Check engine oil pressure at
Check the setpoint temperature to determine if high speed. Oil pressure should register between 241 to
compartment temperature requires cooling or heating. 414 kPa, 2.41 to 4.14 bar, 35 to 60 psi.
If the thermostat setting is well above or below the
compartment temperature, check the overload relay Ammeter (Optional Gauge). Needle should indicate
reset button on the unit to make sure the overload CHARGE for a short period of time after start-up.
relay has not opened. Then place all On/Off switches Compressor Oil. Compressor oil level should be visible in
in the OFF position. Correct the cause of the starting the sight glass.
failure. Push in the motor reset button if necessary Refrigerant (Optional Compound Gauge). Suction
and repeat the starting procedure. pressure should not drop to zero unless the compartment
temperature is very low. Suction pressure will drop as the
Models with μP-T or SPECTRUM TS HMI compartment temperature drops (see “Compound Pressure
Controller: Gauge” under Unit Instruments).
If the CYCLE-SENTRY icon appears in the display,
the unit may not start if the compartment temperature MT, TCI AND TLE MODEL NOTE: Check the refrigerant
does not require unit operation. Check for a COOL or charge (see “Refrigerant Charge” in Refrigeration
HEAT icon in the display to determine if the Maintenance chapter).
controller is calling for cool or heat. Adjust setpoint
temperature if necessary. Operating Mode/Unit Self-Check Test.
A unit malfunction is indicated by an ALARM All Units Except Models with μP-T Controller:
icon. If the ALARM icon is visible, press the Adjust the thermostat setpoint well above and then
SELECT key to view alarm code display. Press the well below the compartment temperature. Make sure
OFF key and correct the cause of the start failure. that the mode of operation changes with the change in
Then press the ON key, clear all alarms and repeat the setpoint (see “Sequence of Operation” in Unit
starting procedure. Description chapter to check operating mode switch
7. When the unit starts, check for correct fan rotation by points).
placing a small piece of cloth or paper in front of the
NOTE: On units equipped with CYCLE-SENTRY
condenser grille. Proper rotation will draw the cloth or Start-Stop controls, if the engine has not operated
paper toward the grille, incorrect rotation will blow the long enough to thoroughly warm up or if the battery
cloth or paper away. is not fully charged, the unit may not shut off in the
• If the fan rotation is correct, leave the unit ON. Null mode.
• If the fan rotation is incorrect, turn off the power supply.
Refer the following procedure to a qualified electrical Models with μP-T Controller:
repair technician. Reverse the position of any two power Perform a μP-T controller “Unit Self-Check Test”.
leads on the power cable plug. DO NOT disturb the The test must be performed with the unit in Diesel
green ground wire. mode and no alarms present. If necessary, turn electric
power supply OFF and disconnect power cord. Clear
μP-T NOTE (Three Phase Units After 12/96): Unit and correct all alarm conditions before beginning.
shutdown occurs as a result of incorrect motor rotation. With the unit operating in the Diesel mode:
Units with optional Automatic Phase Correction include two
motor contactors that provide correct motor rotation a. Press and hold the TK LOGO key on the remote
regardless of phase rotation on incoming power. control panel until “USC” (unit self-check
prompt) appears in the display.
Also, if electric power supply fails, the remote control panel b. Then press the ENTER key to start the test. The
will display a “Start Engine” prompt. Press the enter key to display will briefly show “Lod”. The controller
start the unit in diesel mode. The microprocessor can also then performs a series of functions including a
be programmed to automatically restart the unit in diesel Preheat and Start test, Display Test, Show
mode if electric standby power fails. Programmable Settings, Defrost Check, RPM
Check, Cooling Check, Heating Check and
second Cooling Check.
c. When the Unit Self-Check is complete, the
controller displays PASS, CHEC or FAIL. If
CHEC or FAIL occurs, view alarm codes and
correct all conditions. Then repeat the Unit
Self-Check Test. The unit should PASS before
being released for service.

Pre-Cooling. With the thermostat set at the required
temperature, allow the unit to operate for one-half to one hour
(longer if possible) before loading the truck. Pre-cooling will
remove residual body heat and moisture from the truck
interior and provides a good test of the refrigeration system.
Defrost. When the unit has finished pre-cooling the truck
interior, initiate a defrost cycle with the manual defrost switch
(or key). Defrost will start if the evaporator temperature is
below 7 C on models with μP-T controller (6 C on most other
units). Defrost cycle should terminate automatically.
Loading Procedure
1. To minimise frost accumulation on the evaporator coil and
heat gain in the truck, make sure the unit is OFF before
opening the doors. (Unit may be operating when loading
the truck from a warehouse with door seals.)
2. Spot check and record load temperature while loading.
Especially note any off-temperature product.
3. Load product so that there is adequate space for air
circulation completely around the load. DO NOT block
the evaporator inlet or outlet.
4. Products should be pre-cooled before loading. Transport
temperature control units are designed to maintain loads at
the temperature at which they were loaded. Temperature
control units are not designed to pull hot loads down to
temperature.
Post Load Procedure

1. Make sure all the doors are closed and locked.
2. Adjust the thermostat to the desired temperature setpoint.
3. Start the unit.
4. One-half hour after loading, defrost the unit by pressing
and releasing the Manual Defrost switch. If the evaporator
temperature is below 7 C on models with μP-T controller
(6 C on most other units), the unit will defrost. The Defrost
cycle should terminate automatically.
Post Trip Inspection

1. Wash the unit.
2. Check for leaks.
3. Check for loose or missing hardware.
Check for physical damage to the unit.

7 Controller Operation
Thermoguard Thermostat V (TG-V) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Software Revision Display (P/N 45-1579) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
TG-V Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Display Symbols and Control Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
General Display Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Displaying Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Entering the Setpoint. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Displaying and Clearing Alarm Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Additional Operating Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Programming in Guarded Access Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Screen 1 Set-up Code Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Choosing Set-up Codes for Screen 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Defrost Mode Display (Revision 4 Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Screen 5 Set-up Code Information (Enhanced TG-V Only). . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Testing the TG-V Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Temperature Control Module (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Temperature Control Module (TCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Digital Thermometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Thermostat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Initial Temperature Control Module Display Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
TCM Diagnosis Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Faulty Temperature Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Thermometer Calibration Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Thermostat Switch Sequence Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Thermostat Calibration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Thermoguard Thermostat (TG-IV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Thermostat Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Thermostat Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Thermoguard In-Cab Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Single Temperature and Multi-Temperature In-Cab Controller Features. . . . . . . . . . . . . . . . . 7-26
Control Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
General Display Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Sensor Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Temperatures Outside of Display Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Defrost Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Field Test Procedure for In-Cab Controllers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Connector Pin Identification for Single Temperature and Multi-Temperature In-Cab Controllers7-30
Single Temperature Thermoguard In-Cab Controller Operation . . . . . . . . . . . . . . . . 7-31
Programming in Guarded Access Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Multi-Temperature Thermoguard In-Cab Controller Operation . . . . . . . . . . . . . . . . . 7-40
Programming in Guarded Access Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Thermoguard µP-T Smart Reefer (SR) Microprocessor . . . . . . . . . . . . . . . . . . . . . . 7-48
Entering Setpoint Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Selecting CYCLE-SENTRY or Continuous Run Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Initiating Manual Defrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Checking the Software Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Viewing Information (Prompt) Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
µP-T Unit Self-Check Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
SPECTRUM TS HMI Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Turning the Unit On and Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
The Standard Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Selecting a Zone Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Changing a Zone Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Starting the Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Initiating a Manual Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Terminating a Defrost Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Selecting High Speed Lockout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
Operators Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
• Defrost Control: When the evaporator coil is cold enough
THERMOGUARD THERMOSTAT V (TG-V) for frost to form, defrost is automatically initiated every
The TG-V is a programmable microprocessor controller that 4 hours during pulldown until the return air temperature is
uses external relays. The TG-V module is replaced as an in range. At in-range temperatures (between
assembly, no internal repair is available. approximately 7 degrees above and 7 degrees below
Three models are used, the Standard TG-V (P/N 45-1450), point), the controller is programmable for 2 to 16 hours in
the Enhanced TG-V (P/N 45-1486) and the new TG-V with 2 hour increments. Defrost interval is set at the factory but
Revision 4 software (P/N 45-1579) (effective 10/94). This can be reprogrammed by your Thermo King Dealer. It can
new controller replaces P/N 45-1486 and will replace all also be programmed to terminate defrost at 30 or
previous controllers. For complete details of changes, see the 45 minutes.
Microprocessor Controller TG-V Operating and Setup • Fuel Saver: It can be programmed to delay high speed
Manual TK 40284-7. operation for optimum fuel economy.
On earlier Standard TG-V models, the words THERMO • Alarm: It can detect and display up to four alarm
KING THERMOGUARD appear below the LCD. On the conditions including sensor, microprocessor, and defrost
Enhanced TG-V and Revision 4 models, the words THERMO termination failures.
KING THERMOGUARD V appear below the LCD. The keypad and the Liquid Crystal Display (LCD) allow
the operator to operate the TG-V. The input and output
terminals on the back of the TG-V monitor unit conditions and
control unit functions.
Software Revision Display (P/N 45-1579)
The TG-V can be programmed to accommodate a variety of
When the unit On/Off switch is first turned ON, the TG-V unit configurations and functions. It is programmed in the
display will show the “All Segments Display” for 5 seconds. Guarded Access Mode on four or five1 separate screens. Refer
The controller will then show the “Software Revision to “Programming in Guarded Access Mod”e for specific
Display” for 2 seconds. This display consists of the number information.
“4” in the right large digit position of the display. The rest of
the display will be blank. The display will then show the Screen 1 contains the following choices:
selected standard display. 1. Accumulate Defrost Time (yes or no)
2. Defrost Termination Time (30 to 45 minutes)
3. 8-minute High Speed Delay (on or off)
TG-V Features 4. Heat Lockout (yes or no)
• Thermometer: It displays the return air temperature, and 5. Is There a Discharge Sensor (yes or no)
can be programmed to display the optional discharge air 6. Is There a Modulation Valve (yes or no)
temperature with 0.1 degree accuracy. 7. Fahrenheit or Celsius Temperature Display
• Thermostat: It provides temperature control from –31.0 to
29.0 C, in 0.5 degree increments. Screen 2 contains the following choices:
1. Defrost Time Interval Above Lockout (2, 4, 6, 8, 10,
12, 14, 16 hours)
2. Defrost Time Interval Below Lockout (2, 4, 6, 8, 10,
12, 14, 16 hours)
Screen 3 contains the following choices:

1. Discharge Sensor Grade (0, 1, 2, 3, 4, 5)
2. Return Sensor Grade (0, 1, 2, 3, 4, 5)
Screen 4 contains the following choices:

1. Return Air Temperature Display in Default
2. Setpoint Temperature Display in Default
3. Discharge Air Temperature Display in Default
awa414 4.1 Discharge Air and Setpoint Alternate
Standard TG-V Thermostat 5.1 Return Air and Setpoint Alternate
6. Defrost Mode display (dF) (Revision 4 ONLY) is
available for selection. See Screen 4 for options.
1.
NOTE: Applies to Enhanced TG-V and Revision 4 models
only.
1.
NOTE: Applies to Enhanced TG-V and Revision 4 models
only.
Controller Operation 7-3

Discharge Air Symbol (Optional)
Screen 5 contains the following choices:1
The discharge air symbol is a truck with an arrow pointing to
1. High Speed Pulldown Fresh (yes or no) the thermometer from the temperature control unit. When this
2. High Speed Pulldown Frozen (yes or no) symbol appears, the discharge air temperature is being
3. Two Minute High Speed Delay at Start-Up (yes or displayed.
no)
4. Reduced Setpoint Range (yes or no) Setpoint Symbol
1.
NOTE: Applies to Enhanced TG-V and Revision 4 models The setpoint symbol is a hand pointing to a thermometer.
only. When this symbol appears, the setpoint temperature is being
displayed.
Fahrenheit Symbol
Display Symbols and Control Keys
The Fahrenheit symbol appears as a degree symbol and the
The following is a list of the display symbols and control keys
letter F. When this symbol appears, temperature is being
on the TG-V. You should become completely familiar with
displayed in degrees Fahrenheit.
the meaning of each symbol and the function of each control
key before operating the unit. Minus Sign
Return Air Symbol A minus sign appears next to the temperature display to
indicate the temperature is below zero.
The return air symbol is a truck with an arrow pointing to the
temperature control unit from the thermometer. When this Celsius Symbol
symbol appears, the return air temperature is being displayed. The Celsius symbol appears as a degree symbol and the
letter C. When this symbol appears, temperature is being
displayed is in degrees Celsius.
Temperature
1
2 When a temperature is displayed:
• The number in the Large LED readout indicates the
3 temperature in whole degrees.
• A Small LED readout that appears after a decimal point
indicates the temperature in tenths of a degree.
2
awa415
TG-V Display Symbols
1. Celsius Symbol
2. Minus Sign
3. Return Air Symbol
awa416
1
2 1. Setpoint Symbol
3 2. Fahrenheit Symbol
awa417
1. Temperature (-06) in Whole Degrees
2. Temperature (.4) in Tenths of a degree
3. Discharge Air Symbol

Alarm Symbol
The alarm symbol is an exclamation point inside a triangle.
When this flashing symbol appears, an alarm (fault) condition
has occurred.
1
Alarm Code
When the alarm symbol appears and the Select key is pressed,
the Large LED readout displays a two-digit alarm code.
SELECT Key
(Cycling arrows) is used to select the various displays which awa418
can appear on the screen.
ENTER Key
(Equal sign) is used to enter new information into the
controller.
2
UP Key
(Arrow pointing upward) When the setpoint symbol is on the
screen, this key is used to increase the setpoint temperature.
DOWN Key
awa419
(Arrow pointing downward) When the setpoint symbol is on
the screen, this key is used to decrease the setpoint
temperature.
1 3
3
awa420
1
4
1
awa422
TG-V Display Symbols and Control Keys
1. Alarm Symbol
2. Alarm Code appears when SELECT Key is pressed
awa421
3. UP Key
4. SELECT Key
5. ENTER Key General Display Information
6. DOWN Key 1. The TG-V screen is blank when the unit is Off
2. The TG-V screen displays all symbols and readouts
when you turn the unit On.
3. The standard display appears five seconds after you
turn the unit On.
4. The display remains on the screen for about 30
seconds after you turn the unit Off.

General Display Information
When the Thermo King unit is switched OFF, the controller
screen will be blank; nothing will be on the display.
When the Thermo King unit is switched ON, all symbols
and readouts will be displayed for about 5 seconds. Make sure
that all display segments are operational.
1
After 5 seconds the standard display will appear. This
display remains on the screen during normal operation. The
standard display is set to Return Air Temperature at the
factory, however, the controller can be programmed to show awa424
Discharge Air, Return Air, or Setpoint as the standard display.
When the Thermo King unit is switched OFF, it is normal
for the display to remain on for about 30 seconds as it slowly
fades.
NOTE: With the power off or battery disconnected, all

settings are saved in the controller memory and become
active when the unit is switched ON. 2
Displaying Operating Data

awa423
During normal operation, the standard display is on the
screen. Return Air Temperature is the factory standard display
setting (this may be changed). Other operating data can also be
displayed. Repeatedly press and release the SELECT key to
display other data in the following order:
1. Discharge Air Temperature (optional)
2. Setpoint Temperature
3. Alarms (can only be displayed when an alarm condition
has been sensed by the controller) 3
NOTE: When viewing another display, the screen will awa420

automatically return to the standard display if no other keys Changing the Setpoint
are pressed for 10 seconds. 1. Press and release the SELECT key until the
Setpoint symbol appears with the current setpoint.
2. Press the UP key or DOWN key to increase or
Entering the Setpoint decrease the setpoint temperature.
The setpoint temperature of the Thermo King unit can be 3. Press and release the ENTER key within 5 seconds
easily and quickly changed. To change the setpoint: to place the new setpoint in the TG-V memory.
1. Press and release the SELECT key repeatedly until the
setpoint symbol is on the screen.
2. Press the UP or DOWN key until the setpoint is at the
correct temperature setting.
• Pressing and releasing either key repeatedly will cause the
temperature to change by.5 degrees each key press.
• Holding either key down will cause the temperature to
scroll automatically, one degree at a time.
3. To enter the new setpoint into memory: Press and release
the ENTER key within 5 seconds.
• The display will blink once as the new setpoint is entered
into memory.
• The new setpoint will remain on the screen for about 5
seconds, then,
• The standard screen will automatically appear.
CAUTION: If the ENTER key is not pressed within

5 seconds, the original setpoint will appear on the screen for
5 econds, the standard screen will automatically appear, and
the Thermo King unit will be controlled at the original
setpoint.

NOTE: Alarms may continue to appear as the unit operates
Displaying and Clearing Alarm Codes if the alarm condition is not corrected.
When the TG-V controller senses an alarm condition, a Alarm Codes
flashing alarm symbol appears on the display. A two digit
alarm code is used to identify the type of alarm. The following alarms codes are used:
1. To display the alarm code, repeatedly press and release the 03 Return Air Sensor Failure: The return air sensor has
SELECT key until the alarm screen is displayed. failed or is disconnected.
04 Discharge Air Sensor Failure (Optional): The
NOTE: If more than one alarm has been sensed, all alarm
codes present will automatically alternate on the screen. discharge air sensor has failed or is disconnected.
14 Defrost Terminate On Time Limit (before 10/94):
2. To clear the alarms, press the ENTER key while the alarm The defrost cycle did not terminate properly and was
screen is showing. The alarms will clear and the standard terminated by a defrost timer limit.
display will appear on the screen. 14 Defrost Circuit Failure (after 9/94): The unit is still in
defrost after end of the defrost time limit, indicating
a defrost circuit failure.
29 Defrost Initiation Failure (after 9/94): The unit
attempted to enter defrost three times in rapid
succession, indicating a shorted air switch, shorted
manual defrost switch or other defrost circuit failure.
88 Microprocessor Failure: The TG-V has failed and
1 must be replaced.
Additional Operating Information

awa426
Sensor Failure
In addition to generating an alarm, the failure of a sensor will
cause the display screen for that sensor to show a minus sign
2 and dashes in place of temperature. The alarm symbol, the
minus sign and the dashes will blink continuously.
Temperatures Outside of Display Range

The temperature display is –40.0 to 37.8 C. If the sensor
3 temperature is out of this range, the temperature display will
flash the appropriate temperature extreme. For example, if the
awa425 cargo temperature were 43 C, the display would read
37.8 C and would blink continuously. The display would stop
blinking once the temperature dropped below 37.8 C.
4
awa420
Displaying and Clearing Alarm Codes
1. When the Alarm symbol flashes on the screen,
press and release the SELECT key until the Alarm awa427
Code appears. A Minus sign and dashes appear when a sensor fails
2. Record the Alarm Code(s) and make repairs as
required.
3. To clear the Alarm Code(s), press the ENTER key
while the Alarm Code is showing.
4. The standard display appears.

Programming in Guarded Access Mode
The TG-V controller is pre-programmed at the factory to
match the standard configuration and operating requirements
of the unit.
If the controller is being replaced, the programming set-up
codes must be set to match the configuration of the unit. The
1
factory programming set-up codes can be found on the
schematic and wiring diagrams for the unit. Special changes in
2
the programming can be made for specific special
applications. awa424
Programming is done through the Guarded Access Mode.
Guarded Access consists of 4 (or 51) screens numbered 1
through 4 (or 51). Screen numbers are indicated by a digit in
the tenths of a degree position. The controller is programmed
by entering a two digit set-up code in each screen.
To program the controller:
• Choose a set-up code for each screen. If the factory 3
programmed set-up codes are not available, they can be
determined using the information shown later in this 4
chapter.
awa428
• Enter the Guarded Access mode.
• Change the set-up codes as required.
• Programming a Set-up Code in Guarded Access
NOTE: Record the setpoint so that the unit may be returned 5

to the original setting when programming is finished.
2. Press the UP or DOWN key until the setpoint is at exactly

00.0 C (or 32.0 F). awa429
3. Press and release the ENTER key within 5 seconds to enter
the setpoint into the controller.
4. Press the SELECT key until the setpoint symbol is again
on the screen. However, this time, when the setpoint
symbol comes on the screen, DO NOT release the
SELECT key, hold it down.
5. While holding down the SELECT key, press the UP key
and the DOWN key at the same time. Screen 1 in the
Guarded Access Mode will appear. 6
awa430
NOTE: Use the SELECT key to scroll through all of the
Guarded Access Screens one time before reading the set-up Programming Set-up Codes in Guarded Access
code on Screen 1. Sometimes the set-up code is accidentally 1. Press and release the SELECT key until the
changed if the UP key or the DOWN key is held down too setpoint symbol appears on the TG-V screen.
long after Screen 1 appears. 2. Press the UP and DOWN key until the setpoint is
exactly 00.0 C (or 32.0 F).
3. Press the SELECT key until the setpoint symbol
appears again, then HOLD the SELECT key down.
4. With the SELECT key down, press both the UP key
and DOWN key at the same time.
5. With Screen 1 on the display, press the UP or
DOWN key repeatedly to scroll to the desired setup
code.
6. Press the ENTER key within 5 seconds to enter the
new setup code into memory.
1.
NOTE: Applies to Enhanced TG-V and Revision 4 models.

If no keys are pressed, the standard display will • It can save the time which has elapsed since the last defrost
automatically reappear on the screen in about 10 seconds. and continue on when the unit is restarted. For example,
assume the defrost interval time is set to 2 hours and the
6. In Guarded Access, press and release the SELECT key unit is turned Off after one hour of operation. When the
until the desired screen is on the display. unit is restarted, the timer will now initiate Defrost in just
7. Press the UP key or the DOWN key repeatedly until the one hour.
desired code appears. • It can reset and start timing again from the beginning. For
example, assume the defrost interval time is set to 2 hours.
NOTE: Display digits cannot be set individually. The UP or When the unit is started, the timer will always time for two
DOWN key scrolls the display until the correct two digit code
hours before initiating Defrost.
appears.
Set the Defrost Timer to Save Elapsed Time (YES):
8. Press and release the ENTER key within 5 seconds to enter • In delivery applications where the unit will be turned ON
a new set-up code into memory. The display will blink and OFF before a normal defrost time has elapsed.
once as the new code is entered into memory. • In units without an air switch.
Set the Defrost Timer to NOT Save Elapsed Time (NO):
CAUTION: If the ENTER key is not pressed within 5
seconds, the original set-up code will appear on the screen • In over-the-road applications where the unit operates
for 5 seconds. The standard screen will automatically appear continuously and is not frequently turned OFF and ON.
and the controller will operate with the original set-up code
2. Defrost Terminate Time
for that screen.
If a defrost cycle is not terminated automatically by the defrost
9. To scroll to the next screen you want to program, press and termination thermostat, the TG-V Microprocessor Controller
release the SELECT key within 5 seconds of entering the terminates the defrost cycle after the programmed period of
last set-up code. time.
10. To change the set-up code on this new screen, repeat steps
7 and 8. Settings:
30 minutes
NOTE: Remember to return the controller to the original 45 minutes
setpoint when you are done programming.
3. High Speed Delay (Replaces Fuelsaver II)
To save fuel when the cargo compartment temperature is in
Screen 1 Set-up Code Information range, the TG-V Microprocessor Controller can delay high
speed heat or high speed cool for 8 minutes.
The set-up code for Screen 1 represents a combination of the
following seven (7) settings: Settings:
1. Save Elapsed Time Yes =Delay high speed operation for 8 minutes.
No = Do not delay high speed operation for 8 minutes.
Elapsed time is the duration between the end of one defrost
cycle and the beginning of the next. NOTE: In order for the High Speed Delay to operate, the 7K
terminal must be used.
Settings:
Yes = Save elapsed time. NOTE: Low Speed heat is only available in Continuous Run
No = Do not save elapsed time. operation. In CYCLE-SENTRY, the unit restarts and
operates in High Speed Heat.
The TG-V Microprocessor Controller has a built in defrost
interval timer which can automatically initiate a defrost cycle 4. High Speed Heat Lockout
after a preset period of time has elapsed.
To protect frozen foods, the TG-V can lockout high speed heat
When the Thermo King unit is switched OFF, the defrost
when the setpoint is below –9.5 C.
interval timer can be set to do one of two things:
Settings:
Yes = Lockout high speed heat below –9.5 C.
No = Do not lockout high speed heat below –9.5 C.

5. Fahrenheit/Celsius
1 2 3
The TG-V can display temperatures in either Fahrenheit or
Celsius.
Settings:
F = Fahrenheit
C = Celsius
6. Discharge Sensor
When an optional discharge air sensor is connected to the
Microprocessor Controller, the discharge air temperature can
be displayed.
Settings: awa430
Yes = Discharge Sensor connected (display temperature) Screen 1 Factory Programmed Setup
No = Discharge Sensor Not connected (do not display 1. Left Digit
temperature) 2. Right Digit
3. Screen Number
NOTE: If the unit does not have a discharge air sensor, but
the discharge sensor is set to “yes”, the controller will Left Digit Table (Screen 1)
display an alarm symbol and the alarm screen will show 04
(discharge air sensor faulty). Instead of showing a Left Digit Save Elapsed Defrost High Speed
temperature, the discharge air screen will display dashes. Code Time Terminate Delay
Time
7. Modulation Valve 0 No 30 min. No
The Microprocessor can control Thermo King units which are 1 No 30 min. Yes
equipped with a modulation valve. 2 No 45 min. No
3 No 45 min. Yes
Settings: 4 Yes 30 min. No
Yes = Unit has a modulation valve 5 Yes 30 min. Yes
No = Unit does not have a modulation valve 6 Yes 45 min. No
7 Yes 45 min. Yes
NOTE: Unit with a modulation valve must have a discharge
air sensor connected to the controller. If the sensor is not NOTE: Factory standard settings are in bold type.
connected, the controller will display an alarm symbol and
the alarm screen will show alarm 04 (discharge air sensor
faulty). Right Digit Table (Screen 1)
Right High
Digit Speed Heat Discharge Modulation Fahrenheit/
Choosing Set-up Codes for Screen 1 Code Lockout Sensor Valve Celsius
1. Select the left digit of the set-up code from combination of 0 No No No F
settings from the Left Digit Table. 1 No No No C
2. Select the right digit of the set-up code from the Right 2 No No Yes F
Digit Table. 3 No No Yes C
4 No Yes No F
NOTE: Units equipped with a modulation valve and 5 No Yes No C
discharge air sensor should be set to 6F. 6 No Yes Yes F
7 No Yes Yes C
8 Yes No No F
9 Yes No No C
A Yes No Yes F
B Yes No Yes C
C Yes Yes No F
D Yes Yes No C
E Yes Yes Yes F
F Yes Yes Yes C
NOTE: Factory standard settings are in bold type.

Screen 2 Set-up Code Information
Defrost intervals are set with Screen 2. A defrost interval is
the period of time between the end of one defrost cycle and the
beginning of the next. During pulldown the defrost interval is
4 hours. Once the unit is in-range, the defrost interval becomes
the interval set with this screen.
1. Defrost Time Above Lockout

Sets the defrost interval for setpoint temperatures above
–9.5 C.
awa431
Settings: Screen 2 Factory Programmed Set-up Code
2, 4, 6, 8, 10, 12, 14 or 16 hours
2. Defrost Time Below Lockout Right Digit Table (Screen 2)
Sets the defrost interval for setpoint temperatures below Right Digit Code Defrost Time Below Lockout
–9.5 C. 0 2 Hours
1 4 Hours
Settings: 2 6 Hours
2, 4, 6, 8, 10, 12, 14 or 16 hours 3 8 Hours
Choosing Set-up Codes for Screen 2 4 10 Hours
5 12 Hours
1. Select the left digit of the set-up code from combination of
6 14 Hours
settings from the Left Digit Table.
7 16 Hours
2. Select the right digit of the set-up code from the Right
Digit Table. NOTE: Factory standard settings are in bold type.
Left Digit Table (Screen 2)
Left Digit Code Defrost Time Above Lockout
0 2 Hours
1 4 Hours
2 6 Hours
3 8 Hours
4 10 Hours
5 12 Hours
6 14 Hours
7 16 Hours

For accuracy, the Microprocessor Controller must be adjusted
to match the unit sensors using Screen 3. There are two types
of sensors, graded and ungraded.
Graded sensors are measured and presorted at the factory
into categories (grades) based on their electrical resistance.
They are marked with grades 1 through 5. Graded sensors,
regardless of grade number, are accurate to within ± 0.07 C.
Ungraded sensors are not sorted and therefore have a wider
possible range of resistance. They do not have grading marks
awa432
and are accurate to ± 0.33 C.
The TG-V Microprocessor Controller can be calibrated to Screen 3 Factory Programmed Set-up Code
work with either type of sensor:
• For graded sensors, set the controller to match the grade of Left Digit Table (Screen 3)
the sensor. For example, for a grade 4 sensor, the controller
Left Digit Code Discharge Sensor Grade
setting would be 4.
0 0
• For ungraded sensors, set the controller to grade 0.
1 1
1. Discharge Sensor Grade (Optional) 2 2
3 3
Matches controller operation to the grade of the discharge air
4 4
sensor.
5 5
Settings:
Grades 0, 1, 2, 3, 4, or 5 Right Digit Table (Screen 3)
2. Return Sensor Grade Right Digit Code Discharge Sensor Grade

0 0
Matches controller operation to the grade of the return air
1 1
sensor.
2 2
Settings: 3 3
Grades 0, 1, 2, 3, 4, or 5 4 4
5 5
NOTE: When return air and discharge air sensors are used
with a modulation valve, graded sensors must be used.
Without modulation, the use of graded sensors is optional.
NOTE: The return air sensor is the primary control sensor

and must be connected at all times.
Choosing Set-up Codes for Screen 3

Digit Table.
NOTE: EEC Factory standard settings are listed in the

appropriate wiring and schematic diagrams for each unit.

Screen 4 sets the “standard display”. The standard display
appears on the screen during normal unit operation. The
screen automatically returns to the standard display when the
viewing of other screens is complete and no keys are pressed
for about 10 seconds.
Settings:
• Return Air Temperature
• Setpoint Temperature
• Discharge Air Temperature (optional): This screen is awa433
available only when the Discharge Sensor setting Screen 4 Factory Programmed Set-up Code
(Screen 1) is set to yes.
• 1Alternate between Return Air Temperature and Setpoint
Temperature (Return Air 30 seconds, Setpoint 5 seconds).
• 1Alternate between Discharge Air Temperature and
Setpoint Temperature (Discharge Air 30 seconds,
Setpoint 5 seconds): This screen is available only when
the Discharge Sensor setting (Screen 1) is set to yes.
1.
NOTE: Applies to Enhanced TG-V ONLY.
Screen 4 Set-up Code Selection

Without “dF” With “dF”
and Previous Indication
Indication During Defrost1
Return Sensor 00 10
Setpoint 01 11
Discharge Sensor 02 12
Return Sensor 03 13
Alternates w/Setpoint
Alternates w/Setpoint
1.
Revision 4 TG-V ONLY
Choosing Set-up Codes for Screen 4

Digit Table.
Defrost Mode Display (Revision 4 Models)

The Defrost mode display allows the default display to include
a periodic indication that the system is in the Defrost mode.

(Enhanced TG-V Only)
Screen 5 will appear on the Enhanced TG-V only. The set-up
code for Screen 5 represents a combination of the following
settings:
1. High Speed (Cool) Pulldown

Normally, at start-up, the unit operates in high speed cool until
it reaches a temperature of 1.9 C above setpoint. Then unit
then switches to low speed cool. As long as the compartment awa434
temperature remains within 1.9 C above setpoint, the unit
Screen 5 Factory Programmed Set-up Code
operates in low speed cool.
The High Speed Pulldown feature provides faster
temperature pulldown for critical cargoes. At start-up, the unit 5. Reduced Setpoint Range
operate in high speed cool until the return air temperature is at Smaller truck units are not designed to operate with a setpoint
setpoint. Then, whenever the unit operates in low speed cool range of –31.0 to 29.0 C. For these units the setpoint range
for more than 8 minutes, the controller switches the unit to must be reduced to –18.0 to 28.0 C. This setting is
high speed cool to drive the temperature back down to programmed at the factory. Change it only when replacing the
setpoint. controller, and then only to the original factory setting for your
unit.
NOTE: In units with modulation, High Speed Pulldown will
be inactive in continuous run operation at setpoints above Settings:
–9.0 C. Yes = Reduce setpoint range to –18.0 to 28.0 C.
No = Do not reduce setpoint range.
2. High Speed Pulldown Fresh
The controller can initiate a High Speed Pulldown to setpoint NOTE: This screen is available only on controllers with the
of fresh loads above –9.5 C. designation “V” directly after the words “THERMO KING
THERMOGUARD” on the front of the controller.
Settings:
Yes = Enable High Speed Pulldown to setpoint. Choosing Set-up Codes for Screen 5
No = Normal operation. Do not enable high speed 1. The left digit of the set-up code must be “0”.
pulldown to setpoint. 2. Select the right digit of the set-up code from the Right
Digit Table.
3. High Speed Pulldown Frozen
The controller can initiate a High Speed Pulldown to setpoint NOTE: Factory standard settings are listed in the
of frozen loads at or below-9.5 C. appropriate wiring and schematic diagrams for each unit.
Settings:
Yes = Enable High Speed Pulldown to setpoint. Left Digit Table (Screen 5)
No = Normal operation. Do not enable High Speed Pulldown Left Digit Code1
to setpoint. 0
1.
4. Two Minute High Speed Start Delay (Continuous The Left Digit of Screen 5 must be “0”.
Run only)
This setting allows the engine to warm-up by delaying high
speed (heat or cool) operation. The engine operates in low
speed for 2 minutes when the unit is first started. Then the unit
will resume normal operation.
Settings:
Yes = Enable 2 minute low speed start.
No = Normal operation. Do not enable 2 minute low speed
start.

Right Digit Table (Screen 5)
Testing the TG-V Thermostat
High High
Right Speed Speed Two Minute Reduced Tools and Materials Required for Testing
Digit Pulldown Pulldown High Speed Setpoint 1. Volt/ohm meter capable of accurately reading 1/100 volt
Code Fresh Frozen Delay at Start-up Range increments.
0 No No No No 2. Jumper Wires
1 No No No Yes 3. Three Relays, Part No. 44-5847 (44-9111)
2 No No Yes No 4. One 12 Vdc Power Supply
3 No No Yes Yes
5. Mercury Thermometer
4 No Yes No No
5 No Yes No Yes TG-V Calibration
6 No Yes Yes No The TG-V thermostat is permanently calibrated, and no
7 No Yes Yes Yes attempt should be made to recalibrate it. The thermostat
8 Yes No No No module is a non-serviceable item and repairs should not be
9 Yes No No Yes attempted. If the thermostat is found to be defective, replace it.
A Yes No Yes No
B Yes No Yes Yes Ice-Water Bath Preparation
C Yes Yes No No 1. Fill an insulated container full of ice. Add enough water to
D Yes Yes No Yes cover the top of the ice during the test procedure.
E Yes Yes Yes No 2. Remove the sensor bulb from the unit or use a known good
F Yes Yes Yes Yes sensor for testing the thermostat module.
NOTE: Factory standard settings are in bold type. 3. Stir the ice-water bath for one minute or until stabilised at
0.0 C.
4. Monitor the ice-water bath temperature with a mercury
thermometer during testing to ensure test accuracy.
NOTE: Before testing a questionable thermostat module, it

is a good idea to check the thermostat sensor first.
Sensor Test
1. Visually check the bulb end, lead, and terminal end of the
sensor. Make sure that it is not damaged.
2. Using an ohmmeter capable of reading at least 4000 ohms,
check resistance between the sensor leads.
awa435
TG-V Sensor Leads
1. Band Wraps: The return air sensor has yellow band wraps: the discharge air sensor has red band wraps
2. Sensor Leads

3. Sensor resistance should be approximately 3000 to
3500 ohms. Use the following method to give the sensor a
more accurate test:
a. Cool the sensor down to 0.0 C and check the
resistance—reading should be 3266 + 3.4 ohms.
b. Warm the sensor up to 21.1 C and check the resistance—
reading should be 3450 + 6.9 ohms.
1
4. If the sensor does not meet specifications, replace it.
5. If the sensor does meet specifications, proceed to TG-V 2
thermostat bench test.
awa424
Preparing TG-V Module for Bench Test
NOTE: To successfully perform the TG-V module bench

test, the setup code for Screen 1 must be set at 39.
1. Place the unit On/Off switch in the ON position. (If the

thermostat module is out of the unit, this can be
accomplished by connecting a 12 Vdc power source to the 3
8 and CH terminals, 8 is connected to positive (+) and CH
is connected to negative (-). 4
2. Press and release the SELECT key repeatedly until the awa428
3. Press the UP and DOWN key until the setpoint is at exactly
00.0 C.
4. Press and release the ENTER key (within 5 seconds) to
enter this setpoint.
5. Press the SELECT key until the setpoint symbol is on the
screen again. However, when the setpoint symbol appears 5
this time, DO NOT release the SELECT key, hold it down.
and the DOWN key at the same time. Screen 1 in the awa430
Guarded Access mode will appear.
NOTE: Use the SELECT key to scroll through all of the

Guarded Access Screens one time before reading the set-up
code on Screen 1. Sometimes the set-up code is accidentally
changed if the UP key or the DOWN key is held down too
long after Screen 1 appears.
7. Press the UP or DOWN key until the set-up code on Screen

2
1 reads 39.
8. Press the ENTER key within 5 seconds. awa436
NOTE: If no keys are pressed, the standard display will Programming Set-up Code 39 for Bench Testing
automatically reappear on the screen in about 10 seconds. 1. Press and release the SELECT key until the
setpoint symbol appears on the TG-V screen.
2. Press the UP and DOWN key until the setpoint is
exactly 00.0 C (or 32.0 F).
appears again, then HOLD the SELECT key down.
4. With the SELECT key down, press both the UP key
and DOWN key at the same time.
DOWN key repeatedly to scroll to 39.
6. Press the ENTER key within 5 seconds to enter the
new setup code into memory.

TG-V Module Bench Test 5. Place the sensor bulb in a 0.0 C ice bath.
1. Place the main On/Off switch in the OFF position. 6. Connect the positive (+) 12 V dc power source on the 8
2. Disconnect all of the wires from the thermostat module. terminal. Connect the negative (-) power source to the CH
3. Connect a known good sensor (yellow jacketed) to the terminal.
terminals labelled SN on the rear of the thermostat module. 7. Check for voltage between 8 and CH. Make sure
4. To obtain accurate voltage readings during the thermostat approximately 12 volts is present.
module checkout, circuits 10T and 14T must be tested
NOTE: Due to the accuracy of the TG-V module, the digital
under normal load. This is provided by connecting two
readout may read a few tenths of a degree higher than 0.0 C.
Potter and Brumfield relays (Part No. 44-9111) as follows:
• Connect pin 86 of two relays to the negative (-) terminal 8. Set the thermostat module setpoint to 5 C. The thermostat
of a 12 Vdc power source. is now in high speed cool.
• Connect pin 85 of one relay to the 10T terminal to
simulate the speed relay.
• Connect pin 85 of the second relay to the 14T terminal
to simulate the heat relay.
High Speed Cool Low Speed Cool Low Speed Heat High Speed Heat
Thermostat Terminal Setpoint = -4.5 C Setpoint = -1.5 C Setpoint = 0.5 C Setpoint = 2.0 C
8 12 Vdc 12 Vdc 12 Vdc 12 Vdc
CH 0 Vdc 0 Vdc 0 Vdc 0 Vdc
10T 12 Vdc1 0 Vdc1 0 Vdc1 12 Vdc1
14T 0 Vdc 0 Vdc 12 Vdc 12 Vdc
SN (Return Air Sensor) — — — —
SN (Return Air Sensor) — — — —
HFL 0 Vdc 0 Vdc 0 Vdc 0 Vdc
HLO 0 Vdc 0 Vdc 0 Vdc 0 Vdc
7T 0 Vdc 0 Vdc 0 Vdc 0 Vdc
SP 1.95 Vdc 2.00 Vdc 2.04 Vdc 2.07 Vdc
HGV 0 Vdc 0 Vdc 0 Vdc 0 Vdc
7K 0 Vdc 0 Vdc 0 Vdc 0 Vdc
(–) 0 Vdc2 0 Vdc2 0 Vdc2 0 Vdc2
(+/ 0 Vdc2 0 Vdc2 0 Vdc2 0 Vdc2
8B 0 Vdc 0 Vdc 0 Vdc 0 Vdc
Sensor (Discharge Air) — — — —
Sensor (Discharge Air) — — — —
1.
If a jumper has been placed between terminals 8 and 7K, 0 volts will be present for 8 minutes. After the 8 minutes, high speed lockout has
terminated and 12 volts will be present on terminal 10T. The speed relay will then energise.
2.
These voltages should be checked with Red (+) meter lead on (+) and Black (-) meter lead on (-). Do not check these terminal voltages to
CH since an incorrect reading will result.
TG-V Terminal Voltage Chart

Voltages must be checked with the yellow jacketed sensor hooked across the SN terminals and the bulb placed in a 0.0 C
ice-water bath.

a. Check for voltage between terminals 10T and CH. 12 17. Check for voltage on terminal 10T. Zero volts should be
volts should be present. The speed relay should be present. The speed relay should be de-energised. The
energised. thermostat module is in the eight minute high speed
b. Check for voltage between terminals 14T and CH. Zero lockout mode of operation.
volts should be present. The heat relay should be 18. At the end of eight minutes, the thermostat module should
de-energised. automatically switch to high speed heat. Check the voltage
9. Set the thermostat module setpoint to –1.5 C. The at terminal 10T after the eight minute interval. 12 volts
thermostat is now in low speed cool. should be present.
a. Check for voltage between terminal 10T and CH. Zero 19. Connect pin 86 of the third relay to the 11 terminal in order
volts should be present. The speed relay should be to simulate the defrost relay. Connect pin 85 of this relay
de-energised. to the positive (+) terminal of the power source.
b. Check for voltage between terminals 14T and CH. Zero 20. Place a jumper between the 12 terminal and the negative
volts should be present. The heat relay should be (-) terminal of the power supply. Place another jumper
de-energised. between the 12 terminal and the 11 terminal. The relay
10. Set thermostat module setpoint to 1 C. The thermostat is should energise.
now in low speed heat. 21. Remove the jumper between the 12 terminal and the 11
a. Check for voltage between terminals 10T and CH. Zero terminal. The relay should remain energised.
volts should be present. The speed relay should be 22. Remove the jumper between the 12 terminal and the
de-energised. negative (-) terminal of the power supply. The relay should
b. Check for voltage between terminals 14T and CH. 12 de-energise.
volts should be present. The heat relay should be
energised.
11. Set the thermostat module setpoint to 2.5 C. The
thermostat is now in high speed heat.
a. Check for voltage between terminals 10T and CH. 12
volts should be present. The speed relay should be
energised.
b. Check for voltage between terminals 14T and CH. 12
volts should be present. The heat relay should be
energised.
12. Turn off the power to the thermostat module.
13. Place a jumper wire from the 8 terminal on thermostat
module to the 7K terminal on the thermostat module.
14. Turn on the power to the thermostat module.
15. Set thermostat module setpoint to 1 C. The thermostat
module should now be in low speed heat. (12 volts present
on terminal 14T; zero volts present on terminal 10T.)
Leaving the jumper from the 8 terminal to the 7K terminal
in place, set the thermostat module setpoint to 2.5 C.
16. Check for voltage on terminal 14T. 12 volts should be
present. The heat relay should be energised.

awa437
TG-V Terminal Identification
Terminal Function
Basic Terminal Functions
8 Supply voltage from unit to thermostat module
CH Thermostat module ground circuit
29 Force to high speed (input) during defrost
10T Applies voltage to speed relay coil when calling for high speed
14T Applies voltage to heat relay coil when calling for heat
SN (1) Connects one lead of the return air sensor to thermostat
SN (2) Connects other lead of the return air sensor to thermostat
Specialised Terminal Functions
HFL Force heat lockout
HLO Heat lockout output
38 In-range output
7T Force high speed cool
SP Setpoint output
12 Defrost circuit
11 Defrost circuit
HGV Hot gas bypass valve
7K Accumulative defrost time and high speed delay input
– Output to modulation valve no connected to CH ground
+ Output to modulation valve
8B CYCLE-SENTRY is in operation (input)
Disc Sensor Connects one lead of the discharge air sensor to thermostat
Disc Sensor Connects the other lead of the discharge air sensor to thermostat

3. Refer to the TCM Display Diagnosis Chart to see what to
TEMPERATURE CONTROL MODULE (SD-II) check next.
Check Power
Temperature Control Module (TCM) 1. Make sure the On/Off switches are turned ON.
The temperature control module is located in the cab control 2. Disconnect the 14 pin connector (cab control box
box. The module contains the thermometer and the thermostat. extension harness) from the back of the cab control box.
The thermometer and the thermostat share the same digital 3. Check the voltage between the 8Y circuit (pin 8) and the
LED display and use the same sensor. CH circuit (pin 13) in the 14 pin connector on the cab
control box extension harness. Battery voltage (12 volts)
should be present.
Digital Thermometer 4. If battery voltage is not present, check:
The range for the thermometer is –40.0 to 93.0 C. Normally a. The wiring, connectors and components in the power
the thermometer reading appears on the LED display. Pressing circuit to the battery (8Y, SWR, 8XA, S3, 8X, S2, 3D,
the Setpoint switch causes the thermostat setpoint to appear on S1, 2D, CB2, 2A, CB1, and 2), or to the rectifier (8Y,
the LED display. SWR, 8XA, S3, 8X, S2, 3E, S1, 2E, LK3, 43, Fuse 4,
and 42).
b. The wiring, connectors, and ground connections in the
Thermostat ground circuit (CH) to the battery or to the rectifier.
The setpoint range for the thermostat is –30 to 30 C for the 5. If there are no faults in the power circuit or the ground
SD-II MAX and –20 to 30 C for the SD-II. The thermostat circuit, repeat the Initial TCM Display Test. If the results
setpoint appears on the LED display when the Setpoint switch of the test have not changed, the TCM is defective and
is pressed. Turning the dial under the LED display changes the must be replaced.
setpoint. The thermostat controls the operation of the unit by
controlling the cool and heat relays. Check Sensor and Sensor Circuits
1. Turn the unit on (all On/Off switches must be turned ON).
2. Disconnect the sensor from the evaporator wire harness
Initial Temperature Control Module Display (three pin connector).
Test 3. Check the voltage between the positive SN3 circuit (pin C)
1. Turn the unit on (all On/Off switches must be ON). Note and the negative SN1 circuit (pin A) in the three pin
what appears on the LED display. This is the temperature connector on the evaporator harness. The voltage should
display. be 5.0 ± 0.5 volts.
a. Normal Display (-40.0 to 93.0 C)
b. Blank Display
c. Erratic Display
d. —l
e. 1, –00, or –55
2. Press the Setpoint switch and note what appears on the
LED display. This is the setpoint display.
a. Normal Display:
30 to 30 C for the SD-II MAX,
20 to 30 C for the SD-II
b. Blank Display
c. Erratic Display
d. No Change
TCM Diagnosis Chart

Setpoint Display
Temperature Display Normal Display Blank Display Erratic Display No Change
Normal Display No Problem Faulty TCM Faulty TCM Faulty TCM
Blank Display Check Sensor/Sensor Circuits Check Power Check Power Check Power
Erratic Display Check Sensor/Sensor Circuits Check Power Check Power Check Power
— Check Sensor/Sensor Circuits Faulty TCM Faulty TCM Faulty TCM
1, -00 or -55 Check Sensor/Sensor Circuits Faulty TCM Faulty TCM Faulty TCM

4. If the voltage is not correct, check the wiring and 4. Slowly turn the thermostat dial down to lower the
connectors in the SN1, SN2, and SN3 circuits back to the thermostat setpoint about 1.0 C every 5 seconds. When the
cab control box. If there are no faults in the SN1, SN2, and thermostat setpoint reaches 1.0 ± 0.5 C below the
SN3 circuits, repeat the Initial TCM Display Test. If the thermometer reading, the unit should shift to null. The cool
results of the test have not changed, the TCM is defective relay and the heat relay should both be de-energised.
and must be replaced. 5. Continue to slowly turn the thermostat dial down and
5. If the voltage is correct, attach a new sensor and check the lower the thermostat setpoint about 1.0 C every 5 seconds.
thermometer display. When the thermostat setpoint reaches 2.0 ± 0.5 C below
a. If the thermometer display is now normal, the old sensor the thermometer reading, the unit should shift to cool. The
is defective. cool relay should be energised and the heat relay should be
b. If the thermometer display is not normal, check the de-energised.
wiring and connectors in the SN2 circuit. If there are no If the unit does not shift operating modes properly, make sure
faults in the SN2 circuit, repeat the Initial TCM Display that the cool relay, heat relay, associated wiring and wire
Test. If the results of the test have not changed, the TCM connections are not defective before assuming that the TCM is
is defective and must be replaced. faulty. Specifically:
• Battery voltage must be present on both 8H wires (pin 5
and pin 7) in the 14 pin connector on the cab control box
Faulty Temperature Control Module wire harness when the unit is turned on.
Before replacing the temperature control module make sure • The thermostat energises the 10 circuit, which shifts the
that another problem, such as a loose wire connection or a bad unit to cool, by closing internal contacts that connect the
ground, is not causing the TCM to malfunction. CR1 circuit to the CR circuit.
• The thermostat energises the heat relay, which shifts the
unit to heat, by closing internal contacts that connect the
Thermometer Calibration Test HR1 circuit to the 11R circuit.
1. Place the sensor in an ice-water bath for a few minutes and Therefore, the TCM is not defective if it energises the 10 and
allow the sensor temperature to stabilise. 14 circuits properly.
2. Check the thermometer reading. It should be 0.0 ± 1.0 C.
3. If the thermometer reading is out of calibration, replace the
Thermostat Calibration Check
sensor and repeat the test.
1. Set the thermostat at 0.0 C.
4. If the thermometer reading is still out of calibration, the
TCM is defective. 2. Start and operate the unit until it shifts from cool to null.
3. Use a known good thermometer (or a 0.0 C ice-water bath)
to check the switch points. The unit should shift from cool
Thermostat Switch Sequence Test to null at 0.0 C.
This test should be performed during scheduled preventive 4. If the units shifts modes properly and is out of calibration
maintenance operations. Make sure that the thermometer is by less than 2.7 C, recalibrate the thermostat by loosening
calibrated before performing this test. the set screw and repositioning the thermostat dial.
If the thermostat shifts modes erratically or is out of
NOTE: Press the Setpoint switch to display the thermostat calibration by more than 2.7 C, at least one of the thermostat
setpoint. components is faulty. Test the thermostat components and
make the needed repairs before calibrating the thermostat.
1. Start the unit and set the thermostat setpoint 5.0 C below
the thermometer reading. The cool relay should be
energised, the heat relay should be de-energised, and the
unit should operate in cool.
2. Slowly turn the thermostat dial up to raise the thermostat
setpoint about 1.0 C every 5 seconds. When the thermostat
setpoint reaches 1.0 ± 0.5 C above the thermometer
reading, the unit should shift to null. The cool relay and the
heat relay should both be de-energised.
3. Continue to slowly turn the thermostat dial up and raise the
thermostat setpoint about 1.0 C every 5 seconds. When the
thermostat setpoint reaches 2.0 ± 0.5 C above the
thermometer reading, the unit should shift to heat. The heat
relay should be energised and the cool relay should be
de-energised.

THERMOGUARD THERMOSTAT (TG-IV) Thermostat Checkout
The TG-IV Thermoguard is an electronic thermostat module The thermostat checkout procedure is performed in the
that uses external relays. The TG-IV module is replaceable as following order:
an assembly and no internal repair is available.
Thermostat Switch Sequence Test (On Unit)
The thermostat switch sequence test verifies that the
Thermostat Calibration thermostat switches to the four modes of operation at the
proper temperature as described in the accompanying chart.
The TG-IV normally does not need calibration. However, it
can be recalibrated if required. The factory calibration is NOTE: The thermostat switch sequence test can be
marked by a notch in the dial at 0.0 C that lines up with a accomplished only if the thermostat dial is first set 3.3 C or
matching notch in the plastic back plate. more below the sensor temperature before starting the unit.
The dial must then be turned counter clockwise (CCW). Use
Procedure a calibrated Simpson thermometer or equivalent to
1. Prepare an ice water bath. Fill an insulated container with determine the sensor temperature.
ice. Add just enough water to cover the top of the ice. Stir
the water for at least 3 minutes to bring the water 1. The sensor temperature and thermostat dial setting must be
temperature down to 0.0 C. Check the temperature of the well above –9.5 C to eliminate the heat lockout function.
ice water bath with an accurate thermometer. 2. Set the thermostat dial 3.3 C or more below the sensor
2. Remove the thermostat sensing bulb from the mounting temperature.
clamps in the evaporator. 3. Start the unit. The unit should operate in Mode 1 (see the
3. Place the sensor bulb in the ice water bath. Make sure the chart).
bulb is entirely submerged in the ice water solution and is 4. Slowly rotate the dial CCW until the dial setting reaches
not in contact with the insulated container. approximately 1.9 C below the sensor temperature. The
4. Start the unit (engine operation) and check thermostat unit should operate in Mode 2.
calibration setpoint. When the unit changes from low 5. Slowly rotate dial CCW until the thermostat dial reaches
speed cool to low speed heat, the dial setting should be the approximate sensor temperature. The unit should
0.0 C. To adjust the dial, loosen the dial screws, align the operate in Mode 3.
dial notch with the indicator mark and tighten the screws. 6. Slowly rotate the dial CCW until the dial setting is
approximately 1.9 C above the sensor temperature. The
unit should operate in Mode 4.
If the thermostat settings provide the proper modes of
operation, then the thermostat and associated circuitry is
operating properly. Check thermostat calibration and adjust if
needed.
If Mode 2 (Low Speed Cool) fails to operate, proceed to the
Thermostat Sensor Test and the Thermostat Module Test.
If Mode 2 (Low Speed Cool) operates and any other mode
fails to operate, proceed to the Thermostat Harness and Relay
Assembly Test.
awa438
TG-IV Front and Rear Views
1. Date Code

Thermostat Harness and Relay Assembly Test (On
Unit)
This test should be performed after a thermostat switch
sequence test. It determines if the thermostat harness and relay
assembly function properly.
Perform the following tests with the unit operating and the
thermostat calling for Low Speed Cool.
Checking Terminals 8 and CH
1. Using a voltmeter, check for voltage between the No. 8
terminal and the CH terminal on the back of the thermostat
housing. Approximately 12 volts should be present. If no
voltage or low voltage is present, there is an open or
excessive resistance in the No. 8 wire or the ground (CH)
wire.
awa439
2. Connect a jumper wire between terminals No. 8 and No. 14 Checking Terminals 8 and CH
on the rear of the thermostat housing. The 1K heat relay
should actuate, and the unit should shift to the Heat mode.
Disconnect the jumper.
3. Connect a jumper between terminals No. 8 and No. 10 on
the rear of the thermostat housing. The 2K speed relay
should actuate, and the unit should shift to High Speed.If
any relay fails to actuate, then the problem is in the harness
or relays, and the problem must be identified and
corrected.
awa440
Checking Terminals 8 and 14
TG-IV Temperature Switch Sequence Chart

Setpoint Temperature Mode Continuous Run Operation Auto Start-Stop Operation
Applications: Standard 4-mode Unit CYCLE-SENTRY Unit
CYCLE-SENTRY Unit
Model 50 Units on Diesel Operation
3.4 C or more below the sensor temperature Mode 1 High Speed Cool High Speed Cool
From 1.9 C below up to the sensor temperature Mode 2 Low Speed Cool Low Speed Cool
Between the sensor temperature and 1.9 C above Mode 3 Low Speed Heat Null or Low Speed Heat
the sensor temperature
1.9 C or more above the sensor temperature Mode 4 High Speed Heat High Speed Heat

Thermostat Sensor Test Thermostat Module (Bench Test)
1. Turn the unit On/Off switch to OFF.
NOTE: The sensor can be checked either on the unit or
2. Disconnect wires No. 8, CH, 29T, 10T and 14T from the
bench tested. In either case, determine the temperature of
the sensor probe using an accurate thermometer. thermostat module. Remove the sensor wires from the SN
terminals on the rear of the thermostat module.
1. Remove the sensor leads from the two SN terminals on the 3. Remove the thermostat module from the unit, and connect
rear of the thermostat module. a known good sensor (yellow jacketed) to the terminals
2. Check the resistance of the sensor using a suitable labelled SN on the rear of the thermostat module.
ohmmeter capable of reading at least 4000 ohms. 4. To obtain accurate voltage readings during thermostat
3. The sensor resistance should be between 3000 and module checkout, circuits No. 10 and 14 must be tested
3500 ohms. More accurately: under normal load. This is provided by connecting two
defrost relays (P/N 44-3186) as follows:
3012 ohms at –29.9 C a. Connect pin “B” of both relays to the NEG (-) terminal
3061 ohms at –12.0 C of a 12 Vdc power source. Connect pin “A” of one relay
3266 ohms at 0.0 C to the No. 10 terminal to simulate the speed relay.
3354 ohms at 10.0 C Connect pin “A” of the second relay to the No. 14
3498 ohms at 26.7 C terminal to simulate the heat relay.
If the sensor is defective, replace the sensor. If the sensor is 5. Place the sensor bulb in a 0.0 C ice water bath.
good and the harness and relay assembly is good and the 6. Connect the POST (+) 12 V dc power source to the No. 8
problem still exists, then the thermostat module is defective terminal. Connect the NEG (-) power source to the CH
and must be replaced. To confirm the thermostat module terminal.
condition, perform the Thermostat Module Bench Test. 7. Check for voltage between terminals 8 and CH. Make sure
approximately 12 volts is present.
CAUTION: When reconnecting the sensor, make sure the
thermostat sensor terminal ends cannot short to each other 8. Set the thermostat module dial to –4.4 C. The thermostat is
or to the thermostat housing. now in Mode 1: High Speed Cool.
a. Check voltage between terminals 10 and CH. Twelve
(12) volts should be present. The Speed relay should be
energised.
b. Check for voltage between terminals 14 and CH. Zero
(0) volts should be present. The Heat relay should be
de-energised.
9. Slowly turn the thermostat dial upward to approximately
–1.7 C. The thermostat is now in Mode 2: Low Speed
Cool.
a. Check for voltage between terminals 10 and CH. Zero
de-energised.
awa441 de-energised.
10. Slowly dial the thermostat upward to approximately 0.6 C.
Checking Sensor
The thermostat is now in Mode 3: Low Speed Heat.
de-energised.
b. Check voltage between terminals 14 and CH. Twelve
energised.

11. Slowly dial the thermostat upward to approximately 2.2 C. b. Check voltage between terminals 14 and CH. Twelve
The thermostat is now in Mode 4: High Speed Heat. (12) volts should be present. The Heat relay should be
a. Check for voltage between terminals 10 and CH. Twelve energised. No voltage will be present on terminal 14 on
(12) volts should be present. The Speed relay should be thermostats with date code of 8944 or higher.
energised. If the thermostat settings provide the proper modes of
b. Check voltage between terminals 14 and CH. Twelve operation and steps 8 through 12 are performed successfully,
(12) volts should be present. The Heat relay should be then the thermostat module is OK.
energised.
12. Reset the thermostat dial to between –1.7 and 0.0 C. The
thermostat should now be in Mode 2: Low Speed Cool.
de-energised.
de-energised.
13. Connect a jumper wire between terminals 8 and 29.
a. Check for voltage between terminals 10 and CH. Twelve
energised.
awa442
TG-IV Module Bench Test Set-up
1. 12 Volt Battery
2. Speed Relay
3. Heat Relay
4. Ice-water Bath (0.0 C)
5. Sensor Lead
6. Thermostat Module
7. Voltmeter

THERMOGUARD IN-CAB CONTROLLERS
In-Cab controllers are programmable microprocessors
designed for use on truck refrigeration systems. The standard
in-cab controller is designed for single compartment trucks. A
separate in-cab controller is designed for two compartment
trucks and controls both the main unit and remote evaporator.
The input and output terminals on the back of an in-cab
controller monitor unit conditions and control unit functions.
1
An in-cab controller is replaced as an assembly, no internal
repair is available.
awa443 Single Temperature and Multi-Temperature

Heat Lockout Jumper In-Cab Controller Features
1. Jumper Wire • Thermometer: Controller displays the return air
temperature and discharge air temperature (optional) with
Heat Lockout Switch
0.5 degree accuracy.
The Heat Lockout switch functions below –9.5 ± 1.7 C dial • Thermostat: Controller provides temperature control from
settings. The thermostat is normally delivered set in the High –30.0 to 30.0 C, in 0.5 degree increments.
Speed Heat lockout position. To change the heat lockout mode
of operation, reposition the wire jumper(s).
1. High Speed Heat Lockout: jumper wire between B and C.
2. All Heat locked out: jumper between B and A, and a
jumper between B and C.
3. No Heat locked out: jumpers removed.
1 2 3
awa444
Single Temperature In-Cab Controller
1. Display
2. Electric Standby
3. Keypad
awa445
Keypad for Standard In-Cab Controller
1. OFF Key
2. ON Key
3. SELECT Key
4. ENTER Key
5. UP Key
6. DOWN Key
7. DEFROST Key
8. WHISPER Key

• Defrost Control: When the evaporator coil is cold enough
for frost to form, defrost is automatically initiated every Control Panel Description
4 hours during pulldown until the return air temperature is Single temperature in-cab controllers include a display and a
in range. At in-range temperatures (between group of eight control keys. Multi-temperature in-cab
approximately 4 C above and below setpoint), the controllers include two displays and a group of nine control
controller is programmable for 2 to 16 hours in 2 hour keys. Check the symbols (icons) that appear on the display.
increments. Defrost interval is set at the factory but can be These symbols identify the operating information that
reprogrammed by your Thermo King Dealer. It can also be currently appears. The keypad allows the operator to select
programmed to terminate defrost at 30 or 45 minutes. information to display and to programme unit features
• Fuel Saver: Controller can be programmed to delay high including the setpoint temperature. If no key is pressed for
speed operation for optimum fuel economy. about 10 seconds, the display will return to the standard
• Alarm: Controller can detect and display up to six alarm display.
conditions including sensor, microprocessor, and defrost An in-cab controller can be programmed to accommodate a
termination failures. variety of unit configurations and functions. The controller is
programmed in the Guarded Access Mode. For specific
information, see “Programming in Guarded Access Mode” for
your controller later in this chapter.
General Display Information

When the unit On/Off switch is OFF, the controller screen(s)
1 2 3 4 are blank. When the unit On/Off switch is ON and the
controller On key is pressed, all symbols and readouts will be
awa446 displayed for about 5 seconds. Make sure that all display
Multi-Temperature In-Cab Controller segments appear.
1. Main Unit Display
2. Electric Standby LED 7
3. Remote Evaporator Display 1 8
4. Keypad 2
3 9
4 10
5
11
6
awa448
Keypad for Multi-Temperature In-Cab Controller
1. Temperature Display
2. Minus Sign and Colon
3. Return Air or Discharge Air (Return Air: Arrow
Pointing from Thermometer to Unit; Discharge
Air: Arrow Pointing from Unit to Thermometer)
4. Defrost Mode
awa447
5. Heat Mode
Keypad for Multi-Temperature In-Cab Controller 6. Cool Mode
1. OFF Key 7. Celsius or Fahrenheit Symbol
2. ON Key 8. Setpoint Symbol
3. SELECT Key 9. Alarm Symbol
4. ENTER Key 10. In-Range Symbol
5. UP Key 11. Whisper Mode (Low Speed)
6. DOWN Key
7. Main Unit DEFROST Key
8. Remote Evaporator DEFROST Key
9. WHISPER Key

NOTE: On the multi-temperature in-cab controller, the • Alarms (can only be displayed when an alarm condition
remote evaporator display will not show an alarm symbol or has been sensed by the controller).
a whisper symbol.
NOTE: When viewing another display, the screen will
After 5 seconds the standard display(s) will appear. This automatically return to the standard display if no other key
display remains on the screen(s) during normal operation. is pressed for 10 seconds.
When the Off key is pressed, the controller display(s) go
blank.
NOTE: With the power off or battery disconnected, all

settings are saved in the controller memory and become 1
active when the unit is switched ON.
Displaying Operating Data

awa449
During normal operation, the standard display appears on the
screen(s). Return Air Temperature is the factory standard
display setting (this may be changed). Other operating data
can also be displayed. Repeatedly press and release the 2
SELECT key to display other data:
• Setpoint Temperature
• Discharge Air Temperature (not available on
awa452
multi-temperature controllers)
1
awa451
blkscrn 4
2 awa450

1. Displays are blank when the Main Unit is Off.
icr-15
2. Displays show all symbols and readouts when you
press the ON key.
3. The Standard Display then appears in about five
seconds.
4. If the second compartment is not needed, press the
3 ON key to turn the remote evaporator OFF. The
remote evaporator display goes blank. To restart
the remote evaporator, press the ON key again.
icr-5pc
Single Temperature In-Cab Controller Display

Information
1. Display is blank when the unit is Off.
2. Display shows all symbols and readouts when you
press the ON key.
3. The standard display then appears in about five
seconds.

Sensor Failure Field Test Procedure for In-Cab Controllers
In addition to generating an alarm, the failure of a sensor will A stand-alone tester, P/N 204-831, is available to test both
cause the display screen for that sensor to show a minus sign single temperature and multi-temperature Thermoguard
and dashes in place of temperature. The alarm symbol, the in-cab controllers.
minus sign and the dashes will flash on and off continuously.
NOTE: The controller must be set to display temperatures in
the Fahrenheit scale. The tester DOES NOT work correctly
Temperatures Outside of Display Range if the controller displays temperatures in the Celsius scale.
To change temperature. scales in the controller display, refer
The temperature display is –40.0 to 37.2 C. If the sensor to “Programming in Guarded Access Mode” instructions for
temperature is out of this range, the temperature display will your controller.
flash the appropriate temperature extreme. For example, if the
cargo temperature were 43 C, the display would read 1. Connect the correct end of the tester to the in-cab
37.2 C and would flash continuously. The display would stop controller:
flashing when the temperature dropped below 37.2 C. • Connect end marked “SINGLE” to a single temperature
in-cab controller.
• Connect end marked “DUAL” to a multi-temperature
Defrost Control in-cab controller.
A defrost cycle may be initiated automatically through the 2. Power up the controller by connecting the tester leads to a
controller timer or manually by pressing a Defrost key. On 12 Vdc power supply.
multi-temperature controllers, the main unit and remote 3. Press ON key on controller to display all segments. On
evaporator are defrosted using separate control systems. multi-temperature controllers, both screens must appear.
During defrost, the defrost symbol appears on the appropriate a. The Whisper Mode (turtle) symbol must appear. If it
controller screen. does not appear, press the WHISPER key. Alarm Code
The defrost cycle is controlled automatically after 19 will be recorded if the Whisper Mode symbol does
initiation. Defrost terminates when the evaporator coil not display.
temperature increases to 11 C. The unit then returns to normal b. If the Alarm symbol appears, press the SELECT key to
operation. display the alarm code(s). Then press ENTER key to
clear the alarm(s).
NOTE: If the return air temperature exceeds the setpoint
temperature by more than 2.8 C when the Defrost cycle NOTE: On the multi-temperature in-cab controller, the
terminates, the unit operates in Low Speed Cool for remote evaporator display will not show an Alarm symbol or
2 minutes. The unit then switches to High Speed Cool. a Whisper symbol.
NOTE: If the defrost time exceeds the programmed limit 4. Adjust the setpoint temperature(s) to 80.0 F. Both the
(default setting is 45 minutes), the controller terminates Main Unit and Remote Evaporator setpoints must be set to
defrost on time limit.
80.0 F to test a multi-temperature in-cab controller.
NOTE: To adjust the setpoint temperature, refer to

“Entering the Setpoint” instructions for your controller.
adh14a
1. Tester, P/N 204-831. Connect end marked:
• SINGLE” to a single temperature controller
• DUAL” to a multi-temperature controller.
2. Single temperature or multi-temperature in-cab
controller.

abx15
Connector Pin Identification for Single Temperature and Multi-Temperature In-Cab

Controllers
Pin Circuit Description Harness Wire
Number Code Single Temperature Controller (Multi-Temperature Controller1) Colour Code
1 None None (RPS: Rear Unit On-Off) WHT/BLK/RED
2 HGV: Hot Gas Valve, Modulation Only (R10: Rear Unit High Speed Relay) WHT/VOIL
3 BATT+: Battery Positive WHT/ORG
4 MV-: Modulation Valve Negative, Modulation Only (R38: Not Used) BLUE
5 BATT-: Battery Negative (R14: Rear Unit Heat Relay) YELLOW
6 BATT+: Battery Positive WHT/BLK/ORG
7 WS: Whisper Relay WHT/BLK/YEL
8 14T: Heat Relay (Front Unit Heat Relay) WHT/RED
9 None None (R11: Rear Unit Defrost) WHT/BRN
10 ACC: Accessory wire to truck ignition
11 PC: Power Cord, Electric Standby WHT/BLK/VOIL
12 8B: CYCLE-SENTRY Input (R7T: Rear unit high speed latching circuit) WHT/BLK/BLU
13 10T: High Speed Relay (Front Unit High Speed Relay) VIOLET
14 38: In-Range Output (Not used on multi-temperature controller) WHT/BLK/BRN
15 None None (R12: Rear Unit Defrost Termination Switch) WHT/GRN
16 INDL: Alternator Charging WHT/GREY
17 8: Power from On-Off Switch WHT/BRN/RED
18 SN: Return Air Sensor (Front Unit Return Air Sensor) WHITE
19 SN: Return Air Sensor (Front Unit Return Air Sensor) GREEN
20 BATT- Battery Negative WHT/BLK
21 11: Defrost Relay Circuit (Front Unit Defrost Relay Circuit) BRN
22 12: Defrost Termination Switch (Front Unit Defrost Termination Switch) WHT/YEL
23 7T: Not Used WHT/BLK/GRN
24 DSN: Discharge Air Sensor (RSN: Rear Unit Return Air Sensor) BLK
25 PS: On Relay Coil WHT/BLU
26 7K: Latching Circuit after 8D GREY
27 29: Defrost Damper Circuit ORANGE
28 DSN: Discharge Air Sensor (RSN: Rear Unit Return Air Sensor) RED
1.
Multi-temperature controller circuit code and description is listed in parenthesis when different from single temperature controller
circuit code or description.

5. From the standard display, press and release the SELECT
key until the setpoint symbol appears in the controller SINGLE TEMPERATURE THERMOGUARD
display (both displays on multi-temperature in-cab IN-CAB CONTROLLER OPERATION
controllers). With a setpoint of 80.0 F in the temperature
display(s), press and hold the SELECT, UP and
WHISPER keys at the same time. Entering the Setpoint
6. The display will briefly show “FT”. The controller then
The setpoint temperature of the unit can be easily and quickly
performs a series of tests:
changed.
• Red power cord LED flashes On and Off.
• Display shows all symbols and readouts for several
setpoint symbol appears on the screen. The current
seconds.
setpoint shows in the temperature display.
• Display shows 1 through 15 as tests are performed.
2. Press the UP or DOWN key until the setpoint in the screen
7. When the test is complete, the controller displays “PS” for
is at the correct temperature setting.
pass or “FC” for fail. Press OFF key to exit the test mode.
• Pressing and releasing either key repeatedly will cause
NOTE: Defective controllers must be replaced. the temperature to change by 0.5 degrees each key press.
3. To enter the new setpoint into memory, press and release
• The display will blink once as the new setpoint is entered
into memory.
icr-5c
icr-9ac
icr-5pcr
Entering the Setpoint on Single Temperature In-Cab
1. Press and release SELECT key until setpoint
symbol appears.
2. Press UP or DOWN key until desired setpoint
appears.
3. Press ENTER key to enter new setpoint. Screen
then returns to standard display.

• The new setpoint will remain on the screen for about
5 seconds.
• The standard display automatically appears.
CAUTION: If the ENTER key is not pressed within 1

5 seconds, the standard display will automatically appear,
and the unit will be controlled at the original setpoint.
icr-09al
Displaying and Clearing Alarm Codes

When the controller senses an alarm condition, a flashing
alarm symbol appears on the display. A two digit alarm code
is used to identify the type of alarm.
2
1. To display the alarm code, press and release the SELECT
key until the alarm screen is displayed.
NOTE: If more than one alarm has been sensed, all alarm
icr-10al
codes present will automatically alternate on the screen.
2. To clear the alarms, press the ENTER key while the alarm
screen is showing. The alarms will clear and the standard
display will appear on the screen.
3
if the alarm condition is not corrected.
Alarm Codes
icr-09c
The following alarms codes are used on single temperature
in-cab controllers: Displaying and Clearing Alarm Codes on Single
Temperature In-Cab Controller
03 Return Air Sensor Failure: The return air 1. When Alarm symbol appears on display, press and
sensor has failed or is disconnected. release SELECT key until alarm code appears.
04 Discharge Air Sensor Failure: The discharge 2. Record the alarm code(s) and make repairs as
air sensor has failed or is disconnected. required.
14 Defrost Circuit Failure: The unit is still in 3. To clear the alarm code(s), press the ENTER key
defrost after end of the defrost time limit, while the alarm code is showing. The screen
indicating a defrost circuit failure (No. 11 returns to the standard display.
circuit).
19 Engine Low Oil Pressure/High Coolant
Temperature: Either a low oil pressure or high
coolant temperature condition has been sensed
in the engine.
25 Battery Charging Alternator Failure: Current
output from the unit alternator is NOT being
sensed.
88 Microprocessor Failure: The controller has
failed and should be replaced.

The single temperature in-cab controller was pre-programmed
at the factory to match the standard configuration and
operating requirements of the unit. 1
factory programming set-up codes can be found on the
schematic and wiring diagrams for the unit. Special changes icr-9ac
in the programming can be made for specific special
applications.
Programming is done through the Guarded Access mode.
Guarded Access consists of 6 screens numbered 0, 2, 5, 8, :0,
and :5. Screen numbers are indicated by a digit in the tenths of 2
a degree position. The controller is programmed by entering a
two digit set-up code in each screen. To programme a set-up
code in Guarded Access:
• Choose a set-up code for each screen. If the factory icr-00ac
determined using the information that follows.
1. Press and release the SELECT key repeatedly until the 3
setpoint symbol appears on the screen.
NOTE: Record the setpoint so that the controller can be

returned to the original setpoint when Guarded Access icr-ga01
programming is finished.
2. Press the UP or DOWN key until the setpoint is at exactly

00.0 C (or 32.0 F).
3. Press and release the ENTER key within 5 seconds to enter 4
the setpoint into the controller.
4. Press the SELECT key until the setpoint symbol appears
on the screen again. However, this time, when the setpoint
symbol comes on the screen, DO NOT release the icr-ga02
SELECT key, hold it down.
Programming Screen “0” Set-up Code in Guarded
Access on Single Temperature In-Cab Controller
and the DOWN key at the same time. The first screen (0)
1. Press and release SELECT key until setpoint
in the Guarded Access Mode will appear.
symbol appears.
NOTE: Use the SELECT key to scroll through all of the 2. Press UP or DOWN key until the setpoint is exactly
Guarded Access Screens one time before reading the set-up 00.0 C (or 32.0 F). Press ENTER key to enter new
code on Screen 0. Sometimes the set-up code is accidentally setpoint.
changed if the UP key or the DOWN key is held down too 3. Press the SELECT key until the setpoint symbol
long after Screen 0 appears. appears again, then HOLD the SELECT key down.
With the SELECT key down, press both the UP key
NOTE: If no keys are pressed, the standard display will and DOWN key at the same time. Screen 0 will
automatically reappear on the screen in about 10 seconds. appear.
DOWN key repeatedly to scroll to the desired
set-up code. Press the ENTER key within 5
seconds to enter the new set-up code into memory.

6. In Guarded Access, press and release the SELECT key • Do not save elapsed time (Setting = No). The controller
until the desired screen is on the display. can reset and start timing again from the beginning. For
7. Press the UP key or the DOWN key repeatedly until the example, assume the defrost interval time is set to 2 hours.
desired code appears. When the unit is started, the timer will always time for 2
hours before initiating defrost.
NOTE: Display digits cannot be set individually. The UP or Set the Defrost Timer to Save Elapsed Time (YES):
• In delivery applications where the unit will be turned ON
appears.
and OFF before a normal defrost time has elapsed.
8. Press and release the ENTER key within 5 seconds to enter • In units without an air switch.
a new set-up code into memory. The display will blink • Set the Defrost Timer to NOT Save Elapsed Time (NO):
once as the new code is entered into memory. • In over-the-road applications where the unit operates
continuously and is not frequently turned OFF and ON.
CAUTION: If the ENTER key is not pressed within • Defrost Termination Time. If a defrost cycle is not
5 seconds, the original set-up code will appear on the screen terminated automatically by the defrost termination
for 5 seconds. The standard display will automatically thermostat, the controller terminates the defrost cycle after
appear and the controller will operate with the original the programmed period of time. Settings:
set-up code for that screen. • 30 minutes.
• 45 minutes.
9. To scroll to the next screen you want to programme, press
and release the SELECT key within 5 seconds of entering High Speed Delay (Fuelsaver)
the last set-up code. To save fuel when the cargo compartment temperature is in
10. To change the set-up code on this new screen, repeat steps range, the controller can delay high speed heat or high speed
7 and 8. cool for 8 minutes. Settings:
• Yes =Delay high speed operation for 8 minutes.
NOTE: Remember to return the controller to the original • No = Do not delay high speed operation for 8 minutes.
setpoint when you are done programming.
NOTE: In order for the High Speed Delay to operate, the 7K
Screen 0 Set-up Code Information terminal must be used.
The set-up code for Screen 0 represents a combination of the
following seven (7) settings: NOTE: Low Speed heat is only available in Continuous Run
operation. In CYCLE-SENTRY, the unit restarts and
• Save Elapsed Defrost Time (yes or no)
operates in High Speed Heat.
• Defrost Termination Time (30 to 45 minutes)
• 8-minute High Speed Delay (on or off) High Speed Heat Lockout
• Heat Lockout (yes or no)
To protect frozen foods, the controller can lockout high speed
• Is There a Discharge Sensor (yes or no)
heat when the setpoint is below –9.5 C. Settings:
• Is There a Modulation Valve (yes or no)
• Yes = Lockout high speed heat below –9.5 C.
• Fahrenheit or Celsius Temperature Display (F or C).
• No = Do not lockout high speed heat below –9.5 C.
Save Elapsed Defrost Time
Discharge Sensor
Elapsed time is the duration between the end of one Defrost
When an optional discharge air sensor is installed, the
cycle and the beginning of the next. The controller has a built
controller can be programmed to display the discharge air
in defrost interval timer which can automatically initiate a
temperature. Settings:
Defrost cycle after a preset period of time has elapsed. When
• Yes = Discharge Sensor connected (display temperature)
the unit is switched OFF, the defrost interval timer can be set
• No = Discharge Sensor Not connected (do not display
to do one of two things:
temperature).
• Save elapsed time (Setting = Yes). The controller will
save the time which has elapsed since the last defrost and
continue on when the unit is restarted. For example,
assume the defrost interval time is set to 2 hours and the
unit is turned Off after 1 hour of operation. When the unit
is restarted, the timer will now initiate defrost in just one
hour.

NOTE: If the unit does not have a discharge air sensor, but
the discharge sensor is set to “yes”, the controller will 1 2 3
display an alarm symbol and the alarm screen will show 04
(discharge air sensor defective). Instead of showing a
temperature, the discharge air screen will display dashes.
Modulation Valve
When an optional modulation valve is installed, the controller
must be programmed to activate the modulation valve.
Settings:
• Yes = Unit has a modulation valve.
• No = Unit does not have a modulation valve.
NOTE: Units with a modulation valve must also have a icr-ga02

discharge air sensor connected to the controller. If the Screen 0 Factory Programmed Set-up Code for Single
discharge air sensor is not connected, the controller will Temperature In-Cab Controllers
display an alarm symbol and record alarm 04 (discharge air
1. Left Digit
sensor defective).
2. Right Digit
Fahrenheit/Celsius. The controller can display temperatures 3. Screen Number
in either Fahrenheit or Celsius. Settings:
• F = Fahrenheit.
• C = Celsius.
Choose the set-up code for Screen 0 from the following Left Right High Speed
Digit Table and Right Digit Table. Digit Heat Discharge Modulation Fahrenheit/
Code Lockout Sensor Valve Celsius
Left Digit Table (Screen 0) 0 No No No F
1 No No No C
Left Digit Save Elapsed Defrost High Speed
2 No No Yes F
Code Time Terminate Time Delay
3 No No Yes C
0 No 30 min No
4 No Yes No F
1 No 30 min Yes
5 No Yes No C
2 No 45 min No
6 No Yes Yes F
3 No 45 min Yes
7 No Yes Yes C
4 Yes 30 min No
8 Yes No No F
5 Yes 30 min Yes
9 Yes No No C
6 Yes 45 min No
A Yes No Yes F
7 Yes 45 min Yes
b Yes No Yes C
NOTE: Factory standard settings are in bold type. C Yes Yes No F
d Yes Yes No C
E Yes Yes Yes F
F Yes Yes Yes C

Screen 2 Set-up Code Information Screen 5 Set-up Code Information
Defrost intervals for the unit are set with Screen 2. A defrost For accuracy, the controller must be adjusted to match the unit
interval is the period of time between the end of one Defrost sensors using Screen 5. There are two types of sensors, graded
cycle and the beginning of the next. During pulldown the and ungraded.
defrost interval is 4 hours. Once the unit is in-range, the Graded sensors are measured and presorted at the factory
defrost interval becomes the interval set with this screen. The into categories (grades) based on their electrical resistance.
screen contains two choices. They are marked with grades 1 through 5. Graded sensors,
Defrost Time Interval Above Lockout regardless of grade number, are accurate to within ± 0.07 C.
Sets the defrost interval for setpoint temperatures above Ungraded sensors are not sorted and therefore have a wider
–9.5 C. Settings: possible range of resistance. They do not have grading marks
• 2, 4, 6, 8, 10, 12, 14 or 16 hours. and are accurate to ± 0.33 C.
The controller can be calibrated to work with either type of
Defrost Time Interval Below Lockout. Sets the defrost
sensor:
interval for setpoint temperatures below –9.5 C. Settings:
• For graded sensors, set the controller to match the grade of
• 2, 4, 6, 8, 10, 12, 14 or 16 hours.
the sensor. For example, for a grade 4 sensor, the
Choose the set-up code for Screen 2 from the following Left controller setting would be 4.
Digit Table and Right Digit Table. • For ungraded sensors, set the controller to grade 0.
• Discharge Sensor Grade (Optional). Match controller
operation to the grade of the discharge air sensor. Settings:
Left Digit Code Defrost Time Above Lockout • Grades 0, 1, 2, 3, 4, or 5
0 2 Hours • Return Sensor Grade. Match controller operation to the
1 4 Hours grade of the return air sensor. Settings:
2 6 Hours • Grades 0, 1, 2, 3, 4, or 5
3 8 Hours
4 10 Hours NOTE: When return air and discharge air sensors are used
5 12 Hours with a modulation valve, graded sensors must be used.
6 14 Hours Without modulation, the use of graded sensors is optional.
7 16 Hours NOTE: The return air sensor is the primary control sensor
and must be connected at all times.
Choose the set-up code for Screen 5 from the following Left
Digit Table and Right Digit Table.
Right Digit Code Defrost Time Below Lockout
NOTE: EEC Factory standard settings are listed in the
0 2 Hours appropriate wiring and schematic diagrams for each unit.
1 4 Hours
2 6 Hours
3 8 Hours
4 10 Hours
5 12 Hours
6 14 Hours
7 16 Hours
icr-ga03
Screen 2 Factory Programmed Set-up Code for Single
Temperature In-Cab Controllers

Screen 8 sets the “standard display.” The standard display
Left Digit Code Discharge Sensor Grade appears on the screen during normal unit operation. The
0 0 screen automatically returns to the standard display when the
1 1 viewing of other screens is complete and no keys are pressed
2 2 for about 10 seconds. Settings:
3 3 • Return Air Temperature.
4 4 • Setpoint Temperature.
5 5 • Discharge Air Temperature (optional): This screen is
available only when the Discharge Sensor setting (Screen
Right Digit Table (Screen 5) 0) is set to yes and the discharge sensor is installed.
• Alternate between Return Air Temperature and Setpoint
Right Digit Code Return Sensor Grade
Temperature (Return Air 30 seconds, Setpoint 5 seconds).
0 0
• Alternate between Discharge Air Temperature and
1 1
Setpoint Temperature (Discharge Air 30 seconds, Setpoint
2 2
5 seconds): This screen is available only when the
3 3
Discharge Sensor setting (Screen 0) is set to yes and the
4 4
discharge sensor is installed.
5 5
Choose the set-up code for Screen 8 from the following Set-up
Code Selection Table.
Set-up Code Selection Table (Screen 8)

Left Digit Right Digit
Code Code
Return Sensor 0 0
Setpoint 0 1
icr-ga04
Return Sensor Alternates w/Setpoint 0 3
Discharge Sensor Alternates w/ 0 4
Screen 5 Factory Programmed Set-up Code for Single Setpoint
NOTE: The left digit is always “0”. Factory standard
settings are in bold type.
icr-ga07
Screen 8 Factory Programmed Set-up Code for Single

Screen :0 Set-up Code Information Choose the set-up code for Screen :0 from the following Left
The set-up code for Screen :0 includes the setting for High Digit Table and Right Digit Table.
Speed Pulldown. Normally, at start-up, the unit operates in
NOTE: Factory standard settings are listed in the
high speed cool until it reaches a temperature of 1.9 C above
appropriate wiring and schematic diagrams for each unit.
setpoint. Then unit then switches to low speed cool. As long
as the compartment temperature remains within 1.9 C above
setpoint, the unit operates in low speed cool. Left Digit Table (Screen :0)
The High Speed Pulldown feature provides faster temperature Left Digit Code1
pulldown for critical cargoes. At start-up, the unit operate in 0
high speed cool until the return air temperature is at setpoint. 1.
The Left Digit of Screen :0 must be “0”.
At setpoint, units operating in the CONTINUOUS RUN mode
switch to low speed cool and then cycle between low speed Right Digit Table (Screen :0)
heat and low speed cool to maintain setpoint temperature. If
the unit operates in low speed cool for more than 8 minutes, Two Minute1
the controller switches the unit to high speed cool to drive the Right High Speed High Speed High Speed Reduced
temperature back down to setpoint. Digit Pulldown Pulldown Delay at Setpoint
At setpoint, units operating in the CYCLE-SENTRY mode Code Fresh Frozen Start-up Range
switch to low speed cool and then stop if the engine is warm 0 No No No No
and the battery is charged. 1 No No No Yes
2 No No Yes No
The set-up code for Screen :0 represents a combination of the 3 No No Yes Yes
following four settings: 4 No Yes No No
High Speed Pulldown Fresh 5 No Yes No Yes
The controller can initiate a High Speed Pulldown to setpoint 6 No Yes Yes No
of fresh loads above -9.5 C. 7 No Yes Yes Yes
8 Yes No No No
Settings:
9 Yes No No Yes
• Yes = Enable High Speed Pulldown to setpoint.
A Yes No Yes No
• No = Normal operation. Do not enable high speed
b Yes No Yes Yes
pulldown to setpoint.
C Yes Yes No No
High Speed Pulldown Frozen d Yes Yes No Yes
The controller can initiate a High Speed Pulldown to setpoint E Yes Yes Yes No
of frozen loads at or below-9.5 C. Settings: F Yes Yes Yes Yes
• Yes = Enable High Speed Pulldown to setpoint. 1.
Active in “Continuous Run” mode only.
• No = Normal operation. Do not enable High Speed
Pulldown to setpoint NOTE: Factory standard settings are in bold type.
Two Minute High Speed Start Delay (Continuous Run
Only)
This setting allows the engine to warm-up by delaying high
speed (heat or cool) operation. The engine operates in low
speed for 2 minutes when the unit is first started. Then the unit
will resume normal operation. Settings:
• Yes = Enable 2 minute low speed start.
• No = Normal operation. Do not enable 2 minute low speed
start.
Reduced Setpoint Range
Smaller truck units are not designed to operate with a setpoint
range of -28.0 to 28.0 C. For these units the setpoint range
must be reduced to -18.0 to 28.0 C. This setting is
programmed at the factory. Change it only when replacing the
controller, and then only to the original factory setting for your
unit. Settings:
• Yes = Reduce setpoint range to -18.0 to 28.0 C.
• No = Do not reduce setpoint range.

Screen :5 Set-up Code Information
Screen :5 sets the in-range temperature differential. This
setting determines the temperature range above and below
setpoint that the controller uses to monitor in-range and
out-of-range conditions. Settings:
• Celsius controller temperature display: 0 F (Off), 3 C,
6 C, 8 C or 10 C.
• Fahrenheit controller temperature display: 0 F (Off), 6 F,
10 F, 14 F or 18 F.
icr-ga05
Choose the set-up code for Screen :5 from the following
Screen :0 Factory Programmed Set-up Code for Single Set-up Code Selection Table.
Set-up Code Selection Table (Screen :5)
Fahrenheit Celsius (°C)
(°F) Default Default
Scale Scale
In-range Mode OFF 0 0
Degrees above and below setpoint 6 3
icr-ga06
NOTE: The settings selection displayed for Screen :5
Screen :5 Factory Programmed Set-up Code for Single automatically correspond to the temperature scale (F or C)
Temperature In-Cab Controllers selected in Screen 0. Factory standard settings are in bold
type.

MULTI-TEMPERATURE THERMOGUARD
IN-CAB CONTROLLER OPERATION
1
Entering the Setpoint

The setpoint temperature of the Main Unit and Remote 1 2
Evaporator can be easily and quickly changed. scn04
Main Unit Setpoint

setpoint symbol appears on BOTH screens.
2. Press the UP or DOWN key until the setpoint in the main 2
unit (first compartment) screen is at the correct
temperature setting.
• Pressing and releasing either key repeatedly will cause
the temperature to change by 0.5 degrees each key press. 1 2
scn05
3. To enter the new setpoint into memory, press and release
• The display will blink once as the new setpoint is entered 3
into memory.
• The new setpoint will remain on the screen for about
5 seconds.
• The standard display automatically appears. 1 2
scn06
CAUTION: If the ENTER key is not pressed within

and the Main Unit will be controlled at the original setpoint.
4
Remote Evaporator Setpoint
return air temperature symbol appears on the main unit
screen and the setpoint symbol appears on the remote 1 2
scn07
evaporator screen ONLY.
Entering Setpoints on Multi-Temperature In-Cab
2. Press the UP or DOWN key until the setpoint in the
Controller
remote evaporator (second compartment) screen is at the Main Unit:
correct temperature setting. 1. Press and release SELECT key until the setpoint
• Pressing and releasing either key repeatedly will cause symbol appears in both displays.
the temperature to change by 0.5 degrees each key press. 2. Press UP or DOWN key until desired setpoint
• Holding either key down will cause the temperature to appears in Main Unit display (compartment 1).
scroll automatically, one degree at a time. Press ENTER key to place new Main Unit setpoint
in controller memory. Screen then returns to
standard display.
Remote Evaporator:
3. Press SELECT key until setpoint symbol appears
on Remote Evaporator screen (compartment 2)
only.
4 Press UP or DOWN key until desired setpoint
appears in Remote Evaporator display
(compartment 2). Press ENTER key to place new
Remote Evaporator setpoint in controller memory.
Screen then returns to standard display.

3. To enter the new setpoint into memory: Press and release
the ENTER key within 5 seconds. Displaying and Clearing Alarm Codes
• The display will blink once as the new setpoint is entered When the controller senses an alarm condition, a flashing
into memory. alarm symbol appears on the display. A two digit alarm code
• The new setpoint will remain on the screen for about is used to identify the type of alarm.
5 seconds. 1. To display the alarm code, press and release the SELECT
• The standard display automatically appears. key until the alarm screen is displayed.
CAUTION: If the ENTER key is not pressed within NOTE: If more than one alarm has been sensed, all alarm
5 seconds, the original setpoint will appear on the screen for codes present will automatically alternate on the screen.
and the Remote Evaporator will be controlled at the original 2. To clear the alarms, press the ENTER key while the alarm
setpoint. screen is showing. The alarms will clear and the standard
display will appear on the screen.

Alarm Codes
1 The following alarms codes are used:
03 Main Unit Return Air Sensor Failure: The

1 2 return air sensor has failed or is disconnected.
scn09 3A Remote Evaporator Return Air Sensor Failure:
The return air sensor has failed or is
disconnected.
14 Main Unit Defrost Circuit Failure: The main
unit is still in defrost after end of the defrost
2 time limit, indicating a defrost circuit failure
(No. 11 circuit).
47 Remote Evaporator Defrost Circuit Failure:
The remote evaporator is still in defrost after
1 2 end of the defrost time limit, indicating a
scrn10b
defrost circuit failure (No. R11 circuit).
19 Engine Low Oil Pressure/High Coolant
Temperature: Either a low oil pressure or high
coolant temperature condition has been sensed
in the engine.
3
25 Battery Charging Alternator Failure: Current
output from the unit alternator is NOT being
sensed.
1 2 scn08
88 Microprocessor Failure: The controller has
failed and should be replaced.
Displaying and Clearing Alarm Codes on
Multi-Temperature In-Cab Controller
1. When Alarm symbol appears on Main Unit display,
press and release SELECT key until alarm code
appears.
2. Record the alarm code(s) and make repairs as
required.
3. To clear the alarm code(s), press the ENTER key
while the alarm code is showing. The screen
returns to the standard display.

The multi-temperature in-cab controller was pre-programmed
at the factory to match the standard configuration and
operating requirements of the unit. 1
factory programming set-up codes can be found on the 1 2
schematic and wiring diagrams for the unit. Special changes scn04
in the programming can be made for specific special
applications.
Programming is done through the Guarded Access Mode.
Guarded Access consists of 6 screens numbered 0, 2, 8, :0, :5
and :8. Screen numbers are indicated by a digit in the tenths of 2
a degree position. The controller is programmed by entering a
two digit set-up code in each screen. To programme a set-up
code in Guarded Access:
• Choose a set-up code for each screen. If the factory 1 2
scn00ga
determined using the information that follows.
NOTE: Defrost codes for the main unit and remote 3

evaporator are programmed separately. All other Guarded
Access codes affect both the main unit and remote
evaporator.
1 2
scrn68
setpoint symbol appears on BOTH screens.
NOTE: Record the Main Unit setpoint so that the controller

can be returned to the original setpoint when Guarded
Access programming is finished. 4
2. Press the UP or DOWN key until the Main Unit setpoint is

at exactly 00.0 C (or 32.0 F).
3. Press and release the ENTER key within 5 seconds to 1 2
scrn69
enter the setpoint into the controller.
4. Press the SELECT key until the setpoint symbols appear Programming Screen “0” Set-up Codes in Guarded
on BOTH screens again. However, this time, when the Access on Multi-Temperature In-Cab Controller
setpoint symbol comes on the screen, DO NOT release the 1. Press and release the SELECT key until setpoint
SELECT key, hold it down. symbol appears.
2. Press UP or DOWN key until the setpoint is exactly
00.0 C (or 32.0 F). Press ENTER key to enter new
and the DOWN key at the same time. The first screen (0)
setpoint.
in the Guarded Access Mode will appear.
NOTE: Use the SELECT key to scroll through all of the appears again, then HOLD the SELECT key down.
Guarded Access Screens one time before reading the set-up With the SELECT key down, press both the UP key
code on Screen 0. Sometimes the set-up code is accidentally and DOWN key at the same time. Screen 0 will
changed if the UP key or the DOWN key is held down too appear.
long after Screen 0 appears. 4 With Screen 0 on the display, press the UP or
DOWN key repeatedly to scroll to the desired
set-up code. Press the ENTER key within 5
seconds to enter the new set-up code into memory.

NOTE: If no keys are pressed, the standard display will • Save elapsed time (Setting = Yes) The controller will save
automatically reappear on the screen in about 10 seconds. the time which has elapsed since the last defrost and
continue on when the unit is restarted. For example,
6. In Guarded Access, press and release the SELECT key assume the defrost interval time is set to 2 hours and the
until the desired screen is on the display. unit is turned Off after 1 hour of operation. When the unit
7. Press the UP key or the DOWN key repeatedly until the is restarted, the timer will now initiate defrost in just one
desired code appears. hour.
• Do not save elapsed time (Setting = No). The controller
NOTE: Display digits cannot be set individually. The UP or can reset and start timing again from the beginning. For
example, assume the defrost interval time is set to 2 hours.
appears.
When the unit is started, the timer will always time for
8. Press and release the ENTER key within 5 seconds to enter 2 hours before initiating defrost.
a new set-up code into memory. The display will blink Set the Defrost Timer to Save Elapsed Time (YES)
once as the new code is entered into memory. • In delivery applications where the unit will be turned ON
and OFF before a normal defrost time has elapsed.
CAUTION: If the ENTER key is not pressed within 5 • In units without an air switch.
seconds, the original set-up code will appear on the screen • Set the Defrost Timer to NOT Save Elapsed Time (NO):
for 5 seconds. The standard display will automatically
• In over-the-road applications where the unit operates
appear and the controller will operate with the original
continuously and is not frequently turned OFF and ON.
set-up code for that screen.
Defrost Termination Time
9. To scroll to the next screen you want to programme, press If a defrost cycle is not terminated automatically by the defrost
and release the SELECT key within 5 seconds of entering termination thermostat, the controller terminates the defrost
the last set-up code. cycle after the programmed period of time. Settings:
10. To change the set-up code on this new screen, repeat steps • 30 minutes.
7 and 8. • 45 minutes.
NOTE: Remember to return the controller to the original High Speed Delay (Fuelsaver)
setpoint when you are done programming. To save fuel when the cargo compartment temperature is in
range, the controller can delay high speed heat or high speed
Screen 0 Set-up Code Information cool for 8 minutes. Settings:
The set-up code for Screen 0 represents a combination of the • Yes =Delay high speed operation for 8 minutes.
following seven (7) settings for the Main Unit and Remote • No = Do not delay high speed operation for 8 minutes.
Evaporator:
• Save Elapsed Defrost Time (yes or no). NOTE: In order for the High Speed Delay to operate, the 7K
• Defrost Termination Time (30 to 45 minutes). terminal must be used.
• 8-minute High Speed Delay (on or off).
NOTE: Low Speed heat is only available in Continuous Run
• Heat Lockout (yes or no).
operation. In CYCLE-SENTRY, the unit restarts and
• Is There a Discharge Sensor (yes or no). operates in High Speed Heat.
• Is There a Modulation Valve (yes or no).
• Fahrenheit or Celsius Temperature Display (F or C).Save High Speed Heat Lockout
Elapsed Defrost Time To protect frozen foods, the controller can lockout high speed
Elapsed time is the duration between the end of one defrost heat when the setpoint is below -9.5 C. Settings:
cycle and the beginning of the next. The controller has a built • Yes = Lockout high speed heat below -9.5 C.
in defrost interval timer which can automatically initiate a • No = Do not lockout high speed heat below -9.5 C.
defrost cycle after a preset period of time has elapsed. When
the unit is switched OFF, the defrost interval timer can be set
to do one of two things:

Discharge Sensor
Multi-temperature (TCI and TLE) units can not be equipped
with a discharge air sensor. Therefore this setting MUST Left Digit Save Elapsed Defrost High Speed
always be “No”. Settings: Code Time Terminate Time Delay
• Yes = Discharge Sensor connected (display temperature). 0 No 30 min No
• No = Discharge Sensor Not connected (do not display 1 No 30 min Yes
temperature). 2 No 45 min No
3 No 45 min Yes
NOTE: If the unit does not have a discharge air sensor, but 4 Yes 30 min No
the discharge sensor is set to “yes”, the controller will 5 Yes 30 min Yes
display an alarm symbol and the alarm screen will show 04 6 Yes 45 min No
(discharge air sensor defective). Instead of showing a 7 Yes 45 min Yes
temperature, the discharge air screen will display dashes.
Modulation Valve
Multi-temperature (TCI and TLE) units can not be equipped
with a modulation valve. Therefore this setting MUST always
be “No”. Settings: Right High Speed
• Yes = Unit has a modulation valve. Digit Heat Discharge Modulation Fahrenheit/
• No = Unit does not have a modulation valve. Code Lockout Sensor Valve Celsius
0 No No No F
NOTE: Units with a modulation valve must also have a 1 No No No C
discharge air sensor connected to the controller. If the 2 No No Yes F
discharge air sensor is not connected, the controller will
3 No No Yes C
display an alarm symbol and record alarm 04 (discharge air
4 No Yes No F
sensor defective).
5 No Yes No C
Fahrenheit/Celsius 6 No Yes Yes F
7 No Yes Yes C
The controller can display temperatures in either Fahrenheit or
8 Yes No No F
Celsius. Settings:
9 Yes No No C
• F = Fahrenheit.
A Yes No Yes F
• C = Celsius.
b Yes No Yes C
Choose the set-up code for Screen 0 from the following Left C Yes Yes No F
Digit Table and Right Digit Table. d Yes Yes No C
1 2 3 E Yes Yes Yes F
F Yes Yes Yes C
1 2 scrn69
Screen 0 Factory Programmed Set-up Code for 1 2
Multi-Temperature In-Cab Controllers scrn11ga
1. Left Digit Screen 2 Factory Programmed Set-up Code for
2. Right Digit Multi-Temperature In-Cab Controllers
3. Screen Number

Defrost intervals for the Main Unit are set with Screen 2. A
defrost interval is the period of time between the end of one Right Digit Code Main Unit Defrost Time Below Lockout
defrost cycle and the beginning of the next. During pulldown 0 2 Hours
the defrost interval is 4 hours. Once the unit is in-range, the 1 4 Hours
defrost interval becomes the interval set with this screen. The 2 6 Hours
screen contains two choices. 3 8 Hours
4 10 Hours
Defrost Time Interval Above Lockout
5 12 Hours
Sets the defrost interval for setpoint temperatures above 6 14 Hours
-9.5 C. Settings: 7 16 Hours
• 2, 4, 6, 8, 10, 12, 14 or 16 hours.
Defrost Time Interval Below Lockout
Sets the defrost interval for setpoint temperatures below
-9.5 C. Settings: Screen 8 Set-up Code Information
• 2, 4, 6, 8, 10, 12, 14 or 16 hours. Screen 8 sets the “standard display”. The standard display
Choose the set-up code for Screen 2 from the following Left appears on the screen during normal unit operation. The
Digit Table and Right Digit Table. screen automatically returns to the standard display when the
viewing of other screens is complete and no keys are pressed
Left Digit Table (Screen 2) for about 10 seconds. Settings:
Left Digit Code Main Unit Defrost Time Above Lockout • Return Air Temperature
0 2 Hours • Setpoint Temperature
1 4 Hours Choose the set-up code for Screen 8 from the following Set-up
2 6 Hours Code Selection Table.
3 8 Hours
4 10 Hours Set-up Code Selection Table (Screen 8)
5 12 Hours Default Display Two Digit Set-up Code
6 14 Hours Return Sensor 00
7 16 Hours Setpoint 01
NOTE: Factory standard settings are in bold type. NOTE: Factory standard settings are in bold type.

The set-up code for Screen :0 includes the setting for High
Speed Pulldown. Normally, at start-up, the unit operates in
high speed cool until it reaches a temperature of 1.9 C above
setpoint. Then unit then switches to low speed cool. As long
as the front compartment temperature remains within 1.9 C
above setpoint, the unit operates in low speed cool.
The High Speed Pulldown feature provides faster
1 2 temperature pulldown for critical cargoes. At start-up, the unit
scrn-8ga
operate in high speed cool until the return air temperature is at
Screen 8 Factory Programmed Set-up Code for setpoint.
Multi-Temperature In-Cab Controllers

At setpoint, units operating in the CONTINUOUS RUN mode Choose the set-up code for Screen :0 from the following Left
switch to low speed cool and then cycle between low speed Digit Table and Right Digit Table.
heat and low speed cool to maintain setpoint temperature. If
the unit operates in low speed cool for more than 8 minutes, NOTE: Factory standard settings are listed in the
the controller switches the unit to high speed cool to drive the appropriate wiring and schematic diagrams for each unit.
temperature back down to setpoint.
At setpoint, units operating in the CYCLE-SENTRY mode Left Digit Table (Screen :0)
switch to low speed cool and then stop if the engine is warm
and the battery is charged. Left Digit Code1
0
The set-up code for Screen :0 represents a combination of the 1.
following four settings: The Left Digit of Screen :0 must be “0”.
High Speed Pulldown Fresh. The controller can initiate a

High Speed Pulldown to setpoint of fresh loads above -9.5 C. Right Digit Table (Screen :0)
Settings: High High Two Minute1
• Yes = Enable High Speed Pulldown to setpoint. Right Speed Speed High Speed Reduced
• No = Normal operation. Do not enable high speed Digit Pulldown Pulldown Delay at Setpoint
pulldown to setpoint. Code Fresh Frozen Start-up Range
0 No No No No
High Speed Pulldown Frozen
1 No No No Yes
The controller can initiate a High Speed Pulldown to setpoint 2 No No Yes No
of frozen loads at or below-9.5 C. Settings: 3 No No Yes Yes
• Yes = Enable High Speed Pulldown to setpoint. 4 No Yes No No
• No = Normal operation. Do not enable High Speed 5 No Yes No Yes
Pulldown to setpoint. 6 No Yes Yes No
Two Minute High Speed Start Delay (Continuous Run 7 No Yes Yes Yes
Only) 8 Yes No No No
This setting allows the engine to warm-up by delaying high 9 Yes No No Yes
speed (heat or cool) operation. The engine operates in low A Yes No Yes No
speed for 2 minutes when the unit is first started. Then the unit b Yes No Yes Yes
will resume normal operation. Settings: C Yes Yes No No
• Yes = Enable 2 minute low speed start. d Yes Yes No Yes
• No = Normal operation. Do not enable 2 minute low speed E Yes Yes Yes No
start. F Yes Yes Yes Yes
1.
Reduced Setpoint Range Active in “Continuous Run” mode only.
Smaller truck units are not designed to operate with a setpoint NOTE: Factory standard settings are in bold type.
range of -28.0 to 28.0 C. For these units the setpoint range
must be reduced to -18.0 to 28.0 C. This setting is
programmed at the factory. Change it only when replacing the
controller, and then only to the original factory setting for your
unit. Settings:
• Yes = Reduce setpoint range to -18.0 to 28.0 C.
• No = Do not reduce setpoint range.
1 2
scrn-5ga
Screen :5 Factory Programmed Set-up Code for
1 2
scrn-0ga

Screen :5 Set-up Code Information Choose the set-up code for Screen :8 from the following Left
Screen :5 sets the in-range temperature differential. This Digit Table and Right Digit Table.
setting determines the temperature range above and below Left Digit Table (Screen :8)
setpoint that the controller uses to monitor in-range and
out-of-range conditions. Settings: Remote Evaporator Defrost Time
• Celsius controller temperature display: 0 F (Off), 3 C, Left Digit Code Above Lockout
6 C, 8 C or 10 C. 0 2 Hours
• Fahrenheit controller temperature display: 0 F (Off), 6 F, 1 4 Hours
10 F, 14 F or 18 F. 2 6 Hours
Choose the set-up code for Screen :5 from the following 3 8 Hours
Set-up Code Selection Table. 4 10 Hours
5 12 Hours
Set-up Code Selection Table (Screen 5) 6 14 Hours
7 16 Hours
Fahrenheit (°F) Celsius (°C)
Default Scale Default Scale NOTE: Factory standard settings are in bold type.
In-range Mode OFF 0 0
Degrees above and below 6 3
setpoint Right Digit Table (Screen :8)
Degrees above and below 10 6 Right Digit Code Main Unit Defrost Time Below Lockout
setpoint 0 2 Hours
Degrees above and below 14 8 1 4 Hours
setpoint 2 6 Hours
Degrees above and below 18 10 3 8 Hours
setpoint 4 10 Hours
NOTE: The settings selection displayed for Screen :5 5 12 Hours
automatically correspond to the temperature scale (F or C) 6 14 Hours
selected in Screen 0. Factory standard settings are in bold 7 16 Hours
type.
Defrost intervals for the Remote Evaporator are set with
Screen :8. A defrost interval is the period of time between the
end of one defrost cycle and the beginning of the next. During
pulldown the defrost interval is 4 hours. Once the unit is
in-range, the defrost interval becomes the interval set with this
screen. Screen :8 contains two choices.
Defrost Time Interval Above Lockout
Sets the defrost interval for setpoint temperatures above
-9.5 C. Settings:
• 2, 4, 6, 8, 10, 12, 14 or 16 hours.
Defrost Time Interval Below Lockout
Sets the defrost interval for setpoint temperatures below
-9.5 C. Settings:
• 2, 4, 6, 8, 10, 12, 14 or 16 hours.
1 2
scrn-8ga


THERMOGUARD µP-T SMART REEFER Displaying Operating Data
(SR) MICROPROCESSOR Unit operational information appears on liquid crystal display
The µP-T controller is a programmable microprocessor that (LCD). During normal operation, the standard display
controls all unit functions to maintain the cargo at the proper appears on the screen. The standard display is the return air
temperature. The µP-T controller continuously monitors unit temperature (upper display) and setpoint temperature (lower
operational information including: Return air, discharge air display). Check the symbols (icons) that appear on the
and coil temperature sensors; unit hourmeters; oil pressure display. These symbols identify the operating information
gauge; water temperature gauge; voltmeter; tachometer; mode that currently appears.
indicators; and temperature control system controls. A keypad allows the operator to select information to
display and programme unit features including the setpoint
WARNING: The unit may START automatically AT ANY temperature. If no key is pressed for about 10 seconds, the
TIME when the CYCLE-SENTRY symbol is visible in the display will return to the standard display.
controller display. Make sure to press the Off key before
opening unit doors or inspecting any part of the unit.
CAUTION: The microprocessor On/Off switch located on

the unit frame below the unit control panel MUST be in the
OFF position before disconnecting or connecting the unit
battery.
NOTE: Refer to Thermoguard µP-T Microprocessor

Controller Operation and Diagnosis Manual TK 41087, for
complete operation and diagnosis information.
acs12r
µP-T Remote Control Panel Display Symbols
1. Cool Mode or Heat Mode (Cool: Thermometer
with Arrow Pointing Down; Heat: Thermometer
with Arrow Pointing Up)
2. Temperature Display (Upper Display)
3. CYCLE-SENTRY Mode
4. Alarm Symbol
5. Electric Standby Mode
6. Whisper Mode (Low Speed)
7. Setpoint Symbol
acs11r
8. Setpoint Display (Lower Display)
Thermoguard µP-T Remote Control Panel 9. Test Symbol (Appears during remote panel test
1. OFF Key only)
2. ON Key 10. Defrost Mode
3. SELECT Key 11. Test Symbol (Appears during remote panel test
4. ENTER key only)
5. UP Key
6. DOWN Key
7. Display
8. DEFROST Key
9. TK LOGO Key
10. WHISPER Key

Entering Setpoint Temperature Displaying and Clearing Alarm Codes
The setpoint temperature of the unit can be easily changed. To When the controller senses an alarm condition, an alarm
adjust the setpoint: symbol appears on the display. A two digit alarm code is used
1. With the standard display on the display, press the UP or to identify the type of alarm. There are three types of alarms:
DOWN arrow key until the desired setpoint temperature • Stored Alarms: This alarm indicates that a condition
shows in the lower display. should be investigated but does not currently affect unit
2. When the correct setpoint shows in the lower display, operation. The ALARM symbol appears for 30 seconds
press the ENTER key to load the new setpoint in the when the ON key is pressed and then disappear.
controller memory. • Check Alarms: This alarm indicates that a condition
• “LOd” (abbreviation for LOAD) will appear in the lower requires corrective action before an abnormal condition
display for a few seconds. becomes severe. The ALARM symbol appears and
remains ON.
• The new setpoint will then appear.
• Shutdown Alarms: This alarm indicates that a conditions
• If the ENTER key is not pressed, the setpoint will NOT
may damage the unit. The controller stops the unit, the
change and the display will return to the standard display
ALARM symbol appears and the entire display flashes ON
in about 10 seconds.
and OFF.
1. To display the alarm code, press and release the SELECT
key until the alarm screen is displayed.
Selecting CYCLE-SENTRY or Continuous
Run Mode NOTE: If more than one alarm has been sensed, all alarm
1. With the standard display on the display, press and release codes present will automatically alternate on the screen.
the SELECT key until the CYCLS appears in the upper
display. 2. Write down each alarm code that appears. Then correct
the cause of each alarm.
2. Press the UP or DOWN arrow key until the desired setting
shows in the lower display. NOTE: Press the OFF key to stop unit before inspecting or
• YES = CYCLE-SENTRY mode. servicing the unit. Turn the microprocessor On/Off switch to
• no = Continuous Run mode. OFF to service the µP-T microprocessor module or
3. When the correct setting shows in the lower display, press disconnect the unit battery. Finally, disconnect the battery to
the ENTER key to load the new setting in the controller completely remove 12 Vdc power to the unit for service of the
microprocessor interface board and unit controls.
memory.
• “LOd” (abbreviation for LOAD) will appear in the lower 3. To clear the alarms after all problems have been corrected,
display for a few seconds. start the unit. Then press and release the SELECT key
• If the ENTER key is not pressed, the operating mode until the alarm screen is displayed again.
will NOT change and the display will return to the 4. While the alarm screen is showing, press the ENTER key.
standard display in about 10 seconds. The alarm will clear and the standard display will appear
on the screen. If more than one alarm code is present,
repeatedly press the ENTER key to clear each alarm code
Initiating Manual Defrost individually.
1. With the sTandard Display on the display, press the
DEFROST key. NOTE: Alarms may continue to appear as the unit operates
NOTE: The coil temperature must be below 7 C and the unit
must be operating to initiate a Defrost cycle.
• The defrost symbol will appear in the display when the

unit starts the Defrost cycle.
• Defrost will terminate automatically.

Alarm Codes 36 Electric Motor Failed to Operate or Loose Drive Belt:
The following alarms codes are used on µP-T controllers: Motor failed or belt slipped.
37 Check Engine Water Level: Level was low.
NOTE: If the alarm occurred during a Unit Self-Check, it 38 Electric Phase Reversed or Motor Overload Open:
will be preceded by a dash (-). 3-phase power was reversed or overload relay opened.
40 High Speed Circuit: Problem exists with throttle
solenoid, linkage or control circuit.
00 No Alarms Exist
52 Heat Circuit: Problem exists with heat circuit.
02 Evaporator Coil Sensor: Sensor has failed or become
54 Test Mode Timeout: Unit was placed in Service Test
disconnected.
Mode and no Test Mode functions was selected for 15
03 Return Air Sensor: Sensor has failed or become
minutes.
disconnected.
61 Battery Check: Battery voltage was low.
04 Discharge Air Sensor: Sensor has failed or become
63 Engine Stopped, Reason Unknown
disconnected.
66 Low Engine Oil Level: Oil level was low.
06 Engine Water Temperature Sensor: Sensor has failed or
70 Hourmeters Exceed 99999 Hours
become disconnected.
71 Hourmeter 4 Exceeds Set Limit
07 Engine RPM Sensor: Engine speed was low or sensor has
failed, become disconnected or requires adjustment.
09 High Evaporator Temperature: Coil temperature was
74 Microprocessor Reverted to Default Settings: Controller
excessively high.
set all programmed values to default values.
10 High Discharge Pressure: Discharge pressure was
77 Internal Fault Code: Factory or Dealer reset is required.
excessively high.
11 Unit Controlling on Discharge Air Sensor: Return air
sensor has failed.
Checking the Software Version
12 Sensor Shutdown: Critical problem exists with a
combination of return air, discharge air and coil sensors. 1. With the unit operating, press and hold the TK LOGO key
17 Engine Failed to Crank: Engine did not crank during until “USC” appears in upper display.
attempt to start. 2. Press the SELECT key to display “rEU” and the software
18 High Engine Water Temperature: Engine coolant version code.
temperature was excessively high.
19 Low Engine Oil Pressure: Oil pressure was low.
20 Engine Failed to Start on CYCLE-SENTRY: Engine Viewing Information (Prompt) Screens
cranked but did not start. General unit operating information including mode settings,
21 Cooling Cycle Check: Unit was heating when it should sensor temperatures and hourmeters can be easily viewed.
be cooling. 1. With the unit operating, press the SELECT key to display
22 Heating Cycle Check: Unit was cooling when it should information screens. If no alarms exist, the first screen to
be heating. appear will be the CYCLS screen.
23 Cooling Cycle Fault: Unit was heating when it should be
2. Repeatedly press the SELECT key to display additional
cooling for an extended time.
information screens.
24 Heating Cycle Fault: Unit was cooling when it should be
heating for an extended time. NOTE: Each screen will remain on the display for about 10
25 Alternator Check: Battery voltage was high or low with seconds. If no other key is pressed, the controller display
engine operating. returns to the standard display.
28 Unit Self-Check Abort: Controller detected a serious
problem during the unit self-check.
31 Oil Pressure Sensor: Sensor did not function correctly.
32 Refrigeration Capacity Low: Unit cooling capacity was
low.
33 Check Engine RPM: Engine speed was out-of-range in
low or high speed operation.
35 Run Relay Circuit: Relay did not function correctly.

Information Screens 3. When the Unit Self-Check is complete, the controller
Information screens appear on µP-T controllers in the displays PASS, CHEC or FAIL. Press any key to clear test
following order: results display from controller.
NOTE: If CHEC or FAIL occurs, view alarm codes and

Prompt Display
correct all conditions. Then repeat the Unit Self-Check Test.
ALr Alarm codes if present. If no codes exist this screen The unit should PASS before being released for service.
will not appear.
CYCLS Continuous Run or CYCLE-SENTRY mode Self-Check Tests
screen: YES = CYCLE-SENTRY, no = The controller performs the following checks. Operator
Continuous Run. attention is not required after the programmable settings have
dIS1 Discharge air sensor temperature. been displayed.
coL1 Evaporator coil sensor temperature. • Preheat and Start Test: Engine preheats and starts.
tLH Total hours the unit has been ON (On key ON). • Display Test: All display segments light at the same time.
EnH Total hours the diesel engine has operated. • Show Programmable Settings: Controller displays all
ELH Total hours the electric motor has operated (model programmable settings for operator verification.
50 units only). • Defrost Check: Check includes damper door operation.
Hr4 Total hours on hourmeter 4 (appears if hourmeter • RPM Check: Check engine rpm in high and low speed.
is set to Type 1, 2 or 3). • Cooling Check: Checks unit cooling performance.
Hr5 Total hours on hourmeter 5 (appears if hourmeter • Heating Check: Checks unit heating performance.
is set to Type 1, 2 or 3). • Cooling Check: Second cooling test ensures that unit can
Hr6 Total hours on hourmeter 6 (appears if hourmeter cycle between Heat and Cool modes.
is set to Type 1, 2 or 3).
oIL1 Diesel engine oil pressure. Unit Self-Check Report
Ent1 Diesel engine coolant temperature. When the Unit Self-Check is complete, the controller displays
rPn1 Diesel engine RPM. the results:
bAt1 Battery voltage. • PASS: Unit passed the test.
bLIt Select display backlight (driver can select high or • CHEC: Alarm conditions (check or stored alarms) were
low backlight illumination on display). detected during the test. A dash (-) is displayed in front of
dFI Initial defrost interval. these alarms on the controller display to indicated that they
ddr Defrost duration. were detected during a Unit Self-Check test.
1.
These screens can be locked on the display by pressing the ENTER • FAIL: Shutdown alarm conditions were detected during
key within 10 seconds. Press any key to unlock the display. the test and the controller stopped the unit to prevent
possible damage. The Unit Self Check test was NOT
completed.
µP-T Unit Self-Check Test
The Unit Self-Check test automatically performs a functional
check of unit operation. The test must be performed with the
unit in Diesel mode and no alarms present. If necessary, turn
electric power supply OFF and disconnect power cord. Clear
and correct all alarm conditions before beginning. With the
unit operating in the Diesel mode:
1. Press and hold the TK LOGO key on the remote control
panel until “USC” (unit self-check prompt) appears in the
display.
2. Press the ENTER key to start the test. The display will
briefly show “Lod”. The controller then performs a series
of unit tests.

SPECTRUM TS HMI CONTROL PANEL Selecting a Zone Display
The SPECTRUM TS unit features a SPECTRUM TS HMI To select a zone from the Standard Display, press the soft key
(Human/Machine Interface) control panel. The control panel for the desired zone. When a Zone soft key is pressed, the
consists of a display and 8 touch sensitive keys. The display is Zone Display will appear.
capable of showing both text and graphics to control system
operation.
Changing a Zone Status
WARNING: The unit may START automatically AT ANY Use the soft keys in the Zone Display to change the setpoint or
TIME when the CYCLE-SENTRY symbol is visible in the
to turn the zone on or off. Pressing the EXIT soft key will
controller display. Make sure to press the Off key before
return the Zone Display to the Standard Display.
opening unit doors or inspecting any part of the unit.
A changed setpoint must be confirmed by pressing the YES
CAUTION: The microprocessor On/Off switch located on soft key within 10 seconds of changing the setpoint. Failure to
the roadside lower left corner of the unit MUST be in the confirm the new setpoint within 10 seconds will result in
OFF position before disconnecting or connecting the unit Alarm Code 127 (Setpoint not entered). After the new setpoint
battery. has been entered, the Zone Display will return to the Standard
Display.
NOTE: Refer to SPECTRUM TS Microprocessor Controller
Diagnostic Manual TK 51652, for complete operation and
diagnosis information.
Starting the Diesel Engine
The diesel engine preheats and starts are automatic in both
Turning the Unit On and Off Continuous Mode and CYCLE-SENTRY Mode. The engine
will preheat and start if necessary when the unit is turned on.
The unit is turned on by pressing the ON key and off by
The engine preheat and start will be delayed in
pressing the OFF key.
CYCLE-SENTRY mode if there is no current need for the
When the ON key is pressed, the display will breifly show
engine to run. If any keys are being pressed on the HMI, the
THERMO KING as the display initializes. When the unit is
engine will preheat and start 10 seconds after the last key is
ready to run, the Standard Display will appear.
pressed.
When the OFF key is pressed, unit operation will stop. The
When the engine is preparing to start the HMI will display
unit will shutdown and the display will briefly show OFF
an engine start screen.
before the display goes blank.
CAUTION: The engine may start automatically any time the
unit is turned on.
The Standard Display
The Standard Display is the default display that appears if no
other display function is selected. The Standard Display Initiating a Manual Defrost Cycle
shows the box temperature and setpoint or OFF for all Defrost cycles are usually initiated automatically based on
installed zones. The top of the display will show if the unit is time or demand. Manual defrost is also available. Manual
operating in CYCLE-SENTRY mode. defrost is available if the unit is running, the zone is turned on
and the zone coil temperature is less than 7 C. Only one zone
can be in defrost at a time. Other features such as economy
mode or door switch settings may not allow manual defrost in
some instances.
To initiate a manual Defrost cycle, press the DEFROST key
from the Standard Display. The display will prompt for the
desired zone.
Press the soft key to select the zone to defrost.
The display will then return to the Standard Display. The
zone in defrost will show DEF instead of setpoint. The Bar
Guage shows the time left to complete the Defrost cycle.
Terminating a Defrost Cycle

The Defrost cycle will terminate automatically when the coil
ard048 temperature is greater than 11 C or the defrost timer expires.
Cab Control Box—SPECTRUM TS HMI Models Defrost can also be terminated by turning the unit off and back
1. OFF Key on.
2. ON Key
3. Display
4. DEFROST Key
5. HIGH SPEED LOCKOUT Key
6. Soft Keys
Selecting High Speed Lockout Displaying and Clearing Alarm Codes
If enabled, high speed operation can be locked out if required Alarms are displayed and cleared using the Alarm Menu.
in noise sensitive areas. From the Standard Display, press the MENU soft key.
The Language Menu or Alarm Menu will appear. If the
NOTE: High Speed Lockout Enable must be programmed Language Menu appears press the NEXT soft key to show the
[YES] or this feature will not be available. Alarm Menu. When the Alarm Menu is shown press the
SELECT soft key. The Alarm Display will appear.
The HIGH SPEED LOCKOUT key is a toggle. If high
If no alarms are present Alarm 00 is shown.
speed is enabled, then pressing the key will disable high speed
If alarms are present, the quantity of alarms (if more than
operation. Pressing the key again will enable high speed
one) and the most recent alarm code number will be shown. If
operation.
the alarm pertains to a specific zone, that zone will be
The display will then return to the Standard Display.
identified.
If High Speed Lockout is enabled, the top of the display
If a serious alarm occurs, the unit will be shut down to
show will show HIGH SPEED LOCKOUT ACTIVE.
prevent damage to the unit or the load. If this occurs, the
display will show that the unit is shut down and display the
alarm code that caused the shutdown.
Operators Menu For additional information regarding the alarm shown on
The Operators Menu contains several additional menus that the display press the HELP soft key.
allow the operator to view information and modify unit
operation. To access the Operators Menu press the MENU soft
key from the Standard Display.
The first menu choice will appear. Press the NEXT and
PREVIOUS soft keys to scroll thru the menu choices. When
the desired choice is shown on the display, press the SELECT
soft key to access it.
To return to the Standard Display press the EXIT soft key.
The following selections are available from the Operators
Menu.
Language Menu
If enabled, allows the operator to select a language from a list
of 5 languages. All other subsequent displays are shown in the
selected language.
Alarm Menu
Shows any active alarms, and allows alarms to be cleared.
Mode Menu
Allows the operator to change the unit operating modes.
CYCLE-SENTRY Mode
Allows the operator to change the unit to CYCLE-SENTRY
mode.
Continuous Mode
Allows the operator to change the unit to Continuous mode.
Economy Mode
Allows the operator to change the unit to Economy mode.
Sleep Mode
Allows the operator to change the unit to the Sleep mode.
Pretrip Menu
Allows the operator to select a Full Pre-trip Test or Running
Pre-trip Test.
Display Intensity
Allows the operator to adjust the display intensity as required
by conditions.

8 Electrical Maintenance
Prestolite Alternators (All Models Except SD-II and UT1200X) . . . . . . . . . . . . . . . . . 8-4
Alternators with Integral Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Charging System Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Alternator Capacitor Kit Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Special Alternator Installation on Units Equipped with Alternator Indicator LED . . . . . . . . . 8-6
Indicator Light (REG) Terminal Connections on TCI, TLE and Other Models
(Except KD-II and MD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Excessive Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Increasing Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Alternator Repair (All Models Except SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Alternator Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Alternator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Alternator Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Alternator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Alternator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Alternator (P/N 41-749 for SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Charging System Diagnostic Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Thermo King Alternator (UT1200X) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Charging System Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Field Current Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Alternator Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Alternator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
12 Vdc Charging System (All Models Except SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
CYCLE-SENTRY Operation (All Models Except SD-II) . . . . . . . . . . . . . . . . . . . . . . . . 8-19
CYCLE-SENTRY IV Checkout and Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
CYCLE-SENTRY Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Defrost System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-31
Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-31
Defrost Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
Defrost Cycle Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
Defrost Timer Checkout (Hard Wired Styles A, B, and C) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
Electric Defrost Timer (Plug In) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
Defrost Air Switch Checkout and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
Cab Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Unit Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Electrical Contacts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Contactors and Relays (Before 4/92) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Contactors and Overload Relay Terminals (After 3/92) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Capacitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Bleed Down Resistors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Main Circuit Breaker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Control Circuit Breaker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Evaporator Fan Circuit Breaker (ECT, ELT, EW, SPECTRUM, TLE or UTSE Remote Evaporator)
8-43
Overload Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Fuse Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Electrical Maintenance 8-1

Battery Fuse F1 (UTS Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
7X-CH Circuit Fuse (SPECTRUM, TCI and TLE Models). . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Transformer Fuses (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Rectifier Fuse (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Relay Board Fuses (Models with μP-T Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Glow Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Engine Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Engine Reset Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Engine Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-45
High Water Temperature Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-45
Low Water Level Switch (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-45
Ambient Switch (R-403b, and R-404a Units). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-45
Bench Testing the Ambient Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-45
Digital Thermometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Dial Thermometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Unloading Relay Circuits (R-403b, and R404a,Units) . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Unloading Timer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Unloading Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Checking the Unloading Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Clutch Timer (CD-II MAX Models Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Testing the Clutch Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Purge Valve Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-48
Timer (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Testing the Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Induction Alternator System (SD-II). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Induction Alternator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Phase Indicator (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Condenser and Evaporator Fan Rotation (Electric Standby Operation) . . . . . . . . . 8-50
Evaporator Fan Motors (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Evaporator Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
All Units Except SD-II, TCI and TLE Models (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
TCI Models (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
SD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Replacing a Fail Heater Element (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
High Temperature Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Electronic High Temperature Switch (EEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Electronic High Temperature Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Ohmmeter Sensor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Circuit Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-52
Option Board Jumpers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-52
Relay board (SD-II, SPECTRUM, TCI and TLE Models) . . . . . . . . . . . . . . . . . . . . . . . 8-53
Single Phase Conversion System for Three-Phase Electric Motors . . . . . . . . . . . . 8-54
Conversion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-54
Start System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-54
Run System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-56
Phase Conversion System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-57
Electric Motor Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-57
Diagnosis Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-58
Fan Speed Control (UTS with TLE Evaporator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-60
Testing the TSS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-60
Testing the Speed Control Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-60
Fan Speed Control (SPECTRUM Evaporators). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-60

12 Volt Alternators After 10/97
PRESTOLITE ALTERNATORS (ALL Effective 10/97, the following changes were made to the 23,
MODELS EXCEPT SD-II AND UT1200X) 37 and 65 ampere alternators used in the 12 volt charging
system on Thermo King truck units.
1. The nominal voltage regulator setting is now 14.1 ±
Alternators with Integral Regulator 0.2 volts @ 21.0 C. The setting increases slightly as the
temperature decreases, and decreases slightly as the
NOTE: Alternators with integral regulators can not be used temperature increases.
on units equipped with CYCLE-SENTRY and an alternator
2. The stator and rotor assemblies have been painted to resist
with a remote regulator.
corrosion.
CYCLE-SENTRY units using alternators with integral 3. The hardware has been zinc coated to resist corrosion.
regulators also use a battery sentry module that will not 4. Interchangeability of replacement alternators was
operate correctly if used on a CYCLE-SENTRY unit improved (refer to alternator information charts). The new
equipped with an alternator with a remote regulator. alternator series replaces alternators used in truck units
since 6/89.
NOTE: Units manufactured with CYCLE-SENTRY and
alternators with integral regulators MUST use replacement 12 Volt Alternators Between 6/89 and 10/97
alternators with integral regulators.
Effective 6/89, the following changes were made to the 23 and
CAUTION: “Full Fielding” alternators with the integral 37 amp alternators (P/N 44-9752 and 44-9750) used in the
regulator is accomplished by installing a jumper from 12 volt charging system on Thermo King truck units.
terminal F2 to ground. Attempting to full-field the 1. The voltage supply for field terminal F1 is now being
alternator by applying battery voltage to terminal F2 will supplied by a jumper from the indicator light terminal
cause regulator failure.
circuit instead of an external 12 volt circuit. The F1
terminal is no longer externally available on the alternator.
2. The excitation terminal EXC is now used and is connected
to an external 12 volt circuit.
3. A filter capacitor is connected to the POS + output
terminal and the chassis ground.
4. The nominal voltage regulator setting is now 14.0 volts @
24.0 C instead of 14.2 to 14.4 volts @ 24.0 C.
1
2
3
aea994r
12 Volt Alternators—After October, 1997
1. EXC terminal: 8D, 7K, 7KK, F1 or EXC wire
aan02b
2. F2 terminal: GRN, BTS or F2 wire
3. Volt Sense terminal: Pink resistance or SENSE 23 and 37 Ampere Alternators—Between June, 1989 and
wire October, 1997
4. AC Tap: W wire 1. No F1 Terminal (Alternators from June, 1989 to
5. Negative terminal: B- or CH wire October, 1997)
6. Negative terminal: B- or CH wire 2. 8D, 7K, 7KK, F1 or EXC Wire
7. REG terminal: D+ indicator light wire 3. Excitation Terminal
4. Sense Terminal
5. Filter Capacitor
6. Output Terminal

NOTE: A loss of battery voltage to either terminal EXC or
Charging System Diagnostic Procedures terminal SENSE will cause the alternator to stop charging.
Complete the following checkout procedure before replacing
the voltage regulator or the alternator.
Alternator Capacitor Kit Installation
1. With the unit switch OFF, attach a voltmeter to terminal
SENSE and the alternator chassis. Voltmeter should NOTE: Applies to 12 volt alternators with F1 terminal (units
indicate battery voltage. before 6/89).
2. With the unit switch ON, attach a voltmeter to terminal
EXC (old style F1) and the alternator chassis. Voltmeter A capacitor and jumper kit (P/N 40-350) can be used to update
should indicate battery voltage. an old style integral regulator alternator to filter out electrical
interference. This kit should be installed on units with
CD-II MAX, TCI AND TLE MODEL NOTE: Wait 20 Thermoguard IV type B thermostats which tend to hunt
seconds (40 seconds on CD-II MAX models) for the between high and low speed.
unloading relay to de-energise before taking voltage
readings. Capacitor Kit Installation
1. Remove the 8D, 7K, 7KK, or F1 wire from the F1
3. To determine whether the alternator or regulator is terminal.
defective, attach a test lead between terminal F2 and
2. Place this wire on the EXC terminal and fasten it with the
chassis ground. Operate the engine on high speed.
nut provided in the kit.
CAUTION: Never apply battery voltage to terminal F2. 3. Install the jumper between the F1 terminal and the
indicator light (IND. LIGHT) terminal.
a. Full alternator output indicates the alternator is good but 4. Install the capacitor between the chassis ground (GND)
the voltage regulator needs replacement. terminal and the positive output (POS +) terminal.
b. If there is LOW or NO output, the alternator is probably
defective. However, the following items are potential
causes for not charging.
• Check the alternator brushes
• Check the 2A circuit from the alternator to the battery
• Properly tension the alternator belt
• Check the battery cable connections and the alternator
ground. They must be clean and tight.
• The battery must be in good condition and must accept a
charge.
• Check for excessive or unusual amperage draw by the
unit control circuits.
tkelmd77
Capacitor Kit Installation on Alternator with Integral
Regulator
1. Install capacitor between POS. (+) Output and
Ground (GND) terminals.
2. Fasten with nut provided in kit.
3. Move 8D, 7K, 7KK, F1 or EXC wire from F1 to
EXC terminals.
4. Install jumper between IND LIGHT TERM. and F1
terminal.
aan02ar
23 and 37 Ampere Alternators—Before 6/89
1. F1 Terminal (Alternators before 6/89)
2. 8D, 7K, 7KK or F1 Wire
3. Excitation Terminal
4. Sense Terminal
5. Output Terminal

• A 4.6 mf capacitor, P/N 44-7512 is installed between the
Special Alternator Installation on Units EXC terminal (or 7K wire) and chassis ground. The
Equipped with Alternator Indicator LED capacitor prevents the LED indicator from flashing on and
off.
CAUTION: To replace an alternator built before 6/89 (F1
terminal) with an alternator with an integral regulator, a Diode Installation or Replacement
diode must be added when the unit has an LED alternator 1. Connect the negative (black sleeve or #10 ring terminal)
indicator light. If a diode is not added, the LED indicator end to the REG (or IND LIGHT) terminal.
light WILL BURN OUT. 2. Place a piece of heat shrink tubing, long enough to cover
• A diode, P/N 44-3164, is placed between the REG terminal the diode and the splice connector, on the indicator light
and the indicator light wire to prevent the LED indicator wire.
from burning out. 3. Connect the positive (red sleeve or #18 connector) end to
the indicator light wire.
4. Slide the heat shrink tubing over the diode and connector.
Place a piece of wire inside the heat shrink tubing and heat
the tubing. The heat shrink tubing and the wire act as a
stiffener to support the diode.
Capacitor Installation or Replacement

tkelmd48 1. Connect the positive (red sleeve) end to the EXC terminal.
Diode P/N 44-3164 2. Connect the negative (black sleeve) end to the GND
1. Slide heat shrink tubing on wire before crimping terminal.
connector
2. No. 14 wire added for stiffener
3. Splice connector (Positive end)
4. Red sleeve
5. Band indicates Positive (+) end
6. Black sleeve
7. No. 10 ring terminal aea999
8. Negative (-) end Capacitor P/N 44-7512
1. Black sleeve: Negative (-)
2. Red sleeve: Positive (+)
Diode and Capacitor Installation on Alternators

Manufactured Between 6/89 and 10/97
1. Install diode 44-7512 in indicator light wire
2. Capacitor between EXC and GND terminals Capacitor Installation on Alternators Manufactured
Before 6/89
1. No diode in indicator light wire
2. Capacitor between F1 and GND. terminals

Indicator Light (REG) Terminal Excessive Voltage Output
Connections on TCI, TLE and Other Models
NOTE: Applies to 12 volt alternators with internal regulator
(Except KD-II and MD-II) setting (units after 6/89).
CAUTION: If the indicator light (REG) terminal on When a Thermo King unit is installed on a truck, it is often
alternators manufactured after 10/97 is used, the maximum
connected to a truck battery. When both the Thermo King unit
current draw from this circuit must be LESS than 500
milliamperes. Otherwise an internal alternator failure will and the truck engine are operating on the truck battery, the
occur. charging system with the higher voltage may automatically
turn off the charging system with the lower voltage output.
The maximum current draw from the indicator light (REG) If it is determined that the Thermo King regulator setting is
terminal connection on alternators manufactured after 10/97 is higher than the truck charging system or the batteries are
500 milliamperes. If current loads above 500 milliamperes are consuming more water than normal, the following solution
needed, a special relay and supply power circuit must be may help solve the problem:
installed (refer to illustration below). • Remove the wire labelled SENSE from the VOLT SENSE
1. Connect the coil of a relay between the REG terminal and terminal and tape off.
the NEG (-) terminal. • Add a jumper wire from Positive terminal (2A wire) to the
2. Connect a wire from the POS (+) terminal (2A circuit) on SENSE terminal on the back of the alternator.
the alternator to the input contact on the relay. A correctly This should reduce the voltage to the battery by 0.2 to
sized fuse or circuit breaker should be installed in this 0.3 volts, corresponding to a voltage regulator setting of 13.6
circuit. to 14.1 volts.
3. Connect the load circuit wire to the output contact on the
relay.
aea997r
Indicator Light (REG) Terminal Connections on TCI, TLE and Other Models (Except KD-II and MD-II)
1. CH circuit to NEG (-) terminal.
2. Original heavy load circuit on indicator light circuit (current load above 500 milliamperes).
3. Relay, P/N 44-9110 or P/N 44-9111; Socket, P/N 44-5537; Terminals (4), P/N 44-5066.
4. 2A circuit from POS (-) terminal.
5. Install a correctly sized fuse or circuit breaker in this circuit.
6. Indicator light circuit from REG terminal.

Increasing Voltage Output
NOTE: Applies to 12 volt alternators with internal regulator
setting (units after 10/97).
When using completely maintenance free batteries, the output

voltage of the alternator may need to be increased (see figure
below). A diode kit, P/N 40-324, can be installed in the
SENSE (or pink resistance) wire circuit. Install one diode to
increase output voltage 0.5 volt (from 14.1 to 14.6 volts).
Install two diodes to increase output voltage 1.0 volt (from
14.1 to 15.1 volts).

3. Remove the mounting bolts and remove the alternator.
ALTERNATOR REPAIR (ALL MODELS
EXCEPT SD-II)
Alternator Installation
1. Mount the alternator to the bracket, but do not tighten the
Alternator Removal bolts.
1. Disconnect the battery power from the unit. 2. Install the alternator drive belt, tension properly and
2. Remove the wires from the alternator terminals. tighten the mounting bolts.
3. Install the wires and nuts on the alternator terminals and
then tighten the nuts.
4. Connect the battery power to the unit.
tkelmd01
Removing Back Cover
1. Remove 2 back cover mounting screws.
aea1002
Increasing Voltage Output on Alternators Manufactured After 10/97
1. SENSE wire to unit
2. Female terminal, P/N 44-6452
3. Cover, P/N 44-6451
4. Diode assembly, P/N 44-6443
5. Cover, 44-6292
6. Male Terminal, P/N 44-6453
7. Wire to VOLT SENSE terminal

6. Separate the stator/rear housing assembly from the front
Alternator Disassembly housing.
1. Detach back cover. Remove the nuts from the terminals. a. Remove the four thru-bolts.
Remove the two screws securing the back cover to the rear b. Carefully insert two screwdriver blades in opposite
housing. openings between the stator and front housing. Pry the
2. Remove brush holder. Remove two lock nuts securing units apart.
brush holder. Pull out brush holder.
CAUTION: DO NOT insert screwdriver blades deeper than
3. Inspect and test brush assembly. The original brush set 2 mm to avoid damaging stator winding.
may be reused if the brushes are 4.76 mm or longer and if
brushes are not oil soaked, cracked or show evidence of
grooves on the sides of the brushes caused by vibration.
4. Remove integral voltage regulator. Remove two screws
securing integral voltage regulator to rear housing.
5. Remove diode-trio and rectifier diode bridge as an
assembly. Remove cone lock nut from positive output
(B+) terminal. Straighten B+ strap. Remove three
terminal screws and four diode-trio mounting screws.
Detach assembly from rear housing and separate diode-trio
assembly from rectifier bridge.
tkelmd06
Removing Voltage Regulator
1. Voltage regulator
2. Remove 2 regulator mounting screws.
tkelmd04
Removing Brush Holder
1. Remove 2 brush holder mounting lock nuts.
tkelmd05
Removing Diode-Trip and Rectifier Diode Bridge
1. Remove 3 terminal screws.
2. Remove 4 mounting screws.
3. Remove cone lock nut and B+ strap.
tkelmd03
Brush Test
1. Test with 12 Vdc test lamp or ohmmeter. Test
continuity from A to B and from C to D. Test no
(open) circuit from A or B to C or D.

7. Remove pulley, fan, and spacer. The pulley is a slip-fit on
the rotor shaft, positioned with a Woodruff key. Remove
the nut and lock washer from the shaft using an impact
wrench or other suitable tool.
a. After the nut and lock washer are removed, the alternator
can be separated from the pulley.
tkelmd07
Stator-Rear Housing Separation
1. Pry with blade screwdrivers at opposite openings.
Caution: Do NOT insert screwdriver blade more than

2.0 mm.
tkelmd09
Separating Rotor from Front Housing
1. Rotor Shaft
2. Press
3. Front Housing
4. Block
tkelmd08
Pulley Removal
tkelmd11
Removing Retainer Screws
1. Remove 3 bearing retainer screws.
2. Front Housing
tkelmd10
Inspect Pulley
1. Check for worn drive surfaces.
2. Check for polished surface here.
3. Check condition of key groove.
4. Check bore for wear.

b. The fan will slide over the key. The key may be 9. Remove front bearing from housing. Remove three
removed with diagonal pliers or with a screwdriver. bearing retainer screws. Position housing on support
c. Inspect the fan for cracked or broken fins. If the blocks placed on an arbor press. Using a tool that contacts
mounting hole is worn from operating loose, replace the the inner race of the bearing, press out front bearing.
fan to ensure balance. 10. Remove slip rings from rotor assembly. Unsolder the rotor
d. Inspect the pulley for possible faults. leads from the slip ring terminals. Carefully unwind the
8. Separate rotor from front housing. Position front housing ends of the rotor coil leads from the slip ring terminals.
on support blocks placed on an arbor press. Push the rotor Straighten rotor leads. Insert a M5 x 25.4 mm cap screw into
assembly from the housing. the opening at centre of the slip ring assembly. Position the
bearing puller and pull the slip ring assembly off the rotor
shaft.
CAUTION: When holding the rear end of the rotor shaft in

vice, be sure to grip bearing area of rotor shaft.
11. Remove rear bearing from rotor. Dress rotor leads away
from the bearing puller contact area. Adjust the puller to
contact inner bearing race and carefully remove the
bearing from the shaft.
This completes the disassembly of the alternator.
tkelmd14
Inspect Pulley
1. Front housing hub Alternator Test
2. Bearing
3. Inner race 1. Diode Trio Assembly Test:
4. Tool Using a commercial diode tester or 12 Vdc test lamp, check
for continuity from each terminal separately to the D+ stud.
Continuity should be observed in one direction (polarity) only,
and all diodes should check alike. If any diode is defective,
replace the entire diode trio assembly.
tkelmd12
Removing Slip Ring Assembly
1. Straighten rotor leads.
2. No. 5M x 25.4 mm cap screw
tkelmd15
Testing Diode-Trio
1. Use a commercial diode tester to check for
continuity between each separate terminal and the
D+ stud.
2. Terminals (3)
3. D+ Stud
tkelmd13
Removing Rear Bearing
1. Dress rotor leads away from puller.

2. Diode Rectifier Bridge Assembly Test: 4. Stator Test:
Using a commercial diode tester, check for continuity. Check The stator assembly consists of three individual windings
between point A and each of three terminals C for negative terminated in the delta-type connections. Using an ohmmeter
diodes. Continuity should be observed in one direction or a test lamp, check for winding continuity between terminals
(polarity) only, and all diodes should check alike. Then check A, B and C. There should be no continuity from any terminal
between point B (B+ strap) and each of the three terminals C to point D (laminations). Also, stators showing any signs of
for positive diodes. Continuity should be observed in one winding discoloration should be discarded.
direction only, and all diodes should check alike.
5. Front Housing Inspection:
If any diode is defective, replace the entire diode rectifier
bridge assembly. Check housing for cracks. Check condition of threads in
adjusting ear. Check bore in mounting foot. Discard housing
3. Rear Housing Inspection: if bore shows signs of elongation (oval or out-of-roundness).
Inspect the rear housing for a cracked or broken casting,
6. Rotor Inspection and Electrical Testing:
stripped threads or evidence of severe wear in the bearing bore
due to a worn rear bearing. Check the rotor assembly for the following electrical
properties.
If casting is to be reused, clean in solvent, dry with
a. Current Draw or Resistance of the Winding.
compressed air, and install a new rear bearing retainer if
retainer is damaged. CAUTION: Turn off DC power source before removing test
leads to avoid arc damage to slip ring surfaces.
• Current draw @ 21 to 27 C should be 3.7 to 4.2 amperes

at 15 V.
• Resistance of winding @ 21 to 27 C should be 3.5 to
4.0 ohm.
b. Grounded Slip Ring or Winding.
tkelmd16
Testing Rectifier Bridge
1. Use a commercial diode tester to check for
continuity between each separate terminal and
point 3. Repeat test between each terminal and
point 4.
tkelmd18
2. Terminals (3)
3. Negative diode test point Rotor Inspection and Electrical Testing
4. Positive diode test point 1. Slip Rings
2. Rear Bearing
3. Pole Fingers
4. Bearing Area
5. Key Slot
6. Shaft Threads
7. Test Current Draw or Resistance between Rings.
NOTE: Place test leads on edges of slip rings to avoid

creating arcs on brush contact surfaces.
tkelmd17
Stator Winding Tests
1. Use a ohmmeter or test lamp to check for continuity
between terminals 2, 3 and 4. There should be no
continuity between point 1 and any terminal.

Use a 12 Vdc test lamp, ohmmeter, or 110 Vac test lamp. 1. Rear Bearing Installation:
Place one test lead to the rotor body and the other on either Place the rotor on a press. Choose a drive sleeve that exerts
slip ring. Open circuit from either slip ring to the rotor pressure on the inner race only, and press bearing on rotor
body is a correct condition. shaft until it contacts the shoulder. New replacement bearings
c. Condition of Slip Rings should be used whenever bearing is removed during repair
• Clean the brush contacting surfaces with fine crocus procedures or when the bearing is rough, dry or noisy.
cloth. Wipe dust and residue away.
• If surfaces are worn beyond this restoration, replace the 2. Slip Ring Assembly Installation:
entire rotor assembly. Guide the rotor leads through one of the oval passages in the
d. Rotor Shaft and Pole Pieces slip ring assembly. Make sure oval passage is in line with
• Stripped threads on shaft groove in the rotor shaft. Place the rotor on a press. Choose a
• Worn key slot drive sleeve with a diameter that clears leads.
• Worn bearing surface Press slip ring assembly on shaft. Solder the rotor leads to
• Scuffed pole fingers leads on the slip ring. Trim excess ring leads extending above
• Worn or dry rear bearing. the solder connections.
3. Front Bearing Installation:

NOTE: Replace rotor assembly if any of the above faults
(except worn or dry rear bearing) are noted. New rotors Place front bearing and housing in an arbor press. Select a
include a new rear bearing and new slip rings as part of the driver tool to contact the outer race only, and press bearing
assembly. into the housing bore.
Bearing replacement is recommended whenever bearing is
If the rear bearing requires replacement, follow instructions
removed during alternator repair procedures or if bearing is
for this operation.
rough, dry or noisy. Install three bearing retainer screws.
Torque to 2.8 to 3.9 N.m.
Alternator Assembly
The general assembly instructions are in reverse order to the
procedures given for disassembly. Therefore, only
information pertaining to special assembly requirements will
be covered in this section.
tkelmd20
Installing Slip Ring Assembly
1. Block
2. Slip Ring Assembly
3. Press
tkelmd19 4. Driver Sleeve
Installing Rear Bearing
1. Block
2. Rotor
3. Rear Bearing
4. Press
5. Driver Sleeve
6. Rotor Leads

4. Rotor and Front Housing Assembly: 5. Spacer, Fan and Pulley Assembly:
Place the rotor on the bed of an arbor press using two steel Place pulley spacer over the shaft. Install Woodruff key and
blocks for support. Place front housing over shaft. Using install the fan. Install the pulley, lock washer and nut. Mount
driver sleeve that contacts inner bearing race only, press front the pulley and tighten to 67.8 N.m. Spin the rotor by hand to
housing down until inner bearing race contacts shoulder on the test the freedom of the bearing.
shaft.
6. Front and Rear Housing Assembly:
CAUTION: Make sure rotor leads clear blocks. Place the stator into front housing with stator leads at the top
and notches in laminations aligned with bolt holes. Position
rear housing over slip rings with housing bolts aligned and
stator leads extending through openings at top of rear housing.
Install thru-bolts and tighten evenly to between 5.6 to 6.8 N.m.
Spin the rotor by hand to test the freedom of the bearings.
NOTE: New front housings contain thru-bolts that are not

tapped. Therefore, a socket wrench is required to supply
sufficient torque to drive the “thread forming” thru-bolts.
a. Diode Rectifier Bridge and Diode Trio Installation

• Insert B+ strap through slot in diode trio body. Bend
strap over B+ terminal and secure with cone lock nut.
Apply thin film of heat sink compound to back of
diode rectifier bridge and to mating area on rear
housing.
• Install assembly to the rear housing (4 screws). Place
tkelmd21
strap (AC tap) in position and connect stator leads (3
screws).
Installing Front Bearing
• Install the capacitor (where applicable).
1. Press
b. Integral Regulator Installation
2. Driver Tool Contacts Outer Bearing Race Only.
3. Front Bearing Install 2 brush mounting screws through openings in
4. Front Housing regulator body. Secure regulator to rear housing (2
screws).
tkelmd23
Installing Rear Cover
1. Felt Gasket
tkelmd22
Assembling Front Housing to Rotor
1. Press
2. Driver Sleeve
3. Front Housing
4. Block
5. Rotor Assembly

tkelkd38
23 Ampere, 12 Vdc Alternator with Integral Regulator
1. Pulley 13. Rectifier Diode Bridge
2. Spacer 14. Bearing Retainer
3. Fan 15. Rear Housing
4. Spacer 16. Capacitor
5. Front Housing 17. Voltage Regulator
6. Bearing 18. Brush Assembly
7. Rotor 19. dc Tap Strap
8. Bearing 20. Gasket
9. Stator 21. Cover
10. Slip Ring
11. ac Tap Strap
12. Diode Field
c. Brush Assembly Installation d. Rear Cover Installation

Insert brush holder into grooves in hub of rear housing. Make sure felt gasket is in place. Position the rear cover
Place D+ strap (or male terminal where applicable) on stud on the rear housing and secure with 2 screws.
and secure brush holder with lock nuts (2 places). Secure
other end of D+ strap.

1. Set the unit for engine continuous run operation and place
ALTERNATOR (P/N 41-749 FOR SD-II) the main On/Off switch in the OFF position.
2. Check the battery voltage. If the battery voltage is less
than 12 volts, the battery must be charged or tested to
Charging System Diagnostic Procedure determine if it should be replaced.
Complete the following checkout procedure before replacing 3. Check the voltage at the B terminal on the alternator.
the voltage regulator or the alternator. Battery voltage must be present. If not, check the 2 circuit.
• When testing alternators use accurate equipment such as a 4. Disconnect the alternator harness from the alternator.
Thermo King P/N 204-615 (FLUKE 23) digital multimeter 5. Set the unit for engine continuous run operation and place
and a Thermo King P/N 204-613 ampere clamp or an the On/Off switches in the ON position.
equivalent. 6. Check the voltage on the excitation circuit at the 8DA wire
• Make sure the drive belts and pulleys of the charging in the two pin connector on the alternator harness. Battery
system are in good condition and are adjusted properly voltage should be present. If not, check the excitation
before testing the alternator. Worn belts and pulleys or circuit back to the battery: the 8DA circuit, the FSR, the
loose belts will lower the output of the alternator. 2D circuit, CB2, CB1, and the 2 circuit.
• The battery must be well charged, the battery cable
7. If battery voltage is present on the excitation circuit,
connections must be clean and tight, and the 2A and
connect the alternator harness to the alternator.
excitation circuits must be connected properly.
8. Attach a clamp-on ammeter to the 2 wire connected to the
NOTE: All voltage readings should be taken between the B terminal on the alternator.
negative battery terminal, or a good chassis ground, and the 9. Connect a voltmeter between the B terminal and a chassis
terminals indicated, unless stated otherwise. ground.
10. Start the unit and operate it in high speed.
11. Full field the alternator by grounding the F terminal to the
alternator chassis.
CAUTION: DO NOT full field the alternator for more than

seven seconds while checking the meter readings, or the
electrical system may be damaged.
tkelsd50
Alternator Terminals (P/N 41-749)
Amperage in 2 Voltage at B Problem / Solution

At or above rated output At or above battery voltage Voltage regulator defective / Replace
and increasing voltage regulator and brush assembly
Approximately 60% of rated output Approximately equal to battery voltage Rectifier diode defective / Repair or
and does not change, or rises slightly replace alternator
Low or no output Less than or equal to battery Stator windings, field windings, brush or
voltage and decreasing diode defective / Repair or replace
alternator
Diagnosis Chart (Alternator P/N 41-749)
12. Check the amperage in the 2 wire and record the reading. Voltage at the B terminals =___volts.
Check the voltage at the B terminal and continue to
observe this voltage for a few seconds to see if it increases,
decreases, or stays the same. Note the change in voltage
and record the voltage reading.
Amperage in the 2 wire =____amperes.

The voltage at the B+ terminal should be 13 to 18 volts and • The battery must be in good condition and
the amperage in the 2 wire should be at least as high as the capable of accepting a charge. Check for a
rated output of the alternator.
damaged battery, correct electrolyte level, and
NOTE: An alternator can easily exceed its rated output. An loose or corroded connections.
alternator MUST at least reach its rated output when full
fielded. An alternator that has a defective rectifier diode may • The alternator charging output will be low if the
reach 75% of its rated output with a full field. alternator belt or pulleys are defective or the
belt is not properly adjusted. Be sure the belt is
13. Stop the unit.
not loose or cracked and the pulleys are the
14. Use the readings obtained previously to determine the
problem by referring to the Diagnosis Chart.
correct size and in good condition.
• The excitation circuit (EXC circuit) must supply
NOTE: This assumes that the alternator did not charge
properly prior to the full field test. voltage to the excite terminal of the alternator.
• The sense circuit (SENS circuit) must supply
voltage to the sense terminal of the alternator.
THERMO KING ALTERNATOR (UT1200X)
• The alternator must be properly grounded.
General Information • The unit control circuits or installed accessories
may be drawing excessive current.
Poor charging performance may not be caused by a
bad alternator. The following conditions can cause • An overcharged battery is usually caused by a
improper battery charging, even with a good defective voltage regulator.
alternator. (See Service Bulletin T&T 388 for more
information.)
Alternator Identification
• A problem may exist in the 2 output circuit from
the alternator to the battery. Check for an open • These units use Thermo King Alternators which
2 circuit, loose connections, defective battery are painted black.
cables or dirty battery terminals.
1 2
3
4
5
7
6
1. B+ Terminal (Positive Output - 2 Wire) 5. F2 Terminal (Do Not Ground)

2. B– Terminal (Negative Ground - CH Wire) 6. Voltage Regulator and Brush Assembly
3. S Terminal (Regulator Sense - SENS Wire) 7. W Terminal (AC Output - W wire)
4. L Terminal (Regulator Excite - EXC Wire)
Thermo King Alternator Terminal Locations

NOTE: The UT1200X has a 270 ohm 2 watt Be sure the pulleys are the correct size. Worn
resistor in the ALT interconnect harness. This belts, loose belts and worn or improperly sized
resistor must be in the EXC circuit or the pulleys will lower the output of the alternator.
alternator will be damaged. See wiring diagram.
3. The battery must be charged and in good
condition, the battery cable connections must
Test Equipment for Checking Voltage and be clean and tight, and the 2, SENS and EXC
Current (excitation) circuits must be connected
properly. All charging circuit connections must
Always use accurate test equipment such as the be clean and secure. If the unit battery is
Fluke 23 Digital Multi-Meter and the Fluke questionable, a known good jumper battery
Clamp-On Ammeter accessory when checking should be substituted for alternator testing.
alternator circuit voltage and amperage. See the
table below for Thermo King service parts NOTE: If the unit battery is questionable, a
numbers. Be sure voltages are measured from the known good jumper battery should be
designated terminal to the alternator chassis substituted for alternator testing.
ground. All voltages are DC voltages unless NOTE: Do not perform this test with a battery
otherwise noted. charger connected to the unit battery.
Service NOTE: All voltage readings should be taken
Meter Part between the chassis ground on the alternator
Number
and the terminals indicated, unless stated
Fluke 23 Digital Multi-Meter 204-1079 otherwise.
Clamp-On Ammeter for above Meter 204-947 4. Check and note the battery voltage at the battery
with the unit turned off.
Alternator Load Test 5. With the unit off, check the voltage at the B+
terminal on the alternator. Battery voltage must
Thermo King no longer recommends a full field
be present. If not, check the 2 circuit.
test for determining the alternator current output.
Full fielding an alternator can cause increases in 6. Disconnect the alternator harness from the
alternator output voltage that may damage internal voltage regulator. On Thermo King alternators,
alternator or unit components. This damage may carefully push on the spring clip to release the
not be readily apparent. plug lock.
To test the alternator under load, Thermo King 7. Turn the unit on and enter Non-Running Service
recommends the use of a clamp-on ammeter to Test Mode. Place the unit in High Speed Cool.
monitor output current, both on initial startup and Refer to the appropriate Diagnostic Manual for
under full unit load conditions. For example, on information about the Service Test Mode.
multi-temp units, all remote evaporators should be
8. Check the voltage at the sense circuit (SENS
turned on.
circuit). Battery voltage should be present. If
not, check the sense circuit (SENS circuit) in
General Diagnostic and Warranty the alternator harness and in the main wire
Evaluation Procedure harness.
Complete the following diagnostic procedures 9. Check the voltage at the excitation circuit (EXC
before replacing an alternator or the voltage circuit). 10 Vdc or more should be present. If
regulator. not, check the excitation circuit (EXC circuit)
in the alternator harness and in the condenser
1. When testing an alternator, use accurate harness. Check resistance in the EXC wire
equipment such as a Thermo King P/N between terminals in the ALT interconnect
204-1079 digital multimeter and a Thermo harness 1E38936G01. The resistance should be
King P/N 204-947 amp clamp or an equivalent. about 270 ohms.
2. Make sure the drive belts and pulleys of the 10.Turn the unit off and reconnect the alternator
charging system are in good condition and are harness.
adjusted properly before testing the alternator.

11.Attach a clamp-on ammeter around the 2 wire If the voltage at the B+ terminal is no more
connected to the B+ terminal on the alternator. than 1.0 Vdc higher than the voltage between
All wires connected to the B+ terminal must the battery terminals, continue with Step 16.
pass through the clamp-on ammeter.
If the voltage at the B+ (POS) terminal is more
12.Connect a digital multi-meter between the B+ than 1.0 Vdc higher than the voltage between
terminal at the alternator and chassis ground. the battery terminals, clean and check the wires
and connections in the 2 and SENS circuits and
13.Turn the unit on and allow it to start. Using the
repeat this check.
clamp-on ammeter, check the current flow in
the 2 wire. 16.Increase the charging system load as much as
possible by running the unit in high speed or
A positive reading indicates the alternator is
defrost.
charging. On unit startup, the current flow
should momentarily increase to allow for 17.Monitor the alternator output voltage.
battery current used during preheat and
With the increased load, the alternator output
cranking. Within a short time the current should
voltage should decrease no more than 0.5 Vdc.
fall to normal unit load plus charge current to
The voltage may increase as much as 1.0 Vdc.
the unit battery (typically 5-10 amps).
If the alternator output voltage decreases no
A reading on the clamp-on ammeter at or near 0 more than 0.5 Vdc the alternator is good.
amps indicates the alternator is not charging.
If the alternator output voltage decreases more
Checking the unit ammeter will show a
than 0.5 Vdc, the alternator is defective if there
discharge condition. The alternator is defective
are no problems in the wiring. Recheck the
if there are no problems in the wiring. Recheck
wiring before replacing the alternator.
the wiring before assuming the alternator is
defective. Alternator Diode Quick Check:
14.Check the voltage at the B+ terminal. The This check confirms proper diode function.
voltage should increase until it reaches the 18.With the unit still running, set the digital
anticipated voltage regulator setting as shown multi-meter connected from the alternator B+
in the table below. Record the voltage. output to chassis ground for AC volts. No more
The voltage regulator setting varies inversely than 1.0 Vac should be present. A reading of
with the temperature as shown below. more than 1.0 Vac indicates damaged alternator
Regulator voltage can vary from approximately diodes.
15.2 Vdc at -40 F (-40 C) to approximately 19.Turn the unit off.
13.2 Vdc at 176 F (80 C).
Temperature Anticipated Regulator Voltage Field Current Test

-40 F (-40 C) From 15.2 Vdc to 14.0 Vdc
Use this test to determine if the alternator can be
77 F (25 C) From 14.4 Vdc to 13.6 Vdc repaired. Perform this test with the unit turned off.
176 F (80 C) From 14.2 Vdc to 13.2 Vdc
1. Attach a clamp-on ammeter to the 2 wire near
the B+ terminal on the alternator.
If the voltage does not increase to the
anticipated voltage regulator setting, the 2. Energize the field on the Thermo King
alternator is defective if there are no problems alternator by connecting a jumper wire between
in the wiring. Recheck the wiring before the F2 terminal and the B+ terminal. Do not
replacing the alternator. connect the F2 terminal to ground or the
alternator will be damaged.
15.If the voltage does increase until it reaches the
anticipated voltage regulator setting, compare 3. Note the ammeter reading. The ammeter reading
the voltage at the B+ terminal to the voltage indicates the field current, which should be 2.0
between the battery terminals. The voltage at to 6.0 amps at 12 volts.
the B+ terminal should be no more than 1.0 • No field current or a low field current
Vdc higher than the voltage between the battery indicates an open circuit or excessive
terminals. resistance in the field circuit. Remove the

voltage regulator and brush assembly and
inspect the slip rings. If the slip rings and CYCLE-SENTRY OPERATION (ALL
are acceptable, install a new voltage MODELS EXCEPT SD-II)
regulator and brush assembly and repeat the
NOTE: CD-II MAX models do not include battery sentry.
test. If the brushes are not the problem,
replace the alternator. SD-II MODEL NOTE: Operation and diagnosis procedures
for the SD-II are similar.
High field current indicates a short in the field
circuit. Replace the rotor or the alternator. μP-T NOTE: For operation and diagnosis procedures, refer
to the Thermoguard μP-T Microprocessor Controller
Operation and Diagnosis Manual TK 41087. However, the
RPM sensor may be adjusted and tested using the following
12 VDC CHARGING SYSTEM (ALL procedures.
MODELS EXCEPT SD-II)
Immediately after start-up, the voltmeter may show a low Refer to the CYCLE-SENTRY IV Operation Diagram as you
voltage condition, or the alternator LED or ammeter (optional) read the following description of operation.
may indicate a discharge condition on systems with brush type When the unit requires start-up, power comes from either
alternators. This is due to a light film build-up on the the Box temperature thermostat, block temperature
alternator slip rings. The film build-up occurs primarily on thermostat, or defrost relay. The box temperature thermostat
units that have been sitting unused for long periods of time. supplies power if the compartment temperature requires a
The film should disappear after a minute or two. start-up. The block temperature thermostat supplies power if
Voltmeters should then show a higher voltage level. Under the engine temperature is too cold and requires a start-up to
normal operating conditions, the voltmeter shows 13 to maintain its temperature, or the defrost relay supplies power if
14 volts. An alternator LED or ammeter should then show a defrost has been initiated and requires start-up.
high charge rate that will continue until the battery voltage is Power is supplied to the CYCLE-SENTRY IV module, the
brought back up to normal. Under normal operating preheat relay, run relay and the start relay. The
conditions, the ammeter will show a slight charge condition. CYCLE-SENTRY IV module will provide a ground circuit to
each relay in the sequence of operation.
If a low voltage or charge condition continues after start-up,
The CYCLE-SENTRY IV module energises the preheat
check the alternator belt tension and all charging circuit
relay which supplies power to the glow plugs and the fuel
connections including the battery.
pump relay. Preheating occurs until the engine starts. The
NOTE: On installations where the unit is connected to the block temperature thermistor also feeds a signal to the
truck battery and both the unit and truck alternators are CYCLE-SENTRY IV module which establishes the proper
operating, it is normal for the unit voltmeter to show low preheat time depending upon engine block temperature.
voltage, or the charge LED or ammeter to indicate a After the proper preheat time, the CYCLE-SENTRY IV
discharge condition. This is caused by the higher voltage module energises the run relay. The run relay supplies power
charge rate of the truck engine. The unloading circuit on to the fuel solenoid, the fuel pump and energises the preheat
R-403B, R-404A and R-502 units will cause the low charge buzzer. The preheat buzzer will continue to sound until the
condition for 20 seconds after start-up. glow plugs no longer have power supplied to them. The fuel
solenoid circuit also supplies power to the engine reset switch.
The CYCLE-SENTRY IV module will continue to
energise the Run relay as long as engine operation is required.

Box Temperature Thermostat Block Temperature Defrost Relay
(Load Temperature requires Thermostat (Defrost has been initiated and
(Engine temperature is too cold requires start-up)
and requires start-up)
Cycle Sentry IV Module Energises Preheat Buzzer

Along with Run Relay, Preheat (Sounds 3 to 5 seconds
Relay, and Start Relay before engine cranks)
(Power comes from a control circuit
above)
Preheat Relay Run Relay Starter Relay

(Energises) (Energises 3 to 5 seconds before (Energises 3 to 5 seconds after
cranking) Run Relay)
Block Temperature Reset Switch and Safety Starter Energises

Thermistor Circuits (Engine cranks. Primary 30
(20 circuit energises and remains second cranking limit)
connected while engine operates)
Glow Plugs Preheat Fuel Solenoid RPM Sensor

(Energised until engine starts) (Fuel pump energises) (Sends a cranking and operating
signal to CYCLE-SENTRY
Module. Requires minimum of 50
rpm in 4 to 5 seconds to remain
cranking. Requires 600 to 800
rpm to disconnect starter)
Fuel Pump Relay Engine Starts

(Energises to allow Run Relay to (The unit will operate until:)
energise fuel pump) 1. Box temperature is satisfied.
2. Engine temperature is warm.
3. Unit is not in defrost.
4.Battery is recharged.
CYCLE-SENTRY IV Operation Diagram

Five seconds after the CYCLE-SENTRY IV module has Start-Stop Operation Checkout
energised the run relay, the starter relay is energised. The
Starter relay energises the Starter, causing the engine to crank. WARNING: With the selector switch in AUTO
The CYCLE-SENTRY IV module also energises a 30 second START-STOP position and the unit On/Off switch in the ON
maximum cranking signal internally while the starter is position, the unit may start at any time without prior
warning.
cranking. When the starter cranks the engine, the rpm sensor
produces a signal indicating that cranking has occurred. The 1. Place the Start-Stop/Continuous Run selector switch in
cranking signal must be above 50 rpm within 4 seconds and AUTO START-STOP position.
the operating signal must be above 600 rpm or shut down will
2. Set the thermostat setpoint to –29 C.
occur. When this signal indicates the engine is operating, the
CYCLE-SENTRY IV module de-energises the preheat relay 3. Turn the On/Off switch to the ON position. The green
and the starter relay, leaving the engine operating. start-stop light on the control panel should be on.
The engine remains operating until all of the following
NOTE: Preheat duration will vary depending on engine
have occurred: temperature. Preheat time is approximately 5 seconds at
1. The compartment temperature has reached setpoint. 66 C to 120 seconds at –29 C.
2. Engine temperature is warm (above 32 ± 10 C; 49 C on
models with μP-T controller or units without Preheat). 4. At the completion of the Preheat cycle, the unit should
crank, start and operate on high speed cool.
3. Unit is not in defrost.
4. Battery is sufficiently recharged (battery sentry senses low 5. Adjust the thermostat setpoint to 1 C above the
charge rate). compartment temperature. The unit should shift to null
(engine off). The green start-stop light should be the only
NOTE: CD-II MAX models do not include battery sentry. light energised after the unit shuts off.
When the above four items are satisfied, the unit will shut
down.
The CYCLE-SENTRY IV module supplies power to the
start relay at the appropriate time to engage the starter motor.
The start relay control circuit is wired to a 12 volt positive
circuit and to pin 1 of the CYCLE-SENTRY IV module.
When the proper preheat time has occurred, the ground will be
completed on the start relay through the pin 1 of the
CYCLE-SENTRY IV module. The start relay then feeds
power to the starter motor to crank the engine.
CYCLE-SENTRY IV Checkout and

Diagnosis
Use this checkout procedure to determine if the
CYCLE-SENTRY IV system is operating properly. This
procedure should be used to check out new units, check out
units after field installations have been made and check out
tkudmd23
units when an operating problem is reported.
To diagnose the CYCLE-SENTRY IV system, it is CYCLE-SENTRY Operating Mode Switch Points
necessary to determine the exact nature of the problem. 1. Setpoint
Therefore you should operate the unit in the Continuous Run 2. Temperature Drop
mode to determine if the problem also exists in that mode. If 3. Temperature Rise
the problem does exist in the Continuous Run mode of A. High Speed Cool
operation, troubleshoot and repair the problem in the B. Low Speed Cool
Continuous Run mode. C. Null
To determine if the unit is operating properly, start the unit D. High Speed Heat
in Continuous-Run and perform a thermostat switch sequence E. Null
test (see Thermostat Checkout). Test the defrost operation by
grounding the 12 circuit and pressing the manual defrost
switch. The unit should go into defrost. Disconnect the 12
circuit from ground, and the unit should terminate defrost if
the defrost termination switch is open.

NOTE: The unit will not shift to Null until the engine is 8. With the unit in null, connect a jumper wire from #12
warm (block temperature switch open) and the battery is circuit to a chassis ground (CH). Depress the manual
recharged. The unit will operate in Low Speed Heat until it defrost switch. The defrost light should come on. The unit
shuts down in Null. should preheat, crank and operate in defrost until the
jumper is removed if the defrost termination switch is
6. With the unit in null, set the thermostat setpoint at 27 C.
open.
The unit should preheat, crank and operate in high speed
heat. TCI MODEL NOTE: When the front or rear unit is heating,
7. Adjust the thermostat setpoint to 1 C above the the unit locks into low speed operation.
compartment temperature. The unit should shift back to
null. 9. Turn the unit On/Off switch to the OFF position.
Disconnect the block temperature switch at the harness
NOTE: High Speed Heat is locked out on standard units at plug connection located behind the engine and pull this
setpoints below –9.5 C. Special units may have High Speed section of the harness to an accessible position.
Heat or no Heat at settings of –9.5 C or lower.
CAUTION: Do not route the wires through the belts.
Protection (Reset
Component Preheating Cranking Running Null Tripped)
CYCLE- Timing Preheat Timing cranking and Monitors engine De-energised De-energised
SENTRY IV monitoring engine speed of speed of more
Module more than 50 rpm and less than 800 rpm and
than 800 rpm. Maximum then locks out
cranking time is 30 seconds preheat and
cranking
Run Relay De-energised Energised Energised De-energised De-energised
Start Relay De-energised Energised De-energised De-energised De-energised
Preheat Relay Energised Energised De-energised De-energised De-energised
Start-Stop Light On On On On Off
(Green)
Fuel Solenoid De-energised Energised Energised De-energised De-energised
Glow Plugs Energised Energised De-energised De-energised De-energised
Reset Switch Disconnected Opens after engine stops Connected to Disconnected Open
cranking on a no start protection
condition. Opens approx. 30 switches
seconds after cranking stops
due to no oil pressure

10. Turn the On/Off switch to the ON position. Adjust the 18. Reconnect the flywheel sensor and turn the switch off.
thermostat setpoint 3.5 C below the compartment After completing the checkout of the Start-Stop mode of
temperature to allow the unit to start and operate. Then operation, determine the condition causing the problem
adjust the setpoint to 1 C above the compartment and relate that condition to conditions found in the
temperature to shift the unit to null. Verify that the battery CYCLE-SENTRY Diagnosis chapter.
sentry (if included on the unit) is operating properly.
NOTE: It may be necessary to discharge the battery slightly

to check proper battery sentry operation if the battery is fully
CYCLE-SENTRY Components
charged.
NOTE: All voltage and resistance readings are measured
Observe that the unit is forced to operate in low speed heat with a Simpson 260 meter. Use of other meters may give
instead of shutting down when the thermostat is satisfied different readings because of variations in internal meter
circuitry. Before relying on other meters, compare meter
and the battery is not recharged sufficiently.
readings with those obtained on the same component using
11. Allow the unit to cycle off in the null mode. a Simpson 260.
12. Connect a jumper across plug pins (wires 8B and 7A)
(8HA and 7MA on TCI models) disconnected in step 9. Option Circuit Board
The unit should preheat, crank and operate. The printed circuit board assembly contains the
13. Disconnect the jumper wire between the plug pins (wires CYCLE-SENTRY IV module socket, the preheat relay
8B and 7A) (8HA and 7MA on TCI models) connected in socket, the run relay socket, the battery sentry module socket,
step 12. The unit should return to null. Place the On/Off the Whisper relay socket, the ON relay socket and a preheat
switch into the OFF position, and reconnect the plug to the indication buzzer.
block temperature switch located behind the engine.
WARNING: A Preheat Buzzer will sound five seconds
14. Connect a voltmeter across the positive and negative post
before cranking to indicate the unit is in the preheat mode.
of the battery. Monitor the battery voltage during the
cranking limit test outlined in step 15. An acceptable This option board (P/N 44-9865) replaces all earlier versions
battery with a full charge should not drop below 9 volts at of this board. Factory replacements are shipped with three
27 C during the cranking period of 30 seconds. If the jumpers set to the “A” position. The three jumpers used on
battery was fully charged and the voltage drops below this board are replaceable 7-1/2 ampere fuses, which are easily
9 volts during cranking, the battery condition is marginal changed to set board options.
and the battery must be replaced for dependable start-stop Consult the Jumper Configuration Table for replacement
operation. options. This chart is also printed on the circuit board for your
15. Disconnect the fuel solenoid wire (8D) and set the convenience. Jumper connection function is described as
thermostat to –29 C. Place the On/Off switch into the ON follows:
position. The unit should preheat and crank for 30 • Jumper J1 = B is used for fixed preheat with
seconds. The cranking limit time should not exceed 30 CYCLE-SENTRY operation (Board P/N 44-8163 Only).
seconds. At the end of 30 seconds, the unit should • Jumpers J2 and J3 must be used together and connected the
discontinue cranking, and the reset switch should open. same way on all boards (i.e., set both jumpers on “A” or set
16. With the fuel solenoid wire disconnected, disconnect the both jumpers on “B”).
FS1 or FS2 wire from the flywheel sensor. Turn the On/ This board also provides pin connectors for equipment
Off switch to ON. The unit should preheat and crank for options. Circuit board connectors are described in the chart on
approximately 5 seconds only since no minimum cranking the following pages.
rpm signal is being received from the flywheel sensor. At
the end of 5 seconds, the unit should discontinue cranking CAUTION: Six (6) nylon washers are required when
and the reset switch should open. Turn the switch off and mounting the option board. Three (3) washers are placed
reset the reset switch. between the metal bracket and board surface and three (3)
washers are placed between the rivets and board surface.
17. Reconnect the fuel solenoid and flywheel sensor wires.
These washers MUST be used to prevent shorts.
Allow the unit to start and operate in High Speed Cool.
With the unit operating, disconnect either the FS1 or FS2
wire from the flywheel sensor and observe that the unit
does not attempt to preheat or crank with the unit
operating.

tkelmd41
CYCLE-SENTRY IV Circuit Board (KD-II, MD-II,
RD-II, SDZ and TD-II Starting with S/N 099XXXXXXX)
1. Buzzer
2. Battery Sentry Relay tkelmd42
3. Preheat Relay
CYCLE-SENTRY IV Circuit Board, P/N 44-9865,
4. On Relay (Used with optional Cab Control)
Replaces all Earlier Versions of this Circuit Board Back
5. Start Relay
to S/N 099XXXXXXX on CD-II MAX, KD-II, MD-II,
6. Cycle Sentry IV Module
RD-II, SDZ, STD-II, TCI, TLE and TD-II)
7. Run Relay
1. Buzzer
2. Jumper Configuration Table
P/N To Replace Set Jumpers to

44-8163 3D95606G01 J1 = B, J2 = B, J3 =B
44-8454 3D95606G02 J1 = A, J2 = B, J3 =B
44-8465 3D98703G01 J1 = A, J2 = B, J3 =B
44-8855 5D33416G01 J1 = B, J2 = B, J3 =B
44-98651 9186C07G02 J1 = A, J2 = A, J3 =A
44-81632 9186C07G02 J1 = A, J2 = B, J3 =B
1.
EEC Version
2.
North America Version
3. Battery Sentry Relay

4. Preheat Relay
5. Start Relay
6. On Relay
7. Whisper Relay
8. CYCLE-SENTRY IV Module
9. Run Relay

When requesting board P/N 44-9865, six (6) additional nylon The 50 ampere circuit breaker and the 20 ampere circuit
washers MUST BE ordered (P/N 55-7585). breaker can be reset by turning the unit On/Off switch OFF for
60 seconds. This will allow the bi-metal strip in the breaker to
Switch Panel Circuit Board cool and reset. The printed circuit board contains several
The switch panel circuit board contains two circuit breakers diodes and resistors. These can be checked by turning the unit
that protect the unit. One breaker, the 50 ampere remote reset OFF and checking them with an ohmmeter. The diodes should
is located between the 2A and 2B circuits on the circuit board. show no continuity in one direction and continuity (10 to
This breaker is designed to open in the event of an overload on 20 ohms) in the other. The resistors can be checked with an
either the 2B circuit, starter solenoid or glow plugs. The ohmmeter by placing the test leads across the resistor. The
second breaker is a remote reset 20 ampere breaker that resistor should show continuity within 10% of the value listed
protects the 8 series operation circuits. in the wiring diagram. Diodes can be replaced with P/N
44-3400 and resistors of 1/2 watt size. Use a de-soldering tool,
60-40 resin core solder and a low wattage soldering iron.
NOTE: Flat washers are used between the board and circuit
breakers. These must be used when replacing circuit
breakers.
Option Circuit Board Application by P/N

Connector Function and Wires 44-8163 44-8454 44-8465 44-8855 44-9865
1-Pin Cab Controls with Whisper Switch Option (8W/8S) X X X
4-Pin Cab Controls with On Relay, Preheat, Start (52, 8A, 52A, 8Y) X X
6-Pin Cab Controls with Whisper Relay, On Relay, Preheat, Start (7W, 52, X X X
8A, 7, 52A, 8Y)
6-Pin Any Option (8, 7M, H, 8S, CH, 2A) X X X X X
6-Pin Cab Controls or Variable Preheat on CYCLE-SENTRY or Auto-Start X
Unit (BTS, 7A, FS1, 8D, 8HA, FS2)
8-Pin Cab Controls or Variable Preheat on CYCLE-SENTRY or Auto-Start X X X X
Unit (BTS, 7A, FS1, 8D, 8HA, FS2)
NOTES:
• Circuit boards 44-8465 and 44-8855 are similar except only 44-8465 can do CYCLE-SENTRY.
• Circuit board 44-9865 can be configured with jumpers and connectors to replace any other circuit board.

When the preheat relay energises, the glow plugs will be fed Initial Crank Protection
power causing preheating to occur. The proper preheat time is The CYCLE-SENTRY IV module has a protection feature
determined by the engine block temperature thermistor which assures positive engagement of the starter and proper
located on the back side of the engine block. This temperature cranking of the engine. Approximately 4 to 5 seconds after the
thermistor is connected to pins 2 and 5 of the start relay is energised and the starter motor begins cranking,
CYCLE-SENTRY IV module. The CYCLE-SENTRY IV the engine must be rotating a minimum of 50 rpm or the
module interprets the resistance of the thermistor and delays cranking attempt is ceased. This is designed so that if the
the engagement of the start relay to provide the proper preheat starter fails to engage in the ring gear of the flywheel or if the
time. The preheat time will vary from 5 seconds on a hot engine fails to turn over for any reason, power would not be
engine to 120 seconds on a cold engine. applied to the starter continually for 30 econds. This feature
The CYCLE-SENTRY IV module supplies power to the will give maximum protection against extreme starter or ring
starter relay at the appropriate time to engage the starter motor. gear damage in the event the starter fails to engage. After the
The starter relay control circuit is wired to a 12 volt positive cranking attempt is terminated, the reset switch will open
circuit and to pin 1 of the CYCLE-SENTRY IV module. approximately 40 seconds after cranking started, allowing a
When the proper preheat time has occurred, the ground will be complete shutdown of all electrical circuits.
completed on the starter relay through pin 1 of the
Failure to Start Protection
CYCLE-SENTRY IV module. At that time, the starter relay
will feed power to the starter motor causing the engine to The CYCLE-SENTRY IV module also has a 30 second
crank. maximum cranking limit feature built into it. Whenever the
CD-II MAX, KD-II, MD-II, RD-II, SDZ, STD-II, TCI, start relay is engaged by the CYCLE-SENTRY IV module, an
TLE and TD-II models must use Module P/N 44-7192, electronic timer inside the module begins timing out the
designed specifically for CYCLE-SENTRY IV requirements. cranking limit protection. If the engine continuously cranks
This module has all of the operating features of the for approximately 30 seconds without starting, the
CYCLE-SENTRY II module (P/N 44-6874), but also adds CYCLE-SENTRY IV module de-energises both the start relay
time delay control of the run relay on pin “A”. This relay is and the preheat relay. This terminates all cranking. After this
used on CYCLE-SENTRY IV systems to give proper run occurs, the reset switch opens causing a total shutdown of all
relay and fuel solenoid operation. electrical circuits.
Starter Re-engagement Protection
NOTE: If a P/N 44-6874 CYCLE-SENTRY II module is
erroneously installed in the CYCLE-SENTRY IV circuit The CYCLE-SENTRY IV module is also designed so the start
board, the unit will preheat and crank automatically, but the relay and the preheat relay are locked out 30 seconds after the
fuel solenoid will not energise and the unit will not start. starter is engaged. The start relay and the preheat relay are
locked out until the 7A power is removed from the
CYCLE-SENTRY IV module, indicating the thermostat has
been satisfied. This feature prevents the preheat and starter
engagement from recurring on a operating engine if a failure
occurs on an rpm sensor or in the circuit connecting the rpm
sensor to the CYCLE-SENTRY IV module.
Testing the CYCLE-SENTRY IV Module
The CYCLE-SENTRY IV module can be tested in two ways:
1. It can be exchanged with a known good module. This type
of testing is usually a very fast and effective method to
determine defective modules.
2. It can be tested in a CYCLE-SENTRY module tester
available under P/N 204-571 and adapter P/N 204-637.
This method of testing is also very fast and effective;
however, it does require the tester and adapter to be
available.
tkelmd88
CYCLE-SENTRY Module Tester P/N 204-571 Shown
with Special Test Module Adapter P/N 204-637

Testing the CYCLE-SENTRY IV Module Using the Battery Sentry Module
Special Module Tester P/N 204-571 and Special Module There have been four solid-state battery sentry modules used
Adapter P/N 204-637 in CYCLE-SENTRY systems:
Equipment required: 1. P/N 44-6463 (1190A38G01) is used on CYCLE-SENTRY
• CYCLE-SENTRY module tester P/N 204-571 units using a 35 ampere alternator with an external voltage
• Special CYCLE-SENTRY IV module adapter P/N regulator. This battery sentry module will not operate
204-637 correctly if used on units using and alternator with an
• 12 volt battery or dc power supply integral voltage regulator.
1. Attach the red (+) and black (-) leads from the 2. P/N 44-7395 (1190A38G02) is used on CYCLE-SENTRY
CYCLE-SENTRY module tester to a 12 volt power source units using special 55 ampere or higher alternators with an
such as a 12 volt battery or 12 volt dc regulated power external voltage regulator. It can be adjusted for specific
supply available under P/N 204-572. alternator loads. This battery sentry module will not
2. Turn the power switch to the OFF position. operate correctly if used on units using an alternator with
3. Insert the CYCLE-SENTRY IV module adapter P/N an integral voltage regulator.
204-637 in the right hand socket identified STD-CSM. The 3. P/N 44-7263 (1190A38G03) is used on CYCLE-SENTRY
(CSM) refers to the CYCLE-SENTRY IV module. units using the current alternator with an integral voltage
4. Insert the CYCLE-SENTRY IV module into the special regulator. This battery sentry module will not operate
adapter. CYCLE-SENTRY IV modules are uniquely correctly if used on units using an alternator with an
identified with an Orange case and the P/N 1189A98G07. external voltage regulator.
Other modules with an orange case are CYCLE-SENTRY 4. P/N 44-8029 (1190A38G04) is used on CYCLE-SENTRY
IV modules (CSM); modules that have a light blue case are units equipped with alternators after 10/97. This module
TIME DELAYS (TD) or STARTER DISCONNECT has an adjustment screw that allows it to be set for specific
TIMERS (SDT). Make sure the module being tested is the alternator loads. The module is normally set to turn on at 9
appropriate one and the appropriate socket is being used. to 10 volts and turn off at 8.5 to 9.5 volts. This battery
5. Turn the power switch ON. The yellow light (A) on the sentry module will not operate correctly if used on units
tester should come on indicating the unit is in the testing using an alternator with an external voltage regulator.
mode. The G06 LED on the special adapter should also be The battery sentry module monitors the alternator field
on. voltage supplied by the voltage regulator through the green
6. After 10 to 12 seconds of power on, the G06 LED should wire. When the field voltage is above 8 to 10 volts, the battery
go out and the G07 LED should come on. is still charging and the battery sentry keeps the unit operating
7. After 18 to 20 seconds of power on time the: to charge the battery. When the field voltage is reduced to 8.5
a. Amber light (A) on the tester turns OFF. to 6 volts, the battery is recharged and the battery sentry
b. Green light (B) on the tester turns ON. allows a normal shutdown.
c. G07 LED on the module adapter stays on.
8. If the red light labelled “C” on the tester is lit, then this
indicates a failed module.
NOTE: This completes the first part of the test. The second
part of the test must also be completed to verify a totally good
module.
9. Turn the power switch OFF.

10. Turn the power switch ON and hold down the button
adu13r
labelled “CSM Short Cycle Test.” At this time, the Yellow
light (A) should come on. Continue holding the Short Battery Sentry Module, Adjustable Type (P/N 44-8029)
Cycle Test button down. After approximately 10 seconds, (CD-II MAX, KD-II, MD-II, RD-II, SDZ, STD-II, TCI,
the tester should light the red light (C). This red or reject TLE and TD-II)
light indicates that the CYCLE-SENTRY IV module is 1. Adjustment Screw
performing satisfactorily on the short cycle test.
11. Turn the power switch OFF, disconnect the
CYCLE-SENTRY IV module, and remove the tester from
the power supply.

When the field voltage is above 8 to 10 volts, a connection is Setting Adjustable Battery Sentry Module, P/N 44-8029
made between terminals 30 (8B) and 87 (7MB). This 1. Connect a dc voltmeter to the unit battery to monitor the
connection between circuits 8B and 7MB will keep the unit battery voltage (battery must be fully charged).
operating until the battery is recharged. When the field 2. Place an ammeter in the 2 circuit to monitor the battery
voltage is reduced to 8.5 to 6 volts, the battery sentry will charging rate. Use an accurate ammeter.
break the connection between the 8B and 7MB circuits, and
3. Use a jumper harness 200 to 205 mm long to connect the
the unit will stop on thermostat demand.
battery sentry module to its socket. This harness allows
Testing the Battery Sentry access to the adjustment screw on the bottom of the
To check for proper battery sentry operation: module.
1. Connect a dc voltmeter to the alternator field. 4. Turn the adjustment screw 25 turns clockwise. This sets
• Alternators with external voltage regulator: Connect the the potentiometer at the extreme end of its range.
voltmeter between the field terminal GRN and chassis 5. Start the unit in Start-Stop mode. Then turn on all options
ground CH. that draw current from the charging system. This includes
• Alternators with integral voltage regulator: Connect the remote evaporator fans, lift gates, etc. Let the unit operate
voltmeter between the EXC and F2 terminals. until the engine is thoroughly warmed up so the block
temperature switch is open. Adjust engine low speed
NOTE: There are different field terminals on different style setting if necessary.
alternators with integral voltage regulators. One style 6. Adjust the thermostat setpoint so the unit operates in low
alternator has both F1 and F2 terminals, one style alternator
speed heat. This allows the unit to shift to null and stop the
has an F2 terminal only, and Bosch alternators have an F2
terminal wire coming out of the brush assembly. Check your engine when the battery sentry module is adjusted.
alternator carefully for correct F2 terminal location. 7. Let the unit operate until the battery voltage stabilises (at
13.8 volts or more) and the battery charging rate is 2.5 to
2. Start the unit in Start-Stop mode, reset the thermostat to the 3.0 amperes. It may take several minutes for the battery to
null position (Low Speed Heat) and have the engine reach this charge level.
thoroughly warmed up so the block temperature switch is 8. Slowly turn the adjustment screw on the battery sentry
open. Adjust engine low speed setting if necessary. module counterclockwise until the unit shifts to null and
3. With the thermostat in the null position: the engine stops. Make sure the battery voltage is stable
a. The unit will continue to operate if the field voltage is 8 and the battery charging rate remains between 2.5 and
to 10 volts or above (9 to 10 volts on module 44-8029). 3.0 amperes during this adjustment.
b. The unit will shut down when the field voltage drops to 9. Restart the unit and check the battery voltage, battery
7.5 to 6 volts (8.5 to 9.5 volts on module 44-8029). charging rate and the ability of the unit to cycle into Null
and stop the engine.
NOTE: Battery sentry module 44-8029 is adjustable.
10. Remove the jumper harness and place the battery sentry
Therefore the turn off voltage may vary from the factory
setting. module back in its socket.
Preheat, Start and Run Relays

4. If the battery sentry module failed in the ON position, the
unit would continue to operate even when the field voltage These are 12 Vdc relays. The preheat relay supplies power to
was below 6 volts. the glow plugs. The start relay is energised through the
CYCLE-SENTRY IV module after proper preheat time has
5. If the battery sentry module failed in the OFF position, the
occurred. When this relay energises, the starter solenoid
unit would not stay operating even when the field voltage
receives power and the engine cranks. When the run relay
was above 10 volts.
energises, the contact supplies power to the fuel solenoid, the
NOTE: If the battery sentry is removed from the socket, the fuel pump and the reset switch. These relays are identical and
operation of the battery sentry feature will be eliminated interchangeable.
from the CYCLE-SENTRY IV system. The Testing the Relays
CYCLE-SENTRY IV system will continue to function
normally except the battery sentry feature will be eliminated. When the relay is de-energised, there is continuity between
pins 30 and 87a. There should be no continuity between pins
87 and 87a.

When the relay is energised with 12 Vdc positive power By monitoring the frequency of this signal with the starter
supplied to pin 85 and CH to pin 86, the relay contacts will disconnect module, the timing of the starter disengagement
close, and there should be continuity between pins 87 and 30. can be precisely controlled.
There should be no continuity between pins 30 and 87a. If the rpm sensor fails, the starter may not disengage or
Disconnect the 12 Vdc to pins 85 and 86. The relay contacts engage properly.
should open. Testing the RPM Sensor
Preheat Relay Equipment required:
If the preheat relay fails in the open position, the glow plugs • AC voltmeter capable of reading up to 10 volts
would not preheat and the engine may not start, resulting in the • Ohmmeter
cranking time limit being exceeded. If the preheat relay failed • CYCLE-SENTRY IV Stop-Start unit with brackets for
in the closed position, the glow plugs will remain energised. installing the rpm sensor.
Run Relay The rpm sensor may be checked as follows:
If the run relay fails in the closed position, the unit would 1. Install the rpm sensor into the flywheel bracket of the
operate continuously as in the Continuous Run mode of the start-stop unit until it contacts the ring gear. Back out the
operation. If the relay fails in the open position, the fuel sensor 1/2 turn and tighten the lock nut.
solenoid would not stay in on low speed. 2. Disconnect wires FS1 and FS2 (RMP+ and RPM- on
Start Relay models with a μP-T controller) from the sensor.
3. Switch CYCLE-SENTRY IV to Continuous Run. Operate
If the start relay fails in the open position, the engine would
the unit on low speed and high speed. Check the ac voltage
not crank. If the relay failed in the closed position, the starter
output across the sensor terminals. Use a meter with a high
would continue to crank after the unit started.
ohms per volt internal resistance. A Simpson 260, Fluke
Preheat Buzzer digital or any good VOM will work. However, an
The preheat buzzer module on the circuit board is designed to automotive type meter may not give an accurate reading
indicate preheat is in operation. because the meter may load the circuit heavily and cause
the voltage level to appear lower than it actually is.
RPM Sensor a. The output voltage should be 1.0 to 2.0 Vac on low
The rpm sensor is in the engine bell housing adjacent to, but speed.
not touching, the flywheel (backed off 1/2 turn). b. The output voltage should be 2.0 to 2.5 Vac on high
The rpm sensor is a device containing an inductance coil speed.
and magnet. When the magnetic field is distorted by the
passing ring gear teeth, the inductance coil generates an ac NOTE: If the voltage is slightly off, the voltage may be
electrical signal that has a voltage and frequency variation increased by turning the sensor in more. The voltage may be
proportional to the engine rpm. lowered by turning the sensor out more.
abe06r
Run Relay with Wiring and Schematic Diagram Symbols
act04r
RPM Sensor with Wiring and Schematic Symbols

4. Reconnect FS1 and FS2 (RMP+ and RPM- on models with Testing the Temperature Compensating Thermistor
a μP-T controller) wires on rpm sensor. Equipment required:
If the rpm sensor passes the above test, the sensor may be • Ohmmeter
considered good. • Method of cooling and warming the sensor
If a CYCLE-SENTRY Stop-Start unit is not available, an The temperature compensating thermistor may be checked as
alternate but less reliable test may be performed as follows: follows:
1. Disconnect the sensor from all wires. 1. Check the resistance of the thermistor with an ohmmeter
2. Measure the resistance across the terminals. The set on the Rx10,000 scale.
resistance should be 250 to 300 ohms across the terminals. 2. The resistance of the bolt-type sensor will be 35,000 to
3. Measure the resistance from each terminal to the 65,000 ohms at 21 C. At 82 C, the resistance will be 1,000
aluminium case. There should be no continuity from each to 10,000 ohms. The resistance decreases as the
terminal to the case. temperature increases and increases as the temperature
decreases. A defective sensor shows no change in
Temperature Compensating Thermistor
resistance as the temperature changes.
The block temperature compensating thermistor is a bolt type 3. Check the resistance from either lead to the surface of the
thermistor located in a bolt hole in the rear of the engine block. bolt or chassis ground. There must be infinite resistance or
This location is one of the bolts that holds the block no continuity to the surface of the bolt or chassis ground.
temperature switch in position on the engine. It is readily
identified by two wires that appear to be coming from the If the thermistor passes the above tests, it may be considered
centre of the bolt. good.
The temperature compensating thermistor is a variable Block Temperature Switch
resistance device that reacts to temperature. As the
The block temperature switch is located on the rear of the
temperature increases, the resistance value decreases. The
engine block. This switch is very similar to a defrost
thermistor controls the amount of preheat time. This allows an
termination switch. When the temperature is below –1 C
optimum preheat time of 5 to 120 seconds, depending upon
(18 C on units without Preheat), the switch closes, and there
the engine temperature.
will be continuity through its connections. If the temperature
If the thermistor fails in the open position, the preheat time
rises above 32 ± 10 C (49 C on models with a μP-T controller
would always be extremely long. This preheat time would be
or units without Preheat), the switch opens, and there will be
approximately 120 seconds before cranking would begin. If
no continuity between its connections. This switch is used to
the thermostat fails in the shorted position, the preheat time
make sure the engine temperature is never allowed to drop to
would not be sufficient to properly preheat the engine. Then
an extremely cold state preventing automatic start-up and is
the cranking time would probably exceed the cranking time
also to ensure that once start-up has occurred, the engine will
limit of 30 seconds on extremely cold engines.
be brought up to a satisfactory temperature prior to shut down.
tkelkd41
tkelkd40
Block Temperature Switch
Temperature Compensating Thermistor

If the block temperature switch fails in the closed position, the
unit starts up and operates continuously and would not shut off DEFROST SYSTEM
when the setpoint has been reached on the thermostat.
Basically, the unit would operate as it normally would in the WARNING: CYCLE-SENTRY Equipped Units — Set the
Continuous Run position. If the block temperature switch fails unit to operate in CONTINUOUS RUN before performing
in the open position, the engine would not automatically be any diagnosis and service operations on the unit. The unit
started if the temperature dropped below –1 C (18 C on units may start at any time without prior warning if the unit is
without Preheat), and the problem of a no-start situation could turned on and CYCLE-SENTRY mode is selected.
occur in extremely cold ambients. Also, the engine would not Initiate a unit defrost cycle during Unit Preload Operation and
always come up to operating temperature if the load during scheduled maintenance inspections to test defrost
temperature thermostat was satisfied in a short period of time. system components. To check the Defrost cycle:
This would result in short cycling a cold engine and could
1. Adjust controller setpoint to –2 C.
result in excessive engine wear and extremely short cycling of
the thermostat in cold ambients. 2. Operate the unit on cooling to drop the evaporator coil
temperature below 7 C on models with a μP-T controller
Testing the Block Temperature Thermostat Switch
(6 C on most other units).
Equipment required: 3. Press the manual defrost switch or DEFROST key. The
• Ohmmeter unit should shift from the Cooling cycle to the Defrost
• Method of cooling (deep freeze, ice, etc.) the switch below cycle.
–1 C (18 C on units without Preheat).
If the evaporator continues to cool, double check the
• Method of heating (trouble light bulb, controlled torch,
evaporator coil temperature and refer to the Defrost Cycle
etc.) the switch above 32 ± 10 C (49 C on models with a
Checkout Procedure.
μP-T controller or units without Preheat).
Check the automatic defrost timer during scheduled
The block temperature thermostat switch may be checked as maintenance inspections. Refer to Defrost Timer Checkout in
follows: this section.
1. Connect an ohmmeter set on the Rx1 scale across the leads The defrost air switch setting should be checked annually.
of the block temperature switch. Refer to “Defrost Air Switch Checkout and Adjustment” in
2. Cool the switch below –1 C (18 C on units without this section.
Preheat) and allow the temperature of the switch to
stabilise (may require several minutes). When the
saturated temperature of the switch is below –1 C (18 C on Defrost Cycle
units without Preheat), there should be continuity across
the terminals. All Units Except SD-II, SPECTRUM, TCI and TLE
3. Warm the switch above 32 ± 10 C (49 C on models with a Models
μP-T controller or units without Preheat), and allow the NOTE: The unit will not defrost during normal unit
temperature of the switch to stabilise (may take several operation unless the evaporator temperature is below 7 C on
minutes). When the saturated temperature of the switch is models with μP-T controller (6 C on most other units).
above 32 ± 10 C (49 C on models with a μP-T controller
or units without Preheat), there should be no continuity μP-T NOTE: Defrost initiation and termination is controlled
across the terminals. by the μP-T controller using an evaporator coil sensor.
4. If the block temperature switch passes the above tests, it
Engine Operation
may be considered good.
The Defrost cycle can be initiated by the manual defrost
switch, the defrost air switch or the automatic defrost timer
when the defrost termination thermostat is closed. The
initiation of the Defrost cycle energises the defrost relay, pilot
solenoid, damper solenoid and defrost indicator.

μP-T NOTE: Units with a μP-T controller do not have a The evaporator heaters heat the evaporator coil to melt the
defrost relay. The μP-T controls the pilot solenoid, damper frost. A holding circuit in the defrost relay keeps it energised
solenoid, defrost indicator and heater contactor (model 50 until the evaporator temperature rises to 9 C. Then the defrost
units). termination switch opens to de-energise the defrost relay.
CD-II MAX MODEL NOTE: CD-II MAX models do not Electric Operation
have a pilot solenoid, three-way valve or damper solenoid. Defrost operates essentially the same on electric standby as it
Instead, a liquid line solenoid and hot gas solenoid are used does on engine operation. However, the motor contactor is
to divert refrigerant vapour for the heat and defrost modes. also de-energised by the heat relay when it is energised.
Also, the defrost relay de-energises a fan relay to stop the
evaporator fans. SPECTRUM, TCI and TLE Models
UTS MODEL NOTE: UTS models do not have a pilot NOTE: The unit will not defrost during normal unit
solenoid, three-way valve or damper solenoid. Instead, a operation unless the Defrost cycle is initiated while the
condenser inlet solenoid and hot gas solenoid are used to evaporator temperature is below 6 C.
divert refrigerant vapour for the heat and defrost modes.
Also, the fan relay is de-energised to stop the evaporator Diesel Operation
fans.
The Defrost cycle can be initiated in the front (zone 1)
The pilot solenoid allows the three-way valve to shift and evaporator or rear (zone 2) evaporator with the manual defrost
divert heated refrigerant vapour to the evaporator coil, melting switch, by the air switch, or by the defrost timer when the
frost. The damper solenoid closes the damper in the discharge defrost termination switch is closed.
opening of the evaporator housing to hold the heat within the Front (Zone 1) Evaporator
evaporator and prevent warm air from passing over the load. Initiating the Defrost cycle energises the defrost relay. The
The 29 circuit on the thermostat energises the throttle solenoid defrost relay energises the 26 (or HGS) circuit and the 29
which shifts the unit to high speed to increase defrost circuit, and opens the LLS-FER circuit. The 26 (or HGS)
capability. circuit energises the condenser inlet solenoid (and the receiver
The defrost termination thermostat opens and de-energises tank pressure solenoid and purge valve when the receiver tank
the defrost relay when the frost has melted and the evaporator pressure check valve is closed). The 29 circuit energises the
temperature rises above 14 C on models with a μP-T liquid line solenoid, the hot gas solenoid and the front defrost
controller (11 C on most other units). The damper solenoid, light. The 29 circuit also causes the TG-V to energise the 2K
pilot solenoid and 29 circuit are also de-energised, opening the relay, shifting the host unit into high speed. Opening the
defrost damper and returning the three-way valve and engine LLS-FER circuit de-energises the evaporator fan.
speed to the control of the unit thermostat.
Electric Operation (Model 50 Unit Only) MD-II TCI AND RD-II TCI NOTE: The damper solenoid
closes the damper in the discharge opening of the front (host
The Defrost cycle on electric standby operation is similar to
unit) evaporator housing. This holds the heat within the
defrost on diesel operation. An optional heater contactor and evaporator and prevents warm air from passing over the
electric heater strips can be added for increased defrosting load.
capability. The high temperature cutout switch must be closed
to energise the heater contactor. Rear (Zone 2) Evaporator
Initiating the defrost cycle energises the rear (Zone 2) defrost
SD-II
relays, RDR and RDR4 (RDRA on MD-II TCI and RD-II
NOTE: The SD-II will not defrost during normal unit TCI). The RDR defrost relay energises the RHGS circuit,
operation unless the evaporator temperature is below 0 to which energises the rear hot gas solenoid and the 26 circuit.
5 C. The 26 circuit energises the condenser inlet solenoid (and the
receiver tank pressure solenoid and purge valve when the
Engine Operation receiver tank pressure check valve is closed). The RDR4
Initiating the Defrost cycle by the manual defrost switch or air (RDRA) defrost relay opens the RLLS-REFR (R13) circuit to
switch energises the defrost LED and the defrost relay. The de-energise the rear (zone 2) evaporator fan. The rear (zone 2)
defrost relay energises the 14 circuit and de-energises the TG-V thermostat also energises the R10 circuit, shifting the
evaporator fan motor contactor. host unit into high speed.
The 14 circuit energises the heater contactor and the heat
relay. The heater contactor energises the evaporator heaters,
the heat relay de-energises the compressor clutch.
De-energizing the evaporator fan motor contactor stops the
evaporator fans.

The condenser inlet solenoid and hot gas solenoid (or rear hot Internal Defrost Timer
gas solenoid) divert heated refrigerant vapour to the TG-V Equipped Units
evaporator coil, melting frost. De-energizing the evaporator
The defrost interval during pull down is permanently set to
fan keeps the heat in the evaporator and prevents warm air
4 hours. Once the unit is in-range, the period of time between
from passing over the load.
the end of one defrost cycle and the start of the next can be set
The defrost termination switch will open and de-energise the to 2, 4, 6, 8, 10, 12, 14 or 16 hours (refer to “Thermoguard V
defrost relay when the frost has melted and the evaporator Operation” in the chapter on Controller Operation). The
temperature rises above 11 C. The thermostat then determines standard factory setting for the in-range defrost interval is
the mode of operation. 4 hours.
Electric Operation μP-T Equipped Units
The front (zone 1) or rear (zone2) Evaporator Defrost cycle on The initial defrost interval can be set for 2, 4 or 6 hours. The
electric standby operation is similar to the Defrost cycle on time interval between subsequent defrost cycles is determined
diesel operation. The evaporator heaters are also energised by the controller based on the time required to complete the
during Defrost on units that are equipped with the optional first defrost.
electric evaporator heaters.
SPECTRUM TS HMI Equipped Units
The initial defrost interval can be set for 2, 4, 6, 8, or 12 hours.
Defrost Components The time interval between subsequent defrost cycles is
determined by the controller based on the time required to
Defrost Air Switch complete the first defrost.
The defrost air switch automatically places the unit on Defrost
Manual Defrost Switch or DEFROST Key
when ice accumulation on evaporator coil builds up to a point
where the air flow across the coil is restricted. A manual defrost switch or DEFROST key is located on the
control panel. Pressing the manual defrost switch (or
Restricted air flow results in a pressure difference between the
DEFROST key) initiates the Defrost cycle if the evaporator
evaporator coil inlet and outlet. The air switch senses the
coil temperature is below 7 C on models with a μP-T
pressure differential across the coil and initiates the Defrost
controller (6 C on most other units).
cycle.
The defrost air switch is preset at the factory. Normally Defrost Termination Thermostat
readjustment is not necessary unless the switch has been The electronic defrost termination switch uses solid-state
tampered with or does not function properly due to factors components to control the defrost circuit. The switch is
affecting air circulation such as bulkhead construction and mounted in the evaporator and closes when the evaporator coil
duct work. temperature is below 7 C on models with a μP-T controller
(6 C on most other units). This completes the defrost circuit to
Automatic Defrost Timer (TG-IV Equipped Units)
ground to enable Defrost.
NOTE: Units equipped with TG-V or μP-T controller have When the unit shifts into a Defrost cycle, the defrost
an integral defrost timer. The Plug-in defrost timer cannot damper blade closes, and heat from the hot refrigerant gas
be used with either controller. melts the frost from the evaporator coil. The switch opens and
terminates the Defrost cycle when the evaporator coil
A defrost timer both initiates and terminates the Defrost cycle. temperature rises to 14 C on models with a μP-T controller
First, the timer is preprogrammed to initiate a Defrost cycle (11 C on most other units).
every 4 hours (standard setting). Time between defrost
Switch Installation
intervals may be changed to 8 to 12 hours by moving the
jumper on the relay board to a new setting. The timing cycle The proper polarity must be observed when installing the
begins when the defrost termination thermostat closes. If the defrost termination thermostat. The wire from the thermostat
termination thermostat opens during the timing cycle, the is negative and must be attached to the chassis ground of the
timer will reset at zero when the defrost thermostat closes. unit. This chassis ground wire must be grounded on a screw
separate from the switch mounting screws, or an improper
Second, the defrost timer terminates the Defrost cycle after
ground may result. The 12 wire from the unit attaches to the
45 minutes if the defrost termination thermostat does not
terminal mounted solid on the switch. If the polarity is
open. The defrost timer will terminate defrost cycles initiated
reversed on the device, it will conduct continuously and act
by either the defrost timer, defrost air switch or the manual
similar to a switch that is stuck closed.
defrost switch. If the timer fails, it may be replaced with a
jumper, P/N 44-7522, between pins 1, 2 & 3. This will allow Defrost Termination Switch Bench Test
the defrost circuit to work without the timer. 1. Connect one lead of a test lamp to battery positive and the
other lead to the screw terminal of the defrost thermostat.
NOTE: Attempting to test the electronic defrost termination

switch with an ohmmeter is generally not satisfactory
because of the low voltage available at the meter leads.
2. Attach the defrost thermostat negative lead to the battery

negative.

3. Raise the temperature of the defrost thermostat above14 C. Pilot Solenoid
The light should be off indicating an open switch. The pilot solenoid is an electrical valve that controls the
4. Cool the defrost thermostat switch below 3 C. The light operation of the three-way valve in the refrigeration system.
should come on indicating the switch has closed. When the pilot solenoid coil is energised, it lifts the pilot
solenoid valve piston and allows refrigerant pressure to shift
NOTE: Allow adequate time for the temperature change to the three-way valve, placing the unit on heat or defrost.
saturate the switch before performing the test.
TherMax (Heat) Solenoid
Defrost Relay
The TherMax solenoid controls the flow of refrigerant through
The defrost relay controls the operation of the unit on the the heat solenoid line. The heat solenoid line goes from the
Defrost cycle. When the defrost air switch, the defrost timer liquid line just past the receiver outlet check valve to the
or manual defrost switch complete the circuit through the accumulator inlet.
defrost termination thermostat to ground, the defrost relay
pulls in to energise the damper solenoid, pilot solenoid and the Damper Solenoid
defrost indicator. The 29 circuit to the damper solenoid is also The damper solenoid energises and closes the defrost damper
connected to the thermostat 29T (29) terminal through to stop evaporator air flow during unit Defrost.
resistors R6 and R7 causing the unit to shift into high speed
when the unit goes into defrost. A holding circuit in the Liquid Line Solenoid (CD-II MAX Only)
defrost relay keeps the unit on Defrost until the defrost The liquid line solenoid controls the flow of refrigerant to the
termination switch opens. condenser. It is open for cool, and is closed for Heat and
Defrost.
Condenser Inlet Solenoid (UTS Only)

The condenser inlet solenoid controls the flow of refrigerant to
the condenser. It is open for Cool, and is closed for Heat and
Defrost.
Hot Has Solenoid (CD-II MAX and UTS Only)

The hot gas solenoid controls the flow of hot gas refrigerant to
the evaporator. It is closed for Cool, and is open for Heat and
Defrost.
tkelkd45
Defrost Termination Thermostat, P/N 41-384 or 44-9637 Defrost Cycle Checkout Procedure
WARNING: CYCLE-SENTRY Equipped Units — Place the
Auto-Start/Stop — Continuous Run switch on
CONTINUOUS RUN before performing any diagnosis and
service operations. The unit may start at any time without
prior warning if the On/Off switch is in ON position and the
selector switch is in AUTO-START/STOP (or
CYCLE-SENTRY) position.
To check the Defrost cycle, operate the evaporator on Cool

until the evaporator coil temperature is below 7 C on models
with a μP-T controller (6 C on most other units). Push the
manual defrost switch (or DEFROST key).
tkelsd22
If the evaporator shifts to Defrost momentarily but shifts
Defrost Termination Thermostat, P/N 41-694 (SD-II) out of Defrost when the switch is released, check the TG-V
thermostat, and the 11 and 12 wires to the TG-V.
Low Speed Defrost (R-403B, R-404A and R-502 Units If the evaporator will not shift to Defrost, or if the Defrost
Except CD-II MAX Models and Models with μP-T cycle will not terminate, see the following defrost checkout
Controller) procedures.
KD-II, MD-II, RD-II, SDZ, STD-II and TD-II models with
R-403B, R-404A and R-502 have low speed Defrost. The low CAUTION: Do not forget to remove the jumper wires from
speed defrost relay opens the 7D (high speed solenoid) when the unit after checking or testing unit components.
the 29 circuit is energised. The control coil of the low speed
defrost relay is powered by the 29 circuit and is grounded
through a diode by the 8S circuit. This allows a unit that is in
Null during CYCLE-SENTRY operation to start if Defrost is
initiated manually.

SPECTRUM, TCI AND TLE MODEL NOTE: Check the To check the three-way valve, operate the unit in Heat by
defrost cycle on the front (zone 1) and rear (zone 2) setting the thermostat well above the compartment
evaporators separately. temperature. If the unit goes into Heat, there will be a rise
in suction pressure and a drop in the discharge pressure. If
Unit Does Not Defrost
the unit does not go into Heat, refer to the procedure
1. Check the evaporator temperature: described in TK5984, “Diagnosing the Thermo King
Make sure the evaporator temperature is actually below Refrigeration System”.
7 C on models with a μP-T controller (6 C on most other To check the HIT timer, take a voltage reading on wire 26.
units) or the unit will not defrost. Use a test thermometer Two minutes later, the same voltage reading should be on
to check the evaporator temperature. wire 26A.
μP-T NOTE: If the evaporator coil temperature is below 7 C TCI AND TLE MODEL NOTE: On the front (zone 1)
and the unit will not defrost, go to step 6. Refer to evaporator, also check the 29 circuit, condenser inlet
Thermoguard μP-T Microprocessor Controller Operation solenoid, liquid line solenoid and hot gas solenoid. On the
and Diagnosis Manual TK 41087, for complete operation rear (zone 2) evaporator, also check the RHGS circuit,
and diagnosis information. condenser inlet solenoid and rear hot gas solenoid.
2. Check the operation of the defrost termination switch: SD-II Defrost Cycle: If the defrost relay works, the defrost
If the unit fails to defrost, place a jumper wire between indicator light comes on and the fans stop, but the unit
wire 12 and ground (CH) at the manual defrost switch (or continues to cool; check the heat relay, the 18 circuit, and the
12 and CH terminals on TG-V thermostat). Press the heat contactor.
manual defrost switch.
Evaporator Will Not Terminate Defrost
If the unit shifts to Defrost, check wire 12 to the defrost
termination thermostat for an open and check for a If the defrost termination switch does not open and terminate
defective defrost termination thermostat. defrost less than 45 minutes after Defrost was initiated, the
TG-V should terminate Defrost, record an alarm code, and
If the unit still fails to defrost, move to step 3. display an alarm symbol. On, TG-V units, an alarm (Defrost
3. Check the manual defrost switch: Terminate On Time Limit) indicates that the defrost
If the unit failed to defrost, place a jumper wire between termination switch did not open, or that the 12 circuit is
wire 11 to ground (CH) at the manual defrost switch. grounded.
If the unit shifts to Defrost immediately, replace the
manual defrost switch. μP-T NOTE: The μP-T controller automatically terminates
defrost is 30 or 45 minutes if evaporator coil temperature
If the unit does not shift to Defrost, move to step 4. does not increase to 14 C. No alarm is recorded.
4. Check the 11 circuit:
NOTE: On units equipped with a TG-IV thermostat and a
If the unit failed to defrost, check for an open in 11 circuit
plug-in defrost timer, the defrost timer should automatically
between the manual defrost switch and the defrost relay. If terminate the Defrost cycle 45 minutes after it is initiated.
the 11 circuit is intact, move to step 5.
5. Check the defrost relay:
If the unit fails to defrost, check the 8 circuit at the defrost
relay socket for 12 volts. If the 8 circuit has 12 volts, the
defrost relay is defective and should be replaced. A lack
of voltage indicates an open in the 8 circuit.
TCI AND TLE MODEL NOTE: On the front (zone 1)

defrost relay, check the PS circuit for 12 volts. On the rear
(zone 2) defrost relay, check the R8NN circuit for 12 volts.
6. If the defrost relay works, the defrost indicator light comes

on and the damper closes, but the unit continues to cool;
check for a stuck three-way valve, defective pilot solenoid,
defective HIT timer, or open in the 26 wire or HIT wire.
To test the coil on the pilot solenoid valve, turn the unit
On/Off switch ON. Place a jumper wire with an ammeter
in the circuit from wire 26 to wire 8 at the defrost relay.
The pilot solenoid should energise and the heat indicator
light (optional) should come on. If the unit does not shift
to heat, the pilot solenoid is not being energised. Check
wire 26 for opens or replace the solenoid coil. If the
solenoid is energised and the current draw is greater than
1 ampere, there is a short in wire 26 or the coil of the valve.

Evaporator Remains In Defrost Indefinitely (All Units Except TCI AND TLE MODEL NOTE: Also check the condenser
Models with μP-T Controller) inlet solenoid, hot gas solenoid (front or zone 1), rear hot gas
solenoid (rear or zone 2), pilot valve, receiver tank pressure
If the unit remains in Defrost indefinitely, check the defrost
solenoid or the receiver tank pressure check valve.
relay, the 11 circuit and the TG-V thermostat (or defrost timer
on units with a TG-IV thermostat). To check the condenser seat in the three-way valve or the
1. Check the defrost relay: condenser check valve, refer to the procedures described in
Unplug the defrost relay and check the B slot in the defrost TK 5984 Diagnosing the Thermo King Refrigeration
relay socket for continuity to CH (ground). If there is no System.
continuity from the B slot to CH (ground), replace the To check the three-way valve bypass check valve, refer to
defrost relay. If there is continuity from the B slot to CH procedures described in the Refrigeration Maintenance
(ground), check the 11 circuit for a short to ground. If no chapter.
short is found, move to step 2. To check the refrigerant charge, refer to “Refrigerant
Charge” in the Refrigeration Maintenance chapter.
TCI AND TLE MODEL NOTE: On the rear (zone 2)
evaporator, remove the jumper from between the R8N and Failure of the throttle solenoid or damper solenoid will
R8NN terminals on the relay board. The rear (zone 2) delay or prevent the evaporator coil temperature from
defrost relays should open (de-energise) immediately. If a rising.
relay fails to open, replace the relay. If the relays open If the unit shifts to defrost but the engine does not shift to
(de-energise), move to step 2.
high speed, check wires 29T (29), 7, 7D and 8S (8) for an
2. Check wires 11 and 11A for a ground: open (R-403B, R-404A and R-502 units have low speed
relay only).
If the defrost relay opened (de-energised) when wires 11
and 11A were disconnected, use an ohmmeter to check the To test the damper solenoid, turn the unit switch ON.
wires for a ground. If no ground is found, move to step 3. Place a jumper wire with an ammeter in the circuit between
wire 29 and 8 terminals at the defrost relay. The damper
3. a. Check the TG-V thermostat:
solenoid should be energised, and the defrost damper
The integral defrost timer in the TG-V thermostat should should close. If the defrost damper does not close, the
terminate the defrost cycle after 45 minutes regardless of damper solenoid is not being energised. Check wire 29 for
the evaporator temperature or amount of frost or ice on the opens or replace the solenoid. Check the damper linkage
evaporator coil. If not, test the TG-V and replace it if for binding.
necessary.
If the high speed solenoid is energised (Model 50 units
b. Check the defrost timer (TG-IV units):
should have the Diesel/Electric switch in Diesel position),
If the unit is equipped with a plug-in defrost timer and is the ammeter (optional) should indicate 10 to 14 amperes.
still stuck on Defrost, replace the defrost timer. The If current draw is greater than 14 amperes, there is a short
defrost timer should terminate the Defrost cycle after in the 29 circuit or one of the solenoids. If the Diesel/
45 minutes regardless of the evaporator temperature or Electric switch is on Electric, the ammeter should indicate
amount of frost or ice on the evaporator coil. approximately 10 amperes discharge.
Unit Fails to Terminate Defrost (in Less than 45 Minutes) To test the high temperature cutout switch (electric
1. Check the evaporator temperature: operation — Model 50 only) with the unit on Heat or
Make sure the evaporator temperature is actually above Defrost, jump wire 30 at the switch to ground. If the heater
14 C on models with a μP-T controller (11 C on most other contactor closes and the electric heater strips get hot,
units) if the unit will not terminate Defrost. Use a test replace the high temperature protective switch. If the
thermometer to check the temperature. If the evaporator heater strips fail to get hot, check wires 30, 26 and 26A for
temperature does not rise enough to bring the unit out of an open or check the heater contactor and electric heater
Defrost, the condenser seat in the three-way valve may be strips.
leaking, the unit may be low on refrigerant, or the 2. Check the operation of the defrost termination switch:
compressor is defective. If the unit will not terminate Defrost, disconnect wire 12
(R12 wire, rear or zone 2 evaporator) from the defrost
termination switch. If the unit shifts back to Cool, the
defrost termination switch is not opening and should be
replaced. If the unit remains in Defrost, move to step 3.

3. Check wires 11 and 12 (R11 and R12 wires, rear or zone 2 To test the defrost timer:
evaporator) for a ground: 1. With the defrost termination switch open, depress the
If the unit remains in Defrost, use an ohmmeter to check manual defrost switch. The unit should not go into
wires 11 and 12 (R11 and R12) for a ground. If wire 11 or Defrost.
12 is grounded, find the grounded portion and repair it. 2. Connect the defrost termination switch (12 circuit) to CH.
Depress the manual defrost switch. The unit should go
into Defrost. Disconnect the CH circuit from the 12
Defrost Timer Checkout (Hard Wired Styles circuit. The defrost relay should open.
A, B, and C) 3. On the defrost timer, connect terminal 6 to terminal 7.
The solid-state defrost timer has two functions. First, the Reconnect the CH circuit to the 12 circuit, then depress the
timer will initiate a Defrost cycle every 4, 6, 8 or 12 hours after manual defrost switch. The unit should go into defrost for
the defrost termination switch is closed. Second, the timer a brief time, then terminate even though the 12 circuit is
will terminate the Defrost cycle in 45 minutes if the defrost still connected to CH.
termination thermostat does not open.
NOTE: Refer to the “Test Duration” time in the “Defrost
NOTE: The solid-state defrost timer is factory programmed Cycle Interval” chart to determine how long the unit should
for 4 hour intervals. be on defrost during the test cycle.
The length of time between defrost cycles is determined by the 4. Approximately 1 to 11 minutes after the timer terminated
number and size of the resistors soldered to the face of the Defrost, the defrost cycle should reinitiate for another brief
timer. Examine the number and size (read colour code on period of time. This “On/Off’ cycle should repeat until the
resistor) of the resistors on the face of the defrost timer. Then 12 circuit opens.
refer to the “Defrost Cycle Interval” chart to determine the
NOTE: Refer to the “Test Interval” time in the “Defrost
setting of the timer in the unit. Note that three different Cycle Interval” chart to determine how long the unit should
vendors supply slightly different looking defrost timers: Style be off defrost before reinitiating Defrost.
A, Style B and Style C (see “Defrost Timer” illustration).
Although Style C uses different size resistors (see “Defrost 5. With the 12 circuit open, the unit should not go into
Cycle Interval” chart), all three styles of defrost timers are defrost.
functionally the same and are marked with the same 6. If the defrost timer fails to function properly, replace the
identification number 4662C69G01. defrost timer.
NOTE: Replacement service parts defrost timers are pre-set

for 4-hour defrost cycle intervals. For 6, 8 or 12 hour
Defrost cycle intervals, some or all of the resistors on the
face of the timer must be removed. Refer to the “Defrost
Cycle Interval” chart to determine the number and size of
resistor(s) that must remain on the face of the timer to
provide the desired defrost interval.
The Defrost cycle interval of a known good defrost timer

installed in a unit may also be changed by adding or removing
resistors between pins 8 and 9 on the face of the timer. Refer
to the “Defrost Cycle Interval” chart to determine the proper
size and number of resistor(s) required for the Defrost cycle
setting desired.
NOTE: The recommended Defrost interval setting is 4

hours.
Electric Defrost Timer (Plug In)

The KD-II, MD-II, RD-II, SDZ and TD-II models with
CYCLE-SENTRY use a plug-in electric timer (P/N 44-7531).
If the timer should fail, no defrost will be possible. In an
emergency, a metal defrost jumper (P/N 44-7522) may be
installed in place of the timer. The jumper is installed across
pins #1, 2, and 3. With the jumper installed, manual defrost
can be achieved, but there will be NO automatic defrost.

tkelr001
Defrost Timer (Hard Wired Styles A, B and C
1. Style “A” 3. Style “B”
2. Early Style “C” 4. Late Style “C”
Defrost Cycle Interval

Defrost Timer Pin and Resister Arrangement 4 Hour 6 Hour 8 Hour 12 Hour
Style A Number of resistors 3 2 1 None
Resistor Type (size)1 3.0 M 3.0 M 3.0 M None
3.0M 3.0M
1.5 M
Test interval (off defrost)2 225 seconds 337.5 seconds 450 seconds 675 seconds
Test duration (on defrost)2 42.2 seconds 42.2 seconds 42.2 seconds 42.2 seconds
Style B Number of resistors 3 2 1 None
Resistor type (size)1 3.0 M 3.0 M 3.0 M None
3.0M 3.0M
1.5 M
Test interval (off defrost)2 56 seconds 84 seconds 112 seconds 168 seconds
Test duration (on defrost)2 10 seconds 10 seconds 10 seconds 10 seconds
Style C Number of resistors 3 2 1 None
Resistor type (size)1 1.2 M 1.2 M 1.2 M None
1.2M 1.2M
620 k
Test interval (off defrost)2 56 seconds 84 seconds 112 seconds 168 seconds
Test duration (on defrost)2 10 seconds 10 seconds 10 seconds 10 seconds
1.
Resistor colour codes:
620 k = blue, red, yellow, gold
1.2 M = brown, red, green, gold
1.5 M = brown, green, green, gold
3.0 M = orange, black, green, gold
2.
Tolerance +5%
Defrost Cycle Intervals (Hard Wired Styles A, B and C)

Plug-In Timer Features On-Unit Testing
• A 4-hour, 8-hour or 12-hour interval between defrosts is 1. The defrost thermostat must be closed or the #12 wire must
selected by attaching the plug in wire to the desired pin on be grounded.
the timer mounting pin socket. The standard setting is 4 2. Attach a test lead between the timer test terminal and
hours. chassis ground.
• A fixed “on” time with termination of Defrost after
3. Turn the On/Off switch ON or start the unit.
approximately 45 minutes if the defrost thermostat does
not open the #12 circuit. 4. The test interval provides approximately 1 to 3 minutes
• Time between Defrost is compressor operating time. This “off defrost” time and 10 seconds “on defrost” time.
provides a timed defrost even when operating on electric Off-Unit Bench Test
standby.
The plug-in solid-state defrost timer (P/N 44-7531) may be
• A test terminal on the side of the timer permits increasing
removed from the unit and bench tested. Use the drawing for
the timer speed for checking the timer.
identifying terminal functions and the procedure provided to
perform the test.
tkelmd46
Defrost Jumper Installed
1. Defrost jumper (P/N 44-7522) installed in place of
defrost timer, P/N 44-7531.
tkelmd29
Defrost Jumper Installed
1. Terminal Strip
2. Common Time Lead
3. 4 Hour Time Lead Location
4. 8 Hour Time Lead Location
tkelmd47
5. 12 Hour time Lead Location
6. Defrost Relay
Defrost Jumper, P/N 44-7522
7. Power In
8. Holding Circuit
9. Power In
10. Defrost Timer Test Terminal (Attach Jumper to
Ground Here)
11. Defrost Termination Switch
14. Air Defrost Switch
tkelmd34
Defrost Timer, P/N 44-7531
1. Test Terminal

1. Attach a test lead between the test terminal and battery Test Results of a Good Timer
negative. This will provide approximately 1 to 3 minutes The light should be “Off” approximately 1 to 3 minutes
“Off Defrost” time and 10 seconds “On Defrost” time. depending upon which terminal #7 is attached. This is the fast
2. Attach a test lead between battery negative and terminal time mode of the interval between Defrost cycles.
“B”. The light should remain “On” approximately 10 seconds This
3. Attach a test lead between battery negative and terminal is the fast time mode of the 45 minute maximum defrost
#6. interval.
4. Attach a test light between terminals “A” and #1.
5. Attach a test lead between terminal #7 and one of the
following terminals: The terminal selected will establish Defrost Air Switch Checkout and
“Off” time for the test. Adjustment
a. #5: 4-hour selection Before testing or adjusting the air switch, check the clear
Approximately 1 minute “Off” time plastic tubing and black plastic tubing to the evaporator coil.
b. #8: 8-hour selection Make sure they are not obstructed or crushed. Check the
Approximately 2 minutes “Off” time probes in the evaporator housing to be sure they are in proper
c. #12: 12-hour selection position. Make sure the probes are not obstructed.
Approximately 3 minutes “Off” time 1. Remove plastic sensing tubing from both sides of the
6. Attach a test lead between battery positive and terminal defrost air switch.
“A”. 2. Disconnect one wire at switch terminal. Connect test light
7. Attach a test lead between battery positive and terminal #4. or continuity tester to the two terminals used on the switch.
3. Install test equipment (P/N 204-442 and P/N 204-494)
onto the hose fitting on the side of the air switch stamped
BLACK.
4. Pressurise the hose until the continuity tester indicates a
completed circuit. Now read the dial of the test gauge. See
“Defrost Air Switch Settings” under “Defrost
Components” in the Specifications chapter of this manual
for correct reading. Release the pressure.
5. If the switch is out of calibration, pressurise the hose again
until the tester indicates correct reading. Adjust the screw
clockwise or counterclockwise until the switch closes and
the continuity tester indicates a completed circuit. Release
the pressure.
6. Repeat test procedure several times to be sure the setting is
correct.
7. Remove the test equipment. Install wire on switch
terminal and air sensing tubes on air switch. The BLACK
hose from the high pressure or air inlet side of the
evaporator coil goes on the hose fitting on the side of the
air switch stamped BLACK. The CLEAR hose from the
low pressure or air outlet side of the evaporator coil goes
on the hose fitting on the side of the air switch stamped
tkelmd53 CLEAR.
Air Switch Testing and Adjustment
1. Continuity Tester NOTE: Route hoses for continuous slope to avoid
2. Adjustment Screw on Air Switch condensate traps.
3. Squeeze Bulb
If too much frost continues to accumulate before Defrost,
4. Pressure in Millimetres of Water
decrease the pressure setting. Turn the adjustment screw
counterclockwise.

If Defrost action occurs with too little frost accumulation, NOTE: To troubleshoot the Cab Control Auto-Start System
increase the pressure setting. Turn the adjustment screw see CYCLE-SENTRY IV Diagnosis.
clockwise.
A whisper (idle) switch is located in the cab control box.
Measuring Evaporator Coil Pressure Differential When this switch is in the whisper position, the engine will
If the air switch is initiating Defrost too often, the air flow always operate in low speed. The engine will start in high
through the evaporator may be restricted. Make sure the air speed but it will return to low speed after it is first started. The
switch is adjusted properly, the tubing is routed correctly, and whisper relay on the option board energises the high speed
the probes are positioned correctly. solenoid whenever the H circuit is energised.
1. Operate the unit through a Defrost cycle to clear the The Preheat/Start switch on the unit switch panel allows an
evaporator coil of frost. operator to manually preheat and start the unit.
2. Remove the plastic sensing tubes from the air switch.
3. Connect a Magnehelic pressure gauge (P/N 204-442) to
the plastic sensing tubes. BATTERY
4. Operate the unit in High Speed Cool and measure the Inspect and clean the battery terminals and check the
evaporator coil pressure differential. If the pressure electrolyte level during scheduled maintenance inspections.
differential of the clear coil is more than one half of the air The minimum specific gravity should be 1.235. Add distilled
switch setpoint, the evaporator coil is restricted and must water as necessary to maintain the proper water level.
be cleaned. A dead or low battery can be the cause of an LED or
5. Remove the test equipment. Connect the air sensing tubes ammeter (optional) indicating discharge due to lack of initial
to the switch. The BLACK hose from the high pressure or excitation of the alternator
air inlet side of the evaporator coil goes on the hose fitting
NOTE: If the battery was discharged enough that a boost
on the side of the air switch stamped BLACK. The was needed, the alternator may not recharge the battery
CLEAR hose from the low pressure or air outlet side of the because there may not be adequate current to excite the
evaporator coil goes on the hose fitting on the side of the alternator field.
air switch stamped CLEAR.
UNIT WIRING
CAB CONTROLS Inspect the unit wiring and the wire harnesses during
Starting with serial number 090XXXXXXX, CD-II MAX, scheduled maintenance inspections for loose, chaffed or
KD-II, MD-II, RD-II, SDZ, STD-II and TD-II models ordered broken wires to protect against unit malfunctions due to open
with the standard cab control option have an On/Off switch, a or short circuits.
defrost switch, a whisper (idle) switch, and a thermometer
mounted in a DIN control box. The standard cab control
option has a feature called Auto-Start. The Auto-Start system ELECTRICAL CONTACTS
uses a CYCLE-SENTRY module to automatically start the
unit whenever the unit is turned ON. A CYCLE-SENTRY cab WARNING: The unit uses high voltage alternating current
control option that automatically starts and stops the unit can (ac) during electric operation. Lethal voltage potentials can
also be ordered. exist on connections in the high voltage box. Take
appropriate precautions and use extreme care when testing
WARNING: The unit will always automatically start when the unit.
both the unit On/Off switch and the cab control box On/Off
switch are turned ON. Inspect all relay contacts for pitting or corrosion every 750 to
1,000 operating hours, and repair or replace as necessary.
The On/Off switch in the cab control box energises the
CYCLE-SENTRY module. The CYCLE-SENTRY module
controls relays located on the option board that preheat, start,
and operate the engine. Since the CYCLE-SENTRY module
is energised by the On/Off switch (not a battery sentry relay or
the thermostat), once the engine is started it will operate until
the unit is turned OFF.

Test the contact points of the contactor by checking the Coil Replacement
voltage drop across each set of points when the contactor is 1. Follow steps 1 through 4 in Point Replacement.
energised and the system is operating. If the voltage drop 2. Remove the four screws that mount the base to the
across a set of points is more than 15 Vac, replace the contact contactor.
points as a set.
3. Slide out the coil and remove the brass tube from the coil.
Test the contactor coil by checking the voltage across the
coil. The heater and motor contactor coils should be energised 4. Insert the brass tube inside the new coil.
by a minimum of 10 volts DC. 5. Slide the coil into the contactor assembly.
6. Replace the mounting plate and four screws.
SD-II MODEL NOTE: The remote evaporator fan 7. Install the contactor in the unit and replace the wires.
contactor coil and the supply contactor coil should be
energised by a minimum of 20 volts ac. 8. Operate the unit and check the contactor operation.
Contactors and Relays (Before 4/92) Contactors and Overload Relay Terminals
Maintenance consists of replacing the coil of a contractor if an (After 3/92)
open or short occurs. Points are also replaceable as a set. An improved terminal is now being used on all Model 50 truck
units using Telemecanique contactors and overload relays.
Point Replacement The new terminal is a sleeve which slides over the stripped end
1. Disconnect the power cord from the unit. of the wire. When installed in the contactor, the sleeve is
2. Remove the high voltage wires from the contactor. Note crushed into a serpentine shape which will securely hold the
the position of the wires. wire.
3. Remove the low voltage wire from the coil.
4. Remove the contactor from the unit.
5. Remove the three screws holding the bridge contacts and CAPACITORS
the six screws which mount the terminal contacts.
6. Install the point kit set. Wire Gauge Terminal P/N Strip Length
18 44-9888 10 mm
7. Replace the contactor in the unit and install the wires.
16 44-9889 10 mm
8. Operate the unit and check the contactor operation. 14 44-9866 13 mm
12 44-9890 13 mm
10 44-9891 13 mm
Test each capacitor by disconnecting it from the circuit and
testing it with a capacitor tester. Each capacitor should have a
capacitance of 26 mF.
Access the capacitor assembly by removing the plate at the
bottom of the control box and withdrawing the capacitor and
plate as an assembly.
BLEED DOWN RESISTORS

Test the resistance of each bleed down resistor by
disconnecting it from the circuit and checking it with an
ohmmeter. The resistance of each resistor should be
470 ± 47 k ohms.
tkelmd37
Telemecanique Contactor (After 3/92)
1. Torque specifications are listed on side of
contactor.
2. After Crimp

CIRCUIT BREAKERS FUSES
Main Circuit Breaker 7X-CH Circuit Fuse (SPECTRUM, TCI and

This auto reset circuit breaker protects the main electrical TLE Models)
circuit to the engine glow plugs and the starter solenoid. If the This 3 ampere fuse is located near the bottom of the relay
circuit breaker opens: board. It protects the 7X-CH circuit that grounds the control
1. Check for a short in one of the glow plugs. coil on the 4K relay when the 2K relay is not energised. If this
2. Check for a ground in the 2B (2A), H or 8S circuits. fuse burns out, check for a short circuit in the 7X circuit, or
check the control coil of the 4K relay for a short circuit.
Control Circuit Breaker

This auto reset circuit breaker protects the unit control circuits.
Transformer Fuses (SD-II)
If this circuit breaker opens, check the unit for a grounded wire These 2 ampere fuses are located inside the control box. They
or a grounded condition in a relay or solenoid. This circuit protect the transformer from excessive current loads. If one of
breaker is reset by turning the On/Off switch OFF for a these fuses blows, check the transformer and the L1T and L2T
minute. circuits to the transformer.
Evaporator Fan Circuit Breaker (ECT, ELT, Rectifier Fuse (SD-II)

EW, SPECTRUM, TLE or UTSE Remote This 10 ampere fuse is located inside the control box. It
Evaporator) protects the rectifier from excessive current loads. If this fuse
blows, check the unit for a grounded wire or a grounded
This auto reset circuit breaker protects the rear evaporator fan
condition in a relay or solenoid.
circuits. If this circuit breaker opens, check the evaporator fan
motors, 2F, F2, R2F, RFSR, FM and RFM circuits for a
grounded wire.
Relay Board Fuses (Models with μP-T
Controller)
OVERLOAD RELAY Fuses on the relay board protect the control circuits listed
below.
The overload relay should open if the motor circuit current
draw is more than 12 amperes at 380-460 Vac. The overload
Fuse Size Function
relay should open the motor circuit if the current draw is more
F200 3 Amp 2P Power to Controller
than 25 amperes at 200-230 Vac.
F202 3 Amp Oil Level Switch
SD-II MODEL NOTE: Overload relay and thermal switch F300 3 Amp Pilot Solenoid
should open if the current draw is more than 9 amperes at F301 3 Amp TherMax Solenoid
380 Vac. F302 3 Amp Alternator Relay
F303 3 Amp Damper Relay
F304 3 Amp Starter Relay
FUSE LINK F305 3 Amp On/Run Relay
F306 3 Amp Preheat Relay
The fuse link protects the electrical system if a circuit breaker F307 3 Amp Not Used
fails to open. If the fuse link burns out, check for a grounded F308 3 Amp Not Used
2 wire or for any condition that would cause a circuit breaker F309 15 Amp Alternator Excitation
to open. Replace the defective circuit breaker and replace the F310 15 Amp Damper Solenoid
fuse link. F311 10 Amp Remote Reset Solenoid
F400 3 Amp Motor Starter
F401 10 Amp Fuel Solenoid and Fuel Pump
BATTERY FUSE F1 (UTS MODELS) F402 10 Amp Throttle Solenoid
The battery fuse (F1) is a 60 amp fuse that protects the 2 F403 3 Amp Heater Contactor
circuit. It is located in a fuse holder in the 2 wire near the
battery. If the battery fuse burns out, check for a grounded 2
wire before replacing the fuse.

2. Lack of engine oil pressure.
GLOW PLUGS
Z400 ENGINE NOTE: Engine oil pressure below 48 kPa,
Glow plugs heat the combustion chamber to aid in quick 0.48 bar, 7 psi.
starting. The glow plugs are energised when the Preheat/Start
switch is pressed to the PREHEAT or START position or 3. Lack of fuel to the engine (switch opens because of a lack
when CYCLE-SENTRY control module initiates unit start-up of engine oil pressure).
(Auto Start-Stop/ Continuous Run switch in the AUTO
START-STOP position). NOTE: If the unit switch is ON with Auto Stop-Start/
A defective glow plug (burned out) can be detected with the Continuous Run selector switch in the CONTINUOUS RUN
unit ammeter (optional). The unit ammeter should show 21 to position and the engine is not operating, the low oil pressure
25 amperes discharge while the Preheat/Start switch is held in sensor will cause the reset switch to open.
the PREHEAT position and the On/Off switch is in the OFF
4. High pressure in the refrigeration system (high pressure
position. A discharge of 21 to 25 amperes means all three
cutout shuts down the engine, then reset switch opens
glow plugs are working. If the discharge rate drops below
because of engine low oil pressure).
21 amperes on PREHEAT, at least one glow plug is bad.
5. Unit exceeds cranking limit on CYCLE-SENTRY
TK 2.44 and TK 2.49 ENGINE NOTE: Ammeter should operation. If the engine cranks continuously for
show 14 to 17 amperes discharge while preheating. approximately 30 seconds and fails to start, the
CYCLE-SENTRY module stops further cranking
To isolate an open circuit glow plug, remove the jumper bar attempts. After this occurs, the reset switch opens in 30 to
and test each glow plug individually with an ohmmeter or a 50 seconds or less because of engine low oil pressure.
jumper wire and ammeter. Each glow plug should have a 6. A ground fault in the 20 or 20A wires to the switches is
resistance of approximately 1.5 ohms or a current draw of also a possible cause.
about 7 amperes.
NOTE: A ground or short circuit in the electrical system
TK Z400 ENGINE: Each glow plug normally has a does not cause the reset switch to pop out.
resistance of approximately 0.8 ohms. Disconnect the H
wire and check the resistance between the screw terminal
and the engine block. Replace the glow plug if the resistance
is more than 1.0 ohm or less than 0.5 ohms. ENGINE RESET RELAY
Starting with serial number 080XXXXXXX, CD-II MAX,
A shorted glow plug will be indicated by the ammeter KD-II, MD-II, RD-II, SDZ, STD-II, TCI, TLE and TD-II
(optional) showing full discharge when the Preheat switch is models with CYCLE-SENTRY have an engine reset relay
pressed or when the CB2 circuit breaker is opened. Check added to the engine reset circuit. This relay is located in the
each glow plug. control box.
The engine reset relay supplies battery voltage to the
resistor in the reset switch if the high pressure cutout switch or
ENGINE RESET SWITCH low pressure cutout switch (optional) opens. Battery voltage
The engine is protected by a manually reset thermo-breaker on the resistor will cause the engine reset to open if the engine
switch. The reset switch contains a heating coil that is stopped operating because the high or low pressure cutout
attached to sensor switches in the engine oil system and engine switch opened.
cooling system. The 8H circuit energises the relay during normal operation.
If one of the sensors is grounded due to an abnormal If the 8H circuit is de-energised, a set of contacts in the relay
condition (low oil pressure, high coolant temperature or close and connect the 8 circuit to the 7KB circuit. This
extended cranking time), the heated coil heats up causing the switching supplies battery voltage to the resistor in the engine
reset switch to open and stop the engine. reset switch.
It takes approximately 40 seconds for the coil to heat up
and open the reset switch. The reset switch must be replaced
if it is defective.
Summary of reasons for the reset switch opening.
1. High coolant temperature.
Z400 ENGINE NOTE: Engine coolant temperature above

110 C.

Replace the switch as necessary.
ENGINE LOW OIL PRESSURE SWITCH
Engine oil pressure should rise immediately on starting,
causing the oil pressure switch to open. If the oil pressure AMBIENT SWITCH (R-403B, AND R-404A
drops below 69 ± 14 kPa, 0.69 ± 0.14 bar, 10 ± 2 psi, the UNITS)
switch will close and open the reset switch and stop the An ambient switch is used in R-403B, R-404A and R-502
engine. A continuity tester is needed to check the oil pressure units to prevent liquid slugging of the compressor at high
switch. ambients. The ambient switch is located on the condenser coil
bracket above the compressor. Electrically it is located
Z400 ENGINE NOTE: Switch opens if oil pressure drops between the 2 circuit and the Thermax heating solenoid.
below 48 kPa, 0.48 bar, 7 psi.
At temperatures above –17 C, the ambient switch is open.
1. Remove wire 20A from the switch. This disables the TherMax solenoid and eliminates the
condenser evacuation mode.
2. Continuity tester should indicate a complete circuit
At temperatures below –19 C, the ambient switch is closed.
between the terminal and ground.
This enables the TherMax solenoid and the condenser
3. Start the engine. Tester should show an open circuit evacuation mode, increasing the unit heating capacity.
between the terminal and ground.
Repair consists of replacing the switch.
Bench Testing the Ambient Switch
The ambient switch must be load tested; it cannot be tested
with an ohmmeter or a diode tester because the voltage on the
meter leads is not high enough to properly actuate the switch.
1. Connect one lead of a test light to the positive terminal of
a 12 Vdc power source.
2. Connect the other lead of the test light to the red wire on
the ambient switch.
3. Use a jumper to connect the white wire on the ambient
tkelkd42 switch to the negative terminal of the power source.
Engine Oil Pressure Switch 4. Warm the ambient switch until its temperature is above
–17 C. The test light should be off indicating that the
ambient switch is open.
5. Cool the ambient switch until its temperature is below
HIGH WATER TEMPERATURE SWITCH –19 C. The test light should be on indicating that the
The high water temperature switch will close and open the ambient switch is closed.
reset switch if the coolant temperature is greater than 104 C.
NOTE: Make sure to allow enough time for the temperature
Use a continuity tester to check the switch. Use a coolant
changes to saturate the switch while performing this test.
temperature gauge to check the coolant system temperature.
Z400 ENGINE NOTE: Switch will close if engine coolant

temperature rises above 110 C.
1. Remove wire 20A from the high water temperature switch.

2. Operate the unit until it reaches normal operating
temperature of 82 C. There should be no continuity from
the switch to ground.
3. If the engine becomes overheated and reaches 104 C, the
switch should have continuity to ground.
Replace a defective switch.
LOW WATER LEVEL SWITCH (SD-II)

The low water level switch will close and open the reset switch
if the coolant level drops to within 13 mm of the bottom of the
expansion tank. Use a continuity tester to check the switch.
1. Remove the 20A wire from the LWL.
tkelmd92
2. Fill the expansion tank to the top. There should be no
continuity from the LWL to ground. Ambient Thermostat
1. Red Lead
3. Slowly drain off coolant from the tank and with
2. White Lead
approximately 13 mm coolant in the bottom of the tank,
the LWL should have continuity to ground.

2. If the problem is still uncorrected, then disconnect the
DIGITAL THERMOMETER sensor from the case, and check the resistance of the sensor
The digital display shows the temperature and is continuously and compare with the specifications listed. If the sensor is
backlighted. Digital range is approximately –40.0 to +40.0 C. ok, replace the temperature display head. If the sensor is
The accuracy is ±1.0 C at 0.0 C. bad, replace the sensor.
Display interpretations: Temperature Resistance (ohms)

-28.9 C 3012
Blank Low Power -23.3 C 3061
-188 Open or shorted sensor lead 0.0 C 3266
-188 Sensor above or below temperature range 10.0 C 3354
The sensor is connected to the two left side terminals (or the 26.6 C 3498
two bottom terminals on some models) on the rear of the case 3. Slight recalibration adjustments can be made by turning
(as you look at the back of the thermometer). These terminals the smallest screw located on the face of the thermometer.
are labelled SENSOR below (or above) them. The sensor The thermometer can be adjusted approximately 2.2 C.
leads may be attached to either terminals. Some models are not adjustable and do not have the
The 12 Vdc power is connected to the two right side adjustment screw.
terminals (or the two top terminals on some models) on the
rear of the case. The positive terminal is labelled (+). The
negative terminal is labelled (-).
DIAL THERMOMETER CALIBRATION
NOTE: The thermometer has a nameplate which shows the The dial thermometer calibration should be checked during
connections. scheduled maintenance intervals to verify accuracy.
1. Prepare an ice water bath. Fill an insulated container with
ice. Add just enough distilled water to cover the top of the
Checkout Procedure ice. Stir the water for at least three minutes to bring the
1. Check the voltage and polarity applied to the terminals water temperature down to 0.0 C. Check the temperature
located on the rear case. The voltage must be 10 to of the ice water bath with an accurate thermometer.
15 Vdc, and the positive must be on the + terminal and 2. Remove the sensing bulb of the dial thermometer from the
negative on the – terminal. mounting clamps.
3. Place the sensor bulb in the ice water bath. Be sure the
bulb is entirely submerged in the ice water solution and is
not in contact with the insulated container.
4. Agitate the ice water one or two minutes until the reading
of the dial thermometer stabilises. The dial thermometer
should indicate ± 1.0 C. Double check the temperature of
the ice water bath with an accurate thermometer before
recalibrating or replacing the dial thermometer.
UNLOADING RELAY CIRCUITS (R-403B,

AND R404A, UNITS)
The unloading relay circuits temporarily reduce the load on
the engine or electric motor when the unit is started. The two
tkelkd46 main components are the unloading relay and the unloading
Typical Digital Thermometer timer.
1. Sensor Lead
2. Positive (+)
3. Negative (–) Unloading Timer
4. Grey and Black LCD Display The unloading timer energises the unloading relay for
5. Small Recalibration Screw approximately 20 seconds (40 seconds on CD-II MAX
6. Large Hole models) when the engine or electric motor is first started to
reduce the load.

5. Check the resistance of the ground circuit to the unloading
Unloading Relay relay.
The normally closed contacts in the unloading relay connect a. Single temperature systems: The H circuit should be
the 7K circuit to the 7KC (7KU) circuit while the unloading grounded through the glow plugs when the Preheat/Start
relay is de-energised. The 7KC (7KU) circuit is connected to switch is in the neutral position. Check the resistance
the EXC (excitation) terminal on the alternator. This provides between the BLU wire in the main wire harness and
the initial excitation current for the alternator. ground.
When the unloading relay is energised, these contacts open b. TCI and TLE (Multi-temperature) models: Check the
and there is no power available at the EXC terminal on the resistance between the ER wire in the main wire harness
alternator. This de-energises the field coil, which keeps the and ground.
alternator from charging and allows the alternator to turn c. If the resistance is more than 80 to 100 ohms, check the
freely. BLU (ER) wire to the unloading relay, the unloading
relay coil and the H (CH) circuit and glow plugs for bad
TCI AND TLE MODEL NOTE: Disabling the alternator connections or opens.
also prevents the INDL circuit from energizing the fan 6. Hold the Preheat-Start switch in the PREHEAT position
enable relays (FER and RFER). This keeps the evaporator
and check for battery voltage at the BLU wire in the main
fan motors de-energised to reduce the current draw on the
battery while the alternator is not charging. If the unloading wire harness. If battery voltage is not present of if it is low,
timer is defective, it may be difficult to start the engine or the check the H circuit, Preheat-Start switch, and 2A circuit
electric motor. for bad connections or opens.
7. Place the On/Off switch(es) in the ON position and check
CD-II MAX, KD-II, MD-II, RD-II, SDZ, STD-II AND for battery voltage at the 7K (7KB) wire in the main wire
TD-II NOTE: The normally open contacts in the unloading harness. If battery voltage is not present or if it is low,
relay connect the 7K circuit to the 26A circuit when the
check the 7K (7KB) circuit and the other circuits and
unloading relay is energised. This energises the pilot
components back to the battery for bad connections or
solenoid, which shifts the three-way valve to heat and
reduces the compressor’s load on the engine. opens.
8. Place an On/Off switch in the OFF position.
9. Connect the unloading timer wires to the main wire
Checking the Unloading Circuits harness at the two pin connector. Attach one lead of a
1. Set the thermostat setpoint well below the compartment voltmeter to the ORG wire and attach the other lead to the
temperature so the unit will operate in Cool. BLU wire.
2. Start the unit manually and check the following: 10. Place the On/Off switch in the ON position and check the
a. The yellow alternator indicator LED should be lit for voltage between the ORG and BLU wires. No voltage or
about 20 seconds (40 seconds on CD-II MAX models) very low voltage should be present when the On/Off
after the Preheat/Start switch is released. switch is first turned on. Approximately 20 seconds (40
b. Single temperature systems except CD-II MAX models: seconds on CD-II MAX models) after the On/Off switch is
The pilot solenoid should be energised for about turned on, battery voltage should appear between the ORG
20 seconds after the Preheat/Start switch is released. and BLU wires. If the unloading timer is defective, it must
be replaced.
c. CD-II MAX models: The evaporator fans should not
start for 40 seconds after the Preheat/Start switch is
released.
d. If the unloading circuit does not function properly, CLUTCH TIMER (CD-II MAX MODELS
check the 7K (7KB) circuit, the H (ER) circuit, the ONLY)
unloading timer and the unloading relay. The clutch timer keeps the clutch relay from energising for
3. Place the On/Off switch in the OFF position, place the 20 seconds when the engine is first started to reduce the load
CYCLE-SENTRY switch in the CONT RUN position and on the engine. The clutch is timed to be staged in 20 seconds
place the Diesel/Electric switch in the DIESEL position. earlier than the evaporator fans. The clutch relay is energised
4. Disconnect the unloading timer wires (BLU and ORG) by 7K-7MC through the clutch timer. The clutch relay pulls in
from the main wire harness at the two pin connector. and supplies power to the compressor clutch through the
clutch relay from 2C to CLU.
Testing the Clutch Timer

1. Place the On-Off switch in the OFF position. Place the
CYCLE-SENTRY switch in the CONT RUN position.
Place the Diesel/Electric switch in DIESEL position.

2. Disconnect the clutch timer wires (BLU and ORG) from 2. Set both thermostats at least 5.0 C below the compartment
the main wire harness (7MC and 7K) at the two pin temperatures to make both evaporators operate in Cool.
connector. 3. Attach one lead of a voltmeter to the PVT wire at the
3. Check the resistance between the BLU wire in the main positive (+) terminal on the purge valve timer. Attach the
wire harness and ground. If the resistance is more than other lead of the voltmeter to CH wire at the negative (-)
100 ohms, check the 7MC wire to the clutch relay, the terminal on the purge valve timer. Check the voltage
clutch relay coil, the H circuit and the glow plugs for bad across the purge valve timer. No voltage or very low
connections for opens. voltage should be present. If voltage is present, check the
4. Hold the Preheat-Start switch in the PREHEAT position thermostat settings, the PVT wire, the purge valve relay,
and check for battery voltage at the 7MC wire in the main the PR wires, the SLS circuit, the RSLS circuit, the
wire harness. If battery voltage is not present or if it is low, thermostat relays and the thermostats.
check the H circuit, Preheat-Start switch and the 2A circuit 4. Set one of the thermostats above –9.0 C and at least 5.0 C
for bad connections or opens. above its compartment temperature to make that
5. Place the On-Off switch(es) in the ON position and check evaporator shift to heat. Check the voltage across the
for battery voltage at the 7K wire in the main harness. If purge valve timer. Battery voltage should be present for
battery voltage is not present or if it is low, check the 7K approximately 60 seconds, then the voltage should drop to
circuit and the other circuits and components back to the approximately zero.
battery for bad connections or opens. a. If battery voltage is present but it does not drop to zero
6. Place an On-Off switch in the OFF position. after 60 seconds, the purge valve timer is defective.
7. Connect the clutch timer wires to the main wire harness at b. If battery voltage is not present, disconnect the CH and
the two pin connector. Attach one lead of a voltmeter to the PVT wires from the purge valve timer. Check the CH
ORG wire and attach the other lead to the 7MC wire. wire for continuity to ground and check the PVT wire for
voltage.
8. Place the On-Off switch in the ON position and check the
voltage between the ORG and BLU wires. No voltage or If the CH wire does not have continuity to ground, check
very low voltage should be present when the On-Off for a broken CH wire or a bad connection.
switch is first turned ON. About 20 seconds after the The PVT wire should have battery voltage. If not, check
On-Off switch is turned on, battery voltage should appear the thermostat settings, the PVT wire, the purge valve
between the ORG and BLU wires. If battery voltage is relay, the PR wires, the SLS circuit, the RSLS circuit, the
present when the On-Off switch is first turned on, or if thermostat relays, and the thermostats.
battery voltage does not appear approximately 20 seconds If the CH wire has continuity to ground and the PVT wire
after the On-Off switch is turned on, the clutch timer is has battery voltage, the purge valve timer is defective.
defective and must be replaced.
PURGE VALVE TIMER

The purge valve timer energises the purge valve relay
approximately 60 seconds after a suction line solenoid is
energised when one evaporator is in heat and the other
evaporator is in cool. When energised, the purge valve relay
opens the 26-26P circuit, supplying power to the purge valve.
This closes the purge valve to keep liquid refrigerant from
slugging the compressor. If the purge valve timer is defective,
the unit may not heat or defrost properly, the unit may not
control the compartment temperatures properly, and the unit
may experience compressor slugging.
Testing the Purge Valve Timer
1. Start the host unit with the One Temp/Two Temp switch in
the TWO TEMP position and the rear evaporator turned
on.

5. Disconnect the voltmeter and place the timer in its socket.
TIMER (SD-II) Check for voltage between the 16 circuit at the relay board
The timer delays start-up of the evaporator fans and heaters to and a CH circuit. Battery voltage should be present at the
allow the induction alternator to reach full speed and voltage. 16 circuit until approximately 20 seconds after the timer
The timer closes its normally open contacts 20 seconds was placed in its socket. Then the voltage should drop to
after it is energised. This provides a ground circuit for the approximately zero.
evaporator fan motor contactor (EFM) and the heat contactor a. If voltage is not present, check the 16 circuit, the EFM,
(HC). The timer is energised by the CRX or the HRX through the 15 circuit, the defrost relay, and the 8H circuit.
normally closed contacts in the engine started relay (ESR). b. If the voltage does not drop to zero after 20 seconds, the
The ESR is energised when the BDA circuit to the fuel timer is defective.
solenoid is energised and the L terminal on the alternator is
grounded. The L terminal is grounded when alternator output
is low. Therefore, the timer delays the operation of the INDUCTION ALTERNATOR SYSTEM (SD-II)
evaporator fans and heaters until 20 seconds after the engine The induction alternator system uses the electric standby
starts (engine operation) or the thermostat calls for cool or heat motor as an induction alternator to provide power to the
(electric operation). During engine operation, the timer will evaporator fans and heaters during engine operation.
de-energise the evaporator fans and heaters if the alternator The induction alternator system and the electric standby
stops charging for any reason. system are similar, and use many of the same components.
If the fans and heaters are operated before the induction The supply contactor isolates the phase indicator, the
alternator is at full speed, the voltage will collapse. Then the transformer, and the rectifier from the induction alternator
fans and heaters will NOT work. If this happens, the voltage system during engine operation.
can be restored by one of the following methods: Residual magnetism, from being used as an electric standby
1. Operate the unit on electric standby drive. motor, initially excites the induction alternator. Powered by
2. When a three-phase power supply is not available, the diesel engine, the induction alternator generates high
disconnect the electric motor harness from the overload voltage ac electricity. This ac power is used to operate the
relay and connect a 12 volt power supply across two of the evaporator heaters and the evaporator fan. The dc control
motor harness wires. circuits control the contactors which connect the heaters,
capacitors and the fan motor to the ac circuit. Capacitors,
connected to the circuits, increase the power available in the
Testing the Timer system.
1. Place an On/Off switch in the OFF position. Place the The components in the induction alternator system are:
CYCLE-SENTRY switch in the CONT RUN position. • The induction alternator supplies ac electric power.
Place the Diesel/Electric switch in the DIESEL position. • The overload relay protects the induction alternator.
Set the thermostat to make the unit operate in heat or cool. • The motor contactor connects the induction alternator to
2. Remove the timer (T) from its socket. Check for the ac circuit.
continuity between the 87 slot in the timer socket and the • The thermal switch protects the heater and evaporator fan
CH circuit. If there is no continuity, check the CH circuits circuits.
to the relay board. If the CH circuits to the relay board are • The capacitors increase the available power by
intact, the relay board may be defective. neutralizing the inductive reactance of the evaporator
3. Attach a voltmeter between the 85 and 86 slots in the timer heaters and the evaporator fan motors.
socket. • The bleed down resistors slowly discharge the capacitors
when the system is not operating. This prevents
4. Turn the unit ON and check the voltage between the 85 and
accidentally discharging a capacitor charged with high
86 slots in the timer socket.
voltage when servicing the unit.
a. Before the unit starts there should be no voltage between • The evaporator fan motor contactor connects the
the 85 and 86 slots in the timer socket. If voltage is evaporator fan motors to the ac circuit.
present, check for a defective ESR or a short in the 34 • The evaporator heater contactor connects the evaporator
circuit in the relay board. heaters to the ac circuit.
b. After the engine starts, battery voltage should be present
between the 85 and 86 slots in the timer socket if the
alternator is operating properly. If voltage is not present,
check for low alternator output, a grounded L terminal
on the alternator, or a short to ground in the ESR circuit.

2. Disconnect the BLK wires from the phase indicator light.
Induction Alternator Test Turn the power supply ON and check the voltage between
the two BLK wires coming from the phase indicator
WARNING: The induction alternator system operates with module.
very high voltages. Take the appropriate precautions to
avoid injury when testing the system. Voltage of approximately 120 Vac indicates that phase
indicator module is acceptable and that the light is
Test the output voltages and currents with the unit on heat and probably defective.
the engine operating in high speed. No voltage indicates that the phase indicator module is
Measure the voltage between wires BLK and BRN, BRN probably defective if the wiring is correct and the power
and BLU, and BLK and BLU at the overload relay (OL). The supply phase is incorrect.
voltage between each pair of wires should be 380 to 420 volts
ac.
Measure the current in wires BLK, BRN, and BLU, at the CONDENSER AND EVAPORATOR FAN
overload relay (OL). The current in each wire should be
ROTATION (ELECTRIC STANDBY
2.5 ± 0.2 amperes.
If the output voltages and currents are out of this range, OPERATION)
repair or replace the induction alternator. Make sure to The condenser and evaporator fans are belt driven. On electric
eliminate the possibility that a defective component, such as a standby operation, check for correct fan rotation by placing a
contactor, a heater, a capacitor, a resistor, or a wire is causing small cloth or sheet of paper against the condenser fan grille
the unacceptable readings before assuming the alternator is on the front of the unit. Correct rotation will hold the cloth or
defective. paper against the grille. Improper rotation will blow the cloth
Another possible cause of incorrect output voltage is or paper away from the grille. To correct improper condenser
incorrect induction alternator speed. This may be caused by fan rotation, reverse any two power cord leads at the power
incorrect tension on the belt between the engine and the cord. (DO NOT move the ground wire which is normally
induction alternator, or by incorrect adjustment of the engine’s GREEN.)
high speed. With the belts adjusted properly the engine high
speed should be adjusted to give an induction alternator output
of 380 to 420 volts ac. (The engine high speed should be EVAPORATOR FAN MOTORS (SD-II)
2750 to 2900 rpm.)
Each evaporator fan motor should have a full load current of
0.3 to 0.4 amperes ac at an operating voltage of 380 volts ac.
PHASE INDICATOR (SD-II)

The SD-II model is equipped with a phase indicator light. EVAPORATOR HEATERS
This light comes on when the phase of the power supply is Test the resistance of each evaporator heater by disconnecting
incorrect. Incorrect phase causes the electric motors to it from the circuit. Check resistance with an ohmmeter.
operate backwards, which causes the unit fans to operate
backwards.
If the phase indicator light comes on when the unit is
All Units Except SD-II, TCI and TLE Models
connected to an electric power supply, the phase of the power
supply must be corrected. Turn the power off and disconnect (Optional)
the socket. Using a flat blade screwdriver, press in and rotate The resistance of each heater should be 61 to 75 ohms.
the two lower pins in the Receptacle Plug in a clockwise or
anti-clockwise direction to reverse the position of the two
pins. TCI Models (Optional)
If the electric motor operates backwards (unit air flow The resistance of each heater should be 115 to 140 ohms.
incorrect) but the phase indicator light does not come on:
1. Turn the electric power supply off and check the unit
wiring. The wires must be connected to the component SD-II
terminals exactly as shown in the wiring diagram.
The resistance of each heater marked with red dots should be
119 to 145 ohms. The resistance of each heater marked with
white dots should be 60 to 72 ohms.

Replacing a Fail Heater Element (SD-II) HIGH TEMPERATURE SWITCH
1. Determine which heater has failed. The two heaters with (OPTIONAL)
white dots are 730 Watts each and are positioned in the top
The high temperature switch will open and de-energise the
of the coil block. The two heaters with red dots are
heater contactor if the evaporator temperature rises above
365 Watts each. One is placed at the bottom of the coil
66 C. To test the switch:
block and one is placed under the bottom coil plate.
1. Press the manual defrost switch—the heater strips should
2. Disconnect the wires from the contactor and feed back
get hot.
through the bulkhead into the evaporator.
2. Remove the 30 wire from the high temperature switch to
3. If the failed heater is in the coil block, remove the cover simulate a high temperature condition caused by
plates on the side of the evaporator. Remove the training overheating of the heater strips—heater strips should begin
clips and withdraw the pair of heater rods. to cool, although the unit will remain in Defrost cycle.
NOTE: The heaters may need to be progressively bent as 3. Replace the 30 wire on the high temperature switch.
they are removed from the coil.
4. The replacement heaters have a flexible joint in the centre ELECTRONIC HIGH TEMPERATURE
to allow them to be easily fitted.
SWITCH (EEC)
5. When refitting the heaters, it is important that the wires are
not used to pull the heaters through the coil as this can The electronic high temperature switch will open and
result in the seals being damaged. de-energise the heater relay (On relay on SD-II models) if the
temperature sensor senses the temperature in the evaporator is
6. If the failed heater is the one under the coil, it can be
54 C or greater. An LED indicator light is also energised. The
replaced by removing the bottom pan of the evaporator and
switch will remain open with the LED on until the temperature
simply unclipping the heater.
drops below 54 C and the unit is turned off for one second or
7. Because these heaters operate on 220 volts, care must be more.
taken when re-connecting them to the contactor.
Electronic High Temperature Switch Test

To test the switch, first verify the temperature sensor is good
or use a known good sensor.
1. Remove the 30 and CH wires from the sensor and remove
the sensor from the unit.
2. Connect the sensor to the 30 and CH wires with jumper
wires that allow the sensor to be submerged in water.
3. Start the unit and operate it in heat or defrost.
4. Place the sensor in water that is 54 C or greater. When the
temperature saturates the sensor the temperature switch
should open. Then the On relay should de-energise, the
LED indicator should light and the unit should shut down.
5. Remove the sensor from the hot water and allow it to cool
below 54 C. Turn the unit off for at least one second. Then
turn the unit back on. The switch should be closed, the On
relay should be energised and the LED should be off.
tkelsd21
SD-II Evaporator Heaters
1. Withdraw failed element Ohmmeter Sensor Test
2. Spare replacement heater Use an ohmmeter, a thermometer and hot water to test the
sensor.
1. Remove the 30 wire and the CH wire from the sensor and
remove the sensor from the unit.
2. Check the resistance of the sensor between the terminals.
At room temperature it should be greater than 5K ohms.

3. Place the sensor in water over 54 C. The sensor should
have less than 5K ohms resistance. OPTION BOARD JUMPERS
The option board (CYCLE-SENTRY board) has three
NOTE: Allow adequate time for the temperature change to
saturate the sensor before performing the test. 7.5 ampere fuses that are used as jumpers to configure the
board for different applications. If these jumpers are not in the
Replace the switch as necessary. correct positions, the unit may not function properly. The
correct jumper positions for the SD-II, MD-II TCI, MD-II
TCI-Z, MD-MT, MD-TLE, RD-II TCI, RD-II TCI-Z and
CIRCUIT BOARDS RD-MT, RD-TLE are: J1 = Position A, J2 = Position A, J3 =
Position A. For correct jumper positions on CD-II MAX,
The printed circuit boards are generally fail safe and should KD-II, MD-II, RD-II, SDZ, STD-II and TD-II models, see
require no repair. A circuit board cannot be repaired. It must “CYCLE-SENTRY IV Circuit Board” illustration in the
be replaced if it is damaged. “CYCLE-SENTRY Components” section of this chapter.
Some things to note are:
1. The current paths on the circuit boards can be damaged
(scratched, etc.) and cause an open circuit.
2. Do not use flat washers between the circuit board and the
circuit breakers. Flat washers at this location can contact
a current path and cause a malfunction.
3. A feed through hole may burn out between the top and
bottom surfaces.
tkelkd24
Option (CYCLE-SENTRY) Board
1. Correct Jumper Positions for SD-II, MD-II TCI, MD-II TCI-Z, MD-MT, MD-TLE, RD-II TCI, RD-II TCI-Z, RD-MT
and RD-TLE

Relay Board (MD-II TCI, MD-II TCI-Z, MD-MT,
INTERFACE / RELAY BOARD (SD-II, MD-TLE, RD-II TCI, RD-II TCI-Z, RD-MT and
SPECTRUM, TCI AND TLE MODELS) RD-TLE)
The relay board is located inside the control box. The control Interface Board Relay Functions
relays are located on the relay board.
Relay Function
K1 Alternator Excitation Relay
K2 Zone 1 Fan Relay
SP1
F8 F18 F7
K3 Starter Relay
F6 F27
15
15
2
25
2
K1 K5 K8 K13 K14 K10 K7 K9
K4 Fuel Solenoid Pull In Relay
K6
F4 F5 F23 F16
K5 Throttle Solenoid Relay
7.5
1
2
EXC HI SPD HG1 LLS1 SLS1 D/E RUN PREHEAT
F31
P23 METV P19
K6 On/Off Relay
2
2 F15
CH
LIQI EGOV
F28
P3 ZONE 2 / ZONE 3
2
2 F10
F9
P24 HMI
REMOTE
LIGHT K7 Run Relay
F22 2 5
1 K8 Zone 1 Hot Gas Solenoid Relay
FM1
P22 DAS
2
F29
P18 ZONE 1
FAN1/DEF
F21 F20 F17 F19
F14 F11
P15 REMOTE K9 Preheat Relay
K10 Diesel/Electric Relay
K2 K3 K4
7.5
2
P16 ELECTRIC
P20 F2
K13 Zone 1 Liquid Line Solenoid Relay

X2
2A
X5 X7
40
CIS RTPS HGB PV
K14 Zone 1 Suction Line Solenoid Relay

P17 COMMS
2
1
P14
AJA1202
Interface Board (Spectrum)
Interface Board Fuse Size and Function
Fuse Size Function
F2 40A Starter, Fuel Pull-In
F4 1A Remote Status Light (Option)
F6 40A Preheat
F7 15A 2A Power Zone 1
F8 2A Alternator Excitation
F9 2A DAS 2A Power (Option)
F10 2A Remote Display 2A Power (Option)
F11 7.5A Run Relay
F15 2A HMI 2A Power tkelrd85
Relay Board (MD-II TCI, MD-II TCI-Z, MD-MT,
F16 7.5A 8 Power to HMI, DAS
MD-TLE, RD-II TCI, RD-II TCI-Z, RD-MT and
F17 2A Purge Valve RD-TLE)
1. R1K, Rear Heat/Cool Relay
F18 15A High Speed Solenoid
2. R2K, Rear Speed Relay
F20 2A Hot Gas Bypass 3. RDR, Rear Defrost Relay
4. 2K, Speed Relay
F21 2A Condenser Inlet Solenoid
5. Jumper
F22 2A Liquid Injection Valve 6. 7X-CH Fuse
7. 4K, Hot Gas Lockout Relay
F23 2A Power Supply
8. 2KA, Suction Solenoid Relay
F29 1A Zone 1 Door Switch 2A Power 9. 1K, Heat/Cool Relay

tkelsd20
Relay Board (SD-II)
1. T, Timer
2. OR, On Relay
3. DR, Defrost Relay
4. CCR, Compressor Clutch Relay
5. TR, Thermostat Relay
6. ESR, Engine Started Relay
7. HR, Heat Relay
8. ERR, Engine Reset Relay
9. TSR, Throttle Solenoid Relay
10. FSR, Fuel Solenoid Relay
11. Circuit Breakers

SINGLE PHASE CONVERSION SYSTEM Conversion System
FOR THREE-PHASE ELECTRIC MOTORS The phase conversion system itself consists of a start system
CD-II MAX, KD-II and MD-II models that are ordered with and a run system. The start system is energised by the high
the single phase 220 volt electric standby option are equipped current draw that is present while the motor is starting under a
with a three-phase electric motor and a phase conversion load. Once the motor is operating at normal speed and the
system. This electric motor is the same 3.7/3.1 kW motor used current draw has dropped, the start system is de-energised and
in units with a three-phase electric standby option. The phase the run system is solely responsible for the phase shift. The
conversion system enables the three-phase electric motor to run system is always connected to the motor circuit. However,
operate using power from a single-phase power source. it does not affect the circuit while the start system is energised
because the start capacitors have much larger capacitance and
NOTE: The suction pressure regulator must be set at a dominate the run capacitors.
maximum of 152 kPa, 1.52 bar, 22 psi on these single-phase
units. A higher setting will overload the electric motor. To
check the suction pressure regulator setting, operate the unit Start System
on defrost and observe the suction pressure.
The components of the start system are:
NOTE: The overload relay is set at 18 amperes. A higher • Current Relay
setting may not provide adequate protection. • Motor Start Relay
• Motor Start Contactor
Voltage taps (230V or 208V) for the run transformer are • Filter Capacitor
located on the test strip in the control panel. To make sure the • Two Start Capacitors (400 to 480 mF each)
unit operates properly, wire L1A should be connected to the • Two Start Bleed Down Resistors (180k ohms each)
voltage tap that matches the voltage of the power source. Wire Single-phase power is available at L1 and L2. L1 and L2 pass
L1A is normally connected to the 208V tap. through the motor contactor and become L1A and L2A. L1A
passes through the overload relay to become T1. L2A passes
through the overload relay top become L2B. L2B passes
through the overload relay to become T2.
abt14r
208V/1 PH/60 Hz First and Second Phase Connections
1. L1 and L2 supply power directly to the first and second windings in both sets of windings in the motor.
Legend
CR Current Relay MSC Motor Start Contactor
C3 Capacitor, Filter MSR Motor Start Relay
C4, C5 Capacitor, Motor Start OL Overload Relay
C6, C7 Capacitor, Motor Run TF Transformer
MC Motor Contactor

abt15r
208V/1 PH/60 Hz Motor Start Contactor Control Coil Circuit
1. 7EA energises the motor start contactor through the start relay when the current in T2-T2A exceeds 27 amperes.
Legend
MC Motor Contactor
abt16r
208V/1 PH/60 Hz Third Phase Connection During a Start
1. L2 supplies power to the third winding in both sets of motor windings through the start capacitors when the motor start
contactor is energised.
Legend
MC Motor Contactor

The three-phase motor has two separate sets of windings with Wire 7EA supplies control voltage from the unit to the current
three windings in each set. Branches of T1 are connected relay at terminal 4. When the current relay is energised,
directly to the first winding in each set. A branch of T2 is control voltage passes through the contacts to terminal 2 and
connected directly to the second winding in one set. Another wire 7EB to energise the motor start relay. The C3 capacitor
branch of T2 passes through the control coil of the current is connected in parallel with the control coil of the motor start
relay and becomes T2A, which is connected to the second relay. The C3 capacitor works with the motor start relay to act
winding in the other set. as a smoothing device to reduce chatter in the motor start
A branch of T2 passes through the motor contactor to become contactor.
T3. A branch of T3 passes through the motor start contactor A branch of wire 7EA also supplies control voltage to one side
and a start capacitor to become T3E. T3E is connected to the of the motor start relay contacts. When the motor start relay is
third winding in one set. Another branch of T3 passes through energised, control voltage passes through the closed contacts
the motor start contactor and a start capacitor to become T3F and wire 7EB to energise the motor start contactor.
T3F is connected to he third winding in the other set. The contacts in the motor start contactor close when it is
When the motor is starting under a load, the current in T1 and energised through the motor start relay. T3E and T3F are
T2 climbs to a fairly high rate. The current in T2-T2A passes energised and the start capacitors provide the phase shift and
through the control coil of the current relay. When the current boost in power necessary to start the motor under a load.
in T2-T2A exceeds 27 amperes, the current relay is energised As the motor approaches normal operating speed, the current
and its contacts close. through T2-T2A drops. When this current drops below
abt17r
208V/1 PH/60 Hz Third Phase Connection While Operating Normally
1. L1 and L2 supply power to the third winding in both sets of motor windings through the run transformer and the run
capacitors.
Legend
MC Motor Contactor

The primary winding of the run transformer is connected to If the run current is higher than 14.5 amperes in all three wires,
L1A on one side and to L2A on the other side. A branch of T3 check the suction pressure regulator setting before replacing
passes through one of the secondary windings of the run the motor. Check the setting of the suction pressure regulator
transformer and one of the capacitors to become T3E. T3E is by observing the suction pressure while the unit is operating in
connected to the third winding in one set of the motor defrost. If the suction pressure is higher than 152 kPa,
windings. 1.52 bar, 22 psi, the suction pressure regulator must be
Another branch of T3 passes through the other secondary adjusted or replaced.
winding of the run transformer and the other capacitor to Test 2: Operate the Motor with Single-phase Power
become T3F. T3F is connected to the third winding in the and the Phase Conversion System
other set of motor windings. The run transformer and the run
capacitors combine to provide the phase shift and power Remove the electrical connection box cover on the motor.
needed to operate the motor at its normal operating speed. Check and record the current readings in the following chart.
The run transformer, run capacitors and start capacitors are Wire (Motor Lead) Start Current Run Current
located in a control box under the motor pedestal. These T1 (1) ____________ ____________
components can be accessed by removing the motor and T1 (7) ____________ ____________
pedestal assembly from the unit’s condenser frame. The T2 (3) ____________ ____________
wiring harness connected to the motor is long enough to allow T2A (9) ____________ ____________
the motor and pedestal assembly to be set beside the unit and T3E (2) ____________ ____________
test run if necessary. T3F (8) ____________ ____________
The current relay, motor start relay, motor start contactor and
The electric motor has two sets of windings. This test
a test point strip are located in the unit’s main control box.
separates the sets. The start current should begin at 40 to
The test point strip is used to diagnose problems associated
45 amperes and then drop off to approximately 20 amperes in
with the run transformer, run capacitors and start capacitors.
1 to 3 seconds (in wires T2 and T2A). After 3 seconds, the run
current should stabilise at 4 to 8 amperes (in each of the six
wires).
Phase Conversion System Diagnosis
Circuit T2A contains the current relay that controls the
If the electric motor does not operate properly, first check the motor start contactor. If the start current is in the e proper
line voltage, the motor contactor and the motor overload relay. range but the motor does not shift to run after 3 seconds, go to
If these are all acceptable, test the electric motor to narrow Test 3. If the start or run currents are very uneven, go to the
down the possible causes for the problem. See “Diagnosis start or run capacitor checks in the “Diagnosis Chart”.
Chart” for individual components tests.
NOTE: Wire L1A should be connected to the run
transformer voltage tap that matches the line voltage of the
Electric Motor Tests power source. High voltage on the 208 volt tap will cause
high run currents.
Test 1: Operate the Motor with Three-Phase Power
Disconnect the T1, T2, T2A, T3E and T3F wires from the Test 3: The Unit Starts But Does Not Shift to the
motor and connect three-phase power directly to the motor. Run System
Connect L1 to leads 1 and 7, connect L2 to leads 2 and 8, and If the motor starts correctly but the current remains at
connect L3 to leads 3 and 9. Start and operate the unit. Check approximately 20 amperes after 3 seconds, the start system is
and record the voltage and current readings in the following not being de-energised. Perform the following checks:
chart. 1. Locate the current relay in the main control panel.
2. Disconnect the 7EA and 7EB wires.
Start Run 3. Install a switch between the 7EA and 7EB wires.
Wires Voltage Wire Current Current
4. Close the switch between the 7EA and 7EB wires and start
L1-L2 _________ L1 _________ _________
the motor.
L2-L3 _________ L2 _________ _________
L3-L1 _________ L3 _________ _________ 5. Wait 3 seconds and then open the switch between the 7EA
and 7EB wires.
The ideal voltage is 208 to 235 volts ac. The voltage should a. If the motor does not shift to run, check for a defective
not vary more than 10% between the sets of wires. If the motor start relay or a defective motor start contactor.
voltages are out of these ranges, check the power source. The
start current should be approximately 75 amperes. The run
current should not exceed 14.5 amperes. The current should
not vary more than 10% between wires. Replace the motor if
currents are outside these ranges.

b. If the motor shifts to run, check for a defective current
relay or an overload on the motor. Diagnosis Chart
c. If the motor shifts to run but then slows down or stops,
check for a defective run transformer or defective run NOTE: All amperage and voltage measurements should be
capacitors. taken with the unit On and the motor operating or
attempting to start. Most of the voltage measurements can
NOTE: See Diagnosis Chart for individual components be taken inside the control box at either the high voltage tray
tests. or the test point strip. The voltage measurements associated
with the components under the motor pedestal should be
Full Load Current Test taken at the test point strip before checking the components
and connections under the pedestal. The overload relay will
This test is used to check the overall performance of the phase open if the motor does not start shortly after the motor
conversion system. Use an inductive ammeter to check the contactor is energised.
current in motor leads 1 and 7, 3 and 9 and 2 and 8. The wires
should have the following currents: Single phase conversion system problems are separated into
• Leads 1 and 7 together: 8 to 18 amperes three major problems below. Each problem is followed by a
• Leads 3 and 9 together: 10 to 14 amperes list of possible causes. Each cause is followed by a component
• Leads 2 and 8 together: 9 to 14 amperes test and solution.
The three motor windings will exhibit a slight imbalance of
A. Problem: Motor Does Not Start
currents. A difference of as much as 6 amperes is possible.
1. Low Line Voltage
The currents through L1 and L2 can be as high as 85 amperes
while starting, and as high as 23 amperes when operating at a. Check the power supply voltage at L1 and L2. The
normal speed in high ambient temperatures. High suction voltage should be between 195 and 230 volts. If not,
pressure settings can cause high current values. check the power cord, plug and main building power
supply. Repair as necessary.
Single-Phase Electric Motor System Parts List 2. Motor Contactor
a. Check to see that the motor contactor closes when
Part Number energised. If not, check the control circuit and control
KD-II/ CD-II coil.
Qty Description MD-II MAX b. If the contactor closes, check the voltage between L1A
1 Electric Motor 104-466 104-466 and L2A and between L1A and T3. If either voltage is
1 Electric Motor Pulley 77-1980 — low, inspect the contactor for burned or pitted points.
1 Motor Contactor 44-2853 44-2853 Replace the contactor or points as necessary.
1 Overload Relay 44-6662 44-9712 3. Motor Overload Relay
1 Current Relay 44-8755 44-8755 a. Check the overload relay to see if it is open. Reset the
1 Motor Start Relay 44-5837 41-0895 relay. The correct setting for the overload relay is
1 Motor Start Contactor 44-2853 44-2853 18 amperes. Check the current if the relay continues to
1 Run Transformer 44-8756 44-9947 open. Repair the cause of the overload.
2 Start Capacitors 44-8758 44-8758
b. Check the voltage between the T1 and L2B and between
2 Run Capacitors 44-8757 44-8757
T1 and T2. If either voltage is low, check the overload
1 Filter Capacitor 44-8759 44-8759
relay for burned or pitted points. Replace the overload
2 Run Capacitor Resistors 44-8760 44-8760
relay or points as necessary.
2 Start Capacitor Resistors 44-8761 44-8761
CAUTION: If the electric motor is being rewound, it must

be rewound to the factory specifications because this special
application requires the phases to be split.

4. Motor Faulty 8. Start Capacitors
a. Test the motor by disconnecting the T1, T2, T2A, T3E a. Voltage Test: With line voltage present between T1 and
and T3F wires from the motor and connecting T3C, and T1 and T3D at the start capacitors, check the
three-phase power directly to the motor. Connect L1 to voltage between T1 and T3E, and T1 and T3F. Both
leads 1 and 7, connect L2 to leads 2 and 8, and connect voltages should be within 10 percent of line voltage. If
L3 to leads 3 and 9. If the motor starts and runs under a one of the voltages is low, the start capacitor in that
load, the current should not exceed 14.5 amperes per leg. circuit is defective. Replace as necessary.
Replace the motor if it does not operate or if the current b. Current Test: Check the current through T3E and T3F at
is too high. the motor with an inductive ammeter during a start
attempt. The current in each wire should be 30 to
NOTE: With the phase converter connected to the motor, 45 amperes. If one of the currents is low, the start
the current per leg will vary with the line voltage and, in capacitor in that circuit is defective. If both of the
general, will not be the same in all legs. currents are low, the motor start contactor did not close.
5. Current Relay Replace as necessary.
a. Check the voltage between T1 and T2 at terminal 1 of
NOTE: Only one of the two T3E and one of the two T3F
the current relay and between T1 and T2A at terminal 3 wires connected to the motor will carry a current while
of the current relay. If there is voltage between T1 and starting.
T2, but not between T1 and T2A, the control coil is
open. Replace the current relay. B.Motor Starts But Runs Poorly or Slows Down and
b. Check the voltage on 7EB at terminal 2 of the current Restarts
relay with unit control voltage (12 to 14 Vdc) present at 1. Run Transformer
7EA on terminal 4 of the current relay and the current a. With line voltage present between L1A and L2A at the
relay energised (current in T2A above 30 amperes). If primary winding of the run transformer, check the
there is no control voltage or low control voltage on 7EB voltage between T3 and T3A and between T3 and T3B
when the current relay is energised, the current relay is at the secondary windings of the run transformer. The
defective. Replace the current relay. voltages should be 122 +13/-8 volts. If either voltage is
6. Motor Start Relay less than 110 volts, the line voltage is low or the run
a. Check the voltage on 7EC at the motor start relay with transformer is defective. Replace as necessary.
unit control voltage (12 to 14 Vdc) present on 7EA and
7EB at the motor start relay. If there is no control NOTE: The run transformer has a 208 volt tap and a 230
voltage or low control voltage on 7EC, the motor start volt tap. These taps are accessible on the test strip as L1B
relay is defective. Replace the motor start relay. (208V) and L1C (230V). Wire L1A should be connected to
the tap that matches the line voltage of the power source.
7. Motor Start Contactor
a. Line voltage must be present between T1 and T3, and T1 2. Run Capacitors
and T31 at the motor start contactor. If not, check T3 a. Voltage Test: Check the voltage between T3A and T3E
from the motor contactor to the start contactor. Repair and between T3B and T3F at the test point strip. The
T3 as necessary. voltages should be within 10 percent of the sum of the
b. Check the voltage between T1 and T3C and T1 and T3D line voltage and the secondary transformer voltage. If
with control voltage present on 7EC at the motor start the voltage is low, the run capacitor in that circuit is
contactor. Line voltage should be present. If no voltage defective. Replace as necessary.
is present, the control coil of the start contactor is
defective. If low voltage is present, the points are NOTE: This test is valid only if the motor is operating at
defective. Repair or replace the contactor or points as normal speed and the motor start contactor is de-energised.
necessary.

b. Current Test: Check the current in T3E and T3F at the
motor with an inductive ammeter. Both currents should FAN SPEED CONTROL (UTS WITH TLE
be 4 to 8 amperes. If a current is below 4 amperes, the EVAPORATOR)
run capacitor in that circuit is defective. Replace as
The UTS TLE evaporator is equipped with a fan speed control
necessary.
circuit. The circuit has two components, the temperature
NOTE: This test is valid only if the motor is operating at sensing switch (TSS) and the speed control harness. These
normal speed and the motor start contactor is de-energised. components are located in the slave evaporator. The TSS
opens at -6.7 C and closes at -1.1 C. The speed control harness
NOTE: Only one of the two T3E and one of the two T3F is connected to the TSS and to the SC circuit. The voltage on
wires connected to the motor will carry a current while the the SC circuit controls the evaporator fan speed. When the
motor is operating. TSS is open, the speed control harness supplies battery voltage
to the SC circuit and the fans run at full speed (approximately
C.Electric Motor Runs Hot or Loads the Diesel
2840 rpm). When the TSS is closed, the speed control harness
Engine During Diesel Operation
limits the voltage on the SC circuit to 5.6 volts and the fans run
1. Electric Motor Acting as an Induction Alternator at approximately 1900 rpm.
a. Check the voltage at the overload relay, T1 to T2, T2 to
T3, and T3 to T1.
b. Check the voltage between T3E and T3F. Testing the TSS
c. The voltage on any of the above pairs of wires should not 1. Disconnect blue wire on the TSS from the terminal strip.
exceed 15 volts ac during diesel engine operation. If the
2. Use the Service Test mode [HSC] to place the unit in high
voltage on any of the above pairs of wires is between 500
speed cool. See the µP-T Microprocessor Controller
and 700 volts ac, the electric motor is acting as an
Diagnosis Manual TK 41087 for specific information
induction alternator. To repair the unit, check the
about the Service Test mode.
following.
3. Check the continuity between the blue wire and the black
• Check the T2 and T3 circuits through the motor
wire from the TSS.
contactor to make sure they are open during diesel
operation. Replace or repair the motor contactor as a. No continuity should be present when the temperature of
necessary. the TSS is below -6.7 C.
• Check the connections between the electric motor leads b. Continuity should be present when the temperature of
and the unit wiring in the connection box on the electric the TSS is above -1.1 C.
motor. Compare these connections to those indicated in
the wiring diagrams and schematics. Repair the wiring
connections as necessary. Testing the Speed Control Harness
• Disconnect the electric motor leads from the unit wiring 1. Disconnect KLX wire on the speed control harness from
at the connection box on the electric motor. Check the the terminal strip.
wiring in the electric motor with an ohmmeter to make 2. Use the Service Test mode [HSC] to place the unit in high
sure the wires have continuity and are labelled correctly speed cool. See the µP-T Microprocessor Controller
according to the wiring diagrams and schematics. Repair Diagnosis Manual TK 41087 for specific information
as necessary. about the Service Test mode.
3. Check the voltage between the SC circuit and a CH
terminal. Battery voltage should be present on the SC
circuit when the KLX wire is disconnected.
4. Place a jumper between the KLX wire and a CH terminal.
5. Check the voltage between the SC circuit and a CH
terminal. The SC circuit should have 5.5 to 5.7 volts when
the KLX wire is connected to CH.
FAN SPEED CONTROL (SPECTRUM

EVAPORATORS)
The S-2 and S-3 evaporators are equipped with a fan speed
control circuit. The speed control circuit is connected to the
+12 Fan circuit, the Fan SC circuit, and ground. The voltage
on the Fan SC circuit controls the evaporator fan speed. The
speed control circuit limits the voltage on the Fan SC circuit to
7.5 volts, and the fans run at approximately 1900 RPM.

9 Engine Maintenance
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Truck Unit Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Engine Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Engine Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Oil Filter Change. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Spin-on Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Crankcase Breather (All Engines Except Z400B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Engine Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Oil Bath Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Dry Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Antifreeze Maintenance Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
ELC (Extended Life Coolant) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Checking the Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Changing the Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Bleeding the Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Engine Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Water in the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Fuel Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Fuel Prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Electric Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Fuel Pump — P/N 44-8476, 44-8478, 41-566, 41-854 and 41-1704 . . . . . . . . . . . . . . . . . . . . 9-11
Facet Fuel Pump (P/N 44-7816) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Engine High and Low Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Three Position Solenoid (TK 3.66 Engine before 8/91) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Speed Adjustments on TK 3.66 and TK 3.88 Engines with U-Bolt Solenoid Plunger (Before 8/91)9-16
Speed Adjustments on TK 3.66 and TK 3.88 Engines with Threaded Eye Bolt Solenoid Plunger (8/91 to
4/92) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Speed Adjustments on All Engines with Integral Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . 9-17
Integral Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Troubleshooting the Integral Fuel Solenoid System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
Speed Adjustments on Z400B Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Fuel Limit Screw Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
Fuel Limit Screw Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
Injection Pump Removal, Installation, and Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
All Engines Except Z400B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Adjust Engine Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
All Engines Except Z400B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
Z400B Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
TK 3.66, TK 3.74, TK 3.88 and TK 3.95 Engines (Except SPECTRUM TS, TS-200, TS-300, TS-500,
TS-600, UTS, UT1200X and XDS Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
SPECTRUM TS, TS-200, TS-300, TS-500, TS-600 and XDS Models . . . . . . . . . . . . . . . . . . 9-36
CD-II MAX Models with TK 2.49 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
SD-II Models with Z400B Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
SDZ Models with TK 2.44 or TK 2.49 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-42
UTS Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
Clutch P/N 107-233 Disassembly, Inspection and Assembly (TK 3.66 and TK 3.88 Engines) 9-46
Clutch P/N 107-204 Disassembly, Inspection and Assembly (TK 3.66 and TK 3.88 Engines) 9-47
Clutch P/N 107-257 Disassembly, Inspection and Assembly (TK 3.66, TK 3.74, TK 3.88 and TK 3.95
Engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49
Clutch P/N 107-272, P/N 107-273, P/N 107-290 and P/N 107-291 Disassembly, Inspection and
Assembly (TK 3.74, TK 3.95 and TK 376U Engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-50
Clutch P/N 107-271 (CD-II MAX Models with TK 2.49 Engine). . . . . . . . . . . . . . . . . . . . . . 9-51
ENGINE LUBRICATION SYSTEM Spin-on Filters
1. Remove the filter.
2. Apply oil to rubber ring of new filter and install filter.
Truck Unit Engines 3. Tighten the filter by hand until the rubber ring makes
Thermo King truck unit diesel engines have a pressure contact. Then tighten 1/2 turn more.
lubrication system. Oil is circulated by a trochoid type oil
pump driven by the crankshaft timing gear. The pumping NOTE: Do not use a tool to tighten the filter.
capacity of the trochoid type pump is several times greater
than the capacity required by the engine. Oil is picked up
through a suction tube with a screened inlet.
Oil pressure is affected by oil temperature, viscosity and
engine speed. Subnormal oil pressures usually may be traced
to a lack of oil, a defective relief valve or worn bearings. The
use of improper viscosity oil will also produce low oil pressure
shutdowns.
Engine Low Oil Pressure Switch

μP-T MODEL NOTE: A sensor and the μP-T controller
provide engine low oil pressure protection.
Engine oil pressure should rise immediately on starting. A low Oil Filter Assembly—All Engines Except Z400B
oil pressure switch opens the reset switch and stops the engine 1. Oil Filter
if the oil pressure drops below 69 ± 14 kPa, 0.69 ± 0.14 bar, 2. Pressure Valve Nut
10 ± 2 psi (48 kPa, 0.48 bar, 7 psi on Z400B engine). A 3. Oil Pressure Valve
continuity tester is needed to check the oil pressure switch.
Maintenance consists of replacing the switch.
1. Remove wire 20A from the switch.
2. Continuity tester should indicate a complete circuit
between the 20A wire terminal and ground.
3. Start the engine. Tester should show an open circuit
between the 20A wire terminal and ground.
Engine Oil Change

The engine oil should be changed at the recommended
maintenance interval or 6 months, whichever occurs first. tkensd10
Drain the oil only when the engine is hot to ensure that all the Oil Filter Assembly—Z400B Engine
oil drains out. When changing oil, try to make sure that the 1. Oil Filter
unit is not tipped away from the direction that the oil is 2. Relief Valve Assembly
supposed to flow from the oil pan. It is important to get as 3. Oil Filter Adapter
much of the residual oil out as possible because most of the
dirt particles are in the last few quarts of oil to drain out.
Refill the pan with oil. Add oil slowly so oil will not enter the CRANKCASE BREATHER (ALL ENGINES
breather hose. Leave dipstick out to vent the crankcase while
adding oil. Check oil level with dipstick. Operate the unit,
EXCEPT Z400B)
and then recheck the oil level. Add oil as necessary to reach The crankcase breather system ducts crankcase gases formed
the full mark. in the crankcase directly to the intake elbow. Harmful vapors
that would otherwise collect in the crankcase and contaminate
NOTE: See Maintenance Inspection Schedule chapter for the oil or escape to the outside, are now drawn back into the
unit oil change interval. See Specifications chapter for unit engine and burned. The breather hose should be inspected
oil capacity and correct type of oil to use. yearly to make sure it is not plugged.
Oil Filter Change

Oil filters should be changed when you change engine oil.
Engine Maintenance 9-3

On dry element air cleaners equipped with an air restriction
ENGINE AIR CLEANER indicator, check the air restriction indicator during Pre-trip
inspections. The air restriction indicator is attached to the
intake side of the air cleaner assembly. Replace the air filter
Oil Bath Type when the air restriction indicator reads 559 mm (22 in.) of
vacuum. Press the reset button on the top of the air restriction
A heavy duty, oil bath air cleaner filters all of the air entering
indicator after replacing the air filter element.
the engine. Excessive restriction of the air intake system
reduces the flow of air to the engine affecting horsepower EMI 2000 DRY AIR CLEANER NOTE: Replace the EMI
output, fuel consumption and engine life. 2000 air cleaner element at 2,000 hours or one year
The air cleaner removes abrasive material from the air (whichever occurs first) if the air restriction indicator has
entering the engine. The air cleaner must be kept clean and not reached 559 mm (22 in.) of vacuum.
open so that the air can pass freely. If the oil has absorbed the
maximum amount of dirt, it allows the dirt to enter the engine. SD-II MODEL NOTE: Check the filter by shining a bright
Remove the oil cup, clean thoroughly and dry every oil change light on the outside of the filter and looking at the inside. The
(500 hours under dusty conditions). Refill using the same filter should be replaced if no light shows through the filter.
weight oil used in the engine crankcase. Inspect the cleaner
body and clean in solvent when it becomes dirty.
Dry Type
A heavy duty, dry element air cleaner filters all of the air
entering the engine. Excessive restriction of the air intake
system affects horsepower, fuel consumption and engine life.
Inspect the element at every oil change.
Dry Air Cleaner—All Engines Except Z400B

1. Air Filter
2. Air Restriction Indicator
3. Safety Filter Fitting—Install with filter side toward
indicator.
tkenrd01 acr5r
Oil Bath Air
EMI 2000 Dry Air Cleaner—
Cleaner—All Engines
All Engines Except Z400B
Except Z400B tkensd11
1. Air Intake Hose 1. Air Intake Hose to Engine
Dry Air Cleaner—Z400B Engine on SD-II
2. Air Cleaner Filter 2. Fresh Air Intake to Filter
1. Air Filter
3. Clamp Assembly 3. Air Restriction Indicator
4. Mounting Clamp 4. Air Filter
5. Cup

ENGINE COOLING SYSTEM
All engines use a closed, circulating type, pressurised cooling
system. Correct engine temperatures are controlled and
maintained by a radiator, fan and thermostat. The coolant is
circulated through the system by a belt-driven centrifugal
pump. The pump draws the coolant from the side of the
radiator (large header), circulates it through the cylinder block
and head, then back to the radiator. A thermostat mounted in
the water outlet from the cylinder head to the radiator
automatically maintains coolant temperature within the
specified temperature range.
All water-cooled engines are shipped from the factory with a
50% permanent type antifreeze concentrate and 50% water
mixture in the engine cooling system. This provides the
following:
1. Prevents freezing down to -34.0 C. adh18r
2. Retards rust and mineral scale that can cause the engine to Engine Cooling System—CD-II MAX Models
overheat. 1. Radiator Cap
3. Retards corrosion (acid) that can attack accumulator tanks, 2. Expansion Tank
water tubes, radiators and engine block plug. 3. Radiator
4. Provides lubrication for the water pump seal. 4. Coolant Drain
adk12r2
Typical Engine Cooling System—All Models Except CD-II MAX, SD-II, SDZ ,UTS and UT1200X
1. Coolant High Temperature Cutout Switch
2. Thermostat Housing
3. Fuel Heater (Optional)
4. Coolant Level Sensor (Models with μP-T controller) or Coolant Level Indicator
5. Radiator Cap
6. Expansion Tank
7. Radiator
8. Accumulator with Coolant Drain
9. TS-200, TS-300, TS-500, TS-600 and XDS Models: Expansion Tank with Coolant Level Sensor
10. Accumulator and Remote Coolant Drain
11. TS-200, TS-300, TS-500, TS-600 and XDS Models: Remote Coolant Drain and No Accumulator (Engine coolant does
not circulate through the accumulator)

tkensz01
Engine Cooling System—SDZ Models
1. Radiator
2. Accumulator
3. Expansion Tank
4. Air Bleed on Thermostat Housing
5. Radiator Cap
6. Coolant Drain
1 2 3 4
tkens12r
Engine Cooling System—SD-II Models
ARA031 1. Radiator Cap
Engine Cooling System—UTS and UT1200X Models 2. Radiator
1. Condenser/Radiator 3. Coolant Drain
2. Radiator Cap 4. Water Pump
3. Expansion Tank 5. Expansion Tank
4. Thermostat Housing

Antifreeze Maintenance Procedure NOTE: The new engine coolant, Texaco Extended Life
As with all equipment containing antifreeze, periodic Coolant, is RED in colour instead of the current GREEN or
inspection on a regular basis is required to verify the condition BLUE-GREEN coloured coolants.
of the antifreeze. Inhibitors become worn out and must be The following are the Extended Life Coolants currently
replaced by changing the antifreeze. Change green or approved by Thermo-King for use in ELC units for five years
blue-green engine coolant every two years. Change ELC (red) or 12,000 hours:
engine coolant every five years or 12,000 hours (whichever • Texaco ELC #16445 (nitrite free) 100% concentrate
occurs first). • Texaco ELC #1644 premixed 50/50% concentrate
Do not mix green or blue-green engine coolant with ELC • Havoline Dex-Cool #7994 (nitrite free) 100% concentrate,
(red) engine coolant. See “ELC (Extended Life Coolant)” on or #7997 (with nitrites) 100% concentrate
the following section for more information about ELC. • Havoline Dex-Cool #7995 (nitrite free) premixed 50/50%
The factory recommends the use of a 50/50 antifreeze concentrate
mixture in all units even if they are not exposed to freezing • Shell Dexcool #94040
temperatures. Even in summer, the accumulator tank can get • Shell Rotella #94041
cold enough to freeze the water in the heat transfer coil. This • Havoline XLC #30379 (Europe) 100% concentrate
antifreeze mixture will provide the required corrosion • Havoline XLC #33013 (Europe) premixed 50/50%
protection and lubrication for the water pump. concentrate
• Saturn/General Motors Dex-Cool
• Caterpillar ELC
ELC (Extended Life Coolant) • Detroit Diesel POWERCOOL Plus
ELC has been phased into all truck units equipped with
TK 2.49, TK 3.74, TK 3.95 and TK 376U engines. A CAUTION: NEVER add “RED” Extended Life Coolants to
nameplate on the coolant expansion tank identifies units with cooling systems using “GREEN or BLUE-GREEN”
ELC. coolants. NEVER add “GREEN or BLUE-GREEN”
coolants to cooling systems using “RED” Extended Life
Coolants.
NOTE: The use of 50/50% pre-mixed extended life coolant

(ELC) is recommended to assure that de-ionized water is
being used. If 100% full strength concentrate is used,
de-ionized or distilled water is recommended over tap water
to insure the integrity of the cooling system is maintained.
ELC cannot be used in older units. The water pump seal

bellows and O-rings used on older units are not compatible
with ELC.
To upgrade new production engines for ELC use, all water
pump seal bellows were changed from NBR to HNBR
elastomer, and the O-rings upgraded from NBR to EPDM
elastomer. These changes were made as of the following
engine serial numbers:
• TK 2.49 S/N, A00155 and after (CD-II MAX)
• TK 2.49 S/N, K12107 and after (SDZ)
• TK 3.74 S/N, A02105 and after
• TK 3.95, S/N, K19855 and after
• TK 3.95U S/N, A00935 and after (UTS)
Units with these engine serial numbers and after can be
ELC Nameplate — Located On Expansion Tank changed over to ELC coolant. The cooling system must be
flushed until all traces of green or blue-green coolant dye are
gone, and the discharge fluid (water) is clear. The system can
then be filled with extended life coolant (ELC).

SD-II MODEL NOTE: The coolant system is self bleeding,
Checking the Antifreeze but make sure to squeeze the hoses on the initial fill. Once
the system is full, do not remove the radiator cap under any
Check the solution concentration by using a temperature
circumstances.
compensated antifreeze hydrometer or a refractometer
designed for testing antifreeze. Maintain a minimum of 50
percent permanent type antifreeze concentrate and 50 percent
Bleeding the Cooling System
water solution to provide protection to -34.0 C. Do not mix
antifreeze stronger than 68 percent permanent type coolant After filling the radiator, operate the engine for a few minutes
concentrate and 32 percent water for use in extreme to bring the coolant system up to operating temperature and
temperatures. allow air to be purged from the system. Check for overheating
and correct coolant level.
WARNING: Do not remove the radiator cap while the

Changing the Antifreeze engine is hot.
1. Operate the engine until it is up to operating temperature.
Stop the unit.
2. Open the engine block drain and coolant drain, and Engine Thermostat
completely drain coolant. Observe coolant colour. If the
coolant is dirty, proceed with a, b, and c. Otherwise go to For the best engine operation, use an 80C)
step 3. thermostat year round.
WARNING: Avoid direct contact with hot coolant.
CD-II MAX AND SDZ MODEL NOTE: A single engine

coolant drain is located in the front lower corner of the
engine compartment. Also remove the radiator cap.
1
SD-II MODEL NOTE: The coolant drain is located on the
radiator. 2
a. Pour clear water into radiator and accumulator and allow
it to drain out of the block until it is clear. 3
b. Close the block drain and install a commercially
available radiator and block flushing agent, and operate
the unit in accordance with instructions of the flushing 4
agent manufacturer.
c. Open the engine block and coolant drain to drain water
and flushing solution.
WARNING: Avoid direct contact with hot coolant.

5
3. Pour clear water into the radiator. Allow it to drain out of
the block and coolant drains until it is clear.
4. Inspect all the hoses for deterioration and the hose clamp
tightness. Replace if necessary.
5. Loosen the water pump belt. Check the water pump
bearing for looseness.
6. Inspect the radiator cap and expansion tank cap. Replace
the cap if the gasket shows any signs of deterioration.
7. Mix 4 litres of the appropriate permanent type antifreeze 1. Thermostat Housing
and 4 litres clean water in a container to make a 50/50 2. Gasket
mixture. (Do not add antifreeze and then add water to the
unit. This procedure may not give a true 50/50 mixture 3. Thermostat
because the exact cooling system capacity may not always 4. Gasket
be known.) 5. Water Pump
8. Close all drains and refill the radiator with the 50/50
antifreeze mixture. Water Pump Assembly and Thermostat -
All Engine except Z400B
SDZ MODEL NOTE: Open the air bleed located on top of
the thermostat housing when filling the coolant system with
antifreeze mixture. Close the air bleed when antifreeze
escapes from the bleed hole. This procedure ensures no air
is trapped in the system.

A 69 kPa, 0.69 bar, 10 psi electric fuel pump pulls fuel from
ENGINE FUEL SYSTEM the fuel tank through a prefilter. The pump then pushes it to
The fuel system used on the Thermo King truck unit diesel the fuel filter and to the injection pump. The prefilter is
engines is a high pressure system used in conjunction with a designed for diesel fuel and is the only type that should be
prechamber. The components of the fuel system are: used.
• Fuel tank (may be the truck fuel tank) The injection pump plungers are activated by an extension on
• Prefilter the engine camshaft. The governor sleeve and weight
• Electric Fuel pump assembly is mounted on the end of the crankshaft. The
• Fuel filter governor’s speed requirements are relayed to the injection
• Injection pump pump through a linkage arrangement located in the front
• Injection nozzles timing cover. The injection pump raises the pressure of the
fuel and meters the correct amount of fuel to the nozzle at the
Z400B ENGINE NOTE: The fuel feed pump may also be correct time. The increased fuel pressure will lift the spring
repaired or replaced. loaded nozzle to admit fuel into the combustion chamber.
tkenk03r
Typical Engine Fuel System—All Models Except CD-II MAX, SD-II and SDZ and UT1200X
1. Oil Pressure Switch (Except Units with μP-T)
2. Bypass Oil Filter (Optional)
3. Fuel Filter
4. Oil Pressure Gauge (Optional)
5. Injection Pump
6. Diesel Fuel Heater (Optional)
7. Fuel Pump
8. Fuel Pre-Filter (Optional)
9. Oil Filter
10. Oil Pressure Sensor (SR Models)

The fuel system is relatively trouble free. If properly The following procedures can be done under field conditions:
maintained, it will usually not require major service repairs • Bleeding air from the fuel system
between engine overhauls. • Maintenance involving the fuel tank and filter system
The most common cause of fuel system problems is • Speed and governor adjustments
contamination. It cannot be stressed enough that the fuel must • Electric transfer pump replacement or repair (69 kPa,
be clean, fuel tanks must be free from contaminants, and the 0.69 bar, 10 psi pump with diesel filter)
fuel filter must be changed regularly. Any time that the fuel • Injection line replacement
system is opened up, all possible precautions must be taken to • Pump timing
keep dirt from entering the system. This means all fuel lines • Nozzle spray pattern testing and adjustment
should be capped when open. The work should be done in a • Minor rebuilding of nozzles
relatively clean area if possible. The work should be
completed in the shortest time possible.
Thermo King recommends that any major injection pump or
nozzle repairs be done by a quality diesel injection service
speciality shop. The investment in equipment and facilities to
service these components is quite high. Therefore, this
equipment is not found in most repair shops.
tkensd13
Fuel System—SD-II Models
1. Injection Pump
2. Fuel Feed Pump
3. Filter Mounting Base
4. Fuel Filter

1. HEAD - filter 13. HOSE - fuel (3/8 x 35 ft)
2. SPUD - filter 14. JOINT - fuel
3. SHAFT - water bleed 15. JOINT - fuel
4. FILTER - fuel 16. PUMP - fuel injection
5. HOSE - fuel (1/4 od x 35 ft lg) 17. PUMP - fuel (12V)
6. ELBOW - hose (1/4) 18. HARNESS - fuel pump
7. KIT - sleeve & eyelet (1/4) 19. WRENCH - fuel bowl
8. NUT (1/4) 20. CLAMP - hose (1/4 x 1/4)
9. ELBOW - hose (3/8) 21. CLAMP - hose (1/4 x 3/8)
10. KIT - sleeve & eyelet (3/8) 22. GROMMET
11. NUT (3/8) 23. TUBE - fuel pickup
12. FITTING 3/8
TK376 Fuel System Components

Bleeding the Fuel System Water in the Fuel System
The fuel system must have the air bled out if the fuel tank Water in the fuel system can damage the injection pump,
becomes empty, if repairs are made to the fuel system, or if air nozzles and prechambers. This damage will subsequently
gets into the system for any other reason. cause more expensive damage to the engine. A large
accumulation of water in the bottom of the fuel tank will stop
SD-II MODEL NOTE: The fuel system on the Z400B a diesel engine. Water should be drained off at least once a
engine is self bleeding. This means that if the unit uses all year (before winter) to avoid breakdowns. This should be
its fuel or if air gets into the fuel lines, the air will done after the tank has set idle for an hour. DO NOT steam
automatically be purged from the system on start-up.
clean fuel tank caps.
However, if necessary, manually bleed the air from the fuel
system using the following procedure.
NOTE: MAKE SURE to keep the fuel tank vent open. If the Fuel Filter Replacement
vent becomes clogged, a partial vacuum develops in the tank. 1. Remove the filter and discard.
This increases the tendency for air to enter the system. 2. Lubricate rubber ring of new filter with fuel.
Proceed as follows: 3. Install the filter and tighten until the filter is slightly loose
1. Loosen the air bleed screw on the inlet fuel fitting of the (rubber ring not making contact).
injection pump. 4. Bleed the air from the filter by operating the electric pump
2. Turn on the electric fuel pump. The electric fuel pump is until fuel bubbles appear at the top of filter.
energised when the On/Off switch is turned ON. Tighten 5. Tighten the filter by hand until the rubber ring makes
the bleeder screw on the injection pump when clear flow contact, then tighten 1/2 turn more.
of fuel appears.
NOTE: Do not use a tool to tighten the filter.
NOTE: During initial start-up, open the bleeder screw at the
injection pump and bleed fuel until a clear flow is noted.
Fuel Prefilter
3. Loosen the injector lines on the injection nozzles.
Many units are equipped with a diesel fuel prefilter. The
4. Crank the engine until fuel appears at the nozzles. Tighten prefilter is located on the truck frame near the fuel tank.
the injector lines, and start the engine. Some units are equipped with a plastic fuel filter that should
be changed once a year or every 3,000 operating hours.
NOTE: Fuel will not appear at the nozzles by merely
Some units are equipped with a glass sediment bowl type
operating the electric pump. The engine must be cranked.
prefilter that should be checked weekly for contaminants or
water. To clean, remove the glass and screen. Blow clean
bowl and screen with compressed air. If the screen becomes
badly plugged, it should be replaced with a screen designed for
diesel fuel.
NOTE: Some units, including SD-II and models with a μP-T

controller, are not equipped with a fuel prefilter.
tkentd99
Plastic Fuel Pre-Filter
1. Plastic Fuel Filter

Reassembly
ELECTRIC FUEL PUMP Place the cover gasket on the bottom cover and assemble filter
and cover assembly. Replace the 3 screws.
If pump does not operate, check for:
Fuel Pump — P/N 44-8476, 44-8478, 41-566, 1. A good ground to the frame of the temperature control
41-854 and 41-1704 unit.
Operation 2. Clean and tighten electrical connections.
The electric fuel pump must be mounted next to the fuel tank. 3. Pump voltage and polarity. Must be the same as the unit
This pump is designed to push fuel rather than pull. system.
Make sure the pump case completes a good ground with the If pump operates but does not deliver fuel, check for:
battery. The pump will not operate at less than 9 Vdc. The 1. Air leak in the tubing or connections.
pump is self priming as long as it is not higher than 762 mm 2. Kinked tubing or other restriction in the fuel line.
from fuel in the fuel tank. 3. Leaking or distorted cover gasket.
Maintenance 4. Dirty filter.
5. Stuck seat in outlet fitting.
Field service is limited to the extent of cleaning the bottom
cover and filter. The filter and cover gasket are replaceable. NOTE: Use a fuel pump with a filter designed for diesel fuel.
Disassembly DO NOT use a GASOLINE FILTER.
1. Remove the 3 screws from the cover.
P/N 41-854 on SD-II Models: Remove pump cover by
turning cover counterclockwise.
2. Remove filter, cover and cover gasket. Clean filter in
solvent. Blow out dirt and solvent. with air pressure.
Check cover gasket and replace if deteriorated. Clean
cover.
tkenmd07
Fuel Pump—P/N 44-8476, 44-8478, 41-566 and 41-1704
1. Filter
2. Gasket
3. Cover
4. Magnet
tkenmd06
Sediment Bowl Fuel Pre-Filter
1. Top
2. Screen
3. Gasket
4. Bowl
5. Bail tkensd14
Fuel Pump—P/N 41-854 (SD-II Models)
1. Filter
2. Gasket
3. Cover

If pump operates but does not deliver fuel, check for:
Facet Fuel Pump (P/N 44-7816) 1. Air leak in the tubing or connections.
Beginning with 099XXXXXXX Production, some units 2. Kinked tubing or other restriction in the line.
equipped with TK 3.66 and TK 3.88 engines were shipped 3. Leaking or distorted cover gasket.
with Facet Fuel Pumps in the installation kit. 4. Dirty filter.
The Facet pump is rectangular in shape as opposed to the
5. Stuck seat in outlet fitting.
round design. This pump can be ordered under the service
parts replacement P/N 44-7816. NOTE: Use a fuel pump with a filter designed for diesel fuel.
For the best results, the Facet pump should be mounted DO NOT use a GASOLINE FILTER.
horizontally. The fuel should flow in the direction of the
arrow that is stamped on the side of the pump housing. The
pump should be mounted as close to the fuel tank as possible.
A prefilter (glass bowl) can be mounted between the tank and
the fuel pump if desired (optional). The prefilter is not
included in the installation kit was the Facet pump.
Operation
The electric fuel pump must be mounted next to the fuel tank.
This pump is designed to push fuel rather than pull.
Make sure the pump case completes a good ground with the
battery. The pump will not operate at less than 9 Vdc. The
tkenkd05
pump is self priming as long as it is not higher than 762 mm
from fuel in the fuel tank. The pump does not require periodic Three Position Solenoid Assembly—TK 3.66 Engine
maintenance. 1. Solenoid Subassembly, P/N 44-8586 (Does not
include plunger or boot)
Diagnosis Procedures 2. Solenoid Plunger for TK 3.66 Engine with Threaded
If pump does not operate, check for: Eye Bolt or U-Bolt. Use plunger P/N 44-8719 and
1. A good ground to the frame of the temperature control replace standard 2.54 mm spacer (P/N 55-6855) with
unit. 0.508 mm spacer (P/N 55-6737).
2. Clean and tighten the electrical connections. 3. Boot—Short Boot P/N 33-1553; Long Boot
P/N 99-9803
3. Pump voltage and polarity. Must be the same as the unit
system.
Fuel Pump — P/N 41-7059

Operation
The electric fuel pump must be mounted next to the fuel
tank. This pump is designed to push fuel rather than pull fuel.
Make sure the pump case has a good ground with the
battery. The pump will not operate at less than 9 volts dc. The
pump is self primping as long as it is not more than 30 in. (762
mm) above the fuel in the fuel tank.
Maintenance
The fuel pump filter should be cleaned whenever the oil is
changed. The filter and gasket are replaceable but the pump
cannot be repaired. It must be replaced if it is defective.
Disassembly
tkenkd04
1. Unscrew and remove the filter bowl.
Facet Fuel Pump—P/N 44-7816
2. Unscrew the fuel filter body.
3. Wash the fuel filter in cleaning solvent and blow out the
dirt and cleaning solvent with compressed air.
4. Clean the filter bowl.
5. Check the filter bowl gasket and replace if necessary.
Assembly
1. Screw the filter body back into the pump housing (finger
tight).
2. Place the filter bowl gasket in place and hand tighten the
filter bowl cover.

ENGINE HIGH AND LOW SPEED
ADJUSTMENTS
When the diesel engine fails to maintain the correct engine
speed, check the following before adjusting the speed:
1 1. Check the prefilter screen. Recheck the speed.
4 2. Bleed air out of the fuel system. Recheck the speed.
3. Bleed air out of the nozzles. Recheck the speed.
2
4. Operation of electric transfer pump.
Make the engine speed adjustments with the engine fully
warmed up.
The engine has one solenoid to control the high speed
3
function. The speed of the engine should be checked with a
hand tachometer, TK P/N 204-220, on the crankshaft pulley
bolt or by the use of a stroboscope tachometer,
TK P/N 204-436.
1. Fuel Inlet and Outlet
NOTE: See Specifications chapter for engine low and high
2. Fuel Filter Body speed settings for a particular unit.
3. Fuel Filter Bowl
4. Fuel Filter Bowl Gasket Three Position Solenoid (TK 3.66 Engine
before 8/91)
Electric Fuel Pump
The 3-position solenoid used in units equipped with TK 3.66
If the pump does not operate, check for: engines before 8/91 has been changed to improve
• A good ground to the pump body. performance. The following changes have occurred:
• Clean and tighten the electrical connections. • The low speed coil has been surface ground and the epoxy
• The pump voltage and polarity must be the same as the unit used to assemble the solenoid sub-assembly has been
system. changed.
• The plunger assemblies have been changed. The armature
If the pump operates but does not deliver fuel, has been put through a flattening process to make its
check for: surface accurately flat. Brass (or Copper) spacers are used
• Air leaks in the fuel lines or connections. to adjust the low stroke to each particular application.
• Kinks or other restrictions in the fuel lines. • The accurately flat surfaces of the low speed coil and
• A leaking or distorted cover gasket. armature improve the solenoid’s ability to hold the plunger
A clogged or dirty filter. in the low speed position. The customised adjustment of
the low speed stroke improves the ability of the low speed
coil to hold the armature when the plunger moves from the
high speed to the low speed position. The brass spacer
provides electro-magnetic shielding that slows the speed
of the plunger when it moves from the high speed position
to the low speed position.
• The inside diameter of the boot has been enlarged to
reduce the possibility that the boot might interfere with the
movement of the armature.

NOTE: The 2 diodes, P/N 44-2756, help provide the shading NOTE: See Specifications chapter for engine high speed
coil affect and must be intact for smooth operation of the setting for a particular unit.
solenoid.
4. Measure distance “A” from the armature to the snap ring.
NOTE: Parts availability—The solenoid subassembly is See the illustration on this page.
available as P/N 44-8586. Two different plungers are 5. Make a spacer that is 0.254 to 0.508 mm less than distance
available, both are supplied with the 2.54 mm thick spacer
“A”. The spacer can be made from 22 mm (22 mm I.D. x
(P/N 55-6855). This spacer must be replaced with a spacer
25.4 mm O.D. copper tubing.
of the correct thickness for some applications. See the
application chart below to determine the correct part for
NOTE: As an alternative, copper gaskets P/N 33-392 can be
your unit.
used to make the spacer. These gaskets are 1.27 mm thick.
Improving Performance of Existing Three Position Add these gaskets as needed to make the spacer. The spacer
should have a total thickness that is 0.254 to 0.508 mm less
Solenoid (See Alternate Method Also)
than distance “A”.
The plunger does not always fully seat in the bottom of the
solenoid when the unit is in high speed. This improvement 6. Remove the snap ring from the end of the plunger.
allows the plunger to seat fully in high speed provided the 7. Remove the armature from the plunger.
correct procedures are used to set the engine speeds. 8. Lap one side of the armature on a flat surface with fine
1. Disconnect the throttle linkage and remove the solenoid sandpaper to make sure one side of the armature is flat.
boot.
2. Reconnect the linkage to allow the unit to operate NOTE: Inspect the yoke assembly to make sure that the
normally. epoxy is below the yoke/collar surface and that no dirt or
corrosion is present on the yoke/collar surface.
3. Operate the unit in high speed and use the maximum speed
stop screw to adjust high speed. The solenoid plunger will 9. Place the spacer (or spacers) on the plunger.
probably not be bottomed out in the solenoid subassembly.
NOTE: The spacer (or spacers) should be installed between
the existing stainless steel washer and the armature.
10. Install the armature with the lapped side facing the
solenoid.
11. Install the snap ring.
12. Install the boot and the throttle linkage.
13. Operate the unit in both high speed and low speed and
adjust both to the recommended speeds for that unit.
14. Set the high speed pull-in to 8.5 Vdc with a hot solenoid.
tkenkd08
Alternate Method of Improving Performance of
Three Position Solenoid Spacer Installation—TK 3.66 Existing 3-Position Solenoid
Engine
1. Disconnect the throttle linkage and remove the solenoid
1. Distance “A”. Preferred distance is 0.254 to
boot.
0.508 mm in High Speed.
2. Snap Ring 2. Remove the snap ring from the end of the plunger.
3. Existing Stainless Steel Washer 3. Remove the armature from the plunger.
4. Armature Low Speed 4. Lap one side of the armature on a flat surface with fine
5. Install Spacer Here, P/N 55-6737 or 33-392. sandpaper to make sure one side of the armature is flat.
5. Place the appropriate spacer (or spacers) on the plunger.
See the application chart, to determine the appropriate
spacer (or spacers).
Model Subassembly Solenoid Plunger Spacer (Thickness) Plunger Link Boot

TK 3.66 44-8586 44-8719 55-6737 55-2767 99-9803
w/ Threaded Eye Bolt (.508 mm Thick) (Threaded Eye Bolt)
TK 3.66 44-8586 44-8719 55-6737 99-9535 99-9803
w/ U-Bolt (.508 mm Thick) (U-Bolt)
Three Position Solenoid Application Chart (TK 3.66 Engine)

NOTE: The spacer(s) (P/N 55-6737 or 33-392) should be Perform this test and adjustment procedure with the unit
installed between the existing stainless steel washer and the turned OFF:
armature. See three position solenoid illustration on this 1. Attach the red lead of the voltmeter to the 7D terminal and
page. attach the black lead of the voltmeter to the CH terminal or
Three Position Solenoid Pull In Voltage Test and a chassis ground.
Adjustment 2. Attach some type of variable resistor to the positive battery
terminal with a jumper wire.
The 3-position solenoid must be able to pull the plunger in
with a maximum of 8.5 Vdc applied to the 7D terminal. The 3. Attach the other side of the variable resistor to the 7D
following items are needed to perform this test and make the terminal with a jumper wire.
adjustment:
NOTE: A variable resistor can be made from a piece of
• dc Voltmeter
PINK or 96 resistor wire (P/N 44-4720). Remove small
• Some type of variable resistor sections of insulation from the wire at 150 to 200 mm
• Jumper leads intervals. Moving the jumper wire between these
uninsulated sections changes the resistance in the wire.
tkenkd10
Three Position Solenoid Pull-in Voltage Test—TK 3.66 Engines
1. Resistance Wire P/N 44-4720. Remove sections of insulation at 150-200 mm intervals
2. 12 Vdc Unit Battery
3. DC Voltmeter
4. Jumper Wire
5. Diodes, P/N 44-2756, are needed for dependable operation

6. Restart the unit. The engine should start in high speed and
Speed Adjustments on TK 3.66 and TK 3.88 then drop to low speed. Check the engine speed to make
Engines with U-Bolt Solenoid Plunger sure that it is still correct.
(Before 8/91) High Speed Adjustment
NOTE: Make these adjustments with the engine operating. 1. Set the thermostat well below the compartment
Make sure that the engine is fully warm. Before performing temperature to make the engine operate in high speed.
this adjustment procedure, check to see if there is a brass 2. Remove the cap nut from the maximum speed stop screw.
spacer on the solenoid plunger behind the armature. If the 3. Remove the lead seal from the maximum speed stop
solenoid plunger does not have a brass spacer, rework the screw. Loosen the jam nut, and back the maximum speed
3-position solenoid to improve its performance by adding a stop screw out (turn counterclockwise) 2 to 3 turns.
brass or copper spacer as shown on previous pages.
4. With the unit operating in high speed check to make sure
NOTE: See Specifications chapter for engine low and high the following conditions are all true.
speed settings for a particular unit. a. The solenoid plunger should be bottomed out in the
solenoid subassembly.
Low Speed Adjustment
b. The governor linkage should not be touching the
1. Set the thermostat to make the engine operate in low speed. maximum speed stop screw. Check this by turning the
2. Loosen the jam nuts at the ends of the adjuster. maximum speed stop screw in and out about half of a
3. Turn the adjuster to change the engine speed. Turn the turn. If the engine speed changes and you feel
adjuster clockwise to increase the engine speed. Turn it resistance, the governor linkage is touching the
counterclockwise to decrease the engine speed. maximum speed stop screw.
4. Set the engine speed at correct rpm and tighten the jam c. The engine speed is correct operating in high speed.
nuts. 5. If the engine speed is not correct, check the following:
5. Turn the unit OFF. The engine should stop and the throttle a. The spacer (or spacers) on the solenoid plunger should
lever should come to rest against the stop screw. have a total thickness of 0.508 mm.
b. Make sure that the load on the engine is not excessive.
c. Make sure that the maximum speed stop screw is backed
off enough so it is not touching the governor linkage.
Check this by turning the maximum speed stop screw in
and out about one half of a turn. If the engine speed
changes and you feel resistance, the governor linkage is
touching the maximum speed stop screw.
6. With the engine operating in high speed, turn the
maximum speed stop screw in (clockwise) until it touches
the governor linkage. The engine speed will decrease and
you will feel resistance when the maximum speed stop
screw begins to contact the governor linkage. Back the
maximum speed stop screw out one turn from the point
where it first touches the governor linkage.
7. Lock the maximum speed stop screw in this position with
the jam nut and replace the cap nut.
NOTE: When the solenoid linkage is adjusted properly, the

tkenmd20 solenoid plunger bottoming out in the solenoid subassembly
Engine Speed Adjustments—U-Bolt on TK 3.66 and TK determines the engine speed when the unit is operating in
3.88 Engines (Before 8/91) high speed.
1. Adjuster
2. Jam Nuts

4. With the unit operating in high speed check to make sure
Speed Adjustments on TK 3.66 and TK 3.88 the following conditions are all true.
Engines with Threaded Eye Bolt Solenoid a. The solenoid plunger should be bottomed out in the
Plunger (8/91 to 4/92) solenoid subassembly.
b. The governor linkage should not be touching the
NOTE: Make these adjustments with the engine operating maximum speed stop screw. Check this by turning the
and fully warmed up. Before performing this adjustment maximum speed stop screw in and out about half of a
procedure, check to see if there is a brass spacer on the turn. If the engine speed changes and you feel
solenoid plunger behind the armature. If the solenoid resistance, the governor linkage is touching the
plunger does not have a brass spacer, rework the 3-position maximum speed stop screw.
solenoid to improve its performance by adding a brass or
copper spacer as shown on previous pages. c. The engine speed is correct operating in high speed.
5. If the engine speed is not correct, check the following:
NOTE: See Specifications chapter for engine low and high a. The spacer (or spacers) on the solenoid plunger should
speed settings for a particular unit. have a total thickness of 0.508 mm.
b. Make sure that the load on the engine is not excessive.
1. Set the thermostat to make the engine operate in low speed.
2. Loosen the jam nuts at the ends of the adjuster. Speed Adjustments on All Engines with
3. Turn the adjuster to change the engine speed. Turn the Integral Fuel Solenoid
adjuster clockwise to increase the engine speed. Turn it
counterclockwise to decrease the engine speed. NOTE: Since 10/91, all engines except the Z400B include
4. Set the engine speed at correct rpm and tighten the jam an integral fuel solenoid.
nuts.
5. Turn the unit OFF. The engine should stop and the throttle speed settings for a particular unit.
lever should come to rest against the stop screw.
6. Restart the unit. The engine should start in high speed and Operation of the engine is controlled by the operation of the
then drop to low speed. Check the engine speed to make fuel solenoid and the throttle (high speed) solenoid. The fuel
sure that it is still correct. solenoid consists of a spring loaded plunger and
electro-magnetic coil. When the engine is OFF, spring tension
on the plunger maintains the plunger’s “out” position. When
pushed out, this causes the governor linkage to move the
injection pump rack to the “Fuel Off” position.
When the fuel solenoid is energised, current is applied to
the coil creating an electro-magnetic field, which pulls the
plunger in. When in the “pulled-in” position, the plunger
releases tension on the governor linkage. The governor
linkage then moves the fuel injector rack, thus controlling the
fuel flow and placing it in the “Fuel-On” position.
tkenkd11
Engine Speed Adjustments—Threaded Eye Bolt on TK
3.66 and TK 3.88 Engines (8/91 to 4/92)
1. Adjuster
2. Jam Nuts
High Speed Adjustment

1. Set the thermostat well below the compartment
temperature to make the engine operate in high speed.
2. Remove the cap nut from the maximum speed stop screw.
3. Remove the lead seal from the maximum speed stop
screw. Loosen the jam nut and back the maximum speed
stop screw out (turn counterclockwise) 2 to 3 turns.

aau13r
Integral Fuel Solenoid and Throttle Solenoid Assembly—TK 3.66 and TK 3.88 (After 4/92); and TK 3.74 and TK 3.95
Engines (Except UTS Models)
1. Throttle Lever 6. Adjustment Rod
2. Connector Harness 7. Eye Bolt
3. Integral Fuel Solenoid 8. Boot
4. Low Speed Adjustment Screw 9. Throttle Solenoid
5. Jam Nut
adg14r
Integral Fuel Solenoid and Throttle Solenoid Assembly—TK 2.44 and TK 2.49 Engines (Except SDZ Models)
1. Connector Harness 5. Jam Nut
2. Integral Fuel Solenoid 6. Adjustment Rod
3. Throttle Lever 7. Boot
4. Low Speed Adjustment Screw 8. Throttle Solenoid

Integral Fuel Solenoid and Throttle Solenoid Assembly—TK 376U Engine
1. BRACKET - solenoid/engine mount 9. LOCKWASHER
2. Integral Fuel Solenoid 10. ADJUSTER - speed control
3. PLUNGER - solenoid 11. NUT (1/4-28 LH thread)
4. BOOT - solenoid 12. BALL JOINT
5. NUT - solenoid 13. LINK - throttle
6. DIODE 14. LOCKWASHER
7. ROD - throttle 15. NUT
8. NUT
Adjustments made to the throttle (high) speed solenoid
change governor spring tension which in turn adjust speed
settings. 1

1. Start the unit and let it operate until the engine is warmed
up.
2. Set the thermostat to make the engine operate in low speed 2
and check the engine speed.
3. If the engine speed is not correct, loosen the jam nut on the
low speed adjustment screw.
4. Turn the low speed adjustment screw to change the engine
speed. Turn the screw in to increase the engine speed.
Turn the screw out to decrease the engine speed.
5. Set the engine speed at correct rpm and tighten the jam nut.
ARA017
Integral Fuel Solenoid and Throttle Solenoid Assembly—

UTS Models (Except UT1200X)
1. Fuel Solenoid
2. Throttle Solenoid

High Speed Adjustment (Except UTS Models)
1. Start the unit and let it operate until the engine is warmed
up.
2. Set the thermostat to make the engine operate in high speed
and check the engine speed.
1
3. If the engine speed is not correct, loosen the jam nut at the
end of the adjustment rod (except SDZ models).
MD-II TCI AND MD-TLE NOTE: Also remove the clip

from the adjustment rod and remove the solenoid rod from
the eye bolt.
4. Unbolt the adjustment rod from the throttle lever and turn
4 2 ARA018
3 to adjust the engine speed. Reinstall adjustment rod on the
throttle lever and recheck the engine speed.
Low Speed Adjustment—UTS Models (Except
UT1200X) SDZ MODEL NOTE: Remove cotter and clevis pins from
1. Throttle Lever the adjustment rod. Turn the adjustment rod (with solenoid
2. Low Speed Adjustment Screw energised) to adjust the engine speed. Reinstall the clevis and
3. Jam Nut cotter pin on adjustment rod and check the engine speed.
4. Low Speed Stop
5. Repeat steps 3 and 4 until the engine speed is correct. Then
tighten the jam nut.
MD-II TCI AND MD-TLE NOTE: Attach the adjustment

rod to the eye bolt with clip and tighten the jam nut.
adjo6r1
Throttle Solenoid Linkage Adjustment—SDZ Models
with TK 2.44 and TK 2.49 Engines
1. Throttle Solenoid
2. Adjustment (Solenoid) Rod
3. Clevis and Cotter Pin
4. Retainer Cable
5. Throttle Lever and Link Assembly
6. Low Speed Adjustment Screw

High Speed Adjustment (UTS Models)
1. Start the unit and let it run until the engine is warmed up. Integral Fuel Solenoid
2. Use the Service Test mode [HSC] to place the unit in high
NOTE: Since 10/91, all engines except the Z400B include
an integral fuel solenoid.
about the Service Test mode. Electrical Changes
3. Check the engine speed. The engine speed should be The fuel solenoid contains 2 coils: the pull-in coil, and the
2400 ± 50 rpm. hold-in coil. The pull-in coil draws approximately 18 to
4. If the engine speed is not correct, loosen the jam nut at the 25 amperes at 12 volts (35 to 45 amperes on TK 2.44, TK 3.66
end of the ball joint. and TK 3.88 engines). The hold-in coil draws approximately
5. Change the engine speed by using the hex stop nut to turn 1 ampere at 12 volts. The pull-in coil must be energised to
the high speed adjustment screw. Turn the screw into the move the injection pump governor linkage to the fuel on
ball joint to increase the engine speed. Back the screw out position. Once the governor linkage is in the fuel on position,
of the ball joint to decrease the engine speed. the hold-in coil will keep the linkage in the fuel on position
6. Set the engine speed at 2400 ± 50 rpm and tighten the jam until the 8D circuit is de-energised. The pull-in coil must be
nut. Verify the speed is correct. de-energised after a few seconds to keep it from being
damaged.
1 On units built between 10/91 and 6/95, a relay and a fuel
2
3 solenoid harness were added to the unit’s electrical system
when using an engine with an integral fuel solenoid. The fuel
solenoid harness contains a timer. The timer and the relay
control the pull-in coil in the fuel solenoid. They are mounted
on the control panel door.
On units built after 5/95, a fuel solenoid timer printed circuit
board was introduced to replace the timer and relay. Refer to
a parts manual for the correct printed circuit board for your
unit.
4 NOTE: On units built before 6/95, the unit must be turned
OFF at least 3 seconds before it can be restarted. This is the
time required for the capacitor to discharge.
ARA019
Throttle Solenoid Linkage Adjustment—UTS Models On units built after 5/95, the unit may be restarted
1. Ball Joint immediately.
2. Jam Nut
3. Hex Stop Nut
4. High Speed Adjustment Screw

5. Check the voltage on 8D circuit (pin A) in the main wire
Troubleshooting the Integral Fuel Solenoid harness connector for the fuel solenoid. Refer to the
System illustrations below to identify the pins in the wire harness
and fuel solenoid connectors.
NOTE: The fuel solenoid pull-in coil may require 18 to a. If battery voltage is not present on the 8D circuit, check
25 amperes (35 to 45 amperes on TK 2.44, TK 3.66 and the 8D circuit and related components for a fault.
TK 3.88 engines) to pull the solenoid plunger in. The unit’s b. If battery voltage is present on the 8D circuit, go to step
battery must be in good condition. If the battery has enough 6.
power to crank the engine over, it has enough power to
energise the fuel solenoid pull-in coil. 6. Check pin CH in the main wire harness at the fuel solenoid
connector for continuity to a good chassis ground.
μP-T NOTE: The timer and relay are incorporated in the a. If there is no continuity between CH circuit (pin C) and
μP-T controller. For operation and diagnosis procedures, a good chassis ground, check the CH wire for an open
refer to the Thermoguard μP-T Microprocessor Controller circuit.
Operation and Diagnosis Manual TK 41087.
b. If there is continuity between CH circuit and a good
If you suspect that the engine does not operate because the fuel chassis ground, go to step 7.
solenoid is not operating correctly, use the following 7. Place a jumper wire between the black wire (CH circuit,
procedure: pin C) in the connector on the fuel solenoid and a good
1. Disconnect wire 20 from the reset switch so the reset chassis ground.
switch will not open. 8. Test the pull-in coil by momentarily placing a jumper
2. Disconnect wire 8S from the starter solenoid. between the white wire (8DP circuit, pin B) in the
connector on the fuel solenoid and terminal 2 at the fuse
3. Disconnect the fuel solenoid wire connector from the main
link. The fuel solenoid should make a definite click when
wire harness.
the pull-in coil is energised and should click again when
4. Adjust the following unit switches if they are provided on the pull-in coil is de-energised.
your unit:
• Place the Diesel-Electric switch in the DIESEL position. NOTE: The pull-in coil may draw 18 to 45 amperes so do
• Place the CYCLE-SENTRY switch in the CONTINUOUS not leave the jumper connected to pin 8DP for more than a
RUN position. few seconds.
• Cab Control Boxes: Remove the CYCLE-SENTRY
module from the option board to prevent the auto-start a. If the pull-in coil does not energise, check the resistance
system from preheating and trying to crank the engine. of the pull-in coil by placing an ohmmeter between
• Place On-Off switch(es) in the ON position. white wire (8DP circuit, pin B) and the black wire (CH
circuit, pin C) in the connector on the fuel solenoid. The
resistance of the pull-in coil should be 0.2 to 0.3 ohms.
If the resistance of the pull-in coil is not in this range,
replace the fuel solenoid.
NOTE: If the pull-in coil fails, make sure to replace the fuel
solenoid relay with a Potter-Brumfield relay P/N 44-9111.
b. If the pull-in coil does energise, go to step 9.
aat09r
Simplified Schematic of Integral Fuel Solenoid System
Before 6/95
aat09r
1. Fuel Solenoid Relay Coil
2. Fuel Solenoid Relay Contacts Integral Fuel Solenoid Harness Connections Before 6/95
3. Capacitor 1. Fuel Solenoid Wire Connector Pin Identification
4. Resistor 2. Fuel Solenoid Pin Identification
5. Fuel Solenoid Pull-in Coil
6. Fuel Solenoid Hold-in Coil

9. Test the hold-in coil. 10. Reconnect the main wire harness connector to the fuel
a. Energise the hold-in coil by placing a jumper between solenoid connector.
the red wire (8D circuit, pin A) in the connector to the 11. Remove the fuel solenoid relay from its socket and make
fuel solenoid and terminal 2 at the fuse link. sure the unit On-Off switch is in the ON position.
b. Momentarily energise the pull-in coil by placing a 12. Check the voltage on the 8D circuit at terminal 85 in the
jumper between the white wire (8DP circuit, pin B) in fuel solenoid relay socket. Refer to the illustration on the
the connector to the fuel solenoid and terminal 2 at the following page to identify the terminals in the relay socket.
fuse link. The fuel solenoid should make a definite click a. If battery voltage is not present on the 8D circuit, check
when the pull-in coil is energised, but should not click the 8D circuit and related components for a fault.
when the pull-in coil is de-energised. b. If battery voltage is present on the 8D circuit, go to step
c. De-energise the hold-in coil by removing the jumper 13.
from the red wire (8D circuit, pin A) and terminal 2. The 13. Check the voltage on the 2B circuit at terminal 30 in the
fuel solenoid should make a definite click when the fuel solenoid relay socket.
hold-in coil is de-energised.
a. If battery voltage is not present on the 2B circuit, check
d. If the hold-in coil does not function properly, check the
circuit 2B for an open or a short.
resistance of the hold-in coil by placing an ohmmeter
b. If battery voltage is present on circuit 2B, go to step 14.
between the red wire (8D circuit, pin A) and the black
wire (CH circuit, pin C) in the connector to the fuel
solenoid. The resistance of the hold-in coil should be 24
to 29 ohms. If the resistance of the hold-in coil is not in
this range, replace the fuel solenoid.
e. If the hold-in coil does function properly, go to step 10.
aga310r
adj03r Simplified Schematic of Integral Fuel Solenoid System
Integral Fuel Solenoid Harness Connections After 5/95 After 6/95
1. Pin B: White (8DP) Wire 1. Fuel Solenoid Relay Contacts
2. Pin A: Red (8D) Wire 2. Fuel Solenoid Pull-in Coil
3. Pin C: Black (CH) Wire 3. Fuel Solenoid Hold-in Coil
4. Fuel Solenoid and Connector 4. Fuel Solenoid Timer1
5. Main Wire Harness Connector and Pins: 5. Fuel Solenoid Relay Coil1
Pin A = 8D 1.
Not used on models with μP-T controller.
Pin B = 8DP
Pin C = CH

14. Test the relay. Fuel Solenoid Replacement
a. Use a jumper to connect the 85 terminal on the relay to 1. Disconnect wire 20 from the reset switch to prevent the
terminal 2 at the fuse link. reset switch from opening.
b. Use another jumper to connect the 86 terminal on the 2. Disconnect the fuel solenoid wire connector and remove
relay to a CH circuit. the old fuel solenoid.
c. If the relay does not energise, it is defective. Replace the 3. Connect the main harness connector to the new fuel
relay. solenoid.
d. If the fuel solenoid does energise, the timer is defective. 4. Adjust the following unit switches if they are provided on
Replace the fuel solenoid harness on units built before your unit:
6/95. Replace the fuel solenoid timer PC board on units • Place the Diesel-Electric switch in the DIESEL position.
built after 5/95. • Place the CYCLE-SENTRY switch in the CONTINUOUS
15. Turn the unit OFF and reconnect wire 20 to the reset RUN position.
switch. On units equipped with a Cab Control Box, replace • Cab Control Boxes: Remove the CYCLE-SENTRY
the CYCLE-SENTRY module in the option board socket. module from the option board to prevent the auto-start
system from preheating and trying to crank the engine.
• Place On-Off switch(es) in the ON position to energise the
fuel solenoid.
NOTE: The fuel solenoid must be energised when it is being

installed. If it is not, the plunger and the linkage may not
line up correctly. Then the fuel solenoid will not function
properly.
5. Place the O-ring in the groove in the end of the fuel

injection pump. Make sure that the O-ring is positioned
aat11 correctly during installation to avoid damage and leaks.
Relay Socket Terminal Identification—All Engines with 6. Install the new fuel solenoid.
Integral Fuel Solenoid 7. Turn the unit OFF and reconnect wire 20 to the reset
1. 87 Terminal/8DP Wire switch. On units equipped with a Cab Control Box, return
2. 85 Terminal/8D Wire the CYCLE-SENTRY module in the option board socket.
3. 86 Terminal/8DC Wire
4. 30 Terminal/2B Wire
Speed Adjustments on Z400B Engine
speed settings for a particular unit.

1. Start the unit in CONTINUOUS RUN and fully warm up
the engine.
2. Adjust the thermostat setpoint to make the engine operate
in low speed and check the engine speed.
3. If the engine speed is not correct, loosen the jam nut on the
low speed adjustment screw.
4. Adjust the engine speed. Turn the adjustment screw
clockwise (in) to increase engine speed. Turn the screw
counterclockwise (out) to decrease the engine speed.
Tighten the jam nut.
5. Turn the unit OFF. Restart the unit. The engine should
adn16r start in high speed and then drop to low speed. Check the
Integral Fuel Solenoid Components—All Engines Except engine speed.
Z400B
1. Integral Fuel Solenoid
2. O-ring
3. Fuel Injection Pump Groove

High Speed Adjustment
Because of the importance of breaking in the induction
alternator at the correct speed, the engine speed is set by
measuring the output voltage for the induction alternator.
1. Check the tension on the belt between the engine and the
electric motor/induction alternator. Adjust belt tension if
necessary.
2. Start the unit on CONTINUOUS RUN and fully warm up
the engine.
3. Adjust the thermostat setpoint to make the engine operate
in high speed.
4. Measure the output voltage from the induction alternator.
Output voltage should be 380 to 420 volts ac at engine
high speed setting. If the output voltage is not correct,
loosen the jam nut on the high speed adjustment screw.
5. Turn the high speed adjustment screw counterclockwise
(out) to increase engine speed and therefore increase
voltage output. Turn the screw clockwise (in) to decrease
the engine speed and therefore decrease voltage output.
6. Adjust engine speed to set the output voltage at 380 to
420 volts ac. Then tighten the jam nut.
7. Turn the unit OFF. Restart the unit. Check the output
voltage from the induction alternator. Output voltage
should be 380 to 420 volts ac.
engsp-z
Engine Speed Adjustment—Z400B Engine
1. High Speed Adjustment Screw
2. Low Speed Adjustment Screw

Adjust the Fuel Limit Screw
FUEL LIMIT SCREW ADJUSTMENT 1. The plunger must be locked in place so it will not move
while the fuel limit screw is being adjusted.
NOTE: These instructions apply to all truck unit engines a. Make a spacer 9.5 mm in diameter and 7.9 mm long
except the Z400B. The fuel limit screw is covered with an from a rod or a bolt.
anti-tamper cap and is not adjustable on later model engines.
b. Place the spacer in the cap nut.
The fuel limit screw is located on the end of the injection c. Screw the cap nut onto the fuel limit screw assembly
pump governor housing that faces the flywheel. The fuel limit until it is finger tight.
screw is set when the injection pump is calibrated at the d. Check the plunger and make sure it cannot move.
factory and SHOULD NOT be adjusted unless there is reason
to believe someone has tampered with it. Evidence that the
fuel limit screw has been moved includes:
• A damaged or missing lead seal on the adjustment cover
• An engine that has difficulty picking pump speed
• An engine that emits excessive amounts of black smoke
when the engine changes speed.
Use the following procedure to adjust the fuel limit screw.
NOTE: Two adjustments are required to adjust the fuel limit

screw properly. First the fuel limit screw assembly must be
removed from the governor housing to adjust the plunger
clearance. The fuel limit screw assembly can then be
replaced and adjusted correctly.
aat15
Fuel Limit Screw Adjustment Procedure Fuel Limit Screw Assembly—All Engines Except Z400B
Adjust the Plunger Clearance 1. Cap Nut
2. Gaskets
1. Remove the lead seal and the cap nut from the fuel limit
3. Spring
screw.
4. Plunger
2. Loosen the lock nut and remove the fuel limit screw 5. Lock Nut
assembly from the governor housing. 6. Plunger Lock Nuts
3. Check the plunger clearance with a feeler gauge. The
plunger clearance should be 0.40 mm. Use the 2 plunger
lock nuts to adjust the plunger clearance if necessary.
tkenrd07
Fuel Limit Screw Assembly—All Engines Except Z400B
fi-ajscr 1. Plunger Lock Nuts
Fuel Limit Screw Location—All Engines Except Z400B 2. Plunger Clearance of 0.40 mm
1. Cap Nut 3. Spacer
2. Lock Nut

2. Place the fuel limit screw assembly in the governor CAUTION: Do not push the fuel control rod too hard or the
housing. Make sure the lock nut is turned out toward the governor spring will stretch and the tensioner lever will
cap nut enough to allow adjustment. move away from the fuel limit adjustment screw. This will
3. Remove the inspection plate from the side of the injection throw the adjustment off.
pump housing. 9. Turn the fuel limit screw in or out to align the scribe mark
4. Remove wire 20 from the reset switch so the reset switch on the fuel control rack with the edge of the guide plate.
will not open. 10. Lock the fuel limit screw assembly in this position with the
5. Disconnect wire 8S from the starter solenoid circuit at the lock nut.
jumper plug near the starter. 11. Recheck the alignment of the scribe mark and the edge of
6. Turn the unit ON but do not start it. the guide plate.
7. Set the thermostat well below the compartment 12. Turn the unit OFF and connect wire 20 to the reset switch.
temperature so it calls for high speed. Make sure that the 13. Reconnect wire 8S to the starter solenoid circuit at the
throttle lever is in the high speed position. On units jumper plug near the starter.
equipped with an integral fuel solenoid, also make sure
14. Remove the cap nut and spacer from the fuel limit screw.
that there is voltage on wire 8D and that the integral fuel
solenoid is energised. 15. Install the cap nut without the spacer.
8. Use a screwdriver to push the fuel control rod toward the 16. Install a new lead seal.
front of the engine until the start spring is fully compressed 17. Install the inspection plate.
(about 6 mm). The start spring is fully compressed when
the governor lever contacts the tensioner lever. You will
feel a definite stop when this happens. The start spring is INJECTION PUMP
a light spring that is located between the tensioner lever
and the governor lever.
Injection Pump Adjustments
When the diesel engine fails to maintain the correct
engine speed, check the following before adjusting
the speed:
1. Check the prefilter screen. Recheck the speed.
2. Bleed air out of the fuel system. Recheck the
speed.
3. Bleed air out of the nozzles. Recheck the speed.
4. Operation of electric transfer pump.
Make the engine speed adjustments with the engine
fully warmed up.The unit has one solenoid to
aat14
control the high speed function. The speed of the
Tensioner Lever, Start Sprint and Governor Lever —
Viewed Through the Governor Case Cover engine should be checked with the use of a
1. Tensioner Lever stroboscope tachometer (see Tool Catalog).
2. Governor Lever
3. Start Spring must be compressed to check the
position of the fuel control rod.

Timing the Injection Pump to the Engine
Injection Pump Removal, Installation, and There are two different types of timing procedures used on all
Timing truck unit engines except the Z400B and UT1200X (This is
the only timing procedure for the TK376 engine. It is not
necessary to check the individual cylinder timing). One
All Engines Except Z400B procedure times the injection pump correctly to the engine.
The second procedure checks the timing between the
Injection Pump Removal cylinders.
1. Remove the fuel injection lines. Remove the 4 nuts The procedure for timing the pump to the engine will be
holding the pump to the timing cover. Remove the fuel covered first. The procedure for individual cylinder timing is
supply line. very similar to timing the injection pump so it will be covered
2. Remove the inspection plate on the side of the timing last. Individual plungers in the injection pump are timed to
cover. each other by the use of spacers in the pump plunger base. It
3. Remove the clip that connects the rack pin to the governor is rare that an injection pump would change individual
arm. cylinder timing unless it had been through some type of repair
4. centre the rack on the pump body. Then remove the process. However, if all other possible problems with a rough
injection pump from the timing cover. The timing shims operating engine have been checked, check individual
will usually stay attached to the pump. cylinder timing. Especially if the engine’s injection pump has
been replaced or repaired recently.
CAUTION: If the rack is not positioned correctly, the pump
will not come out of the timing cover.
Injection Pump Installation

1. Replace the shims on the injection pump if they have been
damaged during the pump removal. New shims are
supplied in sets. Select the same thickness removed from
the pump.
NOTE: Do not put gasket sealer on the shim or pump until

the injection timing of the pump has been checked. The
shim may have to be replaced with one of a different
thickness.
2. centre the rack in the pump body and insert the pump in the
timing gear cover. The rack pin must be indexed with the
governor arm as the pump is being inserted. fi-pump
3. Install the clip that connects the rack pin to the governor Align Scribe Mark with Guide Plate
arm. 1. Injection Pump Inspection Opening
2. Guide Plate—Align scribe mark with this edge
4. Install the washers and nuts. Torque the nuts to 24 to
3. Scribe Mark
27 Nm.
4. Fuel Control Rod
5. Install the injection lines and the fuel line.

CAUTION: The cylinders on the engine are numbered from NOTE: The cylinder timing marks on 3-cylinder engines
the flywheel end to the water pump end. The number 1 are stamped on the flywheel 120 degrees apart. (Cylinder
cylinder is next to the flywheel. On TK 3.66, TK 3.74, timing marks on 2-cylinder engines are stamped on the
TK 3.88, 3.95 and TK 376U engines, the number 2 cylinder flywheel 180 degrees apart.) Top dead centre marks are
is the centre cylinder. The number 3 cylinder (number 2 identified by the number of the cylinder stamped next to
cylinder on TK 2.44 and TK 2.49 engines) is next to the them. Injection timing marks are unmarked. The timing
water pump. The timing marks on the flywheel are matched marks on the engines can be difficult to align. This is
to this system. because the timing mark on the starter mounting plate is
near the air cleaner, on the side of the plate that faces the
1. Rotate the engine in the direction of rotation (clockwise as flywheel. It cannot be seen when looking through the
viewed from the water pump end) until the number 1 curbside door opening unless you use a mirror.
cylinder (closest to flywheel) is at approximately top dead
centre of the compression stroke. The valve cover should The timing mark on the starter mounting plate is a line
be removed to identify the compression stroke. Both stamped on the side of the plate facing the flywheel. To
rocker arms of the number 1 cylinder will be loose. Check locate the timing mark, feel the back side of the plate 10 mm
below the centre of round notch in the edge of the plate. To
to see that the number 1 cylinder top dead centre mark on
make it easier to align the timing marks, file a V-notch in the
the flywheel is aligned with the timing mark on the starter edge of the plate in line with the timing mark on the plate.
mounting plate. Units manufactured after 3/15/89 will have this V-notch in
the edge of the plate.
CD-II MAX model units (2.49 engine) include timing marks

on the front engine pulley.
2. Remove the injection line from the number 1 injector and

the injection pump. Remove the delivery valve holder,
delivery valve and spring. Care must be taken to prevent
dirt from entering the fuel injection system. Replace the
delivery valve holder and delivery valve.
aat18
Individual Cylinder Timing and Firing Order—TK 3.66,
TK 3.74, TK 3.88 and TK 3.95 Engines
aat17
Timing Marks —All Engines Except Z400B
1. TDC Mark
2. Injection Timing Mark
3. Round Notch
4. File V-Notch Here
5. Timing Mark

3. Install a drip valve on the nozzle holder. 8. If the timing marks did not line up, a shim or shims will
have to be added or subtracted from the injection pump.
NOTE: Disconnect wire 20 from the oil pressure switch. Adding shims will retard the injection timing, subtracting
shims will advance the timing. Increasing or decreasing
4. Adjust the following unit switches if they are provided on
shim thickness by 0.1 mm will change the timing by 1
your unit:
degree.
• Place the Diesel-Electric switch in the DIESEL position.
9. After shims have been added or subtracted, recheck the
• Place the CYCLE-SENTRY switch in the CONTINUOUS
timing.
RUN position.
• Cab Control Boxes: Remove the CYCLE-SENTRY 10. When the injection pump has been correctly timed to the
module from the option board to prevent the auto-start engine, remove the pump. Put a light coat of silicone
system from preheating and trying to crank the engine. gasket sealer on the shim pack and the pump, or dip the
• Then place On-Off switch(es) in the ON position to new shims in lacquer thinner to activate the sealer.
activate the fuel solenoid and the fuel pump. 11. Reinstall the pump and torque the nuts to 24 to 27 Nm.
12. Reinstall the delivery valve and spring. Torque the
WARNING: Wire 8S should be disconnected from the delivery valve holder to 41 Nm.
starter motor.
13. Reinstall the injector lines and bleed the air from the
WARNING: Loosen the injection lines on the injection nozzles. Then operate the engine.
nozzles of the number 2 (and 3) cylinders to prevent any
possibility of the engine firing. NOTE: Reinstall wire 20 on the oil pressure switch and wire
8S on the starter motor. On units equipped with a Cab
5. The engine should be close to the top dead centre position Control Box, replace the CYCLE-SENTRY module in the
with the plunger port in the pump closed. No fuel should option board socket.
flow from the drip tube.
Timing Individual Cylinder Injection
6. Turn the engine backwards past the injection timing mark This procedure should be used when a poor operating
until fuel flows from the drip tube. engine has had all possible problems checked but continues to
7. Slowly rotate the engine in the direction of rotation while operate badly. If the injection pump has been repaired or
watching the drip tube. When the fuel flow slows to replaced, the chance of individual cylinder timing problems
approximately one drip every 10 to 15 seconds, check the has a greater possibility of occurring.
timing marks. They should be lined up.
adj08r
aaq18 Front Engine Pulley Timing Marks—TK 2.49 Engine on
Viewing Timing Marks Through Engine Compartment CD-II MAX Models
Service Door—All Engines Except TK 3.95 in UTS 1. Starter Plate Mark
Models and Z400B 2. Injection Mark
1. Timing Marks 3. TDC Mark

To check individual cylinder timing, follow the pump
timing procedure. However, instead of changing shims to
adjust pump timing, check the timing of number 2 (and
number 3) injector to the engine after checking number 1. The
cylinders should time on their respective flywheel timing
marks.
If the injection pump plungers are not correctly timed to
each other, the pump must be removed and sent to a diesel
injection equipment repair shop for calibration.
NOTE: The order of the flywheel timing marks on

3-cylinder engines is 1, 2, 3, but the firing order is 1, 3, 2.
This is because the engine fires every 240 degrees of
crankshaft rotation. Therefore when checking individual
cylinder timing, check number 1 first. Then rotate the 1
engine past number 2 to number 3 and check number 3.
Then rotate the engine past number 1 to number 2 and check
number 2.
1. Index Marks
Index Mark Location
flywheel
Timing Marks—Z400B Engine
1. TDC Mark
2. Index Mark
INJECTION PUMP REMOVAL AND

INSTALLATION
Injection Pump Removal

1. Note the alignment of the index marks on the injection
pump and the gear case. If they are not marked, mark them
so the injection pump can be returned to the same position
when it is reinstalled.

Injection Pump Installation
1. Place a new O-ring on the injection pump and lubricate it
with engine oil.
2. Place the injection pump in the gear case. Rotate the
injection pump shaft to mate the key in the shaft with the
keyway in the injection pump gear. Take care to make sure
the key mates with the keyway.
3. Secure the injection pump to gear case with previously
removed hardware. Make sure to align the index marks on
the injection pump and the gear case like they were in
step 1 of “Injection Pump Removal”.
1 2 4. Secure the injection pump gear to the injection pump shaft
with the lock washer and mounting nut. Use a shop rag, as
1. Index Mark on Injection Pump before, to prevent the lock washer or nut from falling into
the gear case. Torque the nut to 43 to 51 ft-lb (59 to 69
2. Index Mark on Gear Case
N•m).
Index Mark Alignment 5. Install the injection pump timing cover on the gear case
2. Remove the throttle linkage, fuel lines, wire harness, and cover, and reinstall all components removed previously to
mounting hardware from the injection pump. facilitate the injection pump removal.
3. Remove the injection pump timing cover from the gear
case.
4. Loosen the injection pump gear mounting nut, but do not
remove it yet.
Note: The injection pump gear assembly is made of two

pieces, the flange and the gear. Do not loosen or remove the
four bolts that fasten the gear to the flange because that
changes the timing.
5. Use a suitable puller to loosen the injection pump gear

from the injection pump shaft.
6. Remove the injection pump gear mounting nut and lock
washer. Use a shop rag to prevent the lock washer or nut
from falling into the gear case.
7. Remove the injection pump from the gear case, but leave
the injection pump gear in the gear case. This keeps the
teeth on the injection pump gear aligned properly with the
teeth on the idler gear. If you remove the injection pump
gear from the gear case you will have to remove the gear
case cover to realign the timing marks on the injection
pump gear and the idler gear.

1
2
3
4
8
6
5
1. Injection Pump 5. Injection Pump Gear Mounting Nut

2. Gear Case 6. Lock Washer
3. Gear Case Cover 7. Injection Pump Gear
4. Injection Pump Timing Cover 8. O-Ring
Injection Pump Removal and Installation

ADJUST ENGINE VALVE CLEARANCE Z400B Engine
Valve clearance should be checked after the first 500 hours of 1. Remove the rocker arm cover.
engine operation and after every 2000 operating hours,
maximum. It is very important that valves be adjusted to the WARNING: Before turning the engine by hand, loosen all
the injection lines at the injection nozzles to prevent any
correct specifications for satisfactory engine operation.
possibility that the engine might start.
Insufficient valve clearance will result in compression loss
and misfiring of cylinders resulting in burned valves and seats. 2. Rotate the engine in the normal direction of rotation
Excessive valve clearance will result in noisy valve operation (counterclockwise from the flywheel end) until the number
and abnormal wear of the valves and rocker arms. The intake 1 cylinder is at top dead centre of the compressor stroke.
and exhaust valves are adjusted with the valve in the closed a. Check the rocker arms and push rods on the number 1
position. cylinder.
b. If the rocker arms and push rods are loose, the number 1
cylinder is at top dead centre of the compression stroke.
All Engines Except Z400B c. If the rocker arms and push rods are tight, the number 1
1. Remove the valve cover. Torque the 18 mm diameter head cylinder is at top dead centre of the exhaust stroke.
bolts to 36.3 Nm prior to adjusting the valves. Rotate the engine 360 degrees to place the number 1
2. The intake valve and exhaust valve are adjusted to cylinder at the top dead centre of the compression stroke.
0.20 mm with the temperature at 21.0 C. 3. Check the valve clearance of both valves for the number 1
Turn the engine by using the belt on the crankshaft pulley. cylinder with a feeler gauge. The valve clearance for both
Rotate the engine in the direction of rotation (clockwise as the intake valve and the exhaust valve should be 0.15 to
viewed next to the flywheel) from the water pump end. 0.18 mm.
4. Adjust the valves if necessary by loosening the lock nut
WARNING: Before turning the engine by hand make sure
and turning the adjustment screw until the valve clearance
the fuel rack is off to prevent any possibility that the engine
might start. is correct.
5. Hold the adjustment screw in place and tighten the lock
a. Turn the engine so number 1 cylinder is on compression nut.
with piston to TDC. Both push rods should turn freely. 6. Recheck the valve clearance.
Adjust both valves on number 1 cylinder. 2 Cylinder 7. Rotate the engine in the normal direction of rotation
engines, go to step c. (counterclockwise from the flywheel end) until the number
2 cylinder is at top dead centre of the compression stroke.
NOTE: If both push rods do not turn freely, rotate the
engine 360 degrees. Then check the valve clearance for the a. Check the rocker arms and push rods on the number 2
cylinder again. cylinder.
b. If the rocker arms and push rods are loose, the number 2
b. Revolve the crankshaft 240 degrees to TDC mark on cylinder is at top dead centre of the compression stroke.
number 3 cylinder, and adjust both valves. c. If the rocker arms and push rods are tight, the number 2
c. 3 Cylinder engines: Turn the crankshaft 240 degrees to cylinder is at top dead centre of the exhaust stroke.
align TDC mark of number 2 cylinder, and adjust both Rotate the engine 360 degrees to place the number 2
valves. cylinder at top dead centre of the compression stroke.
2 Cylinder engines: Turn the crankshaft 180 degrees to 8. Check and adjust both valves for the number 2 cylinder.
align TDC mark of number 2 cylinder, and adjust both
9. Install the valve cover.
valves.
d. Make sure to tighten locking nut while holding the ball
head screw in position.
BELT TENSION
3. Install valve cover making sure that the gasket is in
position.
General Information
Belts should be regularly inspected during unit pre-trip for
wear, scuffing or cracking and correct tension.
Correct belt tension is critical for correct unit operation. Belts
that are too loose will slip, squeal or whip causing excessive
vibration levels and poor unit performance. Belts that are too
tight will cause excess vibration along with premature belt and
bearing failures.

New belts should be tensioned cold and re-tensioned cold after Using Sprocket Tension Adjuster: Install the new
10 hours of unit operation. engine/compressor belt, compressor/electric motor/jackshaft
belt and compressor/evaporator/alternator belt. Make sure the
NOTE: Tension specifications are measured using gauge belts are seated in the pulley grooves. The compressor/
TK 204-427. evaporator/alternator belt must be centred in the slot on the
engine side of the idler bracket. Adjust belt tension on the
NOTE: DO NOT attempt to remove or install belts without
loosening adjustments. Belts that are installed by prying will engine/compressor belt using either method below:
fail prematurely due to internal cord damage. • Turn the sprocket using a 22 mm wrench. Check for
correct gauge tension or deflection in the centre of the belt
WARNING: DO NOT attempt to adjust belts with the unit span. Then tighten the pulley bolt using a 19 mm wrench.
operating. DO NOT jump belts on by cranking the engine. • Turn the sprocket using a 22 mm crow’s foot attached to a
Personal injury may result. 10 mm torque wrench. Tighten the sprocket until the
torque wrench reads 4.5 Nm on used belts (or 5.0 Nm on
WARNING: CYCLE-SENTRY Equipped Units—with the new belts). Then tighten the pulley bolt using a 19 mm
CYCLE-SENTRY Continuous Run/Auto Start-Stop selector
wrench while holding the sprocket in position. The pulley
switch in Auto Start-Stop position and unit On/Off switch in
ON position, the unit may start operation at any time without bolt must be loose enough to allow the sprocket to rotate
prior warning. Switch unit On/Off switch to OFF position freely to accurately set the belt tension by this method.
before performing maintenance or repair procedures.
NOTE: DO NOT over tighten the engine/compressor drive
belt. Over-tensioned belts cause severe overload on the
bearings.
TK 3.66, TK 3.74, TK 3.88 and TK 3.95
Engines (Except SPECTRUM TS, TS-200,
TS-300, TS-500, TS-600, UTS and XDS
Models)
NOTE: See Specifications chapter for belt tension settings
for a particular unit.
Engine/Compressor Belt
Using Belt Tension Adjuster. Install engine/compressor belt
and compressor/electric motor/jackshaft belt. Tighten the belt
tension by turning the adjuster by hand until the adjuster
moves all the way down and locks in the belt tension stop.
Check for correct gauge tension or deflection in the centre of
the belt span.
aad06
Engine/Compressor Idler Pulley with Tension
Adjuster—TK 3.66, TK 3.74, TK 3.88 and TK 3.95
Engines (Except SPECTRUM TS, TS-200, TS-300,
TS-500, TS-600 and XDS Models)
1. Belt Tension Adjuster
2. Spring
3. Belt Tension Stop
4. Pulley Adjustment Bolt
5. Idler Mounting Plate and Bolt

Compressor/Electric Motor/Jackshaft Belt
Slide the jackshaft or electric motor away from the
compressor to tighten this belt. Check for correct gauge
tension or deflection in the centre of the belt span.
tenmd13r
Alternator Mounting and Belt Tension Bolts—TK 3.66,

TK 3.74, TK 3.88 and TK 3.95 Engines (Except
adq06r SPECTRUM TS, TS-200, TS-300, TS-500, TS-600 and
Engine/Compressor Idler Pulley with Sprocket— XDS Models)
TK 3.66, TK 3.74, TK 3.88 and TK 3.95 Engines (Except 1. Bracket Mounting Bolt
SPECTRUM TS, TS-200, TS-300, TS-500, TS-600 and 2. Bracket Adjustment Bolt
XDS Models) 3. Bracket
1a. Idler Bracket Only (Some Models) 4. Pivot Bolt
1b. Idler Bracket with Upper Bracket 5. Alternator Mounting Bolt
2. Sprocket 6. Adjustment Nut
3. Slot in Idler Bracket
4. Pulley Assembly Idler Pulley Bracket — TK 3.66 Engine
In mid-March 1989 the idler pulley bracket on the TK 3.66
Water Pump Belt engine was changed. The old bracket P/N 99-9453 and T-bolt
Adjust tension by adding or removing shims between pulley P/N 55-5968 have been replaced with a new bracket P/N
sheaves. Check for correct gauge tension or deflection in the 91-723, a hex bolt P/N 55-5597 and a flat washer P/N
centre of the belt span. 55-5871. The new parts are available as a kit P/N 90-142. The
new bracket has a narrower and longer slot and is made of
Compressor/Evaporator/Alternator and stainless steel. At the same time the engine, compressor and
Alternator/Evaporator Fan Belts idler belt P/N 78-688 used on the TK 3.66 engine was made
Loosen both the pivot bolt and alternator adjustment bolt to slightly shorter, but the part number remains the same.
adjust belt tension. Move the alternator upward to tighten the
belts. Check for correct gauge tension or deflection in the
centre of the belt span. Use the longest span of the
Compressor/Evaporator Fan/Alternator belt to check belt
tension.

aau05r
Belt Arrangement—TK 3.66, TK 3.74, TK 3.88 and TK 3.95 Engines (Except SPECTRUM TS, TS-200, TS-300, TS-500,
TS-600 and XDS Models)
1. Engine/Compressor Belt 7. Electric Drive Motor/Jackshaft
2. Evaporator Fan Pulleys (2) 8. Compressor/Electric Motor/Jackshaft Belt
3a. Idler with Tension Adjuster 9. Compressor
3b. Idler with Sprocket 10. Engine
4. Compressor/Evaporator Fan/Alternator Belt 11. Water Pump Belt
5. Alternator
6. Alternator/Evaporator Fan Belt
NOTE: Items 4 and 6 are not used on TCI-Z and TLE models.

SPECTRUM TS, TS-200, TS-300, TS-500,
TS-600 and XDS Models
NOTE: When installing new belts, the restraining mount on

the oil filter side of the engine must be loosen. The
restraining mount must then be adjusted before tightening
belts to correct belt tension.
Engine/Electric Motor/Jackshaft Belt

The engine/electric motor/jackshaft belt is a 3 V belt. The top
idler pulley is crowned to pull the belt to the centre of the idler.
To adjust belt tension, loosen the top idler pulley mounting
aga643r
bolt and the locknut on idler pulley adjustment bolt. Turn the
adjustment bolt to move the idler pulley and change belt Alternator Mounting and Belt Tension Bolts—
tension. Check for correct gauge tension or deflection in the SPECTRUM TS, TS-200, TS-300, TS-500, TS-600 and
centre of the belt span between the engine clutch and XDS Models
evaporator fan pulley. Then tighten mounting bolt and 1. Pivot Bolt
locknut on adjustment bolt. 2. Alternator
3. Spacer
Compressor/Electric Motor/Jackshaft Belt 4. Mounting and Adjustment Brackets
The compressor/electric motor/jackshaft belt is a poly-v belt. 5. Shims
When installing a new belt, feel the belt with your hand to 6. Adjustment (Eye) Bolt
make sure the belt is completely seated in the pulley. Also
check for accurate pulley and belt alignment for good belt
performance.
afk10r
Belt Arrangement—SPECTRUM TS, TS-200, TS-300, TS-500, TS-600 and XDS Models
1. Compressor
2. Alternator
3. Engine/Electric Motor/Jackshaft Belt: Check Tension Here
4. Electric Motor
5. Top Idler Pulley
6. Compressor/Electric Motor/Jackshaft Belt: Check Tension Here
7. Engine Restraining Mount Location
8. Evaporator Fan Pulleys (2)
9. Belt Guide Idler Pulley

To adjust belt tension, loosen the alternator pivot bolt and the
locknut below the mounting flange on alternator adjustment CD-II MAX Models with TK 2.49 Engine
bolt. Turn the locknut above the mounting flange on the
adjustment bolt to move the alternator and change belt tension. NOTE: See Specifications chapter for belt tension settings
Check for correct gauge tension or deflection in the centre of for a particular unit.
the belt span between the alternator and electric
Compressor/Electric Motor/Jackshaft Belt
motor/jackshaft. Then tighten pivot bolt and locknut below
the mounting flange on the alternator adjustment bolt. NOTE: Adjust this belt before adjusting the Engine/Electric
Motor/Jackshaft belt.
Engine Restraining Mount Adjustment
The restraining mount locknut must be loosened when Slide the jackshaft or electric motor away from the
installing new belts on the engine or compressor. After new compressor to tighten this belt. Check for correct gauge
belts have been installed and tightened enough to eliminate tension or deflection in the centre of the belt span.
belt slack, adjust tighten the restraining mount. Turn the
Engine/Electric Motor/Jackshaft Belt
locknut to compressor the vibration mount. Tighten until the
top of the washer on the vibration mount is flush with the top NOTE: Before adjusting this belt, adjust the
of the gauge brackets. A gauge bracket is located on each side Compressor/Electric Motor/Jackshaft belt.
of the vibration mount. Use a straight edge to check the
alignment. Adjust and tighten unit belts to correct tension. Loosen both the pivot bolt and alternator adjustment bolt to
Then recheck restraining mount alignment. adjust belt tension. Move the alternator upward to tighten this
belt. Check for correct gauge tension or deflection in the
centre of the belt span.
tenmd13r
afk09r Alternator Mounting and Belt Tension Bolts—CD-II

MAX Models with TK 2.49 Engine
Typical Engine Retraining Mount—SPECTRUM TS, 1. Bracket Mounting Bolt
TS-200, TS-300, TS-500, TS-600, UTS and XDS Models 2. Bracket Adjustment Bolt
1. Vibration Mount 3. Bracket
2. 3-Link Chain 4. Pivot Bolt
3. Engine Flange Stud Assembly (tighten but do not 5. Alternator Mounting Bolt
torque nut) 6. Adjustment Nut
4. Gauge Brackets (2)
5. Washer Water Pump Belt
6. Lock Nut
Adjust tension by adding or removing shims between pulley
7. Straight Edge (Ruler)
sheaves. Check for correct gauge tension or deflection in the
Water Pump Belt
sheaves. Check for correct gauge tension or deflection in the

adj09r
Belt Arrangement—CD-II MAX Models with TK 2.49 Engine
1. Engine Clutch
2. Idler Pulley
3. Alternator
4. Engine/Electric Motor/Jackshaft: Check Tension Here
6. Electric Motor
7. Compressor Pulley
8. Water Pump Belt

Engine Clutch/Electric Motor Belt
SD-II Models with Z400B Engine 1. Loosen the idler mounting bolt.
2. Position the idler to get correct tension. Check for correct
gauge tension or deflection in the centre of the belt span.
3. Tighten the idler mounting bolt.
Alternator/Water Pump Belt
Electric Motor/Compressor Belt
1. Loosen the alternator mounting bolt and the alternator
pivot bolt. 1. Loosen the idler mounting bolt.
2. Position the alternator to get correct belt tension. Check 2. Position the idler to get correct belt tension. Check for
for correct gauge tension or deflection in the centre of the correct gauge tension or deflection in the centre of the belt
belt span. span.
3. Tighten the alternator mounting bolt and the alternator 3. Tighten the idler mounting bolt.
pivot bolt.
sdbltr
Belt Arrangement—SD-II Models with Z400B Engine
1. Alternator/Water Pump Belt
2. Electric Motor
3. Engine Clutch
4. Engine/Electric Motor/Jackshaft Belt: Check Tension Here
5. Idler
7. Idler
8. Compressor

Fan Shaft/Electric Motor Belt
SDZ Models with TK 2.44 or TK 2.49 Engine Slide the electric motor away from the fan shaft to tighten this
belt. Check for correct gauge tension or deflection in the
Water Pump Belt
Fan Shaft/Engine Drive Belt
Tighten the idler pulley adjustment nut to adjust the belt sheaves. Check for correct gauge tension or deflection in the
tension. Check for correct gauge tension or deflection in the centre of the belt span.
centre of the span between the engine pulley (clutch on
Models 25 and 50) and the idler pulley. Alternator/Fan Shaft/Compressor Belt
1. Loosen the alternator bracket mounting screws.
2. Using the adjustment screw, move the alternator up on the
bracket to tighten the belt. Check for correct gauge tension
or deflection in the centre of the belt span.
3. Tighten the alternator mounting screws.
tkensz06
Alternator Mounting and Belt Tension Bolt— SDZ
Models with TK 2.44 or TK 2.49 Engine
1. Belt Adjustment Bolt
tensz05r
Belt Arrangement—SDZ Models with TK 2.44 or TK 2.49 Engine
1. Alternator Pulley 7. Fan Shaft/Engine Drive Belt
2. Alternator Fan Shaft/Compressor Belt 8. Engine Clutch
3. Compressor Pulley 9. Electric Motor Pulley
4. Fan Shaft/Electric Motor Belt 10. Evaporator Fan
5. Jackshaft Pulley 11. Compressor/Alternator Drive Pulley
6. Idler 12. Condenser Fan

UTS and UT1200X Models
NOTE: When installing new belts, the restraining mount on

the oil filter side of the engine must be loosened. The 1
restraining mount must then be adjusted before tightening
belts to the correct belt tension.
Engine/Drive Motor Belt Adjustment

1. Loosen the idler mounting nut and the jam nut on the idler
adjuster.
2. Turn the idler adjuster to obtain the correct gauge tension
or a deflection of 13 mm at the centre of the belt. 2
3. Tighten the idler mounting nut and the jam nut on the idler
adjuster.
ARA021
Drive Motor/Compressor Belt— UTS Models

1 1. Idler Mounting Nut
2. Idler Adjuster
Drive Motor/Alternator Belt

1. Remove the lower condenser panel to access the alternator.
2. Loosen the alternator pivot bolt and the alternator
adjusting arm bolt.
3. Position the alternator to obtain the correct gauge tension
or a deflection of 13 mm at the centre of the belt.
4. Tighten the alternator pivot bolt and the alternator
2 adjusting arm bolt.
3 5. Replace the lower condenser panel.
1
ARA020
Engine/Drive Motor Belt Adjustment— UTS Models

1. Idler Mounting Nut
2. Jam Nut
3. Idler Adjuster
Drive Motor/Compressor Belt

1. Loosen the idler mounting nut.
2. Turn the idler adjuster to obtain the correct gauge tension
or a deflection of 13 mm at the centre of the belt.
3. Tighten the idler mounting nut.
Water Pump Belt 2

Adjust the tension by adding or removing shims between the
pulley sheaves to obtain the correct gauge tension or a
deflection of 13 mm at the centre of the belt. ARA022
Drive Motor/Alternator Belt— UTS Models

1. Alternator Pivot Bolt
2. Alternator Adjusting Arm Bolt

Clutch Disassembly
Clutch Maintenance 1. Remove the 6 bolts that attach the clutch rotor plate to the
flywheel. If the clutch is stuck to the flywheel, it can be
wedged loose by driving a cold chisel between the
General Information flywheel and chamfered edge of the rotor plate.
See Maintenance Inspection Schedule chapter for specific 2. Remove the snap ring, socket head cap screw and washer
clutch inspection intervals for your unit. Inspect the clutch for from the rear (flywheel side) of the clutch. Discard the
shoe and anchor bushing wear with a mirror at each oil snap ring. With the housing facing down, support the rotor
change. If the shoe wear is uneven, remove the clutch. Inspect plate leaving at least 32 mm clearance below the housing.
anchor bushings, shoe lining and springs for wear and replace Remove the housing by pressing on the centre hub using a
if necessary. Clean the shoes and drum, and regrease the 38 mm arbor.
bearings. 3. Place the rotor assembly with the shoes up. Remove the
Inspect the clutch for bearing wear at least once a year. shoe shafts with a 19 mm socket or box wrench while
With the belts removed, spin the clutch by hand. The bearings holding the lock nuts with a 14 mm socket wrench.
should roll freely and quietly. Replace the bearings if they are 4. Discard the shoes, leaf springs, bridge, shoe shafts, and
worn. lock nuts.
5. Press out the bearing using a 45 mm arbor and discard.
Clutch P/N 107-233 Disassembly, Clutch Assembly
Inspection and Assembly (TK 3.66 and TK 1. Press the new bearing into the rotor plate using a 60 mm
3.88 Engines) arbor. Install the new snap ring.
2. Take the shoes and leaf springs from the kit. Install the
Tools Required
springs over the spring pins on the shoes and cam the shoes
• Normal hand tools
into the final position.
• Press
• Arbor 38 mm
• Arbor 45 mm
• Arbor 60 mm
• Sleeve 42 mm I.D.
• Tool 204-588 can be used in place of the arbors and sleeve.
• Grease Mobil #28 (Synthetic) TK P/N 203-394.
Clutch Assembly P/N 107-233—TK 3.66 and TK 3.88 Engines

1. Screw 7. Leaf Spring (Green)
2. Washer 8. Friction Shoe Assembly
3. Snap Ring (Internal) 9. Bridge
4. Bearing 10. Shoe Shaft
5. Lock nut 11. Housing
6. Rotor Plate

3. Assemble the shoe shafts and bridge. With the patent
information on the shoes facing up, push the shoe shafts
through the shoe anchor bushings.
4. Install the subassembly from step 3 on the rotor plate by
inserting the shoe shafts through the clearance holes.
Install the new lock nuts and torque to 27 to 33 Nm.
5. Press the housing onto the rotor plate while supporting the
inner race of the bearing with 42 mm I.D. sleeve.
6. Install the washer flat-side up.
7. Clean the threads of the socket head cap screw and apply a
thread locking compound per the manufacturer’s
instructions. Install the screw and torque it to 40 to 47 Nm.
8. Install the clutch on the flywheel. Torque the bolts to Removing Bearing—Clutch P/N 107-233
27 Nm. 1. Press Bearing Here Using Arbor
2. Use 45 mm Diameter Arbor
9. Install the belts and adjust them to the correct tension.
Installing Bearing Into Rotor—Clutch P/N 107-233

1. Press Bearing Here Using Arbor
2. Use 60 mm Diameter Arbor
Removing Housing—Clutch P/N 107-233

1. Press centre Hub Here Using Arbor
2. Arbor (Tool P/N 204-588)
3. Use 38 mm Diameter End of Arbor
4. Support Rotor Plate
5. Provide a Clearance of 32 mm Below Housing
Installing Housing—Clutch P/N 107-233

1. Press Housing Here
2. Support Inner Race of Bearing with 42 mm I.D.
Sleeve

Clutch P/N 107-204 Disassembly,
Inspection and Assembly (TK 3.66 and TK
3.88 Engines)
Tools Required
1. 1/8 in. Allen Wrench
4. 1/2 in. Impact Tool
5. Rubber or Plastic Hammer
6. 7/16 in. Socket or Nut Driver
7. Arbor Press with Various Sized Arbors
Removing Housing—Clutch P/N 107-204
8. Bearing Puller
1. Press On Housing Shaft Here Using Arbor
9. Ratchet (Optional) 2. Support Hub
Clutch Assembly P/N 107-204—TK 3.66 and TK 3.88 Engines

1. Screw (3) 12. Bushing (Shoe Pivot)
2. Cover Plate 13. Link Connector
3. Screw 14. Screws (6)
4. Spacer 15. Pulley Housing
5. O-ring 16. Sleeve and Spacers
6. Link Connector 17. Seal
7. Link Connector 18. Bushing (Shoe Pivot)
8. Bushing (Shoe Pivot) 19. Hub
9. Spring 20. Bushing (Shoe Pivot)
10. Shoe 21. Bearings and Spacer
11. Spring

Disassembly Procedure 5. Remove the nuts from six 1/4-28 link screws.
1. Remove 3 flat head cap screws from cover plate. 6. Remove the springs and bushings from the shoes.
2. Remove the cover plate and O-ring. 7. Remove the oil seal from the hub and discard.
3. Remove the 3/8-16 flat head cap screw and washer. 8. Press the bearings out of the hub.
9. Remove inner race of roller bearing from the housing
NOTE: This screw was installed using Loctite #680 and will shaft.
require the use of an impact tool for removal.
NOTE: This race was coated with Loctite and pressed in
NOTE: A small amount heat (Acetylene torch with small place. A puller may be required to remove it.
heating tip) applied to the cap screw head may be required to
help loosen the screw. NOTE: Make sure the centre of the hub is supported and
NOT the outer rim of the housing.
4. Remove housing from hub by supporting the hub (in a
minimum of three places) in the spoke area. Then press on
housing shaft. The inner race of the roller bearing will
remain on the housing shaft.
Step 1 of Bearing Removal—Clutch P/N 107-204

1. Press Out Outside Bearing Using Arbor
2. Support Hub
Clutch Torque Values—Clutch P/N 107-204

1. Torque nuts to 10 N.m (shoes must be held in
disengaged position while tightening these 6 bolts
and nuts)
2. Torque Cover Plate Screws to 3.4 Nm
Step 2 of Bearing Removal—Clutch P/N 107-204 3. Torque Bearing Retainer Screw to 24 Nm
1. Press Out Inside Bearing Using Arbor
2. Support Hub

Assembly Procedure
1. Remove the inner race from the roller bearing. Apply a Clutch P/N 107-257 Disassembly,
small amount of Loctite #270 to race I.D. and press onto Inspection and Assembly (TK 3.66, TK 3.74,
the housing shaft seating against the step. TK 3.88 and TK 3.95 Engines)
CAUTION: During all bearing assembly, care must be Tools Required
taken to prevent Loctite from entering bearing. 1. Snap Ring Pliers
2. Slide small spacer on the housing shaft, seating it against 2. Torque Wrench
the bearing race. 3. 7/32 in. Allen Wrench
3. Apply Loctite #270 to O.D. of oil seal. Then press seal in 4. 1/2 in. Impact Tool
end of hub opposite the flange to a depth of approximately 5. Rubber or Plastic Hammer
6.35 mm below the surface. 6. 7/16 in. Socket or Nut Driver
4. Apply a small amount of Loctite #270 to O.D. of roller 7. Arbor Press with Various Sized Arbors
bearing. Press in hub I.D. from the flange end until seated 8. Ratchet (Optional)
against the step in bore.
5. Slip large spacer into hub I.D., seating the spacer against Disassembly Procedure
outer race of roller bearing. 1. Remove retaining ring from hub bore.
6. Apply a small amount of Loctite #270 to O.D. of ball 2. Remove the 3/8-16 flat head cap screw and washer.
bearing and press into hub until seated against spacer.
Wipe excess Loctite from hub. NOTE: This screw was installed using Loctite #680 and will
7. Place elastomer bushing and metal bushings in shoes and
hub. NOTE: A small amount heat (Acetylene torch with small
8. Position shoes in a circle on a flat surface and install heating tip) applied to the cap screw head may be required to
springs on shoes. help loosen the screw.
9. Position shoes on the hub.
10. Install 1/4-28x1-3/4 screws through links with tapered minimum of three places) in the spoke area. Then press on
holes. Then slide through bushings in shoes and hub. the housing shaft.
NOTE: Threaded end of screws should be on flange side of 4. Remove the nuts from six 1/4-28 link screws.
hub. See drawing for correct position. 5. Remove the springs and bushings from the shoes.
6. Press the bearings out of the hub.
11. Install remaining links and 1/4-28 lock nuts. Tighten them
to 9 to 10 Nm. NOTE: Bearing and spacer should press out together.
NOTE: Shoes MUST be held tightly against hub while nuts
are tightened.
12. Fill bearings and the space between bearings with

approximately 35 cc of Mobil #28 grease.
13. Place the hub into the housing and place flat washer over
the bearing.
14. Apply Loctite #680 to 3/8-16x1 screw and install through
washer into housing shaft. The housing and hub will be
drawn together to the correct position as the screw is
tightened. Tighten the screw to 24 to 25 Nm.
15. Apply a coating of Mobil #28 grease on top of the bearing.
16. Insert the O-ring into the hub I.D.
17. Place the cover plate on the hub, install 3 flat head screws,
drawing them down evenly to 3.4 Nm of torque. Removing Housing—Clutch P/N 107-257
1. Press On Housing Shaft Here Using Arbor
2. Support Hub

Assembly Procedure
1. Pack both bearings with Mobil 28 grease (TK P/N
203-394).
2. Press bearing into hub bore.
NOTE: Make sure seal side is down.
3. Install spacers and fill cavity with Mobile 28 grease.

4. Press second bearing in, seal side up.
5. Place Elastomer bushing and metal bushings in shoes and
hub.
6. Position shoes in a circle on a flat surface and install
springs on shoes.
Bearing Removal—Clutch P/N 107-257
2. Support Hub
Clutch Assembly P/N 107-257 —TK 3.66, TK 3.74, TK 3.88 and TK 3.95 Engines
1. Screw 10. Link Connector
2. Snap Ring 11. Hex Head Screws (6)
3. Link Connector 12. Pulley Housing
4. Link Connector 13. Bushing (Shoe Pivot)
5. Bushing (Shoe Pivot) 14. Hub
6. Spring 15. Bushing (Shoe Pivot)
7. Shoe 16. Bearings and Spacer
8. Spring 17. Washer
9. Bushing (Shoe Pivot)

8. Install 1/4-28x1-3/4 screws through links with tapered
holes. Then slide through bushings in shoes and hub. Clutch P/N 107-272, P/N 107-273, P/N
107-290 and P/N 107-291 Disassembly,
NOTE: Threaded end of screws should be on flange side of
hub. See drawing for correct position.
Inspection and Assembly (TK 3.74, TK 3.95
and 376U Engines)
9. Install remaining links and 1/4-28 lock nuts. Torque them Two centrifugal clutches were introduced in units
to 10 Nm. manufactured after 3/97. Clutch P/N 107-272 and
P/N 107-273 are identical except that P/N 107-273 includes
three mounting holes in the pulley housing. The mounting
are tightened.
holes are used to install a mud guard on undermount
10. Place hub into the housing and place flat washer over the applications. After 11/99, P/N 107-291 replaced P/N 107-272
bearing. and P/N 107-290 replaced P/N 107-273. The newer clutches
11. Apply Loctite #680 to 3/8-16x1 screw and install through have minor changes, but are basically the same as the earlier
washer into housing shaft. The housing and hub will be versions. When installing one of these clutches on a unit
drawn together to the correct position as the screw is equipped with a two groove belt, place the belt in the two
tightened. Tighten the screw to 24 to 25 Nm. grooves closest to the clutch hub.
12. Install retaining ring. Tools Required
1. Internal Retaining Ring Pliers
2. Torque Wrench
3. 7/16 in. Wrench
5. 1/2 in. Impact Tool
6. Rubber or Plastic Hammer
7. 7/16 in. Socket or Nut Driver
8. Arbor Press with Various Sized Arbors
9. Bearing Puller
10. Ratchet (Optional)
Clutch Torque Values—Clutch P/N 107-257

1. Torque nuts to 10 N.m (shoes must be held in
and nuts)
2. Torque Bearing Retainer Screw to 24 Nm
aga128r
Belt Installation—Clutch Assembly P/N 107-272 and P/N
107-273
1. Install a two groove belt in pulley grooves closest
to the clutch hub.

Disassembly Procedure
1. Remove retaining ring.
2. Remove the 3/8-16 flat head cap screw and washer.
NOTE: This screw was installed using Loctite #680 and will
NOTE: A small amount heat (Acetylene torch with small

heating tip) applied to the cap screw head may be required to
help loosen the screw.

minimum of three places) in the spoke area. Then press on
the housing shaft. The inner race of the roller bearing will adt11r
remain on the housing shaft. Removing Housing—Clutch P/N 107-272 and P/N
4. Remove the nuts from six 1/4-28 link screws. Remove 107-273
screws, links and lock washers. 1. Press On Housing Shaft Here Using Arbor.
5. Remove the springs and shoes. 2. Support Hub
6. Pull oil seal and press the bearings out of the hub.
NOTE: Press tool should be slightly smaller than hub bore.

Make sure the centre of the hub is supported when pressing
bearing out. Do not place support on outer rim of hub.
aea558r
Clutch Assembly P/N 107-272 and P/N 107-273—TK 3.66, TK 3.74, TK 3.88 and TK 3.95 Engines
1. Screw 10. Shoe Assembly (3)
2. Snap Ring 11. Screws (6)
3. Ball Bearing 12. Pulley Housing
4. Roller Bearing 13. Roller Bearing Inner Race
5. Elastic Stop Nuts (6) 14. Grease Seal
6. Link Connector (6) 15. Hub
7. Lock Washer (12) 16. Large and Small Spacers
8. Bushing (6) 17. Washer
9. Spring (6)

7. Press bushings out of hub.
8. Remove inner race of roller bearing from the housing
shaft.
NOTE: This race was coated with Loctite and pressed into
place. Use a puller to remove the inner race. Make sure the
centre of the housing is supported. Do not place support on
outer rim of hub.
Assembly Procedure Using New Bearings and Seal

1. Press bushings into hub side opposite flange. A simple
insertion tool can be made with a 6 mm nut and 6 mm
screw that is 75 to 100 mm. Thread nut onto the screw 18
to 25 mm. Insert threaded end of screw into bushing.
adt12r Lubricate bushing by dipping in clean water only. Then
Bearing Removal—Clutch P/N 107-272 and P/N 107-273 press into place.
2. Support Hub CAUTION: Do NOT use soap or oil to lubricate the bushing
prior to assembly.
NOTE: It is important to press bushings in straight. Insert

each bushing so the ends extend an equal distance from each
side of hub.
2. Remove the inner race from the roller bearing. Apply a

small amount of Loctite #270 to race I.D. Then press race
onto the housing shaft until seated against step.
CAUTION: During all bearing assembly, care must be

taken to prevent Loctite from entering bearing.
3. Apply Loctite #270 to O.D. of oil seal. Then press seal in

adt13r
end of hub opposite the flange to a depth of approximately
Bushing Removal—Clutch P/N 107-272 and P/N 107-273 1.5 mm below the surface.
1. Press Out Bushing Using Arbor 4. Apply a small amount of Loctite #270 to O.D. of roller
2. Support Hub bearing. Press in hub I.D. from the flange end until seated
against the step in bore.
5. Slip large and small spacer into hub I.D., seating spacers
against the roller bearing.
6. Apply Mobil #28 grease to roller bearing and fill cavity
between large and small spacers. A small amount of
grease should also be applied to the seal lip and space
between the seal and roller bearing.
7. Pack ball bearing with Mobil #28 grease.
8. Apply a small amount of Loctite #270 to O.D. of ball
bearing and press into hub until seated against spacer.
Wipe excess Loctite from hub.
9. Install retaining ring.
10. Position shoes in a circle on flat surface and install springs
on shoes.
adt14r
Bushing Insertion—Clutch P/N 107-272 and P/N 107-273
1. Press In Busing Using Inserting Tool
2. Support Hub

12. Install 1/4-28x1-3/4 screws through links and external Clutch P/N 107-271 (CD-II MAX Models with
tooth lock washer. Then slide through bushings in shoes TK 2.49 Engine)
and hub. CD-II MAX models use centrifugal clutch P/N 107-271. If
13. Install remaining lock washers, links and 1/4-28 lock nuts. service is required, replace the shoes, bushings (shoe shafts),
Tighten them to 12 to 13 Nm. springs, and mounting hardware.

are tightened.
14. Place the hub and shoe assembly into the housing and
place flat washer over the bearing.
15. Apply Loctite #680 to 3/8-16x1 screw and install through
washer into housing shaft. The housing and hub will be
drawn together to the correct position as the screw is
tightened. Tighten the screw to 41 to 48 Nm.
adj10r
Clutch Assembly P/N 107-271—CD-II MAX Models
1. Screw
2. Internal Snap Ring
3. Bearing
4. Housing
5. Spring (2)
6. Shoe (2)
7. Bushing (Shoe Shaft)
8. Rotor Plate
adt10r
Clutch Torque Values—Clutch Assembly P/N 107-272
and P/N 107-273
1. Torque nuts to 12 to 13 Nm (shoes must be held in
and nuts).
2. Fill bearing 75% full with Mobil 28 grease (9.5 ml)
3. Apply Loctite #680 and torque bearing retainer
screw to 41 to 48 Nm.
4. Serial Nameplate
5. Pack roller bearing with Mobil 28 grease.
6. Pack these areas with Mobil 28 grease during
assembly.

10 Refrigeration Maintenance
Service Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Vacuum Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Gauge Manifold Sets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
System Clean-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Refrigerant Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Compressor Oil Acid Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Refrigerant Leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Compressor Performance Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
D214, X214, X426 and X430 Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
TKO Scroll Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Low Side Pump Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
All Units Except SPECTRUM, TCI and TLE Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
MT, TCI and TLE Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
SPECTRUM TS Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Refrigerant Charge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Testing the Refrigerant Charge with an Empty Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Testing the Refrigerant Charge with a Loaded Truck. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Testing for an Overcharge of Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
All Models Except CD-II MAX and SD-II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
CD-II MAX and SD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
System Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
Set-up Electrical Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
Set-up and Test Evacuation Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
Unit Evacuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
Unit Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Remove Evacuation Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
System Cleanup (SDZ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
High Pressure Cutout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Low Pressure Cutout Switch (CD-II MAX and SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Three Way Valve Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . 10-19
High Capacity TherMax Heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Standard Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
The High Capacity TherMax Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Cool Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
Condenser Evacuation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
Heat Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
Troubleshooting TherMax High Capacity Heating System Components. . . . . . . . . . . . . . . . . 10-21
Heat Initiation Timer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
Heat Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Receiver Outlet Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Heat Initiation Timer Wiring Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Discharge Pressure Regulator Valve (TKO Scroll Compressor Only) . . . . . . . . . . . 10-23
Compound Pressure Gauge (Optional Equipment) . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Modulation Valve (Optional Equipment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Modulation Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Hot Gas Bypass Valve (Optional Equipment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Head Pressure Regulating Valve (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-25
SERVICE TOOLS Gauge Manifold Sets
Use self-sealing quick disconnect fittings whenever possible
CAUTION: To prevent contamination, use only service tools to limit the loss of refrigerant into the atmosphere.
certified for and dedicated to the refrigerant type and
compressor oil type used in the temperature control system Dedicate and use a new gauge manifold set and manifold
you are servicing. Service tools (i.e., vacuum pump, gauge hoses with HFC refrigerants only.
hoses and refrigerant recovery equipment) should be
dedicated for non-HFC or HFC refrigerants. Residual NOTE: Gauge hoses with self-sealing fittings may be
non-HFC refrigerants or non-ester based oils will removed and re-installed without additional purging if a
contaminate and damage HFC systems. slight positive pressure remains in the lines when removed
from the unit.
Leak Detection
System Clean-up
Leaks can be detected with the use of soap bubbles or a
Halogen leak detector such as the GE H10G (P/N 204-712) or Existing clean-up devices such as suction line filters and
GE H10N (portable model, P/N 204-756). compressor oil filters may be used if they are properly cleaned
and new filters and cartridges are used.
All standard petroleum and synthetic compressor oils must be
Compressor Oil removed from the clean-up devices to prevent contamination
of HFC systems. System failure from contamination will
Synthetic compressor oil, P/N 67-404 is recommended with
result if non-HFC refrigerants or non-ester oils are introduced
R-12 and required with R-403B and R-502.
into a HFC system.
Polyol ester oil (also called ester base oil) is required with
R-134a and R-404A. Because polyol ester oil has an affinity
for moisture, keep it in a closed container and add it as the last Refrigerant Recovery
step in system repair. Wear rubber gloves when handling
polyol ester oil to prevent possible skin irritation. Two When servicing an HFC refrigeration system, use only
different polyol ester oils are used in truck unit compressors: refrigerant recovery equipment approved for and dedicated to
• P/N 203-413 is required with R-134a or R-404A and HFC refrigerant recovery.
D214, X214, X426, X430, Seltec, Zexel or Sanden
compressors.
• P/N 203-433 is required with R-404A and TKO scroll Compressor Oil Acid Test
compressors. Do NOT mix or interchange polyol ester oil Perform an oil acid test whenever a unit has a substantial
P/N 203-433 with other polyol ester oils. refrigerant loss, a noisy compressor or dark/dirty oil.
Vacuum Pumps
A two-, three- or five-stage vacuum pump is recommended for
evacuation. Purging the system with dry nitrogen is
recommended before evacuation.
Because residual refrigerants may remain in used vacuum
pumps, a new vacuum pump should be used and dedicated
strictly as a HFC refrigerant pump. Use only recommended
vacuum pump oils and change oil after every major
evacuation. Because vacuum pump oils are highly refined to
obtain low vacuums, failure to follow these recommendations
may result in acidic conditions that will destroy the pump.
Refrigeration Maintenance 10-3

REFRIGERANT LEAKS COMPRESSOR PERFORMANCE
Use soap bubbles or a Halogen leak detector (e.g. electronic CHECKOUT
detector) to leak test the refrigeration system. Inspect for signs
of oil leakage which is the first sign of a leak in the
refrigeration system. D214, X214, X426 and X430 Compressors
1. Install a gauge manifold set on the compressor. Open the
NOTE: It is normal for compressor shaft seals to have a service valves (crack the valves off of the back seated
slightly oily film.
position) to access system pressure.
2. Adjust the thermostat setpoint well below compartment
temperature and operate the unit in Cool until the
temperature is stabilised (at least 5 minutes).
3. Close (front seat) the suction service valve. Pump the
compressor down into a deep vacuum (-85 kPa, -0.85 bar,
25 in. Hg vacuum). If the suction pressure does not rise
above 69 kPa, 0.69 bar, 10 psi in 2 minutes, perform check
procedures on the three-way valve and the bypass check
valve. If the pressure does rise, go to step 4.
4. Front seat discharge service valve and equalise the
compressor to 7 to 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
Disassemble and inspect the discharge valve plates.
WARNING: Any time the discharge valve is front seated,

disconnect the unit battery or power source to prevent
accidental compressor start-up.
TKO Scroll Compressors

1. Install a gauge manifold set on the compressor. Open the
service valves (crack the valves off of the back seated
position) to access system pressure.
2. Adjust the thermostat setpoint well below compartment
temperature and operate the unit in Cool until the
temperature is stabilised (at least 5 minutes).
trmssl50 3. Check the discharge pressure. Then cover the condenser
Install Gauge Manifold coil and watch the discharge pressure. If the compressor
1. Compound Gauge can increase the discharge pressure by at least 700 kPa,
2. High Pressure Gauge 7.0 bar, 100 psi, compressor pumping capacity is
3. Suction Service Valve adequate. Replace the compressor if it can not build
4. Discharge Service Valve discharge pressure.
5. Quick Disconnect Access Valves

LOW SIDE PUMP DOWN MT, TCI and TLE Models
1. Install a gauge manifold at the compressor.
NOTE: Operate the unit in Cool for 2 to 5 minutes before 2. Operate the front and rear compartments in Cool, front seat
performing the low side pump down.
the receiver tank outlet valve and pump down the low side
to a -68 to -85 kPa, -0.68 to -0.85 bar, 20 to 25 in. Hg
vacuum. Turn the front On/Off switch OFF.
All Units Except SPECTRUM, TCI and TLE
If the unit pumps down acceptably and then holds at least a
Models
-51 kPa, -0.51 bar, 15 in. Hg vacuum for 2 minutes or more, it
1. Install a gauge manifold at the compressor. can be assumed that the receiver tank outlet valve, the
2. Operate the unit in Cool, front seat the receiver tank outlet compressor discharge valve plates, the hot gas solenoid, the
valve and pump down the low side. Then turn the On/Off rear hot gas solenoid and the purge valve solenoid are sealing
switch OFF. properly.
• CD-II MAX and SD-II Models: Pump down the low side 3. Prepare to perform service on the unit’s low side by
to a -34 to -68 kPa, -0.34 to -0.68 bar, 10 to 20 in. Hg equalizing the high side and low side pressures.
vacuum. Bypass the low pressure cutout switch (LPCO) by
a. Disconnect the purge valve solenoid wires from the
disconnecting the switch from the main wire harness and
main wire harness.
placing a jumper in main harness connector. However, a
b. Keep the front compartment thermostat set for Cool and
low side vacuum will not hold more than a few minutes.
turn the front compartment On/Off switch ON.
This is because high side pressure bleeds back to the low
side through the oil separator. c. Set the rear compartment thermostat to require Heat.
• KD-II, MD-II, RD-II, STD-II and TD-II Models: Pump Then turn the rear compartment On/Off switch ON for
down the low side to a -68 to -85 kPa, -0.68 to -0.85 bar, 1/2 second and then OFF again. The gauge manifold’s
20 to 25 in. Hg vacuum. If the unit pumps down high pressure gauge will indicate a pressure decrease
acceptably and then holds at least a -51 kPa, -0.51 bar, and the low pressure gauge will indicate a pressure
15 in. Hg vacuum for 2 minutes or more, it can be assumed increase when the rear hot gas solenoid opens.
that the receiver tank outlet valve seal, condenser inlet d. Set the front compartment thermostat to require Heat.
check valve seal (or hot gas solenoid) and compressor Then turn the front compartment On/Off switch ON for
discharge valve plates are acceptable. 1/2 second and then OFF again. The gauge manifold’s
• TS-200, TS-300, TS-500, TS-600, UTS and XDS Models: high pressure gauge will indicate a pressure decrease
Pump down the low side to a -17 to -34 kPa, -0.17 to and the low pressure gauge will indicate a pressure
-0.34 bar, 5 to 10 in. Hg vacuum. increase when the hot gas solenoid opens.
e. Set both the thermostats to require Heat. Then turn both
Spectrum TS, TS-200, TS-300, TS-500, TS-600, UTS AND compartment On/Off switches ON. Equalise the low
XDS MODEL CAUTION: To pump down a scroll side pressure to 7 to 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
compressor: Then then turn both On/Off switches OFF.
• Always operate unit in low speed. NOTE: If the compartment temperatures are high, the hot
• Do not pump down unit below -34 kPa, -0.34 bar, gas and rear hot gas solenoids must be energised with a test
10 in. Hg vacuum. Operating unit in a deep vacuum may lead.
damage a scroll compressor.
• Do not operate unit with the low side in a vacuum for more NOTE: Repeat the pump down procedure if the pressures
than 1 minute. equalise above 138 kPa, 1.38 bar, 20 psi. If suitably low
pressures cannot be achieved after the third pump down, the
3. Prepare to perform service on the low side by equalizing refrigerant must be recovered to perform service on the low
the high side and low side pressures through the gauge side.
manifold. Equalise low side pressure to 7 to 14 kPa, 0.07
to 0.14 bar, 1 to 2 psi. If the reading on the gauge manifold’s high pressure gauge
increases after the high and low side pressures have been
CD-II MAX AND SD-II MODEL NOTE: Minor service equalised, the condenser inlet check valve is leaking.
procedures that can be completed in 3 to 5 minutes may be
performed using a low side pump down. Reclaim the f. Remember to reconnect the purge valve solenoid wires
refrigerant to repair or replace system components including to the main wire harness when the service procedures
the compressor. have been completed.
NOTE: Repeat the pump down procedure if the pressures

equalise above 138 kPa, 1.38 bar, 20 psi. If acceptably low
refrigerant must be recovered to perform service on the low
side.
If the reading on the gauge manifold’s high pressure gauge

increases after the high and low side pressures have been
equalised, the condenser inlet check valve (or hot gas
solenoid) is leaking.

SPECTRUM TS Models
CAUTION: Do not pull scroll compressor into a deep
vacuum to perform routine maintenance procedures.
NOTE: Operate the unit in Cool for 2 to 5 minutes before

performing the low side pump down.
1. Unplug the hot gas bypass solenoid.

2. Install a gauge manifold to the suction service valve and
the discharge service port.
3. Operate the unit in low speed cool.
4. Close the receiver tank outlet valve and allow the low side
to pump down to 0 to -17 kPa, 0 to -0.17 bar, 0 to 5 in. Hg
vacuum.
CAUTION: Do not run scroll compressor in a vacuum for

more than a few seconds.
5. Turn the unit Off.

6. Prepare to perform service on the low side by equalizing
the high side and low side pressures through the gauge
manifold.
7. Equalize low side pressure to 7 to 14 kPa, 0.07 to 0.14 bar,
1 to 2 psig.
NOTE: Repeat the pump down procedure if the pressures

equalize above 138 kPa, 1.38 bar, 20 psig. If acceptable low
refrigerant must be recovered to perform service on the low
side.
NOTE: Valve stem MUST be back seated during normal

unit operation.
8. Plug in the hot gas bypass solenoid.

9. Open the receiver tank return outlet valve, remove the
gauges and return the unit to normal operation.

NOTE: If there is any doubt about the accuracy of the
REFRIGERANT CHARGE discharge or compound gauge, check the calibration.
Testing the Refrigerant Charge with an Testing the Refrigerant Charge with a
Empty Truck Loaded Truck
If the unit has an insufficient charge of refrigerant, the 1. Install a gauge manifold (optional).
evaporator will be “starved” and the compartment temperature 2. Operate the unit on the Cool cycle.
will rise even though the unit is operating. The suction 3. Cover at least three quarters of the condenser to drive any
pressure will decrease as the refrigerant charge decreases. The excess refrigerant from the condenser coil into the receiver
charge may be determined by inspection of the refrigerant tank.
through the receiver tank sight glass with the following 4. As the head pressure is rising, check the receiver tank sight
conditions established: glass. The ball should be floating. If there is no indication
1. Place a test compartment over the evaporator. of refrigerant in the receiver tank sight glass, the unit is low
2. Place a thermometer (P/N 204-135) test lead in the on refrigerant.
compartment near the evaporator return air opening.
SD-II MODEL NOTE: The liquid line sight glass should be
3. Install the gauge manifold. clear and full.
4. Operate the unit on Cool until the air in the compartment
indicates -18 C (0 C on SD-II w/R-134a). By allowing the UTS, UT1200X MODEL NOTE: Do not use the receiver
compartment to leak a small amount, you can maintain tank sight glass to determine the refrigerant level. Look at
-18 C. the liquid line sight glass, which is located in the liquid line
near the receiver outlet valve. Under the conditions below
5. The ball in the receiver tank sight glass should be floating there should be no bubbles in the flow of refrigerant through
under the conditions below: the liquid line sight glass. Bubbles in the refrigerant indicate
the unit is low on refrigerant.
SD-II MODEL NOTE: The liquid line sight glass should be
clear and full. NOTE: If the ball floats (or the liquid line sight glass is clear
and full), there is sufficient refrigerant in the unit for that
UTS, UT1200X MODEL NOTE: Do not use the receiver load at that particular compartment temperature. This test
tank sight glass to determine the refrigerant level. Look at does not determine if the unit contains a full charge of
the liquid line sight glass, which is located in the liquid line refrigerant.
near the receiver outlet valve. Under the conditions below
there should be no bubbles in the flow of refrigerant through
the liquid line sight glass. Bubbles in the refrigerant indicate
the unit is low on refrigerant. Testing for an Overcharge of Refrigerant
Use the following procedure to identify a system with an
a. Discharge pressure reading: excessive refrigerant charge:
R-12 and R-134a Systems: The discharge or head 1. Install a calibrated gauge manifold on the compressor.
pressure gauge should read 1034 kPa, 10.34 bar, 150 psi
2. Operate the unit in high speed Cool to stabilise system
(900 kPa, 9.00 bar, 130 psi on SD-II).
pressures and reduce the compartment temperature to
R-403B, R-404A and R-502 Systems: The discharge or
approximately 16 C or colder.
head pressure gauge should read 1900 kPa, 19.00 bar,
275 psi (1640 kPa, 16.40 bar, 240 psi on SD-II). Spectrum, TCI and TLE MODEL NOTE: Also operate the
zone 2 (rear) evaporator in Cool to reduce the compartment
NOTE: If the discharge pressure is low, raise it by covering temperature to 16 C or colder.
a portion of the condenser with a piece of cardboard.
3. Observe the discharge pressure and cover the condenser to
b. Suction pressure reading:
increase the discharge pressure 520 to 690 kPa, 5.20 to
All Units Except TCI and TLE Models
6.90 bar, 75 to 100 psi above the observed pressure.
R-12 and R-134a Systems: The compound gauge
should be indicating 0 to 17 kPa, 0 to 0.17 bar, 0 to 2 psi NOTE: If the ball and liquid level in the receiver sight glass
(77 to 87 kPa, 0.77 to 0.87 bar, 11 to 13 psi on SD-II). decline (or liquid level in liquid line sight glass declines)
R-403B, R-404A and R-502 Systems: The compound during this step, the unit is not overcharged. You do not need
gauge should be indicating 90 to 124 kPa, 0.90 to to continue this test.
1.24 bar, 13 to 18 psi (145 to 155 kPa, 1.45 to 1.55 bar,
21 to 22 psi on SD-II). 4. Remove the condenser cover to rapidly reduce the
MD-II TCI, MD-II TCI-Z and MD-TLE discharge pressure.
R-403B, R-404A and R-502 systems: The compound 5. Observe the receiver tank sight glass and the unit’s
gauge should be indicating 84 to 124 kPa, 0.84 to discharge pressure.
1.24 bar, 12 to 18 psi.
RD-II TCI, RD-II TCI-Z and RD-TLE
R-403B, R-404A and R-502 systems: The compound
gauge should be indicating 50 to 90 kPa, 0.50 to
0.90 bar, 7 to 13 psi.

6. By the time the discharge pressure decreases Moisture Indicating Sight Glass
approximately 345 kPa, 3.45 bar, 50 psi the ball in the The receiver tank is equipped with a moisture indicating sight
receiver tank sight glass should begin to move and the glass. The outer edge of the sight glass has a coloured ring
liquid level should decline (liquid level in SD-II liquid line approximately 2.5 mm thick. The colour of the ring indicates
sight glass should decline). the general moisture content of the refrigerant. However, the
a. When discharge pressure stabilises, the ball and liquid colour indication may not be completely reliable.
level (liquid level in liquid line sight glass) will rise. A system has to operate for at least 15 minutes to change
b. If the ball will not begin to move or if the liquid level the colour of an indicator ring after the moisture content of the
(liquid level in liquid line sight glass) will not decline, system has been changed. For example, evacuating a system
the unit most likely has an overcharge of refrigerant. The to remove the moisture will not change the colour of the
refrigerant level should be adjusted. indicator ring until the system has been recharged and then
To remove refrigerant: operated for at least 15 minutes.
1. Connect a gauge manifold set to the receiver tank outlet
valve and an approved container. Ring Colour Moisture Content Indication
Green Dry
2. Operate the unit in high speed Cool (and the remote
Chartreuse Caution
evaporators in Cool).
Yellow Wet
3. Use the gauge manifold set to pump refrigerant from the
receiver tank into the approved container.
4. When the liquid level begins to decline in the receiver tank
sight glass (or liquid line sight glass), close the hand valve
on the gauge manifold immediately. Allow the new liquid
level in the sight glass to stabilise (1 to 2 minutes). Repeat
steps 2 through 4 as necessary.
To add refrigerant:
1. Connect a gauge manifold set to the refrigerant bottle and
the suction service valve.
2. Set the refrigerant bottle for liquid charging. tkrmrd86
3. Operate the unit in high speed Cool (and the remote Moisture Indicating Sight Glass
evaporators in Cool). 1. Floating Ball
4. Open the valve on the refrigerant bottle and read the 2. Coloured Ring
suction pressure on the gauge manifold.
5. Add liquid refrigerant through the suction service valve.
Open the gauge manifold low pressure hand valve only
enough to permit suction pressure to increase 140 kPa,
1.40 bar, 25 psi. This will meter liquid refrigerant slowly
into the low side.
NOTE: Maintain a discharge pressure of 1900 kPa,

19.00 bar, 275 psi or more.
6. Add refrigerant until the ball is near the top of the sight
glass (liquid level in liquid line sight glass). Allow the
level to stabilise (1 to 2 minutes). Repeat steps 2 through 4
as necessary.

To check compressor oil level with an ambient air
CHECKING COMPRESSOR OIL temperature below 10.0 C:
The compressor oil should be checked when there is evidence Operate the unit through a complete Defrost cycle. After
of oil loss (oil leaks) or when components in the refrigeration completing the Defrost cycle, operate the unit on Cool for ten
system have been removed for service or replacement. minutes. Observe the oil level. The oil should be 1/4 to 1/2 up
in the sight glass (1/2 to 3/4 full on TKO scroll compressor).
SPECTRUM TS, TS-200, TS-300, TS-500, TS-600, UTS, If the evaporator temperature is above 0 C, it will be necessary
UT1200X AND XDS MODEL NOTE: The TKO scroll to force defrost. To force defrost, use a jumper wire and jump
compressor oil charge and oil filter (internal) should be
the number 12 wire at the defrost relay to ground. Then push
changed when there has been a major oil or refrigerant leak.
the manual defrost switch. Allow evaporator temperature to
If the total refrigerant charge is lost due to a leak, or if a rise to approximately 7 C. Remove the jumper wire from the
major component in the refrigeration system is changed; the defrost relay.
compressor shaft seal, compressor oil and oil filter should be If the truck is empty, you can operate the unit on the heat cycle
changed. instead of the defrost cycle.
NOTE: Use refrigeration compressor oil ONLY. To add or remove compressor oil:
1. Pump down the compressor and equalise pressure
• All Models Except SPECTRUM TS, TS-200, TS-300, 7 to 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
TS-500, TS-600, UTS and XDS (Scroll Compressor) 2. Attach an access valve actuator on the compressor oil
Models: Synthetic type, TK P/N 67-404, is recommended pump or oil service fitting.
on R-12 systems and required on R-403B and R-502
3. Remove or add correct type of compressor oil.
systems. Special polyol ester oil, TK P/N 203-413 is
required on R-134a and R-404A systems. 4. Remove access valve actuator.
• SPECTRUM TS, TS-200, TS-300, TS-500, TS-600, UTS 5. Evacuate the compressor before opening the service
and XDS Models: The TKO scroll compressor requires valves.
R-404A and polyol ester oil, TK P/N 203-433. DO NOT
mix or interchange polyol ester oil P/N 203-433 with other
polyol ester oils.
All Models Except CD-II MAX and SD-II

To check compressor oil level with an ambient air
temperature above 10.0 C:
1. Install a gauge manifold on the compressor.
2. Operate the unit on Cool for 15 minutes or more while
maintaining the following conditions: ade14r
R-12 and R-134a Systems: Maintain a 70 kPa, 0.70 bar, Checking Compressor Oil—TKO Scroll Compressors
10 psi minimum suction pressure and a 700 kPa, 7.00 bar, 1. Compressor Oil Sight Glass Location (Before 10/98)
100 psi minimum discharge pressure. 2. Compressor Oil Sight Glass Location (After 9/98)
R-403B, R-404A and R-502 Systems: Maintain a 70 kPa, 3. Oil Drain Cap Location
0.70 bar, 10 psi minimum suction pressure and 1275 kPa,
12.75 bar, 185 psi minimum discharge pressure.
NOTE: On TCI and TLE models, maintain a minimum

suction pressure of 124 kPa, 1.24 bar, 18 psi.
3. After the unit has maintained the above conditions for 15

minutes, observe the oil level. The oil should be 1/4 to 1/2
up in the sight glass (1/2 to 3/4 full on TKO scroll
compressor).
tkrmd91r
Checking Compressor Oil

A. D214 and X214 Compressors
B. X426 and X430 Compressors
1. Oil Fill Screw
2. Compressor Oil Sight Glass
3. Oil Drain Screw

8. Measure the oil that drained from the compressor.
CD-II MAX and SD-II Normally, 85 to 110 ml of oil should drain from the
ICE, Zexel or Sanden Compressors. compressor.
a. If the oil charge is correct, replace the drain plug and
The compressor oil should ONLY be checked when the
pour an equal amount of new oil into the compressor
refrigeration system has leaked refrigerant; the compressor,
through the suction port. Replace compressor in unit.
evaporator coil, condenser coil or receiver tank is replaced; or
b. If less than 85 ml of oil drained out, replace the drain
the refrigeration system has an oil related problem.
plug and pour 100 ml of fresh oil into the compressor
Oil Return and Check Procedure: through the suction port. Replace compressor in unit.
1. Check for a correct refrigerant charge. Repeat oil return and check procedure beginning with
2. Maintain a compartment temperature of at least 15 C by step 1. If significantly less than 85 ml of oil drains out
opening the rear doors. the second time, the complete refrigeration system must
3. Operate the unit on Cool for 20 minutes. be flushed. An oil charge equal to a new system charge
can then be added. Add 100 ml of fresh oil to the
4. Pump down the refrigeration system.
compressor and the remaining oil charge to the receiver
5. Remove the compressor. tank.
6. Remove the drain plug and drain the oil from the c. If the compressor oil shows any of the following signs
compressor. Tilt the drain hole down about 10 degrees for of contamination, the entire refrigeration system must be
5 minutes and rotate the compressor clutch by hand 3 flushed and a new oil charge added:
revolution.
• Dirt in oil.
7. Tilt the drain hole up 80 degrees for 5 minutes and rotate • Colour change to black, gray or red.
compressor clutch by hand 3 revolutions. Then repeat step
• Presence of foreign substances such as metal filing in
6.
the oil.
SYSTEM EVACUATION
Evacuation is Important and Critical to System
Performance.
Testing and system analysis shows that refrigeration systems

which contain non-condensables such as nitrogen and/or air
can be overcharged with refrigerant when charged using the
sight glass method. An overcharge of refrigerant will cause
slcpr
compressor damage.
Draining Oil from ICE, Zexel or Sanden Compressor
Therefore, Thermo King recommends that all major repairs
to the refrigeration system include the removal and
reclamation (cleaning) of the refrigerant, followed by a
thorough evacuation using the proper tools and procedures. A
major repair is any repair that requires soldering, replacement
of a major system component or leaves open a portion of the
system to the atmosphere for more than 30 minutes.
The primary objective of evacuation is to bring the
system’s pressure to a low micron level to ensure the removal
of moisture and non-condensables. There are some other
principles that must be observed. These are:
• Evacuate from 3-points to access both sides of check
valves and solenoids. Energise solenoids during
evacuation to prevent trapping of refrigerant or
non-condensables.
• Always leave service valve caps on during evacuation and
do not exercise the valve stems while the unit is in a deep
vacuum. Packing glands on older valves are prone to leak.
• Never attempt evacuation without a micron or vacuum
gauge. The micron gauge will help determine:
a. If the pump is capable of pulling a deep vacuum.
b. When the vacuum pump oil is contaminated.
c. If the vacuum hoses and valves are leak free.
d. If the unit is leak free.
e. How long you should evacuate the unit.
That the unit is still in a deep vacuum before any lines are
disconnected or refrigerant is added.

Set-up Electrical Controls
All Units Except SPECTRUM TS, TCI and TLE
Models and Units with μP-T Controller
1. Remove the 20A wire from the engine low oil pressure
switch.
2. Turn the unit On/Off switches ON.
3. Set the thermostat to cool.
TCI and TLE Models

1. Remove the 20A wire from the engine low oil pressure
switch.
2. Remove the fan relay(s) (FR and RFR) from the host unit
control box.
3. Disconnect the condenser inlet solenoid wires (2 pin
connector) from the main wire harness.
ARD049
4. Disconnect the HGS (or HGSA) and RHGS wires from the
multi-temp relay board.
Evacuation Station
1. V-4
2. Thermistor
3. V-3
4. V-2
5. V-1
6. 2-Stage Vacuum Pump
7. To AC Power
8. Calibration Standard
9. Vacuum or Micron Gauge
tkrmmd95
Vacuum Gauge
1. 100 Microns
2. 500 Microns
3. 1000 Microns
4. 2500 Microns
5. 5000 Microns
6. 20,000 Microns
7. Atmospheric Pressure

Units with μP-T Controller WARNING: Do not set battery charger to the “crank” or
1. Use the Service Test mode [LSC] to place the unit in low “start” position, otherwise the HMI display will be damaged.
1. The Maintenance Menu is accessed from the first Operator
Menu screen that appears; either the Language Display or
about the Service Test mode.
the Alarms Display.
2. Place jumpers from the HGS (or HGSA) and RHGS wires
2. Press and hold both the unlabeled soft key and the Exit key
to the 2A circuit in the control box (circuit breaker CB2).
for 5 seconds.
3. Turn the front and rear unit On/Off switches ON.
The Maintenance Hourmeter Menu will appear.
4. Set both thermostats to COOL.
3. Press the NEXT key as required to show the Evacuation
NOTE: The electrical controls should remain set-up like this Mode Menu.
throughout the evacuation procedure. It may be necessary to 4. When the Evacuation Mode Menu is shown press the
use a battery charger. Make sure that the battery voltage is SELECT key.
sufficient to keep the solenoids energised. The display will indicate that the Evacuation Mode is
SPECTRUM TS Units being programmed.
5. The operator is prompted to connect a battery charger
Evacuation mode opens the system by energizing all normally
capable of 20 amps to the unit battery.
closed refrigeration valves. This allows the entire refrigeration
system to be evacuated. This maintains the unit battery in a charged condition and
insures ample voltage to hold all refrigeration valves in the
Evacuation mode is only used with the unit off. Since a
open position during the evacuation process.
number of refrigeration valves must be energized for an
extended period of time, the operator is prompted to connect a WARNING: Do not set battery charger to the “crank” or
battery charger to the unit battery. This maintains the unit “start” position, otherwise the HMI display will be damaged.
battery in a charged condition and insures ample voltage to
hold all refrigeration valves in the open position during the The battery voltage is shown and all normally closed
evacuation process. refrigeration valves are opened. They will remain open
until the EXIT key is pressed or the battery voltage falls
below a minimum voltage.
6. Proceed with system evacuation.
tkrmmd99
Constant Pressure Rise After Evacuation Indicates
System Leak
1. Close the vacuum valve and watch the movement tkrmmd98
of the vacuum gauge needle. If the needle continues Pressure Rise Levels Off After Evacuation Indicates
to rise, this is an indication that a leak exists in the Moisture in System
unit or the connecting line. The leak must then be 1. Close the vacuum valve and watch the movement
located and eliminated. of the vacuum gauge needle. If the needle shows a
2. Time pressure rise but finally levels off to a constant
3. Pressure (Vacuum) pressure, the system still contains too much
4. Atmospheric Pressure moisture. Dehydration and additional evacuation
time are required.
2. Time
3. Pressure (Vacuum)
4. Atmospheric Pressure

8. When a vacuum of 100 microns has been reached, close
Set-up and Test Evacuation Equipment the vacuum valve and stop the vacuum pump.
9. Wait 5 minutes and then check the vacuum gauge. The
All Units Except SPECTRUM TS
pressure should not exceed 1500 microns.
1. Prepare the unit for evacuation. Recover all refrigerant
10. If the pressure rises above 1500 microns in 5 minutes,
from the unit and reduce the unit pressure to -35 kPa,
check all the hoses, connections and packing glands on
-0.35 bar, 10 in. Hg vacuum.
unit service valves for leaks. Then repeat steps 3 through
2. Break vacuum with refrigerant and equalise pressure to 6. If the pressure rises slower this time, moisture may be
0 kPa, 0 bar, 0 psi. Replace the liquid line filter drier. present in the hoses. Repeat steps 3 through 6 until the
3. Connect a 2-stage vacuum pump equipped with a vacuum results are satisfactory.
gauge to the suction service valve, the discharge service
NOTE: Dirty vacuum pump oil or a defective vacuum pump
valve and the receiver outlet valve.
will prevent a low micron reading. Hoses and fittings can be
4. Back seat the suction service valve, the discharge service isolated individually to identify leaks.
valve, and the receiver outlet valve.
5. If connecting a refrigerant tank and gauge manifold to the SPECTRUM TS Units
evacuation station, close the gauge manifold and 1. Connect the evacuation system to a power supply. Connect
refrigerant tank valves to prevent refrigerant from being a gauge manifold and refrigerant supply to the fitting
drawn from the tank. above valve V-4. Turn the micron gauge On.
6. Open the vacuum valve at the vacuum pump and start the 2. Close valves V-1, V-3 and V-4. Valve V-2 is open.
pump. 3. Turn the vacuum pump On.
7. Evacuate the hoses to 100 microns, or the lowest
achievable level below 500 microns.
tkrmrd95
Set-up and Test Evacuation Equipment (Most Units)
1. Vacuum Gauge 5. Gauge Manifold
2. Thermistor 6. Refrigerant
3. Isolation Valve Open 7. Scale
4. Vacuum Valve 8. Back Seated Valves

4. Open valve V-1 at the pump. The micron gauge needle will
move to the left.
Unit Evacuation
NOTE: If the vacuum pump is okay, and there are no leaks
between V-1 and V-3, the micron gauge should show less NOTE: The electrical system must be energised throughout
than 500 microns. If not, locate and correct the problem. this procedure.
5. With the pump still operating, open valve V-3. If the NOTE: Do not attempt to evacuate the unit until the
micron reading does not return to a level of less than 500 evacuation equipment has been tested and its performance
microns, locate and correct the problem before continuing. has been verified.
6. With the vacuum pump still operating, open valve V-4.
The micron level will rise momentarily. If the micron CAUTION: Do not attempt to evacuate a unit until you are
reading does not return to a level of less than 500 microns, sure the unit is leak free. A unit with less than a full
refrigerant charge should be thoroughly leak checked and
locate and correct the problem before continuing.
all leaks must be repaired.
7. Evacuate hoses to 100 microns or lowest achievable level
below 500 microns. 1. Close the isolation valve at the thermistor to isolate the
8. Once 100 microns is reached, close valve V-1 at the pump. vacuum gauge. Turn the vacuum gauge on to warm it up.
Turn the vacuum pump Off. 2. Open the compressor service valves and the receiver outlet
9. Observe the micron gauge reading. The vacuum rise valve.
should not exceed 1500 microns in 5 minutes. 3. Replace and tighten the valve stem caps on all three service
10. If the rise is above 1500 microns in 5 minutes, check all valves.
hoses and connections for leaks. Hoses with moisture 4. Open the vacuum valve at the vacuum pump and start the
present will require additional evacuation time to achieve pump.
satisfactory results. 5. Evacuate the system for 5 minutes. Then open the isolation
valve at the thermistor to access the vacuum gauge.
NOTE: Dirty vacuum pump oil or a defective vacuum pump
will prevent a low micron reading. Hoses and fittings can be 6. Evacuate the system to 500 microns or the lowest
isolated individually to identify leaks. achievable level between 500 and 1000 microns.
NOTE: The presence of refrigerant in the compressor oil

may prevent a low micron reading from being achieved. The
oil can continue to “outgas” for long periods of time. If the
micron level appears to stall after 30 to 45 minutes between
1000 and 1500 microns, back seat the suction service valve
and observe the micron gauge. A sharp drop in the micron
reading (300 to 500 microns) would indicate that refrigerant
is present in the oil or a leak exists in the compressor area.
7. When the desired micron level has been achieved (500 to

1000 microns), close the vacuum valve at the vacuum
pump. Turn the vacuum pump OFF.
8. Observe the reading on the vacuum gauge for 5 minutes.
The vacuum rise should not exceed 2000 microns. If the
vacuum level exceeds 2000 microns after 5 minutes, a leak
is present, or additional evacuation time is required.
9. If the vacuum level is acceptable, start the pump and open
the vacuum valve. Evacuate the system for 5 minutes to
remove the pressure rise.
10. Close the vacuum valve and stop the pump. Observe the
vacuum gauge to confirm that the system remains in a deep
vacuum.
11. Close the isolation valve at the thermistor. The unit is now
ready to charge.

SPECTRUM TS Units NOTE: The presence of refrigerant in the compressor oil
may prevent a low micron reading from being achieved. The
NOTE: Do not attempt to evacuate the unit until the oil can continue to “outgas” for long periods of time. If the
evacuation equipment has been tested and its performance micron level appears to stall after 1/2 hour or 45 minutes
has been verified. between 1000 and 1500 microns, back seat the suction
service valve and observe the micron gauge. A sharp drop in
1. Prepare the unit for evacuation. Recover refrigerant to the micron reading (300 to 500 microns) would indicate that
0 kPa, 0 bar, 0 psi. refrigerant is present in the oil or a leak exists in the
compressor area.
NOTE: Regulations may require your recovery machine to
pull the system’s pressures lower than 0 kPa, 0 bar, 0 psi. 6. When the desired micron level has been achieved (500 to
1000 microns), close valve V-1 at the pump. Turn the
CAUTION: Do not attempt to evacuate a unit until you are pump to Off.
certain that the unit is leak free. A unit with less than a full
7. Observe the reading on the micron gauge after 5 minutes
refrigerant charge should be thoroughly leak checked and
all leaks must be repaired. have elapsed. The vacuum rise should not exceed 2000
microns. If the vacuum level exceeds 2000 microns after
2. Install hoses on the receiver tank, suction service valve and 5 minutes, a leak is present or additional evacuation time
discharge service port. is required.
3. Connect a gauge manifold and refrigerant supply to the 8. If the vacuum level is acceptable, start the pump and open
spare access port on valve V-4. Bottle valve closed. valve V-1 to evacuate the pressure rise (5 minutes).
4. Start the vacuum pump and open valves V-1, V-2, V-3, 9. Close valve V-1 and stop the pump. Observe the micron
V-4. gauge to confirm that the system remains in a deep
5. Evacuate the system to 500 microns or the lowest vacuum. Close valve V-4. The unit is ready to charge.
achievable level between 500 and 1000 microns.
tkrmrd96
Unit Evacuation (Most Units)
1. Leave hand valve closed for first 5 minutes of evacuation
2. Mid seat service valves

5. If additional refrigerant must be added, close the gauge
Unit Charging manifold hand valve. Then turn the unit (and remote
evaporator) On/Off switch(es) OFF.
TCI/TLE MODEL NOTE: Connect the HGS wires and the
NOTE: The electrical system must be energised throughout RHGS wires to the relay board. Connect the condenser inlet
this procedure. solenoid wires (2 pin connector) to the main wire harness.
Replace the fan relay(s) (FR and RFR). Connect the 20A
NOTE: Before charging the system, make sure that the wire to the low oil pressure switch.
refrigerant lines from the gauge manifold to the refrigerant
supply bottle have been evacuated or purged. 6. a. Leave the valve set for liquid charging.
b. Back seat the receiver outlet valve and the discharge
1. Back seat the suction service valve. The discharge service
service valve. Mid seat the suction service valve.
valve and receiver outlet valve remain mid seated.
c. Open the gauge manifold hand valve.
2. Weigh the tank of refrigerant.
d. Start and operate the unit (and remote evaporator) in
3. Check the unit data plate for the required weight of
high speed with the thermostat(s) set to cool.
refrigerant charge. Then subtract the amount of the charge
e. Open the valve on the refrigerant supply bottle. Open the
to be input to your unit from the total weight of the tank of
gauge manifold hand valve only enough to permit
refrigerant. This provides the final tank weight after the
suction pressure to increase approximately 170 kPa,
unit receives a full system charge.
1.70 bar, 25 psi. This will add liquid refrigerant slowly
4. Set the refrigerant supply bottle for liquid. Open the gauge into the low side through the suction service valve.
manifold hand valve and charge liquid refrigerant until the f. Add refrigerant until the correct charge is attained.
system has the proper charge or until the system will take
no more liquid. The remainder of the charge will be added
through the suction service valve if more refrigerant is
required.
tkrmrd97
Unit Charging (Most Units)
1. Isolation valve closed 5. Scale
2. Vacuum valve closed 6. Receiver tank valve mid seated
3. Evacuate or purge hoses before charging 7. Suction service valve back seated
4. Refrigerant 8. Discharge service valve mid seated

NOTE: If you are charging a partially charged unit, make
sure the liquid level does not rise above the top of the receiver
tank sight glass.
7. When the correct amount of charge has been added, close

the gauge manifold hand valve.
SPECTRUM TS Units
NOTE: Unit must be leak checked and fully evacuated

before charging.
1. Install a gauge manifold. Attach the low side gauge to the

service port on the suction service valve. Attach the high
side gauge to the service port on the discharge line near the
condenser inlet solenoid.
2. Close the valves on the gauge manifold.
3. Mid seat the compressor suction service valve.
4. Connect a refrigerant supply to the gauge manifold service
line and purge the line.
5. Set the refrigerant supply bottle to liquid and open the hand
valve.
6. Open the high side gauge manifold valve. Add a partial
charge of 4.5 kg, 10 lbs of liquid refrigerant and close the
high side gauge manifold valve. The remainder of the
charge will be added as a liquid through the low side gauge
manifold valve.
7. Set both zones to High Speed Cool through the HMI
Service Test mode.
8. Observe the suction pressure and slowly open the low side
gauge manifold valve to allow liquid refrigerant to flow
into the compressor suction service valve.
9. Control the liquid flow so the suction pressure increases
approximately 138 kPa, 1.38 bar, 20 psi.
10. Maintain a discharge pressure of at least 2068 kPa,
20.68 bar, 300 psi while adding refrigerant.
11. Close low side gauge value when the receiver sight glass
shows 1/2 to 3/4 full.
12. Establish a return air temperature of -18 C, a suction
pressure of 90 to 124 kPa, 0.9 to 1.24 bar, 13 to 18 psi, and
a discharge pressure of 2069 kPa, 20.69 bar, 300 psi . See
See “Testing the Refrigerant Charge with an Empty
Truck”.
13. Check the receiver tank sight glass. The refrigerant level
should remain between 1/2 and 3/4 full over a period of no
less than five minutes.
14. When the correct amount of charge has been added, close
the gauge manifold hand valve.
NOTE: At these conditions the Liquid Injection Valve will

cycle on and off. As this happens the refrigerant level in the
receiver tank sight glass will raise and lower. Therefore,
monitoring the receiver tank sight glass for a period of five
minutes to make sure that the average level of the refrigerant
over this five-minute period is between 1/2 and 3/4 full is
required.

SPECTRUM TS Units
Remove Evacuation Hoses 1. A low leak fitting must be used on hoses when Schrader
port fittings are encountered on units (unit Off).
2. With a low leak fitting on the discharge gauge line, remove
1. Operate the unit (and remote evaporator) in high speed
this line from the unit.
cool with the receiver outlet and discharge service valves
back seated. 3. Back seat the receiver tank service valve (run the unit until
a 21 to 35 kPa, 0.21 to 0.35 bar, 3 to 5 psi reading is
2. Front seat the suction service valve and allow the
obtained on the suction gauge). Stop the unit.
compressor to pump down to 7 to 21 kPa, 0.07 to 0.21 bar,
1 to 3 psi. Stop the unit. Remove the hose from the suction 4. Back seat the suction service valve and remove all
service valve service port. Immediately install the cap on remaining hoses.
the suction service port and tighten it. 5. Install and tighten service port and valve stem caps.
3. Back seat the suction service valve. 6. Unit is ready for a functional check out.
4. Remove the hoses from the receiver outlet and discharge
service valves.
5. Replace and tighten the service port and valve stem caps.
6. The unit is now ready for a functional check out and
operating test of the refrigeration system.
tkrmrd98
Remove Evacuation Hoses (Most Units)
1. Back seat receiver tank outlet valve
2. Front seat suction service valve to pump down compressor
3. Back seat discharge service valve

NOTE: If this does not raise the discharge pressure to the
SYSTEM CLEANUP (SDZ) cutout level of the HPCO, increase the engine speed by
overriding the throttle solenoid. This should increase the
If the unit requires the use of a suction filter to clean the discharge pressure enough to cause the switch to open.
system of contaminants, replace the accumulator suction cap
(P/N 66-4810) with a suction filter adapter. This adapter CAUTION: The discharge pressure should never be allowed
provides a convenient location to install a suction filter for to exceed a pressure of 2700 kPa, 27.00 bar, 390 psi on R-12
system cleanup. Refer to Refrigeration Systems Maintenance and R-134a units, or 3250 kPa, 32.50 bar, 475 psi on
Manual TK 5715, for cleanup procedures. R-403B, R-404A and R-502 units.
4. Failure of the HPCO system to stop compressor operation

should be investigated first by checking the control circuit
HIGH PRESSURE CUTOUT operation and secondly by HPCO switch replacement.
The high pressure cutout (HPCO) is located on the compressor
cylinder head (discharge line on SD-II and SPECTRUM TS
models). If the discharge pressure rises above 2070 kPa, LOW PRESSURE CUTOUT SWITCH (CD-II
20.70 bar, 300 psi on R-12 units; 2240 kPa, 22.40 bar, 325 psi
MAX, SD-II AND UT1200X)
on R-134a units; or 3100 kPa, 31.00 bar, 450 psi on R-403B,
R-404A and R-502 units, the switch opens the circuit to the The low pressure cutout switch (LPCO) is located in the
fuel solenoid to stop the engine. To test the switch, rework a compressor suction line. If the suction pressure decreases
gauge manifold (see illustration). below -17 to -37 kPa, -0.17 to -0.37 bar, 5 to 11 in. Hg
vacuum it opens the LPA circuit to the compressor clutch
μP-T NOTE: The switch opens the HPCO input to the relay to de-energise the compressor clutch and stop the
microprocessor interface board. The controller stops the unit compressor. The LPCO will close when the suction pressure
and records an alarm. rises to 28 to 48 kPa, 0.28 to 0.48 bar, 4 to 7 psi and the
compressor clutch will energise to start the compressor. To
1. Connect the gauge manifold to the compressor discharge check the low pressure cutout:
service valve with a heavy duty hose with a 6200 kPa,
1. Install a gauge manifold at the compressor.
62.00 bar, 900 psi working pressure rating and a
24,150 kPa, 241.50 bar, 3500 psi burst pressure rating 2. Close the receiver tank outlet valve and operate the unit in
(Ritchie #HCA 144 hose). Cool.
2. Set the thermostat well below the compartment 3. When the suction pressure decreases to -17 to -37 kPa,
temperature so that the unit will be in High Speed Cool. -0.17 to -0.37 bar, 5 to 11 in. Hg vacuum the LPCO should
open the compressor clutch should de-energise and the
3. Raise the discharge pressure of the compressor by
compressor should stop.
blocking the condenser coil air flow by covering the
condenser grille with a piece of cardboard. 4. When the suction pressure rises 28 to 48 kPa, 0.28
to 0.48 bar, 4 to 7 psi, the LPCO should close, the
compressor clutch should energise and the compressor
should start.
THREE WAY VALVE CONDENSER

PRESSURE BYPASS CHECK VALVE
The condenser pressure bypass check valve is built into the
three-way valve. This check valve controls the bypass flow of
refrigerant gas between the condenser inlet line and
compressor discharge line.
The check valve is closed when the unit is operating on
cool, or whenever the discharge pressure is higher than the
condenser pressure.
When the unit is operating on defrost or heat, or if the
condenser pressure is higher than the discharge pressure, the
check valve opens and the condenser pressure is bled off until
it decreases to the level of the discharge pressure. This
improves heating/defrosting performance and three-way valve
response.
tkmdrm75
High Pressure Cutout Manifold
1. Relief Valve (P/N 66-6543)
2. O-ring (P/N 33-1015)
3. Adapter Tee Weather Head (No. 552X3)

To check the operation of the valve:
1. Remove the condenser pressure bypass check valve cap HIGH CAPACITY THERMAX HEATING
from the three-way valve. SYSTEM
2. Using a screwdriver, gently turn the check valve stem in
until the valve is front seated. NOTE: Multi-temperature systems and the SD-II do NOT
include a TherMax heating system.
3. Install a service gauge manifold set on compressor.
4. Close (front seat) the receiver tank outlet valve. NOTE: The ambient switch is used only on R-403B and
5. Operate the unit on cooling and pump down the low side. R-404A systems.
6. Stop the unit. The condenser and suction pressures should
UTS and UT1200X MODEL NOTE: UTS and UT1200X
remain stable, indicating no leaks.
models do not have a pilot solenoid or three-way valve.
7. Shift the three-way valve to HEAT position. Low side Instead, a condenser inlet solenoid and hot gas solenoid are
gauge will raise slightly. High side gauge will decrease to used to divert refrigerant vapour for the heat and defrost
approximately zero. Gauges will equalise. modes.
8. Gauges will remain in this position (approximately zero) if
the three-way valve seals properly toward the condenser
and the condenser pressure bypass check valve seals Standard Heating System
properly.
The capacity of the standard heating system is limited because
9. Gently turn the check valve stem out until the condenser much of the refrigerant migrates into the condenser and
bypass check valve is back seated against the snap ring. escapes the heat mode, especially when the ambient air
Both gauges should rise indicating the condenser pressure temperature is below -8 C. When the Heat mode starts, hot gas
bypass check valve is properly releasing condenser flows through the bypass line into the receiver. Any liquid
pressure into the discharge tube and evaporator. refrigerant that is in the receiver is forced into the evaporator
10. Replace the cap on the condenser pressure bypass check through the bleed port in the expansion valve. After the
valve. refrigerant reaches the evaporator it is used in the Heat mode.
NOTE: Valve stem MUST be back seated during normal However the majority of liquid refrigerant is trapped in the
unit operation. condenser and is not available for use in the Heat mode.
11. Open the receiver tank return outlet valve, remove the
gauges and return the unit to normal operation.
The High Capacity TherMax Heating
System
The high capacity heating system increases the capacity of the
Heat mode by making more refrigerant available for use in the
heat mode. This is accomplished by adding a short condenser
evacuation cycle to the beginning of the Heat mode. The
Evacuation mode moves the liquid refrigerant from the
condenser to the accumulator where it can be used in the Heat
mode. The sequence of operation for the improved heating
system is from the Cool mode to the Evacuation mode
(2 minute delay on R-134a and R-12 systems) to the Heat
mode. The unit shift from the Heat mode to Cool mode is
unchanged. The bypass check valve and the condenser check
valve have been eliminated on units equipped with the
TherMax heating system.
The components that have been added to the system are: the
heat solenoid, the heat (TherMax) solenoid line, the receiver
outlet check valve, the heat initiation timer module (R-134a
and R-12 systems only) and the ambient switch (R-403B,
R-404A and R-502 systems only). The heat solenoid controls
the flow of refrigerant through the heat solenoid line. The heat
solenoid line goes from the liquid line just past the receiver
outlet check valve to the accumulator inlet. The receiver outlet
check valve is located in the liquid line near the drier/receiver
tkrmmd25
outlet. This check valve prevents refrigerant from migrating
Three-Way Valve Condenser Pressure Bypass Check back into the receiver tank and condenser during the Heat
Valve mode. The heat initiation timer module controls the pilot
1. Three-way Valve Cool Position solenoid and the duration of the condenser evacuation mode.
2. Check Valve Closed μP-T NOTE: On models with a μP-T controller, the
3. Three-way Valve Heat/Defrost Position controller performs the functions of the heat initiation timer
4. Check Valve Open and ambient switch.

Cool Mode Troubleshooting TherMax High Capacity
The Cool mode has not been changed in the improved system. Heating System Components
The normally closed heat solenoid remains de-energised If any of the components in the TherMax heating system
during the cool mode. The heat solenoid separates the high malfunction, the capacity of the unit to heat or cool may be
side from the low side. When the heat solenoid is closed, it reduced.
does not allow liquid refrigerant to flow from the liquid line to
the accumulator. μP-T NOTE: Refer to Thermoguard μP-T Microprocessor
Controller Operation and Diagnosis Manual, TK 41087, for
complete operation and diagnosis information.
Condenser Evacuation Mode
μP-T NOTE: When a Heat or Defrost cycle is initiated, the Heat Initiation Timer
μP-T controller energises the pilot solenoid (condenser inlet 1. Start the unit and set the thermostat to operate the unit in
solenoid and hot gas solenoid on UTS) and heat solenoid at COOL.
the same time, regardless of the ambient temperature. The
2. Set the thermostat above the ambient temperature. The
heat solenoid remains energised until the discharge air
temperature is 2 C above the return air temperature. three-way valve should not shift to the heat position.
a. If the three-way valve shifts immediately to heat,
When the thermostat demands heat or when Defrost is disconnect the 26A wire from the heat initiation timer
actuated, the 26 wire is energised. The 26 wire is connected to module.
the heat solenoid valve through the ambient switch and the b. If the three-way valve shifts back to the cool position,
pilot solenoid through the heat initiation timer. If the ambient replace the time delay module.
temperature is below -18 C, the heat solenoid valve is 3. Check for voltage between the 26A wire where it is
energised and opens. The heat initiation timer keeps the pilot connected to the heat initiation timer and ground. Battery
solenoid de-energised until the end of the time delay period. voltage should not be present for 2 minutes. If battery
The 2 minute period that the heat solenoid is open and the pilot voltage is present, check the 26A wire, the pilot solenoid
solenoid is closed is called the condenser evacuation mode. and the 26 circuit for a shorted circuit.
Because the pilot solenoid is closed, the three-way valve 4. Check for continuity between the CH wire where it is
remains in the Cool position. High-pressure, super-heated connected to the pilot solenoid and ground. There should
refrigerant condenses as it flows through the condenser coil to be good continuity. If there is no continuity or high
the receiver tank. The liquid refrigerant then flows out of the resistance, check the CH wire for an open circuit, or check
receiver through the filter drier and receiver outlet check
for loose or dirty connections to ground.
valve. With the heat solenoid open, liquid refrigerant can flow
through the heat solenoid line to the inlet of the accumulator;
or through the liquid line, the expansion valve and the
evaporator to the accumulator. Because the expansion valve
restricts the refrigerant flow, most of the refrigerant will flow
to the accumulator through the heat solenoid line.
There is a considerable difference in pressure between the
liquid line and the accumulator inlet line. This pressure
difference forces liquid refrigerant out of the condenser coil
and receiver tank and through the heat solenoid line to the
accumulator. This process make almost all of the refrigerant
available for the Heat mode.
Heat Mode
The Heat mode begins when the time delay period ends and
the heat initiation timer grounds the pilot solenoid circuit. The
three-way valve then shifts and the hot gas is routed through
the pan heater and the evaporator. The heat solenoid remains
open if the ambient temperature is below -18 C. Any
refrigerant that may condense in the liquid line between the
receiver outlet check valve and the expansion valve will flow
back to the accumulator tank. The three-way valve and the
receiver outlet check valve prevent the migration of
refrigerant back into the receiver tank and condenser coil.

aax07
Partial Schematic of Typical Heat Initiation Timer Wiring
1. Control Box
2. Heat Solenoid
3. Pilot Solenoid
4. Optional Indicator Light
5. Ambient Switch (R-403B, R-404a and R-502 systems Only). The switch is open above -18 C and closed below
-18 C.
6. Jumper for R-403B, R-404a and R-502 systems
7. Heat Initiation Timer (R-12 and R-134a systems Only)
5. Approximately 2 minutes after the thermostat calls for
heat, the three-way valve should shift to heat. If the pilot NOTE: If this test is performed above -18 C, the ambient
solenoid does not energise after two minutes, place a switch should be open.
jumper between the 26 and 26A circuit. The pilot solenoid
should energise if the thermostat is calling for heat, 5. If the suction pressure is normal, disconnect the ambient
indicating the heat initiation timer is defective. Replace the switch wire from the heat solenoid. Place a jumper
heat initiation timer. between the positive battery terminal and the 26 terminal
on the heat solenoid. Check the suction pressure. The
suction pressure should increase significantly.
Heat Solenoid a. If the suction pressure did not increase, check the CH
1. Install a gauge manifold set. wire from the heat solenoid to ground for an open circuit
or loose or dirty connections.
2. Perform the compressor, three-way valve and refrigerant
b. If the CH wire and connections are acceptable, check the
level checks before proceeding to the heat solenoid check.
resistance of the heat solenoid coil. The resistance
3. Start the unit and set the thermostat to operate the unit in should be 17 ohms. If the resistance is off by more than
Cool. Check the suction pressure. one ohm, replace the coil.
4. If the suction pressure is higher than normal for the c. If the resistance of the coil is acceptable, the heat
compartment temperature (and refrigerant type), check the solenoid is stuck closed. Replace the heat solenoid.
heat solenoid line on the low pressure side of the heat
6. Disconnect and connect the jumper from the 26 terminal
solenoid.
on the heat solenoid several times to make sure the heat
a. If the heat solenoid line is cold or frosted, the heat solenoid closes and opens reliably.
solenoid is leaking. Replace the heat solenoid.
b. If the heat solenoid line is not cold or frosted, disconnect
the ambient switch (R-403B, R-404A and R-502
systems) from the heat solenoid and check the suction
pressure. The suction pressure should remain higher
than normal.
c. If the suction pressure decreased to normal when the
ambient switch was disconnected, check for voltage
between the 26 wire and ground. If voltage is present,
check the 26 circuit for a short, or a defective relay or
control circuit.

The compressor discharge pressure is sensed at the
Receiver Outlet Check Valve equalizer line on the valve. The valve dome is pre-charged
1. Install a gauge manifold set. with nitrogen at a pressure of 2241 kPa, 22.4 bar, 325 psi
2. Perform the compressor, three-way valve and refrigerant 21 C. The valve opens and closes as the discharge pressure
level checks before proceeding to the receiver outlet check varies to maintain the discharge pressure between 2344 and
valve check. 2758 kPa, 23.4 and 27.6 bar, 340 and 400 psi. The arrow on
the valve indicates the direction of flow.
3. Connect a pressure gauge to the service port on the
The discharge pressure regulator valve is not repairable and
receiver outlet valve.
must be replaced as an assembly.
4. Start the unit and set the thermostat to operate the unit in
heat. The unit should go through a condenser evacuation CAUTION: Before removing the valve, cut the crimped
cycle before the three-way valve shifts from the Cool charging line on the dome to release the pressurized
position to the Heat position. nitrogen. This will allow the valve to open completely and
5. With the unit operating in the heat mode, the receiver equalize the refrigerant pressures before the refrigeration
outlet check valve should be seated. The pressure gauge system is opened.
connected to the receiver should show a constant reading.
a. If the check valve is leaking, the pressure gauge 2
connected to the receiver may show a rise in pressure.
b. The sight glass on the receiver should be empty. If the 1
sight glass shows an accumulation of refrigerant, the
check valve is leaking. Replace the check valve.
6. If the unit has a full sight glass and low suction pressure,
the check valve could be stuck closed. 3
a. First perform the normal checks for the causes of low
suction pressure.
b. To inspect the check valve, pump the low side down to
0 kPa, 0 bar, 0 psi by closing the receiver outlet valve.
c. Carefully remove the check valve access cap and
remove the spring and seat.
WARNING: Refrigerant pressure may be present.

4
d. Inspect the valve seat and body for damage. Check that
the seat moves freely in the body and does not stick.
ARA033
Typical Discharge Pressure Regulator Valve Assembly

Heat Initiation Timer Wiring Changes 1. Equalizer Line
Before 4/92 the heat initiation timer was located between the 2. Charging Line
pilot solenoid and the CH circuit. After 3/92 the heat initiation 3. Outlet
timer was located between the 26 circuit and the pilot 4. Inlet
solenoid. The heat initiation timer keeps the pilot solenoid
from energizing for 2 minutes. This delays the shift of the
three-way valve, giving the condenser evacuation mode time
to transfer refrigerant from the condenser coil and receiver COMPOUND PRESSURE GAUGE
tank to the accumulator. (OPTIONAL EQUIPMENT)
The suction pressure at the compressor is shown on the
compound pressure gauge. The compound gauge monitors the
DISCHARGE PRESSURE REGULATOR low side pressure of the refrigeration system.
VALVE (TKO SCROLL COMPRESSOR The compound pressure gauge should be recalibrated
ONLY) occasionally by comparing it with a gauge of known accuracy
After 3/00 all TKO Scroll Compressor units are equipped with or by adjusting to zero at atmospheric pressure.
a discharge pressure regulator valve. The valve is located in
the hot gas line between the hot gas valve and the evaporator
coil distributor head. The discharge pressure regulator valve
maintains the compressor discharge pressure at 2344 to
2758 kPa, 23.4 to 27.6 bar, 340 to 400 psi during Heat and
Defrost operation. These higher discharge pressures create
higher discharge temperatures, resulting in enhanced heating
capabilities.

To recalibrate the compound gauge, pump down the unit. If the suction pressure is lower than normal, the
Equalise the low side to slightly positive (7 to 14 kPa, 0.07 to modulation valve may be stuck partially closed. Eliminate
0.14 bar, 1 to 2 psi). Disconnect the gauge line and turn the the possibility that another problem (e.g., low refrigerant
adjustment screw on the unit gauge to bring the reading to charge or defective expansion valve) is causing the low
zero. suction pressure before replacing the modulation valve.
5. Place a jumper between the MV wire terminal and the v
NOTE: If the compound pressure gauge does not stay in CH terminal on the TG-V.
calibration, replace the compound gauge.
6. Place a jumper wire between the ammeter, which is
connected to the MV wire and the 8 terminal on the TG-V
controller. The ammeter should read approximately 1.7
MODULATION VALVE (OPTIONAL ampere and the compound gauge should show 0 kPa,
EQUIPMENT) 0 bar, 0 psi or a slight vacuum.
The modulation valve controls the flow of refrigerant to the a. If the ammeter shows more than a 2 amperes or less than
compressor when the unit is operating in the low speed 1.5 amperes, replace the modulation valve coil. The
modulation cool mode. As the return air temperature resistance of the coil should be 7.5 to 8.5 ohms.
approaches setpoint, the TG-V controller sends an electrical b. If the ammeter reads approximately 1.7 amperes but the
signal to the coil of the valve. The armature overcomes the suction pressure does not decrease to 0 kPa, 0 bar, 0 psi
spring tension and the valve closes a precise amount. This replace the modulation valve.
throttles the suction gas returning to the compressor and 7. Remove the jumpers and the ammeter. Connect the MV
reduces cooling capacity. As the signal is increased, the valve wire to the modulation valve circuit breaker.
closes an additional amount. Due to valve design, the flow of
refrigerant gas exerts no opening or closing forces on the valve
spool allowing very precise operation.
Service of the valve includes replacement of the coil or
HOT GAS BYPASS VALVE (OPTIONAL
replacement of the complete valve. EQUIPMENT)
1. Disconnect the HGB wire from the hot gas relay and
connect the HGB wire to an ammeter.
2. Install a manifold gauge set.
3. Turn the unit ON and start the unit.
4. Let the unit operate until the suction pressure stabilises.
The compound gauge should show normal suction
pressure for the trailer temperature.
If the suction pressure is higher than normal, the hot gas
bypass valve may be stuck open. Eliminate the possibility that
another problem, such as a leaky three-way valve or a
defective expansion valve, is causing the high suction pressure
before replacing the hot gas bypass valve.
5. Place a jumper wire between the ammeter, which is
connected to the HGB wire and the 8 terminal on TG-V
tkrmmd56
controller. The ammeter should read approximately
Modulation Valve 1.1 amperes and the suction pressure should increase.
1. Outlet a. If the ammeter shows more than 1.3 amperes or less than
2. Inlet 0.8 amperes, replace the hot gas bypass valve coil. The
3. Enclosure Tube resistance of the coil should be 10.0 to 12.2 ohms.
4. Armature
b. If the ammeter reads approximately 1.1 amperes, but the
5. Electric Coil
suction pressure does not increase, replace the hot gas
6. Piston
bypass valve.
7. Closing Spring
8. Valve Seats 6. Remove the jumpers and the ammeter and connect the
9. Opening Spring HGB wire to the hot gas relay.
Modulation Valve Test

1. Disconnect the MV wire from the modulation valve circuit
breaker and connect the MV wire to an ammeter.
2. Install a manifold gauge set.
3. Turn the unit ON and start the unit.
4. Let the unit operate until the suction pressure stabilises.
The compound gauge should show the normal suction
pressure for the truck temperature.

HEAD PRESSURE REGULATING VALVE
(SD-II)
All SD-II models use similar cooling only refrigeration
systems. However, SD-II models charged with R-134a
include a compressor head pressure regulating valve. This
valve maintains a minimum head pressure of 900 kPa,
9.00 bar, 130 psi under all ambient temperatures to provide
improved compressor efficiency. This valve closes off the
condenser outlet pipe and redirects the refrigerant straight to
the receiver tank to maintain the required discharge pressure.
However, this means that in low ambient temperatures there
must be enough refrigerant to completely fill the condenser
coil and the receiver tank (up to the dip tube level). Therefore
SD-II models equipped with R-134a require a larger
refrigerant charge.
The head pressure regulating valve also isolates the condenser
coil during conventional refrigerant removal and evacuation
procedures. Therefore a second service fitting has been added
to the condenser coil on the inlet pipe to the head pressure
valve. This second fitting MUST be used when removing the
refrigerant charge to ensure there is no refrigerant left in the
condenser coil. The second fitting MUST also be used when
evacuating the unit to remove all moisture from the system.

11 Refrigeration Service
Operations
Refrigeration System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
D214, X214, X426 or X430 Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Compressor Pulley Removal and Installation (D214 and X214 Compressors). . . . . . . . . . . . . . . . 11-2
TKO Scroll Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Liquid Injection Valve — TKO Scroll Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Compressor Bypass Oil Filter — X214, X426 or X430 Compressor . . . . . . . . . . . . . . . . . . . . . . . 11-6
Oil Separator — ICE, Zexel or Sanden Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Condenser/Radiator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Condenser Inlet Check Valve, Condenser Outlet Check Valve and Receiver Tank Pressure Check Valve
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Dehydrator (Filter-Drier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Expansion Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
High Pressure Cutout Switch or Receiver Tank Pressure Cutout Switch . . . . . . . . . . . . . . . . . . . . 11-11
Low Pressure Cutout Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
High Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
Pilot Solenoid or Heat Solenoid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
Discharge Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
Head Pressure Regulating Valve — Sanden Compressor and R-134a . . . . . . . . . . . . . . . . . . . . . . 11-12
Pressure Regulator Valve — D214 or X214 Compressor; or CD-II MAX Model with a ICE or Zexel
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
Throttling Valve — X426 or X430 Compressor; or TKO Scroll Compressor . . . . . . . . . . . . . . . . 11-13
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
Receiver Tank Outlet Check Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
Three-Way Valve Condenser Pressure Bypass Check Valve Repair . . . . . . . . . . . . . . . . . . . . . . . 11-15
Three-Way Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
Liquid Line Solenoid (LLS) or Hot Gas Solenoid (HGS) — CD-II MAX Models . . . . . . . . . . . . 11-17
Condenser Inlet Solenoid (CIS) or Hot Gas Solenoid (HGS) — Spectrum TS and UTS Models before 01/02
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
TCI and TLE Model Host Unit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Receiver Tank Pressure Cutout Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Liquid Line Solenoid Valve (LLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Hot Gas Solenoid Valve (HGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Suction Line Check Valve, Rear Suction Line Check Valve and Purge Check Valve Repair (SLCV, RSLCV
and PCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Receiver Tank Pressure Solenoid Valve (RTPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Purge Valve (PV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
ELT, ECT, EW, SPECTRUM, TLE and UTSE Remote Evaporator Components (UTSE before 01/
02) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Rear Liquid Line Solenoid (RLLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Rear Hot Gas Solenoid (RHGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Rear Suction Line Solenoid (RSLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Liquid Return Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
REFRIGERATION SYSTEM COMPONENTS Compressor Pulley Removal and
Installation (D214 and X214 Compressors)
Beginning with serial number 120XXXXXXX, MD-II/KD-II
D214, X214, X426 or X430 Compressors models and MD-MT, MD-200, MD-300 and MD-200 MT
models have an anti-seise lubricant on the tapered surfaces of
NOTE: It is generally good practice to replace the filter drier the two-piece compressor pulley. The anti-seise lubricant
whenever the high side is opened or when the low side is facilitates the installation and removal of the two-piece pulley.
opened for more than 30 minutes. Replace the compressor
To ensure correct pulley alignment, all rust and/or paint
oil filter whenever the filter drier is replaced.
should be removed from the tapered portion of both the pulley
Removal and hub. The mounting screws should be torqued to 10 to
1. Pump down the compressor and equalise the pressure to 14 Nm.
7 to 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi. Whenever the two-piece pulley is removed from any type of
2. Loosen and remove the compressor/electric motor belt unit service, anti-seise lubricant should be applied to the
from the compressor pulley. outside of the tapered surface on the pulley bushing. Use one
of the following recommended anti-seise lubricants:
3. Front seat the discharge and suction service valves.
• Fel-Pro C5-A
4. Unbolt the discharge valve and the suction valves from the • Loctite 767
compressor. • Never-Seez NS-12
5. Disconnect the high pressure cutout switch wires. • Never-Seez NS-160
Disconnect the pilot valve and compound pressure gauge
(optional) hoses.
6. Remove the compressor mounting bolts.
7. Lift the compressor out of the unit. Keep the compressor
ports covered to prevent dust, dirt, etc., from falling into
the compressor.
NOTE: When the compressor is removed from the unit, the

oil level should be noted, or the oil removed from the
compressor should be measured. Then the same amount of
oil can be added before placing the replacement compressor
in the unit.
Installation
1. Lift the compressor into the unit and install the mounting tkrsmd27
bolts.
Anti-Seise Lubricant Application—D214 and X214
2. Install the service valves using new gaskets soaked in Compressors
refrigerant oil. Connect the high pressure cutout switch 1. Pulley
wires. 2. Clean all rust and paint off these tapered surfaces
3. Reconnect the pilot valve and compound pressure gauge before installing.
hoses. 3. Apply anti-seise lubricant to the tapered surface of
4. Pressurise the compressor and test for refrigerant leaks. the bushing only.
5. If no leaks are found, evacuate the compressor. Replace 4. Bushing
the compressor/electric motor belt and adjust the tension. 5. Torque evenly to 10 to 14 Nm
6. Back seat the suction and discharge service valves.
7. Operate the unit at least 30 minutes and then inspect the oil
level in the compressor. Add or remove oil if necessary.
8. Check the refrigerant charge and add refrigerant if needed.
7. Charge the unit with refrigerant.
TKO Scroll Compressor 8. Operate the unit at least 30 minutes and then inspect the oil
NOTE: The TKO scroll compressor oil charge and oil filter
(internal) should be changed when there has been a major
oil or refrigerant leak. Scroll Compressor Shaft Seal Replacement
If the total refrigerant charge is lost due to a leak, or if a major Parts Required:
component in the refrigeration system is changed; the • O-ring, P/N 33-2998
compressor shaft seal, compressor oil and oil filter should be • Dust Shield, P/N 22-1037
changed. • Stationary Seal Member, P/N 22-1038
• Rotating Seal Member, P/N 22-1039
Removal • Mounting Screws, P/N 55-9020 (as needed)
1. Return as much compressor oil as possible to the To change the shaft seal:
compressor. See “Checking Compressor Oil” in the 1. Remove the compressor from the unit (see removal
Refrigeration Maintenance chapter. procedure above).
2. Remove the refrigerant charge.
2. Clean dirt from shaft seal cover.
3. Loosen and remove the compressor/electric motor belt
3. Remove key from shaft.
from the compressor pulley.
4. Remove 4 screws from shaft seal cover.
4. Unsolder the discharge line and unbolt the suction valve
5. Carefully pry the shaft seal cover from compressor body
from the compressor.
using the flats on the shaft seal cover.
5. Unsolder the liquid injection line from compressor.
6. Loosen the set screws on the rotating seal member.
6. Remove the compressor mounting bolts.
Remove the seal from the shaft. Do not lose the spacer on
7. Lift the compressor out of the unit. Keep the compressor the shaft.
ports covered to prevent dust, dirt, etc., from falling into 7. Lubricate the O-ring in new rotating seal member. Use
the compressor. polyol ester compressor oil, P/N 203-433.
oil removed from the compressor should be measured. Then
the same amount of oil can be added before placing the
replacement compressor in the unit.
CAUTION: The TKO scroll compressor requires R-404A

and polyol ester oil, TK P/N 203-433. Do NOT mix or
interchange polyol ester oil P/N 203-433 with other polyol
ester oils.
Installation
1. Lift the compressor into the unit and install the mounting
bolts.
2. Clean tubes for soldering. Solder discharge line to
compressor.
3. Install the suction valve using a new gasket soaked in
refrigerant oil. aga660r
4. Solder the liquid injection tube to injection fitting.
TKO Scroll Compressor Components
NOTE: Use a heat sink or wrap the injection fitting with wet 1. Pulley
rags before soldering the connection to prevent damage to 2. Shaft Seal Assembly
the O-ring in the fitting. 3. Oil Filter Cover Plate
4. Compressor High Temperature Switch
5. Pressurise the system and test for refrigerant leaks. 5. Cap
6. If no leaks are found, evacuate the system. Replace the 6. Oil Filter and Gasket
compressor/electric motor belt and adjust the tension. 7. Oil Drain Cap Location
8. Liquid Injection Fitting
Refrigeration Service Operations 11-3

8. Make sure the spacer is correctly located on the shaft flat. To change compressor oil charge:
Slide new seal member onto shaft without touching the 1. While compressor is removed from unit (see shaft seal
bronze surface with fingers. change procedure above), clean dirt from oil drain cover
plate.
9. Torque set screws to 4.8 to 5.4 Nm.
2. Remove SAE plug from compressor and drain oil.
10. Remove stationary member, O-ring and dust shield from
Measure amount of oil removed from compressor.
seal cover.
11. Install new dust shield in seal cover. 3. Remove two screws and cover plate from compressor.
4. Scrape gasket from plate and body.
12. Lubricate O-ring on new stationary member with
compressor oil. Press new seal member into shaft seal 5. Remove spring, screen and screen cover from body.
cover without touching the sealing surface with fingers. 6. Clean screen and cover.
13. Lubricate new seal cover O-ring with compressor oil. 7. Replace screen cover. Make sure the notch in cover is
Install O-ring on the shaft seal cover. aligned with notch in the compressor body.
14. Replace seal cover on shaft and compressor body. Torque 8. Lubricate new gasket with compressor oil, P/N 203-433.
mounting screws to 11 to 12.5 Nm.
NOTE: The gasket, P/N 33-2997, must be replaced.
Scroll Compressor Oil Filter Replacement
9. Replace screen, spring, gasket, cover plate and screws.
Parts Required:
• Oil Filter and O-ring, P/N 22-1030 10. Torque screws to 33 to 35 Nm.
• Gasket, P/N 33-2996 11. Lubricate O-ring on SAE plug with compressor oil.
Use other parts as needed: 12. Replace SAE plug in compressor body. Torque mounting
• Cover Plate, P/N 22-1031 screws to 11 to 12.5 Nm.
• Spring, P/N 22-1032 13. Add compressor oil through the fitting at the oil filter
• Mounting Studs, P/N 55-9019 cover. Add the same amount of oil that was removed. If the
• Mounting Screws, P/N 55-9020 compressor oil removed from the compressor was NOT
To change the oil filter: measured and step 1 of the compressor removal procedure
was followed to return as much oil as possible to the
1. While compressor is removed from unit (see shaft seal
compressor, then add 1.2 litres of compressor oil. Use
change procedure above), clean dirt from oil filter cover
polyol ester oil, P/N 203-433.
plate.
2. Remove cover plate and spring. Note the location of 14. Install compressor in unit (see compressor installation
mounting studs for proper installation. procedure above).
3. Scrape gasket off compressor body and cover plate. Scroll Compressor High Temperature Switch
4. Remove oil filter and O-ring. Replacement
5. Clean any debris from oil filter cavity.
NOTE: Replace the compressor high temperature switch
6. Lubricate new O-ring with compressor oil, P/N 203-433. whenever the insulation on the leads has been broken or the
7. Press oil filter and O-ring over stem in compressor body switch is believed to be defective.
until seated.
8. Lubricate new cover plate gasket with compressor oil. Parts Required
• Temperature Switch Assembly, P/N 41-2467
9. Install spring, gasket and cover plate using mounting
• Plastic Cap, P/N 22-1040
studs. Make sure studs are installed in their original
• Dielectric Compound, P/N 203-501
location. Install mounting screws and torque to 33 to
• Silicone Sealant
35 Nm.
To change the switch:
Scroll Compressor Oil Replacement 1. Cut through silicone sealant surrounding plastic cap.
Parts Required: 2. Pry plastic cap out of compressor end plate.
• Gasket, P/N 33-2997 3. Remove temperature switch assembly by pulling it out of
Use other parts as needed: cavity.
• SAE Plug, P/N 55-9021 4. Clean all debris from end plate and cavity.
• Mounting Screws, P/N 55-9022
5. Insert 0.25 to 0.50 ml of dielectric compound into high
• Cover Plate, P/N 22-1033
temperature switch cavity.
• Spring, P/N 22-1034
• Screen, P/N 22-1035
• Screen Cover, P/N 22-1036

6. Apply 0.25 to 0.50 ml of dielectric compound between the
new switch element and sleeve. Liquid Injection Valve — TKO Scroll
7. Fold the sleeve over, fully protecting the switch element. Compressor
8. Firmly press the temperature switch assembly into the
Removal
cavity.
9. Completely fill remaining void in cavity with silicone to
protect against water infiltration. 2. Remove the feeler bulb from the discharge line clamp.
Note the position of the feeler on the discharge line.
10. With switch wires and slot in cap facing down, press new
plastic cap in place on cavity. Protective cap will snap into 3. Unsolder the inlet and outlet lines from the liquid injection
place when correctly seated. valve.
4. Remove mounting bolts. Remove liquid injection valve
Scroll Compressor Liquid Injection Fitting from the unit.
Replacement
Installation
Parts Required
• O-ring, P/N 33-2995 1. Install and bolt the liquid injection valve assembly in the
• Liquid Injection Fitting, P/N 66-9056 unit.
To replace the fitting: 2. Solder (95-5 solder) the inlet and outlet lines to the
injection valve.
3. Clean the compressor discharge line to a bright polished
2. Clean dirt from area around fitting.
condition. Install the feeler bulb clamps and the feeler bulb
3. Unsolder injection tube from fitting. on the bottom of the outlet line in its former position. The
feeler bulb must seat in groove in bottom of the discharge
NOTE: Use a heat sink or wrap the injection fitting with wet
tube and make good contact with the outlet line or the
rags before unsoldering the connection to prevent damage to
the O-ring in the fitting. operation will be faulty. Wrap with sheet cork and asphalt
tape.
4. Visually inspect screen in liquid injection fitting to verify 4. Pressurise the unit and test for leaks. If no leaks are found,
it is plugged. evacuate the low side.
5. If plugged, carefully unscrew liquid injection fitting from 5. Charge the unit with refrigerant. Check the compressor oil
compressor. level.
6. Install new O-ring on new liquid injection fitting. 6. Test the unit to see that the injection valve is properly
7. Lubricate new O-ring with compressor oil, P/N 203-433. installed.
8. Carefully thread new liquid injection fitting through
compressor body into steel block on the inside. Make sure
the fitting is not cross-threaded in the steel block. Torque
fitting to 11 to 13.5 Nm.
9. Solder the liquid injection tube to injection fitting.
NOTE: Use a heat sink or wrap the injection fitting with wet
rags before soldering the connection to prevent damage to
the O-ring in the fitting.
10. Pressurise the system and test for refrigerant leaks.

11. If no leaks are found, evacuate the system.
12. Charge the unit with refrigerant.
13. Operate the unit at least 30 minutes and then inspect the oil
afk03r
Liquid Injection Valve Bulb—TKO Scroll Compressor
1. End View
2. Compressor Discharge Tube
3. Capillary Tube
4. Side View

Compressor Bypass Oil Filter — X214, Oil Separator — ICE, Zexel or Sanden
X426 or X430 Compressor Compressor
Removal NOTE: If the compressor is being changed due to an
1. Pump down the low side and equalise the pressure to 7 to internal failure, it is important that the oil separator is also
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi. changed. The oil separator acts as a filter for the entire
2. Disconnect the nuts at the end of the filter. Hold the filter refrigeration system.
with a back-up wrench on the hex behind the flare fitting. Removal
3. Loosen the mounting hardware and remove the oil filter. 1. Remove the refrigerant charge.
Installation 2. Loosen and remove the belts from the compressor clutch.
1. Apply a thin layer of refrigerant oil to new O-rings and 3. Unclip the wire harness from the lug on the compressor
install in the inlet and outlet nuts. and disconnect the clutch wire.
2. Install the new oil filter and tighten the mounting bracket 4. Disconnect the suction and discharge lines from the
screws and nuts (inlet end of filter is labelled “IN”). compressor.
3. Install and tighten the inlet and outlet line nuts to the filter. 5. Disconnect the oil return line from the oil separator.
Hold the filter with a back-up wrench on the hex behind 6. Remove the 4 bolts securing the compressor mounting
the flare fitting. brackets to the frame.
4. Evacuate the compressor and filter to 500 microns to 7. Lift the compressor assembly out and remove compressor
remove trapped air. from the brackets. Keep the compressor ports covered to
5. Pressurise the system and inspect for leaks. If no leaks are prevent dust, dirt, etc. from falling into the compressor.
found, open the receiver tank outlet valve. Place the unit in 8. Remove and replace the oil separator.
operation.
oil removed from the compressor should be measured. Then
the same amount of oil can be added before placing the
replacement compressor in the unit.
Installation
1. Remove the oil return pipe from the old compressor and
blow through it with an air line to make sure there is no
obstruction.
2. Attach the old return line and adapter to the new
compressor.
3. Refill the compressor with the correct amount of oil (see
previous note).
4. Attach the compressor to the brackets and install the
assembly in the unit.
5. Fit the pulleys, align the belts and adjust the tension.
6. Attach the suction and discharge lines. Connect the oil
return line to the oil separator.
7. Pressurise the system and test for leaks. If no leaks are
adl20r found, evacuate the system.
Typical Compressor Bypass Oil Filter—X214, X426 and 8. Open the receiver tank outlet valve. Place the unit in
X430 Compressors operation. Check the refrigerant charge and add as
1. Check Valve required.
2. O-ring
3. Oil Filter
4. O-ring

Replacement
Condenser/Radiator Coil 1. If the seat in the check valve is damaged, unsolder the inlet
and outlet line connections. Remove the check valve.
Removal
2. Clean the tubes for soldering.
3. Place a new disassembled check valve in position. Arrow
2. Remove the condenser grille assembly.
on the valve body indicates the direction of refrigerant
3. All units except SD-II models: Drain engine coolant from flow through the valve.
the expansion tank and disconnect the coolant hoses from
the condenser/radiator coil. NOTE: Place a heat sink on an in-line check valve (P/N
4. Unsolder the hot gas inlet tube and liquid refrigerant line 66-5722 or 66-5763) or wrap valve with wet rags before
connections. soldering the inlet and outlet connections to prevent damage
to the neoprene seal. Then go to step 3 under Repair/
5. Unbolt and remove the condenser/radiator coil.
Assembly.
Installation
4. Solder the inlet and outlet connections. After the valve
1. SD-II models only: Remove the fan shroud from the old
cools, reassemble the valve.
coil and attach it to the new coil.
3. Place the coil in the unit and install the mounting
hardware. SD-II models: Align the fan shroud.
4. Solder the inlet line and liquid line refrigerant connections.
5. Pressurise the refrigeration system and test for leaks. If no
leaks are found, evacuate the system.
6. All units except SD-II models: Connect the coolant hoses
to the radiator and refill the expansion tank with 50/50
ethylene glycol/water solution.
7. Charge the unit with refrigerant and check the compressor
oil.
8. Reinstall the front grille.
Condenser Inlet Check Valve, Condenser

Outlet Check Valve and Receiver Tank
Pressure Check Valve Repair
tkrsmd20
Disassembly and Inspection
Typical Condenser Inlet Check Valve
1. Cap
2. Remove the bonnet nut (or cap) from the check valve. 2. Gasket
3. Spring
NOTE: An in-line check valve (P/N 66-5722 or 66-5763)
4. Seat
does not have a bonnet nut and is not repairable. An in-line
check valve must be replaced if it fails. Place a heat sink on
the valve before unsoldering the inlet and outlet connections
to prevent damage to the neoprene seal.
3. Inspect the seat in the check valve for damage or foreign

particles which might adhere to the seat and would damage
the new seat. If damaged, replace the entire check valve
assembly.
tkrsmd22
Typical In-line Check Valve Cross-Section
1. Valve
2. Neoprene Seal
3. Valve Seal
4. Spring

Repair/Assembly 3. Disconnect the expansion valve from the distributor.
1. Install the new seat and spring. Disconnect the air switch hoses. Remove the coil sensor or
2. Place the new gasket on the bonnet and torque to 61 Nm. defrost termination switch (or disconnect defrost
termination switch wires).
3. Pressurise the refrigeration system and test for leaks.
4. If no leaks are found, evacuate the system. SDZ MODEL NOTE: Remove damper door solenoid and
5. Charge the unit with refrigerant and check the compressor linkage.
oil.
ECT/ELT/EW/TLE/UTSE EVAPORATOR NOTE: Remove
insulating tape and feeler bulb from suction line. Note the
position of the feeler bulb on the suction line.
Dehydrator (Filter-Drier)
EW EVAPORATOR NOTE: Disconnect equaliser line from
Removal
suction line.
1. Pump down the low side and equalise the pressure to 7 to
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi. 4. Unsolder the suction line and drain pan hot gas line from
2. Disconnect the nuts at the end of the drier. Hold the drier the evaporator coil.
with a back-up wrench on the hex behind the flare fitting. 5. Disconnect the electric heaters and high temperature
3. Loosen the mounting hardware and remove the drier. cutout switch on Model 50 units.
6. Remove the mounting bolts and slide the coil from the
Installation evaporator housing.
1. Apply a thin layer of refrigerant oil to new O-rings and
install in the inlet and outlet nuts. SD-II MODEL NOTE: If replacing the coil, drill holes in the
2. Install the new drier and tighten the mounting bracket return bends and measure the amount of oil in the tubes.
screws and nuts.
Installation
3. Install and tighten the inlet nut to the receiver tank outlet
1. Place the evaporator coil in the housing.
valve line (inlet end of drier is labelled “IN”). Hold the
drier with a back-up wrench on the hex behind the flare 2. Install the mounting bolts and tighten.
fitting. 3. Clean the tubes for soldering.
4. Release a small amount of refrigerant to purge the air 4. Solder the suction line and drain pan hot gas line
through the drier. Then tighten outlet nut on the dehydrator connections to the evaporator coil.
to the evaporator line. 5. Connect the distributor to the expansion valve assembly.
5. Pressurise the system and inspect for leaks. If no leaks are
found, open the receiver tank outlet valve. Place the unit in ECT/ELT/EW/TLE/UTSE EVAPORATOR NOTE: Clean
operation. the suction line to a bright polished condition. Install the
feeler bulb clamps and the feeler bulb on the suction line.
Locate the bulb on the side of the suction line in its former
position. The feeler bulb must make good contact with the
Evaporator Coil suction line or the operation will be faulty. Wrap it with
insulating tape.
Removal
1. Remove the refrigerant charge. EW EVAPORATOR NOTE: Connect equaliser line to
suction line.
TS-200, TS-300, TS-500, TS-600, UTS AND XDS MODEL
NOTE: Return as much compressor oil as possible to the SD-II MODEL NOTE: Add the quantity of new refrigerant
compressor, then remove refrigerant charge. Also change oil measured in step 6 above to the receiver tank.
the scroll compressor shaft seal, compressor oil and oil filter.
2. Remove the evaporator top panel.

6. Connect the air switch hoses and install the high 7. Test the unit to see that the expansion valve is correctly
temperature cutout switch and electric heaters (Model 50). installed.
7. Pressurise the low side and test for leaks. If no leaks are
Cleaning In-line Screen
found, evacuate the unit.
1. Perform a low side pump down and equalise the pressure
SDZ MODEL NOTE: Replace damper door solenoid and to 7 to 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
linkage. 2. Remove the liquid line fitting.
3. A small tool with a slight hook may be needed to pull
8. Charge the unit with refrigerant. Place the unit in
screen from the expansion valve.
operation. Check the refrigerant charge and compressor oil
and add as required. 4. Blow screen clean with compressed air. If shop solvent is
needed to remove debris from the screen, make sure the
screen air dries thoroughly before re-installation.
Expansion Valve Assembly NOTE: Outlet screen points toward the distributor.
NOTE: Before 11/92, some equaliser line and distributor
line connections used flare fittings.
Removal
1. Pump down the low side and equalise pressure to 7 to
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
CD-II MAX AND SD-II MODEL NOTE: Remove the

refrigerant charge.
2. Remove the feeler bulb from the suction line clamp. Note
tkrsmd23
the position of the feeler bulb on the suction line.
Solder-In Type Expansion Valve
3. Unsolder the equaliser line from the expansion valve.
1. Screen
4. Unsolder the inlet liquid line and the distributor from the
expansion valve.
5. Remove the expansion valve mounting bolt. Remove the
expansion valve from the unit.
Installation
1. Install and bolt the expansion valve assembly in the unit.
2. Solder (95-5 Solder) the inlet liquid line and the distributor
to the expansion valve.
3. Solder (95-5 Solder) the equaliser line to the expansion
valve.
4. Clean the suction line to a bright polished condition. Install
the feeler bulb clamps and the feeler bulb on the side of the
suction line in its former position. The feeler bulb must
make good contact with the suction line or the operation
will be faulty. Wrap with insulating tape. krsmd21
5. Pressurise the low side and test for leaks. If no leaks are Location of Expansion Valve Bulb
found, evacuate the low side. 1. End View
6. Open the receiver tank outlet valve. Place the unit in 2. Side View
operation.
CD-II MAX AND SD-II MODEL NOTE: Charge unit with

refrigerant. Then check refrigerant charge and compressor
oil level.

Installation
Heat Exchanger 1. Clean the tubes for soldering.
2. Place the heat exchanger assembly in the evaporator
UTS MODEL NOTE: See “Heat Exchanger” in the “ELT,
housing. Install the mounting hardware loosely.
ECT, EW, SPECTRUM, TLE and UTSE Remote
Evaporator Components” section of this chapter.
SD-II MODEL NOTE: Be sure to place the packer under the
NOTE: Before 11/92, some equaliser line and distributor strap in the centre of the evaporator. This strap is used to
line connections used flare fittings. incline the heat exchanger to allow any oil to drain out.
Removal 3. Solder liquid inlet and suction outlet line connections on

the condenser side of the bulkhead. Seal openings through
bulkhead with putty when refrigerant lines have cooled
TS-200, TS-300, TS-500, TS-600 AND XDS MODEL off.
NOTE: Return as much compressor oil as possible to the 4. Tighten the heat exchanger mounting hardware securely.
compressor, then remove refrigerant charge. Also change 5. Solder suction line connection to the evaporator coil.
the scroll compressor shaft seal, compressor oil and oil filter.
SD-II MODEL NOTE: Add the quantity of new refrigerant
2. Remove the evaporator cover(s). oil measured in step 9 above to the receiver tank. Then go to
3. Remove the mounting bolts that hold the heat exchanger step 7.
on the bulkhead.
6. Connect the equaliser line flare fitting to the suction line
SD-II MODEL NOTE: Unsolder the liquid line and suction and liquid outlet line flare fitting to the expansion valve.
line connections before removing the mounting nuts and 7. Pressurise the low side and test for leaks. If no leaks are
support straps (bolts through roof are captive). Then go to found, evacuate the unit.
step 9.
8. Clean the suction tube to a bright polished condition.
4. Unsolder the equaliser line from the suction line. Install the feeler bulb clamps and feeler bulb on the side of
the suction line in its former position. The feeler bulb must
5. Unsolder liquid outlet line from the expansion valve.
make good contact with the suction line or operation will
6. Note the position of the feeler bulb on the side of the
be faulty. Wrap with insulating tape.
suction line. Remove the expansion valve feeler bulb from
the suction tube. 9. Charge the unit with refrigerant. Place the unit in
operation. Check refrigerant charge and compressor oil
7. Unsolder the suction line at the evaporator coil end.
level.
8. Unsolder the remaining outlet suction line and inlet liquid
10. Test the unit to see that the expansion valve is correctly
line connections from the condenser side of the bulkhead.
installed.
Remove putty from around the lines before unsoldering
the connections.
9. Lift the heat exchanger assembly out of the evaporator
housing.
SD-II MODEL NOTE: If replacing the heat exchanger, drill

a 5 mm hole in the radius end of the old heat exchanger.
Collect and measure the oil that drains from the heat
exchanger.

Accumulator High Pressure Cutout Switch or Receiver
Tank Pressure Cutout Switch
Removal
1. Pump down the low side and equalise the pressure to 7 to Removal
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi. 1. Pump down the low side and equalise pressure to 7 to
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
CD-II MAX MODEL NOTE: Remove the refrigerant
2. Front seat the discharge service valve. Recover remaining
charge.
refrigerant from the compressor head and discharge
TS-200, TS-300, TS-500, TS-600 AND XDS MODEL service valve tube.
NOTE: Return as much compressor oil as possible to the 3. Disconnect the wires and remove the high pressure cutout
compressor, then remove refrigerant charge. Also change switch (or receiver tank pressure cutout switch) from the
the scroll compressor shaft seal, compressor oil and oil filter. compressor cylinder head.
2. All units except CD-II MAX and TS-200, TS-300, Installation
TS-500, TS-600, UTS and XDS models: Drain the engine 1. Apply a refrigerant locktite to the threads of the high
cooling system. Disconnect the coolant lines from the pressure cutout switch.
accumulator tank.
2. Install and tighten high pressure cutout switch and
SDZ MODEL NOTE: Remove cabinet front panel and front reconnect the wires.
door assembly to gain access. Remove drier mounting 3. Open the discharge service valve slightly to pressurise the
bracket. On units manufactured before 8/92, also remove compressor head. Test for refrigerant leaks.
suction cap from accumulator inlet. 4. If no leaks are found, recover the leak test gas.
3. Remove the mounting bolts from the accumulator tank 5. Open the suction service valve (or receiver tank outlet
mounting brackets. valve). Place the unit in operation.
4. Unsolder the inlet and outlet refrigerant suction lines from
the accumulator tank.
Low Pressure Cutout Switch
5. Remove the accumulator from the unit.
Removal
Installation
1. Place the accumulator in the unit and loosely install the
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
mounting bolts.
2. Disconnect the wires and remove the low pressure cutout
SDZ MODEL NOTE: On units manufactured before 8/92, switch from the suction line.
install suction cap on accumulator inlet.
Installation
2. Solder the inlet and outlet suction lines to the accumulator 1. Apply a refrigerant locktite to the threads of the low
tank. pressure cutout switch.
3. Tighten the accumulator tank mounting bolts. 2. Install and tighten the low pressure cutout switch and
4. Pressurise the low side and test for refrigerant leaks. If no reconnect the wires.
leaks are found, evacuate the low side. 3. Pressurise the low side and test for leaks.
5. Connect the coolant hoses to the accumulator tank and 4. If no leaks are found, open the receiver tank outlet valve.
refill the cooling system with 50/50 ethylene glycol/water Place the unit in operation.
solution.
6. Open the receiver tank outlet valve. Place the unit in
operation. Check refrigerant charge and compressor oil
and add as required.
CD-II MAX, TS-200, TS-300, TS-500, TS-600 AND XDS

MODEL NOTE: Charge unit with refrigerant. Then check
refrigerant charge and compressor oil level.
SDZ MODEL NOTE: Replace drier mounting bracket and

cabinet front panel and door.

Installation
High Pressure Relief Valve 1. Clean the tubes for soldering.
Removal 2. Solder the inlet and outlet connections.
1. Remove the refrigerant charge. CAUTION: Use a heat sink or wrap the valve with wet rags
2. Unscrew and remove the high pressure relief valve. to prevent damaging the valve.
Installation 3. Pressurize the refrigeration system and test for leaks.
1. Apply refrigerant oil to the O-ring on the high pressure 4. If no leaks are found, evacuate the system.
relief valve. 5. Open the refrigeration valves and run the unit. Check the
2. Apply a refrigerant locktite to the threads of the high refrigerant charge and the compressor oil.
pressure relief valve.
3. Install and tighten the high pressure relief valve.
4. Pressurise the refrigeration system and test for leaks. If no Head Pressure Regulating Valve — Sanden
leaks are found, evacuate the system. Compressor and R-134a
oil. NOTE: This valve is sealed and cannot be repaired.
Removal
Pilot Solenoid or Heat Solenoid 1. Remove the refrigerant charge.
2. Unsolder the valve.
Removal
1. Pump down the low side and equalise pressure to 7 to Installation
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi. 1. Clean the tubes for soldering.
2. Disconnect the lines to the solenoid and immediately cap 2. Loosely fit the valve to the tubes.
to prevent moisture and air from entering the system. 3. Wrap the valve with a wet rag or heat sink. It is important
the valve is kept cool during the soldering process.
NOTE: The lines from the 3-way valve to the pilot solenoid 4. Solder the tubes.
will leak refrigerant at a high velocity and should be capped.
5. Pressurise the refrigeration system and check for leaks. If
3. Disconnect the electrical wires and remove the pilot none are found, evacuate the system.
solenoid. 6. Charge the unit with refrigerant.
Installation
1. Replace the pilot solenoid in the unit. Pressure Regulator Valve — D214 or X214
2. Remove the caps from the lines and connect lines to the Compressor; or CD-II MAX Model with a
pilot solenoid. Connect line from the 3-way valve first. ICE or Zexel Compressor
Connect wires to the valve.
3. Open the receiver tank outlet valve. Place the unit in Removal
operation. 1. Pump down the low side and equalise pressure to 7 to
4. Check for leaks. 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
CD-II MAX MODEL NOTE: Remove the refrigerant

charge.
Discharge Pressure Regulator Valve
2. Release remaining pressure and unsolder pressure
Removal
regulator valve from the accumulator tank and suction
1. Pump down the low side and equalize pressure in the high
tube.
side to slightly positive by shifting the unit to defrost using
the Service Test mode. See the µP-T Microprocessor Installation
Controller Diagnosis Manual TK 41087 for specific 1. Clean the tubes for soldering.
information about the Service Test mode.
2. Place the valve in position and solder connections.
CAUTION: Before removing the valve, cut the crimped 3. Pressurise the low side and check for leaks.
charging line on the dome to release the pressurized 4. If no leaks are found, evacuate the low side.
nitrogen. This will allow the valve to open completely and 5. Open the receiver tank outlet valve. Place the unit in
equalize the refrigerant pressures before the refrigeration operation. Check the refrigerant charge and add refrigerant
system is opened. See “Discharge Pressure Regulator Valve”
as required.
in the Refrigeration Maintenance chapter.
CD-II MAX MODEL NOTE: Charge unit with refrigerant.
2. Unsolder the hot gas lines from the valve, and remove the
Then check refrigerant charge and compressor oil level.
valve from the unit.

Installation
Throttling Valve — X426 or X430 1. Install the throttling valve using new O-ring soaked in
Compressor; or TKO Scroll Compressor compressor oil (same type of oil that is used in the system).
Bolt the throttling valve to the compressor.
Removal
2. Connect the suction hose from the throttling valve to the
1. Pump down the low side and equalise pressure to 7 to accumulator tank. Install line from the compound gauge.
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
3. Pressurise the system and check for leaks. If no leaks are
2. Front seat the discharge and suction service valves. found, evacuate the system.
3. Remove the suction valve and line from compound gauge 4. Open the receiver tank outlet valve. Place the unit in
(or pilot solenoid). operation.
4. Unbolt and remove the throttling valve from the unit.
Disassembly/Repair
1. Remove the piston end cap (round end).
2. Remove the cotter pin from the castle nut and remove the
nut.
3. Remove the spring and piston.
4. Loosen all the bolts on end cap.
WARNING: This end cap is under slight spring pressure.
5. Break the gasket free and remove the end cap.

6. Note the number of shims next to the cap. These can be
reused.
7. Remove bellows (discard).
8. Inspect all the parts. (Replace if excess wear is found.)
a. Piston and cap for wear (scuff marks)
b. Body for stripped threads
c. Bellows end cap for damage in pilot hole
NOTE: Bellows is normally replaced.
9. Clean the parts to be reused.
Assembly
1. Install new bellows with O-ring into the housing.
2. centre the spring on bellows shoulder.
3. Oil the gasket (same type of oil that is used in the system).
Install gasket on the valve body. Place shims in end cap
(use same number as removed). Tighten end cap in place
with vent hole closest to outlet opening of the valve body.
4. Install the piston and spring. Tighten the castle nut until
firmly seated against the bottom of the piston.
5. Back off the castle nut, one full turn only.
6. Insert the cotter pin.
tksmrd23
7. Oil the gasket and install the end cap.
Throttling Valve End Cap, Piston and Housing
8. Throttling valve will have to be recalibrated on operating
1. Inspect end cap for wear
unit. (Refer to Specification section for setting.)
2. Inspect piston for wear
9. Adjust by adding or removing shims under the spring. 3. Inspect housing for damage

tksmrd22
Throttling Valve Piston End Cap tksmrd25
1. Inspect Cap Adjusting Throttling Valve Castle Nut
2. Inspect Spring 1. Tighten castle nut to bottom. Then back off one turn
3. Shims and insert cotter pin
tksmrd26
Throttling Valve
1. Screw 9. Valve Assembly
2. Bellows End Plate 10. O-ring, Valve to Compressor
3. End Plate Gasket 11. Piston Housing Gasket
4. Adjusting Washers (Shims) 12. Piston
5. Bellows Spring 13. Piston Spring
6. Bellows and Shaft 14. Cotter Pin and Adjusting Nut
7. O-ring 15. Piston Housing
8. Housing 16. Shrader Valve and Cap

NOTE: Place a heat sink on an in-line check valve (P/N
Receiver Tank 66-5722 or 66-5763) before soldering the inlet and outlet
connections to prevent damage to the neoprene seal. Then go
Removal to step 3 under Repair/Assembly.
2. Unsolder the inlet tube(s) from the receiver tank.
3. Unsolder the filter drier line from the receiver tank outlet
tube. Repair/Assembly
4. Unbolt the mounting brackets and remove the receiver 1. Install the new seat and spring.
tank from the unit. 2. Place the new gasket on the bonnet and torque to 61 Nm.
Installation 3. Pressurise the refrigeration system and test for leaks.
1. Place the receiver tank in the unit. Install the mounting 4. If no leaks are found, evacuate the system.
bolts and nuts loosely. Position the receiver tank so the 5. Charge the unit with refrigerant and check the compressor
sight glass is clearly visible and the outlet tube lines up. oil.
2. Solder the inlet tube(s) to the receiver tank.
3. Solder the outlet tube to the receiver tank.
Three-Way Valve Condenser Pressure
4. Tighten the receiver tank mounting hardware securely.
Bypass Check Valve Repair
5. Pressurise the refrigeration system and check for leaks. If
no leaks are found, evacuate the system. Removal
6. Charge the unit with refrigerant. 1. Remove the refrigerant charge.
2. Unscrew the condenser pressure bypass check valve cap
from the check valve.
Receiver Tank Outlet Check Valve Repair 3. Remove the snap ring.
Disassembly and Inspection 4. Unscrew the check valve stem by using a screwdriver in
1. Pump down the low side and equalise pressure to 7 to the slot provided.
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi
NOTE: Spring and valve are held in by the stem. While
2. Remove the bonnet nut (or cap) from the check valve. removing the stem, use care so the spring and valve are not
lost.
NOTE: An in-line check valve (P/N 66-5722 or 66-5763)
does not have a bonnet nut and is not repairable. An in-line

assembly.
Replacement
1. If the seat in the check valve is damaged, unsolder the inlet
and outlet line connections. Remove the check valve. tkrsmd24
2. Clean the tubes for soldering. Three-Way Valve Condenser Bypass Check Valve
3. Place a new disassembled check valve in position. Arrow 1. Teflon Check Valve Inspect Cap
on the valve body indicates the direction of refrigerant 2. Spring
flow through the valve. 3. O-ring
4. Stem
5. Snap Ring
6. Cap

5. Remove the spring and Teflon valve.
6. Inspect the check valve seat in the 3-way valve. Three-Way Valve Repair
7. If replacement parts are needed, a 60-163 kit must be used
NOTE: The three-way valve can be repaired in the unit if
which includes the Teflon valve, spring, O-ring, valve
leakage or damage to the Teflon seals should occur.
stem and snap ring.
Removal
Installation
1. Coat the O-ring with compressor oil and install it on the
check valve stem. 2. Clean the exterior surface of the valve.
2. Insert the spring into the hole in the check valve stem and 3. Remove the 6.35 mm copper line from the 3-way valve to
then install the Teflon check valve on the other end of the the pilot solenoid.
spring with the hole in the valve towards the spring. 4. Loosen the 4 Allen head screws (do NOT remove). Use
3. Coat the entire assembly with compressor oil and install tool #204-424 to break the gasket at each side of the centre
the assembly into the check valve seat in the 3-way valve. section.
CAUTION: The Teflon valve must be inserted with the flat CAUTION: Do not force the tool into the brass or against the
side against the valve seat to ensure correct sealing. bolts.
4. Screw the check valve stem into the 3-way valve until the 5. Unsolder the condenser line from the condenser.
snap ring can be installed. 6. Remove the 4 bolts from the valve.
5. Install the snap ring. 7. Remove the top cap and spring.
6. Unscrew (back seat) the check valve stem against the snap 8. Remove the spring clip. Observe the slot in the spool shaft
ring. and slide piston away from this slot.
9. Remove the piston.
NOTE: Valve stem must be back seated during normal unit 10. Remove the centre section and stem assembly.
operation.
11. Inspect the following parts for wear and damage:
7. Coat sealing area in cap with compressor oil, install and a. Bottom cap sealing and support areas.
tighten the cap on the 3-way valve. b. centre section, sealing surface.
8. Pressurise the refrigeration system and test for leaks. If no c. Top cap, sealing and support surface.
leaks are found, evacuate the system. The following parts will be discarded:
9. Charge the unit with refrigerant and check the compressor a. Stem assembly.
oil. b. All gaskets.
c. Teflon seal and O-ring.
12. Remove the screen.
NOTE: The valve body cannot be reconditioned. Seat

positions change and incorrect sealing will result.

Installation
NOTE: Three-way valve kit No. 156 is used to repair

three-way valves.
After cleaning and inspecting all parts, reassemble the valve.

Clean solder off the condenser line and condenser head with
sandpaper and tubing brush.
1. Install the screen into the bottom cap.
2. Install new stem into the centre section.
3. Install new gaskets on both sides of the valve body. Dip
gaskets in compressor oil before installing.
4. Install a new O-ring on the piston, then place the Teflon
seal over the O-ring.
5. Install the piston on the stem and attach with spring clip.
NOTE: The Teflon seal will stretch when it is installed. To

prevent this from becoming permanent (and possibly
malfunction), the top cap must be installed immediately.
6. Install the spring and top cap.

7. Line up the passageways in the cap and body. Failure to
line up the holes will result in incorrect operation of the
valve.
8. Install bolts and tighten in rotating sequence.
9. Solder condenser line to the condenser inlet.
10. Install pilot solenoid line and pressurise system with
refrigerant to check for leaks.
11. If there are no leaks, evacuate the system. Charge the unit
with refrigerant and check the compressor oil.
12. Operate the unit to check for correct 3-way valve
operation.
Liquid Line Solenoid (LLS) or Hot Gas

Solenoid (HGS) — CD-II MAX Models
NOTE: Valves that have nylon seats must be disassembled
before soldering.
Removal
2. Remove the coil and disassemble the valve.
3. Unsolder the refrigeration lines from the valve, and
tkrsmd25 remove the valve form the unit.
Three-Way Valve Assembly
CAUTION: Use a heat sink to prevent damaging the valve.
1. Screw
2. Top Cap Installation
3. Check Valve Cap
4. Check Valve Assembly
5. Spring 2. Remove the coil and disassemble the valve. Place the
6. Piston valve in position in the unit.
7. Teflon Seal 3. Solder the inlet and outlet connections. After the valve
8. O-ring cools, assemble the valve and install the coil.
9. Gasket
10. Clip CAUTION: Use a heat sink to prevent damaging the valve.
11. Seat 4. Pressurise the refrigeration system and test for leaks.
12. Gasket
13. Stem Assembly
14. Screen 6. Charge the unit with refrigerant and check the compressor
15. Bottom Cap oil.

Condenser Inlet Solenoid (CIS) or Hot Gas Liquid Line Solenoid Valve (LLS)
Solenoid (HGS) — Spectrum TS and UTS
NOTE: Valves that have nylon seats must be disassembled
Models (before 01/02) before soldering.
NOTE: Valves that have nylon seats must be disassembled Removal
before soldering.
Removal 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
1. Pump down the low side and equalize pressure in the high 2. Remove the coil and disassemble the valve.
side to slightly positive by shifting the unit to Defrost 3. Unsolder the liquid lines from the valve. Remove the valve
using the Service Test mode. See the µP-T Microprocessor from the unit.
Controller Diagnosis Manual TK 41087 for specific
information about the Service Test mode. CAUTION: Use a heat sink to prevent damaging the valve.
Installation
3. Unsolder the hot gas lines from the valve, and remove the
2. Remove the coil and disassemble the valve. Place the
CAUTION: Use a heat sink or wrap the valve with wet rags valve in position in the unit.
to prevent damaging the valve. 3. Solder the inlet and outlet connections. After the valve
cools, assemble the valve and install the coil.
Installation
1. Clean the tubes for soldering. CAUTION: Use a heat sink to prevent damaging the valve.
valve in position in the unit.
cools, assemble the valve and install the coil. 6. Open the receiver tank outlet valve. Place the unit in
operation.
CAUTION: Use a heat sink or wrap the valve with wet rags
to prevent damaging the valve.
Hot Gas Solenoid Valve (HGS)
4. Pressurize the refrigeration system and test for leaks.
5. If no leaks are found, evacuate the system. NOTE: Valves that have nylon seats must be disassembled
6. Open the receiver tank outlet valve and operate the unit. before soldering.
Check the refrigerant charge and compressor oil. Removal
1. Pump down the low side. Equalise the pressure in the high
side to 7 to 14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
TCI AND TLE MODEL HOST UNIT
COMPONENTS
3. Unsolder the hot gas lines form the valve, and remove the
Receiver Tank Pressure Cutout Switch CAUTION: Use a heat sink to prevent damaging the valve.
See “High Pressure Cutout Switch” or “Receiver Tank
Pressure Cutout Switch” procedure on this chapter. Installation
2. Remove the coil, disassemble the valve, and place the
valve in position.
CAUTION: Use a heat sink to prevent damaging the valve.

6. Open the receiver tank outlet valve and operate the unit.
Check the refrigerant charge and compressor oil.

Suction Line Check Valve, Rear Suction Receiver Tank Pressure Solenoid Valve
Line Check Valve and Purge Check Valve (RTPS)
Repair (SLCV, RSLCV and PCV)
Removal
Disassembly and Inspection 1. Remove the refrigerant charge.
1. Pump down the low side and equalise the pressure to 7 to 2. Remove the coil from the valve.
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi. 3. Unsolder the hot gas lines from the valve. Remove the
2. Remove the bonnet nut (or cap) from the check valve. valve from the unit.
NOTE: An in-line check valve (P/N 66-5722 or 66-5763) CAUTION: Use a heat sink or wrap the valve with wet rags
does not have a bonnet nut and is not repairable. An in-line to prevent damage.
the valve before unsoldering the inlet and outlet connections Installation
to prevent damage to the neoprene seal. 1. Clean the tubes for soldering.
2. Remove the coil from the valve. Place the valve in position
in the unit.
the new seat. If damaged, replace the entire check valve 3. Solder the inlet and outlet connections. After the valve
assembly. cools, install the coil on the valve.
Replacement CAUTION: Use a heat sink or wrap the valve with wet rags
1. If the seat in the check valve is damaged, unsolder the inlet to prevent damage.
3. Place a new disassembled check valve in position. Arrow 6. Charge the unit with refrigerant. Operate the unit. Check
on the valve body indicates the direction of refrigerant the refrigerant charge and the compressor oil level.
flow through the valve.

66-5722 or 66-5763) before soldering the inlet and outlet Purge Valve (PV)
to step 3 under Repair/Assembly. NOTE: Valves that have nylon seats must be disassembled
before soldering.
cools, reassemble the valve. Removal
Repair/Assembly 2. Remove the coil and disassemble the valve.
1. Install the new seat and spring. 3. Unsolder the refrigeration lines from the valve, and
2. Place the new gasket on the bonnet and torque to 61 Nm. remove the valve from the unit.
4. If no leaks are found, evacuate the system. CAUTION: Use a heat sink or wrap the valve with wet rags
to prevent damage.
operation. Check the compressor oil. Installation
valve in position in the unit.
CAUTION: Use a heat sink or wrap the valve with wet rags
to prevent damage.

6. Charge the unit with refrigerant. Operate the unit. Check
the refrigerant charge and the compressor oil level.

Installation
ELT, ECT, EW, SPECTRUM, ‘S’ AND 1. Clean the tubes for soldering.
UTSE(UTSE BEFORE 01/02)REMOTE 2. Remove the coil from the rear hot gas solenoid. Place the
EVAPORATOR COMPONENTS solenoid and the hot gas line tubes in position.
3. Position the rear hot gas solenoid correctly between the hot
gas lines and install the mounting bolts.
Rear Liquid Line Solenoid (RLLS) 4. Solder the tubes to the solenoid. Install the coil after the
solenoid cools.
Removal
5. Pressurise the refrigeration system and test for leaks. If no
leaks are found, evacuate the system.
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
6. Connect the wires to the RHGS.
2. Remove the access panels.
7. Install the access panels.
3. Disconnect the wire from the rear liquid line solenoid.
NOTE: In most cases only the coil needs to be replaced. oil.
4. Remove the coil from the rear liquid line solenoid.

5. Unsolder the liquid line tubes from the rear liquid line Rear Suction Line Solenoid (RSLS)
solenoid.
Removal
6. Remove the mounting bolts and remove the rear liquid line
solenoid from the unit. 1. Pump down the low side and equalise the pressure to 7 to
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi.
Installation 2. Remove the access panels.
1. Clean the tubes for soldering. 3. Disconnect the wires from the rear suction line solenoid.
2. Remove the coil from the rear liquid line solenoid. Place
the rear liquid line solenoid and the liquid line tubes in NOTE: In most cases only the coil needs to be replaced.
position.
4. Remove the coil from the solenoid.
3. Position the rear liquid line solenoid correctly between the
5. Unsolder the suction line tube from the solenoid.
liquid lines and install the mounting bolts.
6. Remove the mounting bolts. Then remove the rear suction
4. Solder the tubes to the rear liquid line solenoid. Install the
line solenoid from the unit.
coil after the solenoid cools.
5. Pressurise the low side and test for leaks. If no leaks are Installation
found, evacuate the low side. 1. Clean the tubes for soldering.
6. Connect the wires to the rear liquid line solenoid. 2. Remove the coil from the rear suction line solenoid.
7. Install the access panels. 3. Position the solenoid correctly between the suction line.
8. Open the receiver tank outlet valve. Place the unit in Install the mounting bolts.
operation. Check the refrigerant charge and the 4. Solder the tubes to the rear suction line solenoid. Install the
compressor oil. Add as required. coil after the solenoid cools.
5. Pressurise the low side and test for leaks. If no leaks are
found, evacuate the low side.
Rear Hot Gas Solenoid (RHGS) 6. Connect the wires to the solenoid coil.
Removal 7. Install the access panels.
1. Remove refrigerant charge. 8. Open the receiver tank outlet valve. Place the unit in
2. Remove the access panels. operation. Check the refrigerant charge and the
compressor oil. Add as required.
3. Disconnect the wires from the rear hot gas solenoid.
CAUTION: In most cases only the coil needs to be replaced.
4. Remove the coil from the solenoid.

5. Unsolder the hot gas line tubes from the solenoid.
6. Remove the mounting bolts and then remove the rear hot
gas solenoid from the unit.

Installation
Liquid Return Check Valve 1. Clean the tubes for soldering.
Disassembly and Inspection 2. Place the heat exchanger assembly in the evaporator
housing and install the mounting hardware loosely.
14 kPa, 0.07 to 0.14 bar, 1 to 2 psi. 3. Solder the refrigeration lines connections.
2. Remove the access panels. 4. Tighten the mounting hardware.
3. Remove the bonnet nut (or cap) from the check valve. 5. Pressurize the low side and test for leaks. If no leaks are
found, evacuate the low side.
NOTE: An in-line check valve (P/N 66-5722 or 66-5763) 6. Open the refrigeration valves and place the unit in
does not have a bonnet nut and is not repairable. An in-line operation. Check the refrigerant charge and add refrigerant
check valve must be replaced if it fails. Place a heat sink on as required.

assembly.
Replacement
1. If the seat in the check valve is damaged, unsolder the inlet
3. Place a new disassembled check valve in position. Arrow
on the valve body indicates the direction of refrigerant
flow through the valve.

66-5722 or 66-5763) before soldering the inlet and outlet
to step 3 under Repair/Assembly.

Repair/Assembly
1. Install the new seat and spring.
2. Place the new gasket on the bonnet and torque to 61 Nm.
5. Install the access panels.
operation. Check the refrigerant charge and compressor oil
level. Add as required.
Heat Exchanger
Removal
1. Pump down the low side and equalize the pressure to
slightly positive.
2. Remove the mounting hardware that holds the heat
exchanger on the evaporator.
3. Unsolder the suction and liquid lines.
4. Remove the heat exchanger assembly from the evaporator.

12 Structural Maintenance
Unit and Engine Mounting Bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Lift Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Corrosion Protection (SD-II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Condenser Coil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Evaporator and Condenser Fan Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
All Fans Except Blower Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
SD-II Condenser Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Low Noise Level Condenser Fan Operation (Optional on SD-II Models) . . . . . . . . . . . . . . . . 12-3
Fan Shaft Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
SDZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
All Units Except CD-II MAX, SD-II, SDZ, SPECTRUM, TCI-Z and TLE Models. . . . . . . . 12-4
Fan Shaft Overhaul Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Fan Shaft Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
Jackshaft Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
Idler Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
Seal Installation — All Models Except SD-II, TS-200, TS-300, TS-500, TS-600, UTS and XDS12-8
Seal Installation — TS-200, TS-300, TS-500, TS-600, UTS and XDS . . . . . . . . . . . . . . . . . . 12-8
SD-II Idler Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
CD-II MAX and SD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Sanden Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
ICE or Zexel Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
ICE Compressor Shaft Seal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
Inspection and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
Remote Evaporator Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
Defrost Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
UNIT AND ENGINE MOUNTING BOLTS UNIT INSPECTION
Periodically check and tighten all unit and engine mounting Inspect the unit during unit pre-trip inspection and scheduled
bolts. Torque the unit mounting bolts to 81.3 Nm. Torque the maintenance inspections. Look for loose or broken wires or
engine mounting bolts to 68 Nm. hardware, compressor oil leaks, or other physical damage that
might affect unit performance and require repair or
SD-II MODEL NOTE: Tight engine mounting bolts to replacement of parts.
45 Nm.
LIFT POINTS
Three lifting points are provided on KD-II, MD-200, MD-300,
MD-II, RD-II, STD-II, SPECTRUM, TD-II, and TS models.
Two lifting points are provided on SDZ models. All lift points
MUST be used when installing or removing the unit.
tksmmd20
Unit and Engine Mounting Bolts—KD-II, MD-II, RD-II,
STD-II, SPECTRUM, TD-II and TS
1. Check and tighten four (4) unit mounting bolts.
2. Check and tighten engine mounting bolts.
tksmmd50
Lift Points—KD-II, MD-200, MD-300, MD-II, RD-II,
STD-II, SPECTRUM, TD-II, and TS
1. Two slots in frame (38 mm long and 19 mm wide)
2. Centre of gravity
tksmsd33
3. One hole in frame (38 mm diameter)
Unit and Engine Mounting Bolts—CD-II MAX, SD-II 4. Distance: 197 mm
and SDZ 5. Distance: 686 mm
1. Check and tighten four (4) unit mounting bolts. 6. Distance: 559 mm
Note: SDZ uses six mounting bolts.
7. Distance: 495 mm
8. Distance: 51 mm
tksmsz75
Lift Points—SDZ
1. Centre of gravity
afl55 2. Distance: 229 mm
3. Frame bracket with lifting hole
Unit and Engine Mounting Bolts—UTS 4. Distance: 280 mm
1. Check and tighten four (4) unit mounting bolts. 5. Alternator bracket with lifting hole
2. Check and tighten engine mounting bolts.
CORROSION PROTECTION (SD-II) SD-II Condenser Fan
The frame and panels of SD-II models are made from either The fan is attached to the electric motor with a left hand
aluminium or zinc coated steel. They are then etch-primed and thread. If this fan is replaced for any reason, locktite should be
powder coated for maximum corrosion resistance. Any holes applied to the threads. Tighten the hub to 40 to 50 Nm.
drilled in the unit must be painted to provide the same
corrosion protection.
Low Noise Level Condenser Fan Operation
(Optional on SD-II Models)
EVAPORATOR COIL Low noise level units include a thermostat-controlled
Clean the evaporator coil during scheduled maintenance condenser fan to lower fan speed at ambient temperatures
inspections by blowing compressed air opposite normal air below 30 C. To test the fan, block off the condenser coil to
flow. Inspect the coil and fins for damage and repair if raise the head pressure. The fan hub should then lock up and
necessary. rotate at virtually the same speed as the electric motor. The fan
drive hub is a sealed unit and cannot be repaired.
CAUTION: Air pressure should not be high enough to
damage coil fins.
CONDENSER COIL
Clean the condenser coil during scheduled maintenance
inspections by blowing compressed air from the back side of
the coil out toward the front of the unit (direction opposite
normal air flow). Inspect the coil and fins for damage and
repair if necessary.

damage coil fins.
tksmmd31
EVAPORATOR AND CONDENSER FAN
Condenser and Evaporator Fan Blade in Orifice—All
LOCATIONS
Models
1. Orifice
2. Airflow
All Fans Except Blower Wheels 3. Position blade with 35 percent of blade depth to air
When mounting the fan and hub assembly on the motor shaft, discharge side
jackshaft or fan shaft, position the assembly in the orifice with
35 percent of the blade depth to the air discharge side for
correct fan performance.
FAN SHAFT ASSEMBLY
TS-200, TS-300, TS-500, TS-600 AND XDS MODEL
NOTE: Because of the belt wrap design, the evaporator fan
on the compressor side rotates counterclockwise while the SDZ
evaporator fan on the engine side rotates clockwise. Make
SDZ models are equipped with a single one-piece fan shaft.
sure the correct fan is installed on each fan shaft.
The bearings should be lubricated at scheduled maintenance
inspections. Should one or both bearings require replacement:
1. Remove the component(s) from the end of the shaft of the
bearing being replaced.
2. Loosen bearing set screws, remove bearing holder bolts,
and slide bearing off shaft.
3. Install new bearing with grease fittings to the top. Tighten
bearing holder bolts.
4. Align set screws with the flats on the shaft and tighten
screws.
5. Replace other components and tighten pinch bolts or set
screws. Remember to align set screws with flats and that
keys are in the component hub (if so equipped). Apply
grease to the bearings.
NOTE: Bearings require a non-toxic food grade lubricant,

TK P/N 203-278 (or equivalent).
Structural Maintenance 12-3

All Units Except CD-II MAX, SD-II, SDZ,
SPECTRUM, TCI-Z and TLE Models
Units are equipped with two one-piece fan shaft assemblies
containing tapered roller bearings in a sealed oil reservoir.
These assemblies do not require maintenance. There is a level
plug and a fill plug, but they are usually only used after
removal and repair of the fan shaft assembly. The oil seals
should be checked during the pre-trip inspection for oil
leakage. If there is any sign of leakage, the fan shaft assembly
should be removed and repaired.
NOTE: The fan shaft assembly requires a special food grade tksmmd32
lubricant, TK P/N 203-278 (or equivalent).
Removing Bearing Retainer Bolts
Fan Shaft Overhaul Disassembly

1. Remove the fan shaft assembly from the unit. Remove
both oil plugs and drain the oil from the housing.
2. After draining the oil from the housing, remove the 4
retaining bolts from the bearing retainer cap.
3. To remove the shaft from the assembly, tap the opposite
end of the shaft with a soft hammer. After the shaft has
been removed, clean all parts in clean solvent.
4. Using a punch, remove the oil seal from the evaporator end
of the assembly. With the seal removed, clean the housing
in solvent. tksmmd33
5. Check the condition of the vent. If it is loose or damaged, Removing Shaft
it must be repaired or replaced.
6. After all the parts are cleaned, inspect the bearings and
bearing races for wear or damage.
7. To replace the bearings, first remove the roll pin that is in
the centre of the shaft.
8. With the roll pin removed, place a pipe over the shaft and
drive one bearing down until the opposite bearing and
bearing spacer release from the shaft.
9. After removing one bearing and the bearing spacer, turn
the shaft upside down and drive the other bearing off using
the pipe.
tksmmd34
10. The bearing races can now be driven out with a punch and
replaced in the same manner. Removing Oil Seal
tksmmd35
Removing Roll Pin

8. After the correct end play is obtained, add grease for the
Fan Shaft Reassembly bearings.
1. Install the new bearings on the shaft with a 26 mm I.D.
pipe in the same way they were removed. The pipe should NOTE: Use ONLY Thermo King special fan shaft grease in
contact the inner race, otherwise the bearing will be this assembly.
damaged. Lock the assembly in a vise with the vent facing up. Pour
2. When replacing the bearing race on the evaporator end of grease through the top plug until it flows out of the side
the assembly, the splash guard will come out with the race. hole. The assembly holds 65 ml. Check the condition of
Press in the bearing race with a 48 mm O.D. pipe. Reinstall the O-ring used on the plugs and replace if necessary.
the splash guard after replacing the bearing race. Install top and side plugs. Clean up any spillage.
3. Install a new oil seal after replacing the bearing race and 9. Place the assembly on the workbench with the vent up.
splash guard. Rotate the shaft by hand. The shaft should be free enough
4. Replace the shaft in the housing. Install a new seal in the to rotate without having to hold the housing.
retainer cap. Use the original shims and replace the O-ring
if necessary. CAUTION: When installing the fan shaft assembly, make
sure that the vent is mounted facing up.
5. Install the retainer cap assembly over the shaft, and then
install the bolts.
6. Torque the bolts in a criss-cross pattern in equal steps to
9.04 Nm.
7. Lock the assembly in a vise and set up a dial indicator to
read the end play. To measure the end play, rotate the shaft
while pushing in one direction, and set the dial indicator to
0. Now rotate the shaft and pull in the opposite direction
while reading the dial indicator. The end play should be
0.025 to 0.127 mm. If the end play is incorrect, use
different shims to obtain the correct end play.
a. Shims available from the Service Parts Department:
0.500 mm P/N 99-4231

0.177 mm P/N 99-2902
0.127 mm P/N 99-2901 tksmmd36
Installing Bearings
tksmmd42
Fan Shaft Assembly—All Units Except CD-II MAX, SD-II, SDZ, SPECTRUM, TCI-Z and TLE Models
1. Screw with Flat and Lock Washer 9. Housing
2. Cap and Shims 10. Breather Vent
3. O-ring 11. Oil Seal
4. Roller Bearing 12. Oil Plug screw with O-ring
5. Sleeve 13. Shaft
6. Splash Guard Tube 14. Pin
7. Roller Bearing 15. Oil Seal
8. Oil Plug Screw with O-ring

tksmmd37
tksmmd41
Installing Splash Guard
Checking End Play
JACKSHAFT ASSEMBLY
Model 30 units use a jackshaft in the drive system. The
jackshaft assembly oil level plug should be removed and the
oil level checked every 750 (or 1,000) operating hours. Check
the jackshaft during the pre-trip inspection for oil leakage. If
there is any sign of leakage, remove the jackshaft assembly.
NOTE: A new air vent, oil sling retainer and fan shaft oil
have been added to the jackshaft to reduce the build-up of
internal pressure.
tksmmd38
Installing Oil Seal
Disassembly
1. Remove jackshaft assembly from the unit and remove the
pulleys.
2. Remove the level and fill plugs and drain oil reservoir.
3. Remove bearing retainer cap from fill plug end of the
jackshaft assembly.
NOTE: There are shims between the bearing retainer cap

and the housing. These should be saved for possible reuse
during reassembly.
tksmmd39
4. Remove the shaft and bearings.
Shims and O-ring
NOTE: The oil sling retainer is pulled out by the bearing
assembly on the shaft.
5. Remove the retainer cap from level plug end of assembly.

6. Use a punch and hammer to remove the seals and bearing
cups from bearing retainer caps.
7. Use a bearing splitter or similar tool to remove the bearing
cones from the shaft.
8. Clean all parts in clean solvent and then examine the
bearing cups and cones for damage.
NOTE: If the shaft has wear grooves from the seals, install
replacement sleeves (P/N 11-6863) before reassembling the
tksmmd40 jackshaft assembly.
Torquing Retainer Plate Bolts

6. Tap the oil sling retainer into the jackshaft housing using a
Assembly punch and hammer. Remove the tie band or hose clamp
1. Apply a layer of gasket sealant around the outer edges of and tap the oil sling retainer past the bearing race lip on the
the oil seals. housing lip.
2. Using a suitable tool, install the seals in the end caps. Fill 7. Install the remaining end cap, O-ring and shims on
the space between the seal lips with grease. housing. Torque the bolts to 13.6 Nm.
3. Install the assembled end cap on the oil level plug end of 8. Check end play with a dial indicator. Add or remove shims
the jackshaft housing. until end play is between 0.025 to 0.127 mm.
4. Place the oil sling retainer on the shaft. Install bearings on 9. Assemble oil level plug end of the shaft. Torque the bolts
shaft (if they were removed). Use a tie band or hose clamp to 13.6 Nm.
to compress the retainer enough to fit inside the jackshaft 10. Fill oil reservoir with 104 ml of fan shaft oil, P/N 203-278.
housing.
5. Install shaft into housing with oil sling retainer and
bearings on shaft. centre the opening on the oil sling
retainer with the air vent opening on top of the jackshaft
housing.
jksftr
Typical Jackshaft Assembly—All Units Except SD-II and SDZ Models
1. Repair Sleeve (2) 6. Oil Level Plug
2. Oil Slinger 7. Bearing Assembly (2)
3. Shaft 8. O-ring (2)
4. Air Vent and Cap 9. Housing Cap (2) and Shims (6)
5. Oil Seal (2)

3. Pack bearings with TK P/N 203-386 synthetic grease.
IDLER PULLEY 4. If bearings are replaced, press outer reaches with a sleeve
tool top prevent damage.
5. Install seal assembly P/N 33-1924 with seal lip facing
Seal Installation — All Models Except SD-II, outward. Press pulley side seal until it bottoms on pulley
TS-200, TS-300, TS-500, TS-600, UTS and shoulder. Press the opposite seal until it is flush with the
XDS pulley edge.
6. Install bearing seal and “O” in the pulley assembly.
NOTE: Most idler pulleys use seal assembly P/N 33-1924. 7. Reinstall the pulley assembly back into the unit.
Retaining snap rings are not used. To prevent pressure
buildup in the pulley assembly, the seals are installed with
the seal lip facing outward. See diagram below.
Seal Installation — TS-200, TS-300, TS-500,
Installation Procedure TS-600, UTS and XDS
To perform a seal change the following procedure is
recommended: NOTE: The idler pulley uses seal assembly P/N 77-1575. See
diagram below.
1. Remove idler pulley from the unit.
2. Remove the 2 seals and the retaining snap rings (discard Installation Procedure
old seals and snap rings). To perform a seal change the following procedure is
recommended:
1. Remove idler pulley from the unit.
2. Remove the retaining snap ring and discard the bearings.
3. Stack the idler components on an assembly pin that
supports the pulley.
4. Install wave washer, one ball bearing (seal side out) and
bearing spacer on the pin.
NOTE: If new bearings have two seals, one seal must be

removed.
5. Install grease slinger and add grease. Fill cavity 1/2 full
between bearings. Use Shell Alvania EP2 synthetic grease.
tkmd28r
Idler Pulley Seal Assembly—All Models Except SD-II,
TS-200, TS-300, TS-500, TS-600, UTS, UT1200X and
XDS
1. IMPORTANT: Install seal flush with this side.
2. IMPORTANT: Install seal seated against pulley
shoulder.
3. Apply grease to the lip of the seal, P/N 203-386. afk07r
4. Install seal with seal lip facing outward Idler Pulley Assembly—TS-200, TS-300, TS-500, TS-600,
(“backwards”). UTS, UT1200X and XDS
5. Bearing 1. Spindle
6. Use a pipe with a 44 mm O.D. and a 3 mm wall 2. Retaining (Snap) Ring
thickness to install seal. 3. Seal Side of Bearing (2)
7. Thermo King Drawing Number on seal, P/N 4. Bearings (2)
33-1924. 5. Bearing Spacer
6. Fill space 1/2 Full of Grease (Shell Alvania EP2)
7. Wave Washer (Prevents outer race from spinning)
8. Pulley
9. Spindle Collar
10. Mounting Bolt

6. Install second ball bearing (seal side out) and retaining
(snap) ring. Use arbor press to seat snap ring. DEFROST DAMPER
7. Remove assembly pin and insert idler spindle, spindle Check the damper during scheduled maintenance inspections
collar and mounting bolt. for shaft wear, end play and sealing against air flow. Position
8. Install the pulley assembly in unit. Torque mounting bolt the damper so that the air flow is stopped top and bottom with
to 80 Nm. the solenoid plunger bottomed.
1. If the damper does not close completely:
a. Energise damper solenoid by placing a jumper wire from
SD-II Idler Pulleys 12 Vdc power supply to No. 29 wire in the evaporator
SD-II models use two idler pulleys; one for the engine to harness.
electric motor, and one for the electric motor to compressor. b. If damper blade closes, proceed to step 2. If not, proceed
The bearing arrangement for both idler pulleys is the same. to step 1c.
The bearings are fitted with a special high temperature grease. c. Remove the jumper wire, loosen the damper stop panel
To Replace the Bearings: and adjust so the damper will close when the damper
1. Remove the idler pulley from the unit taking care not to solenoid is energised.
lose any alignment shims. d. Tighten the damper stop panel and repeat steps a and b.
2. Using a suitable drift, knock out the centre spacer. 2. If the damper blade does not seal evenly along full width
3. Drive the bearings outward from the centre. (There is a of blade:
circlip in the centre of the pulley). a. Loosen the damper bearing blocks.
4. Put locktite to the outer race of the bearings and install b. Manually close the damper so the blade makes contact at
them using a drift that locates on the outer race. the top and bottom of the funnel, the full width of the
blade.
5. Put locktite on the centre spacer and install it using a drift
c. Tighten damper bearing blocks.
to support the inner race of the bearing.
6. Install the assembly in the unit making sure that the pulley
is correctly aligned.
tkmmd51r
Defrost Damper Adjustment—All Models Except CD-II MAX, SD-II, TCI-Z and TLE
1. WRONG: The damper stop panel must be adjusted up.
2. WRONG: The damper stop panel must be adjusted down.
3. RIGHT: The air is stopped at both the top and bottom with the solenoid plunger bottomed.
4. Damper Stop Panel

Compressor Clutch Test
COMPRESSOR CLUTCH 1. If the field coil lead wire is broken, replace the field coil.
2. Check the amperage and voltage. The amperage range
should be 3.6 to 4.2 amperes at 12 volts or 1.8 to
CD-II MAX and SD-II 2.1 amperes at 24 volts. Note the following symptoms and
conditions.
Operation
a. A very high amperage reading indicates a short within
A stationary field coil is mounted on the compressor body the field coil.
concentric with the shaft. A pulley assembly consisting of a b. No amperage reading indicates an open circuit in the
pulley, disc and hub is mounted on the shaft of the compressor. winding.
The hub and disc are flexibly connected by flat springs. The
c. An intermittent or poor system ground results in lower
springs hold the disc slightly away from the pulley web
voltage at the clutch. Check for tight fit of the coil
(friction surface) in the disengaged position.
retaining snap ring or coil retaining screws for good
When an electric current flows through the field coil, a
ground.
magnetic field is created. The magnetic field pulls the disk
d. Replace field coil if it has an open or short circuit.
against the pulley web and compresses the flat springs. This
causes the hub and disk to rotate with the pulley. 3. Air Gap: An incorrect air gap could cause erratic
engagement or disengagement and/or clutch rattle. Check
Compressor Clutch Electrical Connections the air gap with a feeler gauge. Correct air gap is 0.4 to
After repair or replacement of the compressor clutch, perform 0.8 mm. Adjust per the Clutch Installation section.
the following check:
1. Connect the lead wire to the electrical circuit.
NOTE: The stationary field is grounded at the factory;

therefore, it is necessary only to connect the lead (12 Vdc)
wire.
2. Engage and disengage the clutch several times to check

clutch engagement. The disc should snap firmly against
the pulley.
tksmmd75
Removing Clutch Hex Nut
tksmsd34
Compressor Clutch Assembly—CD-II MAX and SD-II
1. Pulley
2. Stationary Field Coil
3. Hub
4. Flat Springs tksmmd78
5. Disk Removing Clutch Front Plate with Puller

Sanden Clutch
Removal
1. Insert the 2 pins of the front plate spanner (P/N 204-551)
into any 2 threaded holes in the clutch front plate. Hold the
clutch plate stationary. Remove the hex nut with a 19 mm
socket.
2. Remove the clutch front plate using a puller
(P/N 204-559). Align the puller centre bolt with the
compressor shaft. Turn the 3 puller bolts into the threaded
holes finger tight. Turn the centre bolt clockwise with a
19 mm socket until the front plate is loosened.
NOTE: Steps 1 and 2 must be performed before servicing tksmmd83

either the shaft seal or the clutch assembly. Removing Rotor Pulley Assembly
tksmmd80
tksmmd76 Align Thumb Head Bolts with Puller Jaws
Removing Shaft Key
tksmmd81
tksmmd77 Turn Puller Centre Bolt Clockwise
Removing Internal Bearing Snap Ring
tksmmd82
tksmmd79 Removing Rotor Pulley
Removing External Front Housing Snap Ring

3. Remove the shaft key by slightly tapping it loose with a 6. Remove the rotor pulley assembly using the rotor puller set
straight screwdriver and hammer. (P/N 204-552). Insert the lip of the jaws into the snap ring
4. Remove the internal bearing snap ring using a snap ring groove (snap ring removed in step 4).
pliers (pinch type). 7. Place the rotor puller shaft protector (from the puller set)
5. Remove the external front housing snap ring using a snap over the exposed shaft.
ring pliers (spread type). 8. Align the thumb head bolts with the puller jaws and tighten
finger tight.
9. Turn the puller centre bolt clockwise using a 19 mm socket
until the rotor pulley is free.
10. Remove the field coil by loosening the coil lead wire from
the clip on top of the compressor front housing.
11. Using a snap ring pliers (spread type), remove the snap
ring and field coil.
Installation
1. To install the field coil reverse the procedure outlined in
Clutch Removal, steps 10 and 11. The coil flange
protrusion must match the hole in the front housing to
prevent coil movement and correctly locate the lead wire.
2. To replace the rotor pulley, support the compressor on the
4 mounting ears at the compressor rear. If using a vise,
clamp only on the mounting ears. Never clamp on the
tksmmd84
compressor body.
Loosen Field Coil Lead
3. Align the rotor assembly squarely on the front housing
hub.
4. Using the rotor installer set (P/N 204-555), place the ring
part of the set into the bearing cavity. Make sure that the
outer edge rests firmly on the rotor bearing outer race.
tksmmd85
Remove Snap Ring and Field Coil
tksmmd87
Placing Driver in Bearing Ring
tksmmd86
Replacing Rotor Pulley

5. Place the driver in the ring as shown.
6. With a hammer, tap the end of the driver while guiding the
rotor to prevent binding. Tap until the rotor bottoms
against the compressor front housing hub. Listen for a
distinct change of sound during the tapping process.
7. Install the internal bearing snap ring with a snap ring pliers
(pinch type).
8. Install the external front housing snap ring with a snap ring
pliers (spread type).
9. Check that the original clutch shims are in place on the
compressor shaft.
10. Replace the compressor shaft key.
11. Align the front plate keyway with the compressor shaft
key.
12. Using the shaft protector (P/N 204-560), tap the front plate
onto the shaft until it has bottomed on the clutch shims.
tksmmd89
Note the distinct sound change.
Tap Front Plate onto the Shaft Using a Shaft Protector
13. Replace the shaft hex nut. Torque to 34 to 41 Nm.
14. Check the air gap with a feeler gauge. It should be 0.4 to
0.8 mm. If the air gap is not consistent around the
circumference, lightly pry up at points of minimum
clearance. Lightly tap down at points of maximum
clearance.
NOTE: The air gap is determined by the spacer shims. When

reinstalling a clutch or installing a new clutch assembly, try
the original shims first. When installing a new clutch on a
compressor that previously did not have a clutch, use 1.0, 0.5
and 0.12 mm shims from the clutch accessory pack.
If the air gap does not meet the specification in step 14, add or
subtract shims by repeating steps 9 through 13.
tksmmd90
Checking the Air Gap with a Feeler Gauge
tksmmd88
Tap Driver until Rotor Bottoms Against Compressor
Front Housing Hub

3. Remove the snap ring with an external snap ring pliers.
ICE or Zexel Clutch 4. Remove the cover.
Removal 5. Use the pulley puller and the spacer (P/N 204-806) to
remove the pulley. Place the spacer on the cylinder head
1. Remove the centre bolt. Use the drive plate holder
hub.
(P/N 204-804) to keep the drive plate from rotating.
2. Use the drive plate puller (P/N 204-805) to remove the NOTE: To prevent damaging the pulley, hook the puller
drive plate. Remove the shims from either the drive plate claws in the pulley groove, not under the pulley.
or the drive shaft.
6. Remove the coil’s lead wire from the wire holder on the
top of the compressor.
tksmsd23
Remove Centre Bolt
1. Holder abh03r
Remove Pulley
1. Spacer
2. Puller
ack12r
Remove Drive Plate
1. Puller
tksmsd21
Remove Coil
tksmsd25
Remove Snap Ring and Cover tksmsd22
1. Snap Ring Inspect Components
2. Cover 1. Drive Plate
2. Pulley
3. Coil

7. Remove the 3 screws that attach the coil to the compressor \ Installation
and remove the coil.
NOTE: Before installing the clutch components be sure to
NOTE: Do not hold the coil by the lead wire. inspect them.
8. inspect the following components: 1. Make sure that the felt is installed in the bottom of the front
a. Inspect the drive plate. If the contact surface is scorched, cylinder head.
the drive plate should be replaced. 2. Place the coil on the compressor. Make sure to align the
b. Inspect the pulley. If the contact surface on the pulley is concave portion on the back of the coil with the felt. Make
excessively grooved because the drive plate is slipping sure that the lead wire is in the groove in the top of the
on the pulley, replace both the pulley and the drive plate. cylinder head.
Make sure that no foreign material, such as oil or grit, is
present on the contact surfaces between the drive plate
and the pulley. Thoroughly clean these contact surfaces
before reinstalling the pulley and the drive plate.
c. Inspect the coil. If the insulation is cracked, replace the
coil. Repair or replace the wire or the connector if either
is loose or damaged.
tksmsd28
Install Cover and Snap Ring
1. Snap Ring
2. Cover
tksmsd26
Install Coil
1. Concave Portion
2. Felt
tksmsd29
Installing Shims and Drive Plate
1. Shims
tksmsd27
Install Pulley
1. Pulley Installer (P/N 204-807)

3. Install the mounting screws and torque them to 3.9 to
5.9 Nm. ICE COMPRESSOR SHAFT SEAL
4. Place the lead wire in the wire holder on the compressor.
5. Use the pulley installer (P/N 204-807) and a press to install
the pulley. Removal
6. Install the cover. 1. Remove the clutch assembly from the compressor.
7. Install the snap ring with the snap ring pliers. 2. Remove the felt pad.
3. Use the seal remover (P/N 204-805) to remove the shaft
NOTE: Be sure to install the snap ring with the chamfered seal cover. Turn the seal remover to hook the shaft seal
edge facing upwards. cover. Then slowly pull the shaft seal cover out of the
8. Place the original shims on the drive shaft. cylinder head.
9. Place the drive plate on the drive shaft. Align the grooves NOTE: The shaft seal cover SHOULD NOT be reused.
and press the drive plate onto the drive shaft by hand. Always use a new shaft seal cover when reassembling a
10. Install the centre bolt and torque it to 11.8 to 13.8 Nm. Use compressor.
the drive plate holder (P/N 204-804) to keep the drive plate
from rotating.
NOTE: After tightening the centre bolt, make sure that the
pulley rotates smoothly.
11. Check the clearance between the drive plate and the pulley
with a feeler gauge. The clearance should be 0.3 to
0.6 mm. If necessary, adjust the clearance by changing
shims. Shims are available in the following thicknesses.
Shim Number Thickness

11-8031 0.1 mm
11-8032 0.3 mm
11-8033 0.5 mm
adk03r
Remove Shaft Seal Cover
1. Shaft Seal Cover
2. Felt Pad
adk04r
Remove Shaft Seal
1. Shaft Seal

4. Use the seal remover again to remove the shaft seal. Turn 5. Use the seal installer (kit P/N 204-805) to press the shaft
the seal remover to hook the shaft seal. Then slowly pull seal into the cylinder head as far as possible.
the shaft seal out of the cylinder head. 6. Remove the seal guide from the shaft.
7. Place the seal guide on the end of the shaft.
8. Place the shaft seal cover on the seal guide and slide the
Inspection and Assembly shaft seal cover into the cylinder head.
Always use a new shaft seal when reassembling a compressor.
Make sure the lip of the shaft seal that is being installed is not
scratched or damaged in any way. The shaft seal must also be
clean. Lint or dirt could damage the shaft seal surface.
1. Clean the section of the front cylinder head that holds shaft
seal.
2. Apply clean compressor oil to the new shaft seal and to the
front cylinder head. If the slip surfaces are dirty, clean
them with solvent. Dry the clean surfaces and then apply
clean compressor oil.
3. Place the seal guide (kit P/N 204-805) on the end of the
shaft.
4. Place the shaft seal on the seal guide and slide the seal into
the cylinder head.
adk06r.
Place Shaft Seal on Guide
1. Seal Guide
2. Shaft Seal
abh14r.
Inspect Shaft Seal
abh17r.
Press Seal into Cylinder Head
adk05r.
Inspect Shaft Seal
1. Seal Guide
acc08r.
Install Shaft Seal Cover

9. Use the seal installer to press the shaft seal cover into the
cylinder.
10. Remove the seal guide from the shaft.
NOTE: Position the shaft seal cover as shown in the

illustration. Always install a new felt pad when replacing the
shaft seal.
Correct Shaft Seal Cover Position

1. Top
2. Shaft Seal Cover
3. Felt Pad
4. Bottom
REMOTE EVAPORATOR UNIT
Unit Inspection
Inspect the unit during the unit pre-trip inspection and
scheduled maintenance inspections. Look for loose or broken
wires or hardware, compressor oil leaks, or other physical
damage that might affect unit performance and require repair
or replacement of parts.
Defrost Drains
Clean the defrost drains during scheduled maintenance
inspections to make sure the lines remain open.
Evaporator Coil
Clean the evaporator coil during scheduled maintenance
inspections by blowing compressed air from the top side of the
coil down toward the bottom (the direction opposite the
normal air flow). Inspect the coil and fins for damage, and
repair if necessary.

damage the coil fins.

13 Mechanical Diagnosis
NOTE: This diagnosis guide applies to all models. For major repair of TK 2.44, TK 2.49, TK 3.66, TK 3.74, TK 3.88 and TK
3.95 Engines, refer to Overhaul Manual TK 8312.
CONDITION POSSIBLE CAUSE REMEDY

Unit switch ON; nothing happens Battery discharged Charge or replace battery
Remote switch off (optional) Turn on
Circuit breaker open Correct cause and reset, or replace
Corroded battery connections Clean and tighten
Reset switch open Check engine oil, coolant level and
CYCLE-SENTRY system (optional). Push in
reset switch button
Fusible link or battery fuse (F1) Check for shorted main harness and replace
blown fusible link or battery fuse (F1)
Models with μP-T or SPECTRUM Turn Microprocessor switch ON
TS HMI controller: Microprocessor
On/Off switch OFF
Unit switch ON; indicator lights come on Battery discharged Charge or replace battery
but engine does not crank; Models with Diesel/Electric switch in Flip switch to DIESEL position
μP-T or SPECTRUM TS HMI controller: ELECTRIC
Controller energises but engine does not Circuit breaker open (models with Turn unit OFF for 10 seconds to reset; correct
crank μP-T or Spectrum TS HMI) cause or replace
Preheat/Start switch defective Replace switch
Defective Auto-Start or Repair system. See CYCLE-SENTRY
CYCLE-SENTRY system Diagnosis
Starter solenoid defective Repair or replace
Starter relay defective Replace relay
Corroded battery connections Clean and tighten
Starter defective Repair or replace
Starter switch defective Replace
Starter motor turns but engine does not Starter clutch defective Replace
crank
Engine cranks but FAILS to start Mis-adjusted fuel solenoid linkage Adjust
Fuel solenoid not energised Check 8D (or 8DA) circuit, fuel solenoid timer
and relay (or run relay)
Fuel solenoid defective or stuck Replace solenoid
No fuel or wrong fuel in tank Fill fuel tank. Bleed fuel system after filling a
completely empty tank
Engine too cold Use winter preheat procedure
Glow plugs defective Replace glow plugs
Air in fuel system Bleed fuel system
Speed/run relay malfunction Check relay or unit thermostat
High pressure cutout defective Replace switch
Air cleaner clogged Clean air cleaner
Compression low Measure compression pressure. If necessary,
grind valves or replace piston
Electric fuel pump not operating Check pump operation and 55 to 69 kPa, 0.55 to
0.69 bar, 8 to 10 psi outlet pressure. Repair or
replace
Injection pump incorrectly timed Adjust timing
Injection nozzle(s) defective Repair or replace injection nozzle(s)
Injection pump defective Replace or repair pump
Engine stops after starting Air in injection pump Bleed fuel system
Fuel filter obstructed Replace filter element
Reset switch opens; Check engine oil, coolant level and
Models with μP-T or SPECTRUM CYCLE-SENTRY system (optional). Push in
TS HMI: controller stops unit reset switch; or clear alarm code from controller
Circuit breaker open Check for short circuit in wiring
High refrigerant pressure Locate and correct cause
Vent of fuel tank obstructed Remove obstruction
Clogged fuel tank or fuel lines Clean fuel tank and fuel lines
Electric fuel pump not operating Check pump operation and 55 to 69 kPa, 0.55 to
0.69 bar, 8 to 10 psi outlet
Dry air cleaner (optional) plugged Change filter element
Fuel solenoid not energised or Check and repair circuit or replace
defective fuel solenoid
Engine fails to stop when unit is OFF Fuel solenoid defective Replace fuel solenoid
Injection pump defective Replace injection pump
Engine Speed too high Injection pump defective Repair injection pump
Engine does not develop full power Air filter clogged Clean air cleaner, replace filter element
Air or dirt in fuel system Tighten fuel line connections, replace damaged
lines and bleed fuel system. Clean fuel tank and
fuel lines
Fuel tank vent clogged Unblock vent
Speed adjustment wrong Adjust speed
Electric fuel pump does not operate Check voltage. Repair or replace pump
Fuel filter clogged Replace filter
Electric fuel pump filter dirty Clean and replace diesel filter
Delivery of fuel pump insufficient Repair or replace pump
Cylinder head gasket leaking Replace gasket
Piston rings worn, stuck or broken Replace rings
Cylinder worn Replace or bore
Injection nozzle leaking or irregular Clean and repair nozzle
injection caused by fouling
Low compression due to faulty Check compression pressure. If necessary, grind
piston or valves valves or replace piston
Worn injection pump plunger, Repair or replace pump
delivery valve defective, injection
rate too low, gum formations
Injection pump timing off Adjust timing
Loose governor assembly Check and repair governor assembly
Restricted exhaust system Clean or replace restricted parts
Engine knocks Air cleaner clogged Clean or replace air filter
Air in fuel system Bleed fuel system
Engine is cold Allow engine to warm up
Wrong fuel Change fuel
Compression too low Measure compression pressure. If necessary,
grind valves or replace piston
Fuel return line plugged Remove restriction
Injection pump not timed Retime injection pump
Injection nozzle fouled or opening Clean, repair or replace injection nozzle
pressure too low
Dirty radiator Clean radiator
Valve out of adjustment Adjust valves
Worn engine parts Overhaul engine
Mechanical Diagnosis 13-2

Engine becomes too hot Engine coolant is low Allow unit to cool. Then add coolant slowly.
Operate engine and recheck coolant level.
WARNING: Do not remove radiator cap (or

expansion tank cap on SD-II models) while the
engine is hot
Dirty or plugged radiator Clean radiator
Cooling system heavily scaled Clean cooling system
Water pump leaks Repair or replace water pump
Worn or loose belt Replace belt or adjust
Cylinder head gasket leaks (bubbles Replace cylinder head gasket. Correct gasket
appear in radiator if cylinder gasket
is leaking)
Faulty thermostat Check or replace the thermostat
Faulty temperature gauge Replace gauge
Oil pressure too low or drops suddenly Insufficient oil in pan Refill oil base after correcting cause of loss
Leak in oil line Tighten oil line fittings
Oil relief valve sticking Disassemble and clean oil pressure regulator
valve
Faulty oil pressure gauge Check oil line to oil pressure gauge to see if it is
blocked. Check oil pressure gauge. Replace if
necessary
Worn oil pump, camshaft, main or Repair engine
connecting rod bearings, loose oil
gallery plug, oil in water through
crack
High oil consumption Oil leakage Check and eliminate possible causes at cylinder
head cover, oil lines, oil filter, front timing cover
or crankshaft
Air cleaner clogged Clean air cleaner
Damaged valve seals Replace seals on valve stem
Worn valve stem or valve guides Replace valves and valve guides
Broken piston rings or cylinder bore Have engine repaired. Replace broken piston
worn or scored rings
Crankcase breather clogged Clean crankcase breather
Engine is sooting heavily, emits thick Wrong fuel Drain and refill with correct fuel
black clouds of smoke (excessive fuel to Clogged air intake system Clean air cleaner
air ratio) Restricted exhaust system Clean or replace
Opening pressure of nozzle is too Repair nozzle. Replace if necessary
low or needle sticks
Injection amount too great Have pump repaired
Oil being drawn in Check oil level in oil bath air filter
Injection pump not timed Check timing of injection pump
Excessive load Check drive system and engine oil pressure
Blue Smoke (oil consumption) Excessive oil consumption Refer to High Oil Consumption. Repair as
necessary
White Smoke (fuel is not burning) Cold engine Allow engine to warm up
Low compression Check and eliminate possible causes. Repair as
necessary.
Timing incorrect Readjust timing
Air or water in fuel Bleed system. Replace filters, clean fuel system,
drain and clean tank and check supply tank for
water. Use known good fuel
Insufficient preheat Check glow plugs
Battery is not recharging or is Loose alternator belt Tighten belt
overcharging Loose connections in electrical Check all electrical connections and charging
system system
Worn brushes in alternator Repair
Voltage regulator faulty Replace
Battery defective Replace
Alternator defective Repair or replace
Defective Battery Sentry module Replace module

Electric heaters and/or evaporator fans do Thermal Trip in control box open Turn unit off. Disconnect ac electric power from
not work (SD-II models Only) unit and manually reset thermal trip
Electric motor has lost residual Re-excite motor by plugging in on standby
magnetism drive, or connect 12 volt dc supply across motor
wires
Motor may have lost magnetism Check fuel system and glow plugs
because engine was not up full speed
when timer energised
Induction generator speed too low Check engine speed. Check belt tension
Standby motor failed Check output voltage with timer removed.
Check speed. Operate on standby. If motor fails
these tests, replace motor
3-Phase capacitor failed Replace capacitor
Timer failed Replace timer
Heater contactor (HC) defective Replace contactor
Fan motor contactor (EFM) Replace contactor
defective
Main motor contactor (MC) Replace contactor
defective
Evaporator fan motor does not operate Circuit breaker in 2 or 2A circuit Check for short circuit in unit wiring
(CD-II MAX and UTS models Only) from 12 Vdc alternator open
No output from 12 Vdc alternator Repair charging system
Open in 2A or 2C wires from 12 Vdc Locate open and repair
alternator
Defective fan relay Replace relay
Defective fan motor Replace motor

14 CYCLE-SENTRY Diagnosis
Standard Single Temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
SD-II Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
Multi-Temperature Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
STANDARD SINGLE TEMPERATURE SYSTEMS
NOTE: This diagnosis guide applies to all CD-II MAX, KD-II, MD-II, RD-II, SDZ, STD-II and TD-II single temperature
models equipped with the CYCLE-SENTRY II or IV option. This diagnosis guide does not apply to units with μP-T controllers.
Refer to Thermoguard μP-T Microprocessor Controller Operation and Diagnosis Manual TK 41087, for complete operation
and diagnosis information.

Run relay will not energise when required Defective run relay Test run relay
Open 7A circuit from selector switch Test 7A circuit
to run relay
Defective selector switch Test circuit from 7M to 7A on switch in the
start-stop function
Defective load temperature Check load temperature thermostat in
thermostat Continuous Run mode
Open D7 or D8 diodes (D6 or D7 on Test D7 and D8 diodes
SDZ)
Defective CYCLE-SENTRY IV Test CYCLE-SENTRY module
module
Open 53 circuit from run relay to Test 53 circuit
CYCLE-SENTRY module
Preheat relay will not energise when Defective preheat relay Test preheat relay
required Open 52A circuit from preheat relay Test 52A circuit
to CYCLE-SENTRY module
Open D7 or D8 diodes Test D7 and D8 diodes
Defective CYCLE-SENTRY Test CYCLE-SENTRY module
module
Open CH circuit to Test CH circuit
CYCLE-SENTRY module
Open 7A circuit from selector switch Test 7A circuit
to the CYCLE-SENTRY module
Open 2A circuit to preheat relay Test 2A circuit
(after 9-89)
Unit will not automatically crank, but will Defective CYCLE-SENTRY Test CYCLE-SENTRY module
preheat automatically module
Open 52 circuit from start relay to Test 52 circuit
starter
Open 8S circuit from start relay to Test 8S circuit
starter
Defective start relay Test start relay
Defective starter Test starter
Open 8 circuit to starter relay (after Test 8 circuit
9-89)
Open 7A circuit to starter relay Test 7A circuit
Unit disengaged starter before engine is Defective CYCLE-SENTRY Test CYCLE-SENTRY module
operating module
Low battery condition Test battery under load
Defective starter Test starter in Continuous Run mode
Unit does not disengage starter when Defective starter Test starter in Continuous Run mode
engine is started Defective RPM sensor Test RPM sensor
Open or grounded FS-1 or FS-2 Test FS-1 or FS-2 circuit
circuit from RPM sensor to
CYCLE-SENTRY module
module
Unit turns on and reset switch opens Unit fails to start (normal indication) Test for normal starting in Continuous Run
mode
Open 52 circuit from relay start relay Test 52 circuit
to CYCLE-SENTRY module
starter
module
Standard 4-mode unit has no low speed Defective thermostat Test thermostat
cool in automatic start stop mode (unit Open diode D6 Test D6 diode
shuts off after high speed cool)
Standard 4-mode unit will not initiate start Open 29 circuit Check 29 circuit to PC board
from defrost Open D11 diode or R9 resistor, or Test D11 diode or R9 resistor and 29T circuit on
29T circuit on PC board PC board to thermostat
Defective thermostat Test unit thermostat
Unit will not initiate start if engine Defective block temperature Test block temperature thermostat
temperatures drop below 15.5 C thermostat
Open 8B circuit to block Test 8B circuit
temperature thermostat
Open 7A circuit from block Test 7A circuit
temperature thermostat to run relay
Unit will not stop when load temperature Defective block temperature Test block temperature thermostat
thermostat is satisfied thermostat
Defective load temperature Test load temperature thermostat in Continuous
thermostat Run mode
Engine temperature below 49.0 C Check engine temperature after warm up
Battery not charged Charge battery
Defective battery sentry Replace battery sentry
Charging system faulty Correct charging system
CYCLE-SENTRY Diagnosis 14-3

SD-II MODELS
NOTE: This diagnosis guide applies to all SD-II models equipped with the CYCLE-SENTRY option.

Run relay and preheat relay will not Open 7A circuit from selector switch Test 7A circuit
energise when required to run and preheat relay
Defective selector switch Test circuit from 7MA to 7A on switch in the
CYCLE position
Open 7M or 7MA circuits Test 7M and 7MA circuits
Open diode from 7B to 7MA on Test diode D1
relay board
Defective CYCLE-SENTRY Replace CYCLE-SENTRY module
module
Defective thermostat relay (TR) not Check thermostat relay (TR) with thermostat in
supplying power to the circuit when high speed mode
thermostat calls for high speed
Open or high resistance in the Check the chassis ground circuit from the option
chassis ground circuit to the option board to the battery
board
Run relay will not energise. Preheat relay Defective run relay Test or replace run relay
does energise Defective CYCLE-SENTRY Replace CYCLE-SENTRY module
module
Preheat relay will not energise. Run relay Defective preheat relay Test or replace preheat relay
does energise Defective CYCLE-SENTRY Test or replace CYCLE-SENTRY module
module
Unit will not automatically preheat Defective preheat relay Test or replace preheat relay
Defective CYCLE-SENTRY Test or replace CYCLE-SENTRY module
module
Open H circuit from preheat relay to Test H circuit
glow plugs
Open 2A circuit from alternator to Test 2A circuit
Unit will not automatically crank but preheat relay Defective start relay Test or replace start relay
preheats automatically Defective CYCLE-SENTRY Test or replace the CYCLE-SENTRY module
module
starter relay
starter
Unit cranks prematurely before proper Defective engine temperature Test engine temperature thermistor
preheat has occurred thermistor
Shorted BL1 and BL2 wires from Check BL1 and BL2 wires
option board to engine temperature
thermistor
J1 in position B Place J1 in position A
module
Unit cranks only after preheat has Defective engine temperature Test engine temperature thermistor
occurred for approximately 6 minutes thermistor
Open BL1 or BL2 wires from option Check BL1 and BL2 wires
board to engine temperature
thermistor
module

Starter cranks 4 to 5 seconds only and Defective or improperly adjusted Test rpm sensor
disengages rpm sensor
Open FS-1 or FS-2 circuit from the Test FS-1 and FS-2 circuits
rpm sensor to the option board
Starter not cranking engine above 50 Test starter, battery voltage and cranking speed
rpm
module
Starter disengages before 4 to 5 seconds Defective CYCLE-SENTRY Replace CYCLE-SENTRY module with known
and before engine starts module good one. Do not rely on bench test of
CYCLE-SENTRY module
Low battery voltage or condition Test battery
Poor connection or excessive While starter is engaging, test voltage drop from
voltage drop from battery positive battery positive post to 7A on option board, and
post to 7A circuit on the option test voltage drop from battery negative post to
board or from CH on the option CH on option board
board to negative battery post
Unit does not disengage starter when Defective CYCLE-SENTRY Test or replace CYCLE-SENTRY module
engine is started. module
Unit keeps starter engaged for Defective start relay Test or replace start relay
approximately 4 seconds even if engine Defective or improperly adjusted Test rpm sensor
starts in less than 4 seconds rpm sensor
module

MULTI-TEMPERATURE SYSTEMS
NOTE: This diagnosis guide applies to all MD-MT, MD-200 MT, MD-II TCI, MD-II TCI-Z, MD-TLE, RD-MT, RD-II TCI,
RD-II TCI-Z and RD-TLE models equipped with the CYCLE-SENTRY option.
Condition Possible Cause Remedy

Run relay will not energise when required Open 7A circuit from selector switch Test 7A circuit
to run relay
Defective selector switch Test circuit from 7M to 7A on switch in the
CYCLE position
Open 7M or 7MA circuits Test 7M and 7MA circuits
Open diode from 77, R7C, 7C or 7X Test diode D3, D7, D8, and D9
to 7V on multi-temp relay board
Defective CYCLE-SENTRY Replace CYCLE-SENTRY module
module
Defective speed relay (2K or R2K) Check speed relay (2K or R2K) with thermostat
not supplying power to the 7X or 77 in high speed mode
circuit when thermostat calls for
high speed
Open or high resistance in the Check the chassis ground circuit from the option
chassis ground circuit to the option board to the battery
board
Defective run relay Test or replace run relay
Defective start/run relay Test or replace start/run relay
Unit will not automatically preheat but Defective CYCLE-SENTRY Test or replace CYCLE-SENTRY module
preheats manually module
Defective preheat relay Test or replace preheat relay
Unit will not automatically preheat, but Defective CYCLE-SENTRY Test or replace CYCLE-SENTRY module
run relay does energise module
Open H circuit from preheat relay to Test H circuit
glow plugs
preheat relay
Fuel solenoid energises on continuous Defective run relay Test or replace run relay
operation but will not energise on Open 8D circuit from run relay to Test 8D circuit
CYCLE-SENTRY operation fuel solenoid
Unit will not automatically crank but Defective CYCLE-SENTRY Test or replace the CYCLE-SENTRY module
cranks manually module
Unit will not automatically crank but Defective start relay Test or replace start relay
preheats automatically Defective CYCLE-SENTRY Test or replace the CYCLE-SENTRY module
module
Open 8 circuit to starter relay Test 8circuit
starter
Unit cranks prematurely before proper Defective engine temperature Test engine temperature thermistor
preheat has occurred thermistor
Shorted BL1 and BL2 wires from Check BL1 and BL2 wires
option board to engine temperature
thermistor
J1 in position B Place J1 in position A
module
Condition Possible Cause Remedy
Unit cranks only after preheat has Defective engine temperature Test engine temperature thermistor
occurred for approximately 6 minutes thermistor
Open BL1 or BL2 wires from option Check BL1 and BL2 wires
board to engine temperature
thermistor
module
Starter cranks 4 to 5 seconds only and Defective or improperly adjusted Test rpm sensor
disengages rpm sensor
Starter not cranking engine above 50 Test starter, battery voltage and cranking speed
rpm
module
Starter disengages before 4 to 5 seconds Defective CYCLE-SENTRY Replace CYCLE-SENTRY module with known
and before engine starts module good one. Do not rely on bench test of
CYCLE-SENTRY module
Low battery voltage or condition Test battery
Poor connection or excessive While starter is engaging, test voltage drop from
voltage drop from battery positive battery positive post to 7A on option board, and
post to 7A circuit on the option test voltage drop from battery negative post to
board or from CH on the option CH on option board
board to negative battery post
Unit does not disengage starter when Defective CYCLE-SENTRY Test or replace CYCLE-SENTRY module
engine is started module
Defective start relay Test or replace start relay
Unit keeps starter engaged for Defective or improperly adjusted Test rpm sensor
approximately 4 seconds even if engine rpm sensor
starts in less than 4 seconds Open FS-1 or FS-2 circuit from the Test FS-1 and FS-2 circuits
module

15 Electric Standby Diagnosis
NOTE: This diagnosis guide applies to all Model 50 units.

Unit switch ON; indicator lights do not Battery discharged. Remote switch off Charge or replace battery. Turn on switch
come on; Models with μP-T or (optional)
SPECTRUM TS HMI controller: Circuit breaker or engine reset switch open Push in button. Replace switch if defective
Controller does not energise Electric motor reset switch open Check for short circuit in unit wiring (high
voltage)
Fuse link or battery fuse (F1) blown Replace fuse link or battery fuse (F1)
Transformer or rectifier fuse blown Replace fuse
Transformer defective Replace transformer
Rectifier defective Replace rectifier
No standby power Check power source
Dirty battery terminals Clean and retighten terminals
Unit switch ON; indicator lights come on Diesel/Electric switch on DIESEL Move switch to ELECTRIC position
but electric motor does not operate; High refrigerant pressure cutout switch Check refrigerant pressure. Correct cause
Models with μP-T or SPECTRUM TS open of high pressure or replace a defective
HMI controller: Controller energises but switch
electric motor does not operate No standby power Provide power to unit; check power at:
1. Power source
2. Power plug
3. Motor contactor hot side
4. Motor contactor load side (contactor
closed)
5. Overload relay 6. Motor terminals
Defective linestarter relay Repair or replace linestarter relay
Defective motor contactor Repair or replace motor contactor
Defective low oil pressure switch Replace low oil pressure switch
Overload relay opening Check for shorted motor windings or wires
Defective motor Replace motor
Batteries discharged Charge or replace batteries
Single phase power to three phase motor Check power
Worn motor bearings Repair
Defective fan bearings Replace
Electric motor hums but does not operate Locked rotor (overload relay will open) Repair or replace motor
Locked compressor Repair compressor
Defective clutch on engine (locked up) Repair or replace clutch
Low line voltage or no voltage on one leg Bring voltage up to within 10% of motor
rating
Wrong power source (phase) to motor Check for power source (and phase)
Worn motor bearings Repair motor
Contact chatter Low coil voltage Check voltage condition. Check
momentary voltage drop during starting;
low voltage prevents magnet sealing
Defective or incorrect coil Replace coil
Poor contact in control circuit Check auxiliary switch contacts and
overload relay contacts. Check for loose
connections in control circuits
Poor ground on PC board Test ground circuit on PC board
Broken shading coil (ac coil contactors) Replace contact carrier assembly
Defective thermostat relay (all units except Check operation of thermostat relay
models with μP-T controller)
Contact welding or freezing Abnormal in-rush of current Check or grounds, shorts or excessive
motor load current
Low voltage Correct voltage condition. Check
momentary voltage dip during starting
Foreign matter prevents contacts from Clean contacts
closing
Rapid cycling Check for cause of short cycling (such as
thermostat)
Short circuit Correct fault
Electric heaters (optional) do not heat; Defective heater contactor Replace contactor
indicator lights come on 26 wire open; 14 wire on SD-II; HC wire Locate open and repair
open on models with μP-T controller
Defective high temperature switch or Replace switch or sensor
sensor
Defective timer (SD-II) Replace timer
Evaporator fans do not work (SD-II Defective timer Replace timer
Models Only) Defective fan contactor Replace contactor
Electric Standby Diagnosis 15-2

16 Refrigeration System
Diagnosis
All Units Except SPECTRUM, TCI and TLE Models . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
SPECTRUM, TCI and TLE Models. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
ALL UNITS EXCEPT SPECTRUM, TCI AND TLE MODELS
Unable to hold vacuum in compressor

Rapid cycling between Cool and Heat
Unable to pull vacuum in compressor

Unit cools in Heat and Defrost cycle
Unit heats in Refrigeration cycle
Unit not heating or defrosting

Unable to pump down system
Receiver sight glass empty 1
Unit operating in vacuum
Suction line frosting back
Symptom
High suction pressure
Unit not refrigerating

Low suction pressure
No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
FEATURE
• • Overcharge of refrigerant
• • • • • • Shortage of refrigerant
• • • • • No refrigerant
• Air through condenser too hot (ambient)
• Air flow through condenser restricted
• • • Air through condenser too cold (ambient)
• • • Air in refrigerant system
• Condenser fan blades bent or broken
• Air short cycling around evaporator coil
• Air through evaporator restricted
• • • • Evaporator needs defrosting
• • Compressor discharge valves leaking
• • Compressor suction valves leaking
• Too much compressor oil in system
• Faulty oil pump in compressor
• Faulty compressor clutch or loose pulley
• Compressor bearing loose or burned out
• • • • • Broken valve plate in compressor
• • Expansion valve power element lost its charge
• • Expansion valve feeler bulb improperly mounted
• • • Expansion valve feeler bulb making poor contact
• • Expansion valve open too much
• • Expansion valve closed too much
• • Expansion valve needle eroded or leaking
• • • Expansion valve partially closed by ice, dirt or wax
• • • Liquid refrigerant entering compressor
• • Restricted line on the low side
• • • • Restricted line on the high side
• • • • Restricted dehydrator
• Evaporator damper open
• • • Evaporator damper stuck closed
• Discharge service valve back seated
• Suction service valve back seated
Refrigeration System Diagnosis 16-2


Unit cools in Heat and Defrost cycle

Receiver sight glass empty 1
Symptom

No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
FEATURE
• • • • • • • Faulty three-way valve
• • • • • • Faulty pilot solenoid (or hot gas solenoid valve on UTS models)
• • Loose or broken electrical connections
• • • • • Controller or sensor defective
• • • • Suction pressure gauge out of calibration
• • • Leaky receiver tank outlet valve
• Leaky bypass check valve
• Leaky condenser check valve
• Faulty three-way condenser pressure bypass check valve
• • • • Faulty heat solenoid or coolant valve (CD-II MAX models)
• • • • • Faulty condenser inlet check valve (SD-II and UTS models)
• • • • • • Faulty condenser inlet solenoid valve (UTS models)
• • • Faulty discharge pressure regulator valve (scroll compressor only)
1.
Bubbles in liquid line sight glass (SD-II and UTS)

SPECTRUM, TCI AND TLE MODELS


Unit cools in heat and Defrost cycle

Receiver sight glass empty
Symptom

No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
FEATURE
• • Overcharge of refrigerant
• • • • • • Shortage of refrigerant
• • • • • No refrigerant
• Air through condenser too hot (ambient)
• Air flow through condenser restricted
• • • Air through condenser too cold (ambient)
• • • Air in refrigerant system
• Condenser fan blades bent or broken
• Air short cycling around evaporator coil
• Air through evaporator restricted
• • • • Evaporator needs defrosting
• • Compressor discharge valves leaking
• • Compressor suction valves or Scroll compressor seals leaking
• Too much compressor oil in system
• Faulty oil pump in compressor
• Faulty compressor drive coupling
• Compressor bearing loose or burned out
• • • • • Broken valve plate or discharge check valve in compressor
• • Expansion valve power element lost its charge
• • Expansion valve feeler bulb improperly mounted
• • • Expansion valve feeler bulb making poor contact
• • Expansion valve open too much
• • Expansion valve closed too much
• • Expansion valve needle eroded or leaking
• • • Expansion valve partially closed by ice, dirt or wax
• • • Liquid refrigerant entering compressor
• • Restricted line on the low side
• • • • Restricted line on the high side
• • • • Restricted dehydrator
• Evaporator damper open
• • • Evaporator damper stuck closed
• Discharge service valve back seated
• Suction service valve back seated
• • • • • • • Faulty condenser inlet solenoid (CIS)
• • • • • Faulty hot gas solenoid (HGS)


Unit cools in heat and Defrost cycle

Receiver sight glass empty
Symptom

No suction pressure
High head pressure
Low head pressure
Noisy compressor
No head pressure
FEATURE
• • Loose or broken electrical connections
• • • • • Controller or sensor defective
• • • • Compound pressure gauge out of calibration
• • • Leaky receiver tank outlet valve
• Leaky bypass check valve
• • • • • Leaky check valve
• • • • Faulty check valve
• Leaky receiver tank pressure solenoid (RTPS)
• • Closed receiver tank pressure solenoid (RTPS)
• • • Leaky front hot gas solenoid (HGS)
• • Closed front hot gas solenoid (HGS)
• • • • • • Leaky front liquid line solenoid (LLS)
• • • • • • Closed front liquid line solenoid (LLS)
• • • Leaky suction line check valve (SLCV)
• • • • Leaky rear hot gas solenoid (RHGS)
• • • • Closed rear hot gas solenoid (RHGS)
• • Leaky rear liquid line solenoid (RLLS)
• • • Closed rear liquid line solenoid (RLLS)
• Leaky rear liquid return check valve (RLRCV)
• • Leaky rear suction line solenoid (RSLS)
• • • • Leaky purge valve (PV)

17 Remote Evaporator
System Diagnosis
NOTE: This diagnosis guide applies to all multi-temperature TCI, TCI-Z and TLE host unit models and ECT, ELT, EW,
SPECTRUM TS, TLE and UTSE remote evaporators.

Load temperature too high Refrigerant shortage Repair leak and recharge
Thermostat defective Replace thermostat
Thermostat set too high Adjust thermostat setting
Expansion valve plugged Clean or replace
Partial obstruction in low side of refrigeration Locate obstruction and repair
system
Iced or dirty evaporator coil Defrost or clean evaporator coil
Expansion valve open too much Replace or adjust valve
Poor fitting trailer doors Repair or replace doors
Liquid line solenoid partially Repair or replace
closed or defective
Evaporator fan not operating Check and correct evaporator fan
Evaporator fan motor does Circuit breaker in R2F or F2 circuit from 12 Vdc Check for short circuit in unit wiring
not operate alternator or battery open
No output from 12 Vdc alternator Repair charging system
Open in 2A, R2F, 2F, RFSR, RFM, F2 or FM Locate open and repair
wires from 12 Vdc alternator or battery
Open contacts in defrost relay Replace defrost relay
Defective fan (rear fan) relay Replace relay
Defective rear fan shutdown Replace relay
(fan enable) relay
Defective fan motor Replace motor
Remote Evaporator System Diagnosis 17-2
18 Refrigeration System
Diagrams
KD-II, MD-200, MD-300 and MD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
RD-II, STD-II and TD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4
RD-II and TD-II with Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-6
SD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-8
SDZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-9
MD-II TCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-10
MD-MT, MD-200 MT, MD-II TCI-Z and MD-TLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-11
RD-II TCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-12
RD-MT, RD-II TCI-Z and RD-TLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-13
TS-200 and TS-300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-14
CD-II MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-15
TS-500, TS-600 and XDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-16
UTS (before 01/2002) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-17
UTS (after 01/2002) and UT1200X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-18
KD-II, MD-200, MD-300 AND MD-II
Cool Cycle (with TherMax Heating System)
tkmdcol.
Condenser Evacuation Cycle (with TherMax Heating System)
tkmdevac.
1. Compressor 10. Dehydrator

2. Three-way Valve 11. Receiver Outlet Check Valve
3. Condenser Coil 12. Accumulator Tank
4. Pilot Solenoid 13. Suction Pressure Regulator
5. Heat Solenoid 14. Heat Exchanger
6. High Pressure Relief Valve 15. Expansion Valve
7. Receiver Tank 16. Pan Heater
8. Sight Glass 17. Evaporator Coil
9. Receiver Outlet Valve
KD-II, MD-200, MD-300 AND MD-II (CONTINUED)
Heat and Defrost Cycle (with TherMax Heating System)
tkmdcol.

Refrigeration System Diagrams 18-3

RD-II, STD-II AND TD-II
Cool Cycle (with TherMax Heating System)
aau12.
tkrdevac.

4. Pilot Solenoid 13. Throttling Valve

RD-II, STD-II AND TD-II (CONTINUED)
aau11.

4. Pilot Solenoid 13. Throttling Valve

RD-II AND TD-II WITH MODULATION
High Speed Cool Cycle (with TherMax Heating System)
tkmodhcl.
Low Speed Cool with Modulation and Hot Gas Bypass Cycle
(with TherMax Heating System)
tkmodmcl.
1. Compressor 11. Receiver Outlet Check Valve

2. Three-way Valve 12. Accumulator Tank
3. Condenser Coil 13. Throttling Valve
4. Pilot Solenoid 14. Heat Exchanger
5. Heat Solenoid 15. Expansion Valve
6. High Pressure Relief Valve 16. Pan Heater
7. Receiver Tank 17. Evaporator Coil
8. Sight Glass 18. Modulation Valve
9. Receiver Outlet Valve 19. Hot Gas Bypass Valve
10. Dehydrator

RD-II AND TD-II WITH MODULATION (CONTINUED)
tkmodev.
tkmodht.
1. Compressor 11. Receiver Outlet Check Valve

2. Three-way Valve 12. Accumulator Tank
3. Condenser Coil 13. Throttling Valve
4. Pilot Solenoid 14. Heat Exchanger
5. Heat Solenoid 15. Expansion Valve
6. High Pressure Relief Valve 16. Pan Heater
7. Receiver Tank 17. Evaporator Coil
8. Sight Glass 18. Modulation Valve
9. Receiver Outlet Valve 19. Hot Gas Bypass Valve
10. Dehydrator

SD-II
SD-II Cool Cycle
tksdcl.
SD-II MAX Cool Cycle
tksdmcl.
2. Oil Separator 10. Liquid Line Sight Glass
3. Condenser Inlet Check Valve 11. Heat Exchanger
4. Condenser Coil 12. Expansion Valve
5. High Pressure Relief Valve 13. Evaporator Coil
6. Receiver Tank 14. High Pressure Control Valve
7. Receiver Tank Sight Glass

SDZ
Cool Cycle
tkrssz81.
Heat and Defrost Cycle
tkrssz82.

2. Three-way Valve 11. Bypass Check Valve
5. Condenser Check Valve 14. Heat Exchanger
7. Receiver Tank 16. Drip Pan Heater

MD-II TCI
Front Cool and Rear Cool Cycles
tktcicc2.
Front Cool and Rear Heat Cycles
tktcich2.
1. Liquid Line Solenoid Valve 6. Condenser Inlet Solenoid

2. Liquid Return Check Valve 7. Condenser Inlet Check Valve
3. Suction Line Check Valve 8. Condenser Check Valve
4. Suction Line Solenoid 9. Receiver Tank Pressure Solenoid
5. Hot Gas Solenoid 10. Receiver Tank Pressure Check Valve
1R. Rear Liquid LIne Solenoid 11. Purge Valve
2R. Rear Liquid Return Check Valve 12. Purge Check Valve
3R. Rear Suction Line Check Valve
4R. Rear Suction Line Solenoid
5R. Rear Hot Gas Solenoid

MD-MT, MD-200 MT, MD-II TCI-Z AND MD-TLE
Zone 1 (Front) Cool and Zone 2 (Rear) Cool Cycles
ttcizcc2
Zone 1 (Front) Cool and Zone 2 (Rear) Heat Cycles
ttcizch2.
1F. Front Liquid Line Solenoid Valve 6. Condenser Inlet Solenoid

2F. Front Liquid Return Check Valve 7. Condenser Inlet Check Valve
3F. Front Suction Line Check Valve 8. Condenser Check Valve
4F. Front Suction Line Solenoid 9. Receiver Tank Pressure Solenoid
5F. Front Hot Gas Solenoid 10. Receiver Tank Pressure Check Valve

RD-II TCI
Front Cool and Rear Cool Cycles
tktcicc.
Front Cool and Rear Heat Cycles
tktcich.
1. Liquid Line Solenoid Valve 6. Condenser Inlet Solenoid

2. Liquid Return Check Valve 7. Condenser Inlet Check Valve
3. Suction Line Check Valve 8. Condenser Check Valve
4. Suction Line Solenoid 9. Receiver Tank Pressure Solenoid
5. Hot Gas Solenoid 10. Receiver Tank Pressure Check Valve

RD-MT, RD-II TCI-Z AND RD-TLE
Zone 1 (Front) Cool and Zone 2 (Rear) Cool Cycles
tktcizcc.
Zone 1 (Front) Cool and Zone 2 (Rear) Heat Cycles
tktcizch.
1F. Front Liquid Line Solenoid Valve 6. Condenser Inlet Solenoid

2F. Front Liquid Return Check Valve 7. Condenser Inlet Check Valve
3F. Front Suction Line Check Valve 8. Condenser Check Valve
4F. Front Suction Line Solenoid 9. Receiver Tank Pressure Solenoid
5F. Front Hot Gas Solenoid 10. Receiver Tank Pressure Check Valve

TS-200 AND TS-300
Cool Cycle
ARA176
ARA177
1. Scroll Compressor 14. Dehydrator

2. High Temperature Cutout Switch 15. Heat Exchanger
3. Suction Service Valve 16. Distributor
4. Suction Pressure Regulator 17. Evaporator Coil
5. Liquid Injection Valve 18. Expansion Valve
6. Subcooler Circuit 19. Receiver Outlet Check Valve
7. Liquid Injection Valve Sensing Bulb 20. TherMax™ Solenoid
8. Discharge Service Port 21. Accumulator Tank
9. High Pressure Cutout Switch 22. Suction Service Port
10. Receiver Tank 23. Three-way Valve
11. Sight Glass 24. Condenser Coil
12. High Pressure Relief Valve 25. Pilot Solenoid
13. Receiver Outlet Valve 26. Discharge Pressure Regulator Valve

CD-II MAX
Cool Cycle
ack10.
ack11.
1. Compressor 10. Receiver Tank Outlet Valve

2. Oil Separator 11. Dehydrator
3. Hot Gas Solenoid 12. Heat Exchanger
4. Liquid Line Solenoid 13. Expansion Valve
5. Condenser Check Valve 14. Drip Pan Heater
6. Condenser Coil 15. Evaporator Coil
7. High Pressure Relief Valve 16. Accumulator Tank
8. Receiver Tank 17. Suction Pressure Regulator
9. Sight Glass

TS-500, TS-600 AND XDS
Cool Cycle
AJA592
AJA593
1. Scroll Compressor 13. Dehydrator

2. High Temperature Shutdown Switch 14. Heat Exchanger
3. Suction Service Valve 15. Distributor
4. Throttling Valve 16. Evaporator Coil
5. Liquid Line Injection Valve 17. Expansion Valve
6. Subcooler 18. Receiver Outlet Check Valve
7. Liquid Injection Valve Sensing Bulb (Location) 19. TherMax™ Solenoid
8. High Pressure Cutout 20. Accumulator Tank
9. Compressor Oil Sight Glass 21. Three-Way Valve
10. High Pressure Relief Valve 22. Condenser Coil
11. Receiver Tank Sight Glass 23. Pilot Solenoid
12. Receiver Outlet Valve 24. Discharge Pressure Regulator Valve

UTS (BEFORE 01-2002)
Cool Cycle
ARA029
ARA030
1. Scroll Compressor 14. Receiver Outlet Check Valve

2. High Temperature Cutout Switch 15. Dehydrator
3. Compressor Oil Sight Glass 16. Heat Exchanger
5. Liquid Injection Valve Sensing Bulb (Location) 18. Distributor
6. Discharge Service Port 19. Evaporator Coil
7. High Pressure Cutout Switch 20. Accumulator Tank
8. Condenser Inlet Solenoid Valve 21. Suction Service Valve
9. Condenser Inlet Check Valve 22. Throttling Valve
10. Condenser Coil 23. Hot Gas Valve
11. High Pressure Relief Valve 24. Discharge Pressure Regulator Valve
12. Receiver Outlet Valve 25. TherMax™ Solenoid
13. Liquid Line Sight Glass

UTS (AFTER 01-2002), UT1200X
Cool Cycle
1. Scroll Compressor 14. Receiver Outlet Check Valve

2. High Temperature Cutout Switch 15. Dehydrator
3. Compressor Oil Sight Glass 16. Heat Exchanger
5. Liquid Injection Valve Sensing Bulb (Location) 18. Distributor
6. Discharge Service Port 19. Evaporator Coil
7. High Pressure Cutout Switch 20. Accumulator Tank
8. Condenser Inlet Solenoid Valve 21. Suction Service Valve
9. 3-wayValve 22. Throttling Valve
10. Condenser Coil 23. Hot Gas Valve
11. High Pressure Relief Valve 24. Discharge Pressure Regulator Valve
12. Receiver Outlet Valve 25. TherMax™ Solenoid
13. Liquid Line Sight Glass

19 Wiring Diagrams and
Wiring Schematics
The wiring diagrams and schematics indexed here can be Wiring Wiring
found in the ESA Sharepoint Infocentral. Model Diagram Schematic
MD-MT MD-200 MT and RD-MT
Wiring Wiring
MD-MT 30: 1E07778 1E07390
Model Diagram Schematic MD-200 MT 30: 1E07778 1E07390
Cab Controls MD-MT 50: 1E07776 1E07386
All Models 5D39622 5D40793 MD-200 MT 50: 1E07776 1E07386
CD-II MAX RD-MT 50: 1E07776 1E07386
CD-II MAX 30: 5D82975 5D82976 RD-II, RD-II MAX and RD-II SR
5D48585 5D48584 RD-II 30: 5D37121 5D35517
CD-II MAX 50: 5D83000 5D48366 RD-II 50: 5D37123 5D35225
5D48365 5D48586 5D44874 5D44875
5D48588 RD-II 30 MAX: 5D44892 5D45895
5D48587 5D44891 5D44888
KD-II, KD-II MAX and KD-II SR RD-II 50 MAX: 5D44874 5D44875
KD-II 30: 5D37121 5D35517 5D44890 5D44889
KD-II 25: 5D44874 5D44875 RD-II SR 30: 5D45077 5D45075
KD-II 50: 5D37123 5D35225 RD-II SR 50: 5D45960 5D45076
5D44874 5D44875 RD-II TCI, RD-II TCI-Z and RD-TLE
KD-II 30 MAX 5D44892 5D45895 RD-II TCI 30: 5D45224 5D45220
5D44891 5D44888 RD-II TCI 50: 5D45222 5D45218
KD-II 50 MAX: 5D44874 5D44875 RD-II TCI-Z: 5D45172 5D44907
5D44890 5D44889 5D44225 5D45379
KD-II SR 30: 5D45077 5D45075 RD-TLE 50: 5D45172 5D44907
KD-II SR 50: 5D45960 5D45076 SD-II and SD-II MAX
MD-100, MD-200 and MD-300 SD-II: 5D82709 5D82599
MD-100 SR 50 1E18293 1E18291 SD-II MAX: 5D82709 5D82599
MD-200 SR 30: 1E04147 1E04148 w/Scissor Kit: 5D82569 5D82564
MD-200 SR 50: 1E04147 1E04148 SDZ and SDZ MAX
MD-200 SR 50 Single Phase: 1E04151 1E04148 SDZ 30 MAX: 5D45413 5D44895
MD-300 SR 30: 1E04147 1E04148 SDZ 25 MAX: 5D45412 5D44875
MD-300 SR 50: 1E04147 1E04148 SDZ 50 MAX: 5D45412 5D44875
MD-300 SR 50 Single Phase: 1E04151 1E04148 SPECTRUM TS
MD-II, MD-II MAX and MD-II SR SPECTRUM TS 30: 5D55036 5D55037
MD-II 30: 5D37121 5D35517 SPECTRUM TS 50 5D55036 5D55037
MD-II 25: 5D44874 5D44875 STD-II and STD-II SR
MD-II 50: 5D37123 5D35225 STD-II 50: 5D44874 5D44875
MD-II 30 MAX: 5D44892 5D45895 STD-II SR 50: 5D45960 5D45076
5D44891 5D44888 TD-II, TD-II MAX and TD-II SR
MD-II 50 MAX: 5D44874 5D44875 TD-II 30: 5D37121 5D35517
5D44890 5D44889 TD-II 50: 5D37123 5D35225
MD-II SR 30: 5D45077 5D45075 5D44874 5D44875
MD-II SR 50: 5D45960 5D45076 TD-II 30 MAX: 5D44892 5D45895
MD-II TCI, MD-II TCI-Z and MD-TLE 5D44891 5D44888
MD-II TCI 30: 5D45224 5D45220 TD-II 50 MAX: 5D44874 5D44875
MD-II TCI 50: 5D45224 5D45220 5D44890 5D44889
5D45222 5D45218 TD-II SR 30: 5D45077 5D45075
MD-II TCI-Z 50: 5D45172 5D44907 TD-II SR 50: 5D45960 5D45076
5D44225 5D45379
MD-TLE 50: 5D45172 5D44907
Wiring Wiring
Model Diagram Schematic
TS-200, TS-300, TS-500 and TS-600
TS-200 50: 5D48747 5D48563
TS-300 50: 5D48747 5D48563
TS-500 50: 5D48747 5D48563
TS-600 50: 5D48747 5D48563
UT
UTS: 5D51063 5D51062
UT1200X 1E29083 1E33193
XDS SR
XDS SR 30: 5D49384 5D49383
XDS SR 50: 5D48747 5D48563
Wiring Diagrams and Wiring Schematics 19-2

Self-Powered Truck Maintenance Binder - TK41000-MM - EN Rev. 9 11-08

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Self-Powered Truck Maintenance Binder - TK41000-MM - EN Rev. 9 11-08

Uploaded by

Copyright:

Available Formats

Maintenance Manual

Self-Powered Truck Units

TK 41000-1 (Rev. 9, 10-2008)

Thermo King Europe • Monivea Road • Mervue, Galway • Ireland

KD-II SR 50 230V EEC (915175)

TLE = MD-TLE and RD-TLE

GENERAL PRACTICES REFRIGERANT

Safety Precautions 2-1

Safety Precautions 2-2

Safety Precautions 2-3

Safety Precautions 2-4

Crankcase, Standard and Bypass Filters: Fill to full mark on dipstick

Timing Injection Pump:

Injection Nozzle Pressure:

Low Oil Pressure Switch1 (Normally Closed):

High Coolant Temperature Switch1:

Coolant System Capacity:

Engine Coolant Type (All Models):

Low Coolant Level Switch:

Radiator Cap Pressure:

CYCLE-SENTRY Block Temperature Switch2

KD-II, MD-100, MD-200, MD-300, MD-II,

MD-II TCI-Z, MD-TLE, MD-MT, MD-200 MD,

SPECTRUM TS: Belts

TS-200, TS-300, TS-500, TS-600 and XDS: Belts

UTS, UT1200X: Belts

TS-200, TS-300, TS-500, TS-600 and XDS:

TS-200, TS-300, TS-500, TS-600 models:

Compressor Oil Type:

Suction Pressure Regulator Setting:

High Pressure Cutout:

Low Pressure Cutout:

Receiver Tank Pressure Cutout:

Compressor High Temperature Cutout (Internal):

Liquid Injection Valve:

High Pressure Relief Valve:

Compressor Oil Charge:

Compressor Oil Type:

Suction Pressure Regulator Setting:

Throttling Valve Setting:

High Pressure Cutout:

Low Pressure Cutout:

Compressor Oil Charge:

Compressor Oil Type:

Suction Pressure Regulator Setting:

Throttling Valve Setting:

High Pressure Cutout:

Low Pressure Cutout:

Receiver Tank Pressure Cutout:

High Pressure Relief Valve:

Electronic Defrost Termination Switch1:

Defrost Air Switch Setting:

ELECTRICAL CONTROL SYSTEM

Battery Fuse F1:

Alternator/Regulator LED Diode

Engine Unloading Timer:

Purge Valve Timer:

Temperature Sensing Switch:

Heat (TherMAX) Solenoid:

Condenser Inlet Solenoid:

Receiver Tank Pressure Solenoid:

Liquid Line Solenoid (Each):

Hot Gas Solenoids (Each):